830e-1ac SM A30240-A30560 Ing Cebm021903

CEBM021903
Shop
Manual
830E-1AC
DUMP TRUCK
SERIAL NUMBERS A30240 - A30560
®
This material is proprietary to Komatsu America
Corp (KAC), and is not to be reproduced, used, or
disclosed except in accordance with written autho-
rization from KAC.
It is the policy of the Company to improve prod-
ucts whenever it is possible and practical to do so.
The Company reserves the right to make changes
or add improvements at any time without incurring
any obligation to install such changes on products
sold previously.
Because of continuous research and development,
periodic revisions may be made to this publication.
Customers should contact their local Komatsu dis-
tributor for information on the latest revision.
Unsafe use of this machine may cause serious injury or death. Operators and maintenance personnel
must read and understand this manual before operating or maintaining this machine.
This manual should be kept in or near the machine for reference, and periodically reviewed by all per-
sonnel who will come into contact with it.
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
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.
CALIFORNIA
Mercury and mercury compounds are known to the State of California to cause developmental prob-
lems. This machine may be equipped with optional HID lamps which contain mercury. There is no risk
of exposure unless the lamps are broken. However, the lamps must be reused, recycled or properly
disposed of in accordance with Local, State and Federal Laws at the end of their useful lives.
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 Kom-
atsu product on the supplier and user. Komatsu will not in any case accept responsi-
bility for the failure or performance of non-OEM parts in its products, including any
damages or personal injury resulting from such use.
FOREWORD
This Shop Manual is written for use by the service technician and is designed to help the technician become fully
knowledgeable of the truck and all its systems in order to keep it running and in production. All maintenance per-
sonnel 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 accom-
plishing repairs on the truck.
The first section covers component descriptions, truck specifications and safe work practices, as well as other gen-
eral information. The major portion of the manual pertains to disassembly, service and reassembly. Each major ser-
viceable area is dealt with individually. For example: The disassembly, service and reassembly of the radiator
group is discussed as a unit. The same is true of the engine and engine accessories, and so on through the entire
mechanical detail of the truck. Disassembly should be carried only as far as necessary to accomplish needed
repairs.
The illustrations used in this manual are, at times, typical of the component shown and may not necessarily depict
a specific model.
This manual shows dimensioning of metric (SI) and U.S. standard 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 135 N·m (100 ft lbs) torque. All torque specifications have ±10%
tolerance unless otherwise specified.
A Product Identification plate is normally located on the truck frame in front of the right side front wheel and desig-
nates the Truck Model Number, Product Identification Number (vehicle serial number), and Maximum G.V.W.
(Gross Vehicle Weight) rating.
The KOMATSU Truck Model designation consists of three numbers and one letter (i.e. 830E). The three numbers
represent the basic truck model. The letter “E” designates an Electrical propulsion system.
The Product Identification Number (vehicle serial number) contains information which will identify the original man-
ufacturing 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 compo-
nents. 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.
A00045 Introduction A-1

This “ALERT” symbol is used with the signal words,
“DANGER”, “WARNING”, and “CAUTION” 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 precau-
tions 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 A00045

TABLE OF CONTENTS
SUBJECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A
STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
ENGINE, FUEL, COOLING AND AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C
ELECTRIC SYSTEM (24 VDC. NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D
ELECTRIC PROPULSION AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E
DRIVE AXLE, SPINDLES AND WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G
HYDRAIR® II SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H
BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L
OPTIONS AND SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M
OPERATOR'S CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P
ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q
SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R
A00045 Introduction A-3

KOMATSU MODEL 830E-AC TRUCK
A-4 Introduction A00045

SECTION A
GENERAL INFORMATION
INDEX
MAJOR COMPONENTS & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2
SAFETY AND OPERATING INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3
WARNINGS AND CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4
TORQUE TABLES AND CONVERSION CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5
STORAGE AND IDLE MACHINE PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7
A01001 8/10 Index A1-1

NOTES
A1-2 Index 8/10 A01001

MAJOR COMPONENT DESCRIPTION
Truck And Engine Operator's Cab
The 830E-AC Dump Truck is an off-highway, rear The operator cab has been engineered for operator
dump truck with AC Electric Drive. The gross vehicle comfort and to allow for efficient and safe operation
weight is 385 852 kg (850,650 lbs.). The engine is a of the truck. The cab provides wide visibility, with an
Komatsu SDA16V160 rated @ 1865 kW (2500 HP). integral 4-post ROPS/FOPS structure, and an
advanced analog operator environment. It includes a
tinted safety-glass windshield and power-operated
Alternator (G.E. GTA-41) side windows, a deluxe interior with a fully adjustable
The diesel engine drives an in-line alternator at seat with lumbar support, a fully adjustable tilt/tele-
engine speed. The alternator produces AC current scope steering wheel, controls mounted within easy
which is rectified to DC within the main control cabi- reach of the operator, and an analog instrument
net. The rectified DC power is converted back to AC panel which provides the operator with all instru-
by groups of devices called "inverters", also within ments and gauges which are necessary to control
the main control cabinet. Each inverter consists of six and/or monitor the truck's operating systems.
"phase modules" under the control of a "gate drive
unit" (GDU). The GDU controls the operation of each Power Steering
phase module.
The truck is equipped with a full time power steering
Cooling air for the control / power group and wheel system which provides positive steering control with
motors, as well as the alternator itself, is provided by minimum operator effort. The system includes nitro-
dual fans mounted on the alternator shaft. gen-charged accumulators which automatically pro-
vide emergency power if the steering hydraulic
AC Induction Traction Motorized Wheels pressure is reduced below an established minimum.
The alternator output supplies electrical energy to the
two wheel motors attached to the rear axle housing.
Dynamic Retarding
The motorized wheels use three-phase AC induction The dynamic retarding is used to slow the truck dur-
motors with full-wave AC power. ing normal operation or control speed coming down a
grade. The dynamic retarding ability of the electric
The two wheel motors convert electrical energy back
system is controlled by the operator through the acti-
to mechanical energy through built-in gear trains
vation of the retarder pedal in the operators cab and
within the wheel motor assembly. The direction of the
by setting the RSC (Retarder Speed Control).
wheel motors is controlled by the directional control
Dynamic Retarding is automatically activated, if the
lever located on the center console.
truck speed goes to a preset overspeed setting.
Suspension Brake System
HYDRAIR®II suspension cylinders located at each
The braking system consists of an all hydraulic actu-
wheel provide a smooth and comfortable ride for the
ation system. Depressing the brake pedal actuates
operator and dampens shock loads to the chassis
wheel-speed single disc front brakes and armature-
during loading and operation.
speed dual disc rear brakes. The brakes can also be
activated by operating a switch on the instrument
panel. The brakes will be applied automatically if sys-
tem pressure decreases below a preset minimum.
The parking brake is integral with the service brake
caliper, and is spring-applied and hydraulically-
released. The park brake is applied by moving the
directional control lever to the PARK position.
A02081 Major Component Description A2-1

FIGURE 16-1. TRUCK COMPONENTS
1. Operator Cab 8. Wheel Hub 14. Fuel Tank 20. Rear Axle Hatch
2. Reserve Oil System 9. Disc Brake 15. Hoist Cylinder 21. Hydraulic Tank
3. Steps and Ladder 10. Steering Linkage 16. Rear Axle Housing 22. Hoist and Steering
4. Radiator 11. Alternator 17. Disc Brake Pump
5. Auto Lubrication 12. Hoist Filters 18. Rear Tires 23. Steering
6. Engine 13. Steering Filter 19. Rear Suspension Accumulators
7. Suspension
A2-2 Major Component Description A02081

SPECIFICATIONS
These specifications are for the standard Komatsu SERVICE CAPACITIES
830E-AC Truck. Customer Options may change this . . . . . . . . . . . . . . . . . . . . . . . . . . . Liters. (U.S. Gal.)
listing. Crankcase * . . . . . . . . . . . . . . . . . 280.0. . . . . (74.0)
* Includes Lube Oil Filters
ENGINE Cooling System . . . . . . . . . . . . . . . . 568. . . . . (150)
Komatsu SDA16V160 Fuel . . . . . . . . . . . . . . . . . . . . . . . . 4542. . . . (1200)
(Optional SSDA16V160) Hydraulic System . . . . . . . . . . . . . . . 946. . . . . (250)
No. of Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Hydraulic Tank . . . . . . . . . . . . . . . . . 901. . . . . (238)
Operating Cycle . . . . . . . . . . . . . . . . . . . . . . 4-Stroke Wheel Motor Gear Box (each) . . . . . . 38. . . . . . (10)
Rated Brake HP. . . . 1865 kW (2500 hp)@ 1900 rpm
HYDRAULIC SYSTEMS*
Flywheel HP . . . . . 1761 kW (2360 hp) @ 1900 rpm
Weight* (Wet) 9 608 kg (21,182 lbs) Pumps
* Weight does not include Radiator, Sub-frame, or Hoist . . . . . . . . . . . . . . . . . . . . . Tandem Gear Pump
Alternator Rated @ . . . . . 851 lpm (225 gpm) @ 1900 rpm and
. . . . . . . . . . . . . . . . . . . . . . . .17 240 kPa (2,500 psi)
Steering/Brake . . . . . Pressure Compensating Piston
Rated @ . . . . . . .246 lpm (65 gpm) @ 1900 rpm and
AC ELECTRIC DRIVE SYSTEM
. . . . . . . . . . . . . . . . . . . . . . . .18 961 kPa (2,750 psi)
(AC/DC Current)
System Relief Pressures
Alternator . . . . . . . . . . . . .General Electric GTA - 41
Hoist . . . . . . . . . . . . . . . . . . . .17 240 kPa (2,500 psi)
Dual Impeller, In-Line Blower 255 m3/min (9000 cfm) Steering/Brakes . . . . . . . . . . .27 580 kPa (4,000 psi)
Motorized Wheels . . . .GEB25 AC Induction Traction Hoist Cylinders (2) . . . . . . . . . . . . . . . . . . . . 3-Stage
Motors Tank (Vertical/Cylindrical) . . . . . . . . Non-Pressurized
Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31.875:1 Filtration . . . . . . . . . . . . In-line replaceable elements
Maximum Speed* . . . . . . . . . 64.5 km/h (40 mph) Suction . . . . . . . . . . . . Single, Full Flow, 100 Mesh
(*w/40.00-57 Tires and 31.875:1 gear train) Hoist & Steering . . . . . . . . Full Flow, Dual In-Line,
*NOTE: Wheel motor application depends upon GVW, haul road . . . . . . . . . . . High Pressure Beta 12 Rating =200
grade and length, rolling resistance, and other parameters. Kom-
atsu & G.E. must analyze each job condition to assure proper *With Quick Disconnects for powering disabled truck
application. and system diagnostics.
DYNAMIC RETARDING
SERVICE BRAKES
Electric Dynamic Retarding . . . . . . . . . . . . . Standard
Actuation . . . . . . . . . . . . . . . . . . . . . . . . All Hydraulic
Maximum Rating . . . . . . . . . . . . . 2983 kW (4000 hp)
Front . . . . . . . . . . . . . . . . Wheel Speed, Single Disc
Inboard Mounted . . . . . . . . . . . . . . . . . 3 Calipers
Disc Diameter, O.D. . . . . . . . 1213 mm (47.75 in.)
24 VDC ELECTRIC SYSTEM
Rear . . . . . . . . . . . . . . . Armature Speed, Dual Disc
Batteries . . . . 4 x 8D 1450 CCA, 12 volt batteries in
Disc Diameter, O.D. . . . . . . . . 635 mm (25.00 in.)
Series/Parallel w/Disconnect Switch
Emergency Brake- Automatically Applied (Standard)
Alternator . . . . . . . . . . . 24 Volt, 140 Ampere Output
Wheel Brake Lock . . . . . . Manual Switch on Panel
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24 Volt
. . . . . . . . . . . . . . . . . . . . . . . (Loading and Dumping)
Cranking Motors (2). . . . . . . . . . . . . . . . . . . . .24 Volt
DISC PARKING BRAKE
Each Rear Wheel . . . . . Integral with Service Caliper
. . . . . . . . . . . Spring Applied, Hydraulically Released
STEERING
Turning Circle - Front Wheel Track. . . 28.4 m (93 ft.)
Twin hydraulic cylinders with accumulator assist to
provide constant rate steering. Emergency power
steering automatically provided by accumulators.
A02081 Major Component Description A2-3

DUMP BODY CAPACITIES AND DIMENSIONS WEIGHT DISTRIBUTION
Standard, Heaped @ 2:1 (SAE) . . 147 m3 (193 yd 3)
Empty Vehicle . . . . Kilograms. . . . . . . . (Pounds)
Struck . . . . . . . . . . . . . . . . . . . . . 117 m3 (153 yd 3)
Front Axle . . . . . . . . . . . 82 747. . . . . . . . (182,426)
Loading Height Empty . . . . . . . . 6.61 m (21 ft. 8 in.)
Rear Axle. . . . . . . . . . . . 82 902. . . . . . . . (182,768)
Dumping Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Non-heated body w/exhaust mufflers . . . . . Standard Total (100% fuel) . . . . . 165 649. . . . . . . . (365,194)
Standard Komatsu body 27 669. . . . . . . . . (61,000)
Standard tire weight. . . . 21 081. . . . . . . . . (46,476)
TIRES
Radial Tires (standard) . . . . . . . . . . . . . . . 40.00 R57 Loaded Vehicle . . . Kilograms. . . . . . . . (Pounds)
Optional Tires . . . . . . . . . . . . . . . . . . . . . . 46/90 R57 Front Axle . . . . . . . . . . 127 330. . . . . . . . (280,715)
Rock Service, Deep Tread . . . . . . . . . . . . . Tubeless Rear Axle. . . . . . . . . . . 258 522. . . . . . . . (569,935)
Rims, standard 5 piece . . Rated to 827 kPa (120 psi)
Total * . . . . . . . . . . . . . 385 852. . . . . . . . (850,650)
Nominal Payload *. . . . 220 199. . . . . . . . (485,456)
. . . . . . . . . . . . . (242 U.S. Ton)
*Nominal payload is defined by Komatsu America

Corporation’s payload policy documentation. In gen-
eral, the nominal payload must be adjusted for the
specific vehicle configuration and site application.
The figures above are provided for basic product
description purposes. Please contact your Komatsu
distributor for specific application requirements.
OVERALL TRUCK DIMENSIONS

(Empty with Standard Body)
Length . . . . . . . . . . . . . . . . . . . . . . . . . . 14.4 m (47 ft. 3 in.)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.32 m (24 ft. 0 in.)
Height with Canopy . . . . . . . . . . . . . . . . 6.96 m (22 ft. 10 in.)
Height with Dump Body Up . . . . . . . . . . 13.52 m (44 ft. 4 in.)
Turning Circle (on front track) . . . . . . . . 28.4 m (93 ft. 0 in.)
A2-4 Major Component Description A02081

SECTION A3
GENERAL SAFETY AND OPERATING INSTRUCTIONS
INDEX
GENERAL SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5
Safety Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5
Truck Safety Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5
Clothing And Personal Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5
Unauthorized Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5
Leaving The Operator’s Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5
Mounting And Dismounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6
Fire Extinguishers And First Aid Kits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6
Precautions For High Temperature Fluids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6
Asbestos Dust Hazard Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6
Fire Prevention For Fuel And Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
ROPS Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
Preventing Injury From Work Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
Precautions For Optional Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
Precautions When Starting The Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
PRECAUTIONS FOR TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
Safety Is Thinking Ahead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
Safety At The Worksite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
Fire Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
Preparing For Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
Ventilation For Enclosed Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
Mirrors, Windows, And Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9
In The Operator’s Cab - Before Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9
A03043 11/11 General Safety and Operating Instructions A3-1

OPERATING THE MACHINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9
Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9
Truck Operation - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9
Traveling In The Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
Precautions When Traveling In Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
Traveling On Slopes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
Ensuring Good Visibility. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-11
Operating On Snow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-11
Avoid Damage To The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-11
Driving Near High Voltage Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-11
When Loading The Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-11
When Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-11
Working On Loose Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12
Parking The Machine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12
TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12
WORKING NEAR BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13
Jump Starting With Booster Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14
Jump Starting With Receptacles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14
PRECAUTIONS FOR MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
BEFORE PERFORMING MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
Stopping The Engine Before Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
Electrical Systems Isolation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
Warning Tag. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-17
Proper Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-17
Securing The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-17
DURING MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18
Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18
Attachments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18
Working Under The Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18
Keeping The Machine Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18
A3-2 General Safety and Operating Instructions 11/11 A03043

Rules To Follow When Adding Fuel Or Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18
Radiator Coolant Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18
Use Of Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19
Precautions With The Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19
Handling High Pressure Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19
Precautions With High Pressure Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19
Maintenance Near High Temperatures And High Pressures . . . . . . . . . . . . . . . . . . . . . . . . . A3-19
Rotating Fan And Belts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19
Waste Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19
TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-20
Handling Tires. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-20
Tire Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-21
Storing Tires After Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-21
ADDITIONAL JOB SITE RULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-22
WHEN REPAIRS ARE NECESSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-23
SPECIAL PRECAUTIONS FOR WORKING ON AN 830E-1AC TRUCK . . . . . . . . . . . . . . . . . . . . . . A3-24
Preliminary Procedures before Welding or Performing Maintenance. . . . . . . . . . . . . . . . . . . A3-24
Engine Shutdown Procedure before Welding or Performing Maintenance . . . . . . . . . . . . . . A3-24
TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-36
PREPARING FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-36
Safety Is Thinking Ahead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-36
WALK AROUND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-36
RETRACTABLE LADDER SYSTEM (If equipped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-40
LADDER SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-40
LADDER SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-41
GENERAL SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-41
IN-CAB CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-41
IN-CAB CONTROL PANEL FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-42
USING THE IN-CAB CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-43
USING THE GROUND LEVEL CONTROL BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-45

ENGINE START-UP SAFETY PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-47
AFTER ENGINE HAS STARTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-48
PRE-SHIFT BRAKE CHECK (if equipped) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-49
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-49
PERFORMING THE BRAKE TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-50
EMERGENCY STEERING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-53
MACHINE OPERATION SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-54
MACHINE OPERATION ON THE HAUL ROAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-55
STARTING ON A GRADE WITH A LOADED TRUCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-56
PASSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-56
LOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-56
DUMPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-56
Raising The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-56
Lowering The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-57
SUDDEN LOSS OF ENGINE POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-58
FUEL DEPLETION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-59
SAFE PARKING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-59
NORMAL ENGINE SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-60
DISABLED TRUCK CONNECTORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-61
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-61
STEERING AND BRAKE SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-61
HOIST SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-62
TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-64
RESERVE ENGINE OIL SYSTEM (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-67

GENERAL SAFETY
Safety records of most organizations will show that Clothing And Personal Items
the greatest percentage of accidents are caused by
• Avoid wearing loose
unsafe acts of persons. The remainder are caused clothing, jewelry, and
by unsafe mechanical or physical conditions. Report loose long hair. They
all unsafe conditions to the proper authority. can catch on controls
The following safety rules are provided as a guide for or in moving parts and
cause serious injury
the operator. However, local conditions and regula-
or death. Additionally,
tions may add many more to this list. never wear oily
clothes as they are
flammable.
• Wear a hard hat, safety glasses, safety shoes, a
mask and gloves when operating or maintaining
Read and follow all safety precautions. Failure to a machine. Always wear safety goggles, a hard
do so may result in serious injury or death. hat and heavy gloves if your job involves
scattering metal chips or minute materials. This is
Safety Rules particularly important when driving pins with a
• Only trained and authorized personnel can hammer or when cleaning air cleaner elements
operate and maintain the machine. with compressed air. Also, ensure that the work
area is free of other personnel during such tasks.
• Follow all safety rules, precautions and
instructions when operating or performing Unauthorized Modification
maintenance on the machine.
• Any modification made to this vehicle without
• When working with another operator or a person authorization from Komatsu America Corp. can
on work site traffic duty, ensure all personnel possibly create hazards.
understand all hand signals that are to be used.
• Before making any modification, consult your
Truck Safety Features authorized regional Komatsu America Corp.
distributor. Komatsu will not be responsible for
• Ensure all guards and covers are in their proper any injury or damage caused by any
position. Repair any damaged guards and unauthorized modification.
covers. (Refer to Walk-Around Inspection, later in
this section.) Leaving The Operator’s Seat
• Learn the proper use of safety features such as While leaving the operator's seat, DO NOT touch any
safety locks, safety pins, and seat belts. Always controls. To prevent accidental operations from
use these safety features, properly. occurring, always perform the following:
• Never remove any safety features. Always keep • Move the directional control lever to the PARK
safety features in good operating condition. position (this will apply the parking brake). DO
• Improper use of safety features may result in NOT apply the wheel brake lock.
serious bodily injury or death. • Lower the dump body, and move the hoist control
lever to the FLOAT position.
• Turn the key switch to the OFF position and wait
for the engine to stop.
• After the engine has stopped, wait two minutes
before exiting the cab. If any warning lights are
illuminated or warning horns are sounding, DO
NOT leave the cab and notify maintenance
personnel immediately. When exiting the
machine, always lock compartments, and take
the keys with you to prevent entry from
unauthorized persons.

Mounting And Dismounting Precautions For High Temperature Fluids
• Never jump on or off the machine. Never climb on • Immediately after machine
or off a machine while it is moving. operation, engine coolant,
engine oil, and hydraulic oil are
• When climbing on or off a machine, face the
at high temperatures and are
machine and use the hand-hold and steps.
pressurized. If the cap is
• Never hold any control levers when getting on or removed, the fluids drained, the
off a machine. filters are replaced, etc., there is
danger of serious burns. Allow heat and pressure
• Always maintain three-point contact with the to dissipate before performing such tasks and
hand-holds and steps to ensure that you support follow proper procedures as outlined in the
yourself. service manual.
• When bringing tools up to the operating deck, • To prevent hot coolant from spraying:
always pass them by hand or pull them up by
rope. 1. Stop the engine and wait for the coolant temper-
ature to decrease.
• If there is any oil, grease, or mud on the hand-
holds or steps, wipe them clean immediately. 2. Depress the pressure relief button on the radia-
Always keep these components clean. Repair tor cap.
any damage and tighten any loose bolts. 3. Turn the radiator cap slowly to allow pressure to
• Use the handrails and steps marked by arrows in dissipate.
the diagram below when getting on or off the • To prevent hot engine oil spray:
machine.
1. Stop the engine.
NOTE: Some trucks may be equipped with different
2. Wait for the oil temperature to cool down.
boarding equipment than shown in the figure below.
Refer to Options Section for additional information. 3. Turn the cap slowly to allow pressure to dissi-
pate.
Asbestos Dust Hazard Prevention

Asbestos dust is hazardous to
your health when inhaled. If you
handle materials containing
asbestos fibers, follow the
guidelines below:
• Never use compressed air
for cleaning.
• Use water for cleaning and to control dust.
• Operate the machine or perform tasks with the
Fire Extinguishers And First Aid Kits wind to your back, whenever possible.
• Use an approved respirator, when necessary.
• Ensure fire extinguishers
are accessible and
proper usage techniques
are known.
• Provide a first aid kit at
the storage point.
• Know what to do in the event of a fire.
• Keep the phone numbers of persons you must
contact in case of an emergency on hand.

Fire Prevention For Fuel And Oil • When modifying or repairing the ROPS, always
consult your nearest Komatsu distributor.
• Fuel, oil, and antifreeze can be ignited by a
flame. These fluids are extremely flammable and • Even with the ROPS installed, the operator must
hazardous. always use the seat belt when operating the
machine.
• Keep flames away from flammable fluids.
• Stop the engine while refueling.
• Never smoke while refueling Preventing Injury From Work Equipment
• Tighten all fuel and oil tank caps securely. • Never position any part of your body between
movable parts such as the dump body, chassis or
• Refuel and maintain oil in well ventilated areas. cylinders. If the work equipment is operated,
• Keep oil and fuel in a designated location. DO clearances will change and may cause serious
NOT allow unauthorized persons to enter. bodily injury or death.
Precautions For Optional Attachments

• When installing and using optional equipment,
read the instruction manual for the attachment
and the information related to attachments in this
manual.
• DO NOT use attachments that are not authorized
by Komatsu, or the authorized regional Komatsu
distributor. Use of unauthorized attachments
could create a safety problem and adversely
affect the proper operation and useful life of the
machine.
• Any injuries, accidents, and product failures
resulting from the use of unauthorized
ROPS Precautions attachments will not be the responsibility of
• The Rollover Protection Structure (ROPS) must Komatsu America Corp., or the authorized
be properly installed for machine operation. regional Komatsu distributor.
• The ROPS is intended to protect the operator if

the machine rolls over. It is designed not only to
support the load of the machine, but also to Precautions When Starting The Machine
absorb the energy of the impact. • Start the engine from the
• ROPS structures installed on equipment operator’s seat, only.
manufactured and designed by Komatsu fulfills • Never attempt to start the
all of the regulations and standards for all engine by shorting across the
countries. If it is modified or repaired without starter terminals. This may
authorization from Komatsu, or is damaged when cause fire, or serious injury or
the machine rolls over, the strength of the death to anyone in the
structure will be compromised and will not be machine’s path.
able to fulfill its intended purpose. Optimum
strength of the structure can only be achieved if it
is repaired or modified as specified by Komatsu.

PRECAUTIONS FOR TRUCK OPERATION Fire Prevention
Safety Is Thinking Ahead • Remove all wood chips,

leaves, paper and other
Prevention is the best safety program. Prevent a flammable items
potential accident by knowing the employer's safety accumulated in the engine
requirements and all necessary job site regulations. compartment, as they could
In addition, know the proper use and care of all the cause a fire.
safety equipment on the truck. Only qualified opera- • Check fuel, lubrication, and hydraulic systems for
tors or technicians may attempt to operate or main- leaks. Repair any leaks. Clean any excess oil,
tain a Komatsu machine. fuel or other flammable fluids, and dispose of
properly.
Safe practices start before the operator gets to the
equipment! • Ensure a fire extinguisher is present and in
proper working condition.
• DO NOT operate the machine near open flames.
Safety At The Worksite
• When walking to and from a truck, maintain a
safe distance from all machines even when the Preparing For Operation
operator is visible. • Always mount and dismount while facing the
• Before starting the engine, thoroughly check the truck. Never attempt to mount or dismount the
area for any unusual conditions that could be truck while it is in motion. Always use handrails
dangerous. and ladders when mounting or dismounting the
truck.
• Examine the road surface at the job site and
determine the best and safest method of • Check the deck areas for debris, loose hardware,
operation. and tools. Check for people and objects that
remain on or around the truck.
• Choose an area where the ground is as
horizontal and firm as possible before performing • Become familiar with and use all protective
the operation. equipment devices on the truck and ensure that
these items (anti-skid material, grab bars, seat
• If you need to operate on or near a public road, belts, etc.) are securely in place.
protect pedestrians and cars by designating a
person for work site traffic duty or by installing
fences around the work site.
Ventilation For Enclosed Areas
• The operator must personally check the work
position, the roads to be used, and existence of • If it is necessary to start the
obstacles before starting operations. engine in an enclosed area,
provide adequate ventilation.
• Always determine the travel roads to be used at Exhaust fumes from the
the work site. Travel roads must be maintained in engine can kill.
order to ensure safe machine travel.
• If travel through wet areas is necessary, check
the depth and flow of water before crossing the
shallow parts. Never drive through water which
exceeds the permissible water depth.

Mirrors, Windows, And Lights OPERATING THE MACHINE
• Remove any dirt from the surface of the Starting The Engine
windshield, cab windows, mirrors and lights.
Good visibility may prevent an accident. • NEVER ATTEMPT TO START THE MACHINE
BY SHORTING ACROSS THE STARTER
• Adjust the mirrors to a position where the TERMINALS. This may cause fire, or serious
operator can see best from the operator's seat. injury or death to anyone in machine’s path.
• Ensure headlights, work lights and taillights are in • NEVER start the engine if a warning tag has
proper working order. Ensure that the machine is been attached to the controls.
equipped with the proper work lamps needed for
the operating conditions. • When starting the engine, sound the horn as an
alert.
• Replace any broken mirrors, windows or lights.
• Start and operate the machine only while seated
In The Operator’s Cab - Before Starting The in the operator’s seat.
Engine
• DO NOT allow any unauthorized persons in the
• DO NOT leave tools or spare parts lying around operator's compartment or any other place on the
or allow trash to accumulate in the cab of the machine.
truck. Keep all unauthorized reading material out
of the truck cab.
• Keep the cab floor, controls, steps, and handrails Truck Operation - General
free of oil, grease, snow, and excess dirt.
• WEAR SEAT BELTS AT ALL TIMES.
• Read and understand the contents of the
• Only authorized persons are allowed to ride in
Operation & Maintenance manual. Read safety
the truck. Passengers must be in the cab and
and operating instructions with special attention.
belted in the passenger seat.
Become thoroughly acquainted with all gauges,
instruments and controls before attempting • DO NOT allow anyone to ride on the decks or on
operation of the truck. the steps of the truck.
• Read and understand the WARNING and • DO NOT allow anyone to get on or off the truck
CAUTION decals in the operator's cab. while it is in motion.
• Ensure the steering wheel, horn, controls and • DO NOT move the truck in or out of a building
pedals are free of any oil, grease or mud. without a signal person present.
• Check operation of the windshield wiper, • Know and obey hand signal communications
condition of wiper blades, and check the washer between the operator and spotter. When other
fluid reservoir level. machines and personnel are present, the
operator must move in and out of buildings,
• Be familiar with all steering and brake system
loading areas and through traffic, under the
controls, warning devices, road speeds and
direction of a signal person. Courtesy at all
loading capabilities, before operating the truck.
times is a safety precaution!
• If equipped, ensure the Retractable Ladder
• Immediately report any adverse conditions on
System (RLS) is raised.
haul road, pit or dump area that may cause an
Seat Belts operating hazard.
• On both driver and passenger seats, check the

seat belt fabric, buckle, all belt retractors and
hardware for damage or wear. Replace any worn
or damaged parts immediately.
• Even if there are no signs of damage, replace
both driver and passenger seat belts 5 years after
seat belt manufacture, or every 3 years after start
of use, whichever comes first. The passenger
seat belt date of manufacture label is sewn into
the seat belt near the buckle. The driver seat belt
date of manufacture label is sewn into the
shoulder harness belt, near the retractor end.

• Check for flat tires periodically during a shift. If • If the engine stops when the machine is in
the truck has been operating on a “flat”, the truck motion, the emergency steering system will be
must not be parked indoors until the tire cools. If activated. Apply the brakes immediately and stop
the tire must be changed, DO NOT stand in front the machine as quickly and safely as possible (off
of the rim and locking ring when inflating a tire of the haul road, if possible). Apply the parking
mounted on the machine. Observers must not be brake.
permitted in the area and must be kept away
from the side of such tires. Precautions When Traveling In Reverse
Before operating the
machine or work
equipment, do as fol-
lows:
A tire and rim assembly may explode if subjected
to excessive heat. Personnel must move to a
remote or protected location if there is a fire near
the tire and wheel area or if the smell of burning • Ensure the backup alarm works properly.
rubber or excessively hot brakes is evident.
• Sound the horn to warn people in the area.
If the truck must be approached, such as to fight • Check for personnel near the machine. Do a
a fire, those personnel must do so only while fac- thorough check behind the machine.
ing the tread area of the tire (front or back), • When necessary, designate a person to watch
unless protected by use of large heavy equip- the area for the truck operator. This is particularly
ment as a shield. Stay at least 15 m (50 ft) from necessary when traveling in reverse.
the tread of the tire.
• When operating in hazardous areas and areas
with poor visibility, designate a person to direct
In the event of fire in the tire and wheel area
work site traffic.
(including brake fires), stay away from the truck
for at least eight hours or until the tire and wheel • DO NOT allow any one to enter the line of travel
are cool. of the machine. This rule must be strictly obeyed
even with machines equipped with a back-up
• Keep serviceable fire fighting equipment on alarm or rear view mirror.
hand. Report used extinguishers for replacement
or refilling. Traveling On Slopes
• Always move the directional control lever to • Traveling on slopes could result in the machine
PARK (this will apply the parking brake) when the tipping over or slipping.
truck is parked and unattended. DO NOT leave
the truck unattended while the engine is running. • DO NOT change direction on slopes. To ensure
safety, drive to level ground before turning.
NOTE: DO NOT use wheel brake lock when parking
• DO NOT travel up and down on grass, fallen
the truck.
leaves, or wet steel plates. These materials may
• Park the truck a safe distance away from other make the machine slip on even the slightest
vehicles as determined by the supervisor. slope. Avoid traveling sideways, and always keep
travel speed low.
• Stay alert at all times! In the event of an
emergency, be prepared to react quickly and • When traveling downhill, use the retarder to
avoid accidents. If an emergency arises, know reduce speed. DO NOT turn the steering wheel
where to get prompt assistance. suddenly. DO NOT use the foot brake except in
an emergency.
Traveling In The Truck
• If the engine stops on a slope, apply the service
• When traveling on rough ground, travel at low brakes to fully stop the machine. Move the
speeds. When changing direction, avoid turning directional control lever to the PARK position (this
suddenly. will apply the parking brake).
• Lower the dump body and move the dump lever
to the FLOAT position before traveling.

Ensuring Good Visibility Driving Near High Voltage Cables
• When working in dark places, install work lamps • Driving near high-voltage cables can cause
and head lamps. electric shock. Always maintain the safe
distances between the machine and the electric
• Discontinue operations if visibility is poor, such as
cable as listed below.
in mist, snow, or rain. Wait for the weather to
improve to allow the operation to be performed Voltage Minimum Safe Distance
safely.
6.6 kV 3m 10 ft.
Operating On Snow 33.0 kV 4m 14 ft.
• When working on snowy or icy roads, there is 66.0 kV 5m 17 ft.
danger that the machine may slip to the side on 154.0 kV 8m 27 ft.
even the slightest slope. Always travel slowly and
275.0 kV 10 m 33 ft.
avoid sudden starting, turning, or stopping in
these conditions.
The following actions are effective in preventing acci-
• Be extremely careful when clearing snow. The dents while working near high voltages:
road shoulder and other objects are buried in the
snow and cannot be seen. • Wear shoes with rubber or leather soles.
• Use a signalman to give warning if the machine
approaches an electric cable.
Avoid Damage To The Dump Body • If the work equipment touches an electric cable,
• When working in tunnels, on bridges, under the operator must not leave the cab.
electric cables, or when entering an enclosed • When performing operations near high voltage
area where there are height limits, always use cables, DO NOT allow anyone to approach the
extreme caution. The dump body must be machine.
completely lowered before driving.
• Check with the electrical maintenance
department about the voltage of the cables
before starting operations.
Driving with a raised dump body or raising the When Loading The Truck
dump body in an enclosed area, may result in
• Ensure the surrounding area is safe. If so, stop
serious damage and bodily injury or death. the machine in the correct loading position and
Always drive with the dump body resting on the evenly load the body.
frame.
• DO NOT leave the operator's seat during the
loading operation.
When Dumping
• Before dumping, check that there is no person or
objects behind the machine.
• Stop the machine in the desired location. Check
again for persons or objects behind the machine.
Give the determined signal, then slowly operate
the dump body. If necessary, use blocks for the
wheels or position a flagman.
• When dumping on slopes, machine stability is
poor and there is danger of tip over. Always
perform such operations using extreme care.
• Never travel with the dump body raised.

Working On Loose Ground • Turn the key switch to the OFF position and wait
for the engine to stop. This could take up to three
• Avoid operating the machine near cliffs, minutes for a hot engine to cool down. After the
overhangs, and deep ditches. If these areas engine has stopped, wait two minutes before
collapse, the machine could fall or tip over and exiting the cab. If any warning lights are
result in serious injury or death. Remember that illuminated or warning horns are sounding, DO
ground surfaces in these areas may be NOT leave the cab and notify maintenance
weakened after heavy rain or blasting. personnel immediately.
• Freshly laid soil and the soil near ditches is loose. • When exiting the machine, always lock
It can collapse under the weight or vibration of compartments, and take the keys with you to
the machine. Avoid these areas whenever prevent entry from unauthorized persons.
possible.
• Place wheel chocks around the wheels to
Parking The Machine prevent the truck from rolling.
• Ensure the truck body is empty. Completely lower
TOWING
the dump body by placing the hoist control lever
in the FLOAT position. Improper towing methods may lead to serious per-
sonal injury and/or damage.
• Choose a horizontal road surface to park the
machine. If the machine must be parked on a • Tow with a solid tow bar. DO NOT tow with a
slope, follow local regulations to secure the truck cable.
to prevent the machine from moving.
• Use a towing device with ample strength for the
• Move the directional control lever to PARK (this weight of this machine.
will apply the parking brake).
• Never tow a machine on a slope.
NOTE: DO NOT apply the wheel brake lock.
• When connecting a machine to be towed, DO
NOT allow anyone to go between the tow
machine and the disabled machine.
• Set the coupling of the disabled machine in a
straight line with the towing portion of the tow
machine, and secure it in position.
• DO NOT stand next to the towing device while
the truck is moving.
(For towing method, see the Operation and Mainte-
nance Manual, Section 30, Operating Instructions -
Towing.)

WORKING NEAR BATTERIES • When removing or installing a battery, positively
identify the positive (+) terminal and negative (-)
Battery Hazard Prevention terminal and use precautions not to short circuit
between the terminals.
Battery electrolyte contains sulfuric acid and can
quickly burn the skin and eat holes in clothing. If elec- • This truck is equipped with a master disconnect
trolyte comes in contact with skin, immediately flush switch (3, Figure 3-2) on the battery ground
the area with water. circuit. When disconnecting battery cables,
always move the master disconnect switch to the
Battery acid can cause blindness if splashed into the OFF position (1, Figure 3-1). First, disconnect the
eyes. If acid gets into the eyes, flush them immedi- positive (+) battery cables, then the negative (-)
ately with large quantities of water and see a doctor battery cables last.
immediately. NOTE: If the master disconnect switch is OFF, and a
• If acid is accidentally ingested, drink a large wrench on the negative (-) terminal touches the
quantity of water, milk, beaten eggs or vegetable battery box frame, a spark will occur if any electrical
oil. Call a doctor or poison prevention center component on the truck was left in the ON position.
immediately.
• When connecting battery cables, always move
• Always wear safety glasses or goggles when the master disconnect switch (3, Figure 3-2) to
working with batteries. the OFF position. Then connect the negative (-)
cables first, then the positive cables (+) last.
• Tighten battery terminals securely. Loose
terminals can generate sparks and could lead to
an explosion.
• Tighten battery caps securely.
• Batteries generate hydrogen gas. Hydrogen gas

is very EXPLOSIVE, and is easily ignited with a
small spark or flame.
• Before working with batteries, stop the engine
and turn the key switch to the OFF position. Wait
two minutes after the engine has stopped, and if FIGURE 3-1. MASTER DISCONNECT SWITCH
no warning lights illuminate, then turn the battery
disconnect switches to the OFF position. 1. Off 2. On
• Avoid short-circuiting the battery terminals
through accidental contact with metallic objects,
such as tools, across the terminals.

Jump Starting With Booster Cables Jump Starting With Receptacles
• Always wear safety glasses or goggles when • Always wear safety glasses or goggles when
starting the machine with booster cables. starting the machine with booster cables.
• While jump starting with another machine, DO • While jump starting with another machine, DO
NOT allow the two machines to touch. NOT allow the two machines to touch.
• Ensure the parking brake is applied on both • Ensure the parking brake is applied on both
machines. The engine on the good machine is to machines. The engine on the good machine is to
be operating. be operating.
• Ensure the size of the booster cables and clips • Inspect the cables and connectors for any
are suitable for the battery size. Inspect the damage or corrosion.
cables and clips for any damage or corrosion.
• Ensure the key switch and master battery
• Ensure the key switch and master battery disconnect switch (3, Figure 3-2) on the disabled
disconnect switch (3, Figure 3-2) on the disabled machine is in the OFF position.
machine is in the OFF position.
• Connect the jumper cable to the receptacle on
• Connect the batteries in parallel: positive to the good machine to the receptacle on the
positive and negative to negative. disabled machine.
• Connect the positive (24VDC +) cable from the • Allow time for the batteries to charge.
good machine to the (24VDC +) on the disabled
NOTE: The batteries will charge even with the
machine first.
master battery disconnect switch is in the OFF
• Then connect the ground cable from the negative position.
(-) battery terminal on the good machine to the
frame of the disabled machine, as far away as • If starting with a booster cable, perform the
possible from the batteries. This will prevent a operation with two people. One person in the cab
spark from possibly starting a battery fire. of the disabled machine, the other person
working with the jumper cables.
• Move the master battery disconnect switch (3,
Figure 3-2) to the ON position. Allow time for the • If the batteries are low, DO NOT attempt starting
batteries to charge. the machine with only one set of jumper cables
installed. Install the second set of jumper cables
• If starting with a booster cable, perform the in the same way as already described.
operation with two people. One person in the cab
of the disabled machine, the other person • Turn the master battery disconnect switch (3,
working with the jumper cables. Figure 3-2) to the ON position and attempt
starting.
• If the batteries are low, DO NOT attempt starting
the machine with only one set of jumper cables • For booster cable removal, disconnect the cables
installed. Install the second set of jumper cables from each machine.
in the same way as already described. • If any tool touches between the positive (+)
• Attempt starting the disabled machine. terminal and the chassis, it will cause sparks.
Always use caution when using tools near the
• For booster cable batteries.
removal,
disconnect the
ground or negative
(-) cable first, then
the (24VDC +)
cable last.
• If any tool touches between the positive (+)

terminal and the chassis, it will cause sparks.
Always use caution when using tools near the
batteries.

PRECAUTIONS FOR MAINTENANCE
BEFORE PERFORMING MAINTENANCE Electrical Systems Isolation
Stopping The Engine Before Service • Isolation box (6, Figure 3-2) contains master
disconnect switch (3), starter disconnect switch
• Before performing inspections or maintenance, (4) and propel lockout lever (5). The isolation box
stop the machine on firm, flat ground. Lower the is located on top of the front bumper, on the left
dump body, place the directional control lever to hand side. Move both disconnect switches and
the PARK position (this will apply the parking the propel lockout lever to the OFF position to
brake), and turn the key switch to the OFF disable the 24VDC electrical system, starters and
position and wait for the engine to stop. the AC electric drive system. When the switches
and propel lockout lever are in the OFF position,
• Wait two minutes after the engine has stopped, LED lights (8) will be illuminated. The battery
and if no warning lights illuminate, then turn the disconnect switches and propel lockout lever can
battery disconnect switches to the OFF position. be padlocked in the OFF position to prevent
Verify that the disconnects are functioning. unauthorized truck operation. When the switches
• Place wheel chocks around the wheels to and the propel lockout lever are in the ON
prevent the truck from rolling. position, LED lights (7) will be illuminated. Refer
to the following table to ensure the correct
• If the engine must be operated during disconnect is used to isolate a desired circuit or
maintenance, always move the directional control system.
lever to the PARK position (this will apply the
parking brake). Always perform this work with two NOTE: This is the recommended usage of the
people. One person must be in the operator's battery disconnect and propel lockout switches.
seat to stop the engine if necessary. Never move Local regulations may be different.
any controls not related to the task at hand during
these situations. Apply the propel lockout lever Action Recommended
(5, Figure 3-2) to prevent the truck from moving if Isolation
the engine must operate during maintenance.
When the propel lockout lever is in the OFF 24V Electrical Starter Lockout
position and LED light (8) is illuminated, the drive Troubleshooting
system is locked out and the truck will not propel. 24V Electrical Master Lockout
When the propel lockout lever is in the ON
Maintenance/Repair
position and LED light (7) is illuminated, the drive
system is active and the truck can be driven. High Voltage/Propulsion None
Troubleshooting
• When servicing the machine, use care not to
touch any moving parts. Never wear loose High Voltage Master Lockout
clothing. Maintenance/Repair
• When performing service with the dump body Hydraulic Troubleshooting Propel Lockout
raised, always place the dump lever in the HOLD Hydraulic Starter Lockout
position, and apply the lock (if equipped). Install
Maintenance/Repair
the body-up safety cable securely.
Engine Troubleshooting Propel Lockout
Engine Repair Master Lockout
Mechanical Repair Starter Lockout
Weld Repair Master Lockout &
Alternator Isolation
Fueling Starter Lockout
Lube/General Maintenance Starter Lockout
Shift Change Walk Around Starter Lockout
Oil Sample Collection Propel Lockout

FIGURE 3-2. ISOLATION BOX ASSEMBLY (COVERS REMOVED)
1. Engine Shutdown Switch 3. Master Disconnect Switch 6. Isolation Box

2. Access Ladder Light 4. Starter Disconnect Switch 7. LED Lights (on)
Switch 5. Propel Lockout Lever 8. LED Lights (off)

Warning Tag Securing The Dump Body
• Never start the engine or operate the controls
while a person is performing maintenance.
Serious injury or death may result.
To avoid serious personal injury or death, the

body retention sling must be installed whenever
personnel are required to perform maintenance
on the truck while the dump body in the raised
position.
The Komatsu body-up safety sling can only be
used with a Komatsu body. Non-OEM body may
• Always attach a warning tag to the control lever in not accommodate the Komatsu body-up safety
the operator's cab to alert others that you are sling. The end user must ensure that a proper
working on the machine. Attach additional cable/sling is used.
warning tags around the machine, if necessary.
1. Raise the body to it's maximum height.
• These tags are available from your Komatsu 2. Remove cable (3, Figure 3-3) from its stored
distributor. Part No. 09963-03001. position on the body, and install between rear
Proper Tools body ear (1) and axle housing ear (4). Secure
the cable clevis pins with cotter pins.
• Use only tools suited to 3. Move the hoist lever to the FLOAT position to
the task. Using
slowly lower the body until the cable is support-
damaged, low quality,
ing the full weight of the body. Then move the
faulty, or makeshift tools
can cause personal hoist lever to the HOLD position.
injury. 4. After service work is completed, reverse the
• Extra precaution must be used when grinding, installation steps to remove the cable.
welding, and using a sledge-hammer.
FIGURE 3-3. SAFETY CABLE

1. Body Ear 3. Cable
2. Stored Position 4. Axle Housing Ear

DURING MAINTENANCE • Use extreme care when washing the electrical
control cabinet. DO NOT allow water to enter the
Personnel control cabinet around the doors or vents. DO
NOT allow any water to enter the cooling air inlet
• Only authorized personnel can service and repair duct above the electrical control cabinet. If water
the machine. enters the control cabinet (through any opening
Attachments or crevice) major damage to the electrical
components may occur.
• Place attachments that have
been removed from the machine • Never spray water into the rear wheel electric
in a safe place and manner to motor covers. Damage to the wheel motor
prevent them from falling. armatures may occur.
• DO NOT spray water into the retarding grids.
Working Under The Machine Excess water in the retarding grids can cause a
• Always lower all movable work ground fault, which will prevent propulsion.
equipment to the ground or to
their lowest position before Rules To Follow When Adding Fuel Or Oil
performing service or repairs • Spilled fuel and oil may cause slipping. Always
under the machine. clean up spills, immediately.
• Always block the tires of the machine securely. • Always tighten the cap of the fuel and oil fillers
• Never work under the machine if the machine is securely.
poorly supported. • Never use fuel for washing any parts.
Keeping The Machine Clean • Always stop the engine before adding fuel or oil.
• Always add fuel and oil in a well-ventilated area.
If equipped, DO NOT aim high pressure spray

equipment at or near the Retractable Ladder Sys-
tem (RLS) power pack, actuator box, bearings or
electrical harnesses. Moisture introduced in the
electrical harnesses may result in uncontrolled
ladder movement.
• Spilled oil, grease,
scattered tools, etc. can
cause you to slip or trip. Radiator Coolant Level
Always keep your
machine clean and tidy. • If it is necessary to add
coolant to the radiator, stop
• If water gets into the the engine. Allow the
electrical system, there is engine and radiator to cool
danger that the machine may move unexpectedly down before adding the
and/or damage to components may occur. DO coolant.
NOT use water or steam to clean any sensors,
connectors, or the inside of the operator's • Depress the pressure relief button on the radiator
compartment. cap to relieve any pressure.
• Slowly loosen the cap to relieve pressure during
removal.

Use Of Lighting • Small, high pressure pin-hole leaks are extremely
dangerous. The jet stream of high-pressure oil
• When checking fuel, oil, coolant, or battery can pierce the skin and eyes. Always wear safety
electrolyte, always use lighting with anti- glasses and thick gloves. Use a piece of
explosion specifications. If lighting without this cardboard or a sheet of wood to check for oil
protection is used, there is a danger of explosion. leakage.
• If you are hit by a jet of high-pressure oil, consult
a doctor immediately for medical attention.
Maintenance Near High Temperatures And High

Precautions With The Battery
Pressures
• Before repairing the
• Immediately after stopping the
electrical system or
truck, the engine coolant and
when performing
operating oils are at high
welding, turn the key
temperature and under high
switch to the OFF
pressure. In these conditions,
position. Wait two
opening the system or
minutes after the engine
replacing filters may result in
has stopped, and if no
burns or other injury. Wait for the temperature to
warning lights illuminate, then turn the master
cool and pressure to subside before performing
disconnect switch (3, Figure 3-2) and starter
the inspection and/or maintenance as outlined in
disconnect switch (4) located in the isolation box
the service manual.
(6) to the OFF position. When the switches are in
the OFF position, LED lights (8) will be
illuminated.
Rotating Fan And Belts
• Keep a safe distance from
Handling High Pressure Hoses rotating parts such as the
radiator fan and fan belts.
• DO NOT bend high-pressure hoses or hit them
with hard objects. DO NOT use any bent or • Serious bodily injury may
cracked piping, tubes or hoses. They may burst result from direct or indirect
during use. contact with rotating parts and flying objects.
• Always repair any loose or broken hoses. Fuel
and/or oil leaks may result in a fire.
Waste Materials
• Never dump oil or other
Precautions With High Pressure Oil harmful fluids into a
sewer system, rivers,
• Always remember that work equipment circuits
etc.
are always under pressure.
• Obey appropriate laws
• DO NOT add oil, drain oil, or perform
and regulations when
maintenance or inspections before completely
disposing of harmful
releasing the internal pressure.
objects such as oil, fuel,
coolant, solvent, filters,
batteries, and others.
• Always put fluids drained from your machine in
appropriate containers. Never drain fluids directly
onto the ground.
• The machine may be equipped with optional high
intensity discharge lamps which contain mercury.
These lamps must be reused, recycled or
properly disposed of in accordance with
applicable local, state and federal laws.

TIRES The tire inflation pressure and permissible speeds,
given in this manual, are general values. The actual
Handling Tires values may differ, depending on the type of tire and
the specific operating conditions. For details, please
Rim and tire maintenance can be hazardous unless the consult the tire manufacturer.
correct procedures are followed by trained personnel.
When the tires become overheated, a flammable gas
Improperly maintained or inflated tires can overheat is produced inside the tire which can ignite. It is par-
and burst due to excessive pressure. Improper infla- ticularly dangerous if the tires become overheated
tion can also result in cuts in the tire caused by sharp while the tires are pressurized. If the gas generated
inside the tire ignites, the internal pressure will sud-
stones. Both of these conditions can lead to tire dam-
denly rise, and the tire will explode, resulting in dan-
age, serious personal injury, or even death. ger and/or death to personnel in the area. Explosions
To safely maintain a tire, adhere to the following con- differ from punctures or tire bursts because the
destructive force of the explosion is extremely large.
ditions:
Therefore, the following operations are strictly pro-
• Before a tire is removed from a vehicle for tire hibited when the tire is pressurized:
repair, the valve core must be partially removed • Welding the rim
to allow deflation, and then the tire/rim assembly
can be removed. During deflation, persons must • Welding near the wheel or tire.
stand outside of the potential trajectory of the • Smoking or creating open
locking ring of a multi-piece wheel rim. flames
• After the tire/rim assembly is installed on the
vehicle, inflate the tires to their specified
pressure. Abnormal heat is generated,
particularly when the inflation pressure is too low.
NOTE: To prevent injury from the wheel rims during
tire inflation, use one of the following:
1. A wheel cage or other restraining device that
will constrain all wheel rim components during
an explosive separation of a multi-piece wheel
rim, or during the sudden release of air.
2. A stand-off inflation device which permits a per-
son to stand outside of the potential trajectory of
the wheel components.
• Use the specified tires.

Tire Maintenance Storing Tires After Removal
If the proper procedure for performing maintenance • As a basic rule, store the tires in a warehouse in
or replacement of the wheel or tire is not used, the which unauthorized persons cannot enter. If the
wheel or tire may burst, causing damage, serious tires are stored outside, erect a fence around the
injury, or even death. When performing such mainte- tires with No Entry and other warning signs.
nance, consult your authorized regional Komatsu dis- • Stand the tire on level ground, and block it
tributor, or the tire manufacturer. securely so that it cannot roll or fall over.
Refer to the Society of Automotive Engineers (SAE), • If the tire falls, flee the area as quickly as
SAE J1337, Off-Road Rim Maintenance Procedures possible. The tires for mining equipment are
and Service Precautions, Section 4.2 for additional extremely heavy. DO NOT attempt to hold a tire
information on demounting the tires and rim assem- upright when the tire is falling. The weight of
blies. Also, refer to Section 4.4 of SAE J1337 for these tires may lead to serious injury or death.
assembly and inflation recommendations.
The U.S. Department of Labor Mine Safety and Health
Administration (MSHA) addresses tire repairs in its Title
30 Code of Federal Regulations, 30 CFR 57.14104.
Mounted tires stored as spares must be inflated to

DO NOT stand in front of a rim and locking ring
the minimum inflation pressure necessary to keep
when inflating a tire mounted on the machine.
the tire beads properly seated. Maximum inflation
Observers must not be permitted in the area.
pressure of the stored tire must, in no instance,
DO NOT weld or heat the rim assembly with the tire exceed 15% of the tire’s cold inflation pressure.
mounted on the rim. Resulting gases inside the tire
may ignite, causing explosion of the tire and rim.

ADDITIONAL JOB SITE RULES
• Use this space to add any additional job site rules not covered in any of the previous discussions.
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WHEN REPAIRS ARE NECESSARY
Only qualified maintenance personnel who under-
stand the systems being repaired must attempt
repairs.
• Many components on the Komatsu truck are
large and heavy. Ensure that lifting equipment - Any operating fluid, such as hydraulic oil or
hoists, slings, chains, lifting eyes - are of brake fluid escaping under pressure, can have
adequate capacity to handle the lift. sufficient force to enter a person's body by pene-
trating the skin. Serious injury and possibly
• DO NOT stand under a suspended load. DO death may result if proper medical treatment by a
NOT work under raised body unless body safety
physician familiar with this injury is not received
cables, props, or pins are in place to hold the
body in up position. immediately.
• DO NOT repair or service the truck while the • Relieve pressure in lines or hoses before making
engine is running, except when adjustments can any disconnects.
only be made under such conditions. Keep a safe • After adjustments or repairs, replace all shields,
distance from moving parts. screens and clamps.
• When servicing any air conditioning system with • Working near tires can be dangerous. Use
refrigerant, wear a face shield and cold resistant extreme caution when working around tires.
gloves for protection against freezing. Ensure all
current regulations for handling and recycling
refrigerants are followed.
• Follow package directions carefully when using DO NOT stand in front of a rim and locking ring
cleaning solvents. when inflating a tire mounted on the machine.
• If an auxiliary battery assist is needed, refer to Observers must not be permitted in the area.
Jump Starting With Booster Cables or Jump
Starting With Receptacles earlier in this section. DO NOT weld or apply heat to the rim assembly
• Before performing any welding on the truck, with the tire mounted on the rim. Resulting gases
always turn the battery disconnect switches to inside the tire may ignite, causing explosion of
the OFF position and disconnect the alternator the tire and rim.
positive cable. Failure to do so may seriously
• Only a qualified operator or experienced
damage the battery and electrical equipment. It is
maintenance personnel who are also qualified in
not necessary to disconnect or remove any
operation can move the truck under its own
control circuit cards on electric drive dump trucks
power in the repair facility or during road testing
or any of the Alarm Indicating Device (AID) circuit
after repairs are complete.
control cards.
• Always fasten the welding machine ground (-) Use of Tie-Off Anchor During Maintenance
lead to the piece being welded; the grounding
While working at heights during assembly, mainte-
clamp must be attached as near as possible to
nance or repair of the haul truck, workers should
the weld area. Never allow welding current to
pass through ball bearings, roller bearings, wear an appropriate fall protection harness and
suspensions, or hydraulic cylinders. Always attach it to a tie-off anchor or tie-off point. Komatsu
avoid laying welding cables over or near the anchor (58B-98-75190) is available for use with fall
vehicle electrical harnesses. Welding voltage protection harnesses. Carefully read and understand
could be induced into the electrical harness and the harnessmaker’s instructions before using any fall
cause damage to components. protection harness. The load carrying capacity of
• If a truck is to be towed for any reason, use a anchor (58B-97–75190) is 2 270kg (5,000lbs).
rigid tow bar. Check the truck cab for decals for NOTE: The anchor must not be used for lifting.
special towing precautions. (Also refer to the
Operation and Maintenance Manual, Operating
Instructions - Towing.)
• Drain, clean and ventilate fuel tanks and/or
hydraulic tanks before making any welding
repairs.

SPECIAL PRECAUTIONS FOR WORKING ON AN 830E-1AC TRUCK
Preliminary Procedures before Welding or Per- Engine Shutdown Procedure before Welding or
forming Maintenance Performing Maintenance
Prior to welding and/or repairing an 830E-1AC dump Normal operation of the drive system at shutdown
truck, maintenance personnel must attempt to notify leaves the system safe to maintain. However, in the
a Komatsu service representative. Only qualified per- event of a system failure, performing the following
sonnel, specifically trained for servicing the AC drive procedure prior to any maintenance activities will
system, must perform this service. ensure that no hazardous voltages are present in the
AC drive system.
If it is necessary to perform welding or repair to the
truck without the field engineer present, the following 1. Before shutting down the engine, verify the sta-
procedures must be followed to ensure that the truck tus of all the drive system warning lights on the
is safe for maintenance personnel to work on and to overhead display panel. Use the lamp test
reduce the chance for damage to equipment. switch to verify that all lamps are functioning
properly.
If any of the red drive system warning lights
remain on, DO NOT attempt to open any cabi-
nets, disconnect any cables, or reach inside the
Anytime the engine is operating:
retarder grid cabinet without a trained drive sys-
• DO NOT open any of the cabinet doors or tem technician present - even if engine is off.
remove any covers. Only qualified personnel, specifically trained for
• DO NOT use any of the power cables for hand servicing the AC drive system, must perform
holds or foot steps. this service.
• DO NOT touch the retarding grid elements. 2. If all red drive system warning lights are off, fol-
low all of the instructions for “Parking The
Machine.”
3. After the engine has been off for at least five
minutes, inspect the link voltage lights on the
Before opening any cabinets or touching a grid exterior of the main control cabinet and rear of
element or a power cable, the engine must be the center console. If all lights are off, the retard
shutdown and the red drive system warning grids, wheel motors, alternator, and related
lights must not be illuminated. power cables are safe to work on.
4. Locate the GF cut-out switch in the front access
panel on the left side of the main control cabi-
net. Place the switch in the CUTOUT position.
This will prevent the alternator from re-energiz-
ing and creating system voltage until the switch
is returned to the previous position.
5. Ensure both battery disconnect switches are in
the OFF position. Verify that the battery discon-
nects are functioning.
6. Before doing any welding on the truck, always
disconnect the battery charging alternator lead
wire.

7. DO NOT weld on the rear of the control cabinet! 11. If the red lights on the exterior of the control cab-
The metal panels on the back of the cabinet are inet and/or the back wall of the center console
part of capacitors and cannot be heated. continue to be illuminated after following the
8. DO NOT weld on the retard grid exhaust lou- above procedure, a fault has occurred.
vers - they are made of stainless steel. Some Leave all cabinet doors in place; DO NOT touch
power cable panels throughout the truck are the retard grid elements; DO NOT disconnect
also made of aluminum or stainless steel. They any power cables, or use them as hand or foot
must be repaired with the same material or the holds.
power cables may be damaged.
9. Power cables must be cleated in wood or other
non-ferrous materials. DO NOT repair cable
cleats by encircling the power cables with metal
clamps or hardware. Always inspect power
cable insulation prior to servicing the cables and Notify your Komatsu service representative,
prior to returning the truck to service. Discard immediately. Only qualified personnel, specifi-
cables with broken insulation. cally trained for servicing the AC drive system,
must perform this service.
10. Power cables and wiring harnesses must be
protected from weld spatter and heat. 12. Replace all covers and doors and place the GF
cutout switch and battery disconnect switches
Always fasten the welding machine ground (-) in their original positions. Reconnect all har-
lead to the piece being welded; the grounding nesses prior to starting the truck.
the weld area. Leave the drive system in the rest mode until
the truck is to be moved.
Always avoid laying welding cables over or
near the vehicle electrical harnesses. Welding
voltage could be induced into the electrical har-
ness and cause damage to components.
Never allow welding current to pass through
ball bearings, roller bearings, suspensions, or
hydraulic cylinders.

CAPACITOR DISCHARGE SYSTEM
The control cabinets are equipped with two capacitor • Personal Protective Equipment (PPE) for working
charge lights, one on the exterior of the cabinet and with 2000 VDC meter
one in the interior. The capacitor charge lights, when (safety shoes, high voltage gloves, and safety
off, indicate to service personnel that the drive sys- glasses)
tem is safe to work on. Certain drive system failures, • Multimeter for ground resistance measurement
however, can result in a condition where one or more
• Grounding stick pair (Figure 3-5)
capacitors can remain in a charged state even
(Komatsu p/n PC3299)
though the capacitor charge lights are off.
Because a danger can still exist with the capacitor
charge lights off, it is necessary to adhere to the fol-
lowing instructions before touching or servicing drive
system components. Only authorized service person-
nel are allowed to service the drive system.
Refer in this section for rules when servicing the
drive system. Adhere to the proper procedures for
disabling the drive system.
Necessary Tools
• 2000 VDC meter (Figure 3-4)

(Komatsu p/n PC3186)
FIGURE 3-5. GROUNDING

STICKS (PC3299)
FIGURE 3-4. VOLT METER (PC3186)

Warnings And Cautions Failure to observe these precautions may result
in death or serious personal injury.
All applicable local mine, government, and industry
rules for working with high voltage must be followed.
Required personal protective equipment, including
but not limited to safety shoes, high voltage gloves,
and safety glasses must be worn.
Safety cautions and warnings appear throughout the Hazardous voltages are present in this equip-
instructions. WARNING indicates the potential for ment. Avoid touching any energized equipment
personal injury and CAUTION indicates the potential when the door to the low voltage area is open.
for equipment damage. Read the following warnings
prior to working on this drive system. Failure to do so may result in personal injury and
equipment damage.
Hazardous voltages are present in this equip-

ment. Ensure that the Control Power Switch
(CPS) is in the OFF position and that the Genera- Hazardous voltages may be present in this equip-
tor Field Contactor (GFCO) switch is in the CUT- ment even if the engine and capacitor charge
OUT position before attempting any work on the lights are off.
drive system components. Check that Capacitor
Charge Lights (CCL’s) are not illuminated. Use measurement and protective equipment
rated for 2000 VDC minimum to verify that no
Use measurement and protective equipment voltage is present before touching any terminal.
voltage is present before touching any terminal. Verify functionality of the measurement equip-
ment using site-approved procedures both
Verify functionality of the measurement equip- before and after performing control group mea-
ment using site-approved procedures both surements.
before and after performing control group mea-
surements. Failure to observe these precautions may result
Failure to observe these precautions may result in death or serious personal injury.
Verify that the Capacitor Charge Light (CCL) Voltages in excess of 1500 VDC may be present.
above the high voltage contactor area is not illu- Any measurement and/or protective equipment
minated before opening the doors to the high used must be rated at 2000 VDC minimum.
voltage area or the high voltage contactor area.
Verify functionality of the measurement equip-
Use measurement and protective equipment ment using site-approved procedures both
rated for 2000 VDC minimum to verify that no before and after performing control group mea-
voltage is present before touching any terminal. surements.
Verify functionality of the measurement equip- Failure to observe these precautions may result
ment using site-approved procedures both in death or serious personal injury.
surements.

MANUAL DC LINK CAPACITOR • The generator field is cut out via GF cutout switch
DISCHARGE PROCEDURE (2, Figure 3-6) in the low voltage area of the
control cabinet.
Preparation 1. Apply control power for a minimum of 30 sec-
Follow any and all local and site specific procedures onds. Then, turn off control power using control
and requirements for working on off-highway mining power switch (1) on the switch panel.
equipment.
With control power on, an RP contactor closes
and discharges the DC link through the retard-
Verify that: ing grids in less than 10 seconds.
• The engine is off and the parking brake is on.
FIGURE 3-6. INFORMATION DISPLAY PANEL
1. Control Power Switch 3. Capacitor Charge Light

2. GF Cutout Switch

In most control cabinets, RP2 is the normal dis-
charge path. In groups containing an RP3 contactor,
RP2 and RP3 are alternated as the normal discharge
path. Refer to Figure 3-7.
FIGURE 3-7. DISCHARGE PATHS

CAPACITOR CHARGE LIGHTS
Observe both capacitor charge lights (CCL1, CCL2).
CCL1 is on the outside of the contactor box. CCL2 is
on the switch panel inside the low voltage area. The
lights will stay illuminated as long as the voltage on
the DC link is greater than 50 VDC. Refer to Figure Verify functionality of the measurement equip-
3-8. ment using site-approved procedures both
surements.
Failure to observe these precautions may result

Hazardous voltages may be present in this equip-
ment even if the engine and capacitor charge
lights are off.
Use measurement and protective equipment

voltage is present before touching any terminal.
FIGURE 3-8. CAPACITOR CHARGE LIGHTS

1. Exterior Capacitor Charge Light (CCL2) 3. Information Display Panel
2. Interior Capacitor Charge Light (CCL1) 4. DC Link Capacitors

FAILURE OF DISCHARGE SYSTEM 2. With a suitable high voltage meter rated for at
least 2000 VDC, such as PC3186 or equivalent,
If the capacitor charge lights remain illuminated, a
plus suitable protective equipment, measure the
failure of the normal (fast) capacitor discharge sys-
voltage across each of the DC link capacitors.
tem (RP discharge path) has likely occurred. The
Place one meter lead on the positive (+) capaci-
slow discharge resistors that are hard wired across
tor terminal, and the other meter lead on the
the DC link should then discharge the capacitors.
negative (-) capacitor terminal, and observe the
The slow discharge resistors will discharge the DC
voltage. See Figure 3-9 and Figure 3-10. If the
link to less than 1 VDC in under 7.5 minutes. If after
voltage is less than 1.0 V the capacitor is suffi-
7.5 minutes, the capacitor charge lights are still illu-
ciently discharged. Repeat on all DC Link
minated, it must be assumed that the automatic dis-
capacitors. If the voltage of any capacitor is
charge system is not working and that high voltage is
above 1.0 V, manually discharge the capacitor
present in the high voltage area.
as described in MANUAL DISCHARGE OF
CAPICTORS.
Measuring Dc Voltage On Capacitors
1. Open the high voltage area doors.
FIGURE 3-9. DC METER ON CAPACITOR
FIGURE 3-10. CAPACITOR TERMINAL POLARITY

MANUAL DISCHARGE OF CAPACITORS 3. Discharge the relevant capacitors. Open the
door(s) and place one grounding stick on one of
If the voltage is greater than 1V on any of the capaci-
the positive (+) capacitor terminals and the
tors, the capacitor must be manually discharged.
other on the diagonally located negative (-) ter-
With a suitable capacitor discharge device, such as
minal. Refer to Figure 3-10 and Figure 3-12.
ground stick pair (PC3299), discharge the capacitors
Attempt to minimize the time between applica-
where needed per the following instructions:
tion of the positive stick and the negative stick
1. With the control cabinet high voltage compart- so that the current flow will be positive to nega-
ment doors closed, connect the ground stick tive rather than either to ground. Leave sticks in
pair ground lead to ground. The most conve- place until capacitors are discharged. Refer to
nient location is the middle top bolt that Figure 3-12.
attaches the door center post to the control cab-
NOTE: On the capacitors located behind the door
inet frame.
post, it is difficult to access diagonal terminals on the
2. Verify the ground connection and ground stick same capacitor. If using adjacent terminals, use care
resistance levels. Measure the resistance to keep the tips separated while discharging or else
between each individual ground stick tip to use a positive terminal on one capacitor and negative
either the GND1 or GND2 ground block in the terminal of the adjacent capacitor on the same bus
low voltage compartment of the control cabinet bar.
using a multimeter (Figure 3-11). Ensure that
the resistance is within the manufacturer’s For PC3299 grounding sticks, the discharge times
specifications for the ground sticks. from 2000 volts are:
• 15 seconds (maximum) for 2 capacitors
For PC3299 grounding sticks, the valid range is
80 to 125 ohms per stick. • 75 seconds (maximum) for 10 capacitors
Hazardous voltages are present in this equip-

ment. Avoid touching any energized equipment
when the door to the low voltage area is open.
Failure to do so may result in personal injury and
equipment damage.
FIGURE 3-11. GROUNDING STICK LEAD CONNECTION AND CHECK

Voltages in excess of 1500 VDC may be present. 5. If all capacitors read discharged, verify that the
Any measurement and/or protective equipment meter is functioning correctly using site-
used must be rated at 2000 VDC minimum. approved procedures. If so, proceed to the next
section.
surements.

4. Measure voltage on all capacitors as described

in Measuring Dc Voltage On CapacitorsA3-31.
Discharge any capacitors that show voltage.
FIGURE 3-12. APPLICATION OF GROUNDING STICKS TO

CAPACITOR TERMINALS

SHORT ISOLATED CAPACITOR Any capacitor that is isolated from the DC link and
TERMINALS confirmed discharged must have its terminals electri-
cally shorted together to prevent static charge build
up. Use bare wire to jumper all four terminals on the
capacitor. See Figure 3-13. Proceed to troubleshoot
and repair the control group to restore it to original
functionality.
Hazardous voltages may be present in this equip-
ment even if the engine and Capacitor Charge
lights are off.
Use measurement and protective equipment

voltage is present before touching any terminal.

surements.

FIGURE 3-13. JUMPER ALL TERMINALS ON

ISOLATED CAPACITOR

TRUCK OPERATION
PREPARING FOR OPERATION Local work practices may prevent an operator from
performing all tasks suggested here. To the extent
The safest trucks are those which have been prop-
permitted, the operator must follow this or a similar
erly prepared for operation. At the beginning of each
routine.
shift, a careful check of the truck must be made by
the operator before starting the engine.
Safety Is Thinking Ahead

Prevention is the best safety program. Prevent a
High voltage may be present on this truck! DO
potential accident by knowing the employer's safety
NOT open any electrical cabinet doors on the
requirements, all necessary job site regulations, as
truck while the engine is operating! Never climb
well as use and care of the safety equipment on the
on any power cables or use power cables for
truck. Only qualified operators or technicians can
hand holds or footholds, unless the engine has
operate or maintain a Komatsu truck.
been shut off and the system has been verified as
Safe practices start before the operator gets to the at rest!
equipment!
• Wear the proper clothing. Loose fitting clothing, 1. Start at left front of the truck. While performing
unbuttoned sleeves and jackets, jewelry, etc.,
the walk around inspection, visually inspect all
can catch on a protrusion and cause a potential
hazard. lights and safety equipment for external dam-
age from rocks or misuse. Ensure lenses are
• Always use the personal safety equipment clean and unbroken.
provided for the operator such as hard hats,
safety shoes, safety glasses or goggles. There Ensure the ground level engine shutdown but-
are some conditions when protective hearing ton is pulled up. If equipped, inspect the fire
devices must also be worn for operator safety. control actuator to ensure the safety pin is in
• When walking to and from the truck, maintain a place and the plastic tie that prevents acciden-
safe distance from all machines, even if the tal actuation is in place and in good condition.
operator is visible. Ensure the battery disconnect switches and
propel lockout lever are ON.
2. Move behind the front of the left front tire.
WALK AROUND INSPECTION Inspect the hub and brake assemblies for leaks
At the beginning of each shift, a careful walk around and any abnormal conditions.
inspection of the truck must be performed before the 3. Check that all suspension attaching hardware is
operator attempts engine start-up. A walk around secure and inspect the mounting key area for
inspection is a systematic ground level inspection of evidence of wear. Check that the suspension
the truck and its components to ensure that the truck rod extension is correct, and that there are no
is safe to operate before entering the operator's cab. leaks. Ensure the suspension protective boot is
in good condition.
Start at the left front corner of the truck (see illustra-
tion, next page), and move in a counter-clockwise 4. Inspect the anchor end of the steering cylinder
direction. Move front-to-rear, across the rear, and for proper greasing and all parts are secure.
continuing forward up the opposite side of the truck 5. With the engine stopped, check the engine oil
to the original starting point. level. To obtain an accurate measurement,
remove the dipstick and wipe it off. Then rein-
If these steps are performed in sequence, and are
sert the dipstick and remove it again to check
repeated from the same point and in the same direc-
the oil level. Use the service light if necessary.
tion before every shift, many potential problems may
be avoided, or scheduled for maintenance. Unsched-
uled downtime and loss of production can be
reduced as a result.

FIGURE 3-14. WALK AROUND INSPECTION

12. Before leaving this position, look under the
FIGURE 3-14. WALK AROUND INSPECTION lower edge of the chassis to ensure the flexible
duct that carries the air from the blower to the
1. Operator Cab 14. Fuel Tank final drive housing is in good condition with no
2. Reserve Oil System 15. Hoist Cylinder holes or breakage. Also, look up at the main
3. Steps and Ladder 16. Rear Axle Housing hydraulic pumps (22) to see that there is no
4. Radiator 17. Disc Brake leakage or any other unusual condition with the
5. Auto Lubrication pumps or the pump drive shafts.
18. Rear Tires
6. Engine
19. Rear Suspension 13. Move around the dual tires, and check to see
7. Suspension
8. Wheel Hub 20. Rear Axle Hatch that all lugs/wedges are in place and tight.
9. Disc Brake 21. Hydraulic Tank Inspect latches on the wheel cover to be sure
10. Steering Linkage 22. Hoist and Steering they are properly latched. Inspect the wheel for
11. Alternator Pump any oil that would indicate brake leakage or
12. Hoist Filters 23. Steering wheel motor leakage.
13. Steering Filter Accumulators
Check the dual tires (18) for cuts, damage or
bubbles. Verify that inflation appears to be cor-
rect. If the truck has been operating on a flat
6. Inspect air conditioner belts for correct tension, tire, the tire must be cool before moving the
obvious wear, and tracking. Inspect fan guard truck inside a building. Check for any rocks that
security and condition. When leaving this point, might be lodged between the dual tires. Inspect
ensure the service light is off, if used. the rock ejector condition and straightness so
that it can not damage a tire.
7. Move outboard of the front wheel. Inspect
attaching lugs/wedges to ensure all are tight 14. Inspect the left rear suspension (19) for damage
and complete. Inspect the tires for cuts, dam- and for correct rod extension. Check for leaks.
age or bubbles. Check tire inflation pressure. Ensure that the covers over the chrome piston
Check sight glass for front wheel oil level. rod are in good condition. Inspect for proper
8. Move behind the front wheel and inspect the greasing.
steering cylinder. Check for proper greasing 15. Open the rear hatch cover (20), turn on the work
and inspect the mounting hardware to ensure it light if necessary. Inspect for leaks around
is all in place. Inspect all steering linkage joints wheel motor mounting to rear housing, and also
(10) for proper greasing. Inspect the suspen- brake hoses and fittings. Ensure that covers on
sion mounting hardware to ensure it is all in wheel motor sump are in place, and that there
place. Ensure the suspension protective boot is are no rags or tools left behind. Inspect condi-
in good condition. Inspect the hub and brakes tion of hatch cover gasket, report any bad gas-
for any unusual conditions. Check the entire ket to maintenance. Turn off work light if used,
area for leaks. close and latch hatch.
9. Inspect the sight glass on hydraulic tank (21). 16. While standing in front of the rear hatch, look up
With the engine stopped and body down, to see that rear lights are in good condition,
hydraulic fluid must be visible in the upper sight along with the back-up horns. Look up at the
glass. panhard rod to see that it is getting proper
10. Verify all hydraulic tank shut off valves are greasing. Also look at both body hinge pins for
locked in their fully open positions. greasing and any abnormal condition. Check
hoist limit switch and clear any mud/debris from
11. Move around the hydraulic tank and in front of
contacts.
the rear dual tires. Inspect hoist cylinder (15) for
any damage and leaks. Inspect both upper and 17. Perform the same inspection on the right rear
lower hoist cylinder pins for integrity and for suspension (19) as done on the left.
proper greasing.

18. Move around the right dual tires. Inspect 27. While in front of radiator (4), inspect for any
between the tires for rocks, and check the con- debris in the radiator and remove. Check for
dition of the rock ejector. Inspect the tires for any coolant leaks. Inspect headlights and fog
cuts or damage, and for correct inflation. lights. Inspect the battery box cover for damage
and ensure it is in place and secure.
19. Perform the same inspection for wheel lugs/
wedges, wheel cover latches, and wheel leaks 28. Always use grab rails and the ladder when
that was done on the left hand dual wheels. mounting or dismounting the truck. Clean lad-
20. Move in front of the right dual tires and inspect der and steps (3) and hand rails of any foreign
hoist cylinder (15) in the same manner as the material, such as ice, snow, oil or mud. If the
left side. Check integrity and condition of the truck is equipped with a reserve engine oil tank,
body-up limit switch. Remove any mud/dirt check the oil level with the reserve tank dipstick.
accumulation from the switch. 29. If equipped with the retractable ladder system:
21. Move around fuel tank (14). Inspect the fuel a. Visually inspect the ladder for mechanical
sight gauge, (this must agree with the gauge in damage. If movement is impaired in any way,
the cab). Inspect the attaching hardware for the the ladder must be repaired.
fuel tank at the upper saddles, and then at the
b. Visually inspect for cleanliness. Ensure the
lower back of the tank for the security and con-
ladder is dry and free from grease and oil.
dition of the mounts. Check the hoist filters for
leaks. c. Ensure correct oil level is maintained in the
reservoir.
22. Move behind the right front wheel, and inspect
the steering cylinder and linkage (10). Check for d. Raise and lower the ladder system. Check
proper greasing and inspect the mounting hard- for loose parts or any adverse noise condi-
ware. Check the suspension mounting hard- tions.
ware and suspension extension. Ensure the e. Ensure the movement alarm and both UP
suspension protective boot is in good condition. and DOWN LEDs operate correctly.
Inspect the hub and brakes for any unusual
conditions. Check the entire area for leaks. f. Check for any change in equipment appear-
ance, especially that which will effect ladder
23. Move around the right front wheel; check that all system stability.
lugs/wedges are in place and tight.
30. Use the stairs and handrails while climbing from
24. Move in behind the front of the right front wheel, the first level to the cab deck.
check the hub and brakes for leaks and any
unusual condition. Inspect the steering cylinder
for secureness and for proper greasing. Inspect
the engine compartment for any leaks and
unusual conditions. Inspect the fan guard and
belts. Check for any rags or debris behind the
radiator. Always mount and dismount ladders facing the
truck. Never attempt to mount or dismount while
25. Inspect the auto lube system and reservoir (5).
the truck is in motion.
Refer to Automatic Lubrication System in Sec-
tion P, for specific details concerning the auto
lube system.
31. When checking the coolant level in the radiator,
26. Move around to the right front of the truck. use the coolant level sight gauge. If it is neces-
Ensure the battery box covers are in place and sary to remove the radiator cap, relieve coolant
secure. pressure by depressing the pressure relief but-
ton, and then slowly removing the radiator cap.

1. The in-cab control panel is a microprocessor
that controls, monitors, stores and reports lad-
der system operational data.
2. The electro-hydraulic power pack is in a ground
level stainless steel cabinet. It houses the main
If the engine has been running, allow the coolant control hydraulics and electrical components
to cool before removing the fill cap or draining that lower and raise the ladder.
the radiator. Serious burns may result if skin
3. The RLS also contains wiring harnesses,
comes in contact with hot coolant.
hydraulic hoses and an emergency down valve.
32. Inspect the covers over the retarding grids and
ensure they are secure. Inspect the main air
inlet to ensure it is clear. Ensure all cabinet door
latches are secure.
33. Move to the back of the cab. Open the doors to
the brake cabinet and inspect for leaks.
34. Clean the cab windows and mirrors. Clean out
the cab floor as necessary. Ensure steering
wheel, controls and pedals are free of any oil,
grease or mud.
35. Stow personal gear in the cab in a manner that
does not interfere with truck operation. Dirt or
trash buildup, specifically in the operator's cab,
must be cleaned. DO NOT carry tools or sup-
plies in the cab of the truck or on the decks.
36. Adjust the seat and the steering wheel for use.
37. Read and understand the description of all
operator controls. Become familiar with all con-
trol locations and functions before operating the
truck.
38. If equipped, raise the retractable ladder using
the in cab control panel.
RETRACTABLE LADDER SYSTEM

(If equipped)
LADDER SYSTEM DESCRIPTION
The RLS is an electro-hydraulic ladder powered by
the truck’s 24VDC electrical system. The RLS pro- FIGURE 3-15. RETRACTABLE LADDER SYSTEM
vides a safe means to mount and dismount the truck
under normal and emergency conditions. The RLS
consists of two main control components, the in-cab
control panel and the power pack that operates the
ladder.

LADDER SYSTEM OPERATION IN-CAB CONTROL PANEL
Normal Operation In-cab control panel (1, Figure 3-16) is located on the
left side of the dash and contains a microprocessor
During normal operation, a person can lower or raise that controls, displays, monitors, stores and reports
the RLS by using the: ladder system operational data. The in-cab control
• In-cab control panel panel provides real time position of the ladder to the
operator.
• Ground level control box located next to the
battery isolation box
• Control switches in the power pack.
NOTE: The master disconnect switch located in the
isolation box and the isolation switch in the power
pack must both be in the ON position for the RLS to
operate.
As an added safety measure, the RLS uses a park-
ing brake interlock that requires the parking brake to
be set before the ladder can be operated under nor-
mal conditions. The RLS will automatically raise the
ladder if the operator releases the parking brake and
fails to press the [UP] button on the in-cab control
panel before attempting to drive the truck.
GENERAL SAFETY
The following safety procedures, at a minimum, must
be followed to ensure safe operation and use of the
Retractable Ladder System (RLS).
1. DO NOT run or jump on the ladder.
2. DO NOT overload the ladder. Use the ladder
one person at a time.
3. Hold onto the handrail when using the ladder.
4. Always face the ladder when ascending or
descending.
5. DO NOT attempt to ride on the ladder while it is
being raised or lowered or while the truck is in
motion.
6. Always visually check the ladder before use to
ensure the unit has not been damaged.
7. Ensure the ladder is in the fully down position
before boarding.
FIGURE 3-16. CAB CONTROLS
8. Keep hands and fingers away from pinch points (OPERATOR VIEW)
while the ladder is in motion.
1. In-cab Control Panel
9. Always check to ensure no personnel are on or
in the immediate vicinity of the ladder while it is
in motion.
10. The ladder must be kept clean and free of mois-
ture, grease and oil
11. When in the truck’s cab, always use the in-cab
control panel to raise the ladder.
12. Report defects to maintenance personnel
immediately.

IN-CAB CONTROL PANEL FEATURES play, and holding it will result in continuous menu
scrolling.
The in-cab control panel features a digital display
screen, command buttons ([UP], [DOWN], [ENTER], [DOWN] button (3, Figure 3-17) is a dual function
[EXIT], [LEFT], [RIGHT]) for operating the ladder and control that is used to lower the ladder during normal
navigating through the various menu display operation and scroll through the menu displays.
screens, a USB key port and RS 232 port for down- Pressing this button and holding it briefly will cause
loading ladder system operational data to a laptop the ladder to lower. Pressing and releasing this but-
computer for troubleshooting. Refer to Figure 3-17. ton one time will scroll down one line of menu dis-
play, and holding it will result in continuous menu
Digital Display Screen scrolling.
In-cab control panel display screen (1, Figure 3-17) [ENTER] button (6, Figure 3-17) is a multi-function
provides the user with system status, error/fault mes- button used for ladder system alarm acknowledge-
sages and a visual indicator of the ladder’s position ment and menu access when in Display Mode. This
(lowered, raised, in motion). button is also used to confirm or accept changes
shown on the display screen. Press this button to
Command Buttons confirm or accept changes listed on the display
[UP] button (2, Figure 3-17) is a dual function control screen.
that is used to raise the ladder during normal opera- [EXIT] button (7, Figure 3-17) is a multi-function but-
tion and scroll through the menu displays. Pressing ton used for ladder system alarm acknowledgement
this button and holding it briefly will cause the ladder and menu access when in Display Mode. This button
to raise. Pressing and releasing this button one time is also used to exit from the menu screens. Press this
will scroll up one line of menu display, and holding it button to exit from menu screens.
will result in continuous menu scrolling.
[LEFT] button (4, Figure 3-17) is for scrolling left
[DOWN] button (3, Figure 3-17) is a dual function when entering a password.
control that is used to lower the ladder during normal
operation and scroll through the menu displays. [RIGHT] button (5, Figure 3-17) is for scrolling right
Pressing this button and holding it briefly will cause when entering a password.
the ladder to lower. Pressing and releasing this but-
ton one time will scroll down one line of menu dis-
FIGURE 3-17. IN-CAB CONTROL PANEL (FRONT VIEW)

1. Display Screen 4. [LEFT] Button 7. [EXIT] Button
2. [UP] Button 5. [RIGHT] Button 8. USB Port
3. [DOWN] Button 6. [ENTER] Button 9. 15-Pin Harness Plug

USING THE IN-CAB CONTROL PANEL Raising the Ladder
While the ladder is in motion, the direction (up or The ladder will typically be in the lowered position on
down) can be changed by pressing the opposite a stationary truck. The in-cab control panel will indi-
direction ([UP] or [DOWN]) button on the control cate that the access is DOWN, as shown here:
panel.
If the IN CAB LOCKOUT message is displayed on
the control panel screen, then the RLS can only be
operated from the ground level control box mounted
next to the battery isolation box. All other control
panel functionality is still available including fault
indication and audible alarms.
When in the operator’s cab, always use the [UP]

button on the control panel to raise the ladder
instead of releasing the parking brake. The auto- To raise the ladder, press and hold (temporarily) the
matic operation of the ladder when the parking [UP] button located on the in-cab control panel. The
brake is released is an emergency feature only. illustrated ladder on the screen will animate and
DO NOT release the parking brake to raise the begin to rise to the UP position and the UP arrow (on
ladder as part of normal operation. the control panel button) will flash. When the ladder
is completely raised, the [UP] button will remain illu-
minated continuously.
When the ladder has reached its raised travel posi-
tion and strikes the limit switch, the control panel will
indicate that the access is UP, as shown here:

The RLS power pack will continue to operate for Lowering the Ladder
three more seconds to charge hydraulic accumulator.
NOTE: The parking brake must be applied before the
During this time, the UP arrow will continue to flash
ladder can be lowered.
until the cycle is complete.
To lower the ladder, press and hold (temporarily) the
The RLS uses a limit switch to monitor ladder travel
[DOWN] button located on the in-cab control panel.
to the UP position. If the ladder fails to strike the limit
The illustrated ladder on the screen will animate and
switch or the limit switch fails to close, a fault alarm
begin to lower to the DOWN position and the
will activate after a short delay and the in-cab control
[DOWN] button will flash.
panel will display this message, as shown here:
When the ladder has reached its lowered travel posi-
tion, the control panel will indicate that the access is
DOWN, as shown here:
NOTE: The fault alarm must be acknowledged by

pressing the [EXIT] or [ENTER] buttons on the
control panel. Once the alarm has been
acknowledged, the fault message will be replaced by When the ladder is completely lowered, the [DOWN]
a FAULT IN SYSTEM message. A defective limit button will remain illuminated continuously.
switch will prevent normal RLS operation and must
be corrected immediately.

USING THE GROUND LEVEL CONTROL Raising the Ladder
BOX To raise the ladder, push toggle switch (2, Figure 3-
Ground level control box (1, Figure 3-18) is located 18) to the LADDER UP position and release. Ladder
next to the battery isolation box and contains toggle operation via this switch is the same as using the in-
switch (2) that lowers and raises the ladder. cab control panel. Any ladder movement will be
shown on the in-cab control panel.
ladder can be lowered. If toggle switch (2) is held in Lowering the Ladder
either position for more than ten seconds, a fault will
be activated and will need to be acknowledged by To lower the ladder, push toggle switch (2, Figure 3-
pressing either the [EXIT] or [ENTER] buttons 18) to the LADDER DOWN position and release.
located on the in-cab control panel. Ladder operation via this switch is the same as using
the in-cab control panel. Any ladder movement will
be shown on the in-cab control panel.
FIGURE 3-18. GROUND LEVEL CONTROL BOX
1. Ground Level Control Box 2. Toggle Switch

Emergency Operation
In an emergency, the RLS ladder can be lowered by
using the emergency down valve (1, Figure 3-19)
mounted on the frame above the left hand side head-
light assembly. The emergency down valve relieves
ladder system hydraulic pressure and allows the lad-
der to smoothly lower to the ground.
To lower the ladder, rotate the handle on the emer-
gency down valve clockwise. The ladder will lower
smoothly until it reaches the ground.
To reset the ladder, rotate the handle counterclock-
wise to its original position and, with power restored
to the power pack, press the [UP] button to raise the
ladder.
NOTE: The handle on the emergency down valve
must be in the original position before re-activating
the ladder.
FIGURE 3-19. EMERGENCY DOWN VALVE

1. Emergency Down Valve 2. Grille

ENGINE START-UP SAFETY PRACTICES 4. The key switch is a three position (OFF, RUN,
START) switch. When the switch is rotated one
position clockwise, it is in the RUN position and
all electrical circuits (except START) are acti-
vated.
a. Turn key switch to the RUN (not START)
Never attempt to start the engine by shorting position.
across the cranking motor terminals. This may
cause a fire, or serious injury or death to anyone b. With the directional control lever in PARK,
in the machine’s path. rotate the key switch fully clockwise to the
START position, and hold this position until
Start the engine from the operator’s seat only. the engine starts (see NOTE below). The
1. Ensure all personnel are clear of the truck START position is spring-loaded and will
before starting the engine. Always sound the return to RUN when the key is released.
horn as a warning before actuating any opera- NOTE: This truck is equipped with an engine prelube
tional controls. If the truck is in an enclosure, system. With this feature, a noticeable time delay
ensure there is adequate ventilation before may occur (while engine lube oil passages are being
start-up. Exhaust fumes are dangerous! filled and pressurized) before engine cranking will
2. The directional control lever must be in the begin.
PARK position before starting.
c. After the engine has started, place the rest
NOTE: The park brake will always be applied switch in the OFF position to enable the drive
whenever the directional control lever is in the park system. Refer to the discussion on the rest
position and the truck is moving slower than 0.5 mph. switch in Section N, Operator Cab Controls.
Move the rest switch to the ON position to put NOTE: In cold ambient conditions and when the
the drive system in rest mode of operation. engine is cold, the engine rpm will not increase
Refer to discussion of the rest switch in Section above low idle speed until the engine controller
N, Operator Cab Controls. determines it is safe to do so. This time delay will
3. If the truck is equipped with auxiliary cold vary from 30 seconds to 11 minutes which allows the
weather heater system(s), DO NOT attempt to coolant and engine oil to warm up. A warning light
start the engine while the heaters are in opera- will also be illuminated indicating that the engine is
tion. Damage to coolant heaters will result! too cold for truck operation.
NOTE: The electric cranking motors have a 30

second time limit. If the 30 second limit is reached,
cranking will be prohibited for two minutes. After two
minutes, cranking will be allowed. If the 30 second
limit is reached seven consecutive times, the key
switch must be turned to the OFF position. This will
allow the interface module to power down and reset,
which requires seven minutes to complete. The
cranking motor warning light in the overhead panel
will also illuminate if the 30 second time limit or seven
attempts is reached.

AFTER ENGINE HAS STARTED 4. If any application or release of any brake circuit
1. Become thoroughly familiar with steering and appears sluggish or improper, or if warning
emergency controls. After the engine has been alarms are activated on application or release,
started, DO NOT accelerate engine speed or shut the engine off and notify maintenance per-
drive truck until low pressure and warning sys- sonnel. DO NOT operate the truck until the
tems are normal, and the coolant temperature brake circuit in question is fully operational.
is at least 71°C (160°F). 5. Check the gauges, warning lights and instru-
2. Test the truck steering in extreme right and left ments before moving the truck to ensure proper
directions. If the steering system is not operat- system operation and proper instrument func-
ing properly, shut the engine off immediately. tioning. Pay special attention to braking and
Determine the steering system problem and steering circuit hydraulic warning lights. If warn-
have it repaired before resuming operation. ing lights come on, shut off the engine immedi-
ately and determine the cause.
3. Operate each of the truck's brake circuits at
least twice prior to operating and moving the 6. Ensure the headlights, work lights and taillights
truck. These circuits include individual activa- are in proper working order. Good visibility may
tion from the operator's cab of the service prevent an accident. Check operation of the
brake, parking brake, and wheel brake lock. windshield wipers.
With the engine running and with the hydraulic
circuit fully charged, activate each circuit indi-
vidually.
a. Park the truck on level ground.
b. To operate the park brake, place the direc-
tional control lever in the PARK position.
c. To operate the wheel brake lock, apply the
service brake and move directional control
lever to neutral. Release service brakes, and
apply wheel brake lock. Turn the wheel
brake lock OFF, then back ON again.
d. Release wheel brake lock and apply service
brakes several times.
e. With service brakes applied, move direc-
tional control lever to PARK.

PRE-SHIFT BRAKE CHECK OPERATION
(if equipped) The static brake test utilizes a momentary switch and
NOTE: Komatsu recommends that operators perform a check light located in the overhead display panel.
static brake tests to verify that the braking systems
are adequate at the beginning of each shift before
operating the truck. Brake Test Switch
The static brake test allows the operator to check the The brake test switch is used to
service brake, parking brake and the dynamic initiate a brake test. Press on the
retarder. The purpose of these tests is to verify the momentary switch to enter the
functionality of the service brake, parking brake and brake test mode. If certain condi-
retarder systems at the time they are tested. tions are met, the operator can
enter a brake test sequence.
After performing each test, it is the operator’s respon-
sibility to determine if the truck passed each test and
if the truck is safe for operation.
The order of performing the brake tests, (service
brake, parking brake or retard system) does not mat-
ter. Each brake test is a separate test, where one Brake Check Light
brake system or all three can be tested at any time.
The amber light is used to indi-
If an operator has questions during brake testing, cate when the truck is in the
refer to the drive system Diagnostic Information Dis- brake test mode. When illumi-
play (DID) panel, located on the back wall of the cab nated, a brake test is ready.
for guidance. When flashing, the brake test is
at the validation point, or the
retard system test is finished.
If the truck fails any brake test, notify mainte-

nance personnel immediately. Do not resume Description
operation unless the truck passes all brake tests. The operator can choose which brake test to per-
form, and will set the truck controls based on the set-
tings in Table 1. The drive system will detect the
position of the directional control lever, and will pre-
pare for the appropriate test. The operator will then
Events press the brake test switch.
The following events have been added to the drive If the brake check light is illuminated solid after
system software to support the brake test feature. pressing the brake test switch, the system is in brake
test mode and is ready for the chosen test to be initi-
• 645-1 Service Brake test Performed
ated by the operator. After testing, the operator will
• 645-2 Parking Brake Test Performed then determine if the truck passed the brake tests,
• 645-3 Retard Test Performed and if it is safe for operation.
• 645-4 Brake Test Switch stuck closed If the brake check light does not illuminate immedi-
ately after pressing the brake test switch, there is
most likely a problem with the setup. Refer to the
The Events Log will record when and which brake setup conditions and take action to prepare the truck
tests have been performed. for a brake test.

If there is a problem with the truck setup, the DID PERFORMING THE BRAKE TESTS
panel will display the problem.
Setup
For example if the engine is off:
Before performing any brake test, the following con-
ERROR Entering Brake Test
ditions must be met:
Engine not running
• Dump body empty
If the Truck is loaded: NOTE: The drive system will not enter any brake test
ERROR Entering Brake Test if the truck is loaded.
Truck is NOT Empty • Truck located outside on a flat area, where truck
movement is allowed.
If all of the conditions are correct, except the brakes •
are not set correctly, an error message will be dis-
played. For example, if the service brake and parking
brake are both applied together:
ERROR Entering Brake Test
Set Brakes for Test Ensure the area around the truck is free of per-
sonnel and objects. Some truck movement could
occur during brake testing.
Brake Test Exit Criteria
The drive system is unable to determine if the
Numerous conditions can occur which may interrupt truck is on a hill or in a parking ditch. Testing
a brake test, including the following: during these conditions will affect test results.
• Any of the setup conditions becoming false
• Drive system fault which restricts the LINK or
Before performing any brake test, the truck must be
Propel mode
in the following state:
• Truck Speed greater than 3.2 kph (2.0 mph)
• Engine on (low idle)
• Drive system at torque level for more than 30
seconds • Drive system ready (Ready Mode)
• Brake test requested, but not initiated by the • Dump body down
operator within 60 seconds after pressing the • No drive system warning lights ON
brake test switch (Can not be in LIMP mode.)
• Zero ground speed
Table 1: BRAKE TEST SETTINGS

Wheel Brake Service Brake Directional
Test Type Lock Pedal Control Lever
Service Brake OFF FULLY APPLIED NEUTRAL
Parking Brake OFF RELEASED PARK
Retard Test OFF RELEASED PARK

Service Brake Test 9. Release the accelerator pedal and the torque
will be reduced, the test will stop and the brake
1. Firmly depress the service brake pedal.
check light will turn off.
2. Place the directional control lever in the NEU-
TRAL position. Ensure the wheel brake lock 10. Place the directional control lever in the PARK
switch is OFF. position. Release the service brake pedal.
3. Press the brake test switch and wait for the 11. If the truck failed the service brake test, notify
brake check light to be on solid. maintenance personnel immediately.
4. Fully depress the service brake pedal. Ensure
full brake application is reached. Failure to
reach full brake application will affect the ser-
vice brake test results.
5. The DID panel will display:
Service Brake Test READY If the truck fails the service brake test, notify
Press Accel Pedal to Start maintenance personnel immediately. Do not
resume operation unless the truck passes all
6. With the service brake pedal still fully applied, brake tests.
fully depress the accelerator pedal. The drive
system controller will enter propel mode and
generate torque up to the service brake limit. NOTE: If the operator partially or fully releases the
Maintain full service brake pressure during the accelerator pedal during the test, torque will be
test. reduced and the brake check light will go back on
solid when torque falls below the test set point. The
NOTE: The drive system can only detect if the operator can re-apply the accelerator pedal to
service brakes are applied. It can not detect the increase torque and the brake check light will again
percentage of application. It is up to the operator to flash when the torque is at the test limit.
press hard enough on the service brake pedal to
achieve a full brake application.
If the test exits abnormally, or if the operator simply
does not press the accelerator pedal far enough to
7. The DID panel will display:
achieve the torque level for the service brake test,
Service Brake Test ACTIVE the DID panel will display:
Check Truck Movement when Light Flashes
Brake Test ERROR
Test did NOT complete
8. Once torque has reached the limit for the ser-
vice brake test, the brake check light will begin
to flash. This is the indication for the operator to
make a determination as to the status of the
service brake system.
• If the truck did not move:
The service brake system passed the test.
• If the truck moved during the test:
The service brake system failed the test.

Parking Brake Test Retard System Test:
1. Place the directional control lever in the PARK 1. Place the directional control lever in the PARK
position. position.
2. Press the brake test switch and wait for the 2. Press the brake test switch and wait for the
brake check light to be on solid. brake check light to be on solid.
3. The DID panel will display: 3. The DID panel will display:
Parking Brake or Retard Test READY Parking Brake or Retard Test READY
Press Accel or Retard Pedal to Start Press Accel or Retard Pedal to Start
4. Fully depress the accelerator pedal. The drive 4. Fully depress the retard pedal. The drive sys-
system controller will enter propel mode and tem controller will ramp up the engine speed,
generate torque up to the park brake limit. close RP1, close RP2, close RP3 (if present),
5. The DID panel will display: turn on the choppers, and test the retarding sys-
tem. The system will verify current flow through
Park Brake Test ACTIVE each grid leg and the grid blower motor.
Check Truck Movement when Light Flashes
5. The DID panel will display the current status of
the test.
6. Once the torque has reached the limit for the
parking brake test, the brake check light will Retard System Test ACTIVE
begin to flash. This is the indication for the oper- RP1 RP2 RP3 CHOP
ator to make a determination as to the status of (Elements are added as the test progresses.)
the parking brake system.
6. Upon successful completion of the test, the light
• If the truck did not move:
will flash for 10 seconds indicating a successful
The park brake system passed the test.
test. The DID panel will display:
• If the truck moved during the test:
The park brake test has failed. Release the Retard System Test PASSED
accelerator pedal. If the truck starts to roll, apply or
the service brakes to hold the truck stationary.
Notify maintenance personnel immediately. Retard System Test FAILED or Incomplete
NOTE: If the brake check light never flashes, but
turns off, the test has failed.
If the truck fails the parking brake test, notify

maintenance personnel immediately. Do not
resume operation unless the truck passes all If the truck fails the retard system test, notify
brake tests. maintenance personnel immediately. Do not
resume operation unless the truck passes all
brake tests.
7. When the operator releases the accelerator
pedal, torque will be reduced, the test will stop
and the brake check light will turn off. 7. When the operator releases the retard pedal,
the test will stop and the brake check light will
turn off.
8. If the retard system failed the test, notify main-
tenance personnel immediately. Do not resume
operation unless the truck passes all brake
tests.

EMERGENCY STEERING SYSTEM 2. Wait at least 90 seconds to verify that all
hydraulic pressure has been relieved from the
Operation steering accumulators. Turn the steering wheel
This truck is equipped with an emergency steering from stop to stop. If the front wheels do not
system. This system is a backup in the event of loss move, there is no hydraulic pressure.
of oil supply to the main steering system. The 3. Check the hydraulic tank oil level. The oil level
emergency steering system was designed to meet or must be visible in the center of the upper sight
exceed SAE J1511 and ISO 5010 standards. glass and must not cover the entire upper sight
If the low steering system pressure indicator light and glass. Add oil if necessary. DO NOT overfill.
alarm are activated, a failure in the hydraulic oil 4. Turn the key switch to the ON position, but DO
supply to the steering and brake system exists. When NOT start the engine.
the alarm is activated, typically there is enough
a. Steering system pressure: Verify that the low
hydraulic pressure stored in the brake and steering
steering pressure warning light is
accumulators to allow brief operation of the steering
illuminated. If it is not illuminated,
and brake functions. However, this oil supply is
immediately notify maintenance personnel.
limited. Therefore, it is important to stop the truck as
DO NOT operate the truck until the problem
quickly and safely as possible after the alarm is first
is corrected.
activated.
b. Steering accumulator precharge: Verify that
If the oil supply pressure drops to a predetermined the low accumulator precharge warning light
level, the low brake pressure warning light will also is not illuminated and the warning buzzer is
illuminate. If the oil pressure continues to decrease, not sounding. If the warning light is
the brake auto-apply feature will activate the service illuminated and the buzzer is sounding,
brakes to stop the truck. immediately notify maintenance personnel.
Pre-Operation Testing
is corrected.
NOTE: Komatsu recommends that operators perform
5. Start the engine and allow the steering
this test to verify that the steering accumulator
accumulators to fully charge. Turn the steering
precharge pressure is adequate at the beginning of
wheel so that the front wheels are straight.
each shift before operating the truck.
6. Check the hydraulic tank oil level while the
engine is on.
a. If the oil level is visible in center of the lower
sight glass and does not cover the entire
lower sight glass, the steering accumulators
Ensure no one is near the front tires during this are adequately charged. Proceed to Step 7.
test. All personnel are warned that the clearances
b. If the oil level is below the lower sight glass,
change when the truck is steered and this could
the steering accumulators are not
cause serious injury.
adequately charged. Turn the key switch to
the OFF position and stop the engine.
This test can only be performed with an empty truck. Immediately notify maintenance personnel.
1. Park the empty truck on flat, level ground.
is corrected.
Lower the dump body onto the frame and stop
the engine. Ensure that the key switch is in the
OFF position.

7. Shut the engine off by using the engine stop MACHINE OPERATION SAFETY
button located on the center console. Leave the PRECAUTIONS
key switch in the ON position. This allows the
After the truck engine is started and all systems are
steering accumulators to retain their hydraulic
functioning properly, the operator must follow all local
charge.
safety rules to ensure safe machine operation.
a. If the warning light and buzzer do activate,
turn the key switch OFF and notify mainte-
nance personnel. DO NOT operate the truck
until the problem is corrected.
b. If the steering accumulators are adequately If any of the red warning lights illuminate or if any
charged, the low steering pressure warning gauge reads in the red area during truck opera-
light and the low accumulator precharge tion, a malfunction is indicated. Stop the truck as
warning light will not illuminate. Continue to soon as safety permits, and stop the engine.
the next step. Have the problem corrected before resuming
truck operation.
8. Turn the steering wheel from stop to stop. The
front wheels must turn fully to the left and to the
right. Eventually, the low steering pressure
warning light will illuminate and the warning
buzzer will sound. This is normal. The truck is equipped with "slip/slide" control. If
If the front wheels cannot be turned fully to the this function becomes inoperative, operating the
left and right, or if the warning light and buzzer truck with stalled or free spinning wheel motors
do not activate, immediately notify maintenance may cause serious damage to wheel motors! If
personnel. DO NOT operate the truck until the the truck does not begin to move within ten sec-
problem is corrected. onds after depressing the throttle pedal (direc-
tional control lever in a drive position), release
If the truck passes this test, the emergency steering
the throttle pedal and allow wheels to regain trac-
system is functioning properly.
tion before accelerating again.
1. Always look to the rear before reversing the
truck. Watch for and obey the ground spotter's
Additional Guidelines
hand signals before traveling in reverse. Sound
1. When the truck body is raised, DO NOT allow the horn (three blasts). The spotter will have a
anyone below it unless the body-up retaining clear view of the total area at the rear of the
cable is in place. truck.
2. DO NOT use the fire extinguisher for any pur- 2. Operate the truck only while properly seated
pose other than putting out a fire! If an extin- with seat belt fastened. Keep hands and feet
guisher is discharged, report the occurrence so inside the cab compartment while the truck is in
the used unit can be refilled or replaced. operation.
3. DO NOT allow unauthorized personnel to ride
in the truck. DO NOT allow anyone to ride on
the ladder or outside of the truck cab. Passen-
gers must be belted into the passenger seat
during travel.
4. DO NOT leave the truck unattended while the
engine is running. Move the directional control
lever to PARK, then shut the engine off before
getting out of the cab.

3. Check gauges and instruments frequently dur- 4. Before traveling in reverse, give a back-up sig-
ing operation for proper readings. nal of three blasts on the horn. Before starting
4. Observe all regulations pertaining to the job forward, signal with two blasts on the horn.
site's traffic patterns. Be alert to any unusual These signals must be given each time the
traffic patterns. Obey the spotter's signals. truck is moved forward or backward.
5. Match the truck speed to haul road conditions 5. Use extreme caution when approaching a haul
and slow the truck in congested areas. Keep a road intersection. Maintain a safe distance from
firm grip on the steering wheel at all times. oncoming vehicles.
6. DO NOT allow the engine to run at idle for 6. Maintain a safe distance when following
extended periods of time. another vehicle. Never approach another vehi-
cle from the rear, in the same lane, closer than
7. Check the brake lock performance periodically
15 m (50 ft). When driving on a down grade, this
to ensure safe loading and dumping.
distance must not be less than 30 m (100 ft).
7. DO NOT stop or park on a haul road unless
unavoidable. If the truck must be stopped on a
haul road, park in a safe place, move the direc-
tional control lever to PARK, and shut the
DO NOT use the brake lock for parking. When the engine off before leaving the cab. Block the
engine is turned off, hydraulic pressure will bleed wheels securely and notify maintenance per-
down, allowing the brakes to release! sonnel for assistance.
8. While driving on a slope, maintain a speed that
8. Proceed slowly on rough terrain to avoid deep will ensure safe driving and provide effective
ruts or large obstacles. Avoid traveling close to retarding under all conditions (Refer to Dynamic
soft edges and near the edges of a fill area. Retarding, in Section 32 Operator Cab Con-
9. Truck operation requires a concentrated effort trols.) Refer to the grade/speed retard chart in
by the driver. Avoid distractions of any kind the operator's cab to determine maximum safe
while operating the truck. truck speeds for descending various grades
with a loaded truck.
9. When operating the truck in darkness, or when
visibility is poor, DO NOT move the truck unless
MACHINE OPERATION ON THE HAUL all headlights, clearance lights, and tail lights
ROAD are on. DO NOT back the truck if the back-up
1. Always stay alert! If unfamiliar with the haul horn or lights are inoperative. Always dim the
road, drive with extreme caution. Cab doors headlights when approaching oncoming vehi-
must remain closed at all times if the truck is in cles.
motion or unattended.
10. If the emergency steering light and/or low brake
2. Obey all road signs. Keep the truck under con- pressure warning light illuminate during opera-
trol at all times. Govern truck speed by the road tion, immediately steer the truck to a safe stop-
conditions, weather and visibility. Report poor ping area, away from other traffic if possible.
haul road conditions immediately. Muddy or icy Refer to item 7 above.
roads, pot holes or other obstructions can pres-
ent hazards. 11. Check the tires for proper inflation during each
shift. If the truck has been operating on a flat or
3. Initial propulsion with a loaded truck must begin
under-inflated tire, the truck must remain out-
from a level surface whenever possible. At
side of any buildings until the tire cools.
times, starting on a hill or grade cannot be
avoided. Refer to Starting On A Grade With A
Loaded Truck later in this chapter.

STARTING ON A GRADE WITH A LOADED LOADING
TRUCK 1. Approach the loading area with caution.
Initial propulsion with a loaded truck must begin from Remain at a safe distance while the truck
a level surface whenever possible. There are circum- ahead is being loaded.
stances when starting on a hill or grade cannot be 2. DO NOT drive over unprotected power cables.
avoided. In these instances use the following proce-
3. When approaching or leaving a loading area,
dure:
watch for other vehicles and for personnel work-
1. Fully depress the service brake pedal (DO NOT ing in the area.
use retarder lever) to hold the truck on the 4. When pulling in under a loader or shovel, follow
grade. With the service brakes fully applied, the spotter’s or the shovel operator’s signals.
move the directional control lever to a drive The truck operator may speed up loading by
position (FORWARD/REVERSE) and increase observing the location and loading cycle of the
engine rpm with the throttle pedal. truck being loaded ahead, and then following a
2. As engine rpm approaches maximum, and similar pattern.
when propulsion effort is felt working against 5. During loading, the operator must stay in the
the brakes, release the brakes and allow truck truck cab with the engine running. Place the
movement. Ensure the service brake pedal is directional control lever in NEUTRAL and apply
completely released. As truck speed increases the brake lock.
above 5-8 kph (3-5 mph) the PSC will drop pro-
6. When loaded, pull away from the shovel as
pulsion if the retarder is still applied.
quickly as possible with extreme caution.
NOTE: Releasing and reapplying dynamic retarding
during a hill start will result in loss of propulsion.
DUMPING
PASSING Raising The Dump Body

1. DO NOT pass another truck on a hill or on a 1. Approach the dump area with extreme caution.
blind curve! Ensure the area is clear of persons and
2. Before passing, ensure the road ahead is clear. obstructions, including overhead utility lines.
If a disabled truck is blocking your lane, slow Obey signals as directed by the spotter, if pres-
down and pass with extreme caution. ent.
3. Use only the areas designated for passing. 2. Avoid unstable areas. Keep a safe distance
from the edge of the dump area. Position the
truck on a solid, level surface before dumping.
As the body raises, the truck center of gravity will

move. The truck must be on level surface to pre-
vent tipping/rolling!
3. Carefully maneuver the truck into the dump

position. When backing the truck into the dump
position, use only the brake pedal to stop and
hold the truck; DO NOT rely on the brake lock to
stop the truck; this control is not modulated and
applies the rear service brakes only.

4. When the truck is stopped and in dump posi- Lowering The Dump Body
tion, apply the brake lock and move the direc-
(When dumping on flat ground):
tional control lever to the NEUTRAL position.
It is very likely when dumping on flat ground that the
dumped material will build up enough to prevent the
body from lowering. In this case, the truck will have to
be driven forward a short distance (just enough to
The dumping of very large rocks (10% of payload, clear the material) before the body can be lowered.
or greater) or sticky material (loads that do not 1. Shift the directional control lever to FORWARD,
flow freely from the body) may allow the material release the brake lock, depress the override
to move too fast and cause the body to move button and drive just far enough forward for the
RAPIDLY and SUDDENLY. This sudden move- body to clear the material. Stop, shift the direc-
ment may jolt the truck violently and cause pos- tional control lever to NEUTRAL, and apply the
sible injury to the operator, and/or damage to the brake lock.
hoist cylinders, frame, and/or body hinge pins. If
2. Move the hoist lever forward to the DOWN posi-
it is necessary to dump this kind of material,
tion and release. Releasing the lever places the
slowly accelerate engine rpm while raising the
hoist control valve in the FLOAT position allow-
body. When the material starts to move, release
ing the body to return to the frame.
the hoist lever to the HOLD position. If the mate-
rial does not continue moving and clear the body, NOTE: If dumped material builds
repeat this procedure until the material has been up at the rear of the body and the
dumped. body cannot be lowered, perform
Steps a & b below:
5. Pull the lever to the rear (to HOIST position) to
actuate the hoist circuit. (Releasing the lever
anywhere during the raise cycle will hold the
body at that position.) a. Move the hoist lever back to the RAISE posi-
tion to fully raise the dump body. Then,
release the hoist lever so it returns to the
HOLD position.
b. Move the directional control lever to FOR-
WARD, release the brake lock, depress the
override button and drive forward to clear the
material. Stop, move the directional control
lever to NEUTRAL, apply the brake lock and
lower the body, again.
NOTE: When an attempt to lower the body is
unsuccessful because of material obstruction, raise
the body back up. This will help to prevent the body
from suddenly dropping when pulling away from the
obstruction.
6. Raise engine rpm to accelerate hoist speed.
7. Reduce the engine rpm as the last stage of the
hoist cylinder begins to extend. Keep engine
speed at low idle as the last stage reaches half- The truck is not to be moved with the dump body
extension. raised except for emergency purposes only. Fail-
8. Release the hoist lever as the last stage of the ure to lower the body before moving the truck
hoist cylinder reaches full extension. may cause damage to the hoist cylinders, frame
and/or body hinge pins.
NOTE: If the directional control lever is in REVERSE
when the dump body is raised, reverse propel is 3. With the body returned to the frame, move the
inhibited. To deactivate, lower the dump body and directional control lever to FORWARD, release
move the directional control lever out of REVERSE. the brake lock, and carefully leave the dump
area.

Lowering The Dump Body SUDDEN LOSS OF ENGINE POWER
(When dumping over a berm or into a crusher): If the engine suddenly stops, there is enough hydrau-
lic pressure stored in the brake and steering accumu-
1. Move the hoist lever to the DOWN position and
lators to allow the operation of the steering and brake
release. Releasing the lever places the hoist
functions. However, this oil supply is limited so it is
control valve in the FLOAT position allowing the
important to stop the truck as quickly and safely as
body to return to the frame.
possible after the loss of engine power.
NOTE: If dumped material builds
If the brake supply pressure drops to a pre-deter-
up at the rear of the body and the
mined level, the low brake pressure warning light will
body cannot be lowered, perform
illuminate and a buzzer will sound. If the brake pres-
Steps a & b below:
sure continues to decrease, the auto-apply feature
will activate and the service brakes will apply auto-
a. Move the hoist lever back matically to stop the truck.
to the HOIST position to 1. Bring the truck to a safe stop as quickly as pos-
fully raise the dump body. Release the hoist sible by using the foot pedal to apply the ser-
lever to return it to the HOLD position. vice brakes. If possible, safely steer the truck to
the side of the road while braking.
NOTE: DO NOT drive forward if the tail of the body
will not clear the crusher wall in the fully raised
position.
b. Move the directional control lever to FOR-
WARD, release the brake lock. Depress the
override button and drive forward to clear the Dynamic retarding will not be available! DO NOT
material. Stop, shift the directional control use the service brakes for continuous retarding
lever to NEUTRAL, apply the brake lock and purposes.
lower the body again. 2. As soon as the truck has stopped moving, shift
the directional control lever to PARK. This will
apply the parking brake.
NOTE: When an attempt to lower the body is
3. Slowly release the service brakes to check the
unsuccessful because of material obstruction, raise
capacity of the parking brake. If the parking
the body back up. This will help to prevent the body
brake can not hold the truck stationary, apply
from suddenly dropping when pulling away from the
the service brakes and hold them ON. DO NOT
obstruction.
turn the key switch OFF, and DO NOT release
the service brakes.
4. Notify maintenance personnel immediately.
5. If the truck is on level ground, or if the parking
CAUTION! DO NOT move the truck with the dump brake can hold the truck stationary and the truck
body raised except for emergency purposes is in a stable condition, it is then OK to turn the
only. Failure to lower the body before moving the key switch OFF.
truck may cause damage to the hoist cylinders, 6. If safe to do so, have maintenance personnel
frame and/or body hinge pins. place wheel chocks or other mechanisms in
front or behind the wheels to reduce the risk of
the truck rolling.
2. With the body returned to the frame, move the
directional control lever to FORWARD, release 7. If traffic is heavy near the disabled machine,
the brake lock, and carefully leave the dump mark the truck with warning flags during day-
area. light hours or use flares at night. Adhere to local
regulations.

FUEL DEPLETION SAFE PARKING PROCEDURES
The high pressure injection (HPI) fuel system uses The operator must continue to use safety precau-
fuel to adjust fuel delivery timing by creating a tions when preparing for parking and stopping the
hydraulic link between the upper plunger and the engine.
timing plunger. Metered fuel is also used for
In the event that the equipment is being used in con-
lubricating the injector plunger and barrel. The
secutive shifts, any questionable truck performance
maximum demand for metered fuel is required during
the operator may have noticed must be checked by
high speed / low load conditions.
maintenance personnel before the truck is released
to another operator.
1. Park the truck on level ground, if possible. If it is
necessary to park on a grade, the truck must be
positioned at right angles to the grade.
2. Stop the truck using the service brakes. Place
Operating the truck to fuel depletion forces the the directional control lever in the PARK posi-
injector train into a no-follow* condition. No fuel tion. This will apply the parking brake. Slowly
flow between the plungers may cause damage to release the service brakes. If the truck starts to
the injectors and the overhead due to adhesive roll, apply the service brakes and notify mainte-
wear, resulting in costly repairs and unnecessary nance personnel immediately.
downtime.
NOTE: If the engine is running, and the truck is
stationary and no brakes are applied, the red
indicator light (D5) will illuminate and the warning
buzzer will sound. Also, parking brake light (A3) and
service brake light (B3) will start flashing. The
operator must apply one of the following braking
systems: the service brakes, the wheel brake lock or
Allowing the Komatsu truck to operate until fuel the parking brake to prevent truck roll away and to
depletion can lead to unsafe operating condi- silence the alarms.
tions possibly resulting in an uncontrollable
vehicle and/or personal injury. 3. If the truck is stationary with only the parking
brake applied, place chocks fore/aft of the
wheels to reduce the risk of the truck rolling.
Each truck must be parked at a reasonable dis-
tance from other trucks/equipment.
4. Haul roads are not safe parking areas. In an
emergency, pick the safest spot most visible to
other machines in the area. If the truck
becomes disabled where traffic is heavy, mark
the truck with warning flags in daylight, or flares
at night.
5. Proceed to Normal Engine Shutdown proce-
dure.

NORMAL ENGINE SHUTDOWN NOTE: If the engine must be shut down immediately,
PROCEDURE stop the truck, shift the directional control lever to
PARK, turn the key switch OFF, then pull up on the
The following procedure must be followed to shut the
engine stop switch located in the operator cab center
engine off.
console. Push the switch back down to enable
1. Stop the truck out of the way of other traffic. engine operation.
Park on a level surface, free of overhead power
lines or other objects that could prevent raising
the dump body. NOTE: There is also an engine stop switch
a. Reduce engine speed to idle. located at ground level at the left front corner of
the truck. When this switch is activated, the
b. Place the directional control lever in PARK. engine will stop immediately, with no cooling off
This will apply the parking brake. DO NOT time.
apply the wheel brake lock.
NOTE: If the truck starts to roll, apply the service
4. With the key switch OFF and engine stopped,
brakes and notify maintenance personnel
wait at least two minutes. If any warning lights
immediately.
are illuminated, notify maintenance personnel
c. Ensure the parking brake applied indicator immediately.
light in the overhead display panel is illumi-
nated. NOTE: When the key switch is turned OFF, the
parking brake will automatically be set, even if it was
2. Place the rest switch in the ON position to put
not set already by the operator. The wheel brake lock
the AC drive system in rest mode. Ensure the
will be disabled, even if it was set by the operator.
rest indicator light in the overhead panel is illu-
minated.
3. Turn the key switch counterclockwise to the 5. Ensure the steering circuit is completely bled
OFF position to stop the engine. down by turning the steering wheel back and
forth several times. No front wheel movement
The engine may continue to run for up to three will occur when hydraulic pressure is relieved. If
minutes after the key switch is turned OFF, if the the front tires continue to steer after the engine
parking brake has been set. The engine may is stopped, notify maintenance personnel.
stop before three minutes has elapsed if the 6. Verify all link voltage lights are off (one on the
engine coolant is not too hot, and the engine back side of the center console inside the oper-
rpm’s and fuel delivery has been low for a ator cab, two on the electrical cabinet), and
period of time before the key switch was placed notify maintenance personnel if the lights
in the OFF position. The engine shutdown light remain illuminated longer than five minutes after
in the overhead panel will be illuminated during the engine has been stopped.
the shutdown sequence.
7. If equipped, lower the retractable ladder with
the in cab control panel.
8. Close and lock all windows. Remove the key
from the key switch and lock the cab to prevent
possible unauthorized truck operation. Properly
dismount the truck. Put wheel chocks in place.

DISABLED TRUCK CONNECTORS 4. If operable brakes are needed on the disabled
truck, connect a jumper hose from brake dis-
GENERAL connect coupling (2) to brake disconnect cou-
pling (5).
Refer to the appropriate information in this section of
the manual for repair and troubleshooting procedures 5. Start the engine on the good truck and check
for the hoist system components and steering system the operation of the steering and brake system
components. Refer to Section J for repair and trou- before moving the disabled truck.
bleshooting procedures for the hydraulic brake sys- 6. To disconnect the hoses, stop the engine(s).
tem components. Wait two minutes for the hydraulic system to
bleed down. Ensure all hydraulic pressure has
STEERING AND BRAKE SYSTEM been relieved before disconnecting the hoses.
Quick disconnect fittings are provided to allow opera- 7. Ensure the brake system jumper hose is
tion of the steering and brake circuits for temporary removed when the supply and return hoses are
truck operation if the steering/brake pump is not disconnected from the truck.
operational. To use this feature, two hoses (supply
and return) must be connected to a hydraulic source
(such as an operational truck or an auxiliary power
unit).
Hookup
1. When the good truck is in position, stop the
engine and wait two minutes to allow the
hydraulic system to bleed down. Ensure
hydraulic pressure has bled off before connect-
ing any hoses.
NOTE: Maximum hydraulic pressure is not to exceed
24 304 kPa (3,525 psi).
2. Connect the hydraulic supply hose to the supply
disconnect coupling (4, Figure 3-20).
NOTE: Failure to attach the return hose from the
disabled truck to the hydraulic pressure source could
cause the disabled truck hydraulic tank to overflow,
or potentially damage the hydraulic power source
due to lack of oil.
3. Connect the return hose to the return discon-
nect coupling (3).
NOTE: Because there are check valves incorporated
FIGURE 3-20. BLEEDDOWN MANIFOLD
into the bleed down manifold, the pressurized fluid
supplied by the hydraulic source using supply 1. Bleeddown Manifold
disconnect coupling (4) will not supply oil to the brake 2. Brake Disconnect # 1
system. To enable brake system operation, a jumper 3. Return Disconnect
hose must be installed between the brake disconnect 4. Supply/Inlet Disconnect
fittings (2 & 5). Once the jumper hose is installed, 5. Brake Disconnect # 2
pressurized oil from the hydraulic pressure source
will be supplied to both the steering and the brake
circuits.
NOTE: The matching quick disconnect couplings for
items (2, 4 & 5) is PB4682. The matching quick
disconnect coupling for item (3) is PB4684.

HOIST SYSTEM Hookup
Sometimes it is necessary to dump a load from the Ensure there is an adequate, clear area to dump the
body of a truck when the hoist system is inoperable. loaded box. When the good truck is in position, stop
To use this feature, two hoses (supply and return) the engine and wait two minutes to allow the hydrau-
must be connected to a hydraulic source (such as an lic system to bleed down. Ensure hydraulic pressure
operational truck or an auxiliary power unit). has bled off before connecting hoses.
Quick disconnect fittings (1 & 2, Figure 3-21) are pro- 1. With the good truck parked as close as possible
vided on the overcenter valve to allow operation of to the disabled truck, attach a hose from the
the hoist circuit for temporary truck operation if the power up quick disconnect (1, Figure 3-21) to
hoist pump, hoist valve or other hoist system compo- the power down circuit of the disabled truck.
nent is not operational. This will allow maintenance (Hose must be rated to withstand 17 237 kPa
personnel to raise the truck body to dump the load (2,500 psi) or greater pressure.
before moving the disabled truck.
NOTE: The power down circuit will use a smaller
In the example, Figure 3-21 illustrates a typical diameter hose (tube) than the power up circuit.
hookup from the good truck. The disabled truck may 2. Connect another hose from the power down
be another Model 830E, or a different Komatsu elec- quick disconnect (2) to the power up circuit of
tric drive truck model. the disabled truck.
The hoist circuit relief valves are adjusted to 17 240 NOTE: If both trucks are a Model 830E, the hoses
kPa (2,500 psi). will be installed at the quick disconnects but will be
crossed when connected.
Dumping Procedure
Raising the Body:

3. On the disabled truck, move the hoist control
lever to power up and then release it to place
the hoist pilot valve in the HOLD position (leave
in this position during entire procedure).
4. Start the engine on the good truck, place the
hoist control in the power down position and
increase engine RPM to high idle to dump the
disabled truck. If the body of the disabled truck
fails to raise, increase the good truck power
down relief pressure as follows:
a. Stop the engine and wait two minutes to
allow the hydraulic system pressure to bleed
down.
b. Remove the cap from the hoist pilot valve
relief valve located in the hydraulics compo-
nents cabinet behind the cab. While counting
FIGURE 3-21. HOIST CONNECTIONS the number of turns, slowly screw the relief
valve adjustment screw clockwise until it bot-
1. Power Up Quick Disconnect
toms.
2. Power Down Quick Disconnect
3. Over Center Valve 5. Repeat Step 4 to dump the disabled truck.

items (1 & 2) is PB4684.

Lowering the Body: 8. Reduce power down relief valve pressure to
normal on good truck by turning the adjustment
6. Place the hoist lever of the good truck in FLOAT
counterclockwise the same number of turns as
to lower the body. If necessary, momentarily
required in step 4 b.
place the hoist control in POWER UP until the
body is able to descend in FLOAT. Do not accel- 9. Check power down relief pressure using
erate the engine. instructions in Section L10.
7. After body is lowered, stop the engine and wait 10. Check hydraulic tank oil level.
two minutes to allow the hydraulic system to
bleeddown. Then disconnect the hoses.

TOWING Special Wiring Harness
Before towing, a special wiring harness must be
Before towing a truck, many factors must be made in order to release the parking brake. The
carefully considered. Serious personal injury harness will require approximately 9 meters (30 ft) of
and/or significant property damage may result if #14 wire, and one ON/OFF switch (capable of
important safety practices, procedures and carrying 2 amps of current) and two ring terminals.
preparation for moving heavy equipment are not Refer to Figure 3-22. Using a ring terminal, one end
observed. of the wire must connect to a 24VDC bus bar (1) in
the auxiliary control cabinet to supply 24V to the
A disabled machine may be towed after the following
solenoid. Switch (2) must be positioned in the
precautions have been taken.
harness so the operator can operate the switch while
• Do not tow the truck any faster than 8 kph (5 seated in the operators seat. The harness must be
mph). fitted with a connector (4) to allow it to be plugged
• Tow with a solid tow bar. DO NOT tow with a into parking brake solenoid (3) inside the brake
cable. Use a towing device with ample strength cabinet. Wire (5) leading from this connector is to be
for the weight of this truck. connected to the ground block using a ring terminal.
Refer to Figure 3-11 for an overview of the special
• Never tow a truck on a slope.
wiring harness when installed on the truck.
• Inspect towing components, such as tow bars
and couplings, for any signs of damage. Never The parts required to connect to the solenoid are: 1
use damaged or worn components to tow a housing (PB8538), 2 sockets (0819105430) and 1
disabled vehicle. wedge (PB8540).
• Keep a safe distance from the trucks and towing Towing Procedure
apparatus while towing a vehicle.
1. Shut the engine off.
• After connecting a truck that is to be towed, do
not allow anyone to go between the tow vehicle 2. Block the wheels on the disabled truck to
and the disabled vehicle. prevent movement while preparing the truck for
towing and while attaching the tow bar.
• Set the coupling of the truck being towed in a
straight line with the towing portion of the tow 3. Ensure the towing vehicle has adequate
truck, and secure it in position. capacity to both move and stop the towed truck
under all conditions.
• An operator is to remain in the cab of the towed
vehicle at all times during the towing procedure. 4. Ensure that the tow bar has adequate strength
(approximately 1.5 times the empty vehicle
weight of truck being towed). Install tow bar
between the two vehicles.
5. Block the wheels on the tow vehicle to prevent
movement while preparing the disabled truck for
towing.
6. If necessary, install quick disconnect fittings to
the bleeddown manifold to allow the hydraulic
system to be operational. Install hydraulic
connections for steering/braking between the
tow vehicle the and disabled vehicle. An
auxiliary power unit can also be used.
7. After the hydraulic connections are made,
check the disabled vehicle braking and steering
systems for normal operation. Install 24 100
kPa (3,500 psi) pressure gauges on both the BF
test port and the BR test port on the brake
FIGURE 3-22. PARKING BRAKE HARNESS manifold in the brake cabinet. Ensure proper
1. 24VDC Connection 4. Connector pressure is displayed on the gauge when
2. Switch (ON/OFF) 5. Ground Wire depressing the brake pedal.
3. Park Brake Solenoid

FIGURE 3-23. PARKING BRAKE WIRING FOR TOWING
1. Switch 3. Harness
2. Ground Wire
8. If the truck is loaded, dump the entire load.

Never pull or tow a loaded truck. Refer to
“Disabled Truck Dumping Procedure”.
9. The parking brakes must be released before
towing. To release the parking brake, follow the
steps below to install a special wiring harness to
release the parking brakes.
a. Ensure switch (1, Figure 3-23) is in the OFF
position.
b. Connect one lead of the special wiring
harness to the 24VDC bus bar terminal on
the side wall in the auxiliary control cabinet
for the 24V supply.
c. Disconnect the truck wiring harness from
parking brake solenoid (2, Figure 3-24).
Connect special wiring harness (3, Figure
Figure 3-23) to the parking brake solenoid.
Attach the short lead (2) to ground. FIGURE 3-24. BRAKE CABINET
d. WIth the window lowered, place the end of 1. Brake Manifold 2. Park Brake Solenoid
the special wiring harness inside the cab so
the operator can control the parking brake
with switch (1).

10. Ensure the operator in the towing vehicle has 2- 15. When the desired location has been reached,
way radio communications with the driver in the the operator in the towed vehicle is to apply the
disabled truck. service brakes, then turn switch (1) to the OFF
position. This will apply the parking brakes.
11. When ready to tow the disabled truck, remove
blocking from the wheels. 16. Block the wheels on the towing vehicle and the
12. The operator in the disabled truck should now disabled truck to prevent roll-away.
move switch (1, Figure 3-23) to the ON position. 17. Shut down the engine in the towing vehicle.
This will release the parking brakes. Disconnect the hydraulic hoses.
13. Tow the disabled truck. Sudden movement may 18. Disconnect special wiring harness (3) from the
cause tow bar failure. Smooth, gradual truck truck. Connect the truck wiring harness back to
movement is preferred. Do not tow the truck the parking brake solenoid.
any faster than 8 kph (5 mph).
19. Disconnect the tow bar.
14. Minimize the tow angle at all times. Never
exceed 30 degrees. The towed truck must be
steered in the direction of the tow bar.

RESERVE ENGINE OIL SYSTEM (Optional) NOTE: DO NOT use the oil in the reserve tank to fill
the engine sump. Both must be at proper level before
The reserve oil tank for the engine is designed to add
starting the engine.
more oil capacity to the engine and to make less fre-
quent servicing of the engine oil. The circulation of oil 4. The engine oil level must be checked with the
between the engine sump and reserve tank engine dipstick at every shift change. If the oil
increases the total volume of working oil. This dilutes level in the engine is incorrect, check for proper
the effects of contamination and loss of additives and operation of the reserve engine oil system.
maintains the oil quality over longer periods. 5. The oil level in the reserve tank must also be
checked at every shift change. Use dipstick on
Operation fill cap (8) to check oil level. If necessary, add oil
Engine oil is circulated between the engine sump and to the reserve tank by using the quick fill system
the reserve tank by two electrically driven pumps utilizing tank fill valve (3). For filling instructions,
within a single pumping unit (11, Figure 3-25). The refer to Section 40, Lubrication and Service in
pump unit is mounted on the side of the reserve tank, the Operation and Maintenance Manual.
and is equipped with an LED monitor light on one NOTE: Oil must always be visible in lower sight
side. gauge (12). If the tank is equipped with three sight
Pump 1 (in the pump unit) draws oil from the engine gauges, the oil must always be visible in the middle
sump at a preset control point determined by the sight gauge.
height of the suction tube. Oil above this point is with-
drawn and transferred to reserve tank (9). This low-
ers the level in the engine sump until air is drawn.
Air reaching the pumping unit activates pump 2 (in
the pump unit) which returns oil from the reserve tank
and raises the engine sump level until air is no longer
drawn by pump 1. Pump 2 then turns off. The running
level is continuously adjusted at the control point by
alternation between withdrawal and return of oil at
the sump.
LED Monitor Light

• Steady - Pump 1 is withdrawing oil from the
engine sump and bringing down the oil level.
• Regular Pulsing - Pump 2 is returning oil to the
engine sump and raising the oil level.
• Irregular Pulsing - Oil is on the correct operat-
ing level.
Changing Oil
1. Drain both the engine sump and the reserve
tank. Refill both the engine and reserve tank
with new oil to proper levels.
FIGURE 3-25. RESERVE ENGINE OIL SYSTEM
2. Change engine filters as required.
1. Oil Suction 8. Fill Cap
3. Start the engine and check for proper operation. 2. Oil Tank Fill 9. Reserve Oil Tank
3. Fill Valve 10. Engine Fill Line
4. Engine Fill Line 11. Pump Unit
5. Oil Level Sensor 12. Sight Gauge
6. Air Valve 13. Tank Return Line
7. Tank Fill Line

NOTES:

WARNINGS AND CAUTIONS
The following pages give an explanation of the warn-
ing, caution, and service instruction plates and
decals attached to the truck. The plates and decals
listed here are typical of this Komatsu model, but
because of customer options, individual trucks may
have plates and decals that are different from those
shown here.
The plates and decals must be kept clean and legi-
ble. If any decal or plate becomes illegible or dam-
aged, it must be replaced with a new one.
A warning decal is located below the key switch and
to the right of the steering column on the instrument
panel. The warning stresses the importance of read-
ing the operator's manual before operation.
A grade/speed retard chart is located on the left front

post of the operator's cab and provides the recom-
mended MAXIMUM speeds to be used when
descending various grades with a loaded truck.
Always refer to the decal in operator's cab. This
decal may change with optional truck equipment
such as: wheel motor drive train ratios, retarder grids,
tire sizes, etc.
A plate attached to the right rear corner of the

cab states the Rollover Protective Structure
(ROPS) and Falling Object Protective Structure
(FOPS) meets various SAE performance
requirements.
! WARNING! DO NOT make modifications to

this structure, or attempt to repair damage
without written approval from Komatsu.
Unauthorized repairs will void certification.
A04063 11/11 Warnings and Cautions A4-1

Attached to the exterior of both battery compartments
is a danger plate. This plate stresses the need to
keep from making any sparks near the battery. When
another battery or 24VDC power source is used for
auxiliary power, all switches must be OFF prior to
making any connections. When connecting auxiliary
power cables, positively maintain correct polarity.
Connect the positive (+) posts together and then con-
nect the negative (-) lead of the auxiliary power cable
to a good frame ground. DO NOT connect to the
negative posts of the truck battery or a ground
near the battery box. This hookup completes the
circuit but minimizes danger of sparks near the bat-
teries.
Sulfuric acid is corrosive and toxic. Use proper safety
gear, goggles, rubber gloves and rubber apron when
handling and servicing batteries. Get proper medical
help immediately, if required.
This plate is located on the isolation box cover and

the battery box cover to indicate that the battery sys-
tem (24VDC) is a negative (-) ground system.
This decal is located on the battery box cover. It

details the correct procedure for disconnecting the
battery cables from the batteries. Before disconnect-
ing the battery cables, turn the key switch to the OFF
position and wait for the engine to stop. After the
engine has stopped, wait two minutes, and if no
warning lights illuminate, then turn the battery discon-
nect switches to the OFF position.
A4-2 Warnings and Cautions 11/11 A04063

This decal is placed on the cover for the ground level
engine shutdown switch to indicate where the emer-
gency shutdown control is located. The shutdown
switch is mounted above the isolation box.
This decal is located below the engine shutdown

switch. It is used for emergency shutdown only. Push
the button in to stop the engine.
This decal is located on the isolation box. The isola-

tion box contains the disconnect switches that can be
used to isolate the starter, battery and propulsion
system circuits.

These plates are located above the battery discon-
nect switches on the isolation box to indicate the
OFF and ON positions of the switches.
The master switch will disconnect the batteries from
the entire electrical system.
The starter switch will disconnect the power supply to
the two starters. This will prevent the truck from start-
ing, but will allow for diagnostic testing of the electri-
cal system if the master switch is still ON.
Stop the engine and turn the key switch to the OFF
position. After the engine has stopped, wait two min-
utes, and if no warning lights illuminate, then turn the
battery disconnect switches to the OFF position.
After the key switch is turned OFF, the interface mod-
ule remains on, monitoring the park brake function
and the accumulator bleeddown function. If a failure
in either system is detected, an alarm will sound to
notify the operator of a failure in that system. If the
battery disconnect switches are turned OFF without
waiting two minutes, a potential failure could be
masked. Always use the battery disconnect switches
before:
• Storing the machine for more than one month
• Replacing electrical system components
• Performing welding maintenance
• Handling batteries, or starting with booster cables
• Replacing fuses or fusible links
This plate is located above the propel lockout lever

on the isolation box to indicate the OFF and ON posi-
tion of the lever. When the lever is placed in the OFF
position, the truck’s AC electric drive system is
locked out and the truck will not propel. When the
lever is placed in the ON position, the truck’s AC
electric drive system will function and the truck can
be driven.

A warning plate is mounted on top of the radiator
surge tank cover near the radiator cap. The engine
cooling system is pressurized. Always turn the key
switch OFF and allow the engine to cool before
removing the radiator cap. Unless the pressure is
first released, removing the radiator cap after the
engine has been operating for a time will result in the
hot coolant being expelled from the radiator. Serious
scalding and burning may result.
Warning plates are mounted on the frame in front of,

and to the rear, of both front tires. All personnel are
warned that the clearances change when the truck is
steered and could cause serious injury.
Warning plates are attached to both the hydraulic

tank and fuel tank to alert technicians not to work on
the truck with the body in the raised position unless
the body-up retention device (pins or cable) is in
position.
A caution decal is also attached to the door of the

rear hatch cover to alert personnel that hot exhaust
air is present and may cause injury.
This caution decal is also placed around the retard-
ing grid cabinet.

These danger plates are mounted on the outside of
each frame rail to alert technicians to read the warn-
ing labels attached to the side of each of the accumu-
lators (see below) prior to releasing internal nitrogen
pressure or disconnecting any hydraulic lines or
hardware. There are similar decals mounted on top
of each of the accumulators (both steering and
brake) with the same danger message.
This danger plate is attached to all four suspensions.

The plate contains instructions for releasing internal
pressure before disconnecting any hardware.
Serious injury can occur if these directions are not
followed.
A plate on the side of the hydraulic tank furnishes

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

oil level sight gauge. Check level with body down,
engine stopped, and key switch OFF. Add oil per fill-
ing instructions, if oil level is below top of sight glass.

A warning plate is attached to the hydraulic tank to
inform technicians that high pressure hydraulic oil is
present during operation. When it is necessary to
open the hydraulic system, Ensure the engine is
stopped and key switch is OFF to bleed down
hydraulic pressure. There is always a chance of
residual pressure being present. Open fittings slowly
to allow all pressure to bleed off before removing any
connections.
Any operating fluid, such as hydraulic oil, escap-

ing under pressure can have sufficient force to
enter a person's body by penetrating the skin.
Serious injury and possibly death may result if
proper medical treatment by a physician familiar
with this injury is not received immediately.
A wheel motor oil level decal is attached to the gear

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

cylinder provides the operator or technician with the
hook-up procedure for dumping a loaded, disabled
truck. The use of a functional truck for hydraulic
power is required.
Refer to the Section L for additional instructions for
using this procedure.
Warning decals are applied to both brake accumula-

tors located inside the brake system cabinet behind
the operator cab. These decals remind servicing
technicians to close the accumulator drain valves
after they have been opened to bleed brake pres-
sure. It further warns not to over-tighten the drain
valves to prevent damage to the valve seat(s).

A warning plate alerts the technician to stop the
engine, turn the key switch OFF, and open the drain
valves on all three accumulators to bleed the hydrau-
lic system pressure before disconnecting a brake
line.
A decal plate is located on the frame near the left

hoist cylinder. It provides the operator or technician
with the hydraulic hook-up procedure before towing a
disabled truck, by using a functional truck for hydrau-
lic power.
This decal is located on the automatic lubrication res-

ervoir informing the technician that the cover must
never be removed for filling purposes as there is
potential for dirt or debris entering the system.
Always fill the grease reservoir through the coupling
provided where the grease passes through a filter
before entering the reservoir.
This warning decal is located below the isolation box

to warn personnel not to disconnect the batteries dur-
ing the first 90 seconds after turning the key switch
off.
Turn the key switch to the OFF position and wait for
the engine to stop. After the engine has stopped, wait
two minutes, and if no warning lights illuminate, then
turn the battery disconnect switches to the OFF posi-
tion.
The first 90 seconds after the key switch is turned off
is the bleeddown process. Turning the battery dis-
connect switches off within 90 seconds could inter-
rupt the bleeddown process and leave stored energy
in the accumulator. Wait two minutes after the engine
has stopped, then observe for bleeddown malfunc-
tion warning light in overhead panel. If warning is
being displayed, notify maintenance immediately.
Turning the battery disconnect switches to the OFF
position sooner than two minutes could mask a prob-
lem that was detected during the bleeddown pro-
cess.

This caution decal is placed near the battery discon-
nect switches to alert servicing technicians that
before doing any welding on the truck, always dis-
connect the battery charging alternator lead wire
before making welding repairs.
Turn the key switch to the OFF position and wait for
the engine to stop. After the engine has stopped, wait
two minutes, and if no warning lights illuminate, then
turn the battery disconnect switches to the OFF posi-
tion. Then disconnect the battery charging alternator
lead wire.
Always fasten the welding machine ground (-) lead to
the piece being welded; grounding clamp must be
attached as near as possible to the weld area.
Never allow welding current to pass through ball
bearings, roller bearings, suspensions, or hydraulic
cylinders. Always avoid laying welding cables over or
near the vehicle electrical harnesses. Welding volt-
age could be induced into the electrical harness and
possibly cause damage to components.
A high voltage danger plate is attached to the door of

the rear hatch cover. High voltage may be present!
Only authorized personnel can access this rear
housing.
These warning plates are mounted on all of the AC

drive control housings and cabinets.
High voltage may be present, with or without, the
engine running!
Only authorized personnel can access these cabi-
nets.

This caution decal is placed on the back of the con-
trol cabinet to alert service technicians that this area
contains capacitors and must not be disturbed in any
manner.
This information decal is placed on the outside of the

door panel on the control cabinet wall that faces the
right side of the operator cab.
This decal is placed near three different indicator

lights:
• In the operator cab, on the rear of the center
console.
• On the front of the control box which is mounted
on the right side of the main control cabinet.
• On the outside of the left control cabinet wall that
faces the right side of the operator cab. (See also
Information decal above.)
When any of these indicator lights are on, high
voltage is present throughout the propulsion and
retarding system. Extreme care must be exer-
cised!

This page illustrates a variety of decals which are
mounted on deck mounted cabinets, housings, and
structures which must be lifted in a specific manner,
and from specific points, in order to safely move or lift
any of these structures.
If any of these decals are damaged or defaced, so
that it is no longer legible, it must be replaced imme-
diately.
Maintenance personnel must follow these lifting
instructions.

A product identification plate is located on the frame
in front of the right side front wheel and shows the
truck model number, maximum GVW and Product
Identification Number (PIN).
The PIN consists of 19 total characters. The first and

last characters are tamper preventative symbols (*).
The remaining 17 alpha/numeric characters are used
to identify 5 characteristics of the machine. The 5
characteristics are detailed below.
WMC - Character positions 1, 2 and 3 identify the

Worldwide Manufacturer Code (WMC). The WMC
designates the manufacturer of the product. Komatsu
brand products are identified with the letters KMT.
MDS - Character positions 4, 5, 6, 7 and 8 identify

the Machine Descriptor Section (MDS). The MDS
code identifies general information regarding
machine specifications. The MDS is a code for the
machine type and model.
CL - Character position 9 identify the Check Letter

(CL). The CL is used to verify the accuracy of the
individual PIN.
FC - Character positions 10 and 11 identify the Fac-

tory Code (FC). The FC identifies the Komatsu fac-
tory in charge of claims for the product. The FC for
electric drive trucks is 61.
SN - Character positions 12, 13, 14, 15, 16, and 17
identify the Serial Number (SN). The SN is a unique
sequential number.

The lubrication chart is mounted on the right hand
side of the radiator grille structure. Refer to Section P,
Lubrication and Service, in this manual for more
complete lubrication instructions.
Wireless signals from the truck’s KOMTRAX Plus

system can interfere with other wireless signals in the
area. This interference can cause a malfunction in a
blast zone resulting in an unintended detonation.
Know the locations of blast zones in the area and
keep a safe distance to avoid unintentional blasts.
Operating frequency of KOMTRAX Plus is 148 MHz
to 150 MHz.

NOTES:

TORQUE TABLES AND CONVERSION CHARTS
This manual provides dual dimensioning for many

specifications. Metric units are specified first, with
References throughout the manual to standard
U.S. standard units in parentheses. When torque val-
torques or other standard values will be to one of
ues are not specified in the assembly instructions
the following tables. Do not use standard values
contained in this manual, use the standard torque
to replace specific torque values in assembly
value for the hardware being used. Standard value
instructions.
torque tables are contained in this chapter for metric
and SAE hardware.
NOTE: This truck is assembled with both metric and For values not shown in any of the charts or tables,
SAE (U.S.) hardware. Reference the correct table standard conversion factors for most commonly used
when determining the proper torque value. measurements are provided in the following tables.
INDEX OF TABLES
TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page
TABLE 1 Standard Tightening Torque For Metric Cap screws and Nuts . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
TABLE 2 Standard Tightening Torque For SAE Grade 5 & 8 Cap Screws and Nuts . . . . . . . . . . . . . . . . 12-3
TABLE 3 Standard Tightening Torque 12-Pt, Grade 9, Cap Screws (SAE) . . . . . . . . . . . . . . . . . . . . . . . 12-4
TABLE 4 Tightening Torque for T-Bolt Type Hose Clamps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
TABLE 5 Standard Tightening Torque For Split Flange Clamp Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
TABLE 6 Tightening Torque For Flared Tube And Hose Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
TABLE 7 JIC 37° Swivel Nuts Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
TABLE 8 Pipe Thread Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
TABLE 9 O-Ring Boss Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-7
TABLE 10 O-Ring Face Seal Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-7
TABLE 11 Common Conversions Multipliers - Metric -to- English . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-8
TABLE 12 Common Conversions Multipliers - English -to- Metric . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
TABLE 13 Temperature Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10
A05001 2/11 Torque Tables and Conversion Charts A5-1

EFFECT OF SPECIAL LUBRICANTS STANDARD TIGHTENING TORQUES
On Fasteners and Standard Torque Values For Class 10.9 Cap screws & Class 10 Nuts
The Komatsu engineering department does not The following specifications apply to required
recommend the use of special friction-reducing assembly torques for all metric class 10.9 finished
lubricants, such as Copper Coat, Never-Seez®, and hexagon head cap screws and class 10 nuts.
other similar products, on the threads of standard
• Cap screw threads and seats shall not be
fasteners where standard torque values are applied. lubricated when assembled. These specifications
The use of special friction-reducing lubricants will are based on all cap screws, nuts, and hardened
significantly alter the clamping force being applied to washers being phosphate and oil coated.
fasteners during the tightening process.
If zinc-plated hardware is used, each piece must
If special friction-reducing lubricants are used with be lubricated with simple lithium base chassis
the standard torque values listed in this chapter, grease (multi-purpose EP NLGI) or a rust
excessive stress and possible breakage of the preventive grease (see list, this page) to achieve
fasteners may result. the same clamping forces provided below.
Where the torque tables specify “Lubricated • Torques are calculated to give a clamping force
Threads” for the standard torque values listed, these of approximately 75% of proof load.
standard torque values are to be used with simple • The maximum torque tolerance shall be within
lithium base chassis grease (multi-purpose EP NLGI) ±10% of the torque value shown.
or a rust-preventive grease (see below) on the • In the following table under “Cap Screw Size”, the
threads and seats unless specified otherwise. first number represents the shank diameter
NOTE: Ensure the threads of fasteners and tapped (mm). The second number represents threads
holes are free of burrs and other imperfections before per millimeter.
assembling. Example: M20 x 2.25
M20 = shank diameter (20 mm)
Suggested* Sources for Rust Preventive Grease:
• American Anti-Rust Grease #3-X from Standard 2.25 = thread pitch in millimeter
Oil Company (also American Oil Co.)
• Gulf NoRust #3 from Gulf Oil Company.
• Mobilarma 355, Product No. 66705 from Mobil
Oil Corporation.
• Rust Ban 326 from Humble Oil Company.
TABLE 1.
• Rustolene B Grease from Sinclair Oil Co. Standard Tightening Torque
for Metric Class 10.9 Cap screws & Class 10 Nuts
• Rust Preventive Grease - Code 312 from the
Southwest Grease and Oil Company. Cap Screw Torque Torque Torque
Size N•m ft lb kg•m
NOTE: This list represents the current engineering M6 x1 12 9 1.22
approved sources for use in Komatsu manufacture. It
M8 x 1.25 30 22 3.06
is not exclusive. Other products may meet the same
specifications of this list. M10 x 1.5 55 40 5.61
M12 x 1.75 95 70 9.69
M14 x 2 155 114 15.81
M16 x 2 240 177 24.48
M20 x 2.25 465 343 47.43
M24 x 3 800 590 81.6
M30 x 3.5 1600 1180 163.2
M36 x 4 2750 2028 280.5
A5-2 Torque Tables and Conversion Charts 2/11 A05001

STANDARD TIGHTENING TORQUES
For SAE Grade 5 and Grade 8 Cap screws
The following specifications apply to required assem-
• The maximum torque tolerance shall be ±10% of
bly torques for all grade 5 and grade 8 cap screws.
the torque value shown.
• Cap screw threads and seats shall be lubri- • In the following table under Cap Screw Size, the
cated when assembled.
first number represents the shank diameter (in.).
Unless instructions specifically recommend The second number represents threads per inch.
otherwise, these standard torque values are to be
Example: 7/16 - 20
used with simple lithium base chassis grease
(multi-purpose EP NLGI) or a rust- preventive 7/16 = shank diameter (7/16 inch (0.438 inch))
grease (see list, previous page) on the threads.
20 = threads per inch
• Torques are calculated to give a clamping force
of approximately 75% of proof load.
TABLE 2.
Standard Tightening Torque
for SAE Hex Head Cap Screw And Nut Assembly
Cap Torque - Torque - Cap Torque - Torque -

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

STANDARD TIGHTENING TORQUES
For SAE Grade 9 Cap screws
The following specifications apply to required assem-
bly torques for all 12-point, grade 9 (170,000 psi min-
imum tensile), cap screws.
• Cap screw threads and seats shall be lubri-
cated when assembled.
Unless instructions specifically recommend
otherwise, these standard torque values are to be
used with simple lithium base chassis grease (multi-
purpose EP NLGI) or a rust- preventive grease (see
list, this page) on the threads.
• Torques are calculated to give a clamping force
of approximately 75% of proof load.
• The maximum torque tolerance shall be ±10%
of the torque value shown.
TABLE 3.
Standard Tightening Torque
for 12-Point, Grade 9 Cap Screws
Torque Torque Torque
Cap Screw Size*
N·m ft lb kg·m
0.250 - 20 16 12 1.7
0.312 - 18 33 24 3.3
0.375 - 16 57 42 5.8
0.438 -14 95 70 9.7
0.500 -13 142 105 14.5
0.562 - 12 203 150 20.7
0.625 - 11 278 205 28.3
0.750 - 10 488 360 49.7
0.875 - 9 780 575 79.4
1.000 - 8 1166 860 119
1.000 - 12 1240 915 126
1.125 - 7 1670 1230 170
1.125 - 12 1800 1330 184
1.250 - 7 2325 1715 237
1.250 - 12 2495 1840 254
1.375 - 6 3080 2270 313
1.375 - 12 3355 2475 342
1.500 - 6 4040 2980 411
1.500 - 12 4375 3225 445
* Shank Diameter (in.) - Threads per inch

TABLE 4.
Tightening Torque For
T-Bolt Type Hose Clamp (SAE J1508 Type TB)
Newton meters Inch Pounds
Thread Size Band Width
(N·m) (in. lb)
0.25-28 UNF 19.05 mm (0.75 in.) 8.5 ± 0.6 N·m 75 ± 5 in lb
TABLE 5.
Split Flange Clamp Bolts
Cap Screw Thread Width Newton meters Foot Pounds Kilogram meters
Diameter Across Flat (N·m) (ft lb) (kg·m)
(mm) (mm) Tolerances ±10% Tolerances ±10% Tolerances ±10%
10 14 66 48 6.7
12 17 112 83 11.5
16 22 279 206 28.5
TABLE 6.
Flared Tube And Hose Fittings
Thread Width Newton meters Foot Pounds Kilogram meters
Diameter of Nut Across Flat (N·m) (ft lb) (kg·m)
(mm) (mm) Tolerances ±10% Tolerances ±10% Tolerances ±10%
14 19 25 18 2.5
18 24 50 36 5
22 27 80 58 8
24 32 140 101 14
30 36 175 130 18
33 41 195 145 20
36 46 245 180 25
42 55 295 215 30

TABLE 7.
Torque Chart For JIC 37° Swivel NutS
With Or Without O-ring Seals
Size Tube Size Threads UNF-2B Newton meters Foot Pounds
Code (OD) (N·m) (ft lb)
–2 0.125 0.312 – 24 5±1 4±1
–3 0.188 0.375 – 24 11 ± 4 8±3
–4 0.250 0.438 – 20 16 ± 4 12 ± 3
–5 0.312 0.500 – 20 20 ± 4 15 ± 3
–6 0.375 0.562 – 18 24 ± 7 18 ± 5
–8 0.500 0.750 – 16 40 ± 7 30 ± 5
– 10 0.625 0.875 – 14 54 ± 7 40 ± 5
– 12 0.750 1.062 – 12 75 ± 7 55 ± 5
– 14 0.875 1.188 – 12 88 ± 7 65 ± 5
– 16 1.000 1.312 – 12 108 ± 7 80 ± 5
– 20 1.250 1.625 – 12 136 ± 14 100 ± 10
– 24 1.500 1.875 – 12 163 ± 14 120 ± 10
– 32 2.000 2.500 – 12 312 ± 27 230 ± 20
TABLE 8.
Torque Chart For
Pipe Thread Fittings
Size Pipe Thread With Sealant With Sealant Without Sealant Without Sealant
Code Size N·m ft lb N·m ft lb
–2 0.125 – 27 20 ± 4 15 ±3 27 ± 7 20 ± 5
–4 0.250 – 18 27 ± 7 20 ±5 34 ± 7 25 ± 5
–6 0.375 – 18 34 ± 7 25 ±5 48 ± 7 35 ± 5
–8 0.500 – 14 48 ± 7 35 ±5 61 ± 7 45 ± 5
– 12 0.750 – 14 61 ± 7 45 ±5 75 ± 7 55 ± 5
– 16 1.000 – 11.50 75 ± 7 55 ±5 88 ± 7 65 ± 5
– 20 1.250 – 11.50 95 ± 7 70 ±5 108 ± 7 80 ± 5
– 24 1.500 – 11.50 108 ± 7 80 ±5 129 ± 14 95 ± 10
– 32 2.000 – 11.50 129 ± 14 95 ±10 163 ± 14 120 ± 10

TABLE 9.
Torque Chart For
O-ring Boss Fittings
Newton meters Foot Pounds

Size
Tube Size (OD) Threads UNF-2B (N·m) (ft lb)
Code
–2 0.125 0.312 – 24 4±3 4±2
–3 0.188 0.375 – 24 7±3 5±2
–4 0.250 0.438 – 20 11 ± 4 8±3
–5 0.312 0.500 – 20 14 ± 4 10 ± 3
–6 0.375 0.562 – 18 18 ± 4 13 ± 3
–8 0.500 0.750 – 16 33 ± 7 24 ± 5
– 10 0.625 0.875 – 14 43 ± 7 32 ± 5
– 12 0.750 1.062 – 12 65 ± 7 48 ± 5
– 14 0.875 1.188 – 12 73 ± 7 54 ± 5
– 16 1.000 1.312 – 12 98 ± 7 72 ± 5
– 20 1.250 1.625 – 12 109 ± 7 80 ± 5
– 24 1.500 1.875 – 12 109 ± 7 80 ± 5
– 32 2.000 2.500 – 12 130 ± 14 96 ± 10
TABLE 10.
Torque Chart For
O-ring Face Seal Fittings
Size Tube Size Newton meters Foot Pounds

Threads UNF-2B (N·m) (ft lb)
CodeE (O.D.)
–4 0.250 0.438 – 20 15 ± 1 11 ± 1
–6 0.375 0.562 – 18 24 ± 3 18 ± 2
–8 0.500 0.750 – 16 48 ± 5 35 ± 4
– 10 0.625 0.875 – 14 69 ± 7 51 ± 5
– 12 0.750 1.062 – 12 96 ± 10 71 ± 7
– 16 1.000 1.312 – 12 133 ± 8 98 ± 6
– 20 1.250 1.625 – 12 179 ± 10 132 ± 7
– 24 1.500 1.875 – 12 224 ± 20 165 ± 15

TABLE11.
Common Conversion Multipliers
Metric To English
Multiply
To Convert From To
By
millimeter (mm) inch (in.) 0.0394
centimeter (cm) inch (in.) 0.3937
meter (m) foot (ft) 3.2808
meter (m) yard (yd) 1.0936
kilometer (km) mile (mi) 0.6210
2)
square centimeters (cm square inch (in.2) 0.1550
2
square centimeters (cm ) square feet (ft2) 0.001
cubic centimeters (cm3) cubic inch (in.3) 0.061
liters (l) cubic inch (in.3) 61.02
cubic meters (m3) cubic feet (ft3) 35.314
liters (l) cubic feet (ft3) 0.0353
grams (g) ounce (oz) 0.0353

milliliter (ml) fluid ounce (fl oz) 0.0338
kilogram (kg) pound (mass) 2.2046
Newton (N) pounds (lb) 0.2248
Newton meters (N·m) kilogram meters (kg·m) 0.102
Newton meters (N·m) foot pounds (ft lb) 0.7376
kilogram meters (kg·m) foot pounds (ft lb) 7.2329
kilogram meters (kg·m) Newton meters (N·m) 9.807
kilopascals (kPa) pounds/square inch (psi) 0.1450
megapascals (MPa) pounds/square inch (psi) 145.038
kilograms/cm2 (kg/cm2) pounds/square inch (psi) 14.2231
kilograms/cm2 (kg/cm2) kilopascals (kPa) 98.068
kilogram (kg) short ton (tn) 0.0011

metric ton short ton (tn) 1.1023
liters (l) quart (qt) 1.0567
liters (l) gallon (gal) 0.2642
Watts (W) horsepower (hp) 0.00134
kilowatts (kW) horsepower (hp) 1.3410

TABLE 12.
Common Conversion Multipliers
English to Metric
To Convert Multiply
To
From By
inch (in.) millimeter (mm) 25.40
inch (in.) centimeter (cm) 2.54
foot (ft) meter (m) 0.3048
yard (yd) meter (m) 0.914
mile (mi) kilometer (km) 1.61
2 2 6.45
square inch (in. ) square centimeters (cm )
2)
square feet (ft square centimeters (cm2) 929
cubic inches (in.3) cubic centimeters (cm3) 16.39
cubic inches (in.3) liters (l) 0.016
cubic feet (ft3) cubic meters (m3) 0.028
cubic feet (ft.3) liters (l) 28.3
ounce (oz) kilogram (kg) 0.028

fluid ounce (fl oz) milliliter (ml) 29.573
pound (lb) kilogram (kg) 0.454
pound (lb) Newton (N) 4.448
inch pounds (in. lb) Newton meters (N·m) 0.113
foot pounds (ft lb) Newton meters (N·m) 1.356
foot pounds (ft lb) kilogram meters (kg·m) 0.138
kilogram meters (kg·m) Newton meters (N·m) 9.807
pounds/square inch (psi) kilopascals (kPa) 6.895
pounds/square inch (psi) megapascals (MPa) 0.007
pounds/square inch (psi) kilograms/square centimeter 0.0704
(kg/cm2)
short ton (tn) kilogram (kg) 907.2
short ton (tn) metric ton (t) 0.0907
quart (qt) liters (l) 0.946
gallon (gal) liters (l) 3.785
horsepower (hp) Watts (w) 745.7
horsepower (hp) kilowatts (kw) 0.745

TABLE 13.
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.

SECTION A7
STORAGE PROCEDURES
INDEX
STORAGE AND IDLE MACHINE PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-3
SHORT TERM IDLE PERIODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-3
PREPARATION FOR STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-4
REMOVAL FROM STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-5
RECONDITIONING AN IDLE VEHICLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-7
ENGINE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-9
AFTER ENGINE HAS STARTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-10
ENGINE STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A7-11
Engine Storage-(Short Term) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A7-11
Engine Storage- (Long Term) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-12
ELECTRIC DRIVE TRUCKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-13
TRANSMISSION PRESERVATION AND STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-17
Restoring Transmission to Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-17
A07006 Storage Procedures A7-1

NOTES
A7-2 Storage Procedures A07006

STORAGE AND IDLE MACHINE PREPARATION
There may be periods when it is necessary for a 1. Keep the vehicle fully serviced.
machine to be idle for an extended period of time. 2. On a weekly schedule, perform a visual check
Properly prepared, a stored machine may promptly of the vehicle, start and run the engine until both
and safely be put back into operational service. the engine and transmission are up to operating
Improper preparation, or complete lack of prepara- temperature. Move the vehicle around the yard
tion, can make the job of getting the vehicle back to for a few minutes to insure that all internal gears
operating status difficult. and bearings are freshly lubricated.
The following information outlines the essential 3. Operate all hydraulic functions through com-
proper steps for preparing a unit for extended stor- plete range to insure that cylinder rams and all
age, and the necessary steps to bring it back to oper- seals are fully lubricated.
ational status. Additional information is given to help
restore those machines which were not put into stor-
age, merely shut down and left idle for a long period
of time.
Much of this material is of a general nature since the
environment, where the machine has been standing
idle, will play a big part in its overall condition. Hot,
humid climate will affect vehicle components much
differently than the dry desert atmosphere or a cold
arctic environment. These climatic aspects must be
considered, and appropriate actions taken when
restoring a long term idle vehicle.
These instructions are not intended to be all inclu-
sive, but are furnished to provide the minimum guide
lines. The final aim should always be to provide the 4. Check and operate all systems.
operator with a safe, fully productive vehicle, that he 5. Once a month, perform the 10 hour service
can rely on. items shown in the Operation and Maintenance
Manuals. Keep batteries properly serviced.
SHORT TERM IDLE PERIODS

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

PREPARATION FOR STORAGE Refer to Section P, Lubrication and Service, for the
proper anti-freeze and conditioner concentrations.
For long term idle periods, proper preparation will After refilling the system, always operate the engine
pay large dividends in time and money when future until the thermostats open to circulate the solution
operation of the vehicle is scheduled. through the cooling system.
1. Engine should be prepared for storage accord-

ing to instructions found in the engine manufac-
turers manual.
2. The transmission should be prepared for stor- Never store a vehicle with a dry cooling system.
age. Refer to the instructions in this chapter. 8. New hydraulic filters should be installed and the
3. The vehicle should be in top operating condition hydraulic tank fully serviced with type C-4 oil as
with all discrepancies corrected. Paint should specified in Section P, Lubrication and Service.
be in good condition with no rust or corrosion.
All exposed, machined or unpainted surfaces
should be coated with a good rust preventative
grease.
4. After the vehicle has been parked in its storage Any operating fluid, such as hydraulic oil, escap-
location, all hydraulic cylinders, including Hyd- ing under pressure can have sufficient force to
rair suspensions, should be retracted as much enter a person's body by pentrating the skin.
as possible (steering cylinders centered). Wipe Serious injury and possible death may result if
the exposed portion of all cylinder rams clean proper medical treatment by a physician familiar
and, coat (including seals on ends of barrel) with this injury is not received, immediately.
with good preservative grease.
5. If long term storage is anticipated, the vehicle
should be blocked up with the tires clear of the 9. Disconnect batteries, If possible, batteries
ground or floor to remove vehicle weight from should be removed and stored in a battery shop
the tires. Lower air pressure in the tires to 15-25 or a cool dry location on wooden blocks. Do not
psi (103-172 kPa). Completely cover the tires store batteries on a concrete floor. Clean bat-
with tarpolins to minimize rubber oxidation and tery compartment, remove all corrosion and
deterioration. paint compartment with acid proof paint.
6. Clean the radiator. Refer to Section C, Cooling
System, for proper cleaning instructions.
7. The cooling system should be completely
drained, chemically flushed, and refilled with a
conditioned water/antifreeze solution suitable
for the lowest temperature anticipated.
10. Wheel axle housings and final drives should be

fully serviced with prescribed lubricants. Seal all
vents.
11. Exhaust openings and air cleaners should be
covered tightly with moisture barrier paper and
sealing tape.
12. All lubrication points (grease fittings) should be
serviced with the prescribed lubricants.

13. Relieve tension from all drive belts. The engine 4. The cooling system should be completely
manufacturer recommends insertion of heavy drained, chemically flushed, and refilled with a
kraft paper between belts and pulleys to prevent conditioned water/antifreeze solution suitable
sticking. for the lowest temperature anticipated. Refer to
Fluid Specifications in Section P, Lubrication
14. All vandalism covers and locks should be in
and Service, for the proper anti-freeze and con-
place and secured.
ditioner concentrations. After refilling the sys-
15. Cab windows should be closed, locked and tem, always operate the engine until the
sealed and the cab door locked to prevent van- thermostats open to circulate the solution
dalism and weather effects. through the cooling system.
16. The vehicle fuel tanks should be completely 5. Refer to instructions for returning the transmis-
drained of fuel, fogged with preservative lubri- sion to operation at the end of this chapter.
cant, ("NOX-RUST" MOTOR STOR., SAE10) 6. Thoroughly inspect all drive belts, hydraulic, air
and closed tightly. All fuel filters should be and oil lines for evidence of damage, wear or
replaced. deterioration. Replace any suspected lines.
17. If at all possible, to aid those who will eventually Don't take chances on ruptures or blow-outs.
place the unit back in operation, all available 7. New hydraulic filters should be installed and the
service publications (vehicle, engine and trans- hydraulic tank (reservoir) checked and serviced
mission) and a current parts catalog should be with type C-4 oil as specified in Section P,
packaged in a moisture proof package and Lubrication and Service.
placed in the vehicle cab. 8. Drain on fuel tank should be opened to remove
18. Be certain water drain holes in the body are any build up of moisture or sediment that may
open. have accumulated while in storage. Close the
drain then fill the fuel tank with approved diesel
fuel.
REMOVAL FROM STORAGE

If the foregoing preparations were conscientiously
followed in placing the vehicle into storage, getting it
back to operational status is a simple matter of
Never blend gasoline, gasohol and/or alcohol
reversing these steps.
with diesel fuel. This practice creates an extreme
NOTE: Before starting the job or restoring a vehicle fire hazard and under certain conditions may
to operation, obtain copies of the Operation and cause an explosion.
Maintenance Manual, Engine and Transmission 9. Make certain that all hydraulic controls, steering
Manuals and/or the Parts Book and follow all special linkage, and throttle linkage points are lubri-
instructions regarding servicing the vehicle and its cated and operate freely before engine start-up.
components.
10. All electrical connections must be clean and
In addition to removing the storage materials, the fol- tight. Check secureness of all ground straps
lowing actions should be performed. and cables.
1. Inspect the entire vehicle carefully for rust and
corrosion, correct as necessary.
2. Service the engine according to the Engine
Manufacturer's Operation and Maintenance
Manual.
3. Clean the radiator. Refer to Section C, Cooling
System.

11. Install fully charged batteries in unit. Clean con- 18. Use the Operation and Maintenance Manual for
nectors and connect battery cables. Compart- guidance on engine start and vehicle checkout.
ment must be free of corrosion. Secure Make a thorough check of all hose and line con-
batteries with hold downs. nections for leakage when the engine is run-
ning.
12. Check all electrical cables for weathering,

cracks and/or damage. Replace any defective
cables. 19. Before moving the vehicle, cycle all hydraulic
controls and steering to verify proper operation.
Verify proper operation of service brakes, emer-
gency braking system and parking brake.
Check all system instruments to insure that all
systems are operational.
Air pressure must be released from any tires with
20. When all systems are operational and all dis-
bad cuts or wear that extends into the plies,
crepancies are corrected, road test the vehicle
before removing from the vehicle. Also, do not
in a smooth, level, unobstructed area (with qual-
allow personnel to stand in removal path of tires.
ified, experienced operator only) to check steer-
13. Check all tires, carefully for serviceability and ing response, transmission shifting, service
inflate to proper pressure. brake efficiency, and hydraulic functions. Only
14. If disconnected, reconnect the parking brake when it is assured that the vehicle is in safe
linkage. operational condition should it be turned over to
an operator.
15. Completely service the vehicle as recom-
mended in Section P, Lubrication and Service, 21. Fire protection equipment on a machine which
for both 10 and 100 hour inspections. has been in storage should be recharged before
the machine is returned to service.
16. Adjust all drive belts to the specified tension.
17. Make certain that all hydraulic controls, steering
linkage and throttle linkage points are free and
properly lubricated before engine start up.

RECONDITIONING AN IDLE VEHICLE 3. Inspect tires thoroughly for tread and side wall
condition, weathering, cuts and cracks.
a. Any tire suspected of being unserviceable
should be dismounted and thoroughly
inspected inside and out before being
inflated.
Never attempt operation of a vehicle which has
been standing idle for a long period until all sys-
tems which affect steering, brakes, engine, trans-
mission and running gear have been completely
reconditioned. An unsafe vehicle can cause seri-
ous injuries and/or major property damage - Do not mix rim parts of different rim manufactur-
DON'T TAKE CHANCES! ers. Rim parts may resemble those of a different
At times a vehicle is subjected to long idle periods manufacturer, but the required tolerances may be
without being properly serviced for storage - merely wrong. Use of mismatched rim parts is hazard-
shut down and left to the elements for an extended ous.
period. Reconditioning of this vehicle can and does b. If tires are dismounted, all wheel compo-
present a major expenditure of time and money when nents must be cleaned, inspected, all rust
it is to be put into operating condition. and corrosion removed and parts repainted
1. Remove all trash and thoroughly clean the vehi- as applicable before remounting the tires.
cle before starting any inspection or mainte- Follow the safety rules when mounting and
nance. inflating tires.
2. Remove vehicle batteries and move to battery c. Mount and inflate tires as shown in the ser-
shop for service and charging or replacement vice manual.
as necessary. 4. Inspect vehicle service brakes, carefully.
Before disabling the brake circuit, block all

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

5. The vehicle engine should be inspected and a. Check all transmission electrical connections
serviced according to the Engine Manufac- for corrosion, cleanliness and tightness.
turer's Operation And Maintenance Manuals. Check electrical cables for weathering, dam-
age and proper clamping.
a. Insure that exhaust is clear and clean with no
foreign materials. If water entry is suspected, b. Check drive lines for worn U-joints and
disconnect air tubes at the turbochargers to proper hardware torque.
check for water damage before attempting c. Check the condition of the transmission
startup. mounts.
b. Replace fuel filters. Fill filter cans with fresh 7. If fuel was left in the tank, it must be removed.
fuel for engine priming. Do not attempt to use old diesel fuel.
a. With the tank empty, remove inspection
plates and thoroughly check the interior of
the tank; clean if necessary to remove sedi-
ment and contamination. If the fuel was con-
Have a new safety filter (secondary) filter element
taminated, the lines should be disconnected
on hand before removing old one. Do not keep
and blown clear.
intake system open to atmosphere any longer
than absolutely necessary. b. Check all fuel lines for deterioration or dam-
age. Replace lines as necessary.
c. Remove and replace both the primary and
safety filter (secondary) elements in the air c. Replace inspection covers, and install new
cleaners. Check all intake lines between air gaskets.
cleaners and engine. All clamps must be d. Fill the tank with specified diesel fuel.
tight.
e. Replace fuel filters.
d. The tubes in the precleaner section of the air
cleaner assembly should be inspected; all
tubes should be clear and clean. Use a light
to inspect the tubes. The light should be visi-
ble. If clogging is evident, the precleaner Any operating fluid, such as hydraulic oil or
must be cleaned. Clean the precleaner brake fluid escaping under pressure, can have
according to instructions in Section C. sufficient force to enter a person's body by pene-
e. Drain and flush the engine cooling system. trating the skin. Serious injury and possible
Fill with coolant and inhibitors after checking death may result if proper medical treatment by a
all lines, hoses and connections. Refer to physician familiar with this injury is not received,
Section P, Lubrication and Service, for anti- immediately.
freeze recommendations. Radiator cores 8. The hydraulic tank should be drained. If oil is
must be clear of dirt and trash. not contaminated and is stored in clean contain-
ers, it may be reused if filtered through 3-micron
filter elements when being pumped back into
the tank. Do not attempt to use contaminated
hydraulic oil, especially if water entry into the
system is suspected.
To prevent injuries, always release spring ten-
sion before replacing the fan belt. NOTE: If filling is required, use clean hydraulic oil
f. Check and tighten engine fan drive belts, only. Refer to the Lubrication chart in Section P,
and install a new belt set if necessary. Lubrication and Service, for proper oil specifications.
g. Check and tighten the engine mounts. a. Replace hydraulic filter elements and clean
suction strainer elements. While suction
6. Inspect and service the transmission according strainers are removed, inspect and clean the
to the Transmission service manual. interior of the tank thoroughly to remove all
NOTE: If a hydraulic pump or the engine is sediment and foreign material.
inoperative, the dump body should be raised with a b. Inspect all hydraulic lines for deterioration or
crane so body holding devices can be installed. damage. Replace suspect lines - don't risk
hose ruptures or blow outs.

c. Check all hydraulic components - pumps, ENGINE OPERATION
valves and cylinders for damage and corro-
sion. Secure all mountings and connections.
Control valves in the cab must be free mov-
ing with no binding.
d. Check exposed portions of all hydraulic cyl- Insure that all tools and loose equipment have
inder rams for rust, pitting and corrosion. If been removed prior to engine start-up. Sound
plating is deteriorated, the cylinder should be horn prior to engine start. Make sure emergency
removed and overhauled or replaced; pitted shut down is reset. Cables must be free moving
or scored plating will cause leakage at the in their housings.
cylinder seals.
When all reconditioning operations have been com-
9. Check the front wheel hub, final drive and wheel
pleted, a static check of engine operation along with
axle lubricant. If contamination is suspected, oil
operation of systems as well as verification of braking
should be drained completely and the compo-
and steering must be done before the vehicle is
nent serviced with clean prescribed lubricant. If
moved.
major contamination is present, disassembly
and overhaul will be in order.
10. Check the parking brake. Since it is spring-
applied, the brake pads may be stuck tightly to
the disc, it may be necessary to remove and
overhaul the parking brake assembly.
11. Lubricate all grease fittings with prescribed
lubricants which are not part of the automatic
lubrication system. All pivot points must be free
of any binding.
12. Check the alternator for corrosion or deteriora-
tion. The alternator rotor must be free, with no
binding or roughness. Inspect, install and prop-
erly tension the alternator drive belts.
1. Insure all personnel are clear of equipment
13. Check secureness of steering cylinder ball
before starting engine. Always sound the horn
joints, link, and hydraulic connections.
as a warning before actuating any operational
14. Examine Hydrair suspensions for signs of dam- controls.
age.
a. Discharge nitrogen from suspensions as out-
lined in Section H. Check the condition of the
suspension oil and cylinder wipers. If wipers
are cracked or hardened, the suspension Before starting engine, clear the immediate area
must be rebuilt. Recharge the suspension of personnel and obstructions.
with new oil if old oil is deteriorated. Never start the engine in a building unless the
b. Check exposed chrome portions of the cylin- doors and windows are open and ventilation is
der for rust, pitting and corrosion. If plating is adequate.
deteriorated the suspension should be 2. Turn key switch ON. Warning lights for low
removed and overhauled or replaced; pitted brake, and steering pressure should illuminate
or scored plating will rapidly cause leakage and the horn should sound. If the horn does not
at the seals. sound, check all components in the circuit and
correct the discrepancy before continuing.
c. Recharge suspensions as outlined in the
service manual. 3. Start the engine, and watch the engine oil pres-
sure gauge; if pressure does not show on the
15. If not previously done, install fully charged bat- gauge within 10 - 15 seconds, shut down the
teries and completely charge air tank (if engine and locate the problem.
equipped) with shop air.

4. While the engine is warming up, check the
engine and related components for any leaks. 3. Check gauges, warning lights and instruments
Check the hydraulic pump for leakage as well before moving the machine to insure proper
as all hydraulic lines. system operation and proper gauge functioning.
5. Listen for any abnormal engine noises. Give special attention to braking and steering
6. Check the transmission and piping for leakage. circuit warning lights. If warning lights come on,
If leakage is evident, shut down the engine and shut down the engine immediately and deter-
correct before continuing the checkout. Listen mine the cause.
for unusual sounds, which may indicate prob- 4. Cycle hoist controls and steering several times
lems in components. to remove trapped air. Complete steering cycles
7. When the engine is up to operating tempera- in both directions to verify steering response,
ture, check operation of the throttle circuit - smoothness and reliability. Check seals and
acceleration should be smooth. Watch the lines for leaks.
gauges closely for any abnormal activity. 5. When satisfied that all discrepancies have been
Proper temperatures and pressures are shown corrected, the vehicle is ready for a road test.
in the Engine Operation and Maintenance Man- This test should be done only by a capable and
ual. experienced operator and should be accom-
plished in a large open area where plenty of
maneuvering room is available. Some of the
road test items which should be covered will
AFTER ENGINE HAS STARTED include:
Any machine which is unsafe and/or not in top oper- a. Repeated test of braking efficiency at pro-
ating condition should not be assigned to an operator gressively higher speeds. Start at slow
for production use. speeds. Don't take chances with higher
1. Become thoroughly familiar with steering and speeds until the machine has been deter-
emergency controls. Test the steering in mined to be completely safe.
extreme right and left directions. If the steering b. Progressive upshifting and downshifting
system is not operating properly, shut the through all speed ranges to insure proper
engine down, immediately. Determine the steer- transmission shifting and synchronization.
ing system problem and have repairs made
6. When all tests and checks have been made and
before resuming operation.
the vehicle is ready for work, it should be visu-
2. Operate each of the brake circuits at least twice ally rechecked and fully serviced according to
prior to operating and moving the machine. Section P, Lubrication and Service.
These circuits include individual activation of
the service brake and parking brake from the
operator's cab. Some of the conditions (others may be found) which
a. Activate each circuit individually with the might be encountered after a machine has been
engine running and with the hydraulic circuit exposed to the elements for a long period would
fully charged. include:
b. If any application or release of any brake cir- • Increased corrosion and fungus growth on
cuit does not appear proper or if sluggish- electrical components in humid/tropical areas.
ness is apparent on application or release, • Accelerated rust formation in humid climates.
shut the engine down and notify mainte-
nance personnel. Do not operate the • Increased sand and dust infiltration in windy, dry
machine until the brake circuit in question is dusty areas. (These conditions can approach
sand blasting effects.)
fully operational.
• Deterioration of rubber products in extreme cold
areas. Cables, hoses, O- rings, seals and tires
may become weather checked and brittle.
• Animal or bird's nests in unsealed openings.

ENGINE STORAGE
Engine Storage-(Short Term)
11. Disconnect the electrical wiring from the fuel
1 Month to 6 Months pump solenoid.
This procedure describes the proper method for the 12. Turn the fuel pump manual shutoff valve coun-
short term storage of an engine. terclockwise until it stops.
13. Crank the engine slowly. Spray lubricating oil
into the intake manifold and the inlet of the air
Prepare the Engine for Short Term Storage compressor.
1. Operate the engine at high idle until the coolant 14. Cover all of the openings with tape to prevent
temperature is 160° F (70° C). dirt and moisture from entering the engine.
2. Turn the engine off. 15. Drain the coolant.
3. Disconnect the fuel lines to the engine fuel filter
NOTE: It is not necessary to drain the coolant if it is a
and the injector return line.
permanent type antifreeze with a rust inhibitor.
4. Use a preservative oil. Use Dauber T Chemical
NoxRust No. 518, or equivalent. The oil must 16. Store the engine in an area that is dry and has a
meet Military Specification MIL-L-644, Type P- uniform temperature.
9. 17. Bar turn the Crankshaft two or three revolutions
5. Fill two containers, one with diesel fuel, and the every 3 to 4 weeks.
second with preservative oil. Put both fuel lines
in the container of diesel fuel.
6. Start the engine.
7. After the engine is operating smoothly, transfer
the fuel supply line to the container of preserva-
tive oil. Operate the engine until the preserva-
tive oil flows out of the injector return line. Remove the Engine from Short Term Storage
8. Turn the engine off. Connect the fuel lines to
1. Prime the lubricating system. Refer to Cummins
the fuel filter and the injector return line.
Engine Shop Manual, (Section 14-01, Engine
9. Drain the oil pan sump, oil filters, and fuel filters. Run-in-Period).
10. Install the drain plugs in the oil sump. The sump 2. Fill the coolant system if necessary.
can remain empty until the engine is ready to be 3. Adjust the injector and the valve clearance.
returned to service. Refer to Cummins Engine Shop Manual, (Sec-
tion 00-02, Engine Assembly).
4. Tighten the intake manifold mounting cap
screws to specified torques, refer to the Cum-
mins Service Manual for specifications.
Put a warning tag on the engine. The tag must 5. Fill the oil pan sump, oil filters, and fuel filters
indicate: with recommended lubricants and fuels.
• The engine does not contain oil.

• Do not operate the engine.

Engine Storage- (Long Term)
6 Months to 24 Months
This procedure describes the proper method for the
long term storage of an engine.
Put a WARNING tag on the engine. The tag must

indicate:
Prepare the Engine for Long Term Storage
• The engine has been treated with
1. Operate the engine at high idle until the coolant preservatives.
temperature is 160° F (70° C). • Do not bar turn the crankshaft.
2. Turn engine off. • The coolant has been removed.
3. 3. Drain the oil. Install the drain plugs. Use Shell • The date of treatment.
66202 or equivalent, preservative oil. The oil • Do not operate the engine.
must meet Military Specification MIL-L-21260,
Type P-10, Grade 2, SAE 30. Fill the engine to
the "HIGH" mark. 16. Store the engine in an area that is dry and has a
uniform temperature.
4. Disconnect the fuel lines to the engine fuel filter
and the injector return line.
5. Use Daubert Chemical NoxRust No. 518, or an
equivalent preservative oil. The oil must meet
Military Specification MIL- L- 644 Type P9. Remove the Engine from Long Term Storage
6. Fill two (2) containers: one with diesel fuel, the 1. Use clean diesel fuel. Flush the fuel system
second with preservative oil. Put both fuel lines until all of the preservative oil is removed.
in the container of diesel fuel.
2. Remove the plug from the main oil rifle pas-
7. Start the engine. sage. Use a hot, lightweight mineral oil. To flush
8. After the engine is operating smoothly, transfer all of the preservative oil from the engine: Bar
the fuel supply line to the container of preserva- the engine crankshaft three to four revolutions
tive oil. Operate the engine until the preserva- during the flushing procedure.
tive oil flows out of the injector return line. 3. Fill the oil pan sump, oil filters, and fuel filters.
9. Turn the engine off. Connect the fuel lines to 4. Drain the rust preventative compound from the
the fuel filter and the injector return. cooling system. Fill the cooling system with
10. Drain the preservative oil from the engine oil coolant.
pan sump, the air compressor and the oil filters. 5. Prime the lubricating system. Refer to Cummins
11. Remove the intake and exhaust manifolds. Engine Shop Manual, (Section 14-01, Engine
Spray preservative oil into the intake and Run-in-Period).
exhaust ports in the cylinder heads and in the 6. Adjust the injector and the valve clearance.
manifolds. Refer to Cummins Engine Shop Manual, (Sec-
tion 00-02, Engine Assembly).
12. Spray preservative oil in the intake port on the
air compressor. 7. Tighten the intake manifold mounting cap
screws.
13. Use a rust preventative compound that meets
Military Specification MIL-C-16173C, Type P-2,
Grade 1 or 2. Brush or spray the compound on
all of the exposed surfaces that are not painted.
14. Remove the rocker lever covers. Spray the
rocker levers, the valve stems, the springs, the
valve guides, the crossheads, and the push
rods with preservative oil. Install the covers.
15. Cover all the openings with heavy paper and
tape to prevent dirt and moisture from entering
the engine.

ELECTRIC DRIVE TRUCKS
Storage Instructions and Procedures Placing Equipment Into Storage
This instruction provides the recommended proce- Perform the following instructions when preparing
dures for protecting equipment from damage during General Electric equipment for storage. There are
both short-term and long-term storage periods and three main equipment categories to consider:
for maintaining adequate protection while in storage.
1. When storing a truck that is operational.
Also included are instructions for placing this equip-
ment into service after having been stored. 2. When storing a truck that is not operational.
3. When storing major components (Motorized
For the purposes of this instruction, a short-term stor-
Wheel, alternator, etc.).
age period is considered to be less than three
months; a long-term storage period is considered to These three major categories are the basis for deter-
be three months or longer. mining required protective measures.
General Electric recommends a maximum storage NOTE: In addition to these instructions, refer to truck
period of three years, with these storage procedures storage instructions.
being repeated after each year. After a storage
When Storing A Truck That Is Operational
period of three years or more, the Motorized Wheels
should be removed and sent to an overhaul facility When a fully operational truck is being placed into
for teardown and inspection of seals and bearings. storage for less than three months, the best protec-
These should be replaced if necessary. tive measure which can be taken is to drive the truck
once a week for at least 30 minutes. Prior to driving
Periodic (every three months) inspections should be
the truck, the rotating equipment should be Meg-
made to determine the lasting qualities of long-term
gered and:
storage protection measures. Such inspections will
indicate the need for renewing protective measures 1. If greater than 2 megohms, run normally.
when necessary to prevent equipment deterioration. 2. If less than 2 megohms, isolate condition and
correct before running.
Proper storage of this equipment is vital to equipment
life. Bearings, gears, and insulation may deteriorate Driving the truck circulates oil in the gear case to
unless adequate protective measures are taken to keep gears and bearings lubricated and free from
protect against the elements. For example, bearings rust. It also prevents deterioration of the brushes,
and gears in the Motorized Wheel gear case are sus- commutators and slip rings.
ceptible to the formation of rust; insulation in rotating
When a fully operational truck is being placed into
electrical equipment can accumulate moisture; and
storage for three months or longer, and the truck
bearings may become pitted.
cannot be operated weekly throughout the storage
period as indicated above, perform the following
instructions:
1. Drain oil from the gear case and install rust pre-
NEVER APPLY ANY SPRAY, COATING OR ventive 4161 (product of Van Straaten Chemi-
OTHER PROTECTIVE MATERIALS TO AREAS cal Co.)or equivalent. Fill per General Electric
NOT SPECIFICALLY RECOMMENDED. Motorized Wheel Service Manual.
It is also important to note that these instructions 2. Megger the wheels as indicated in the instruc-
cannot possibly anticipate every type of storage con- tions above. Operate the truck for at least 30
dition and, therefore, cannot prevent all equipment minutes to insure that the rust preventive com-
deterioration problems caused by inadequate stor- pound has been thoroughly circulated through-
age. However, these instructions should be consid- out the gear case. Stop the truck and drain the
ered as a minimum procedure to achieve the best rust preventive compound.
possible equipment life and the lowest operating cost
NOTE: Do not run a LOADED truck with rust
when the equipment is returned to service.
preventive compound in Motorized Wheel gear
NOTE: Local conditions and/or experience may cases.
require ADDITIONAL procedures and/or additional
storage precautions.

When Storing A Truck That Is Not Operational
When a truck which is not fully operational is being

stored for a period of any length, perform the follow-
Do not operate trucks without oil in the Motorized ing:
Wheel gear cases.
1. Drain the oil from the gear case and install rust
preventive compound 4161 (or equivalent). Fill
3. Perform a megohmmeter test. Refer to the per General Electric Motorized Wheel Service
truck's Vehicle Test instructions for the correct Manual.
procedure. Record the Megger readings for 2. Jack each side of the truck (one side at a time)
future reference. They will be helpful in deter- enough to rotate the tires.
mining if deterioration is being experienced
3. Connect a D-C welder as described in the Vehi-
when additional Megger tests are made as part
cle Test Instructions (Wheel Motor inst. 400A,
of the periodic inspection.
arm & field in stress 900- 1000 rpm arm).
4. Lift all brushes in the Motorized Wheels, blow-
4. Rotate each Motorized Wheel (one at a time)
ers and the alternator. They must be removed
for at least 30 minutes to insure that the rust
from the brush holder. Disconnecting brush pig-
preventive compound has been thoroughly cir-
tails is not required.
culated throughout the gear case. Disconnect
5. Cover any open ductwork with screening mate- the welder. Remove the jacks. Drain the gear
rial to prevent rodents from entering. Then tape case.
over the screen to prevent the entry of water
5. If the truck is partially dismantled, pay careful
and dirt (allow breathing).
attention to ductwork, blower shrouds, etc.,
6. Examine all exposed machined surfaces for which may be exposed to weather conditions as
rust or other dirt accumulation. Remove all dirt a consequence. These areas will require the
as necessary. Remove rust by using a fine same sealing measures as in Step 5 above
abrasive paper. Old flushing compound can be which deals with protecting ductwork. Cover
removed with mineral spirits (GE-D5B8). Meth- exposed blower housings to prevent entry of
anol should be used to remove all residue. water and dirt.
When clean, coat with Tarp B rust preventive.
6. Perform Steps 3 through 11 under When Stor-
Refer to General Electric Motorized Wheel Ser-
ing a Truck that is Operational.
vice Manual for specifications.
7. Loosen exciter drive belts (where applicable).
8. Open all switches in the control compartment. When Storing A Major Component
9. Install a 500 watt heat source inside all control When storing a Motorized Wheel, alternator, blower
groups which house electronic control equip- or control group for a period of any length, always
ment. These heat sources are to be energized store it inside a warm, climate-controlled environ-
below 32° F (0° C) and de-energized above 41° ment. Do not attempt to store individual components
F (5° C). where they would be exposed to inclement weather,
10. Install a 500 watt heat source inside the com- climatic changes, high humidity and/or temperature
mutator chamber of both Motorized Wheels and extremes.
inside the alternator slip ring chamber. This will
minimize the accumulation of moisture. A hole
in the bottom of the hubcap will accommodate
the electrical cord for the heat source in the
Motorized Wheels. These heat sources are to
be energized continuously.
11. Seal compartment doors with a weatherproof
tape to prevent entry of rain, snow and dirt
(allow breathing).

Periodic Inspections amount oil to be used. This oil should be
drained and new oil should be added after 500
It is important that periodic inspections (every three
hours of operation.
months) of stored equipment be performed to insure
the continued serviceability of all protective mea- 5. Clean all Motorized Wheel grease fittings in the
sures initially taken when the storage period began. axle box. Insure that all grease lines are com-
Items which should be checked at each inspection pletely full of grease. Then add the recom-
interval are listed as follows: mended amount of grease to all fittings.
6. Install brushes in the Motorized Wheels, blow-
1. Remove the weatherproof tape from the com-
ers and the alternator. Make sure that brushes
partment doors and preform a Megger test as
move freely in their carbonways and that they
described in the Vehicle Test Instructions.
have enough length to serve until the truck's
Record the test results and compare them with
next inspection period. Install new brushes if
the recorded Megger readings taken when stor-
necessary. Insure that all brush pigtail screws
age first began, and those taken throughout the
are tight.
storage period. Remove all test equipment and
close up the compartment. Reseal the compart- 7. Perform a megohmmeter test. Refer to the
ment doors with new weatherproof tape. If truck's Vehicle Test Instructions for the correct
Megger readings indicate a deterioration of procedure. If Megger readings are less than 2.0
insulation quality, to below 2.0 megohms then megohms, the problem could be an accumula-
consideration should be given to providing tion of moisture in motor or alternator. If this is
more protection. the case, the faulty component will have to be
isolated and dried out using procedures recom-
2. Check all other weatherproofing tape. Replace
mended in the G.E.Service Manual.
any that has become loose or is missing com-
pletely. 8. Perform a thorough inspection of the Motorized
Wheels, alternator, blowers and control com-
3. Check all heat sources. Replace or repair any
partments. Look for:
units which have become inoperative.
4. Check all machine surfaces which were coated a. Rust or dirt accumulation on machine sur-
with flushing compound when storage began. If faces
compound appears to be deteriorating, it must b. Damaged insulation
be cleaned off and renewed.
c. An accumulation of moisture or debris
Placing Equipment Into Service After Storage
d. Loose wiring and cables
When taking equipment out of storage, perform the e. Any rust on electrical connectors in the con-
following procedures: trol compartment
When A Truck Is Operational f. Any loose cards in the card panels
If a truck has been operated weekly throughout the g. Any accumulation of moisture or debris in
storage period, perform a complete visual inspection ductwork.
of the Motorized Wheels, blowers, alternator and
control compartments. Repair any defects found, Clean and make repairs as necessary.
then place the truck directly into service. 9. Check retarding grids and insulators for loose
connections and dirt accumulation. Clean and
When A Truck Is Not Operational
make corrections as necessary.
If the truck was not operated weekly throughout the 10. Where applicable, check exciter drive belts for
storage period, perform the following procedures: cracks, and deterioration. If acceptable, set belt
1. Remove all weatherproofing tape from control tension to specification.
compartment doors and ductworks. 11. Before starting engine, turn on control power.
2. Remove all screening material from ductwork. Check that contactors and relays pick up and
3. Remove all heat sources from Motorized drop out normally.
Wheels, control compartments and the alterna-
tor.
4. Fill with recommended oil. Refer to the Motor-
ized Wheel Service Manual for the type and

12. Perform a start-up procedure on the complete
system to insure maximum performance during
service. Refer to the truck's Vehicle Test
Instructions for the complete test procedure.
For The First Hour

After all storage protection has been removed, the
truck has been cleaned and inspected and repairs
made as necessary, the Motorized Wheel gear case
has been filled with new oil, the dirt seals have been
completely purged with new grease and the system
completely checked, the truck can be placed into ser-
vice. It is recommended, however, that the truck be
driven unloaded at a low speed (10 mph) for the first
hour of operation.

TRANSMISSION PRESERVATION AND 5. Continue running the engine at 1500 rpm with
STORAGE the transmission in neutral until normal operat-
ing temperature is reached.
Storage, New Transmission
(Prior to installation). New transmissions are tested
with preservative oil and drained prior to shipment.
The residual oil remaining in the transmission pro-
vides adequate protection to safely store the trans- If the unit does not have a converter-out tempera-
mission for up to one year (stored inside the ture gage, do not stall the converter.
conditions of normal climate and with all shipping 6. If normal operating temperature is less than
plugs installed) without further treatment. 225° F (107° C), shift the transmission to the
Preservation Methods. When the transmission is to highest forward range and stall the con-
be stored or remain inactive for an extended period verter.When the converter-out temperature
(one or more years), specific preservation methods reaches 225° F (107° C), stop the engine. Do
are recommended to prevent damage due to rust, not exceed 225° F (107° C).
corrosion, and organic growth in the oil. Preservation 7. As soon as the transmission is cool enough to
methods are presented for storage with and without touch, seal all openings and the breather with
transmission fluid. moisture-proof tape.
8. Coat all exposed, unpainted surfaces with pre-
Storage, One Year -- Without Oil
servative grease such as petrolatum (MIL-C-
1. Drain the oil. 11796, Class 2).
2. Spray two ounces (60 milliliters) of VCI #10 9. If additional storage time is required, repeat
through the fill tube. steps (2) through (8) at yearly intervals; except,
3. Seal all openings and the breather with mois- it is not necessary to drain the transmission
ture-proof tape. each year. Just add Motorstor and Biobor Jf (or
4. Coat all exposed, unpainted surfaces with pre- equivalents).
servative grease such as petroleum (MIL-C-
11796, Class 2).
5. If additional storage time is required, repeat Restoring Transmission to Service
steps (2), (3) and (4) at yearly intervals. 1. Remove all tape from openings and the
breather.
2. Wash off all external grease with mineral spirits.
Storage, One Year With Oil (normally in a vehicle 3. If the transmission is new, drain the residual
chassis) preservative oil. Refill the transmission to the
1. Drain the oil and replace the oil filter element(s). proper level with C-4 transmission fluid.
2. Fill the transmission to operating level with a 4. If the transmission was prepared for storage
mixture of one part VCI #10 (or equivalent) to without oil, drain the residual oil and replace the
30 parts C-3 transmission fluid. Add 1/4 tea- oil filter elements. Refill the transmission to the
spoon of Biobor JF (or equivalent) for each 3 proper level with C-4 transmission fluid.
gallons (11 liters) of fluid in the system. 5. If the transmission was prepared for storage
NOTE: When calculating the amount of Biobor JF with oil, it is not necessary to drain and refill the
required, use the total volume of the system, not just transmission with new transmission fluid. Check
the quantity required to fill the transmission. Include for proper fluid level. Add or drain transmission
external lines, filters, and the cooler. fluid as required to obtain to proper level.
3. Run the engine for approximately five minutes
at 1500 rpm with the transmission in neutral.
4. Drive the vehicle. Make sure the transmission
shifts through all ranges. Make sure the lockup
clutch is working.

NOTES

SECTION B
STRUCTURES
INDEX
STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
B01022 Index B1-1

NOTES:
B1-2 Index B01022

SECTION B2
STRUCTURAL COMPONENTS
INDEX 1
STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
LADDERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
RIGHT DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
LEFT DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-7
CENTER DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-7
B02031 8/08 Structural Components B2-1

NOTES:
B2-2 Structural Components 8/08 B02031

STRUCTURAL COMPONENTS
The 830E deck components are removable in sec-
tions as shown in Figure 2-1. The following removal
and installation instructions detail the steps to be
taken before the decks and hood can be removed.
Additional steps may be required before the deck or
another major structure is removed, depending on The anti-slip material on the decks must be
optional equipment installed on the truck at the fac- inspected and maintained for the safety of all per-
tory or after delivery. sonnel.
Prior to removal or repair procedures, it may be nec-

essary to remove the body to provide clearance for • Before performing any welding on the truck,
lifting equipment to be used. If body removal is not always turn the battery disconnect switches to
required, the body must be raised and the safety the OFF position and disconnect the alternator
cables installed at the rear of the truck. positive cable. Failure to do so may seriously
damage the battery and electrical equipment. It is
not necessary to disconnect or remove any
Read and observe the following instructions control circuit cards on electric drive dump trucks
before attempting any repairs! or any of the Alarm Indicating Device (AID) circuit
control cards.
Always fasten the welding machine ground (-)
lead to the piece being welded; the grounding
the weld area. Never allow welding current to
pass through ball bearings, roller bearings,
• DO NOT attempt to work in deck area until
body safety cables have been installed. suspensions, or hydraulic cylinders. Always
avoid laying welding cables over or near the
• DO NOT step on or use any power cable as a vehicle electrical harnesses. Welding voltage
handhold when the engine is running. could be induced into the electrical harness and
cause damage to components.
• DO NOT open any electrical cabinet covers or
touch the retarding grid elements until all • All hoses and mating fittings must be capped as
shutdown procedures have been followed. they are removed to prevent possible system
contamination.
• All removal, repairs and installation of
propulsion system electrical components, • It is important to tag and visually verify all cables,
cables etc. must be performed by an harnesses, hoses etc. have been removed
electrical maintenance technician properly before the structure is lifted off the truck.
trained to service the system.
• For cab removal instructions, refer to Section N,
• In the event of a propulsion system Truck Cab, in this manual.
malfunction, a qualified technician must
inspect the truck and verify the propulsion
system does not have dangerous voltage
Preparation
levels present before repairs are started.
1. Reduce the engine speed to idle. Place the
selector switch in PARK. Ensure the parking
After the truck is parked in position for the repairs, brake applied indicator lamp in the overhead
the truck must be shut down properly to ensure the panel is illuminated.
safety of those working in the areas of the deck, elec- 2. Place the drive system in the rest mode by turn-
trical cabinet and retarding grids. The following pro- ing the rest switch on the instrument panel ON.
cedures will ensure the electrical system is properly Ensure the rest warning lamp is illuminated.
discharged before repairs are started.
3. Shut down the engine using the key switch. If,
for some reason the engine does not shut
down, use the shutdown switch on the center
console.

4. Verify the link voltage lights are off. If they 5. Disconnect ladder light wiring and any other
remain on longer than 5 minutes after shut- wiring harnesses, hoses, etc. that may be
down, notify the electrical department. attached.
5. Verify the steering accumulators have bled 6. Remove mounting hardware and lift ladder off
down by attempting to steer. truck.
6. Bleed down the brake accumulators using the
manual bleed valves on the brake manifold.
7. Open the battery disconnect switches. Installation
Perform the removal proceduress in reverse order for
installation of components. Tighten all attaching
LADDERS hardware to standard torque values listed in Section
A.
A diagonally mounted ladder (7, Figure 2-1) provides
an easy and safe path for the operator to mount and Reinstall all wiring and hoses removed and be cer-
dismount the truck. In addition, vertical ladders (6) tain all clamps are installed and secure.
are available as additional exits from the cab if nec-
essary. Anti-skid material is placed at various places
on the decks and ladder platform area. Ensure this
material is in good condition and replace when worn.
RIGHT DECK
The procedure below describes the sequence to fol-
The diagonal ladder must be removed from the truck low for complete removal of all the right hand deck
if it becomes necessary to remove the radiator or the components. If complete disassembly is not required,
complete power module for major repairs. select the appropriate steps for removal of the
When removing the ladder(s), check to ensure all desired component. Additional removal of equip-
wiring and hoses which may be attached to the struc- ment, wiring, hoses etc. may be required depending
ture have been removed. on optional factory installed and field installed equip-
ment.
NOTE: Some trucks may be equipped with different
boarding equipment than shown in Figure 2-1. Refer Refer to Figure 2-1 for location and nomenclature of
to Options Section for additional information. parts described.
Removal
Before performing deck removal or repairs,
1. Shut down engine following all the procedures
ensure the battery disconnect switch is open and
listed on page B2-3 in this section of the man-
all hydraulic pressure has been released prior to
ual.
removing any hoses, electrical harness connec-
tors, etc. 2. Open battery disconnect switch located in the
isolation at the battery box on the front bumper.
Removal 3. Remove clamps and electrical cables.
1. Remove handrails (8, Figure 2-1) attached to a. Remove power cables routed to retarding
diagonal ladder handrail and the platform. grids (3, Figure 2-2).
2. Attach a lifting device to ladder structure (7). b. Remove all 24 volt wiring (clearance lights,
3. Remove all attaching hardware and lift diagonal ground straps, etc.) that will interfere with
ladder from mounts. deck and ladder removal.
4. If vertical ladder removal is necessary, attach a c. Remove hoses or wiring routed to optional
lifting device to ladder structure (6). equipment; fire suppression system etc.

FIGURE 2-1. ACCESS LADDERS AND DECKS
1. Right Deck 4. Deck Handrail 7. Diagonal Ladder

2. Center Deck 5. Platform 8. Ladder Handrail
3. Left Deck Components 6. Vertical Ladder 9. Grille Structure

• Ensure all electrical connections and harness
clamps are reinstalled and secure.
• Replace plugs covering deck mounting hardware
to prevent dirt accumulation.
All propulsion system power cables must be

properly secured in their wood or other non-fer-
rous cable cleats. If clamps are cracked and bro-
ken, oil soaked or otherwise damaged, replace
them with new parts. Inspect cable insulation and
replace cable if insulation is damaged.
FIGURE 2-2. RH DECK MOUNTING LEFT DECK

1. Right Deck Structure 4. Diagonal Ladder Removal
2. Mounting Hardware Structure NOTE: The left deck mounting arrangement is nearly
3. Retard Grid Package identical to the right deck. Refer to Section N, Truck
Cab, for cab removal and installation instructions.
Refer to Figure 2-1 for the location of individual
4. Attach overhead hoist to lifting eyes on grid sections.
package (3).
1. Shut down engine following all the procedures
5. Remove hardware attaching grid package to listed on page B2-3 of this Section of the man-
the deck, lift assembly off deck and move to ual.
storage or work area.
2. Ensure the brake system accumulators have
NOTE: If grid assembly or cooling blower repairs are been bled down to release pressure.
required refer to applicable G.E. publication for 3. Tag and disconnect all hydraulic lines and elec-
service and maintenance procedures. trical cables which will interfere with deck
6. Install lifting device at eyes at each corner of the removal. Cap all lines to prevent entrance of
deck and take up slack. DO NOT attach lifting foreign material.
device to the hand rail structure.
7. Remove plugs covering deck mounting hard-
ware (see Figure 2-2).
8. Verify all wiring harnesses, cables or hoses
have been removed. Carefully raise deck and
If equipped with air conditioning and air condi-
remove from deck supports.
tioning system components are to be removed,
Installation refer to Section N, Operator Comfort, for special
instructions on discharging the air conditioning
Perform the removal procedures in reverse order for system prior to disconnecting any air condition-
installation of the deck and components. Tighten all ing lines.
attaching hardware to standard torque specifications
as listed in Section A, Standard Torque Chart and
4. Install lifting device to lift eyes at each corner of
Tables.
the deck and take up slack. DO NOT attach lift-
• Clean all mount mating surfaces before ing device to the hand rail structure.
installation. 5. Remove deck mounting hardware at frame sup-
• Clean mounting area before installing ground port and front upright.
cables.

6. Verify all wiring harnesses, cables or hoses CENTER DECK
have been removed. Carefully raise deck and
Center deck removal only requires removal of any
remove from deck supports.
attached hoses cables etc. before removing the
mounting hardware and lifting the deck structure off.
Installation Follow proper shutdown procedures as

described on page B2-3.
Perform the removal procedures in reverse order for
installation of the deck and components. Tighten all
attaching hardware to standard torque specifications
as listed in Section A, Standard Torque Chart and
Tables.
• Clean all mount mating surfaces before
installation.
• Clean mounting area before installing ground
cables.
• Ensure all electrical connections and harness
clamps are reinstalled and secure.
• If the air conditioning system has been
discharged, refer to Section N, Operator Comfort,
for the correct procedure for system service.
1. Start engine and allow systems to charge.

Observe for any air or oil leaks. Ensure all
shields, covers and clamps are in place.
2. Service the hydraulic reservoir if required.
Check for proper operation of the steering and
brake systems, including dynamic retarding.

NOTES:

SECTION B3
DUMP BODY
INDEX
DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
BODY PADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6
BODY GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
BODY-UP RETENTION CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-8
BODY POSITION INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-8
HOIST LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-8
BODY UP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-8
ROCK EJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-9
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-9
B03026 12/11 Dump Body B3-1

NOTE:
B3-2 Dump Body 12/11 B03026

DUMP BODY
Removal 1. Park truck on a hard, level surface and block all
the wheels. Connect cables and lifting device to
the dump body and take up the slack as shown
in Figure 3-1.
2. Remove mud flaps and rock ejectors from both
sides of the body. Remove electrical cables,
Inspect all lifting devices. Slings, chains, and/or lubrication hoses, etc, attached to the body.
cables used for lifting components must be 3. Attach chains around upper end of hoist cylin-
inspected daily for serviceable condition. Refer ders to support them after the mounting pins are
to the manufacturer's manual for correct capaci- removed.
ties and safety procedures when lifting compo-
4. At each of the upper hoist cylinder mounting
nents. Replace any questionable items.
eyes, remove pin retainer shoulder bolt (4, Fig-
Slings, chains, and/or cables used for lifting
ure 3-2), flat washer (5) and nut (6). With ade-
components must be rated to supply a safety fac-
quate means of supporting the hoist cylinders in
tor of approximately 2X the weight being lifted.
place, remove both pins (2).
When in doubt as to the weight of components or
any assembly procedure, contact the Komatsu
area representative for further information.
Lifting eyes and hooks should be fabricated from
the proper materials and rated to lift the load
being placed on them.
Never stand beneath a suspended load. Use of
guy ropes are recommended for guiding and
positioning a suspended load.
Before raising or lifting the body, be sure there is
adequate clearance between the body and over-
head structures or electric power lines.
Be sure that the lifting device is rated for at least
a 45 ton capacity.
FIGURE 3-2. HOIST CYLINDER MOUNTING

(UPPER)
1. Dump Body 4. Shoulder Bolt

FIGURE 3-1. DUMP BODY REMOVAL 2. Hoist Cylinder Pin 5. Flat Washer
1. Lifting Cables 2. Guide Rope 3. Hoist Cylinder 6. Nut
B03026 12/11 Dump Body B3-3

5. Remove shoulder bolts (1, Figure 3-3), flat Installation
washer (10) and nuts (2) from each body pivot
pin.
6. Remove body pivot pins (3) far enough to allow
shims (6) to drop out. Complete removal is not
necessary unless a new pin is to be installed.
Inspect all lifting devices. Slings, chains, and/or
7. Lift dump body clear of the chassis and move to cables used for lifting components must be
storage or work area. Block the body to prevent inspected daily for serviceable condition. Refer
damage to the body guide etc. to the manufacturer's manual for correct capaci-
8. Inspect bushings (5, 8, and 9) for excessive ties and safety procedures when lifting compo-
wear or damage. Replace as required. nents. Replace any questionable items.
Slings, chains, and/or cables used for lifting
components must be rated to supply a safety fac-
tor of approximately 2X the weight being lifted.
When in doubt as to the weight of components or
any assembly procedure, contact the Komatsu
area representative for further information.
Lifting eyes and hooks should be fabricated from
the proper materials and rated to lift the load
being placed on them.
Never stand beneath a suspended load. Use of
guy ropes are recommended for guiding and
positioning a suspended load.
Before raising or lifting the body, be sure there is
adequate clearance between the body and over-
head structures or electric power lines.
Be sure that the lifting device is rated for at least
a 45 ton capacity.
FIGURE 3-3. DUMP BODY PIVOT PIN
1. Shoulder Bolt 6. Shim
2. Nut (Locknut) 7. Frame Pivot 1. Park truck on a hard, level surface and block all
3. Body Pivot Pin 8. Pivot Bushing the wheels.
4. Body Ear 9. Body Pivot Bushing 2. Attach cables and a lifting device to the dump
5. Body Pivot Bushing 10. Flat Washer body and take up the slack as shown in Figure
3-1. Lower the body over the truck frame and
align the body pivots with the frame pivot holes.
3. Install shims (6, Figure 3-3) in both body pivots,
as required, to fill the outside gaps and center
the body on the frame pivot. Do not install
shims at the inside.
NOTE: A minimum of 1 shim is required at the
outside end of both frame pivots.
4.
B3-4 Dump Body 12/11 B03026

5. Align the hole in pivot pin (3) with cap screw BODY PADS
hole in pin retainer (part of body pivot ear, 4)
It is not necessary to remove the dump body to
and push the pivot pin through shims (6), frame
replace the body pads. The body pads should be
pivot (7), and into the pivot bushings (5 & 9) in
inspected during scheduled maintenance inspections
each side of the body pivot.
and replaced if worn excessively. If the body pads
6. Install shoulder bolt (1) through each pin and are worn unevenly, adjustment of the body pad shims
tighten standard nuts (2) to 340 N·m (250 ft will be required.
lbs).
Removal
NOTE: If standard bolts are used at this location,
tighten the locknuts to 203 N·m (150 ft lb). If locknuts 1. Raise the body to a height sufficient to allow
are used on the shoulder bolts, fully install locknut so access to all pads.
it is tight against the flat washer, and the flat washer
is tight against the shoulder on the shoulder bolt.
Ensure that the shoulder bolt has some end play.
Place blocks between the body and frame.

7. Align hoist cylinder upper bushings with the Secure blocks in place. Never work under a
hole through the body. With pin retaining cap raised body unless safety device(s) are in posi-
screw hole and the retaining hole in dump body tion to prevent dump body from lowering.
aligned, install pin (2, Figure 3-2). 2. Remove hardware attaching pads to the dump
8. Install pin retaining shoulder bolt (4) and stan- body. (Refer to Figure 3-4.)
dard nuts. Tighten standard nuts to 340 N·m 3. Remove body pad(s) and shim(s). Note number
(250 ft lbs). of shims installed at each pad location. (The
NOTE: If standard bolts are used at this location, rear pad on each side should have one less
tighten the locknuts to 203 N·m (150 ft lb). If locknuts shim than the other pads.)
are used on the shoulder bolts, fully install locknut so
Installation
it is tight against the flat washer, and the flat washer
is tight against the shoulder on the shoulder bolt. 1. Install new pads with the same number of shims
Ensure that the shoulder bolt has some end play. as removed in Step 3.
2. Install the mounting hardware and tighten to 88
N·m (65 ft lb) torque.
9. Install mud flaps, rock ejectors, electrical cables
and lubrication hoses. 3. Remove blocks from frame and lower body onto
the frame.
FIGURE 3-4. BODY PAD MOUNTING

1. Nut 4. Body Pad
2. Lock Washer 5. Flat Washer
3. Shim(s) 6. Cap Screw
B03026 12/11 Dump Body B3-5

Adjustment NOTE: The frame rail and the body bolster do not
have to be parallel.
4. Subtract the body pad thickness of 39.7 mm

(1.56 in.) from measurement “A” at each pad
mounting location. The difference will be mea-
Proper body pad to frame contact is required to surement “B”. There will be a total of eight “B”
assure maximum pad life. measurements per side.
1. Without any body pads installed, bolt two 5. Divide measurement “B” by the shim thickness
spacer blocks (2, Figure 3-5) using the body of 1.5 mm (0.06 in.) to determine the number of
pad mounting holes closest to the front of the shims required for each position.
dump body. After the spacer blocks are 6. Assemble a shim pack for each body pad loca-
installed, lower the body completely. tion as determined in the previous step. On the
NOTE: The spacer blocks can be made locally. Refer rear most body pad mounting location (4, Figure
to the Special Tools section for detailed information 3-7), remove one shim from the calculation.
on how to make the spacer blocks. NOTE: Using half shims is allowed if necessary. Half
2. After lowering the dump body with the spacer shims must be installed at the top of the stack.
bocks installed, check the dump body’s position
and fit on the truck. If there is any interference
when the body is resting on the spacer blocks, 7. Install the body pads and shims at each location
contact your local Komatsu distributor to resolve using mounting hardware shown in (Figure 3-4).
the issue. Tighten nuts (6) to 88 N·m (65 ft lb) torque.
3. With the body lowered, measure and record the
distance from the frame rail to the dump body’s
pad mounting hole locations as shown in Figure
3-7. This will be measurement “A”. Refer to Fig-
ure 3-6. There will be a total of eight “A” mea-
surements per side, one at each mounting hole
location (front and back) for each pad.
FIGURE 3-6. MEASUREMENT DETAILS
1. Shim 2. Body Pad
FIGURE 3-5. SPACER BLOCK INSTALLED

1. Body 3. Truck Frame
2. Spacer Block
(XC2293)
B3-6 Dump Body 12/11 B03026

FIGURE 3-7. BODY PAD LOCATIONS
1. Body Pad Position 1 3. Body Pad Position 3

2. Body Pad Position 2 4. Body Pad Position 4
BODY GUIDE
1. Body guide wear points should be inspected
each time a body pad inspection is performed.
(Refer to Figure 3-8.) The body guide should be
centered between the wear plates (3), with a
maximum gap of 4.8 mm (0.19 in.) at each side
when new.
2. If gap becomes excessive, install new parts.
FIGURE 3-8. BODY GUIDE
1. Dump Body 3. Body Guide Wear

2. Body Guide Plates
B03026 12/11 Dump Body B3-7

BODY-UP RETENTION CABLE
To avoid serious personal injury or death, the

body up retention cable must be installed any-
time personnel are required to perform mainte-
nance on the vehicle with the dump body in the
raised position.
The Komatsu body-up safety sling can only be

used with a Komatsu body. Non-OEM body may
not accommodate the Komatsu body-up safety
sling. The end user must ensure that a proper
cable/sling is used.
1. To hold the dump body in the up position, raise

the body to its maximum height.
2. Remove the cable (3, Figure 3-9) from its stored
position on the body and install between the
FIGURE 3-9. BODY-UP CABLE INSTALLATION
rear body ear (1) and the axle housing ear (4).
1. Rear Body Ear 3. Cable
3. Secure the cable clevis pins with cotter pins.
Structure 4. Axle Housing Ear
4. Move the hoist lever to the FLOAT position to 2. Cable Storage Structure
slowly lower the body until the cable is support-
ing the full weight of the body. Then move the
hoist lever to the HOLD position.
5. After maintenance work is completed, reverse BODY POSITION INDICATOR
the above procedure to remove cable assembly The Body Position Indicator is a device mounted on
and place it in the storage position. the canopy of the dump body. When the body is low-
ered, the indicator is visible to the operator. This
device should be inspected daily and repairs made if
required.
HOIST LIMIT SWITCH

Refer to Section D, Electrical System (24VDC) for
adjustment procedure of the hoist limit switch.
BODY UP SWITCH
Refer to Section D, Electrical System (24VDC) for
adjustment procedure of the body up switch.
B3-8 Dump Body 12/11 B03026

ROCK EJECTORS 3. If the arm (1, Figure 3-10) becomes bent, it
must be removed and straightened.
Rock ejectors are placed between the rear dual
wheels to keep rocks or other material from lodging 4. The wear plates (2) must be replaced if
between the tires. Failure to maintain the rock ejec- severely worn.
tors could allow debris to build up between the dual 5. Inspect the mounting brackets (4, Figure 3-11),
wheels and cause damage to the tires. pins (2) and stops (3) for wear and/or damage
and repair as necessary.
Inspection
1. The ejectors (1, Figure 3-10) must be posi-
tioned on the center line between the rear tires
within 6.35 mm (0.25 in.).
2. With the truck parked on a level surface, the
arm structure should be approximately 88 mm
(3.50 in.) from the wheel spacer ring (3) when
hanging vertical.
NOTE: With rock ejector arm (1, Figure 3-11)
hanging vertical as shown, there must be NO GAP at
stop block (3). Adjust stop block as necessary to
obtain NO GAP.
FIGURE 3-11. ROCK EJECTOR MOUNTING

BRACKET (Detail View)
1. Rock Ejector Arm 3. Stop Block

2. Pin 4. Mounting Bracket
FIGURE 3-10. ROCK EJECTOR

1. Rock Ejector Arm 3. Rear Wheel Spacer
2. Wear Plate Ring
B03026 12/11 Dump Body B3-9

NOTES:
B3-10 Dump Body 12/11 B03026

SECTION B4
FUEL TANK
INDEX
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
FUEL GAUGE SENDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
FUEL TANK BREATHER VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
FUEL RECEIVERS (WIGGINS QUICK FILL). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
B04028 10/11 Fuel Tank B4-1

FUEL TANK
Removal Installation
1. Raise truck body and install body safety cables.
2. Drain sediment from tank and dispose of prop-
erly. Drain remainder of fuel into clean contain-
ers. The weight of the empty fuel tank is approxi-
3. Disconnect fuel tank wire harness (13, Figure 4- mately 1711 kg (3,772 lbs). Be certain to use lift-
1) and remove harness clamps. ing devices with adequate capacity.
4. Remove ground wire (17). 1. Thoroughly clean the frame mounting brackets
5. Remove fuel supply hose (8) and return hose and the mounting hardware holes. Re-tap the
(6) and plug to prevent contamination. threads if damaged.
6. Remove hydraulic filter assembly (11) from fuel 2. Lower tank into position over upper mounting
tank. Support filters by placing a chain over the trunions.
frame rail. (It is not necessary to disconnect 3. Install mounting caps (3, Figure 4-1) and cap
hydraulic hoses.) screws (4) with flat washers at upper mounting
trunnions. Do not tighten the hardware at this
time.
4. Install large flat washers (15) and cap screws
(14) with flat washer and lockwasher, and
tighten to 800 N·m (590 ft lbs).
The weight of the empty fuel tank is approxi- 5. Tighten mounting cap screws (4) to 711 N·m
mately 1711 kg (3,772 lbs). Be certain to use lift- (525 ft lbs).
ing devices with adequate capacity. 6. Attach ground wire (17), and connect wire har-
ness (13). Install wire harness clamps.
7. Attach fuel supply hose (8) and return hose (6).
7. Attach lifting device to tank lift eyes.
8. Attach hydraulic filter assemblies (11) to fuel
8. Remove cap screws (14), lock washers, flat
tank.
washers and special flat washers (15).
9. Refill tank with clean fuel.
9. Remove cap screws (4), flat washers, and
mounting caps (3) from upper mounting trun-
ions.
10. Lift tank from brackets and move to work area.
11. Inspect rubber dampeners (16) and replace if
necessary.
B4-2 Fuel Tank 10/11 B04028

FIGURE 4-1. FUEL TANK
1. Fuel Tank 8. Fuel Supply Hose 15. Flat Washer (large)

2. Fuel Receiver Assembly 9. Fuel Gauge Sender 16. Rubber Dampener
3. Mounting Cap 10. Drain Cock 17. Ground Wire
4. Cap Screw 11. Hoist Circuit Filter Assemblies 18. Terminals
5. Filler Cap 12. Steering Circuit Filter Assembly 19. Sender Mounting Hardware
6. Fuel Return Hose 13. Wire Harness 20. Overflow Tube
7. Breather Valve 14. Cap Screw
B04028 10/11 Fuel Tank B4-3

Repair FUEL GAUGE SENDER
If a tank has been damaged and requires structural Fuel gauge sender (9, Figure 4-1) is mounted on the
repair, perform such repairs before final cleaning. side of the tank provides an electrical signal to oper-
ate the fuel gauge on the instrument panel.
Removal
1. Drain the fuel below the level of the fuel gauge
sender.
If a tank is to be weld repaired, special precau-
tions are necessary to prevent fire or explosion. 2. Disconnect the wires from terminals (18).
Consult local authorities for safety regulations 3. Remove sender mounting hardware (19). Care-
before proceeding. fully remove the sender and gasket.
Installation
1. Clean the mating surfaces. Install a new gasket.
Cleaning
2. Install the fuel gauge sender in the tank. Ensure
The fuel tank is provided with a drain and a cleaning the float is oriented properly and moves freely.
port in the side that allows steam or solvent to be uti- 3. Install sender mounting hardware (19) and
lized in cleaning tanks that have accumulated foreign tighten the cap screws to the standard torque.
material.
4. Connect the wires to terminals (18).
It is not necessary to remove the tank from the truck 5. Fill the fuel tank and check for leaks.
for cleaning of sediment, however rust and scale on
the walls and baffles may require complete tank
removal. This allows cleaning solutions to be in con-
tact with all interior surfaces by rotating the tank in
various positions, etc.
Prior to a cleaning procedure of this type, all vents,
fuel gauge, and hose connections should be
removed and temporarily sealed. After all scale, rust,
and foreign material has been removed, the tempo-
rary plugs can be removed.
A small amount of light oil must be sprayed into the
tank to prevent rust if the tank is to remain out of ser-
vice. All openings should be sealed for rust preven-
tion.
B4-4 Fuel Tank 10/11 B04028

FUEL TANK BREATHER VALVE
NOTE: The relief pressure of the fuel tank breather
valve is 70 - 89 kPa (10 - 13 psi).
Disassembly
1. Remove fitting (1, Figure 4-2).
2. Remove ball cage (8), solid ball (9) and float
balls (10).
3. Unscrew end fitting (5) from body (2).
4. Remove stem (6) and valve spring (3).
Assembly
1. Clean and inspect all parts. If any parts are
damaged, replace the entire assembly.
2. Place valve spring (3) into position in body (2).
3. Insert stem (6) into end fitting (5).
4. Screw end fitting (5) into body (2). Ensure the
components are properly aligned and seated.
5. Install fitting (1).
6. Insert the balls into ball cage (8) with solid ball
(9) on top.
7. Insert the ball cage onto the stem. A minimum
of two cage coils must be seated in the groove
on the stem. Ensure the solid ball is able to seat
properly on the stem. If not, adjust the cage
accordingly. FIGURE 4-2. BREATHER VALVE
1. Fitting 6. Stem
2. Body 7. O-Ring
3. Valve Spring 8. Ball Cage
4. O-Ring 9. Solid Ball
5. End Fitting 10. Float Ball
B04028 10/11 Fuel Tank B4-5

FUEL RECEIVERS (WIGGINS QUICK FILL)
Fuel receiver assembly (2, Figure 4-1) is mounted on If the nozzle fails to turn off and fuel continues to fill
the front of the fuel tank. Fuel receiver assembly (1, the tank, a relief valve in the vent will open at 79 kPa
Figure 4-3) is mounted on the left hand frame rail. It (11.5 psi) to prevent over-pressurization of the tank. If
is connected to the rear of the fuel tank by hose (2). filling persists and the fuel reaches the top of the
tank, fuel will flow out of the vent until the nozzle is
The quick fill fuel system is a pressurized system that
turned off.
is rated at a maximum of 568 l/m (150 gpm). When
filling the tank, vent assembly (7, Figure 4-1) on top If fuel spills from the vent, or if the tank does not
of the tank allows air to escape to prevent the tank completely fill, check the vent to see whether the
from over-pressurizing. When the fuel level reaches float balls are in place and overflow tube (20, Figure
the float balls in the vent, the balls rise with the fuel. 4-1) is clean. If the vent is operating properly, the
When the fuel level reaches its maximum level, the problem will most likely be in the fuel supply system.
float balls block air flow out of the vent, causing
pressure to rise in the fuel tank. When pressure
reaches 55 - 70 kPa (8 - 10 psi), the fuel nozzle Keep the cap on each fuel receiver to prevent dirt
should turn off. buildup in valve area and nozzle grooves.
FIGURE 4-3. QUICK FILL FUEL RECEIVER - LEFT SIDE
1. Fuel Receiver Assembly 2. Hose to Tank
B4-6 Fuel Tank 10/11 B04028

SECTION C
ENGINE
INDEX
POWER MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-1
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
POWER TRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
FAN CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-1
C01029 Index C1-1

NOTES
C1-2 Index C01029

SECTION C2
POWER MODULE
INDEX
POWER MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3
PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-8
C02027 11/11 Power Module C2-1

NOTES:
C2-2 Power Module 11/11 C02027

POWER MODULE
The radiator, engine and alternator/blower assem- 4. It is not necessary to remove the grille or radia-
blies are mounted on a roller equipped subframe tor prior to the removal of the power module. If
which is contained within the truck's main frame and radiator removal is desired or if only radiator
is referred to as a “Power Module”. This arrangement repair is necessary, refer to Cooling System in
permits removal and installation of these components this section.
with a minimum amount of disconnect being made
and by utilizing the unique “Roll In/Roll Out” feature.
Although the instructions in this section are primarily Removal
based upon the “Rollout” method for major compo- 1. Disconnect batteries using the following proce-
nent removal, the radiator and fan may be removed dure in this order:
as separate items. Instructions for radiator and fan
removal are contained later in this section. a. Open battery disconnect switch located on
battery switch box on top of front bumper.
b. Inside the battery box, identify the battery
ground cables that connect the negative ter-
PREPARATION
minals of two batteries to the ground bus bar
in the bottom of the battery box. Disconnect
these ground cables from the negative termi-
nal of each battery.
c. Disconnect the ground cables from below
The complete power module weighs approxi-
the battery box.
mately 16 760 kg (36,950 lbs.). Make sure lifting
device to be used is of an adequate capacity. d. Disconnect the three positive battery cables
from the bus bar outside the battery box.
1. Position the truck in a work area with a flat, level
Also disconnect three wiring harness from
surface and adequate overhead clearance to
the battery box.
permit raising the dump body.
2. Apply parking brake and block wheels to pre- e. Remove mounting cap screws and remove
vent truck movement. Raise body and install battery box from front bumper.
safety lock pin and body cable. 2. Follow the steps below to remove main alterna-
tor inlet duct (2, Figure 2-1):
a. Remove cover and disconnect cables
(routed to main alternator) from front side of
transition structure (4). Disconnect air sensor
Do not work under raised body without first mak- from left side of inlet duct.
ing sure the body lock pin and body cable is b. Remove clamps and disconnect air hose (6)
installed. at electrical cabinet and transition structure
3. Tag or mark all oil lines, fuel lines and electrical (3).
connections to ensure correct hookup at time of c. Remove mounting hardware and remove
power module installation. Plug all ports and transition structure (3).
cover all hose fittings or connections when dis-
connected to prevent dirt or foreign material
from entering.

d. Attach hoist to lifting eyes on blower inlet
4. Disconnect all (already marked) electric, oil and
duct assembly. Remove hardware attaching
fuel lines that would interfere with power mod-
duct to main alternator inlet. Remove hard-
ule removal. Cover or plug all lines and their
ware attaching upper duct mounts to electri-
connections to prevent entrance of dirt or for-
cal cabinet. Remove hardware attaching
eign material. To simplify this procedure, most
duct to deck at right and left sides.
connections utilize quick disconnects.
e. Recheck for any other cables or hoses and 5. Disconnect the air cleaner restriction gauge
lift duct assembly from the truck. Cover all hoses. Disconnect electrical wiring and hoses
openings to prevent entrance of foreign etc. that would interfere with front center deck
material. removal.
f. Remove mounting hardware and remove 6. Remove air inlet duct support rods on under-
transition duct (4) from alternator. side of center deck.
3. Remove clamp and remove the outlet hose to 7. Attach hoist to the front center deck. Remove all
rear axle on the blower assembly. cap screws, flat washers, lockwashers and nuts
securing the deck. Check for any remaining wir-
ing, hoses or other items on underside of deck.
Lift deck and remove from truck.
8. Close both cab heater shutoff water valves dis-
connect water lines and drain water from the
heater core. Secure water lines away from
engine compartment so as not to interfere with
power module removal.
10. Remove cap screws (2, Figure 2-2) and nuts
securing left (1) and right (3) exhaust ducts to
turbocharger outlets. Remove “V” band clamps
(5) and support clamps (4). Remove exhaust
ducts and move clear of engine. Cover turbo-
charger exhaust openings to prevent entrance
of foreign material.
FIGURE 2-1. MAIN ALTERNATOR BLOWER DUCT

1. Electrical Cabinet 4. Transition Duct
2. Inlet Duct 5. Air Hose
3. Transition Structure

14. Remove cap screws and washers securing
cover (10, Figure 2-4) to grille at center of front
bumper and remove. Remove cap screws and
lockwashers (9) securing front subframe sup-
port to main frame.
Install safety chain around the front engine sub-

frame cross member and main frame to prevent
the power module from rolling forward when the
subframe rollers are installed.
15. Remove cap screws (4, Figure 2-4) and caps

(3) securing subframe mounting bushings to the
subframe support bracket (6) at rear of sub-
frame.
16. Check engine and alternator to make sure all
FIGURE 2-2. EXHAUST DUCTS cables, wires, hoses, tubing and linkages have
(Heated Body Exhaust Shown) been disconnected.
17. Remove the mounting hardware at the diagonal
1. LH Exhaust Duct 4. Support Clamp ladder mounting pads. Lift the diagonal ladder
2. Cap Screws 5. “V” Band Clamp from the truck and move it to a storage area.
3. RH Exhaust Duct 6. Frame Rails
11. Remove clamps (6, Figure 2-3) securing the air

intake ducts (3) to turbochargers (4). Remove Federal regulations prohibit venting air
clamps at hump hoses (1). and remove air conditioning system refrigerants into the
intake ducts. Cover inlets on turbochargers and atmosphere. An approved recovery/recycle
ducts to air cleaners to prevent contamination. station must be used to remove the refrigerant
12. Remove upper radiator support struts (12, Fig- from the air conditioning system.
ure 2-4). 18. Refer to Section N, Operator Comfort, for the
13. Disconnect grounding strap located near the procedures required to properly remove the
front subframe mount. refrigerant from the air conditioning system.
After the system has been discharged,
disconnect the refrigerant hoses to the cab at
the compressor and receiver/drier.
NOTE: System contains HFC-134A refrigerant.

19. Disconnect hydraulic pump drive shaft (1, Fig- 20. Attach hoist to lift points (2, Figure 2-4) at
ure 2-4) at the drive shaft U-joint companion engine/alternator cradle structure. Raise the
flange. rear portion of engine subframe and install sub-
frame rollers (Refer to Figure 2-5). Lower the
rear portion of the subframe carefully until the
rollers rest on the main frame guide rail.
NOTE: Subframe rollers are supplied in the truck tool
group and can be installed in the storage position
Only lift power module at the lifting points on after use, as shown in Figure 2-5.
subframe and engine/alternator cradle structure.
(Refer to Figure 2-6.)
Note: Illustration shows engine

equipped with two-stage turbo-
chargers. Single stage turbo-
charger equipped engine ducts
and supports are similar.
FIGURE 2-3. AIR INTAKE DUCTS

1. Hump Hose 4. Turbocharger 7. T-Bolt Clamp
2. Support Rods 5. Center Deck Structure 8. Air Cleaner Assembly
3. Air Intake Ducts 6. Clamp

21. Reposition hoist to front subframe lifting points 22. Roll the power module forward sufficiently so
(8, Figure 2-4). Raise the engine subframe until that adequate clearance is provided for the lift-
the engine is on a level plane. Remove the ing device to be attached to the engine/alterna-
safety chain. tor cradle structure and front subframe lifting
points. Place stands or block under front of sub-
frame and lower hoist until front of subframe is
supported. Install safety chain to prevent sub-
frame from rolling.
The engine, alternator, radiator and subframe
weigh approximately 16 760 kg (36,950 lbs.).
Make sure the lifting device used is of an ade-
quate capacity.
FIGURE 2-4. ENGINE MODULE INSTALLATION

1. Pump Driveshaft 6. Rear Subframe Mount Bracket 11. Grille Structure
2. Rear Module Lift Eye 7. Module Subframe 12. Upper Radiator Support Rod
3. Cap 8. Front Module Lift Eye 13. Engine
4. cap screws 9. Front Mount cap screws
5. Bushing 10. Cover

24. Raise the power module slightly to determine if
module is on an even plane. Move the power
module straight out of truck to a clean work area
for disassembly.
For further disassembly of the engine, alternator, and
radiator, refer to the appropriate section of this man-
ual.
Installation
1. Inspect the main frame guide rails. Remove any
debris which would interfere with power module
installation.
2. Clean the main frame rear support brackets.
FIGURE 2-5. SUBFRAME ROLLERS Apply a light film of soap solution to each rubber
bushing (5, Figure 2-4) located at the rear of the
1. Roller Assembly 3. cap screws
subframe.
2. Subframe
3. Check the subframe rollers making sure they
roll freely and are in the “roll-out” position. (Fig-
ure 2-5).
23. Attach lifting device to hoist and attach to 4. Attach a lifting device to engine/alternator cra-
engine/alternator cradle structure and front sub- dle structure and front subframe lifting points.
frame lifting points as shown in Figure 2-6. (Figure 2-6)
Remove safety chain.
The complete power module weighs approxi-

mately 16 760 kg (36,950 lbs.). Make sure lifting
device to be used is of an adequate capacity.
5. Raise the power module and align the subframe
rollers within the main frame guide rails.
6. Lower the power module to the subframe guide
rails, relax the hoist slightly and roll the power
module into truck frame until lifting chains con-
tact frame cross member.
FIGURE 2-6. POWER MODULE LIFT POINTS

1. Module Lifting Tool 4. Engine
2. Main Alternator 5. Power Module Sub-
3. Module Lift Points frame

7. Place stands or blocking under front of sub- 17. Install the rear subframe mounting caps (3) and
frame to support assembly while repositioning secure caps in place with lubricated cap screws
hoist. (4). Tighten cap screws to 551 ±21 N·m (407
8. Install a safety chain around the truck frame ±15 ft lbs) torque.
and the front subframe cross member. The 18. Install radiator support struts (12).
safety chain will prevent the power unit from
19. Install exhaust ducts (1 & 3, Figure 2-2) Install
rolling forward.
cap screws (2) washers and nuts to secure
9. Place a small block behind each rear subframe ducts to turbochargers. Install “V” band clamps
roller to prevent rolling. (5) and support clamps (4).
10. Lower hoist to allow subframe to rest on stands 20. Connect the cab heater inlet and outlet hoses
and rollers. Remove lifting device. and open both valves.
11. Attach hoist to front lifting eyes on subframe. 21. Connect the hydraulic pump drive shaft (1, Fig-
12. Remove the small blocks behind the subframe ure 2-4) to the companion flange on the alterna-
rollers, remove safety chain, and slowly roll the tor. Tighten cap screws to standard torque.
power module into position over the main frame 22. Connect wheel motor cooling blower air outlet
mounts. Lower hoist until front subframe mount hose. Tighten all clamps securely to insure a
is aligned and seated on the front, main frame positive air seal.
mount. Reinstall safety chain.
23. Install diagonal ladder on front of truck.
13. Relocate hoist to the rear portion of the engine/
alternator cradle structure and raise just enough 24. Install transition duct (4, Figure 2-1) to alterna-
to permit removing the subframe rollers. tor.
14. Lower the rear portion of the subframe until the 25. Install transition structure (3) to alternator.
subframe rubber bushings are seated in the 26. Lift main alternator blower intake duct (2) into
rear mounting brackets located on the main position and install all mounting hardware at
frame of the truck. mounts.
15. After subframe is seated in frame mounts, the 27. Install control cabinet air hose (5), electrical
safety chain may be removed from the front cables and any other hoses and wiring removed
subframe member. during power module removal.
16. Install cap screws (9, Figure 2-4) and lockwash- 28. Connect all remaining electric, oil, and fuel
ers in the front mount and tighten cap screws to lines.
298 ±30 N·m (220 ±22 ft lbs) torque. Install
29. Attach hoist to the front center deck and lift into
ground strap between frame and subframe.
position. Align the rear center deck mounting
Reinstall air dam. Install cover (10) if grille is
holes with the support structure in front of the
installed.
electrical cabinet. Install cap screws and flat
washers. Do not tighten at this time.
30. Align the front center deck, front mounting holes
with both left and right fender supports. Install
cap screws and flat washers. Tighten all deck
mounting cap screws to standard torque values.

31. Install battery box on front bumper with mount- 33. Connect the air filter restriction gauge hoses.
ing hardware. Connect the batteries as follows:
34. Install the exhaust system piping and hangers.
a. Connect the three positive battery cables to Tighten all hardware to standard torque.
the bus bar outside the battery box. Also 35. Install exhaust blankets (6, 7, 8, 9 & 11, Figure
connect the three wiring harness to the bat- 2-8). Then install blankets (5) and (10). Blankets
tery box. should have 50 mm (2 in.) overlap on the ends.
b. Connect the ground cables below the battery
36. Install the remaining exhaust blankets.
box.
37. Refill the radiator with coolant and service the
c. Ensure the battery disconnect switches are
engine with the appropriate fluids. Refer to Sec-
in the OFF position. Inside the battery box,
tion P, Lubrication and Service, for capacity and
connect both battery negative ground cables
fluid specifications.
to the battery posts.
38. Refer to Section N, Operator Comfort, for the
d. Close battery disconnect switch.
procedures to properly recharge the air
32. Install air intake duct supports (2, Figure 2-3). conditioning system.
Install engine air intake ducts (3). Position
39. NOTE: System contains HFC-134A refrigerant.
adjusters of adjacent T-bolt clamps 180° apart.
Clamp the ducts securely to ensure a positive
seal is made. Refer to Figure 2-7 for an exam-
ple of correct installation and alignment.
FIGURE 2-7. AIR INLET PIPING CONNECTIONS

FIGURE 2-8. EXHAUST BLANKETS
1. Exhaust Blanket 7. Exhaust Blanket 13. Exhaust Blanket

5. Exhaust Blanket 11. Exhaust Blanket
6. Exhaust Blanket 12. Exhaust Blanket

NOTES:

SECTION C3
COOLING SYSTEM
INDEX
COOLING SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7
Radiator Filling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-8
REPAIRING THE RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9
Internal Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9
External Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-10
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-10
Pressure Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-12
COOLANT SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-12
C03035 Cooling System C3-1

NOTES:
C3-2 Cooling System C03035

COOLING SYSTEM DESCRIPTION A second, “high temperature” core (3), located at the
rear of the radiator assembly is used for the engine
The standard 830E engine is a Komatsu model coolant circuit. In this circuit, the engine water pump
SDA16V160 single stage turbocharged engine (10) circulates coolant through the engine block (9)
equipped with aftercoolers. (heads, liners, internal oil coolers etc.). The engine
The engine cooling radiator assembly contains two coolant thermostats (5) begin to open at 82° C (180°
cores; A “low temperature” core (2, Figure 3-1) is F) and are fully open at 94° C (202° F).
connected to the four aftercoolers (7). There are two In addition, a fuel cooler, located on the lower right
aftercoolers located on each cylinder bank. This cool- corner of the radiator assembly reduces fuel temper-
ant is circulated by the engine’s LTA (Low Tempera- ature after fuel leaves the engine, before it is
ture Aftercooler) water pump (6). The LTA returned to the tank. The air conditioning system
thermostats (4) begin to open at 46° C (115° F) and refrigerant condenser is mounted on the lower left
are fully open at 57° C (135° F). corner of the radiator assembly.
FIGURE 3-1. COOLING SYSTEM DIAGRAM

1. Surge/Fill Tank 5. Engine (Hi Temp) Thermostats 9. Engine Block (Heads, Liners)
2. Low Temperature Core (LTA) 6. LTA Circuit Water Pump 10. Engine Circuit Water Pump
3. High Temperature Core 7. Aftercooler
4. Low Temperature Thermostats 8. Engine Oil Coolers

RADIATOR 4. Disconnect surge tank vent hoses and electrical
cable attached to coolant level probe (6).
Removal Remove clamps (5) securing hoses and electri-
1. Place battery disconnect switch in the OFF cal cables to fan shroud, tubes and support
position. rods.
2. Release pressure from cooling system. Drain
the coolant into clean containers for possible
reuse after engine installation. Refer to Section
P, Lubrication and Service, for the cooling sys-
tem capacity.
3. Remove cover (7, Figure 3-2) protecting surge
tank (1).
FIGURE 3-3. RADIATOR PIPING AND MOUNTS

(Viewed from Below)
1. Radiator Assembly 4. High Temp Core T
2. Mount Hardware
3. Low Temp Core Tubes
5. Loosen clamps and remove coolant piping at

upper and lower radiator tanks. Refer to Figure
3-2 and 3-4).
6. Grille structure (2, Figure 3-2) removal:
a. Remove lower left grille section for access to
air conditioning condenser hoses.
FIGURE 3-2. GRILLE INSTALLATION

1. Surge Tank 5. Clamp
2. Grille Structure 6. Coolant Level Probe
3. Coolant Drain Cock 7. Surge Tank Cover
4. Water Pump Inlet

NOTE: The system is charged with HFC-134A
refrigerant.
8. After system is evacuated, remove hoses from

Federal regulations prohibit venting air condi- condenser and cap all openings to prevent con-
tioning system refrigerants into the atmosphere. tamination. Unclamp hoses and remove from
An approved recovery/recycle station must be radiator area to prevent interference when radi-
used to remove the refrigerant from the air condi- ator is removed.
tioning system.
7. Refer to Section N, Operator Comfort, for the
procedures required to properly remove the
refrigerant from the air conditioning system.
FIGURE 3-4. RADIATOR AND SHROUD (Rear View)

1. Shroud 5. Hose 9. Level Sensor
2. Fan Guard Str. 6. Lift Points 10. Receiver/Drier
3. Support Rod 7. Upper Tubes 11. Pressure Switch
4. Clamp 8. Vent Hoses

9. Remove fan guard (2, Figure 3-4) from shroud: 14. Remove hardware attaching grille structure to
radiator assembly, attach overhead crane, and
a. Guard can be completely removed from the
lift slightly. Move grille structure forward to clear
truck by separating the halves and removing.
radiator assembly. Lift grille structure off truck
b. If complete removal is not necessary, and set aside.
remove hardware attaching guard to shroud
and slide assembly toward the engine and 15. Install lift eyes (included in truck tool group) in
allow it to hang on the fan clutch. tapped blocks (6, Figure 3-4) at upper corners
of radiator assembly and attach overhead
10. Disconnect batteries using the following proce- crane.
dure in this order:
a. Open battery disconnect switch located on
battery switch box on top of front bumper.
b. Inside the battery box, identify the battery
ground cables that connect the negative ter- The radiator assembly weighs approximately
minals of two batteries to the ground bus bar 1907 kg (4,200 lbs) Ensure lifting device is capa-
in the bottom of the battery box. Disconnect ble of lifting the load.
these ground cables from the negative termi-
16. Remove radiator support struts (3), upper sup-
nal of each battery.
port rods, and hardware (2, Figure 3-3) attach-
c. Disconnect the ground cables from below ing radiator assembly to power module
the battery box. subframe.
d. Disconnect the three positive battery cables 17. Lift radiator enough to separate from mounts on
from the bus bar outside the battery box. subframe and move forward until shroud clears
Also disconnect three wiring harness from the engine fan.
the battery box.
e. Remove mounting cap screws and remove Do not allow shroud to contact fan blades.
battery box from front bumper. 18. Move assembly to a work area. Remove air
conditioner condenser and fuel cooler.
11. Disconnect hoses and pressure switch at
receiver/drier located on fan shroud.
12. Remove lower right grille section and discon-
nect hoses from fuel cooler. Cap openings to
prevent contamination.
13. Disconnect headlight wire harness at each light.
Remove cable clamps and remove harness to
allow radiator removal.

Installation 9. Position fan guard against shroud and tighten
mounting hardware to 55 N·m (40 ft lbs) torque.
1. Reinstall shroud (1, Figure 3-4), air conditioner
(If halves of guard were disassembled, tighten
condenser, and fuel cooler. Install air condi-
cap screws clamping halves together to 34 N·m
tioner receiver/drier (10) if removed.
(25 ft lbs) torque.
10. Attach hoses to fuel cooler.
11. Route A/C condenser hoses to condenser and
attach. Install lower grille sections. Install
The radiator assembly weighs approximately receiver/drier (10) hoses. Connect pressure
1907 kg (4,200 lbs) Ensure lifting device is capa- switch (11).
ble of lifting the load. 12. Install surge tank hoses and electrical wiring to
2. Attach lifting eyes in tapped blocks at upper cor- the coolant level probe (9, Figure 3-4). Clamp
ners of radiator assembly (6, Figure 3-4). Attach hoses and electrical cables to the shroud. Install
hoist and lift into place on power module sub- surge tank cover.
frame. 13. Make sure all coolant drains are closed, hoses
3. Position radiator assembly to equalize gap are installed, and all wiring reconnected. Close
between tip of fan blades and shroud at right drain valve on main air tank.
and left sides. Install mounting hardware (2,
14. If the truck is equipped with air conditioning, the
Figure 3-3) through lower mounts and tighten to
system must be evacuated and recharged.
298 N·m (220 ft lbs) torque.
Refer to “Heater/Air Conditioning System” in
4. Install radiator support rods (3, Figure 3-4). If Section M for detailed instructions for recharg-
necessary, adjust to position radiator perpendic- ing with refrigerant.
ular to the subframe. Tighten the support strut
locknuts. Install upper support rods to brackets 15. Service the cooling system per the instructions
on front upright supports. below.
5. Adjust fan shroud ring vertically to equalize gap 16. Check for static leakage and correct any leaks.
between tip of fan blades and ring. After servicing is complete, start the engine and
6. Lift grille structure (2, Figure 3-2) into position run until normal operating temperature is
and install mounting hardware. reached. Repeat check for leaks and correct as
required.
7. Route headlight wire harness to lights. Attach
connectors to lights and clamp harness at weld
studs.
8. Install upper and lower radiator piping. Seat
hoses and clamps securely.

Radiator Filling Procedure
Cooling System is pressurized due to thermal

expansion of coolant. DO NOT remove radiator
cap while engine and coolant are hot. Severe
burns may result.
1. With engine and coolant at ambient tempera-
ture, remove radiator cap.
Note: If coolant is added using the Wiggins quick fill
system, the radiator cap MUST be removed prior to
adding coolant.
2. Fill radiator with proper coolant mixture (as
specified by the engine manufacturer) until
coolant is visible in the sight gauge.
3. Install radiator cap.
4. Run engine for 5 minutes, check coolant level.
5. If coolant is not visible in the sight gauge,
repeat steps 1 through 4. Any excess coolant
will be discharged through the vent hose after
the engine reaches normal operating tempera-
ture.
Engine coolant must always be visible in the

sight gauge before truck operation.

REPAIRING THE RADIATOR Pressure washers should not exceed 8275 kPa
(1200 psi). Unlike conventional cores, the spray
Radiator service is a specialized function usually not nozzle can be used right up next to the core. Starting
accomplished by most maintenance shops. The from the air exit side, place the high pressure washer
large size and weight of the off-road truck radiators nozzle next to the fins. Concentrate on a small area,
requires that a radiator repair shop equipped with slowly working from the top down. Spray straight into
special tools and handling equipment be used for the core, not at an angle. Continue washing until the
service and repair. exit water is free of dirt. Repeat from the opposite
side.
Internal Inspection
If desired, an internal inspection can be performed on Disassembly
the radiator before complete disassembly. The
inspection involves removing tubes from the radiator
core and cutting them open. This type of inspection
can indicate overall radiator condition, as well as
coolant and additive breakdown.
To aid in removal of the tubes, clean the radiator
To perform this inspection, remove four random
prior to disassembly. Heating the seals with hot
tubes from the air inlet side of the radiator. Remove
water helps to loosen the grip on the tubes.
tubes from both the top and bottom cores, and near
Cleaning the radiator prior to disassembly also
each end of the radiator. Refer to Disassembly and
reduces the risk of internal contamination. After
Assembly in this section for the proper instructions
cleaning, spray lubricating oil at the top end of
for removing and installing tubes. Analyze any
the tubes.
contaminant residue inside the tube to determine the
cause of contamination. Flush the system before
returning the truck to service. Contact your nearest
L&M Radiator facility for further instructions or visit
the L&M website at www.mesabi.com.
External Cleaning
Many radiator shops use a hot alkaline soap, caustic
soda or chemical additives in their boil-out tanks,
which can attack solders. These tanks are generally
not recommended. Before such tanks are used for
cleaning, ensure that the cleaning solutions are
not harmful to solder. Otherwise, damage to the FIGURE 3-5. BREAKER TOOL (XA2307)
radiator will result. Completely rinse the cleaned
tube or core in clean water after removing it from the
boil-out tank. 1. Start at the top row of tubes. Use the breaker
As an alternative to boil-out tanks, radiators can be tool (XA2307) to loosen the tube to be removed.
cleaned externally with a high pressure washer and When using the breaker tool, position it at the
soap. In most cases, it may be best to blow out any top or bottom of the tube. Never position it in the
dry dirt with a high pressure air gun prior to washing middle of the tube or damage may result. Use
the core with the high pressure washer. the breaker tool to lightly twist the tube back
and forth within the seals to loosen the grip.
Refer to Figure 3-5.

Cleaning and Inspection
1. Use a drill with a 19 mm (3/4 in.) wire brush to
remove any foreign material from the tube
holes, then wipe the holes clean.
2. Clean the inside of the tanks and tubes. In most
cases, just flushing the inside with soap and a
high pressure hot water washer will be
sufficient. If not, contact an L&M manufacturing
facility for further instructions or visit the L&M
website at www.mesabi.com.
3. Check for signs of internal blockage in the tubes
and tanks. If desired, you may cut open tubes
FIGURE 3-6. INSTALLATION TOOL (VJ6567) for inspection. If contamination is present, the
tube should be analyzed. The radiator must be
2. After the tube is loose, position the installation properly flushed of all contaminants and
tool (VJ6567) at the bottom of the tube to be corrective action must be taken to prevent such
removed. Refer to Figure 3-6. The upper jaw of contamination from occurring in the future.
the installation tool should be positioned just Refer to Internal Inspection in this section.
below the rectangular section of the tube. The 4. Buff the tube ends with a polishing wheel and a
bottom jaw should rest on the seal. Squeeze copper polishing compound. If any debris can
the installation tool just enough to allow the not be removed by buffing, using an emery
bottom of the tube to be removed from the cloth, steel wool or a wire wheel with a wire size
bottom seal. of 0.15 - 0.20 mm (0.006 - 0.008 in.) is
acceptable. Be careful not to mar the tube ends.
NOTE: To ease in the removal of tubes, use the
breaker tool and installation tool simultaneously. Assembly
NOTE: For easier installation, soak the seals in hot
water before installing.
1. Install new tube seals onto the bottom tank and
the bottom side of the center tank. Do not install
seals in the top core at this time. Seals for the
top of the tubes do not have locking grooves;
bottom tube seals do. Ensure the correct seals
are installed in the proper position.
The seal holes must be dry during installation.
Use a rubber mallet and a flat metal plate to
lightly tap the seals into place. Using excessive
force will drive the seals in too far. When
installed properly, the seals should be slightly
FIGURE 3-7. ANGLING TUBE DURING REMOVAL convex. Improperly installed seals are concave
with a smaller diameter hole. Refer to Figure 3-
3. Pull the tube from the top seal while 8.
simultaneously twisting the tube. Angle the tube
only far enough to clear the radiator. Refer to
Figure 3-7. Removing the tube at an excessive
angle may cause damage to the tube.
4. Remove all the top tubes before removing the
bottom tubes. After all of the tubes are
removed, use pliers to remove the seals from
the tanks. Discard all seals. New seals must be
used for assembly.

5. Working from the front of the radiator (opposite
of fan side), install the bottom row of tubes
starting with the fan side row.
When installing the tubes, center the top of the
tube in the top seal while angling the tube only
as much as necessary. Twist the tube while
applying upward force. Push the tube into the
seal until enough clearance is available to
install the bottom end of the tube into the
bottom seal.
6. Center the bottom end of the tube in the bottom
seal. Push the tube downward until the formed
bead on the tube is seated inside the lock ring
groove in the seal. If necessary, use the
FIGURE 3-8. PROPER SEAL INSTALLATION
installation tool (VJ6567) to pull the tube
downward into the seal. The tool has a hooking
device on the end of one of the handles for
2. Use a 13 mm (1/2 in.) diameter brush to aiding in installation. Refer to Figure 3-9.
lubricate the seals with lube/release agent
(XA2308).
3. Use a spray bottle to lubricate the tube ends
with the lube/release agent.
4. When installing tubes, start at one end and
work toward the center. After you reach the
center, move to the opposite end, and again
work toward the center. If any of the tubes are
difficult to install, do not force the tube. Remove
the tube and determine the problem. Possible
causes may be:
•adequate seal/tube lubrication
•improperly installed seal
•damaged seal or tube end FIGURE 3-9. USING INSTALLATION TOOL TO
INSTALL TUBE
•tube angle excessive during installation and/or
tube not centered in seal.
7. Ensure that all tube beads are seated in their
respective bottom seals. Align and straighten all
Inspect the seals and tube ends for damage tubes during the installation of each row to allow
before trying to reinstall a tube. Replace as maximum air flow through the radiator.
necessary.
8. Install tube stay ends. Install the felt air baffles
behind the front and back rows while
completing tube installation.

Pressure Testing COOLANT SYSTEM
The radiator should be pressure tested at 103 kPa TROUBLESHOOTING
(15 psi) for 30 minutes. Various methods of pressure If abnormal coolant temperatures are experienced,
testing include the following: perform the following visual inspections and tests:
• Pressurize the radiator and submerge into a test 1. Check the coolant level and thoroughly inspect
tank. Watch for leaks. the system for leaks.
• Lay the front side of the radiator on the floor. Cap a. Check for proper coolant/antifreeze mixture.
off ports, and fill the radiator with hot water.
Pressurize the radiator and check for leaks. b. Follow the recommendations of the engine
manufacturer regarding use of cooling
• Cap off radiator ports. Install an air pressure
system additives.
gauge and pressurize to 103 kPa (15 psi).
Remove the air source and monitor the pressure 2. Inspect the radiator fins for restrictions. Ensure
gauge. the air flow through the radiator is not restricted
by debris or bent radiator fins.
• Pressurize the radiator with air, and spray sealed
joints with soapy water. 3. Inspect the fan blades for damage.
4. Check the radiator cap sealing surfaces.
5. If equipped with a fan clutch, refer to Section N,
Additional service information can be found on
Operator Comfort, for complete instructions for
the L&M Radiator website at www.mesabi.com.
testing and repairs, if required.
6. Refer to the engine manufacturer's Service
Manual for information about testing and
replacing the cooling system thermostats.

SECTION C4
POWER TRAIN
INDEX
ALTERNATOR REMOVAL PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3

Removal (Komatsu SSDA16V160 or SDA16V160 Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
ENGINE/ALTERNATOR MATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5

General Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5
Measuring Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5
Joining Alternator and Komatsu SSDA16V160 or SDA16V160 Engine . . . . . . . . . . . . . . . . . C4-7
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-9
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-9
C04034 11/11 Power Train C4-1

NOTES:
C4-2 Power Train 11/11 C04034

ALTERNATOR REMOVAL PROCEDURE
Removal (Komatsu SSDA16V160 or SDA16V160
Engine)
The following instructions cover the removal of the

main alternator from the engine after the power mod-
ule has been removed from the truck. (Refer to Fig-
ure 4-2.)
When lifting alternator, attach hoist to lift eyes

only. The alternator weighs approximately 4037
kg (8,900 lbs). Use a lifting device that can handle
the load safely.
1. Attach hoist with two lifting chains to the alter-
nator lifting eyes (7, Figure 4-2).
FIGURE 4-1. CRADLE STRUCTURE
2. Block under rear of engine
1. Cradle Structure 4. Subframe
a. Loosen cradle adjustments setscrews (3,
2. Jam Nut 5. Gap
Figure 4-1).
3. Adjustment Setscrew
b. Loosen engine/cradle cap screws (3, Figure
4-2).
FIGURE 4-2. ENGINE AND ALTERNATOR

1. Cap Screws and Lockwashers 4. Flywheel Housing 7. Alternator Lift Eyes
2. Cradle Structure 5. Subframe 8. Alternator/Blower
3. Cap Screws 6. Engine

3. Remove access covers at front, right side of the
engine flywheel housing. Install engine barring
tool as shown in Figure 4-3.
FIGURE 4-3. ACCESS TO ALTERNATOR/

ENGINE DRIVE RING CAP SCREWS
1. Engine Barring Tool 3. Flywheel Housing
2. Access Hole
4. Reach through the access opening and remove FIGURE 4-4. ALTERNATOR TO ENGINE
12 cap screws (6, Figure 4-4) joining the engine MOUNTING
drive ring (7) to the alternator rotor (8). (Rotate
1. Alternator 5. Cap Screw
crankshaft with barring tool to align each cap
2. Flywheel Housing 6. Cap Screw (12 each)
screw with access hole.)
Adapter 7. Engine Drive Ring
3. Cap Screw (16 each) 8. Alternator Rotor
4. Flywheel Housing
6. Take up slack in hoist and remove cap screws

Ensure all cap screws have been removed!
and lockwashers (1, Figure 4-2) securing the
5. Remove 16 cap screws (3) securing flywheel alternator to the cradle structures.
housing adapter (2) to the alternator housing
7. Keep alternator as level as possible and move
(1).
away from engine.
NOTE: The clearance between the head of the cap 8. Note shim location and quantity. Retain shims
screw (3) and the flywheel housing (4) will not permit for possible use during reinstallation.
complete removal of the cap screws at all locations. 9. For further disassembly instructions for the
Be sure all the cap screw threads are completely alternator refer to the General Electric Service
disengaged from the alternator housing (1). Manual.

ENGINE/ALTERNATOR MATING
Measuring Procedure
Komatsu SSDA16V160 or SDA16V160 Engine
1. Thoroughly clean the alternator housing mount-
ing surface, rotor drive adapter mounting sur-
face and flywheel housing adapter mounting
surfaces.
2. With magnetic base mounted on the front of the
engine and the dial indicator on the front of the
The following instructions must be followed to crankshaft, measure total crankshaft end-play:
ensure proper alignment and engine crankshaft • Verify end play is within 0.13 - 0.38 mm (0.005 -
endplay. Failure to follow these instructions can 0.015 in.).
result in serious damage to the engine and/or Record Total Crankshaft End-play: ____________
alternator.
3. Refer to Figure 4-5. Move the engine crank-
General Instructions shaft to the rear of its end travel.
• Never pry on the engine crankshaft damper! a. Carefully measure Dimension “C” at four
locations, 90° apart:
• Loosen or remove fan belt prior to measuring
crankshaft end-play to insure that the crank- 1st measurement:_________________________
shaft moves easily and completely. 2nd measurement: ________________________
• When taking measurements, always take four 3rd measurement: ________________________
equally spaced readings and average them. 4th measurement:_________________________
• Always measure from mating surface to mating Dimension “Cavg”: _________________ Average
surface.
b. Add 1/2 (one-half) of Total Crankshaft End-
• References to crankshaft rotation; clockwise play from Step 2 to Dimension “Cavg”.
(CW), or counterclockwise (CCW), is the direc-
tion of rotation when looking at the front c. Record (Step 3a + Step 3b) as
(damper end) of engine. Measurement “C”:___________________
• Crankshaft end-play for Komatsu SSDA16V160

or SDA16V160
Engine: 0.13 - 0.38 mm (0.005 - 0.015 in.).
SERVICE DATA - Eccentricity & Runout Limits
Description T.I.R.
Max. Flywheel Housing Bore 0.66 mm
Eccentricity (0.026 in.)
Max. Face Runout, Flywheel 0.25 mm
Housing (0.010 in.)
Max. Eccentricity of Flywheel 0.18 mm
FIGURE 4-5. SHIM LOCATION
(Coupling Assembly) (0.007 in.)
Max. Axial Runout of Flywheel 0.25 mm 1. Alternator Housing “A”: Dimension “A”
Face (Coupling Assembly) (0.010 in.) 2. Alternator Rotor “B”: Dimension “B”
3. Flywheel Housing “C”: Dimension “C”
Adapter “D”: Dimension “D”
4. Flywheel Housing
5. Engine Drive Ring

4. Refer to Figure 4-6. Alternator End-play:
a. Using flat steel bar (3, Figure 4-6) bolted rig-
idly to the alternator rotor (2), install a 5/8" -
11 cap screw (4) at each end into the alterna-
tor housing (1). Leave cap screws finger-
tight.
b. Move alternator rotor (2) axially towards the
rear (slip-ring end) by alternately tightening
the cap screws (4) one-half-turn-at-a-time.
Do NOT exceed 16.3 N·m (12 ft lbs) torque
on each cap screw. This establishes the
maximum permissible rear travel for the
alternator rotor.
c. Alternately loosen cap screws (4) one-turn-
at-a-time, until all torque is released. Care-
fully remove steel bar (3).
Note: The object is to leave the rotor in its
most rearward position.

d. Carefully measure Dimension “A” (Do not
move alternator rotor) at four locations, 90°
apart, and average the measurements.
1st measurement: _________________________
FIGURE 4-6. ALTERNATOR END-PLAY
2nd measurement: ________________________
3rd measurement: ________________________ 1. Alternator Housing 3. Steel Bar
2. Alternator Rotor 4. Cap Screw
4th measurement:_________________________
Dimension “Aavg”: _________________ Average
e. Add 0.25 mm (0.010 in.) to Dimension
“Aavg”.
f. Record (Step 4d + 4e) as
Measurement “A” b. If A is greater than C, subtract: (A - C) = D
D = ___________ Shim pack thickness to
5. To determine the correct shims to use, com- be installed at location “D”, Figure 4-5.
pare Measurement “C” (Step 3c) with Measure-
ment “A” (Step 4f).
a. If C is greater than A, subtract: (C - A) = B
B = _____________ Shim pack thickness to Alternator-to-Flywheel Housing Adapter,
be installed at location “B”, Figure 4-5. Location “D”
Shim Part Number Shim Thickness
TM3466 0.10 mm (0.004 in.)
Rotor-to-Drive Ring, Location “B” TM3468 0.78 mm (0.007 in.)
Shim Part Number Shim Thickness
TM3467 0.10 mm (0.004 in.)
TM3469 0.18 mm (0.007 in.)

Joining Alternator and Komatsu SSDA16V160 or 8. Compare the step 7 value to the measurement
SDA16V160 Engine taken before alternator was installed on engine.
When lifting alternator, attach hoist to lift eyes

only. The alternator weighs approximately 4037
kg (8,900 lbs). Use a lifting device that can handle
the load safely.
1. Use the two top lift brackets provided on the

alternator for lifting. The top front lifting bracket
should be equipped with some method of
adjusting the alternator to keep it horizontal.
2. Carefully move alternator into place and
engage the engine drive ring (6, Figure 4-7) into
the alternator rotor drive (7) using shims “B”, if
required (refer to step 5.a. “Determining
Shims”).
3. Install flywheel housing adapter cap screws (2)
into alternator housing (1). Tighten to 237 N·m
(175 ft lbs) torque.
4. Install cap screws (5) through engine drive ring
(6) into the alternator rotor adapter (7). Rotate FIGURE 4-7. ALTERNATOR TO ENGINE
crankshaft to access and align holes. Tighten MOUNTING
cap screws (5) to 237 N·m (175 ft lbs) torque.
1. Alternator Housing 5. Cap Screw
5. Install alternator-to-cradle structure mounting 2. Cap Screw 6. Engine Drive Ring
cap screws and washers (1, Figure 4-2) and 3. Flywheel Housing 7. Alternator Rotor
tighten to 1017 N·m (750 ft lbs) torque. Adapter “B” Drive Shims
6. Tighten engine-to-cradle structure mounting 4. Engine Flywheel “D” Housing Shims
cap screws (3, Figure 4-2) to 465 N·m (345 ft Housing
lbs) torque.
The total Engine Crankshaft End-play (step 7)

must equal the original measurement or 0.51 mm
(0.020 in.) (alternator end-play), whichever is
smaller. If the end-play after the alternator and
Never pry on the engine crankshaft damper! engine are assembled is less than 0.51 mm (0.020
in.), and less than the starting engine crankshaft
7. With magnetic base mounted on the front of the
end-play, RESHIMMING IS REQUIRED.
engine and the dial indicator on the front of the
crankshaft, measure total crankshaft end-play:
Record Total Crankshaft End-play: ____________

9. Rotate the crankshaft one full revolution and lis- ENGINE
ten for any unusual noise caused by moving
components contacting stationary parts. Removal
10. Install engine sidecover, if removed. Install lock- Refer to instructions in previous sections for removal
wire on all alternator mounting cap screws. instructions for the Power Module, alternator, and
11. Remove barring tool and install access covers radiator assembly.
on flywheel housing.
12. Reinstall fan belt. Refer to engine manufac-
turer’s Operation and maintenance Manual.
The engine weighs approximately 9616 kg

(21,200 lbs) wet. Ensure lifting devices are capa-
ble of handling the load safely.
1. Disconnect any remaining wiring or hoses
between the engine and subframe.
2. Remove cap screws and lockwashers (5, Fig-
ure 4-7) securing front engine mount to sub-
frame.
3. Attach spreader bar with lifting straps at front lift
hooks and rear lift hooks (6) on engine.
Remove cap screws and lockwashers (2) at
rear engine mount securing engine to cradle
structure (1).
Always use a spreader bar to ensure lift straps

are vertical at each lift hook.
4. Lift engine from subframe and move to clean
work area for further disassembly.

Service 2. Install alternator on engine following instruc-
tions for “Engine/Alternator Mating”.
Complete instructions covering the disassembly,
assembly and maintenance of the engine and its 3. Tighten rear engine mounting cap screws (2) to
components can be found in the engine manufac- 465 N·m (345 ft lbs) torque after alternator is
turer's service manual. installed.
4. Adjust setscrew (3, Figure 4-1) to equalize gap
Installation (5) between cradle structure (1) and subframe
(4) at left and right side. Lock setscrew with jam
1. Align engine to subframe and install front
nut (2).
mounting cap screws and lockwashers (5, Fig-
ure 4-7). Align and install rear engine mounting
cap screws and lockwashers (2) through cradle
structure, but do not tighten at this time. Tighten
front mount cap screws to 465 N·m (345 ft lbs)
torque.
FIGURE 4-8. ENGINE MOUNTING
1. Cradle Structure 3. Engine Module Subframe 5. Cap Screws and Lockwashers

2. Cap Screws and Lockwashers 4. Engine 6. Engine Lift Points

NOTES:

SECTION C5
AIR CLEANERS
INDEX
AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
SERVICING THE AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Replacing The Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-4
AIR CLEANER ASSEMBLY CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5
Primary Element Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5
Precleaner Section Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7
AIR INTAKE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-8
C05020 9/10 Air Filtration System C5-1

NOTES
C5-2 Air Filtration System 9/10 C05020

AIR CLEANERS
OPERATION SERVICING THE AIR CLEANERS
Air required by the diesel engine passes through the
air cleaner assemblies mounted on each side of the
radiator. These air cleaners discharge heavy
particles of dust and dirt by centrifugal action and
then remove finer particles by passing air through
The engine must be turned off before servicing
filter cartridges.
the air cleaner assemblies or opening the engine
The engine demand for air creates a vacuum in the air intake system. Never start the engine with the
air cleaners and causes outside air to be drawn in filter elements removed. Serious engine damage
through air inlets on the air cleaners. Dirty air enter- can result.
ing here is drawn through a series of tubes that are
• Inspect and empty the dust cups at regular
designed to produce a cyclonic action. As the air
intervals. Daily inspection is recommended.
passes through the outer portion of the tubes, a cir- Never allow the dust level to build up to the tube
cular motion is set up causing dust and dirt particles (precleaner) chamber.
to be thrown from the air stream into dust collectors
(1, Figure 5-1). At the same time, the air stream turns • During operation or after the engine has been
and is directed up through the center of the tubes into turned off, observe the air filter restriction gauges
mounted on the overhead panel in the cab. When
the filter chamber. Here the air passes through the
a gauge shows maximum restriction, filter service
main filter element and safety filter element and out is required.
the clean air outlet to the engine's air intake system.
The function of the safety filter is to increase overall • Check all engine air inlet tubes, hoses and
reliability and engine protection. clamps. All connections must be air tight to
prevent dirt from entering.
• Air cleaner housing fasteners and mountings
must be tight.
• After the filters have been serviced, reset the air
filter restriction gauges by pressing the reset
button on the face of the gauge.
FIGURE 5-1. AIR CLEANERS

1. Dust Collectors 3. Air Intake Cover
2. Precleaner Section 4. Element Covers

Replacing The Elements 2. Loosen the clips on element cover (1, Figure 5-
2) and remove the element cover. Pull primary
NOTE: The function of the safety element is to
element (2) from air cleaner assembly (4).
increase overall reliability and engine protection. If
the safety element indicator shows red, the element 3. Inspect the primary element carefully for
has become clogged and should be replaced with a damage, holes or breaks which might affect
new one. reuse of the element. If the element appears
serviceable, proceed with the cleaning
1. Turn off the engine. Clean any dirt and dust procedure. If defects are found in the element,
from the area around the element cover. replace the element.
FIGURE 5-2. AIR CLEANER ASSEMBLY

1. Element Cover 5. Gasket (long strips) 9. O-Ring
2. Primary Element 6. Gasket (short strips) 10. Dust Cup
3. Safety Element 7. Precleaner Section 11. Dust Cup Valve
4. Air Cleaner Assembly 8. Clamp 12. Air Intake Cover

AIR CLEANER ASSEMBLY CLEANING
Primary Element Cleaning
Have a new safety (secondary) filter element on

hand before removing the used filter element. Do
not keep the intake system open to the
atmosphere any longer than necessary. Only the primary elements may be cleaned, and
4. If the safety element must be replaced, remove then only if they are structurally intact. Do not
and discard the safety element. Do not clean reuse an element that is damaged. Do not clean
the damaged or dirty safety element. and reuse the safety elements. Replace them
5. Install the new safety element. with new parts if necessary.
6. Install primary element (2) into the air cleaner. If After inspection, determine the condition of the
the original element is being reused, ensure the primary element. Choose either the washing method
sealing gasket is not damaged. The gasket or compressed air method for cleaning the element.
must seal completely. If the element is clogged with carbon, soot, oil and/or
7. If open, close and latch dust cup valves (11) on dust, the complete washing procedure will produce
the bottom of dust cups (10). the best results.
Wash elements with water and detergent as follows:

1. Soak the element in a solution of detergent and
water for at least 15 minutes. Rotate the
element back and forth in the solution to loosen
dirt deposits. Do not soak elements for more
than 24 hours.
2. Rinse the element with a stream of fresh water
in the opposite direction of normal air flow until
rinse water runs clear. Maximum permissible
water pressure is 276 kPa (40 psi). A complete
and thorough rinse is essential.
3. Dry the element thoroughly. If drying is done
with heated air, the maximum temperature must
not exceed 60°C (140°F) and must be
circulated continually. Do not use a light bulb to
dry elements.

4. After cleaning, inspect the element thoroughly Clean dust loaded elements with dry filtered
for the slightest ruptures and damaged gaskets. compressed air as follows:
A good method for detecting paper ruptures is
1. Maximum nozzle pressure must not exceed
to place a light inside the filter element, as
207 kPa (30 psi). The distance from the nozzle
shown in Figure 5-3, and inspect the outer
to the surface of the filter element must be at
surface of the filter element. If holes or ruptures
least 25 mm (1 in.) to prevent damage to the
are found, do not reuse the element. Discard
filter material.
and replace with a new element.
2. As shown in Figure 5-4, direct the stream of air
. from the nozzle against the inside of the filter
element. This is the clean air side of the
element and air flow should be opposite of
normal air flow.
3. Move the air flow up and down vertically with
the pleats in the filter material while slowly
rotating the filter element.
4. When cleaning is complete, inspect the filter
element as shown in Figure 5-3. If holes or rup-
tures are noted, discard the element and
replace with a new element.
FIGURE 5-3. INSPECTING THE FILTER ELEMENT
FIGURE 5-4. CLEANING THE FILTER ELEMENT

WITH COMPRESSED AIR

Precleaner Section Cleaning NOTE: The precleaner section may be separated
from the air cleaner assembly without removing the
The tubes in precleaner section (7, Figure 5-2)
entire air cleaner from the truck.
should be cleaned at least once per year and at each
engine overhaul. More frequent cleaning may be 1. Remove air intake cover (12, Figure 5-2).
necessary depending upon operating conditions and Remove the mounting hardware that secures
and the local environment. precleaner section (7) to air cleaner assembly
(4). Remove the precleaner section. The safety
To inspect the tubes in the precleaner section,
element must remain in place to protect the
remove the primary element. Do not remove the
engine intake.
safety element. Loosen clamps (8) and remove dust
cups (10) and O-rings (9). Use a light to inspect the 2. Loosen clamps (8) and remove dust cups (10)
tubes. All tubes should be clear and the light should and O-rings (9) from the precleaner section.
be visible. Wash the dust cups with a water and liquid soap
solution.
NOTE: Both the primary and safety elements must
3. Submerge the precleaner section in a solution
be installed in the air cleaner while Steps 1 and 2 are
of Donaldson D-1400 and warm water (see
being accomplished to prevent any possibility of dirt
Figure 5-6). Mix the solution according to the
being forced into the engine intake area.
directions on the package. The tube section
Dust can be removed with a stiff fiber brush (see must be down. Soak for 30 minutes, then
Figure 5-5). Do not use a wire brush. Dust may also remove the precleaner section from the
be removed effectively using compressed air. solution. Rinse thoroughly with fresh water and
blow dry.
Heavy plugging of the tubes may require soaking and
washing the entire precleaner section. Refer to the Severe plugging may require the use of an
following procedure. Oakite 202 and water solution instead. The
solution should be 50% Oakite 202 and 50%
fresh water.
4. Check precleaner gaskets carefully for any
evidence of air leaks. Replace if necessary.
5. Install precleaner section (7) and gaskets (5)
and (6) on air cleaner assembly (4). Install all
mounting hardware that was removed.
6. Install dust cups (10) and O-rings (9) on the
precleaner section. Secure the dust cups with
clamps (8).
FIGURE 5-5. REMOVING DUST FROM THE

TUBES
FIGURE 5-6. WASHING AND SOAKING THE

PRECLEANER SECTION

AIR INTAKE TROUBLESHOOTING
To ensure maximum engine protection, ensure that
all connections between the air cleaners and engine
intake are tight and positively sealed. If air leaks are
suspected, check the following:
1. All intake lines, tubes and hump hoses for
breaks, cracks, holes, etc, which could allow an
intake air leak.
2. Check all air cleaner gaskets for positive seal-
ing.
3. Check the primary and safety elements for rup-
tures, 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.

SECTION C7
FAN CLUTCH
INDEX
REMOVAL & INSTALLATION TOOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-3
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-6
CLEANING AND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-16
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-20
TEST PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-34
C07001 Fan Clutch C7-1

NOTES
C7-2 Fan Clutch C07001

FAN CLUTCH
REMOVAL & INSTALLATION TOOLING
TOOL A - FRONT SLEEVE BEARING
TOOL B - REAR SLEEVE BEARING

TOOL C - FRONT AND REAR SLEEVE BEARING REMOVER
TOOL D - WEAR SLEEVE AND RETAINER/SEAL ASSEMBLY INSTALLER;

BEARING REMOVER; ASSEMBLY PUSHER TOOL

TOOL E - BEARING INSTALLER
TOOL F - BEARING INSTALLER

DISASSEMBLY
FIGURE 7-1. FAN CLUTCH EXPLODED VIEW
1. Orifice Fitting 16. External Snap Ring (Spacer) 32. Internal Snap Ring
2. Dowel Pin (Rear) 17. Seal Ring (Hook-Type) 33. Main Bearing (Front)
3. Pitot Tube 18. Bolt 34. O-Ring Seal
4. Wear Sleeve 19. Washer 35. Bearing Retainer (Front)
5. Retainer/Seal Assembly 20. Pulley 36. Oil Seal
6. Shaft Assembly 21. Pulley Adapter 37. Washer
7. Name Plate Kit 22. Seal Ring (Large) 38. Bolt
8. Washer 23. Piston 39. Wear Sleeve
9. Bolt 24. Seal Ring (Small) 40. Retainer/Seal Assembly
10. Oil Seal 25. Spring Washer 41. Sleeve Bearing (Rear, Short)
11. Bearing Retainer (Rear) 26. Shim 42. Fan Mounting Hub
12. Bearing Spacer 27. External Snap Ring 43. Dowel Pin (Front)
(External Snap Ring) 28. External Snap Ring 44. Sleeve Bearing (Front, Long)
13. O-Ring Seal 29. Clutch Hub 45. End Cap
14. Main Bearing (Rear) 30. Facing Plate
15. Internal Snap Ring 31. Steel Clutch Plate

FIGURE 7-1. FAN CLUTCH CUTAWAY (Typical)
3. Pitot Tube 14. Main Bearing 27. External Snap Ring 37. Washer
4. Wear Sleeve 15. Internal Snap Ring 28. External Snap Ring 38. Bolt
5. Retainer/Seal 16. External Snap Ring 29. Clutch Hub 39. Wear Sleeve
Assembly 17. Seal Ring (Hook-Type) 30. Facing Plate 40. Retainer/Seal Assembly
6. Shaft Assembly 20. Pulley 31. Steel Clutch Plate 41. Sleeve Bearing
8. Washer 22. Seal Ring (Large) 32. Internal Snap Ring (Rear, Short)
9. Bolt 23. Piston 33. Main Bearing 42. Fan Mounting Hub
10. Oil Seal 24. Seal Ring (Small) 34. O-Ring Seal 44. Sleeve Bearing
11. Bearing Retainer 25. Spring Washer 35. Bearing Retainer (Front, Long)
13. O-Ring Seal 26. Shim 36. Oil Seal 45. End Cap

FIGURE 7-4.
FIGURE 7-2.
1. Support the fan clutch on a bench with fan 3. Remove O-ring seal (34).
mounting hub (42) facing upward. Support the
assembly beneath the pulley. Remove bolts
(38) and washers (37).
FIGURE 7-3. FIGURE 7-5.
2. Install lifting eyes, and attach a hoist and chains

to front bearing retainer (35). Use a small 4. Position the bearing retainer and hub assembly
screwdriver to separate the front bearing on the bench with clutch hub (29) up. Remove
retainer from pulley adapter (21), and set it external snap ring (28).
aside on a bench.

FIGURE 7-8.
FIGURE 7-6.
7. Remove front oil seal (36).
5. Remove clutch hub (29).
FIGURE 7-9.
FIGURE 7-7.
8. Remove internal snap ring (32).
6. Position the sub-assembly beneath the ram of a
press. Support the assembly beneath the
bearing retainer as close as possible to fan
mounting hub (42). Press the fan mounting hub
out of the front bearing using tooling (B).

FIGURE 7-10.
FIGURE 7-12.
11. Remove front retainer/seal assembly (40).

9. Turn bearing retainer (35) over on the press Wedge a large chisel or other appropriate tool
bed. Press front bearing (33) out of the bearing behind the retainer to force it off fan mounting
retainer using tooling (D). hub (42).
FIGURE 7-13.
FIGURE 7-11. Use a chisel to make three indentations in wear

sleeve (39) in order to loosen the sleeve. The
indentations should be approximately 120
10. Support beneath the fan mounting hub with end degrees apart from one another. Remove the
cap (45) down, but approximately 50 mm (2 in.) wear sleeve.
above the press bed. Using a solid steel bar or
NOTE: Use caution when using the chisel. Do not cut
equivalent, press the end cap from the fan
through the sleeve. Damage to the shaft can cause
mounting hub.
future leaks.

FIGURE 7-14.
12. Inspect sleeve bearing (44) and sleeve bearing FIGURE 7-16.
(41). Compare the color of each bearing to the
chart above. The lighter the appearance of the 14. Remove the stack of facing plates (30) and
bearing, the more worn it is. If either bearing steel clutch plates (31) from inside the pulley.
needs replacing, proceed to the next step. If the
bearings are in good condition, skip the next
step.
FIGURE 7-17.
FIGURE 7-15. 15. Remove external snap ring (27), shim (26), and
spring washer (25).
13. Position tooling (C) against sleeve bearing (41).
Press the front sleeve bearing downward to
press it out of the fan mounting hub. Rear
sleeve bearing (44) will be pressed out
simultaneously.

FIGURE 7-20.
FIGURE 7-18.
18. Support beneath the pulley to prevent it from
dropping to the bench. Remove bolts (9) and
16. Attach wire lifting hooks to piston (23). Use the lockwashers (8).
lifting hooks to pull the piston from pulley
adapter (21).
FIGURE 7-19.
FIGURE 7-21.
17. Remove seal rings (22) and (24) from the
piston. 19. Install lifting eyebolts to the shaft and bearing
retainer assembly. Use a suitable lifting device
to lift the assembly from the pulley. Remove O-
ring seal (13).
NOTE: It may be necessary to use a soft rubber
mallet to separate the shaft and bearing retainer from
the pulley.

FIGURE 7-22.
20. Position the shaft as shown. Insert a phillips-

FIGURE 7-24.
head screwdriver into pitot tubes (3) to loosen
and remove them from the shaft. Rotate the
pitot tube until the sealant holding it tight is
broken loose. Then grip the pitot tube with a
pair of pliers and gently tap on the pliers to 22. Remove external snap ring (16).
remove the pitot tubes from the hole in the
shaft.
FIGURE 7-25.
FIGURE 7-23.
21. Remove both seal rings (17). 23. Remove internal snap ring (15).

FIGURE 7-28.
FIGURE 7-26. 26. Use tooling (E) to press rear bearing (14) out of
rear bearing retainer (11).
24. Support the bearing retainer as close as

possible to the bearing bore. Be careful not to
damage the retainer/seal assembly. Press the
shaft out of bearing (14) using tooling (E).
FIGURE 7-29.
27. Use a chisel to make three indentations in wear

sleeve (4). The indentations should be
approximately 120 degrees apart from one
FIGURE 7-27. another. Remove the wear sleeve.
NOTE: Use caution when using the chisel. Do not cut
25. Remove oil seal (10) from bearing retainer (11). through the sleeve. Damage to the shaft can cause
future leaks.

FIGURE 7-30.
28. Remove rear retainer/seal assembly (5). Drive

the assembly off the shaft or wedge a large
chisel or other appropriate tool behind the
retainer to force it off.

CLEANING AND INSPECTION
Thoroughly clean all components before inspection.
Check each of the following components, and follow the guidelines for reuse:
• Ball bearings - Replace at time of rebuild.
• Internal snap rings - Must not be damaged or worn. Must be flat and have square edges at outer diameter.
• External snap rings - Must not be damaged or worn. Must be flat and have square edges at inner diameter.
• Seal rings - Replace during rebuild.
• Oil seals - Replace during rebuild.
• Bolts and washers - Reuse unless damaged or worn.
• Retainer/Seal assemblies - Replace if damaged or worn.
• Wear sleeves - Replace during rebuild.
• Sleeve bearings - Inspect color of surface. Refer to Figure 7-14.
FIGURE 7-31. SHAFT ASSEMBLY WEAR DIMENSIONS
1. Check the shaft assembly for wear or damage. Refer to Figure 7-31 for dimensions.
NOTE: Some shafts were manufactured as two-piece assemblies. Do not attempt to separate the shaft assembly.
2. Inspect and clean the pitot tube holes in the shaft. Use a standard reamer (straight flute, 0.3770 in. diameter).
Remove pipe plugs in the shaft for cleaning and reinstall using Loctite® Primer N and #242.

FIGURE 7-32.
3. Check pulley and adapter dimensions.
FIGURE 7-34.
5. Check piston (23) dimensions.
FIGURE 7-33.
4. Check rear bearing retainer (11) dimensions.

FIGURE 7-35. PISTON REWORK
(For earlier pistons with the drilled orifice.)
6. Check the piston for a drilled orifice at the inside

face. If the piston contains the orifice, modify
the piston as shown in Figure 7-35.
7. Inspect clutch hub (29) for wear. Wear marks
that may be present on the teeth must not
restrict plate movement. If they have smooth
entry and exit ramps, the notches will not
restrict plate movement and the clutch hub may
be reused.
8. Check steel plates (31) for wear. The plates
must be smooth and free of grooves or heat
related damage. The plates are 3.07 mm (0.121
in.) minimum thickness when new and must be
flat within 0.13 mm (0.005 in.).
9. Inspect facing plates (30). Minimum thickness
for new facing plates is 2.77 mm (0.109 in.).
Grooves are 0.15 mm (0.006 in.) deep. The
plates must be flat within 0.13 mm (0.005 in.).
Check the teeth for excessive wear. When new,
the space between the teeth is approximately
7.11 mm (0.280 in.).
FIGURE 7-36.
10. Inspect fan mounting hub (42).

FIGURE 7-37.
11. Inspect front bearing retainer (35).

12. Inspect end cap (45) for any wear or raised
nicks.

ASSEMBLY
NOTE: The fan clutch is reassembled using Loctite ® 2. If removed, install dowel pin (43) into fan
(or equivalent) sealants. Follow manufacturer's mounting hub assembly (42). Refer to Figure 7-
recommendations regarding minimum cure time to 38. Press the pin into the hub, leaving 2.3 mm
prevent oil from washing the sealant from the sealing (0.090 in.) exposed.
surfaces.
If the shaft did not originally come with
pinned bearings, install the dowel per
1. Place end cap (45) in a freezer or on dry ice to instructions in Figures 7-38 and 7-39.
prepare for installation in the following steps.
FIGURE 7-39.
FIGURE 7-38.

FIGURE 7-40.
FIGURE 7-42.
4. Turn the hub over on the bed of the press.

Using tooling (B), press rear sleeve bearing (41)
into the fan mounting hub until the tool contacts
the shoulder of the hub.
FIGURE 7-41.
3. Using tooling (A), press front (long) sleeve

bearing (44) into the fan mounting hub until the
tool contacts the shoulder of the hub. Ensure
the correct bearing is installed. There are two
sleeve bearings, and each one must be
installed in the proper area of the hub to ensure
the lube passage is not restricted. Refer to
Figure 7-40.

FIGURE 7-44.
FIGURE 7-43.
5. Press front retainer/seal assembly (40) onto the

fan mounting hub (42) using tooling (D). The
inner race of the retainer should be recessed
1.0 mm (0.040 in.) below the shoulder.
Check carefully to ensure that the retainer/seal
assembly is installed straight and is not bent or
damaged in any way which will cause
interference between it and the bearing retainer
after assembly.
• Front wear sleeve (39) is NOT

interchangeable with rear (notched) wear
sleeve (4). The inside diameter of the front
wear sleeve is color coded red. FIGURE 7-45.
• Note the direction of the lead pattern on the
sleeve. The wear sleeve must be installed
with the pattern leading in the correct
direction in order to prevent leakage from 6. Coat the inside diameter of front wear sleeve
occurring. (39) and the wear sleeve diameter of the shaft
with Loctite Primer N and #242 (or equivalent).
• Use extreme care when handling the wear
Using tooling (D), press the wear sleeve onto
sleeve. The slightest nicks or scratches may
the shaft until it is flush with the shoulder.
cause leakage.
NOTE: Some fan hubs may have a small hole on the
wear sleeve mounting journal. This hole is not used
and will be covered by the wear sleeve.

FIGURE 7-46.
FIGURE 7-48.
7. Coat the bore of the fan mounting hub (42) with
a thin coating of Loctite Primer N and #242. 9. Install internal snap ring (32).
Remove frozen end cap (45) from the freezer.
Do not apply Loctite to the end cap. Press the
end cap into the hub until the cap bottoms out.
FIGURE 7-47.
FIGURE 7-49.
8. Apply Loctite Primer N and #609 to the mating 10. Turn the retainer over on the press bed. Coat
surfaces of front bearing (33) and front bearing the outside diameter of front oil seal (36) and
retainer (35). Place the bearing into position on the mating surface on the bearing retainer with
the retainer with the notch for the bearing pin Loctite Primer N and #242 (or equivalent).
facing downward.
Use tooling (E) to press the oil seal into the front
Press the front bearing into the bearing retainer bearing retainer until it is flush with the front
using tooling (E) or equivalent. Press ONLY on face. Ensure that the lip of the seal is dry.
the outer race of the bearing until it seats at the Wipe any excess Loctite from the seal area and
bottom of the bore. remove any rubber strings from the seal.

FIGURE 7-50.
11. Coat the inside diameter of the bearing and the

fan mounting hub bearing journal with Loctite
Primer N and #609 (or equivalent). Place the FIGURE 7-51.
front bearing retainer sub-assembly into
position on the fan mounting hub. Ensure the
notch in the bearing is aligned with the bearing 12. Install clutch hub (29) on the fan mounting hub
dowel pin. Do not allow the seal lip to come in assembly (42) with the open end down. (No
contact with the Loctite. Press the bearing onto special timing is necessary.)
the hub using tooling (D) until it contacts the
wear sleeve.
Wipe any lubricant or sealer from the seal
lip. The seal lip is teflon and must remain
dry for proper sealing to occur.
Spin the bearing retainer at least 25 revolutions
to ensure proper rotation of the bearing and to
burnish the seal.
FIGURE 7-52.
13. Install external snap ring (28) to hold the clutch

hub in place.

FIGURE 7-53.
FIGURE 7-55.
15. Use tooling (D) to press rear retainer/seal

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

assembly (6). Press the pin until 2.0 mm (0.080
in.) is left exposed above the surface.
If the shaft did not originally come with
pinned bearings, install the dowel per
instructions in Figures 7-53 &7-54.

FIGURE 7-57.
FIGURE 7-56. 17. Coat the outside diameter of rear bearing (14)
and the mating surface of bearing retainer (11)
with Loctite Primer N and #609 or equivalent.
The end of the bearing with the notch is
installed first. Using tooling (F) or equivalent,
press the bearing into the bearing retainer.
Press ONLY on the outer race of the bearing
until the bearing bottoms out in the bore.
• Rear (notched) wear sleeve (4) is NOT
interchangeable with front wear sleeve (39).
The inside diameter of the rear wear sleeve is
color coded blue.
• Note the direction of the lead pattern on the
sleeve. The wear sleeve must be installed
with the pattern leading in the correct
direction in order to prevent leakage from
occurring.
• Use extreme care when handling the wear
sleeve. The slightest nicks or scratches may
cause leakage.
16. Coat the inside diameter of rear (notched) wear

sleeve (4) and the wear sleeve diameter of the
fan mounting hub with Loctite Primer N and
#242 (or equivalent). Locate the sleeve so the
notch in the sleeve will be aligned with the small FIGURE 7-58.
lube hole in the shoulder. Using tooling (D),
press the wear sleeve onto the fan mounting
hub until it is flush with the shoulder.
18. Install internal snap ring (15).

FIGURE 7-59.
19. Some fan clutches were assembled with an external snap ring that is used as a spacer between the bearing
and the oil seal. Newer models were assembled using a notched spacer. If an external snap ring was used,
place snap ring (12) on top of the bearing (oil seal side). If a notched spacer was used, the spacer will be
installed in a later step. Proceed to the next step.
FIGURE 7-60.
FIGURE 7-61.
20. Coat the outside diameter of rear oil seal (10) 21. If a bearing spacer is used instead of a snap
with Loctite Primer N and #242 (or equivalent). ring (as explained in Step 19), place the spacer
Use tooling (E) or an equivalent to install the oil into position in the groove on shaft assembly
seal in the rear bearing retainer until it is flush (6). Note the location of the spacer in Figure 7-
with the rear face. 61.
Do not lubricate the seal. The seal is made of
teflon and must be installed dry.

FIGURE 7-62.
FIGURE 7-63.
23. Install external snap ring (16). Ensure that the

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

Push the pitot tubes to the bottom of the hole.
The outer end of the tube should be located well
within the pulley-locating shoulder of the
bearing retainer. Rotate the tube so the open,
bent end faces in a counterclockwise direction
and is exactly parallel to the surface of the
bearing retainer. (A large phillips-head
screwdriver inserted in the end of the tube can
be used as an alignment gage).
Install the second pitot tube in the same manner
as the first. Stake each pitot tube in three places
(at the 9, 12, and 3 o'clock positions) to prevent
the tubes from rotating in operation.
FIGURE 7-66.
26. Lubricate the seal ring grooves of piston (23)

with an oil-soluble lubricant such as engine
assembly grease. Install small seal ring (24) in
the inside groove and large seal ring (22) in the
outside groove. Refer to Figure 7-66 for proper
orientation.
FIGURE 7-65.
25. Install both hook-type seal rings (17) in the

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

(22) and (24) with an oil-soluble lubricant such
as engine assembly grease. Also lubricate the
seal mating surfaces in the pulley adapter.

Do not push the piston in place. Forcing the
piston will usually cause the seal rings to be cut.
28. Carefully place the piston in the pulley. Without
pressing down on the piston, rotate it slowly
back and forth until it falls into place.
FIGURE 7-69.
30. Install spring washer (25), shim (26), and

spirolock ring (27). It will be necessary to press
downward to compress the spring washer while
forcing the spirolock to properly seat in the
groove. The shim must then be centered on the
spring washer to prevent it from interfering with
the movement of the piston.
FIGURE 7-68.
29. Align the tangs of the piston for final assembly

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

32. Turn the pulley adapter assembly over and
install two lifting eyes 180 degrees apart. Install
a guide bolt in one bolt hole of the pulley. Refer
to Figure 7-71.
Coat front O-ring seal (34) with petroleum jelly
or an oil-soluble grease. Place the seal in the
groove in the pulley. The grease should secure
the seal in the groove during installation.
Carefully lower the pulley. Ensure that the guide
bolt is aligned with a bolt hole in the bearing
retainer assembly and the O-ring seal is still
securely in place. Lower the pulley until it rests
on the front bearing retainer.
FIGURE 7-71.
FIGURE 7-73.
33. Install at least four bolts (38) with lockwashers

(37) 90 degrees apart. Snug them down.
FIGURE 7-72.

FIGURE 7-76.
FIGURE 7-74.
36. Install bolts (9) with lockwashers (8). Tighten
each bolt to 49 - 58 N•m (36 - 43 ft lbs).
34. Lubricate O-ring seal (13) with petroleum jelly or
an oil-soluble grease and install it in the pulley
groove.
FIGURE 7-77.
FIGURE 7-75.
35. Lubricate hook-type seal rings (17) on the shaft 37. If removed, install orifice fitting (1) in the “oil in”
assembly. Carefully lower the shaft sub- port of the bracket.
assembly into the pulley bore and onto the
pulley until the retainer rests on the pulley.
Use caution when lowering. Damage to the
sleeve bearings may result if the shaft is cocked
during installation.

FIGURE 7-78.
38. Turn the assembly over on the bench. Install remaining bolts (38) and lockwashers (37). Tighten each bolt to
49 - 58 N•m (36 - 43 ft lbs).

TEST PROCEDURE
1. The fan clutch should be fully locked up with 275 kPa (40 psi) oil pressure supplied at the control pressure
port.
2. Operate the fan clutch with 82° C (180° F) oil supplied to the “oil in” port for 2 hours. Manually engage and
disengage the clutch during the test to operate seals in both modes. Restrict the fan mounting hub rotation
while the clutch is disengaged, but ensure that the fan mounting hub is allowed to rotate freely while the clutch
is engaged.
The fan clutch rotation causes the pitot tubes to pump lubricating oil from inside the fan clutch,
maintaining low internal oil pressure. If lubricating oil is supplied to the fan clutch before it is rotating in
the proper direction, internal pressures will become excessive, causing the oil seals to leak.

SECTION D
ELECTRICAL SYSTEM (24VDC NON-PROPULSION)
INDEX
24VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
24VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1
KOMTRAX Plus SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-1
INTERFACE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-1
KOMTRAX Plus AND INTERFACE MODULE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . D13-1
KOMTRAX Plus FORMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-1
NOTE: Electrical system wiring hookup and electrical schematics are located in Section R of this manual.
DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE TRUCK IS RUNNING AND CONTINUE
TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES ARE NOT FOL-
LOWED. Before attempting repairs or working near propulsion system components, the following
precautions and truck shutdown procedure must be followed:
•DO NOT step on or use any power cable as a handhold.
•Never open any electrical cabinet covers or touch the retarding grid elements. Additional pro-
cedures are required before it is safe to do so. Refer to Section E for additional propulsion
system safety checks to be performed by a technician trained to service the system.
•ALL removal, repairs and installation of propulsion system electrical components, cables etc.
must be performed by an electrical maintenance technician properly trained to service the
system.
•In the event of a propulsion system malfunction, a qualified technician should inspect the
truck and verify the propulsion system does not have dangerous voltage levels present
before repairs are started.
•Prior to welding on the truck, maintenance personnel should attempt to notify the Komatsu
Factory Representative. The welding ground electrode should be attached as close as possi-
ble to the area to be welded. Never weld on the rear of the electrical control cabinet or the
retard grid exhaust air louvers.
After the truck is parked in position for the repairs, the truck must be shut down properly to ensure the
safety of anyone working in the areas of the deck, electrical cabinet, traction motors, and retarding grids.
The following procedure will ensure that the electrical system is properly discharged before repairs are
begun.
D01047 Index D1-1

TRUCK SHUTDOWN PROCEDURE
1. Reduce the engine speed to idle. Place the directional control lever in PARK. Ensure that the parking
brake applied indicator light in the overhead panel is illuminated.
2. Place the drive system in the rest mode by turning the rest switch on the instrument panel ON.
Ensure that the rest mode indicator light is illuminated.
3. Shut down the engine using the key switch. If the engine does not shut down, use the emergency
shutdown switch on the center console.
4. After approximately 90 seconds, verify that the steering accumulators have bled down by attempting
to turn the steering wheel.
5. Verify that the link voltage lights on the electrical cabinet and the DID panel in the cab are OFF. If
they remain on longer than five minutes after shutdown, the propulsion system must be inspected by
a technician who is trained to investigate the cause.
6. Place the GF cutout switch, located in the information display panel at the left side of the electrical
control cabinet, in the CUTOUT position.
D1-2 Index D01047

SECTION D2
24VDC ELECTRIC SUPPLY SYSTEM
INDEX
24VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Maintenance and Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
BATTERY SUPPLY SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
24VDC Battery Charging Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
Battery Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
Battery Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
24VDC Auxiliary Battery Receptacles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
Isolator Diode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
Engine Start Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
Isolation Box Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
Engine Shutdown Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
Access Ladder Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
Battery Disconnect Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
Propel Lockout Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
LED Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
24VDC to 12VDC Converter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
24VDC ELECTRIC CRANKING MOTOR SYSTEM (WITH PRELUBE). . . . . . . . . . . . . . . . . . . . D2-9
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-9
Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-10
Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-10
Timer Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-10
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-10
Prelube System Operation Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-10
D02039 2/11 24VDC Electric Supply System D2-1

Check Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-10
Timer Solenoid. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-10
TROUBLESHOOTING PRELUBE CRANKING MOTOR CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-11
24VDC ELECTRIC START SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13
CRANKING MOTORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13
CRANKING MOTOR TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-14
Preliminary Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-14
No-Load Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-14
Interpreting Results of Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-15
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-15
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-16
Armature Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-18
Field Coil Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-18
Field Coil Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-18
SOLENOID CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20
Bearing Replacement: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20
Motor Assembly: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20
Pinion Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-21
MAGNETIC SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-21
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-21
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-21
Coil Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-22
D2-2 24VDC Electric Supply System 2/11 D02039

24VDC ELECTRIC SUPPLY SYSTEM
ELECTRICAL SYSTEM DESCRIPTION
The truck uses a 24VDC electrical system which sup-
plies power for engine starting circuits and most non-
propulsion electrical components. The 24VDC
engine starting circuit is supplied by four heavy duty,
Type 8D, 12-volt storage batteries. Several compo- DO NOT SMOKE or allow flame around a dead
nents require 12VDC and are supplied by circuits battery or during the recharging process. The
tapped off the starting batteries. expelled gas from a dead cell is extremely explo-
sive.
The batteries are of the lead-acid type, each contain-
ing six 2-volt cells. With the engine off, power is sup- Excessive consumption of water indicates leakage or
plied by the batteries. During engine cranking, power overcharging. Normal water usage for a unit operat-
is supplied by the four engine cranking batteries only. ing eight hours per day is about 30 to 60 cm3 (1 to 2
When the engine is running, power is supplied by a oz.) per cell per month. For heavy duty operation (24
high capacity alternator that is driven by the engine. hours per day), normal consumption will be approxi-
mately 30 to 60 cm3 (1 to 2 oz.) per cell per week.
Any appreciable increase over these figures are con-
sidered a danger signal.
Troubleshooting
Lead-acid storage batteries contain sulfuric acid Two most common problems that occur in the charg-
which, if handled improperly, may cause serious ing system are undercharging and overcharging of
burns on skin or other serious injuries to person- the truck's batteries.
nel. Wear protective gloves, aprons and eye pro-
tection when handling and servicing lead-acid An undercharged battery is incapable of providing
storage batteries. See the precautions in Section sufficient power to the truck's electrical system.
A of this manual to ensure proper handling of Some possible causes for an undercharged battery
batteries and accidents involving sulfuric acid. are:
During operation, the storage batteries function as an • Sulfated battery plates
electrochemical device that converts chemical
• Loose or corroded battery connections
energy into the electrical energy that is required for
operating the accessories when the engine is off. • Defective wire in electrical system
• Loose alternator drive belt
• Defective alternator
BATTERIES
Overcharging, which causes overheating, is first indi-
Maintenance and Service cated by excessive use of water. If allowed to con-
tinue, the cell covers will push up at the positive ends
The electrolyte level of each cell must be checked at
and, in extreme cases, the battery container will
the interval specified in Section P, Lubrication and
become distorted and cracked.
Service. Add water if necessary. The proper level to
maintain is 10 to 13 mm (3/8 to 1/2 in.) above the Leakage can be detected by continual wetness of the
plates. To ensure maximum battery life, use only dis- battery or excessive corrosion of the terminals, bat-
tilled water or other types of water recommended by tery carrier and surrounding area. (A slight amount of
the battery manufacturer. After adding water in freez- corrosion is normal in lead-acid batteries). Inspect
ing weather, operate the engine for at least 30 min- the case, covers and sealing compound for holes,
utes to thoroughly mix the electrolyte. cracks and other signs of leakage. Check the battery
hold down connections to ensure that the tension is
not great enough to crack the battery or loose
enough to allow vibration to open the seams. A leak-
ing battery must be replaced.

To remove corrosion, clean the battery with a solution The rate of self-discharge of a battery kept at 38°C
of ordinary baking soda and a stiff, non-wire brush (100°F) is about six times that of a battery kept at
and flush with clean water. Ensure that none of the 10°C (50°F), and self-discharge of a battery kept at
soda solution is allowed to enter the battery cells. 27°C (80°F) is about four times that one at 10°C
Ensure that the terminals are clean and tight. Clean (50°F). Over a 30 day period, the average self-dis-
terminals are very important in a voltage regulated charge runs about 0.002 specific gravity per day at
system. Corrosion creates resistance in the charging 27°C (80°F).
circuit, which causes undercharging and gradual
To offset the results of self-discharge, idle batteries
starvation of the battery.
must receive a booster charge (not a quick charge)
NOTE: When washing batteries, ensure that the cell at least once every 30 days. Batteries allowed to
caps are tight to prevent cleaning solution from stand for long periods in a discharged condition are
entering the cells. attacked by a crystallization of the lead sulfate on the
plates. Such batteries are called “sulfated” and are,
Addition of acid will be necessary if considerable
in the majority of cases, irreparably damaged. In less
electrolyte has been lost through spillage. Before
severe cases, the sulfated battery may be restored to
adding acid, ensure that the battery is fully charged
limited service by prolonged charging at a low rate
by putting the battery on charge and taking hourly
(approximately 1/2 normal rate).
specific gravity readings on each cell. When all the
cells are gassing freely and three successive hourly An undercharged battery is extremely susceptible to
readings show no rise in specific gravity, the battery freezing when allowed to stand in cold weather.
is considered charged. Additional acid may now be
The electrolyte of a battery in various stages of
added. Continue charging for another hour and
charge will start to freeze at temperatures indicated
check specific gravity again. Repeat the above pro-
in the table below.
cedure until all cells indicate a specific gravity of
1.260 - 1.265 corrected to 27°C (80°F). The temperatures in the table below indicate the
points at which the first ice crystals appear. Lower
Use 1.400 strength sulfuric acid when making
temperatures must be reached for a solid freeze.
specific gravity adjustments. Acid of higher strength
Solid freezing of the electrolyte may crack the battery
will attack the plates and separators before it has a
case and damage the positive plates. As will be
chance to diffuse into the solution.
noted, a charged battery is in no danger of freezing.
If the temperature of the electrolyte is not reasonably Therefore, a battery must be kept charged, espe-
close to 27°C (80°F) when the specific gravity is cially during winter weather.
taken, temperature must be corrected to 27°C (80°F)
as follows:
• For every 5°C (10°F) below 27°C (80°F), 0.004
must be SUBTRACTED from the specific gravity SPECIFIC GRAVITY FREEZING
reading.
Corrected to 27°C (80°F) TEMPERATURE
• For every 5°C (10°F) above 27°C (80°F), 0.004
1.280 -70°C (-94°F)
must be ADDED to the reading.
1.250 -54°C (-65°F)
Idle batteries must not be allowed to stand
unattended. If equipment is to stand unused for more 1.200 -27°C (-16°F)
than two weeks, the batteries must be removed and 1.150 -15°C (+5°F)
placed in a cool, dry place where they may be
1.100 -7°C (+19°F)
checked periodically and charged when necessary.
Remember, all lead-acid batteries discharge slowly
when not in use. This self-discharge takes place
even though the battery is not connected in a circuit,
and it is more pronounced in warm weather than in
cold weather.

BATTERY SUPPLY SYSTEM A 24VDC to 12VDC converter, located toward the
bottom of the inside left wall of the auxiliary control
24VDC Battery Charging Alternator cabinet, is used to convert the 24 volt battery system
The battery charging alternator is a 26-Volt (140 voltage to 12 volts for various truck components.
Amp) alternator. When maintenance or repairs are performed, the bat-
teries can be quickly disconnected from the cranking
Battery Box motor or control circuits by using the disconnect
Four type 8D batteries (3, Figure 2-1) for the 24VDC switches located on the isolation station.
engine cranking circuit are located in the battery box An external battery charger may also be connected
(1) in the center of the front platform. For access to to auxiliary battery receptacles (2) located on battery
the batteries, open the hinged cover by turning the control box (4).
cover latch counterclockwise until released.
FIGURE 2-1. BATTERY BOX & BATTERY CONTROL BOX
1. Battery Box 4. Battery Control Box

2. Auxiliary Battery Receptacles 5. Battery Isolator Diode
3. Batteries 6. Engine Start Relay

Removal NOTE: If the master disconnect switch is OFF, and a
wrench on the negative (-) terminal touches the
battery box frame, a spark will occur if any electrical
component on the truck was left in the ON position.
4. Remove hardware (2, Figure 2-2).
5. To remove all four batteries by using a forklift
and picking up the battery pallet (3).
When removing or installing a battery, positively iden-
tify the positive (+) terminal and negative (-) terminal
and use precautions not to short circuit between the
terminals. Installation
1. When connecting battery cables, always move
This truck is equipped with a master disconnect
the battery master disconnect switch to the OFF
switch (3, Figure 2-3) on the battery ground circuit.
position.
1. When disconnecting battery cables, always 2. Using a forklift, install the battery pallet into
move the battery master disconnect switch to position on the truck.
the OFF position.
3. Connect the two negative (-) cables to the bat-
2. Disconnect the two positive (+) battery cables teries. Then connect the two positive cables (+)
that connect the batteries to the bus bar inside last. Tighten battery terminals securely. Loose
the battery control box. terminals can generate sparks and could lead to
3. Disconnect the two negative (-) battery cables an explosion.
that connect the batteries to the bus bar inside 4. Tighten all battery caps securely.
the battery control box.
FIGURE 2-2. BATTERY BOX

1. Battery Box 3. Battery Pallet
2. Cap Screw, Flat Washer, Lock Washer

Battery Control Box Isolator Diode
Battery control box (4, Figure 2-1) is located to the A Schottky type isolation diode (5) is used to provide
left of the battery box. This box contains the compo- isolation between the electrical system battery cir-
nents listed below. cuits and the dual cranking motor start command cir-
cuits. This device controls the direction of current
24VDC Auxiliary Battery Receptacles flow in high current applications.
Two pairs of receptacles (2), located on the battery
Engine Start Relay
control box, are provided to attach battery charger
leads for charging the batteries. Engine start relay (6) receives the signal to begin
cranking from the start relay located on relay board
These receptacles can also be used for connecting
RB6. When the engine start relay is activated, it pro-
external batteries to aid engine starting during cold
vides current to the cranking motor motors to engage
weather. When external batteries are used, they
the drives and begin cranking the engine, eliminating
must be of the same type (8D) as the batteries
the need for magnetic switches.
installed on the truck. Two pairs of batteries must be
used. Each pair must be connected in series to pro- Isolation Box Assembly
vide 24VDC, with one pair connected to the front
receptacle and the other pair connected to the rear Isolation box (6, Figure 2-3) is located on top of the
receptacle on the truck. front bumper, on the left hand side. This box contains
battery disconnect switches (3 & 4) and other compo-
nents listed below. Access ladder light switch (2) is
mounted on the isolation box. Propel lockout lever (5)
is located on the front panel.
FIGURE 2-3. ISOLATION BOX ASSEMBLY (COVERS REMOVED)
1. Engine Shutdown Switch 4. Starter Disconnect Switch 7. LED Lights (on)

2. Access Ladder Light Switch 5. Propel Lockout Lever 8. LED Lights (off)
3. Master Disconnect Switch 6. Isolation Box

Engine Shutdown Switch The converter is powered by the cranking motor cir-
cuit batteries. Converter output circuits are protected
Engine shutdown switch (1, Figure 2-3) is a push-pull
by CB60, a 50 amp circuit breaker (2).
type switch and is located on top of isolation box (6).
This switch provides a ground level means to shut
the engine off in an emergency. Push the button in to
stop the engine.
Access Ladder Light Switch

Access ladder light switch (2, Figure 2-3) provides a Observe and verify polarity, connection points,
ground level means to operate the light for the and correct circuit numbers if relay replacement
access ladder. is necessary. Incorrect hookup will damage the
solid state relay.
Battery Disconnect Switches
Battery disconnect switches (3 & 4, Figure 2-3) pro-
vide a convenient method of disconnecting the truck
batteries from the truck electrical circuits without hav-
ing to remove any battery cables. Starter disconnect
switch (4) opens the cranking motor battery circuit
only, preventing engine startup while still allowing
battery power to the 24VDC control system circuits, if
desired. Master disconnect switch (3) disconnects
the 24VDC system circuit. When the battery discon-
nect switches are in the OFF positions, the 24VDC
electrical system and start system are disabled.
When the battery disconnect switches are ON, the
24VDC electrical system is active and the engine can
be operated.
Propel Lockout Lever

Propel lockout lever (5, Figure 2-3) provides a conve-
nient method of disconnecting the AC electric drive
system while the engine is in operation. This ensures
the truck will remain stationary without the need to
check the GF cutout switch. When the propel lockout
lever is in the OFF position, the drive system is
locked out and the truck will not propel. When the
propel lockout lever is in the ON position, the drive
system is active and the truck can be driven.
LED Lights
LED lights (7, Figure 2-3) provide a positive, visual
indicator when a selected switch is in the ON positon.
LED lights (8) provide a positive, visual indicator
when a selected switch is in the OFF position. FIGURE 2-4. AUXILIARY CONTROL CABINET
(LEFT WALL)
24VDC to 12VDC Converter
1. 24VDC to 12VDC Converter
24VDC to 12VDC converter (1, Figure 2-4) is used to 2. 50 Amp Circuit Breaker
convert the 24 volt battery system voltage to 12 volts
for various truck components such as the AM/FM
Radio / CD Player, cab power windows, and the aux-
iliary power receptacles in the cab.

24VDC ELECTRIC CRANKING MOTOR Operation
SYSTEM (WITH PRELUBE) The prelube system is activated when the operator
The Komatsu SDA16V160 engine includes an turns the key switch and holds it in the “start” posi-
engine pre-lubrication system designed to reduce tion. This allows the current to flow to the prelube
wear due to dry starts. cranking motor timer solenoid (3, Figure 2-5). When
this timer solenoid is activated, current flows through
The prelube system automatically, safely and quickly
fusible link (9) to the prelube motor (10), driving the
fills filters and all oil passages prior to cranking at
prelube pump, but does not allow the cranking motor
each engine startup. In addition, the system prevents
motors to engage the cranking motor pinion gears at
startup if no oil is present in the engine.
this time. The prelube pump supplies oil from the
The prelube system includes: engine oil pan to fill the engine oil filters and oil pas-
sages prior to cranking.
• Remote mounted 24VDC powered pump
• Timer solenoid When the pressure in the engine cam oil rifle reaches
17.2 kPa (2.5 psi), the circuit to the timer solenoid is
• Oil pressure switch opened. After a 3 second delay, the current is sup-
• Oil suction line plied to the cranking motor solenoids (8); the crank-
ing motor motors will then be activated and the pinion
• Oil outlet line
gears will be engaged into the flywheel ring gear.
• Check valve Normal cranking will now occur with sufficient lubrica-
tion to protect the engine bearings and other compo-
• Electrical harness.
nents.
FIGURE 2-5. PRELUBE MOTOR AND CRANKING MOTOR ELECTRICAL DIAGRAM
1. Battery Charging Alternator 4. Cranking Motor No. 2 8. Cranking Motor Solenoid

2. Oil Pressure Switch (N.C.) 5. Cranking Motor No. 1 9. Fusible Link (400 AMP)
17.2 kPa (2.5 psi) 6. Magnetic Switch 10. Prelube Pump & Motor
3. Prelube Timer Solenoid 7. Diode (Coil Suppression) 11. Isolation Diode

Pressure Switch MAINTENANCE
The pressure switch (2, Figure 2-5) is a 17.2 kPa (2.5 Prelube system maintenance must be performed
psi), normally closed (N.C.) switch, located so that it annually or at 5000 hour intervals as described
can sense oil pressure after the engine oil has below.
passed through the filters. (Normally, this location is
the cam cover at the rear of the engine block.)
Prelube System Operation Checks
Verify system operates according to the two phases
Check Valve
of operation as listed in “Troubleshooting Prelube
The oil pressure supply hose will have a check valve Cranking Motor Circuit” on the following page. If a
installed between the prelube pump and the engine. problem exists, refer to the list of problems and pos-
The check valve prevents the passage of oil from the sible causes for troubleshooting system components.
engine back through the prelube pump to the pan
If system is operating properly, continue with the
after the engine is started. Check valve leakage back
inspection of component parts below:
to the prelube pump will cause extensive damage to
the pump.
Check Valve
Timer Solenoid Verify no internal leakage exists in the check valve
when the engine is running. Check valve leakage
The timer solenoid (3, Figure 2-5) controls the prelu-
back to the prelube pump will cause extensive dam-
brication cycle. Current is supplied to the timer
age to the pump.
through the key switch. The ground path is com-
pleted by the normally closed pressure switch (2). If check valve replacement is required, ensure the
valve is installed with the arrow pointed toward the
When the switch opens, current is redirected to the
engine, and NOT toward the pump.
engine cranking motor solenoids (8) for engine
cranking.
Timer Solenoid
Inspect timer solenoid for physical damage and to
verify wiring is in good condition.
DO NOT Attempt to jump start the truck using the

terminals on the timer solenoid. INTERNAL DAM-
AGE TO TIMER WILL RESULT.

TROUBLESHOOTING PRELUBE CRANKING MOTOR CIRCUIT
Two distinct phases are involved in a complete prelubrication cycle. The two phases are:
1. Prelubrication Phase- Begins when the key switch is held in the START position. A circuit is provided to
ground through the normally closed pressure switch. The circuit is interrupted upon opening of the pressure
switch when the prelube pressure reaches 17.2 kPa (2.5 psi).
2. Delay and Crank Phase- Begins when the pressure switch opens. A three second delay precedes the crank
mode.
Problem Probable Cause
• Cranking motor prelubricates only. Does not delay Indicates oil pressure is not sufficient to open the pres-
or crank. sure switch.
a. No oil or low oil in engine. The pump can not
build sufficient pressure to open switch.
b. Pump failure.
c. Pressure switch has failed (closed) and is
grounding circuit.
d. Oil pressure switch wire chafed and shorting to
block.
• Cranking motor prelubricates continuously Indicates Prelube Timer Solenoid contacts have
regardless of 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.
• Cranking motor delays and cranks. No If an operator indicates the ignition is totally dead,
prelubrication mode. ensure the key is being held in the crank position for 3
to 4 seconds. If the engine cranks after a short delay,
this indicates that a ground connection to the pressure
switch has been broken. Without a ground path, the
prelubrication unit will proceed to delay and crank.
a. Check the wire to the pressure switch. If the
wire is removed or cut, replace it.
b. Check the ground strap to engine block. If the
ground strap is missing the block is not
grounded.
c. Check the pressure switch for an open circuit.
Remove the wire, then check for an open cir-
cuit between the switch terminal and the
switch base. If open, replace pressure switch.
• Starting circuit is irregular when in crank mode. a. Check for low or dead batteries.
b. Check alternator output.
c. Check ground connection at “G” terminal of
cranking motor bendix solenoid.
d. Check for defective cranking motor safety
relays.
e. If everything checks OK, replace batteries.
NOTE: Maximum allowable voltage drop is - 2
volts for cranking motor control circuit.

Problem Probable Cause
• Cranking motor has very long prelubrication cycle. Except for severe cold weather starts, the prelube
cycle must not exceed 45 seconds.
a. Low oil pressure.
b. Ensure 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 con-
nections, cracked fittings, pump casting, or
hose kinks and blockage.
d. 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.
• Cranking motor has no prelubrication, no delay If the cranking motor is totally inoperative and no pre-
and no crank. lubrication, 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 the key switch for several seconds.
a. If the cranking motor delays - then cranks, the
Prelube Timer Solenoid is bad. Replace the
timer solenoid assembly.
b. If the cranking motor is still inoperative, check
the truck cranking motor switch circuit. Ensure
proper voltage is available to the Prelube
Timer Solenoid when the key is activated.
• Cranking motor prelubricates, delays, then does Indication is either a timer failure, or a cranking motor
not crank. problem.
a. Place a jumper wire to the cranking motor
solenoid “S” post. If the engine starts to crank,
replace the Prelube Timer Solenoid.
b. If the engine fails to crank when the "S" post
is energized with voltage, check out cranking
motor bendix solenoid and cranking motor
pinion drive.

24VDC ELECTRIC START SYSTEM
CRANKING MOTORS
Operation
Heavy duty batteries supply 24VDC to each of the
two cranking motors through magnetic switches acti-
vated by the key switch on the instrument panel.
Note: When a Komatsu SDA16V160 engine with a
prelube system is installed, there is a delay between
the time the key switch is moved to the START
position, and the cranking motors actuate.
When the key switch is placed in the Start position,
the magnetic switches close, connecting the motor
solenoid “S” terminals to the batteries. When the
solenoid windings are energized, the plunger (56,
Figure 2-8) is pulled in, moving the cranking motor
drive (71) assembly forward in the nose housing to
engage the engine flywheel ring gear. Also, when the
solenoid plunger is pulled in, the main solenoid con-
tacts close to provide current to the motor armature
and cranking takes place. When the engine starts, an
overrunning clutch in the drive assembly protects the
armature from excessive speed until the key switch is
released. When the key switch is released, a return FIGURE 2-6. CRANKING MOTORS
spring causes the drive pinion to disengage. 1. Cap Screws 3. Solenoid
After the engine is running, a normally closed pres- 2. Cranking Motor
sure switch senses engine oil pressure and opens
the electrical circuit to prevent actuation of the
motor(s) after the engine has started.
Removal
Installation
1. Disconnect battery power:
1. Align cranking motor (2, Figure 2-8) housing
a. Open the battery disconnect switch to with the flywheel housing adaptor mounting
remove power from the system. holes and slide into position.
b. Disconnect the negative (-) battery cables 2. Insert cranking motor cap screws (1).
first. 3. Connect marked wires and cables to cranking
c. Disconnect the battery positive (+) battery motor and solenoid terminals.
cables last. 4. Install in the following sequence:
2. Mark wires and cables and remove from crank- a. Connect the battery positive (+) cables first.
ing motor (2, Figure 2-6) and solenoid (3) termi-
nals. b. Connect the battery negative (-) cables.
3. Remove cranking motor mounting cap screws 5. Close the battery disconnect switch.
(1).
4. Remove cranking motor assembly from fly-
wheel housing.

CRANKING MOTOR TROUBLESHOOTING
If the cranking system is not functioning properly,
check the following to determine which part of the
system is at fault:
 Batteries -- Verify the condition of the
batteries, cables, connections and charging
circuit.
 Wiring -- Inspect all wiring for damage or
loose connections at the key switch,
magnetic switches, solenoids and cranking
motor(s). Clean, repair or tighten as
required.
If the above inspection indicates the cranking motor
motor to be the cause of the problem, remove the
motor and perform the following tests prior to disas-
sembly to determine the condition of the motor and
solenoid and repairs required.
FIGURE 2-7. NO-LOAD TEST CIRCUIT
Preliminary Inspection
1. Check the cranking motor to be certain the
armature turns freely.
a. Insert a flat blade screwdriver through the
opening in the nose housing.
DO NOT apply voltages in excess of 20 volts.
b. Pry the pinion gear to be certain the arma- Excessive voltage may cause the armature to
ture can be rotated. throw windings.
2. If the armature does not turn freely, the cranking d. Connect the motor and an ammeter in series
motor must be disassembled immediately. with two fully charged 12 volt batteries.
3. If the armature can be rotated, perform the No-
e. Connect a switch in the open position from
Load Test before disassembly.
the solenoid battery terminal to the solenoid
No-Load Test switch terminal.
2. Close the switch and compare the RPM, cur-
Refer to Figure 2-7 for the following test setup. rent, and voltage reading to the following speci-
fications:
 RPM: 5500 Minimum to 7500 Maximum
 AMPS: 95 Minimum to 120 Maximum
Be certain switch is open before connections or  VOLTS: 20VDC

disconnections are made during the following
procedures.
1. Setup the motor for test as follows:
a. Connect a voltmeter from the motor terminal
to the motor frame.
b. Use an RPM indicator to measure armature
speed.
c. Connect a carbon pile across one battery to
limit battery voltage to 20VDC.

Interpreting Results of Tests Disassembly
1. Rated current draw and no-load speed indi- The cranking motor must be disassembled only as
cates normal condition of the cranking motor. far as necessary to repair or replace defective parts.
2. Low free speed and high current draw indi- 1. Note the relative position of the solenoid (53,
cates: Figure 2-8), lever housing (78), nose housing
a. Too much friction; tight, dirty, or worn bear- (69), and C.E. frame (1) so the motor can be
ings, bent armature shaft or loose pole shoes reassembled in the same manner.
allowing armature to drag. 2. Disconnect field coil connector (42) from sole-
b. Shorted armature. This can be further noid motor terminal, and lead from solenoid
checked on a growler after disassembly. ground terminal.
3. Remove the brush inspection plug (52), and
c. Grounded armature or fields. Check Further
brush lead screws (15).
after disassembly.
4. Remove the attaching bolts (34) and separate
3. Failure to operate with high current draw indi-
the commutator end frame (1) from the field
cates:
frame (35).
a. A direct ground in the terminal or fields. 5. Separate the nose housing (69) and field frame
b. “Frozen” bearings (are determined by turning (35) from lever housing (78) by removing
the armature by hand). attaching bolts (70).
4. Failure to operate with no current draw indi- 6. Remove armature (45) and drive assembly (71)
cates: from lever housing (78).
a. Open field circuit. This can be checked after 7. Separate solenoid (53) from lever housing by
disassembly by inspecting internal connec- pulling apart.
tions and tracing circuit with a test lamp.
b. Open armature coils. Inspect the commuta-
tor for badly burned bars after disassembly.
c. Broken brush springs, worn brushes, high
insulation between the commutator bars or
other causes which would prevent good con-
tact between the brushes and commutator.
5. Low no-load speed and low current draw indi-
cates:
a. High internal resistance due to poor connec-
tions, defective leads, dirty commutator and
causes listed under Number 4.
6. High free speed and high current draw indicates
shorted fields. If shorted fields are suspected,
replace the field coil assembly and check for
improved performance.

1. Drive (71), armature (45) and fields (46) must FIGURE 2-8 CRANKING MOTOR ASSEMBLY
not be cleaned in any degreasing tank, or with
grease dissolving solvents, since these will dis- 1. C.E. Frame 52. Inspection Plug
solve the lubricant in the drive and damage the 2. Washers 53. Solenoid Housing
insulation in the armature and field coils. 3. O-Rings 54. Lockwasher
4. Insulator 55. Screw
2. All parts except the drive must be cleaned with
5. Support Plate 56. Plunger
mineral spirits and a clean cloth.
6. Brush Plate Insulator 57. Washer
3. If the commutator is dirty, it may be cleaned with 7. Washers 58. Boot
No. 00 sandpaper. 8. Plate & Stud 59. Washer
NOTE: DO NOT use emery cloth to clean the 9. Plate 60. Spring
commutator. 10. Brush Holder 61. Retainer
11. Lockwasher 62. Snap Ring
4. Inspect brushes (13, Figure 2-8) for wear.
12. Screw 63. Shift Lever
a. If worn excessively when compared with a 13. Brush (12 required) 64. Nut
new brush, they must be replaced. 14. Lockwasher 65. O-Ring
b. Ensure the brush holders (10) are clean and 15. Screw 66. O-Ring
the brushes are not binding in the holders. 16. Brush Spring 67. Snap Ring
17. Screw 68. Lever Shaft
c. The full brush surface must ride on the com- 18. Screw 69. Drive Housing
mutator. Check by hand to insure that brush 19. Screw 70. Screw
springs (16) are giving firm contact between 20. Lockwashers 71. Drive Assembly
brushes (13) and commutator. 21. Plate 72. Gasket
d. If springs (16) are distorted or discolored, 22. Brush Holder Insulator 73. Plug
they must be replaced. 23. Screw 74. Gasket
24. Lockwasher 75. Brake Washer
25. Washer 76. Screw
26. O-Ring 77. Lockwasher
27. Bushing 78. Lever Housing
28. Insulator 79. Washer
29. Washer 80. O-Ring
30. Lockwasher
31. Nut
32. Nut
33. Lockwasher
34. Screw
35. Field Frame
36. Stud Terminal
37. Bushing
38. Gasket
39. Washers
40. Washers
41. Nut
42. Connector
43. Lockwasher
44. Nut
45. Armature
46. Field Coil
47. Shoe
48. Insulator
49. Screw
50. Washer
51. O-ring

FIGURE 2-8. CRANKING MOTOR ASSEMBLY

Armature Servicing 3. Grounds in the armature can be detected by the
use of a 110-volt test lamp and test points. If the
If the armature commutator is worn, dirty, out of
lamp lights when one test point is placed on the
round, or has high insulation, the armature (45,
commutator with the other point on the core or
Figure 2-8) must be put on a lathe and the commuta-
shaft, the armature is grounded. Grounds occur
tor turned down. The insulation must then be under-
as a result of insulation failure which is often
cut 0.79 mm (0.031 in.) wide and 0.79 mm (0.031 in.)
brought about by overheating of the cranking
deep, and the slots cleaned out to remove any trace
motor produced by excessively long cranking
of dirt or copper dust. As a final step in this proce-
periods or by accumulation of brush dust
dure, the commutator must be sanded lightly with No.
between the commutator bars and the steel
00 sandpaper to remove any burrs left as a result of
commutator ring.
the undercutting procedure.
Check the armature for opens, short circuits and
grounds as follows: Field Coil Checks
1. Opens are usually caused by excessively long Field coils (46, Figure 2-8) can be checked for
cranking periods. The most likely place for an grounds and opens by using a test lamp.
open to occur is at the commutator riser bars.
Inspect the points where the conductors are 1. Grounds - The ground connections must be
joined to the commutator bars for loose connec- disconnected during this check. Connect one
tions. Poor connections cause arcing and burn- lead of the 110 volt test lamp to field frame (35)
ing of the commutator as the cranking motor is and the other lead to field connector (42). If the
used. If the bars are not too badly burned, lamp lights, at least one field coil is grounded
repair can often be effected by resoldering or and must be repaired or replaced.
welding the leads in the riser bars (using rosin 2. Opens - Connect test lamp leads to ends of
flux), and turning down the commutator in a field coils (46). If lamp does not light, the field
lathe to remove the burned material. The insula- coils are open.
tion must then be undercut.
2. Short circuits in the armature are located by use
of a growler. When the armature is revolved in Field Coil Removal
the growler with a steel strip such as a hacksaw
blade held above it, the blade will vibrate above Field coils can be removed from the field frame
the area of the armature core in which the short assembly by using a pole shoe screwdriver. A pole
circuit is located. Shorts between bars are shoe spreader must also be used to prevent distor-
sometimes produced by brush dust or copper tion of the field frame. Careful installation of the field
between the bars. These shorts can be elimi- coils is necessary to prevent shorting or grounding of
nated by cleaning out the slots. the field coils as the pole shoes are tightened into
place. Where the pole shoe has a long lip on one
side and a short lip on the other, the long lip must be
assembled in the direction of armature rotation so it
becomes the trailing (not leading) edge of the pole
shoe.

5. To check for grounds, move battery lead from
“G” (Figure 2-10) and from “MTR” (Figure 2-11)
to the solenoid case. Ammeter must read zero.
If not, the winding is grounded.
FIGURE 2-9. SIMPLIFIED SOLENOID CIRCUIT
SOLENOID CHECKS
A basic solenoid circuit is shown in Figure 2-9. Sole-
noids can be checked electrically using the following
procedure.
Test
1. With all leads disconnected from the solenoid,
make test connections as shown to the sole- FIGURE 2-10. SOLENOID HOLD-IN WINDING
noid, switch terminal and to the second switch TEST
terminal “G”, to check the hold-in winding
(Figure 2-10).
2. Use the carbon pile to decrease the battery volt-
age to 20 volts. Close the switch and read cur-
rent.
 The ammeter must read 6.8 amps
maximum.
3. To check the pull-in winding, connect from the
solenoid switch terminal “S” to the solenoid
motor “M” or “MTR” terminal (Figure 2-11).
To prevent overheating, DO NOT leave the pull-in

winding energized more than 15 seconds. The
current draw will decrease as the winding tem-
perature increases.
4. Use the carbon pile to decrease the battery volt-
age to 5 volts. Close the switch and read cur-
rent.
 The ammeter must read 9.0 to 11.5 amps.
NOTE: High readings indicate a shorted winding. FIGURE 2-11. SOLENOID PULL-IN WINDING
Low readings indicate excessive resistance. TEST

Assembly
Lubricate all bearings, wicks and oil reservoirs with
SAE No. 20 oil during assembly.
Bearing Replacement:
1. If any of the bronze bearings are to be replaced,
dip each bearing in SAE No. 20 oil before
pressing into place.
2. Install wick, soaked in oil, prior to installing
bearings.
3. DO NOT attempt to drill or ream sintered bear-
ings. These bearings are supplied to size. If
drilled or reamed, the I.D. will be too large and
the bearing pores will seal over.
4. DO NOT cross-drill bearings. Because the
bearing is so highly porous, oil from the wick
touching the outside bearing surface will bleed
through and provide adequate lubrication.
5. The middle bearing is a support bearing used to
prevent armature deflection during cranking.
The clearance between this bearing and the
armature shaft is large compared to the end
frame bearings.
Motor Assembly:
1. Install the end frame (with brushes) onto the
field frame as follows:
FIGURE 2-12. PINION CLEARANCE CHECK
a. Insert armature (45, Figure 2-8) into field CIRCUIT
frame (35). Pull the armature out of the field
frame just far enough to permit the brushes
to be placed over the commutator.
b. Place end frame (1) on the armature shaft.
Slide end frame and armature into place 5. Using a new gasket (72), install drive housing
against the field frame. (69) and secure with screws (70).
c. Insert screws (34) and washers (33) and 6. Assemble field coil connector (42) to solenoid.
tighten securely. 7. Adjust pinion clearance per instructions on the
2. Assemble lever (63) into lever housing (78) If following page.
removed. 8. After pinion clearance has been adjusted, install
3. Place washer (79) on armature shaft and install gasket (74) and plug (73).
new O-Ring (80). Position drive assembly (71)
in lever (63) in lever housing. Apply a light coat
of lubricant (Delco Remy Part No. 1960954) on
washer (75) and install over armature shaft.
Align lever housing with field frame and slide
assembly over armature shaft. Secure with
screws (76) and washers (77).
4. Assemble and install solenoid assembly
through lever housing and attach to field frame.
Install nut (64) but do not tighten at this time.
Install brush inspection plugs (52).

MAGNETIC SWITCH
The magnetic switch is a sealed unit and not repair-
able.
FIGURE 2-13. CHECKING PINION CLEARANCE
FIGURE 2-14. MAGNETIC SWITCH ASSEMBLY
Pinion Clearance Removal

To adjust pinion clearance, follow the steps listed 1. Remove battery power as described in Crank-
below. ing Motor Removal.
1. Make connections as shown in Figure 2-12. 2. Disconnect cables from the switch terminals
and wires from coil terminals (Figure 2-14).
2. Momentarily flash a jumper lead from terminal
“G” to terminal “MTR”. The drive will now shift NOTE: If the magnetic switch being removed has a
into cranking position and remain so until the diode across the coil terminals, mark the leads prior
batteries are disconnected. to removal to ensure correct polarity during
3. Push the pinion or drive back towards the com- installation.
mutator end to eliminate slack movement. 3. Remove mounting cap screws and washers.
4. The distance between the drive pinion and Remove switch from mounting bracket.
housing must be between 8.3 mm to 9.9 mm 4. The switch coil circuit can be tested as
(0.330 to 0.390 in.) as shown in Figure 2-13. described below.
5. Adjust clearance by turning shaft nut (64,
Installation
Figure 2-8).
1. Attach magnetic switch to the mounting bracket
using the cap screws and lockwashers removed
previously.
2. Inspect cables and switch terminals. Clean as
required and install cables.
3. Install the diode across the coil terminals.
Ensure diode polarity is correct. Attach wires
from the truck harness to coil terminals (See
Figure 2-7).
4. Connect battery power as described in Crank-
ing Motor “Installation”.

Coil Test
1. Using an ohmmeter, measure the coil resis-
tance across the coil terminals.
a. The coil must read approximately 28Ω at
22.2°C (72°F).
b. If the ohmmeter reads ∞, the coil is open
and the switch must be replaced.
c. If the ohmmeter reads 0 Ω, the coil is shorted
and the switch must be replaced.
2. Place one of the ohmmeter probes on a coil ter-
minal and another on the switch mounting
bracket. If the meter displays any resistance
reading, the coil is grounded and the switch
must be replaced.
3. The ohmmeter must display when the probes
are placed across the switch terminals.
NOTE: The switch terminals will show continuity
when 24VDC is applied to the coil terminals, however
high resistance across the internal switch contacts
due to arcing etc. could prevent the switch from
delivering adequate current to the cranking motor. If
the coil tests are satisfactory but the switch is still
suspect, it must be replaced with a new part.

SECTION D3
24VDC ELECTRICAL SYSTEM COMPONENTS
INDEX
24 VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
TRUCK SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
BRAKE WARNING BUZZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
AUXILIARY CONTROL CABINET COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
Power Distribution Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
Pulse Voltage Modulator (PMV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Control Power Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Auto Lube Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Ground Level Power Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Diode Board - DB1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
Fuse Blocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
Alarm Indicating Device (AID) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
Diode Matrix (With Sound) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Diode Matrix (Without Sound) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Hot Switch Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Hot Switch Inverter (Not Used) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-9
Temperature and Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-9
RELAY BOARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
Relay Boards RB1, RB3, RB4, RB5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
Relay Boards RB6, RB7, RB8, RB9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Relay Board Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13
MAGNETIC SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Body position switches (With proximity switches) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
D03045 12/11 24VDC Electrical System Components D3-1

BODY-UP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
HOIST LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
MAGNETIC SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17
Body position switches (With proximity switch and magnet) . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17
Proximity switch operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17
BODY-UP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18
Adjust the body up switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18
HOIST LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-19
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-19
Adjust the hoist limit switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-20
FUSE BLOCK CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-22
CIRCUIT BREAKER CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-24
CIRCUIT BREAKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-24
D3-2 24VDC Electrical System Components 12/11 D03045

24 VDC ELECTRICAL SYSTEM COMPONENTS
AUXILIARY CONTROL CABINET
COMPONENTS
The following 24VDC electrical system components
are located in the auxiliary control cabinet, which is
mounted on the left side of the main control cabinet
Do not attempt repairs until the truck is properly
behind the cab. The auxiliary control cabinet houses
shut down. Dangerous voltage levels are present
various components for the 24VDC circuits, engine
in the propulsion system while the engine is run-
related devices, and terminal strips that connect truck
ning and for a period of time after shutdown.
wiring harnesses with the main control cabinet and
Refer to the Index in Section D for additional
cab.
warnings.
The following information describes the components
TRUCK SHUTDOWN PROCEDURE in the auxiliary control cabinet and their operation.
1. Reduce the engine speed to idle. Move the Additional detailed information for operation and trou-
directional control lever in PARK. Make sure bleshooting procedures not included below can be
that the parking brake applied indicator light in found in Section E, Electrical Propulsion System, the
the overhead panel is illuminated. engine manufacturer's service publications, and the
appropriate GE publications. The electrical schemat-
2. Place the drive system in the rest mode by turn-
ics in Section R should be used when troubleshoot-
ing the rest switch on the instrument panel ON.
ing problems with the following 24VDC electrical
Ensure that the rest mode indicator light is illu-
system components.
minated.
3. Stop the engine using the key switch. If, for
some reason the engine does not stop, use the
Power Distribution Terminals
stop switch on the center console.
4. Verify the link voltage lights on the electrical 24VDC terminal (1, Figure 3-1) and 12VDC terminal
cabinet and next to the DID panel in the cab are (2) are mounted on the left wall of the cabinet. These
OFF. If they remain on longer than 5 minutes terminals distribute battery voltage and 12VDC for
after shutdown, the propulsion system must be devices requiring reduced voltage. The 24VDC termi-
inspected by a technician trained to investigate nal is a convenient test point for measuring battery
the cause. voltage during troubleshooting procedures.
5. Place the GF cutout switch in the CUTOUT
position throughout test and troubleshooting
procedures.
6. Verify that the steering accumulators have bled
down by attempting to turn the steering wheel.
BRAKE WARNING BUZZER

The brake warning buzzer provides an audible alarm
for the operator if a malfunction occurs in the hydrau-
lic service brake system. This buzzer is located
inside the radio module in the overhead panel. Refer
to Section J for additional details.

Pulse Voltage Modulator (PMV) Auto Lube Timer
The Pulse Voltage Modulator (6, Figure 3-1) receives The automatic lubrication system lubrication interval
a load curve signal from the engine controls and con- is controlled by auto lube timer (9). Lubrication cycle
verts it to a 0 to 10 volt signal for use by a PSC card frequency can be adjusted by removing the timer
in the Integrated Control Panel (ICP). cover and selecting one of five different timing inter-
vals available. System “on” time is automatically
determined by the timer and is not adjustable. Refer
Control Power Relay to Section P for additional automatic lubrication sys-
tem details.
Control power relay (8) is energized when the control
power switch, located in the main control cabinet, is
turned ON. This relay isolates the GE control power
Ground Level Power Relay
from the truck circuits and provides power to non-
propulsion system 24VDC components. When the ground level shutdown switch is OFF, the
ground level power relay (4) is energized and the
truck can operate. When the switch is ON (activated),
the engine will stop, and the ground level power relay
is de-energized, interrupting power to the payload
meter system and the timed engine shutdown
sequence.

FIGURE 3-1. AUXILIARY CONTROL CABINET - LEFT WALL
1. 24VDC Terminal 7. 12V Power Relay 13. Relay Board - RB5
2. 12VDC Terminal 8. Control Power Relay 14. Relay Board - RB6
3. Diode Board - DB1 9. Auto Lube Timer 15. Relay Board - RB7
4. Ground Level Power Relay 10. Relay Board - RB1 16. Relay Board - RB8
5. Key Switch Power Relay 11. Relay Board - RB3 17. Relay Board - RB9
6. Pulse Voltage Modulator (PVM) 12. Relay Board - RB4
NOTE: For more information about relay boards RB1 through RB9, refer to Relay Boards later in this section.

Diode Board - DB1 If a diode failure is suspected, remove and check the
diode as follows:
Diode board (18, Figure 3-1) contains 24 replaceable
diodes that are mounted on a plug-in connector for 1. Grasp the diode connector, compressing the
easy replacement. Some of the diodes are used in locking “ears” while pulling the connector off the
the coil circuit of various relays to suppress the resul- board. Note the connector “key” used to ensure
tant coil voltage spike when power is removed from correct polarity.
the circuit, preventing damage to other circuit compo-
NOTE: Some digital multimeters are designed to test
nents (lamp filaments, etc.). Other diodes are used to
diodes. If this type is used, follow the manufacturer's
control the flow of current in a circuit as required.
instructions for proper test.
Resistors or diodes may also be installed in sockets
P7 through P12. 2. An analog ohmmeter can be used to test the
diode as follows:
Refer to the electrical schematic in Section R of this
a. Place the meter on the “X100” scale.
manual for specific circuits.
b. With the red meter lead (+) on the banded
end of the diode and the black lead (-) on the
other diode lead, the meter should read
between 1000 and 2000 ohms.
c. Reverse the meter leads and read infinite
resistance.
3. If no resistance is read on the meter, the diode
is open and must be replaced.
4. If the meter reads zero ohms, the diode is
shorted and must be replaced.
5. Orient the diode assembly for proper polarity
(“key” noted in step 1.) and insert connector
until locked in position on mating receptacle.
FIGURE 3-2. DIODE BOARD
1. Mounting Rail 5. Foam Block
2. Screw 6. Board
3. Nut 7. Diode
4. Mounting Plate

Fuse Blocks Alarm Indicating Device (AID) System
Four fuse blocks (1, Figure 3-3) contain fuses that Alarm indicating device (AID) module (1, Figure 3-4
protect various circuits on the truck. Always replace a is connected to the electrical accessories circuits to
blown fuse with a new one of the same rating. For a provide the operator with a warning indication of a
listing of fuse sizes and circuits, refer to the Fuse malfunction. This system consists of up to eight
Blocks charts at the end of this section. printed circuit cards located in the auxiliary control
cabinet. The actual quantity of cards will depend on
the that are options installed on the truck.
FIGURE 3-3. AUXILIARY CONTROL CABINET -

FRONT VIEW FIGURE 3-4. AUXILIARY CONTROL CABINET -
1. Fuse Blocks RIGHT WALL
1. AID Module

The AID system enables the indicating lights to be The following briefly describe each card and its func-
flashing or constant. The AID also has the capability tion. Refer to Section R, Schematics, for the circuit
of operating an audible alarm along with the light. components described below.
The eight printed circuit cards are:
Diode Matrix (With Sound)
• Diode Matrix (With Sound) Card (Slot 1)
• Diode Matrix (Without Sound) Card (Slot 2) The diode matrix with sound card works very much
like the other diode matrix card, except that it con-
• Hot Switch Inverter Card (Slot 3)
tains extra diodes to activate the alarm horn in addi-
• Hot Switch Inverter Card (Slot 4) (Not Used) tion to the flasher. The circuits connected to terminals
• Temperature Card (Slot 5) (Optional) A1 through A8 operate in the same manner.
• Oil Level Card (Slot 6) (Optional) All of the card circuits are connected to the lamp test
• Temperature and Latch Card (Slot 7) switch on the overhead display area. In normal oper-
• Coolant Level and Flasher Card (Slot 8) ation, these circuits are open and not functional.
When the operator pushes the lamp test switch, it
NOTE: Each card is identified with a number which activates all the indicator circuits by grounding them.
corresponds to a mating number on the housing. If This is used to verify that all lamps are functional.
any cards are removed, make sure that the card
numbers correspond with the housing numbers Diode Matrix (Without Sound)
during installation See Figure 3-5.
The diode matrix without sound card consists of a
series of diodes capable of working with eight differ-
ent indicator circuits. The indicator light can be a
flashing light by connecting it to the 12F circuit or a
steady light by connecting it to the 12M circuit. In
addition, some of the indicator light circuits are
routed through a dimmer module to allow the opera-
tor to vary the intensity of the lamps. These lamps
are fed by circuits 12FD (flashing) and 12MD
(steady).
When an indicator circuit is not activated, there is no
ground circuit for the bulb. When the indicator detect-
ing switch activates the circuit, it grounds the lamp
and the flasher circuit through the diodes. Any cir-
cuits connected to terminals C1 through C8 will oper-
ate in the same manner. The alarm horn is not
activated by this card.
Hot Switch Inverter

The hot switch inverter card is used to operate and
test the service brake indicator light. In normal condi-
tions Q4 transistor is off and the Indicator Light is off.
When the stoplight switch is activated, 24 volts is
sent to pin “E” of the hot switch inverter card. Tran-
sistor Q4 is turned on by this voltage and, in turn,
FIGURE 3-5. AID SYSTEM CARD ENCLOSURE grounds the service brake indicator light. There is no
alarm horn operation with this card.
1. Diode Matrix With Sound
2. Diode Matrix Without Sound A second circuit on this card is used to operate and
3. Hot Switch Inverter test the retard speed control indicator light. When
4. Hot Switch Inverter (Not Used) RSC is turned OFF, transistor Q7 is off and the indi-
5. Temperature & Latch cator light is off. When RSC is turned on, 24 volts is
6. Coolant Level & Flasher sent to pin “J” of the card. This voltage turns on Q7,
grounding the indicator light circuit.

Hot Switch Inverter (Not Used) Coolant Level & Flasher
The optional oil level card is used to turn on the low The coolant level and flasher card contains two sepa-
oil level indicator light to warn the operator that the rate circuits. The flasher circuit at the top of the card
engine oil/hydraulic tank oil level is below acceptable has Q12 transistor biased to be saturated when no
levels. The oil float is connected to a variable resis- malfunction is present, resulting in 24 volt positive
tor. As the oil level decreases, the resistance goes output on pin “H” of the card and on wire 12F. When
down, causing Q3 to turn on and grounding the indi- an indicating circuit is activated, the ground side of
cator light and alarm horn. the circuit connected to card pin “K” is grounded.
Q12 will turn off initially and then after a delay,
The optional temperature card is used to turn on the
adjusted by R20, will turn on and off to give the inter-
high oil temperature indicator light. The indicator light
mittent 24 volt output.
tells the operator hydraulic tank oil temperature has
exceeded acceptable levels. Normal temperature The other half of the circuitry on the coolant level and
setting is 121°C (250°F). As the temperature goes flasher card operates the coolant level light. The
up, the resistance in the probe decreases providing a water level probe connected to terminal B11 grounds
ground path for the indicator light and alarm horn. the 31L circuit when the coolant in the radiator is
above the probe position. The coolant saturates the
Temperature and Latch probe and electrically grounds the circuit. When the
The temperature and latch card has two circuits to circuit is grounded, Q6 transistor is off, resulting in no
operate two different indicator lights. The tempera- indication. When the coolant level drops below the
ture circuit is controlled by a coolant temperature probe, 31L is no longer grounded and Q6 turns on to
sensor which decreases electrical resistance as its ground the flasher through D5, the coolant level light
temperature increases. It will have a resistance of through terminal D11, and the alarm horn through
approximately 1000 ohms at 85°C (185°F) and 500 D6. The light and alarm horn will operate intermit-
ohms at 121°C (250°F). The normal setting is 96°C tently as their 24 volt supply is from circuit 12F, the
(204°F). flasher output.
When the temperature is low and the resistance is NOTE: Some electronic engine controls monitor
high, Q1 is off and no high temperature indication coolant level. If the engine controls monitor the
occurs. When the coolant temperature is excessive, circuit, a 2KΩ resistor is installed to replace the probe
resistance decreases to a point where Q1 will turn on and disable the AID system circuit.
and ground the flasher through D8, the alarm horn
through D12, and the high temperature light through
terminal D8. R14 can adjust the temperature (resis-
tance) at which the circuit is activated.
NOTE: Some electronic engine controls monitor
coolant temperature. If the engine controls monitor
the circuit, a 2K ohm resistor is installed to replace
the temperature sensor and disable the AID system
circuit.
The latch circuit monitors the accumulator precharge
pressure switches. When one of the pressure
switches closes, Q5, which supplies power to the
gate of SCR Q7, will be turned off. With Q7 turned
on, Q9 will supply the ground path to turn on the low
accumulator precharge indicator light and sound the
alarm horn. The indicator light is connected to 12F
and will flash off and on. The SCR will remain on until
power is removed from the card by turning the key
switch OFF.

RELAY BOARDS Relay Boards RB1, RB3, RB4, RB5
The auxiliary control cabinet contains eight relay Each relay board of this type is equipped with four
boards to provide control for many of the 24VDC cir- green lights (9, Figure 3-6) and one red “breaker
cuits. Two types of boards are used. One type of open” light (7). Each relay board has a fifth green (8)
board contains circuit breakers in addition to 24VDC light that has a different function on each board.
relays and a PC board for special functions. The sec-
Four green lights (9) are labeled K1, K2, K3, or K4.
ond type of board contains relays only.
These lights will be on only when that particular con-
All relays are interchangeable. The circuit breakers trol circuit has been switched ON and the relay coil is
are interchangeable, providing that the circuit being energized. The light will not turn on if the relay
breaker capacity is the same. board does not receive the 24 volt signal to turn on a
component.
If illuminated, red “breaker open” light (7) indicates
that a circuit breaker on that relay board is in the OFF
Do not interchange or replace any circuit breaker position. A light on the overhead display panel will
with one of a different capacity than specified for also illuminate, informing the operator that a circuit
the circuit. Serious damage or a fire may result if breaker is in the OFF position. The red “breaker
the wrong capacity breaker is used. open” light will turn ON whenever there is a voltage
difference across the two terminals of a circuit
breaker.
The relay boards are identified as follows: If a control switch has been turned ON and a green
• Relay Board 1 . . . . . . .Clearance/Turn Signal (K) light is on, but that component is not operating,
check the following on the relay board for that circuit:
• Relay Board 3 . . . . . . .Stop, Retard, Backup
. . . . . . . . . . . . . . .Lights  If a circuit breaker light is on, press all the
circuit breakers to make sure that they are
• Relay Board 4 . . . . . . .Parking Brake, Horn,
all on. There is no visual indication as to
. . . . . . . . . . . . . . .Body-up, Engine Cranking which circuit breaker has been tripped.
• Relay Board 5 . . . . . . .Head Lights Check the operation of the component. If it
• Relay Board 6 . . . . . . .Backup Lights & Horn trips again, check the wiring or component
. . . . . . . . . . . . . . .Engine Functions, for the cause of the overload.
. . . . . . . . . . . . . . .Ether Start,  The contacts inside the relay may not be
. . . . . . . . . . . . . . .Auto Lube System closing, or the contacts may be open,
. . . . . . . . . . . . . . .Accumulator Bleeddown preventing an electrical connection. Swap
relays and check again. Replace defective
• Relay Board 7 . . . . . . .Brake Lock Limitation
relays. Relays may take one minute to trip
. . . . . . . . . . . . . . .I.M. Warning Light and 30 seconds before they can be reset.
. . . . . . . . . . . . . . .Timed Engine Shutdown
 Check the wiring and all of the connections
• Relay Board 8 . . . . . . .Mid/Full Load Signals between the relay board and the
. . . . . . . . . . . . . . .Shutters, component for an open circuit.
. . . . . . . . . . . . . . .Load Light Power
 The component may be defective. Replace
. . . . . . . . . . . . . . .Red, Yellow & Green PLM the component.
. . . . . . . . . . . . . . .Lights
 There is a poor ground at the component.
• Relay Board 9 . . . . . . .Park Brake Off Signal, Repair the ground connection.
. . . . . . . . . . . . . . .Engine Start
. . . . . . . . . . . . . . .Start Lockout
. . . . . . . . . . . . . . .Low Steering Pressure
Refer to Figure 3-1 for the location of each relay
board. Refer to the Circuit Breakers chart at the end
of this section for electrical circuit identification num-
bers.

Relay Boards RB6, RB7, RB8, RB9 To replace a circuit breaker:
Relay boards 6, 7,8 and 9 (Figure 3-7) do not contain NOTE: Always replace a circuit breaker with one of
circuit breakers or modular cards. Additional circuits the same amperage capacity as the one being
may be added by utilizing a spare relay socket as removed.
described below:
1. Activate the battery disconnect switches.
The control circuit for the relays are the “+” and “-” 2. Unplug all wiring harnesses from the relay
terminals: board. Remove the four relay board mounting
• “+” terminal is for positive voltage. screws. Remove the relay board from the truck.
• “-” terminal is for grounding of the control circuit. 3. Remove four hold down screws (2, Figure 3-6)
• Either circuit can be switched “open” or “closed” to (one in each corner) in the circuit breaker cover
control the position of the relay. plate. Remove two screws (6) and card (5).
The terminals of the switched circuit from the relay 4. Remove the nuts on the wire terminal leads on
contacts are labeled as follows: the circuit breaker to be replaced. Remove
mounting screws on circuit breaker to be
• NC - Normally Closed
replaced.
• COM - Common
5. Lift out circuit breaker. Retain flat washers from
• NO - Normally Open
wire terminals.
 COM terminal is for the voltage source 6. Install new circuit breaker of the same capacity
(protected by a circuit breaker) coming into rating as the one removed. Install one nut and
the relay which will supply the electrical two flat washers for each wire connection to the
power for the component being controlled.
new circuit breaker.
 NC terminal is connected (through the 7. Install cover plate and all screws removed dur-
relay) to the “COM” terminal when the relay ing disassembly.
is not energized (when the control circuit
terminals “+” & “-”) are not activated). 8. Carefully install card (5) with screws (6).
 NO terminal is connected (through the 9. Install relay board in truck and connect all wiring
relay) to the “COM” terminal when the relay harnesses.
is energized (by the control circuits “+” & “-”
being energized).
To replace a circuit panel card:
NOTE: DO NOT remove the small screws that hold
Service the cover plate to the circuit panel. Replace circuit
To replace a relay: panel as a complete assembly.
1. Place battery disconnect switches in the OFF
NOTE: The relays are labelled to identify the
position.
applicable circuits and components Also, refer to the
Fuse Blocks charts at the end of this section. 2. Remove the two mounting screws (6, Figure 3-
6) and carefully remove the circuit panel card
1. Remove one screw (10, Figure 3-6) holding the from the relay board.
crossbar in place and loosen the other screw.
3. Line up the new circuit panel in slots and with
2. Swing the crossbar away. the socket on the relay board and install care-
3. Gently wiggle and pull outward to remove relay fully.
(11). 4. Install two mounting screws (6).
4. Line up the tabs and install a new relay.
5. Place the crossbar in its original position and
install screw (10). Tighten both screws.

FIGURE 3-6. TYPICAL RELAY BOARDS - RB1, RB3, RB4, RB5
1. Relay Board 8. Bleed Down Light (GREEN)

2. Screw (Relay Board 4 Only)
3. Screw 9. K1, K2, K3, K4 Lights (GREEN)
4. Circuit Breaker 10. Screw
5. Circuit Panel Card 11. Relay
6. Screw 12. Circuit Harness Connector
7. Breaker Open Light (RED)

Relay Board Functions Relay Board 4 (RB4)
The following describes the components and func- 1 - Steering Pressure Bleed Down Timer Module
tions of each relay board. card
2 - 12.5 amp circuit breakers (CB20, CB21, CB22)
Relay Board 1 (RB1) 3 - Relays
1 - Flasher Power Light (Green): This light will be  Parking Brake Status (K1)
illuminated when the turn signals or hazard  Engine Cranking Oil Pressure Interlock
lights are activated. Relay (K2)
 1 light will be illuminated during right turn  Horn Relay (K3)
signal operation
 Body Up Relay (K4)
 2 light will be illuminated during left turn
signal operation
 3 light will be illuminated when clearance Relay Board 5 (RB5)
lights are activated.
1 - Light Display Module card
 4 light will be flashing when the turn signals
or hazard lights are in operation. 1 - Lights Control Light (Green): This light is
illuminated when 24 volts is being supplied to
NOTE: If circuit breakers (CB13 & CB15) are in the the battery terminal of the light switch.
off position, no warning will be noticed until the
clearance light switch is turned ON. 5 - 12.5 amp circuit breakers
(CB23, CB24, CB25, CB26, CB27)
1 - Flasher Module card
4 - Relays
2 - 12.5 amp circuit breakers (CB13, CB14, CB15)
 Left Low Beam Relay (K1)
4 - Relays
 Right Low Beam Relay (K2)
 Right Turn Light Relay (K1)
 Left High Beam Relay (K3)
 Left Turn Light Relay (K2)
 Right High Beam Relay (K4)
 Clearance Lights Relay (K3)
 Flasher Relay (K4)
Relay Board 3 (RB3)

1 - Light Module Display card
1 - Rev Light (Green): This light is illuminated
whenever the directional control lever is in the
REVERSE position and the key switch is in the
ON position.
4 - 12.5 amp circuit breakers
(CB16, CB17, CB18, CB19)
4 - Relays
 Manual Backup Lights Relay (K1)
 Stop Lights Relay (K2)
 Retard Lights Relay (K3)
Relay Board 6 (RB6) The following relays are installed on RB6:

 Backup Horn Relay (K1)
 Engine Interlock Relay (K2)
 Auto Lube Solenoid (K3)
 Bleeddown Power Supply (K4)
 Ether Start Relay (K5)
 Spare (K6)
 HID Headlight (K7)
 Auto Lube Timer (K8)
Relay Board 7 (RB7)

The following relays are installed on RB7:
FIGURE 3-7. AUXILIARY RELAY BOARD -
 Brake Lock Limitation (K1) RB6, RB7, RB8, RB9
 Brake Lock Limitation (K2) 1. Circuit Board 5. Mounting Plate
2. Mounting Rail 6. Foam Block
 Brake Lock Limitation (K3)
3. Screw 7. Relay
 Brake Lock Limitation (K4) 4. Nut
 I.M. Warning (K5)
 Timed Engine Shutdown Light (K6)
Relay Board 9 (RB9)
 Brake Lock Limitation (K7)
 Timed Engine Shutdown (K8)
 Start Circuit (K1)
 Auto Brake Apply Power (K2)
Relay Board 8 (RB8)
 Low Steering Pressure Power (K3)
 Park Brake Off Relay (K4)
 70% Load Signal to PSC Relay (K1)  Key Switch Start Activation (K5)
 Full Load Signal to PSC Relay (K2)  Low Steering Pressure Ground (K6)
 Shutter Relay (K3)  Spare (K7)
 PLM III Lights (K4)  Spare (K8)
 Shutter Relay (K5)
 Full Load RED PLM Light (K6)
 Partial Load YELLOW PLM Light (K7)
 Empty GREEN PLM Light (K8)

MAGNETIC SWITCHES 2. If necessary, loosen actuator arm mounting cap
screws (5), and position arm until centered over
Body position switches sensing area of switch. Vertical set up dimen-
(With proximity switches) sion (“B”) should be 41.5 mm (1.63 in.). Tighten
the cap screws.
Service
BODY-UP SWITCH
Keep the sensing area clean and free of metallic dust
Body-up switch (3, Figure 3-8) is located inside the
and other debris that may damage or inhibit opera-
right frame rail near the front of the body. It must be
tion of the switch. If the switch is damaged or not
adjusted to specifications to ensure that the proper
functioning, the switch must be replaced.
electrical signal is obtained when the body is raised
or lowered. The body-up switch is designed to pre-
vent propulsion in REVERSE when the dump body is
not resting on the frame rails. The switch also pre-
vents forward propulsion with the body up unless the
override button is depressed and held.
Operation
When the body is resting on the frame, actuator arm
(4) causes the electrical contacts in the magnetically
operated switch to close. When the body is raised,
the arm moves away from the switch, opening the
contacts. The electrical signal is sent to the control
system and the body-up relay.
The switch must be properly adjusted at all times.
Improper adjustment or loose mounting bolts may
cause false signals or damage to the switch assem-
bly.
Adjustment
Before adjusting the body-up switch, inspect the
body pads for wear and damage. Replace the body
pads if required. The body must be resting on the
frame in the normal body down position when adjust-
ments are made.
1. Loosen cap screws (2, Figure 3-8) and adjust
proximity switch bracket (3) to achieve an air FIGURE 3-8. BODY-UP SWITCH
gap (dimension “A”) of 12.7 to 15.9 mm (0.50 to
1. Switch Mounting 3. Proximity Switch
0.62 in.) between the sensing area (cross-
Bracket 4. Actuator Arm
hatched area as marked on the switch) and
2. Adjustment Cap 5. Adjustment Cap
actuator arm (4). Tighten the cap screws after
Screws Screws
the adjustment.

HOIST LIMIT SWITCH
Hoist limit switch (5, Figure 3-9) is located inside the
right frame rail above the rear suspension, near the
body pivot pin. The hoist limit switch is designed to
stop the hoist cylinders before they reach full exten-
sion, preventing possible damage to the dump body
or hoist cylinders.
Operation
When the hoist cylinders approach maximum stroke
and the body pivots on the pins, actuator arm (3)
moves close enough to the magnetically-operated
switch to close the electrical contacts. When the con-
tacts close, an electrical signal is sent to the hoist-up
limit solenoid valve, located in the hydraulic brake
cabinet, to prevent further oil flow to the hoist cylin-
ders.
bly.
Adjustment
1. Raise the body so that the hoist cylinders are
within 152 mm (6 in.) of maximum travel.
2. Adjust the hoist limit switch to achieve an air
gap (dimension “A”) of 12.70 to 14.30 mm (0.50
to 0.56 in.) between the sensing area and actu-
ator arm (3). Tighten the cap screws.
Service
and other debris that may damage or inhibit opera-
tion of the switch. If the switch is damaged or not
functioning, the switch must be replaced.
FIGURE 3-9. HOIST LIMIT SWITCH ADJUSTMENT
1. Body 4. Switch Mounting

2. Frame Plate
3. Actuator Arm 5. Hoist Limit Switch

MAGNETIC SWITCHES
Body position switches
(With proximity switch and magnet)
Proximity switch operation

The body position switches on these trucks are mag-
netic field change switches. The switches sense a
ferrous material target, as well as a specific pole
(south pole) magnet field. When a switch is activated
by ferrous material, the maximum sensing distance is
approximately 13 mm (0.5 in.). When a magnet is
used instead of ferrous material, maximum sensing
distance is approximately 95 mm (3.75 in.). There-
fore, use of a magnet target allows the switch to acti-
vate at greater sensing distances.
Inside the body limit switch, there are two magnets of

slightly varying strengths in line with one another.
The magnets are located on separate ends of a
rocker lever assembly which contains the functional
switch contacts. In the non-actuated or rest state, in
which there is no disturbance in the internal switch
natural magnetic fields, the stronger magnet domi-
nates the rocker into the “normal” position. Refer to
Figure 3-10.
When the field of the dominate magnet becomes
distracted by a target, (a ferrous plate, or an opposite FIGURE 3-10. SWITCH CONTACTS - NORMAL
polarity magnet field (south pole)), the weaker AND SENSED POSITIONS
magnet in the switch will then become more
dominate and move the rocker lever. The switch is
then considered to be actuated or in the “sensed”
position.
Service
and other debris that may damage or inhibit
operation of the switches. If a switch is damaged or
not functioning, the switch must be replaced.

BODY-UP SWITCH Adjust the body up switch.
Operation Figure 3-11 shows the body-up switch (2) and the
magnet (1) used to activate the switch. If switch
A magnetically activated proximity switche senses
adjustment is necessary, follow the procedure below:
the position of the truck dump body. Body-up switch
(2, Figure 3-11) is located inside the right frame rail, 1. With the body resting completely on the frame,
forward of the body pivot. This switch provides a loosen switch mounting bracket cap screws and
"body seated" signal when the body is resting on the the magnet adjustment cap screws.
frame. When the body is raised above the frame rail, 2. Position the upper edge of the magnet (1) 131.5
the magnetic field is removed from the switch sens- mm (5.18 in.) (Dimension A) from the bottom of
ing area. The switch sends a "body float" signal and mounting bracket. Tighten cap screws.
a warning lamp in the dash illuminates to inform the
3. Adjust the proximity switch (2) so the passing
operator.
distance between the two targets is 45 mm
NOTE: The body float lamp will also illuminate if the (1.77 in) (Dimension B). Tighten the cap
hoist control is not in the FLOAT position or if there is screws.
an open circuit between the switch controller.
The body-up switch is designed to prevent propul-
sion in REVERSE when the dump body is not resting
on the frame rails. The switch also prevents forward
propulsion with the body up unless the override but-
ton is depressed and held.
bly.
FIGURE 3-11. BODY-UP SWITCH ADJU

1. Magnet 2. Body-Up Switch

HOIST LIMIT SWITCH
Operation
Hoist limit proximity switch (1, Figure 3-13) is located
on the right frame rail just behind the pivot. When the
hoist cylinders approach maximum stroke and the
body pivots on the pins, magnet (2) moves close
enough to the proximity switch to close the electrical
contacts. The proximity switch sends a signal to the
hoist limit solenoid in the hydraulic cabinet. The sole-
noid activates and blocks oil flow from the hoist pilot
valve to the hoist valve. The “power up” oil supply is
blocked to prevent full hoist cylinder extension, and
possible damage to the hoist cylinders. Proper switch
adjustment ensures the hoist cylinder travel stops
approximately 152 mm (6 in.) before full extension.
The switch must be properly adjusted at all times. If
the hoist limit switch does not function as described
above, adjust the switche according to the procedure
below. Improper adjustment or loose mounting bolts
may cause false signals or damage to the switch
assembly.
NOTE: Since a magnetic target is used to activate

the switch, a larger initial distance in setting the
switch is required. This is due to the fact that
magnetic fields are not crisp 90 degree boxed fields
but are instead curved about the shape of the
magnet. Refer to Figure 3-12. The sensing field
boundary limit takes on the same curved sensing
area shape of the magnet field. The curved sensing FIGURE 3-12. HOIST LIMIT SWITCH OPTIMUM
area results in the actuation of the switch SETTING ADJUSTMENT
approximately 30 mm (1.18 in.) prior to reaching the
edge of the magnet. Therefore, it is crucial that the
30 mm (1.18 in.) is observed when setting the hoist
limit switch.

Adjust the hoist limit switch 4. Tighten the cap screws when adjusted properly.
If necessary, additional cap screws could also
1. Prior to adjustment, the dump body must be
be loosened to move the magnet to obtain the
raised to 152 mm (6 in.) of the maximum hoist
correct gap.
cylinder extension and supported in that loca-
tion. Ensure there is adequit overhead clear- 5. Lower the body onto the frame.
ance to fully raise the dump body. 6. Check the operation of the proximity switch to
2. Loosen proximity switch adjustment cap screws verify that the hoist cylinders stop before reach-
(4, Figure 3-13). Slide switch (1) up or down to ing maximum cylinder stroke. If the cylinders
position the top of the switch 30 mm (1.18 in.) extend to full stroke, adjust the proximity switch
(Dimension B) away from the lower edge of as necessary to prevent full cylinder extension.
magnet (2). Tighten cap screws when in posi-
tion.
3. Loosen cap screws (2, Figure 3-14). Slide the
switch to the left or right until the passing dis-
tance between the two targets is 45 mm (1.77
in.) (Dimension A).
FIGURE 3-13. HOIST LIMIT SWITCH (SIDE VIEW)

1. Proximity Switch 3. Cap Screws 5. Dump Body
2. Magnet 4. Cap Screws

FIGURE 3-14. HOIST LIMIT SWITCH (REAR VIEW)
1. Magnet 3. Proximity Switch

2. Cap Screws

FUSE BLOCK CHARTS
FUSE BLOCK #1
LOCATION AMPS DEVICES(S) PROTECTED CIRCUIT
1 15 A/C, Heater Blower Motor 12H
2 15 Windshield Washer / Wiper 63
3 5 Instrument Panel Gauges 712G
4 10 Key Switch Power 712P
5 10 Hoist Limit Solenoid 712H
6 15 Turn Signal / Clearance Lights 712T
7 10 Engine Options 712E
8 10 AID and Indicator Lights 12M
9 5 Engine Start Failure 712SF
10 10 Engine Shutters 712R
11 10 Dome Light Switch 712A
13 20 Comm. Radio 12VREG
14 10 Radio Memory 65
17 15 Key Switch Supplemental Power 11SP
18 15 Payload Meter Lights 39J
19 5 Payload Meter System 39G
FUSE BLOCK #2
1 15 Service Lights 11SL
2 15 Cab Dome, Fog, Ladder Lights 11L
3 15 Hazard Lights 46
4 10 Interface Module 11INT
5 10 VHMS & Orbcomm Controllers 85
6 20 Modular Mining System 11M
7 15 VHMS & Orbcomm Battery 11DISP
8 10 Interface Module Power 11IM2
9 15 Oil Reserve System Pump 11ORS
10 15 Oil Reserve System Control 11RCNT
11 20 Hydraulic Bleed Down 11BD
13 10 Key Switch Power 11KS
17 20 Engine Battery Power 11E1

FUSE BLOCK #3
1 15 Cab Drive Components 71P
2 10 Automatic Lube Pump 68ES
3 15 Interface Module 71IM
4 20 Cab Drive Components 710S
17 10 Cigarette Lighter 67C
18 20 R.H. Cab Window 67R
19 20 L.H. Cab Window 67P
FUSE BLOCK #4
1 10 Brake Circuits 71BC
2 5 PLMIII 712K, 712PL
3 5 Interface Module 87
4 10 VHMS Power 71VHM
5 5 Modular Mining System 712MM
6 5 Display Module 86
7 10 Hydraulic Bleeddown Signal 71BD
8 10 OP Switch LED Power 71LS
9 1 Selector Switch Power 71SS
17 5 Temperature Gauge 15V
18 15 Pedal Voltage 15PV
19 5 Engine Interface 15VL
FUSE HOLDERS
1 1 Left Rear Wheel Speed Sensor (15LRW) 77P
2 1 Right Rear Wheel Speed Sensor (15RRW) 714P
3 1 Left Front Wheel Speed Sensor (15LWS) 15SLW
4 1 Right Front Wheel Speed Sensor (15RWS) 15SRW

CIRCUIT BREAKER CHART
CIRCUIT BREAKERS
AMPS DEVICES(S) PROTECTED CIRCUIT LOCATION
CBA 5 Pay Load Meter III 396 Auxiliary Control Cabinet
CBB 15 Pay Load Meter III 11S Auxiliary Control Cabinet
CB13 12.5 Clearance Lights 46 RB1, Auxiliary Control Cabinet
CB14 12.5 Turn Signal Flasher 11Z RB1, Auxiliary Control Cabinet
CB15 12.5 Tail Lights 41T RB1, Auxiliary Control Cabinet
CB16 12.5 Retard Lights 44D RB3, Auxiliary Control Cabinet
CB17 12.5 Manual Back-Up Lights 47B RB3, Auxiliary Control Cabinet
CB18 12.5 Stop Lights 44A RB3, Auxiliary Control Cabinet
CB19 12.5 Backup Lights and Horn 79A RB3, Auxiliary Control Cabinet
CB11 12.5 Backup Horn and Lights 79A RB3, Auxiliary Control Cabinet
CB20 12.5 Engine Control Power 23D RB4, Auxiliary Control Cabinet
CB21 12.5 Service Lights, Horn, Solenoid 11A RB4, Auxiliary Control Cabinet
CB22 12.5 Engine Run Relay 439E RB4, Auxiliary Control Cabinet
CB23 12.5 Headlights, Left Low Beam 11DL RB5, Auxiliary Control Cabinet
CB24 12.5 Headlights, Right Low Beam 11DR RB5, Auxiliary Control Cabinet
CB25 12.5 Headlights, Left High Beam 11HL RB5, Auxiliary Control Cabinet
CB26 12.5 Headlights Right High Beam 11HR RB5, Auxiliary Control Cabinet
CB27 12.5 Headlights and Dash Lights 11D RB5, Auxiliary Control Cabinet
CB60 50 12VDC Power Supply 11CB2 Battery Control Box
CB61 15 Battery Monitor Relay 11C1 Battery Control Box

SECTION D11
KOMTRAX Plus SYSTEM
INDEX
KOMTRAX Plus COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3
KOMTRAX Plus BASIC FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3
KOMTRAX Plus BASIC FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3

Gather Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3
Convert and Record Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3
Communicate Data to Off-Board Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-4
USING THE KOMTRAX Plus SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-5

Turning the KOMTRAX Plus System ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-5
Normal KOMTRAX Plus Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-5
Turning the KOMTRAX Plus System OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-6
Downloading from the KOMTRAX Plus Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-6
KOMTRAX Plus DATA ITEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7

Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7
Machine History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7
KOMTRAX Plus History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7
Snapshots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-8
Manual Snapshots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-8
Trends . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-10
Histogram (Load Map) Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-10
Haul Cycle Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D11-11
Alarm and Snapshot Triggers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-12
Satellite Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-12
KOMTRAX Plus DIAGNOSTIC FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14

Fault History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14
KOMTRAX Plus LED Digits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14
KOMTRAX Plus CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-15
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-15
KOMTRAX Plus SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-17
NECESSARY SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-17

NECESSARY TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-17
KOMTRAX Plus SYSTEM SET UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-18
KOMTRAX Plus Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-18

KOMTRAX Plus CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-18
D11009 9/10 KOMTRAX Plus COMPONENTS D11-1

KOMTRAX Plus TOOL BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-18
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-18
KOMTRAX Plus SETTING TOOL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-18

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-18
KOMTRAX Plus INITIALIZATION PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-19
1. KOMTRAX Plus CONTROLLER SETUP PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-19

KOMTRAX Plus Setting Tool software program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-19
Select Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-19
KOMTRAX Plus Setting Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-20
Machine Information Setting(1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-20
Machine Information Setting(2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-20
Date & Time Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-20
GCC Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-21
Setting Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-21
2. KOMTRAX Plus SNAPSHOT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-22
3. KOMTRAX Plus DOWNLOAD PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-23
4. LOCATION OF DOWNLOAD FILES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-23
5. KOMTRAX Plus FTP UPLOAD PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-24
6. KOMTRAX Plus INITIALIZATION FORMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-25

WHEN REPLACING A KOMTRAX Plus CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-26
To Set: Date & Time; Satellite; Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-28

Review Setting Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-30
KOMTRAX Plus CONTROLLER CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-31

KOMTRAX Plus Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-31
Necessary Equipment: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-31
Preliminary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-32
KOMTRAX Plus Controller Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-33
ORBCOMM CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-35

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-35
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-35
D11-2 KOMTRAX Plus COMPONENTS 9/10 D11009

KOMTRAX Plus COMPONENTS
KOMTRAX Plus BASIC FEATURES Convert and Record Data
The center of the KOMTRAX Plus (previously called KOMTRAX Plus controller (2, Figure 11-1) processes
VHMS) system is the controller which gathers data data received from external controllers and stores the
about the operation of the truck from sensors and following data in internal memory:
other controllers installed on the truck. Refer to
• Fault codes from the engine, Interface Module,
Figure 11-1 for an overview of the KOMTRAX Plus and PLM III
system components.
• Snapshots of data when specific fault codes
For instructions on how to use KOMTRAX Plus soft- occur
ware programs, refer to KOMTRAX Plus Software • Trends of specific engine and chassis
elsewhere in this section. For error codes and trou- parameters
bleshooting procedures, refer to KOMTRAX Plus &
• Load map and other measures of engine and
Interface Module Error Codes and Troubleshooting chassis usage
elsewhere in this section.
• Haul cycle summary information, including
payload, distance traveled, and travel times
In addition to data gathered from external controllers,
KOMTRAX Plus records information about the vehi-
Gather Data cle and KOMTRAX usage, including:
The KOMTRAX Plus controller gathers data from • Key ON and engine ON record
four sources. Real-time and alarm data from each
• KOMTRAX Plus configuration changes.
controller is gathered continually. In addition, haul
cycle summary data from the PLM III is requested by
the KOMTRAX Plus controller one time per day.
The KOMTRAX Plus system performs three primary
functions:
1. Gathers data from on-board sources:
a. PLM III Controller
b. Interface Module (IM)
c. Engine Controllers
d. Drive System Controller
2. Converts data into usable formats and record
into permanent memory.
3. Communicates data to off-board systems:
a. Satellite (ORBCOMM)
b. Laptop Personal Computer (PC) Download
NOTE: The ORBCOMM controller may not be

approved for use in certain countries of the world.
Local regulation may prohibit the use of the
ORBCOMM controller/satellite communicator. If
equipped, the controller and antenna may be FIGURE 11-1. KOMTRAX Plus SYSTEM
disconnected and/or removed from the truck.. COMPONENTS
1. ORBCOMM Controller 3. Interface Module
2. KOMTRAX Plus 4. Red LED Digits
Controller 5. Green LED Light

FIGURE 11-2. KOMTRAX Plus SYSTEM
Communicate Data to Off-Board Systems Communication to a laptop PC occurs whenever a

user connects a laptop PC to the KOMTRAX Plus
The KOMTRAX Plus has two methods to communi-
controller and requests a data download. All KOM-
cate data to off-board systems:
TRAX Plus data is available for download to a laptop
• Via satellite to the WebCARE database PC. Once downloaded to a laptop PC, the informa-
tion is then sent to Komatsu via FTP. This data is
• Download to a laptop PC running the VHMS
Technical Analysis Toolbox software then compiled at the Komatsu computer server.
Based on this information, the local Komatsu distribu-
Communication to the satellite (using ORBCOMM) tor will suggest improvements and provide informa-
occurs automatically, but only sends critical data tion aimed at reducing machine repair costs and
items. ORBCOMM controller (1, Figure 11-1) is downtime.
located inside the auxiliary cabinet. ORBCOMM
antenna (1, Figure 11-3) is mounted on the front left
corner of the cab by magnetic mount (2). In order to collect all the necessary machine data, a
NOTE: The ORBCOMM controller installed at the preventative maintenance (P.M.) snapshot needs to
factory on all new trucks may not be approved for be recorded every 500 hours of operation. The snap-
use in certain countries of the world. Local regulation shot and other data is then downloaded into a laptop
may prohibit the use of the ORBCOMM controller/ PC. This data is to be sent to Komatsu via the FTP
satellite communicator. The controller and antenna program which is a part of the VHMS Technical Anal-
may be disconnected and/or removed. ysis Tool Box program. Refer to the check-out proce-
dure for more detailed information regarding a P.M.
snapshot.

Turning the KOMTRAX Plus System ON
The KOMTRAX Plus controller is turned on by the
truck key switch (circuit 712). Immediately after
receiving input from the key switch signal, the KOM-
TRAX Plus controller begins its power-up initializa-
tion sequence. This sequence takes about three
seconds, during which time red LED digits (4,
Figure 11-1) on the top of the KOMTRAX Plus con-
troller unit will display a circular sequence of flashing
LED segments. The controller will not support a con-
nection from a laptop PC or a manual snapshot dur-
ing this initialization time.
The KOMTRAX Plus controller is connected directly
to the battery circuit which provides a constant 24
volt signal from the truck batteries. However, the con-
troller has the ability to turn itself off, and will do so
automatically within three minutes after the key
switch is turned off.
The battery disconnect switch, located at the

FIGURE 11-3. ORBCOMM ANTENNA truck battery box, will remove 24 volt power from
the KOMTRAX Plus controller and cause the con-
1. Orbcomm Antenna 2. Magnetic Mount troller to LOSE ALL DATA gathered since the key
switch was last turned ON. DO NOT disconnect
the batteries until the controller has completed
its shutdown operations and has turned off its
LED digits.
USING THE KOMTRAX Plus SYSTEM
Normal KOMTRAX Plus Operation
The primary tool for configuring, downloading, and
viewing KOMTRAX Plus data is the VHMS Technical The red LED digits on the top of the controller indi-
Analysis Toolbox software. Use of this software cate the current condition of the KOMTRAX Plus sys-
requires: tem. The possible conditions are shown in Table 1.
• A laptop PC running Windows 95/98/2000/ME/

XP operating system Table 1: KOMTRAX Plus STATUS
• A serial cable to connect the laptop PC to the LED DISPLAY DESCRIPTION
KOMTRAX Plus controller Flashing LED seg- Power-on initialization
Refer to the VHMS Technical Analysis Tool Box ments in circular
instruction manual for additional information about sequence
using this software. Numeric display, Normal Operation
counting 00 - 99 at
NOTE: It is recommended that the engine be OFF
rate of 10 numbers
when downloading or configuring the KOMTRAX
per second
Plus controller.
Flashing Fault Codes Normal operation, but a
fault code is active
NOTE: Only a limited number of fault codes are

displayed on the LED display. Most fault conditions
are recorded internally in the KOMTRAX Plus
controller, but are NOT indicated on the LED digits.

Turning the KOMTRAX Plus System OFF Downloading from the KOMTRAX Plus Controller
The KOMTRAX Plus controller is connected directly Downloading data requires a laptop PC running Win-
to the truck batteries, but will remain in normal opera- dows 95/98/2000/ME/XP operating system, the
tion only if the truck key switch input (circuit 712) is VHMS Technical Analysis Toolbox software, and a
on. When the controller senses that the truck key serial cable to connect the laptop PC to the KOM-
switch has been turned off, it finishes its internal pro- TRAX Plus controller. Refer to the VHMS Technical
cessing and then saves recent data into permanent Analysis Tool Box instruction manual for additional
memory. This process can take up to three minutes. information about using this software.
If 24 volt power is removed from the KOMTRAX Plus When a download to a laptop PC is performed, cer-
controller before it has time to save data to perma- tain files are generated to store data. A listing of the
nent memory, data loss or corruption may occur. file types and data is shown in Table 2.
The controller will turn off the red LED digits when it KOMTRAX Plus diagnostic port (2, Figure 11-4),
is off. located on the D.I.D. panel at the rear of the operator
cab, is used to download data from the controller.
Do not remove 24 volt power from the KOMTRAX

Plus controller unless the red LED digits on the
controller are off!
FIGURE 11-4. DIAGNOSTIC PORTS

1. IM Diagnostic Port
2. KOMTRAX Plus Diagnostic Port
Table 2: File Types of Download Data

File Name Data Type Description
cyc_int0 Cycle Interval Changes in engine speed
csvdata_3f.csv Temporary Brake Load Map
Fault0.csv Fault History Records all faults
index00.csv Index Lists all common data files
loadm1.csv Temporary Load Map
mcn_his0.csv Machine History Key On, Key Off
m_area0.csv Running Area Map Records engine operation distribution
m_drct0.csv Running Direction Map Records engine performance movement
snap00.csv Snapshot Records snapshot data over time period
vhmshis0.csv KOMTRAX Plus History Records changes to KOMTRAX Plus
*.k Zipped File Contains all data files

KOMTRAX Plus DATA ITEMS Serious fault conditions will be sent to WebCARE via
the ORBCOMM satellite network, as well as being
Fault Codes recorded in permanent memory. Some fault codes
The KOMTRAX Plus controller maintains a history of are configured to generate a snapshot when they
the most recent 600 fault codes. For each fault code, occur. Refer to Table 6 for detailed information show-
the controller records the following information: ing which fault codes will send data to WebCARE
and which ones trigger a snapshot.
• Fault Code Number
• SMR (service meter reading) when the fault
occurred Machine History
• Time/Date when the fault occurred The KOMTRAX Plus controller maintains a history of
• SMR (service meter reading) when the fault the most recent 400 Key ON and Engine ON condi-
cleared tions.
• Time/Date when the fault cleared
KOMTRAX Plus History

If a fault occurs more than once within 30 minutes,
The KOMTRAX Plus controller maintains a history of
the KOMTRAX Plus controller will only maintain a
the most recent 400 KOMTRAX Plus configuration
single fault entry, but will count the number of times
changes. The controller will record a history entry
the fault occurred and cleared. This feature prevents
each time one of the following configuration changes
an intermittent fault that occurs repeatedly from filling
occurs:
up the fault memory.
• Changing the date or time of the KOMTRAX Plus
controller
• Changing the ORBCOMM satellite settings
• Performing a KOMTRAX Plus memory clear
operation

Snapshots Manual Snapshots
A snapshot is a time history of real-time data that is A manual snapshot is taken by pressing the data
recorded before and after the instant that a fault code store button (1, Figure 11-5), located at the rear of
occurs. The KOMTRAX Plus controller is continually the center console. When the 7.5 minute snapshot is
recording real-time data for various engine data being recorded by the KOMTRAX Plus controller,
items. This allows the KOMTRAX Plus controller to KOMTRAX Plus snapshot in progress light (2) will be
record data for the time period before and after a illuminated. During the first five minutes, the LED will
fault code occurred. be on continuously. During the next two minutes, the
LED will flash slowly. During the last 30 seconds, the
Only certain fault codes generate snapshots. When a
LED will flash rapidly.
snapshot enabled fault code occurs, the KOMTRAX
Plus controller will record data for 330 seconds (5.5 Manual snapshots are used to record current
minutes) before the fault to 120 seconds (2 minutes) machine data, and can then be downloaded and
after the fault. stored in a laptop PC. These snapshots can be used
to observe current conditions on a machine. Over
In order to conserve storage memory, the KOMTRAX
time, these snapshots can be compared and trends
Plus controller records snapshot data at two different
can be monitored. During the snapshot recording
sample rates. Each data item is recorded at a rate of
period, the machine must be driven over a variety of
one sample every 10 seconds up until 30 seconds
conditions so useful data can be collected.
prior to the fault occurrence. Each data item is then
recorded at a rate of one sample per second from 30
seconds prior to 120 seconds after the fault occur-
rence.
If a snapshot enabled fault condition occurs more
than one time, the KOMTRAX Plus controller will
record the snapshot for the first (earliest) fault occur-
rence. The only exception is the manual snapshot
button, in which case the controller will record the lat-
est (most recent) snapshot.
Refer to Table 3 for all the items that are recorded in
each snapshot.
FIGURE 11-5. REAR OF CENTER CONSOLE

1. Data Store Button
2. KOMTRAX Plus Snapshot In Progress

Table 3: Snapshot Data
Data Item Data Source Model Note
Engine Coolant Temperature Engine QUANTUM Controller
Engine Oil Pressure Engine QUANTUM Controller
Accelerator Position% Engine QUANTUM Controller
Engine Speed Engine QUANTUM Controller
Exhaust Gas Temperature (Left Front) Engine CENSE Controller
Exhaust Gas Temperature (Left Rear) Engine CENSE Controller
Exhaust Gas Temperature (Right Front) Engine CENSE Controller
Exhaust Gas Temperature (Right Rear) Engine CENSE Controller
Engine Oil Temperature Engine CENSE Controller
Fuel Rate Engine QUANTUM Controller
Boost Pressure Engine QUANTUM Controller
Blow-by Pressure Engine QUANTUM Controller
Vehicle Speed PLM III
Sprung Weight PLM III
haul cycle State PLM III
Brake Pressure Interface Module
Hoist Pressure 1 Interface Module
Hoist Pressure 2 Interface Module
Steering Pressure Interface Module
Front Left Brake Oil Temperature Interface Module 930E Only
Front Right Brake Oil Temperature Interface Module 930E Only
Rear Left Brake Oil Temperature Interface Module 930E Only
Rear Right Brake Oil Temperature Interface Module 930E Only
Ambient Temperature Interface Module
Hydraulic Oil (Tank) Temperature Interface Module 830E Only

Trends The KOMTRAX Plus controller maintains an engine
speed vs. fuel rate histogram called the Engine Load
The KOMTRAX Plus controller develops trends by
Map, and a brake pressure vs. speed histogram.
monitoring real-time data, and reducing the data into
20 hour statistical values. For each trended data The Engine Load Map histogram shows time-at-level
item, the controller can determine the maximum for specific engine speed and fuel rate combinations.
value, minimum value, and average value during the
The Brake Pressure vs. Speed histogram shows
preceding 20 hour period. Table 4 shows the type of
time-at-level for specific brake pressure and vehicle
statistical data recorded for each item.
speed combinations.
NOTE: Trend data is only collected when the engine
Two engine load maps are maintained in the KOM-
is running.
TRAX Plus controller. The Permanent Load Map
Histogram (Load Map) Data contains load map data for the life of the engine. The
Temporary Load Map contains load map data since
The KOMTRAX Plus controller develops histograms the most recent memory clear action.
by sampling data every 100ms while the engine is
running. The data is presented as a two dimensional Although the engine data is sampled every 100ms
histogram showing time-at-level for various combina- internally, the histograms are only updated every two
tions of the two input data items. hours.
Table 4: Trend Data

Data Item Data Source MAX AVG MIN Model
Notes
Engine Coolant Temperature QUANTUM Controller X X
Engine Oil Pressure QUANTUM Controller X X
Engine Speed QUANTUM Controller X
Atmospheric Pressure QUANTUM Controller X
Exhaust Gas Temperature CENSE Controller X
Engine Oil Temperature CENSE Controller X
Fuel Rate QUANTUM Controller X
Boost Pressure QUANTUM Controller X
Blow-by Pressure QUANTUM Controller X
Brake Pressure Interface Module X X
Hoist Pressure 1 Interface Module X
Hoist Pressure 2 Interface Module X
Steering Pressure Interface Module X
Front Left Brake Oil Temperature Interface Module X X 930E Only
Front Right Brake Oil Temperature Interface Module X X 930E Only
Rear Left Brake Oil Temperature Interface Module X X 930E Only
Rear Right Brake Oil Temperature Interface Module X X 930E Only
Ambient Temperature Interface Module X X X
Hydraulic Oil (Tank) Temperature Interface Module X X 830E Only

Haul Cycle Data The KOMTRAX Plus controller maintains a record of
the payload summary data from the past 100 daily
The KOMTRAX Plus controller downloads haul cycle
transmissions to ORBCOMM.
data from Payload Meter III one time every 24 hours,
at a time specified by the VHMS Setting Tool soft- NOTE: The haul cycle summary statistics exclude
ware. The data consists of a summary report of all haul cycles that the Payload Meter III controller has
haul cycles completed in the past 24 hours. The sum- marked as 'not trusted'. The total number of haul
mary data items are listed in Table 5. cycles that occurred during the summary period, but
were excluded from the summary, are indicated in
After receiving the haul cycle summary data from
the 'Total Excluded Cycles' field. See the Payload
Payload Meter III, the KOMTRAX Plus controller
Meter III coverage in Section M, Options, for more
immediately attempts to send the data to WebCARE
information on excluded cycles.
via the ORBCOMM satellite. The haul cycle sum-
mary data is also stored in controller internal mem-
ory.
Table 5: Haul Cycle Data

Summary Data Item Description
Summary Start Time Start time of first haul cycle in summary
Summary End Time Start time of last haul cycle in summary
Total Cycles Total haul cycles included in this summary
Total Excluded Cycles Total haul cycles occurring during summary period, but excluded from the statistics
Average Carried Load Average Gross Payload
Standard Deviation of Carried Load Standard Deviation of Gross Payload
Number of Loads Over Rated Number of haul cycles with carried load > rated payload for this truck.
Number of Loads Over 110% Number of haul cycles with carried load > 110% of rated payload for this truck.
Number of Loads over 120% Number of haul cycles with carried load > 120% of rated payload for this truck.
Maximum Carried Load Maximum carried load during this summary
Maximum Speed EMPTY Maximum truck speed while truck was empty
Average Speed EMPTY Average truck speed while truck was empty
Maximum Speed LOADED Maximum truck speed while truck was loaded
Average Speed LOADED Average truck speed while truck was loaded
Maximum Sprung Load Maximum instantaneous sprung weight recorded during this summary
Average Maximum Sprung Load Average of all 'Maximum Sprung Load' values recorded in each haul cycle
Maximum Frame Torque Maximum instantaneous frame torque recorded during this summary
Average Maximum Frame Torque Average of all 'Maximum Frame Torque' values recorded in each haul cycle.
Right Front Tire TKPH Total tire ton kilometer per hour recorded for the right front tire.
Left Front Tire TKPH Total tire ton kilometer per hour recorded for the left front tire
Rear Tires TKPH Total tire ton kilometer per hour recorded for the rear tires
Relative Application Severity Total frame damage recorded during this summary
Reserved_1 Future Use

Alarm and Snapshot Triggers Satellite Features
Serious fault conditions will be sent to WebCARE via The KOMTRAX Plus controller sends data to Web-
the ORBCOMM satellite network, as well as being CARE via the ORBCOMM satellite network in the fol-
recorded in permanent memory. Some fault codes lowing conditions:
are configured to generate a snapshot when they
• A fault code occurs that has been configured for
occur.
transmission via ORBCOMM.
Table 6 shows which fault codes trigger a snapshot • A periodic event occurs, such as reception of
and which fault codes will be sent to WebCARE via daily PLM III summary data or a 20 hour trend.
satellite.
• A remote request for data is received via the
satellite network.
Table 6: Alarm and Snapshot Triggers

VHMS KOMTRAX Fault Description Source Sent via Snapshot Model Notes
Fault Code ORBCOMM Trigger
#A018 RR Flat Cylinder Warning PLM III X 830E-AC
#A019 LR Flat Cylinder Warning PLM III X 830E-AC
#A101 Pump Filter Switches IM X 830E-AC
#A107 Propel System Caution IM X 830E-AC
#A108 Propel System Temp Caution IM X 830E-AC
#A109 Propel System Reduced Level IM X 830E-AC
#A115 Low Steering Precharge IM X 830E-AC
#A124 No Propel / Retard IM X 830E-AC
#A125 No Propel IM X 830E-AC
#A126 Hydraulic Tank Level IM X 830E-AC
#A127 IM Sensor +5V Low IM X 830E-AC
#A128 IM Sensor +5V High IM X 830E-AC
#A190 Auto Lube Switch IM X 830E-AC
#A193 High Hydraulic Tank Oil Temp IM X X 830E-AC
MFA0 Manual Trigger Manual X X All
C00115 Speed Signal Lost Engine X X All
C00135 Oil Pressure Circuit Failed High Engine X X All
Continued

Table 6: Alarm and Snapshot Triggers (Continued)
KOMTRAX KOMTRAX Plus Fault Description Source Sent via Snapshot Model Notes
C00143 Low Oil Pressure Engine X X All
C00151 High Coolant Temperature Engine X X All
C00155 High IMT LBF Engine X X All
C00158 High IMT LBR Engine X X All
C00162 High IMT RBF Engine X X All
C00165 High IMT RBR Engine X X All
C00214 High Oil Temperature Engine X X All
C00219 Remote Oil Level Low Engine X X All
C00233 Low Coolant Pressure Engine X X All
C00234 Engine Overspeed Engine X X All
C00235 Low Coolant Level Engine X X All
C00261 High Fuel Temperature Engine X X All
C00292 OEM Temp out of Range Engine X X All
C00293 OEM Temp Failed High Engine X All
C00294 OEM Temp Failed Low Engine X All
C00296 OEM Pressure Out of Range Engine X X All
C00297 OEM Pressure Failed High Engine X All
C00298 OEM Pressure Failed Low Engine X All
C00473 Remote Oil Level Signal Invalid Engine X X All
C00555 High Blow-by Pressure Engine X X All
C00639 Intake Air Leak LBR Engine X X All
C00641 High Exh Temp #1 LB Engine X All
C00651 High Exh Temp #1 RB Engine X All

KOMTRAX Plus DIAGNOSTIC FEATURES KOMTRAX Plus CONTROLLER
The KOMTRAX Plus system provides several basic The KOMTRAX Plus controller collects and stores
data items that are useful for troubleshooting failures signals from sensors and data from other controllers.
in the KOMTRAX Plus system itself. It also gives commands for transmitting the accumu-
lated data through the communications system. The
controller operates on 20VDC - 30VDC.
Fault History
The Fault History recorded in the KOMTRAX Plus
controller can help identify failures within the system
and in the communications network to the engine
controllers, interface module, or PLM III. For a com-
plete listing of all the error codes, refer to the KOM-
TRAX Plus Troubleshooting and Checkout
Procedures in this section.
KOMTRAX Plus LED Digits

The KOMTRAX Plus controller indicates some sys-
tem errors or communication errors on two red LED
digits (2, Figure 11-6) on the controller. Error codes
are flashed as a two-part sequence. If no errors are
occurring, the controller LED's count from 00 - 99
continuously at a rate of 10 numbers per second. For
a complete listing of all the error codes, refer to the
KOMTRAX Plus Troubleshooting and Checkout Pro-
cedures in this section.
The KOMTRAX Plus controller also has two red LED
lights (10 and 11, Figure 11-6).
Light (10) PLM III communication
• OFF - no communication with the PLM III
controller
• ON - is communication with the PLM III controller
FIGURE 11-6. KOMTRAX Plus CONTROLLER
Light (11) ORBCOMM
1. KOMTRAX Plus 7. Connector CN1
• OFF - no communication with ORBCOMM
controller Controller 8. Connector CN2A
2. LED Digit Display 9. Connector CN2B
• ON - communication with ORBCOMM controller 3. Connector CN3B 10. PLM III Light
• FLASHING - satellite in view 4. Connector CN3A 11. ORBCOMM Light
5. Connector CN4B
6. Connector CN4A

Removal Installation
If the KOMTRAX Plus controller has to be replaced, 1. Install the new KOMTRAX Plus controller and
the following steps must be performed in order to connect the wiring harnesses to it. Connect the
maintain accurate information after the controller has laptop PC to the KOMTRAX Plus controller with
been replaced. If the new KOMTRAX Plus controller the serial cable.
is not set up correctly (like the one being removed), 2. Connect battery power. Turn the key switch ON,
the data in the controller and at WebCARE may not but do not start the engine.
be usable. 3. With the VHMS Setting Tool software, enter the
Some steps will require using a laptop PC and the Service ID and choose the “Save/Load” func-
VHMS Setting Tool software or the VHMS Technical tion.
Analysis Tool Box software. For more detailed 4. From the file menu, select “Load”.
instructions on performing these steps with a laptop 5. Capture a screen shot (“Alt” and “Print Screen”
PC and software, refer to KOMTRAX Plus Software keys at the same time) of the Save Confirma-
elsewhere in this section. tion window, paste it into a Microsoft Word doc-
During the controller replacement process, two data ument and save it.
downloads will have to be taken (one before, one 6. Click the [OK] button to load the settings.
after) and sent to WebCARE. Also, a KOMTRAX
7. Click the [Apply] button to reset the controller,
Plus Initialization form will have to be filled out and
then click the [OK] and [Yes] buttons to confirm.
sent to Komatsu North America as shown on the
Then select the [Close] button.
form.
8. Fill out a “KOMTRAX Plus Initialization” form
and send it to Komatsu as instructed on the
1. With the key switch OFF, connect a laptop PC form.
to the KOMTRAX Plus controller using the 9. Exit the VHMS Setting Tool program.
serial cable. 10. Turn the key switch OFF and wait three min-
2. Using a laptop PC and the VHMS Technical utes.
Analysis Tool Box software, perform a complete
11. Turn the key switch ON. Wait three minutes and
data download from the KOMTRAX Plus con-
watch for any error messages on the KOM-
troller.
TRAX Plus controller LED lights that might indi-
3. Save this data so it can be sent to WebCARE at cate a problem in the system.
a later time when a connection to the internet is
available. 12. If there are no error messages, continue to Step
13. If there are error messages, refer to the
4. Using the VHMS Setting Tool software, enter
KOMTRAX Plus Checkout procedures or KOM-
the Service ID and choose the “Save/Load”
TRAX Plus Error Codes elsewhere in this sec-
function.
tion.
5. From the File menu, select “Save”.
13. Using a laptop PC and the VHMS Technical
6. Capture a screen shot (“Alt” and “Print Screen”
Analysis Tool Box software, perform a complete
keys at the same time) of the Save Confirma-
data download from the KOMTRAX Plus con-
tion window, paste it into a Microsoft Word doc-
troller.
ument and save it.
7. Click the “OK” button to save the settings.
8. Exit the VHMS Setting Tool program.
9. Turn the key switch OFF.
10. Wait three minutes, then disconnect battery
power.
11. After the two LED lights are off, disconnect the
wiring harnesses and remove the KOMTRAX
Plus controller.

14. Confirm the download data is good by using the 16. Use internet access available to the laptop PC
VHMS Technical Analysis Tool Box software. to send the download data set that was taken
Ensure the settings are correctly applied by before the KOMTRAX Plus controller was
looking at the date, time, SMR, etc. removed from the truck to WebCARE. Use the
FTP feature built into the VHMS Technical Anal-
15. Turn the key switch OFF. Disconnect the laptop
ysis Tool Box program to send the files.
PC from the KOMTRAX Plus controller.
17. Use the FTP program to send the download
data set that was taken after the new KOM-
TRAX Plus controller was installed to Web-
CARE.

KOMTRAX Plus SOFTWARE
To work with the KOMTRAX Plus system, several The data files, application code and flashburn soft-
special tools and software programs are required. ware are only required if the interface module is
Refer to Table 7 and Table 8 for detailed information being replaced. Replacement interface modules from
on KOMTRAX Plus software and tools. Komatsu do not have any software installed in them.
Refer to the following pages for detailed information NOTE: Be aware that the software and data files are
on how to perform certain procedures using KOM- updated periodically. Check with the local Komatsu
TRAX Plus specific software. distributor for the latest software versions.
NECESSARY SOFTWARE
Table 7: KOMTRAX Plus Software

Part Number Name Description Source
Version 3.04.03.01 VHMS Technical To maintain KOMTRAX Plus system Komatsu Distributor
Analysis Tool Box
Version 3.06.00.00 VHMS Setting Tool To initialize KOMTRAX Plus system Komatsu Distributor
1.4.7.39 PDM Payload Meter III Data Manager Komatsu Distributor
EJ0575-5 PLM III PLM III Controller Software to work with KOM- Komatsu Distributor
TRAX Plus
NECESSARY TOOLS
Table 8: KOMTRAX Plus Tools

Laptop PC 200 MHz or higher Purchased Locally
64 MB RAM or more
Serial or USB Port
CD/DVD -Rom drive
Floppy Drive
Windows 95/98/2000/ME/XP
Serial cable (RS232) Purchase locally Purchased Locally
Male DB9 connector at one end
Female DB9 connector at other end
Adaptor USB port to RS232 (serial) port adapter Purchased Locally
(If laptop PC does not have an RS232 port,
this adaptor is required)

KOMTRAX Plus SYSTEM SET UP KOMTRAX Plus SETTING TOOL
The following topics are covered in detail. Installation
KOMTRAX Plus Controller 1. Insert the CD. If the VHMS Technical Analysis
Tool Box software begins installing automati-
• KOMTRAX Plus Tool Box cally, select the [Cancel] button to stop the
• KOMTRAX Plus Setting Tool installation process.
• KOMTRAX Plus Initialization Procedure 2. Open My Computer.
3. Right-click on the CD drive and select Open.
• KOMTRAX Plus Snapshot Procedure
4. Open the Setting Tool folder.
• KOMTRAX Plus Download Procedure
5. Double-click on the Setup.exe file.
• Location of Download Files 6. Accept the recommended defaults and finish
• KOMTRAX Plus FTP Upload Procedure installing VHMS Setting Tool.
• KOMTRAX Plus Initialization Forms
• When Replacing a KOMTRAX Plus Controller
KOMTRAX Plus CONTROLLER

KOMTRAX Plus TOOL BOX
Installation
1. Insert the CD. The VHMS Technical Analysis
Tool Box software will begin installing automati-
cally.
2. Accept the recommended defaults and finish
installing VHMS Technical Analysis Tool Box.
3. Double-click on the new icon on the desktop,
VHMS Technical Analysis Tool Box.
4. Initialize the software by inserting the Set Up
Disk.
5. Enter the User Name. The User Name is user.
6. Enter the Password. The Password you entered
the first time will be your Password from then
forward, unless you change it.
7. VHMS Technical Analysis Tool Box is installed.

KOMTRAX Plus INITIALIZATION 1. KOMTRAX Plus CONTROLLER SETUP
PROCEDURE PROCEDURE
When a new KOMTRAX Plus equipped machine is KOMTRAX Plus Setting Tool software program
being assembled, there are several procedures to 1. Start the VHMS Setting Tool software program.
perform in order to initialize the KOMTRAX Plus sys- There will be three choices to choose from.
tem. Following the procedures will ensure a smooth
initialization process which will not take longer than • Use the [VHMS Setting] function to initialize a
an hour to complete. To ensure the initialization pro- machine or change a machine's settings.
cess has been completed properly, check off each • Use the [When KOMTRAX Plus needs to be
item on the list below as it is done. It is important to replaced] function when replacing a machine's
complete the entire procedure at one time. Submit- KOMTRAX Plus controller.
ting a data download with a date and SMR that does
• Use the [Review setting information] function
not match the KOMTRAX Plus Initialization form will when only needing to view a machine's settings.
not allow the system to be initialized.
NOTE: The interface module must be fully
operational before initializing the KOMTRAX Plus Select Operation
controller. 2. Select VHMS Setting, then click [Next].
The initialization procedure consists of the following:
 1. KOMTRAX Plus Controller Setup
Procedure
 2. KOMTRAX Plus Snapshot Procedure
 3. KOMTRAX Plus Download
Procedure
 4. Location Of Download Files
 5. KOMTRAX Plus FTP Upload
Procedure
 6. KOMTRAX Plus Initialization Forms

KOMTRAX Plus Setting Function Machine Information Setting(2)
3. Select Set up & All clear if initializing a machine, 5. Verify that the Machine Information Settings are
then click [Next]. correct. If not, enter the correct settings. Then
click [Next].
Machine Information Setting(1)

4. Verify that the Machine Information Settings are
correct. If not, enter the correct settings. Then
click [Next]. Date & Time Setting
6. Enter the correct Time Zone, Date and Time.
NOTE: Serial number must be included, and is case
Check [DST (Summer Time)] if the machine's
sensitive. Use all upper case letters.
location uses Daylight Savings Time. Then click
[Next].
NOTE: The KOMTRAX Plus time clock is the master
time keeper. The PLM III time clock is synchronized
with the KOMTRAX Plus time clock. Do not set the
time in the PLM III controller if the KOMTRAX Plus
controller is operational.

GCC Setting 9. Click [YES].
7. Choose the correct GCC code. The GCC code
tells machines equipped with ORBCOMM which
satellite ground station to use. Then click [Next].
10. Click [OK].
11. Click [OK]. The VHMS Setting Tool program will

close.
Setting Summary
8. Verify that all the setting information is correct
and click [Apply].

2. KOMTRAX Plus SNAPSHOT PROCE- c. Lower the dump body to the frame, then hold
DURE it in the power down position momentarily.
A snapshot through the KOMTRAX Plus system d. Turn the steering wheel to full left, then full
records important data about different systems on right against the stops momentarily.
the machine. Take snapshots on a periodic schedule e. Travel forward to maximum speed and apply
and store them as part of the machine history. These the brakes hard.
snapshots can then be compared and trends can be
analyzed to predict future repairs. f. Travel in reverse.
A single snapshot records machine data for 7.5 min- g. On an 830E-AC truck, perform a horsepower
utes. check using a laptop PC connected to the
GE drive system.
NOTE: On a 830E-AC drive truck, a laptop PC must
4. The white LED will begin flashing slowly after
also be connected to the GE drive system to allow for
five minutes has elapsed, then flash rapidly dur-
maximum horsepower check of the engine during the
ing the last 30 seconds.
snapshot recording process.
5. Wait until the LED has finished flashing. After
one more minute, turn the key switch OFF to
1. Allow the machine to run until it is at normal stop the engine. Verify the KOMTRAX Plus con-
operating temperatures. troller red LED display is off.
2. Press and hold the GE data store switch for 6. Use VHMS Technical Analysis Tool Box pro-
three seconds, then release. The white data gram to download the snapshot data into a lap-
store in progress LED will illuminate. top PC. Use the FTP feature to send the
3. While the manual snapshot is being taken, download data to WebCARE.
operate the machine.
a. Operate the engine at high and low idle.
b. Raise the dump body to the full dump posi-
tion.

3. KOMTRAX Plus DOWNLOAD PROCE- 16. Select the [Machine History] option from the list
DURE on the left side of the screen.
NOTE: Always verify a full download has been taken 17. Verify that the key ON/OFF and engine ON/OFF
before disconnecting the laptop PC from the records are recorded correctly.
machine. 18. Exit any open windows on the laptop PC.
1. Turn the key switch to the OFF position to stop
19. Verify a full download has been taken. Refer to
the engine.
Location of Downloaded Files on Computer for
2. Turn the key switch to the ON position, but DO more detailed instructions.
NOT start the engine.
20. Disconnect the KOMTRAX Plus cable from the
3. Allow the KOMTRAX Plus controller to start up. laptop PC and from the machine.
This will take about one minute. Verify the red
LED display starts counting up. 21. Turn the key switch to OFF.
4. Attach the KOMTRAX Plus serial cable to the
machine's KOMTRAX Plus port, and the other
end to the laptop PC’s serial port.
5. Double-click on the VHMS Technical Analysis 4. LOCATION OF DOWNLOAD FILES
Tool Box icon on the laptop PC's desktop.
When a download using VHMS Technical Analysis
6. Enter the appropriate User Name and Pass- Tool Box is performed, several files are downloaded
word and click the [OK] button. onto the computer. They are organized in a specific
7. Double-click on the [Download] icon. way so that they can be used by VHMS Technical
8. Select the COM port in the Port No. drop-down Analysis Tool Box at a later time. This structure is
box and click the [Connection] button. created automatically when the computer is used to
9. Verify that the date and time is correct for cur- perform the download from the KOMTRAX Plus con-
rent local date and time. Also verify that the dis- troller. The situation may arise where the files need
played service meter hours are equal to the to be sent to someone, or someone gives these files
value entered previously. to you.
10. If this is the first time this laptop PC has con- 1. Open Windows Explorer by right-clicking on the
nected to the machine, you will need to down- Start button and choosing Explore.
load its definition file by clicking the [OK] button. 2. In the left frame, the computer's file structure
will be displayed. The right frame will show the
11. Verify that a manual snapshot (MFAO) has been
details for the folder that is highlighted in the left
recorded. The display will show an item named
frame.
“Snapshot” with the code MFAO and text “Man-
ual Trigger”. 3. In the left frame, navigate to the download files.
12. On the Download screen, click the [Select All]

button. All items will become checked. The basic path is as follows:
13. Click the [Download] button. The download may - Desktop
take one to ten minutes. Generally, if there are - My Computer
several snapshots in the download items, the - Local Disk (C:)
download will take longer. - VHMS_Data
14. Click the [OK] button to complete the download. - Model
- Serial Number
15. Verify that the “Download Completed” message
- Date
is displayed. Click on [Exit].
- Check Number
NOTE: The Date folder is named in the format
YYYYMMDD.

5. KOMTRAX Plus FTP UPLOAD PROCE-
DURE
After downloading, the KOMTRAX Plus data resides
on the laptop PC that performed the download. At
this point, it can be reviewed and analyzed using
VHMS Technical Analysis Tool Box on this laptop PC
only. In order to make this data available to others, it
must be sent to an online database named Web-
CARE. Once the data has been uploaded (ftp'd) to
WebCARE, it is accessible to anyone with an internet
connection and an ID and password.
VHMS Technical Analysis Tool Box is used to per-
form the ftp upload. Perform an ftp upload as soon as
the person who performed the download can obtain
an internet connection. All downloads must be
uploaded to WebCARE.
1. Double-click on the VHMS Technical Analysis

Tool Box icon on the laptop PC's desktop.
The screenshot shows the location of where the
KOMTRAX Plus download files reside on a com- 2. Enter the appropriate user name and password
puter. The Check Number folder is named in the for- and click the [OK] button.
mat CHK000#. Each time a download is taken, it is 3. Double click the [FTP] icon.
placed in one of these folders. The first download will
be in the CHK0001 folder. If a second download is
taken on the same day, will be in the CHK0002
folder, etc.
Once the appropriate folder is selected, the contents
will be shown in the right frame. These files can then
be e-mailed or copied to a disk.
If someone provides KOMTRAX Plus download files 4. At the ftp Client Login window, enter the ftp
through e-mail or on a disk, the same folder organi- User ID and Password.
zation must be created in order to view them in User ID = komatsu
VHMS Technical Analysis Tool Box. Password = vhms
5. The target directory must be set to the laptop
PC's hard drive (usually drive C:\).
a. Double-click the VHMS_Data folder to drop
down the model folders.
b. Double-click the appropriate model folder to
drop down the serial number folders.
c. Double-click the appropriate serial number
folder to drop down the date folders.

d. Double-click the appropriate date folder to 9. If the sending file was uploaded successfully,
drop down the check number folders. the file will appear in the OK window. If the
sending file was not uploaded successfully, the
e. Double-click the appropriate check number
file will appear in the NG (No Good) window.
folder to display its contents in the files win-
Ensure the laptop PC has an internet connec-
dow.
tion.
6. Some models will automatically create a send-

ing file during the download process. Others 10. Click the [OK] button, then the [Exit] button.
need to have the sending file created at this Close all other open windows.
time. A sending file is just a compressed ver-
sion of all the other downloaded files. If there is
already a sending file in the Send File window,
you do not need to perform this step. If there is
not a sending file in the Send File window, click
the [Make Sending File] button.
6. KOMTRAX Plus INITIALIZATION FORMS

NOTE: The compressed sending file will look similar
Complete the initialization check list and initialization
to this file name, and will always end with a “.K”.
forms found in this section. Send the initialization
P_830E_-_A30761_1105208857.K
form to Komatsu.
Initialization is now complete.
7. After selecting the correct file to send, click the
[Send (FTP)] button.
8. Click the [Yes] button to verify that you want to
upload the data to WebCARE.

WHEN REPLACING A KOMTRAX Plus 3. Click the [Save] button.
CONTROLLER
Refer to KOMTRAX Plus Components, KOMTRAX
Plus controller removal and installation instructions
(elsewhere in this section) for replacing a KOMTRAX
Plus controller. Follow the steps below when using
the VHMS Setting Tool software to save the data and
settings so they can be transferred from the old con-
troller to the new controller.
1. Select the [When VHMS Needs To Be

Replaced] function.
4. Click the [OK] button.
5. Replace the KOMTRAX Plus controller as

described elsewhere in this section. After the
new KOMTRAX Plus controller is installed, pro-
2. Select the [Save current setting before replace- ceed to Step 6.
ment of VHMS controller] function.

6. Select the [Use previous setting after replace- 8. If the correct data is not showing, click the
ment of VHMS controller] function. [Select File] button and choose the correct data.
Then click the [Next] button.
7. Verify that the data showing is the data to be 9. Enter the correct Time Zone, Date and Time
loaded and then click the [Next] button. information. Check [DST (Summer Time)] if the
machine's location uses Daylight Savings Time.
Click the [Apply] button.

10. Click the [OK] button. To Set: Date & Time; Satellite; Payload Meter
• Date & Time
• Satellite
• Payload Meter
1. Select the [VHMS Setting] function, then click
the [Next] button.
11. Click the [OK] button. The Setting Tool Program

will close.
2. Select the [Set up only] function, then click the

[Next] button.

3. After selecting one of the following choices, 5. Satellite: Select the correct country location
click the [Next] button. from the drop-down menu, then click the [Apply]
button to change the setting.
• [Date & Time]
• [Satellite]
• Payload Meter
6. Payload Meter: Set Start Time to “0”, and Inter-

val to 1. Then click the [Apply] button to save
the setting.
4. Date & Time: May be set to current date and
time. If not correct, set the correct Time Zone,
Date and Time to current time zone, date and
time. Be sure to select [DST Summer Time)] if it
applies. Click the [Apply] button.

Review Setting Information
1. Select the [Review setting information] function
and then click the [Next] button.
3. Click the [Yes] button to close the Setting Tool

Program.
2. Review the settings for accuracy. If something

is not correct, click the [Back] button, select the
appropriate category and reset the information
to the correct settings. If everything is correct,
click the [Exit] button.

KOMTRAX Plus CONTROLLER CHECK-
OUT
KOMTRAX Plus Controller
The KOMTRAX Plus controller (1, Figure 11-7) col-
lects and stores signals from sensors and data from
other controllers. It also gives commands for trans-
mitting the accumulated data through the communi-
cations system. The controller operates on 20VDC -
30VDC.
Necessary Equipment:
• Checkout procedure
• System schematic
• Laptop personal computer (PC)
• VHMS Technical Analysis Toolbox software
• VHMS Setting Tool software
• Tera Term Pro software
• Serial cable (RS232)
(male DB9 connector on one end, female
connector on the other end)
FIGURE 11-7. KOMTRAX Plus CONTROLLER
1. KOMTRAX Plus 7. Connector CN1

Controller 8. Connector CN2A
2. LED Display 9. Connector CN2B
3. Connector CN3B 10. PLM III Light
4. Connector CN3A 11. OrbComm Light
5. Connector CN4B
6. Connector CN4A

The interface module must be fully functional before 9. Select the [Review setting information] function
performing the this checkout procedure. The KOM- and then click the [Next] button.
TRAX Plus controller must be initialized and fully
functional before performing this checkout proce-
dure.
Preliminary
the engine. With the key switch OFF, verify the
seven segment LED display on the KOMTRAX
Plus controller is off.
2. Turn the key switch to the ON position, but DO
NOT start the engine.
3. Allow the KOMTRAX Plus controller to boot up.
Watch the red, two digit LED display on the
KOMTRAX Plus controller to show a circular
sequence of seven flashing segments on each
digit. After a short time the two digit display will
start counting up from 00 - 99 at a rate of ten
numbers per second.
machine's KOMTRAX Plus diagnostic port (2, 10. Review the settings for accuracy.
Figure 11-4), and the other end to the laptop •If everything is correct, click the [Exit] button.
PC’s serial port. The checkout procedure is complete.
5. Double-click on the VHMS Technical Analysis •If a setting is not correct, click the [Back] button,
Tool Box icon on the computer's desktop. select the appropriate category and reset the
6. Enter the appropriate User Name and Pass- information to the correct settings. Then
word and click the [OK] button. proceed to the next step.
7. Check for any active fault codes. If any are
found, these circuits must be analyzed to deter-
mine the cause of the fault and they must be
repaired before continuing.
8. Start the VHMS Setting Tool program by click-
ing on the icon on the laptop PC screen.

KOMTRAX Plus Controller Checkout Procedure
1. Connect the serial cable from the PC to the
serial port of the VHMS controller.
2. Start the serial communications software (Tera
Term).
3. Setup the serial communications software by
selecting the appropriate serial COM port, and
baud rate equal to 19200.
4. After completing the setup, wait for five seconds
then while holding the CTRL key, type VHMS
(Notice that nothing will display on the screen
while typing).
5. After VHMS has been typed, some text followed
by a prompt, >, will be displayed. This confirms
that proper communication between the pc and
controller has been established.
11. If any one of the following settings were 6. At the prompt, >, type "ver". Something similar
changed, a new KOMTRAX Plus Initialization to the following will be displayed:
Form must be filled out and submitted to Kom-
>ver
atsu America Service Systems Support Team.
VHMS OS Ver 1.6.5.1 Mar 01 2004 16:37:25
•KOMTRAX Plus controller replaced
•Engine or alternator replaced >
•Adjusted time or time zone NOTE: Newer versions may be available than what is
shown above.
12. Select [Apply] and exit the VHMS Setting Tool
program. Click [YES] when prompted to reset
the controller.
13. E-mail or fax the completed KOMTRAX Plus Ini-
tialization form to Komatsu America Service
Systems Support Team.

7. At the prompt type "dispvhmsinf". Information 8. The KOMTRAX Plus controller also has two red
similar to the following will be displayed: LED lights (10 and 11, Figure 11-7). Verify the
connection status and repair any problems.
Light (10) PLM III communication
>dispvhmsinf
• OFF - no communication with the PLM III
controller. Troubleshoot and repair the
---- MACHINE INFORMATION -------- connection.
PRODUCT GROUP: Dumptruck • ON - communication with the PLM III controller is

good.
MACHINE_MODEL: 830AC-
Light (11) ORBCOMM
MACHINE_SERIAL:
• OFF - no communication with ORBCOMM
ENG_MODEL: QSK60 controller. Troubleshoot and repair the
connection.
ENG_SERIAL_NO1:
• ON - communication with ORBCOMM controller
ENG_SERIAL_NO2: is good.
PRG_NO1: 12000100100 • FLASHING - satellite in view and signal
established, which is good.
PRG_NO2: 782613R290
---- DEVICES ------------------------
PLC NO CONNECTION
PLM23 Disabled
PLM3 CONNECTED
---- Condition --------------------
SMR: 90.0 H
DATE 04-10-25 TIME14:44:24
TIMEZONE: 0.0 H SUMMERTIME 0
----Controller Info -------------------
PartNumber: 0000000000
Serial No.: 000000
Compo Name: KDE1010
SilkyID: VA011740744
>
NOTE: Use the results of step 6 and 7 to confirm that

the correct software is installed in the KOMTRAX
Plus controller.

ORBCOMM CONTROLLER Installation
The ORBCOMM controller (1, Figure 11-8) receives 1. Install the ORBCOMM controller. Connect the
data from the KOMTRAX Plus controller and sends wire harnesses to the controller.
this data through the antenna to the Komatsu com- 2. Turn the key switch ON, but do not start engine.
puter center. Wait three minutes and watch for any error
messages on the KOMTRAX Plus controller
LED lights that might indicate a problem with
NOTE: The ORBCOMM controller may not be the ORBCOMM controller or communications to
approved for use in certain countries of the world. the controller.
Local regulation may prohibit the use of the
3. If there are no error messages, turn the key
ORBCOMM controller/satellite communicator. If
switch OFF. If there are error messages, refer to
equipped, the controller and antenna may be
the KOMTRAX Plus Troubleshooting and
disconnected and/or removed from the truck..
Checkout Procedures elsewhere in this section.
Removal 4. Fill out the “KOMTRAX Plus Initialization” form
and send it to Komatsu as instructed on the
1. Turn the key switch OFF. Disconnect battery
form. Failure to submit the form to Komatsu will
power by using the battery disconnect switches.
prevent machine data from being sent to the
2. Disconnect the wire harnesses from the ORB- Komatsu computer center.
COMM controller.
NOTE: The new controller comes with a special
3. Remove the ORBCOMM controller.
ORBCOMM Terminal Activation form that includes
space to list the failed controller serial number and
new controller serial number. Komatsu must have
this information to maintain accurate data.
5. It may take up to two weeks for Komatsu to acti-

vate the new ORBCOMM controller. During this
time, a manual download of data must be taken
one time each week using a laptop PC. This
data must then be sent to WebCARE using the
FTP feature in VHMS Technical Analysis Tool
Box program. Keep downloading data and
sending it to WebCARE one time each week
until the new ORBCOMM controller has been
activated.
Komatsu will notify the person who performed
the controller replacement by e-mail when the
new controller has been activated and no more
manual downloads will have to be performed.
FIGURE 11-8. ORBCOMM CONTROLLER

1. ORBCOMM 3. Connector CN1B
Controller 4. Antenna Connector
2. Connector CN1A

NOTES:

SECTION D12
INTERFACE MODULE
INDEX
INTERFACE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-3
SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4
Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4
Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4
INTERFACE MODULE SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5
NECESSARY SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5
NECESSARY TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5
FLASHBURN PROGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6
INTERFACE MODULE APPLICATION CODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6
INTERFACE MODULE REALTIME DATA MONITOR SOFTWARE PROGRAM . . . . . . . . . . . D12-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6
Using The Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6
INTERFACE MODULE CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-7
Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-7
Necessary Equipment: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-7
Preliminary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-8
Checking Inputs And Outputs From The Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . D12-8
Check Analog Inputs To The Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-12
Check CAN RPC & J1939 Interfaces To The IM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-12
Check Outputs From The Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-12
D12006 10/10 INTERFACE MODULE D12-1

NOTES:
D12-2 INTERFACE MODULE 10/10 D12006

INTERFACE MODULE
6. Turn the key switch OFF and wait one minute.
The interface module (IM) (1, Figure 12-1) collects
data from various sensors and sends this information 7. Turn the key switch ON, but do not start the
to the KOMTRAX Plus controller through the main engine. Wait three minutes and watch for any
wiring harness. error messages on the KOMTRAX Plus control-
ler LED lights that might indicate a problem in
If a new interface module is purchased, the operating the system.
system (software) has to be installed into the new
8. If there are no error messages, turn the key
interface module. To install the operating system, a
switch OFF. If there are error messages, refer to
laptop PC must be connected to the IM diagnostic
the KOMTRAX Plus & Interface Module Trou-
port (1, Figure 12-5). Two software programs are
bleshooting and Error Codes elsewhere in this
required to install the software: the operating system
section.
and the program to perform the installation of the
software (flashburn).
Removal
1. Turn the key switch OFF. Wait three minutes to
allow the KOMTRAX Plus controller to process
and store data.
2. Disconnect the battery using the battery discon-
nect switch.
3. Disconnect the wiring harnesses from the inter-
face module.
4. Remove the mounting hardware and remove
the interface module.
Installation
1. Install the interface module. Attach all wire har-
nesses to the interface module.
2. Refer to the KOMTRAX Plus Software instruc-
tions to install the flashburn program on a laptop
PC.
3. Connect the laptop PC to IM diagnostic port (1,
Figure 12-5).
4. Turn the key switch ON, but do not start the FIGURE 12-1. INTERFACE MODULE
engine. 1. Interface Module 3. Connector IM2
5. Run the flashburn program to install the appli- 2. Connector IM1 4. Connector IM3
cation code into the interface module. Make
sure the correct application code is installed for
the model and serial number range (if any) of
truck that is being serviced. After the application
code has been installed, proceed with to Step 6.

SENSORS Pressure Sensors
Temperature Sensors Four pressure sensors (Figure 12-3) have been

added to the truck to monitor various hydraulic cir-
Temperature sensors (Figure 12-2) monitor the cuits. The four circuits are:
ambient air temperature and the hydraulic oil temper-
ature. An ambient air temperature sensor is located • both inlets to the hoist valve
on the left side of the air blower inlet duct for the trac- • steering supply circuit
tion alternator. The hydraulic oil temperature sensors
• front brake apply circuit
are located at each wheel to measure the oil temper-
ature as it leaves each brake assembly.
The hoist pressure sensors are both located right at
the inlet of the hoist valve. The front brake apply
pressure sensor is located in the brake circuit junc-
tion block in the hydraulic cabinet behind the cab.
The steering pressure sensor is located on the bleed-
down manifold in the port labeled “TP2”.
FIGURE 12-2. TEMPERATURE SENSOR
FIGURE 12-3. PRESSURE SENSOR
1. Pin 1, Input (Brown) 3. Sensor

2. Pin 2, Signal (Red)

INTERFACE MODULE SOFTWARE The data files, application code and flashburn soft-
ware are only required if the interface module is
To work with the interface module system, several being replaced. Replacement interface modules from
special tools and software programs are required. Komatsu do not have any software installed in them.
Refer to Tables 1 and 2 for detailed information on
software and tools. NOTE: Be aware that the software and data files are
updated periodically. Check with the local Komatsu
Refer to the following pages for detailed information distributor for the latest software versions.
on how to perform certain procedures using specific
software.
NECESSARY SOFTWARE
Table 1: Interface Module Software

1.1.0.0 Install.exe Interface Module Use to watch inputs and outputs in the inter- Komatsu Distributor
(or higher) Realtime Data Moni- face module
tor Software Version
1.1.0.0 Install.exe
EJ3055-2.exe Flashburn Software To install application code in interface module Komatsu Distributor
A30001 - A30108 830E-AC Application code for interface module Komatsu Distributor
A30109 - UP Application Code
NOTE: There are two different versions of interface module software for the 830E-AC trucks. This software is
specific for each serial number range of trucks, and they are not interchangeable. Ensure the correct interface
module software is installed on each truck.
NECESSARY TOOLS
Table 2: Interface Module Tools

Laptop PC 200 MHz or higher Purchased Locally
64 MB RAM or more
Serial or USB Port
CD/DVD -Rom drive
Floppy Drive
Windows 95/98/2000/ME/XP
Serial cable (RS232) Purchase locally Purchased Locally
Male DB9 connector at one end
Female DB9 connector at other end
Adaptor USB port to RS232 (serial) port adapter Purchased Locally
(If laptop PC does not have an RS232 port,
this adaptor is required)

FLASHBURN PROGRAM
Installation
The Flashburn program is used to install the applica-
tion code into the interface module controller.
1. Save the file EJ3055-2.exe to local drive on a
laptop PC.
2. Double click on the “EJ3055-2.exe” file to
extract the files to a directory (such as C:\temp).
3. Inside that directory, double click on
“Setup.exe” to install the Flashburn program.
4. Follow the on screen prompts to install the pro-
gram.
6. Be sure the power is off to the interface module.
Then click [Next].
7. Select the correct COM port. Then click [Next].
8. Select the correct “.KMS” file. Then click [Next].
Flashburn will now install the application code into
the interface module.
INTERFACE MODULE APPLICATION CODE

Installation
The application code is truck specific software that is
installed into the interface module. Application code
is installed using the Flashburn program. INTERFACE MODULE REALTIME DATA
1. Using a laptop PC, save the application code MONITOR SOFTWARE PROGRAM
files to a folder on a local hard drive (such as The Interface Module Realtime Data Monitor Soft-
C:\temp). ware is used to display the data going into and out of
the interface module. The program is installed onto a
NOTE: There are two different versions of interface
laptop PC.
module software for the 830E-AC trucks. This soft-
ware is specific for each serial number range of Installation
trucks, and they are not interchangeable. Ensure the
correct interface module software is installed on each 1. Copy the file onto the laptop PC hard drive.
truck. 2. Double click on the file and follow the screen
prompts to install the software.
2. Double click on the correct application code file

so it will extract the file. Chose a folder on a
local hard drive to save the file into (such as Using The Program
C:\temp). 1. Start the Interface Module Realtime Monitor
3. Using a serial cable, connect the laptop PC to program.
the IM-Diag connector located near the inter- 2. Click on the [Select Serial Port] menu item.
face module. Select the correct communication port. It will
4. Start the Flashburn program. usually be Com1.
5. Select [Download Application to Product]. 3. Click on the [Start/Stop] menu item and choose
[Start].
4. Click on the [Units] menu to select the desired
units to display the information.

INTERFACE MODULE CHECKOUT
Interface Module
The interface module (1, Figure 12-4) collects data
from various sensors and sends this information to
the KOMTRAX Plus controller through the main wir-
ing harness. It also controls some truck functions.
If a new truck with KOMTRAX Plus is being

assembled, or a new KOMTRAX Plus system has
just been installed, refer to the KOMTRAX Plus
System for instructions regarding the KOMTRAX
Plus Initialization Procedure. The initialization
procedure and form must be completed before
the truck can be put into service.
Necessary Equipment:
• System schematic
• Laptop personal computer (PC)
• Interface Module Real Time Data Monitor FIGURE 12-4. INTERFACE MODULE
software
• Serial cable (RS232) 1. Interface Module 3. Connector IM2
(male DB9 connector on one end, female 2. Connector IM1 4. Connector IM3
connector on the other end)
• Jumper wire 77 mm (3 in.) or longer
• Volt Meter
• 300 to 332 ohm resistor
• 3/8 in. nut driver
The interface module should already have the appli-

cation code installed. If not, refer to the Interface
Module Application Code for installation instructions.

Preliminary 7. Check for fault codes associated with the inter-
face module.
the engine. a. Perform a KOMTRAX Plus download with
2. Turn the key switch to the ON position, but DO the VHMS Technical Analysis Toolbox pro-
NOT start the engine. gram. Refer to KOMTRAX Plus Download
for detailed instructions on performing a
3. Allow the KOMTRAX Plus controller to start up.
download.
This should take about one minute. Verify the
red LED display starts counting up. b. In the download data, view the fault history
4. Attach the KOMTRAX Plus serial cable to the and confirm that there are no fault codes
machine's KOMTRAX Plus diagnostic port (2, associated with the interface module. If any
Figure 12-5), and the other end to the laptop are found, these circuits should be analyzed
PC’s serial port. to determine the cause of the fault and
repaired.
c. Confirm that there are no fault codes associ-
ated with the communications between PLM
III, engine controller, interface module, drive
system controller or the Orbcomm controller.
If any are found, these circuits should be
analyzed to determine the cause of the fault
and repaired.
Checking Inputs And Outputs From The Interface

Module
machine's IM diagnostic port (1, Figure 12-5),
and the other end to the laptop PC’s serial port.
2. Start the Interface Module Real Time Data
FIGURE 12-5. DIAGNOSTIC PORTS Monitor program by double-clicking on the
1. IM Diagnostic Port 2. KOMTRAX Plus shortcut. The program begins with a blank win-
Diagnostic Port dow. On the menu bar, there are five items:
Select Serial Port, Start/Stop, Logging, Screen-
shot, and Units.
3. Click on [Select Serial Port] in the menu bar.
5. Double-click on the VHMS Technical Analysis Select the correct communication port. It will
Tool Box icon on the computer's desktop. usually be Com1.
6. Enter the appropriate User Name and Pass- 4. Click on [Start/Stop] in the menu bar and select
word and click the [OK] button. Start.
5. The program should display data as shown in
Figures 12-6 and 12-7.
NOTE: If any fault codes associated with the
interface module are found, these circuits should be
analyzed to determine the cause of the fault, and
they should be repaired.

Check Digital Inputs To The Interface Module 4. Propel System Temp Caution - (IM3-A) short
wire 34TW to ground at TB26-B momentarily
1. Hydraulic Tank Level (IM2-K) - short wire 34LL
and confirm state change (one to zero).
to ground at TB35-N momentarily and confirm
state change (one to zero). 5. Lamp Test (IM2-R) - actuate lamp test switch
and confirm state change (zero to one).
2. No Propel / Retard - (IM2-N) short wire 75-6P to
ground at TB26-C momentarily and confirm 6. Low Steering Precharge (IM2-W) - short wire
state change (one to zero). 33KL to ground at TB44-P momentarily and
confirm state change (one to zero).
3. Reduced Retard - (IM2-R) short wire 76LR to
ground at TB28-D momentarily and confirm
state change (one to zero).
FIGURE 12-6. INTERFACE MODULE REAL TIME DATA MONITOR

7. Pump Filter Switches (IM2-Y) - short wire 39L to 10. Reduced Propel System (IM3-B) - short wire
ground at TB44-N momentarily and confirm 72LP to ground at TB25-W momentarily and
state change (one to zero). confirm state change (one to zero).
8. No Propel (IM2-p) - short wire 75NP to ground 11. Park Brake Set (IM2-M) - disconnect park brake
at TB25-P momentarily and confirm state pressure switch in brake cabinet at CN240
change (one to zero). momentarily and confirm state change toggles
9. Propel System Caution (IM2-t) - short wire 79W continually (zero to one).
to ground at TB26-D momentarily and confirm
state change (one to zero).
FIGURE 12-7. INTERFACE MODULE REAL TIME DATA MONITOR

12. Park Brake Request (IM3-V) - Short the engine 20. Steering Bleed Pressure Sw (IM2-Z) - Discon-
oil pressure switch wire circuit 36 on TB26-L to nect the steering bleed down pressure switch
ground. Move shift lever from neutral to park and confirm
position and confirm state change (one to zero). state change (zero to one). Reconnect the
Remove the ground from TB26-L. switch.
13. Auto Lube Switch (IM3-Y) - short wire 68LLP1 21. Brake Lock Switch Power Supply (IM3-L) - Use
to ground at TB24-T momentarily and confirm GE DID to simulate a vehicle speed of 2 kph.
state change (one to zero). Confirm state change (zero to one). Leave vehi-
14. GE Batt + (IM3-M) -- confirm this is a one. cle speed at 2 kph until completion of step 24.
22. Brake Lock (IM2-i) -Actuate brake lock switch
15. Starter Motor 1 Energized (IM3-R) - Disconnect
and confirm state change (zero to one). Turn
wire 11SM1 from cranking motor to TB29-K at
off brake lock switch. (The Brake Lock Switch
TB29-K. Momentarily short TB29-K to 24V and
Power Supply test, item 23, must be completed
confirm state change (zero to one). Reconnect
before this test can be successfully completed.)
disconnected wire.
Reset vehicle speed to zero.
16. Starter Motor 2 Energized (IM3-S) - Disconnect
23. Service Brake Set sw (IM3-C) - Short wire 44R
wire 11SM2 from cranking motor to TB29-G at
at TB26-X to 24 volts momentarily and confirm
TB29-G. Momentarily short TB29-G to 24V and
state change (zero to one).
confirm state change (zero to one). Reconnect
disconnected wire. 24. Engine Shutdown (IM3-F) - Disconnect wire
21ISL from the Cummins ECM at TB36-W leav-
17. Crank Sense (IM3-U) -Open the start battery
ing wire 21ISL to IM connected at TB36-W.
disconnect switch so that there is no battery
Momentarily short TB36-W to 24V and confirm
voltage to the starters. Momentarily short TB32-
state change (zero to one). Reconnect discon-
M to 24V and confirm state change (zero to
nected wire.
one). After removing 24V short from TB32-M,
close the start battery disconnect switch. 25. Secondary Engine Shutdown Switch (IM3-E) -
Actuate the Secondary Engine Shutdown
18. Selector Switch (Park) (IM3-T) - Place shifter
switch and confirm state change (zero to one).
into park position and confirm 1 state then
shift into neutral and confirm 0 state. Return
shifter to park position.
19. Selector Switch (FNR) (IM2-N) - Place shifter
into park position and confirm 0 state then
shift into neutral and confirm 1 state. Return
shifter to park position.

Check Analog Inputs To The Interface Module Check CAN RPC & J1939 Interfaces To The IM
NOTE: Instead of using a resister in place of a
sensor for verifying pressure readings, a calibrated 1. CAN/J1939 - (IM1-q,r,s): confirm fault A184,
pressure gauge can be installed in the hydraulic J1939 Not Connected, is not active.
circuit to compare system pressures with the
pressures displayed in the Interface Module Real 2. CAN/RPC (IM1-I,j,k) - confirm fault A257, Pay-
Time Data Monitor program. load CAN/RPC Not Connected, is not active.
Verify that the used analog inputs are in the range of

the values listed below.
1. Truck Speed [kph] (IM1-gh): Use GE DID to
Check Outputs From The Interface Module
simulate vehicle speed and confirm reported
speed matches vehicle speed set using GE DID Note: Before performing these next steps, the key
+/- 2 kph. switch must be turned off for at least 7 minutes to
2. Steering Pressure [kPa] (IM3-d): Disconnect allow the IM to completely shutdown. Confirm that
steering pressure sensor and confirm fault the IM has shutdown by verifying that the green LED
A204, Steering Pressure Sensor Low, is active. on the IM controller has stopped flashing. While
Reconnect sensor. performing the following IM output checks, ensure
that no output short circuit fault codes are reported
3. Ambient Air Temp [C] (IM3-e): confirm reported
by the IM Realtime Data Monitor software.
temperature matches ambient temperature
within 3 C. 1. Short the engine oil pressure switch wire circuit
4. Fuel Level [%] (IM3-g): confirm reported % level 36 to ground on TB26-L. Key on and shift into
matches actual fuel level in tank +/- 5%. neutral. Confirm that park brake solenoid is
energized by verifying that coil is magnetized.
5. Battery Voltage A [V] (IM3-h): confirm reported
Use the GE DID panel to set the truck speed to
voltage is +/- 1 volt of actual measured 12 volt
a speed above 1 kph. Shift into park. Confirm
battery voltage.
that the park brake solenoid remains energized.
6. Brake Pressure [kPa] (IM3-p): Disconnect ser- Reduce the truck speed to 0 kph. Confirm that
vice brake pressure sensor located in brake the park brake solenoid de-energizes. Remove
cabinet (reference circuit 33SP) and confirm the ground from TB26-L.
fault A205, Brake Pressure Sensor Low, is
2. Connect circuit 528 at TB35-L to 24 volts and
active. Reconnect sensor.
confirm that the Battery Charger Failure lamp
7. Hydraulic Tank Temp [C] (IM3-m): Disconnect energizes.
tank temp sensor and confirm fault A103,
3. With circuit 528 at TB35-L still shorted to 24
Hydraulic Oil Temp - Tank Sensor Low, is
volts, confirm that the IM Warning lamp ener-
active. Reconnect sensor.
gizes.
8. Hoist Pressure 2 [kPa] (IM3-q): Short wire
33HP2 to ground at TB41-J momentarily and
volts, confirm that the Engine Start Fail lamp
confirm fault A203, Hoist Pressure 2 Sensor
energizes.
Low, is active.
9. Hoist Pressure 1 [kPa] (IM3-s): Short wire
volts, confirm that the Low Fuel lamp energizes.
33HP1 to ground at TB41-A momentarily and
confirm fault A202, Hoist Pressure 1 Sensor
Low, is active.
10. Battery Voltage 24V [V] (IMint): confirm
reported voltage is +/- 1 volt of actual measured
battery voltage.

6. Disconnect park brake pressure switch. With 11. Crank Enable Output. Disconnect circuit 21A
circuit 528 at TB35-L still shorted to 24 volts, from pre-lube timer prior to performing this step.
confirm that the Park Brake lamp energizes. Place shifter in park and confirm that circuit 21A
Reconnect pressure switch. on TB25-D is 24 volts while cranking. Place
7. With circuit 52B at TB35-L still shorted to 24 shifter in neutral and confirm that circuit 21A on
volts, confirm that the Hydraulic Filter lamp TB25-D is 0 volts while cranking. Reconnect cir-
energizes. cuit 21A to pre-lube timer.
8. With circuit 528 at TB35-L still shorted to 24 12. Steering Bleeddown Solenoid. Confirm steering
volts, confirm that the Brake Oil Temp lamp bleeddown solenoid is de-energized. Turn key
energizes. Remove 24 volts from TB35-L. switch off and confirm that steering bleeddown
9. Check the Brake Oil Temperature gauge by solenoid is energized by verifying that coil is
placing a 316 ohm resistor (a range of 300 to magnetized.
332 ohms should work) between circuit 5VIM on
TB42-L and 34BT3 on TB24-G. Verify that the
gauge needle pointer moves clockwise.
Remove the resistor between circuits 5VIM and
34BT3.
10. Smart Timer Latch (IM1-H). Ensure that the
park brake is applied. Disconnect wire 21ISL
from the Cummins ECM at TB36-W leaving wire
21ISL at TB36-W connected to the IM. Momen-
tarily short TB36-W to 24V. Momentarily short
the engine oil pressure switch wire circuit 36 to
ground on TB26-L. Turn the key switch OFF.
Verify that the Engine Shutdown indicator illumi-
nates. Remove 24V short and reconnect dis-
connected wire 21ISL to TB36-W. Remove
short to ground from engine oil pressure switch
circuit 36 at TB26-L. Turn the key switch ON.

NOTES:

SECTION D13
KOMTRAX Plus & INTERFACE MODULE TROUBLESHOOTING
AND ERROR CODES
INDEX
KOMTRAX Plus AND INTERFACE MODULE ERROR CODES AND TROUBLESHOOTING . . . . . D13-3
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-3
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-3
Structure and Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-3
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4
Communications Networks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4
Coaxial Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4
FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-5

Fault History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-5
KOMTRAX Plus LED Display Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-6
Chassis Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-7
Engine Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-11
FAULT TREE ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-17

Unable to connect to KOMTRAX Plus from laptop PC . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-17
Flashing Error Code N4-23 (PLM III Communications Fault) . . . . . . . . . . . . . . . . . . . . . . . D13-18
Flashing Error Code N4-22 (Engine Communications Fault) . . . . . . . . . . . . . . . . . . . . . . . D13-19
No Data Received By WebCARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-20
Coaxial Cable Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-21
D13007 9/10 KOMTRAX Plus CHECK-OUT & TROUBLESHOOTING D13-1

NOTES
D13-2 KOMTRAX Plus CHECK-OUT & TROUBLESHOOTING 9/10 D13007

KOMTRAX Plus AND INTERFACE MODULE ERROR CODES
AND TROUBLESHOOTING
TROUBLESHOOTING Structure and Purpose

The checkout procedure is in two parts. The first part
GENERAL verifies that the interface module is in good working
The center of the KOMTRAX Plus system is the con- condition. Refer to the Interface Module Section for
troller which gathers data about the operation of the specific checkout instructions. The second part veri-
truck from sensors and other controllers installed on fies the KOMTRAX Plus controller operation and also
the truck. Refer to Figure 13-1 for an overview of the reviews the settings for accuracy. Refer to the
KOMTRAX Plus system components. KOMTRAX Plus System Section for specific check
out instructions.
For instructions on how to use KOMTRAX Plus soft-
ware programs, refer to KOMTRAX PLUS System
elsewhere in this section.
The following areas are covered in this section.
• Troubleshooting
• Fault Code Tables
• Fault Tree Analysis
FIGURE 13-1. KOMTRAX Plus SYSTEM

TROUBLESHOOTING Effective troubleshooting of RF communications sys-
tems can be complex and cannot always be reduced
The KOMTRAX Plus system basically consists of five
to a simple check of electrical resistance. However, a
communications networks connected to the
few basic troubleshooting procedures may be helpful
KOMTRAX Plus and ORBCOMM modem controllers.
in identifying common problems. The following steps
Figure 13-1 shows the KOMTRAX Plus system block
can help identify a failed coaxial cable. Repair or
diagram.
replace the cable if any of the following is true:
1. The center conductor is broken. There are more
Communications Networks than two ohms of resistance when measuring
from one end of the coaxial cable to the other.
Each RS232 network uses three wires: transmit, 2. The outer shield is broken.
receive, and ground. Both transmit and receive are
voltage signals, referenced individually to the ground 3. There is an electrical connection between the
wire. The shield for the cable is grounded at one end center conductor and the outer shield. There
only. are less than two megohms of resistance when
measuring from the center conductor to the
Each CAN network uses two wires: CAN_High & outer shield.
CAN_Low. The communications signal is a voltage
differential measured between CAN_High and
CAN_Low. The cable shields are connected at each
module through a high pass filter and grounded at
one point only on the truck. Both ends of each net-
work have termination resistors.
Coaxial Cable
The coaxial cable carries the Radio Frequency (RF)
communications signal between the ORBCOMM
modem and the antenna. The coaxial cable consists
of an inner conductor and an outer shield (connected
to the connector shell) that are separated by a non-
conductive dielectric material.
In an RF application such as KOMTRAX Plus, the
communications signal sent over coaxial cable is
very susceptible to changes in the cable. Physical
damage, as well as contaminants such as water, may
affect the ability of the cable to properly transmit the
RF signal. Bending the coaxial cable into a small
loop may also damage the inner conductor.

FAULT CODES
Fault History
The fault history recorded in the KOMTRAX Plus
controller can help identify a failure within KOMTRAX
and in the communications network to the engine,
interface module and PLMIII. The KOMTRAX Plus
system provides the following fault codes.
Table 1: Fault History

Fault Code Description
DBB0KK Source Voltage Error
DBB3KK Abnormality in VBAT Voltage (VHMS VBAT <10V)
DBBRKR Can-net System (J1939)
DBB0KQ KOMTRAX PLUS Connector Mismatch
DAW0KR IM Stopped Real Time Data
7P70Kr Too Much Payload Data For Requested Period
7P70KR PLMIII Stopped Real Time Data
9843KM Truck Frame Number Changed
MFA0 Manual Trigger

KOMTRAX Plus LED Display Fault Codes
When no communication errors are occurring, the
The KOMTRAX Plus controller also indicates some
KOMTRAX Plus LED digits count from 00 - 99 contin-
faults on the two red LED digits on the top of the con-
uously at a rate of ten numbers per second.
troller. Fault codes are flashed as a two part
sequence, as shown in the table below.
Table 2: KOMTRAX Plus LED Display Error Codes

Fault Code Fault Condition KOMTRAX Plus LED Display
M101 Truck Frame Number Changed Alternates ‘n1’ and ‘01’
M801 Can-net System (J1939) Alternates ‘n8’ and ‘01’
M804 Can-net System (RPC) Alternates ‘n8’ and ‘04’
M806 IM Stopped Real Time Data Alternates ‘n8’ and ‘06’
M807 Too Much Payload Data For Requested Alternates ‘n8’ and ‘07’
Period
M808 PLMIII Stopped Real Time Data Alternates ‘n8’ and ‘08’
M809 Can-net System (QUANTUM) Alternates ‘n8’ and ‘09’
M80A Can-net System (CENSE) Alternates ‘n8’ and ‘0A’
M901 Source Voltage Error Alternates ‘n9’ and ‘01’
M902 VHMS 24V Source System Error Alternates ‘n9’ and ‘02’
M905 Abnormality in VBAT Voltage (VHMS Alternates ‘n9’ and ‘05’
VBAT <10V)
M990 Ethernet Power Short Alternates ‘n9’ and ‘90’
MC10 MEMORY CLEAR: Failure History Alternates ‘nc’ and ‘10’
MC31 MEMORY CLEAR: (Load Map) Alternates ‘nc’ and ‘31’
MC40 MEMORY CLEAR: (Trend Analysis) Alternates ‘nc’ and ‘40’
MC60 MEMORY CLEAR: (Snap Shot) Alternates ‘nc’ and ‘60’
MC91 MEMORY CLEAR: (Maintenance History) Alternates ‘nc’ and ‘90’
ME01 Change Service Meter Alternates ‘ne’ and ‘01’
ME02 Change Calendar Alternates ‘ne’ and ‘02’
ME03 ORBCOMM Settings Alternates ‘ne’ and ‘03’
ME04 Other Settings Alternates ‘ne’ and ‘04’
ME05 MEMORY CLEAR: All Alternates ‘ne’ and ‘05’
ME06 Initialized Alternates ‘ne’ and ‘06’
MF11 KOMTRAX PLUS Connector Mismatch Alternates ‘nf’ and ‘11’
MFA0 Manual Trigger Alternates ‘nf’ and ‘A0’

Chassis Fault Codes
Fault codes generated from the truck chassis,
PLM III or GE are shown in Table 3.
Table 3: Chassis Fault Codes

KOMTRAX KOMTRAX Plus Fault Description Source Sent via Snapshot
Plus ORBCOMM Trigger
Fault Code
#A1 LF Pressure Sensor Signal High PLMIII
#A2 LF Pressure Sensor Signal Low PLMIII
#A3 RF Pressure Sensor Signal High PLMIII
#A4 RF Pressure Sensor Signal Low PLMIII
#A5 LR Pressure Sensor Signal High PLMIII
#A6 LR Pressure Sensor Signal Low PLMIII
#A7 RR Pressure Sensor Signal High PLMIII
#A8 RR Pressure Sensor Signal Low PLMIII
#A9 Inclinometer Sensor Signal High PLMIII
#A10 Inclinometer Sensor Signal Low PLMIII
#A13 Body Up Switch Failure PLMIII
#A14 Internal Checksum Failure PLMIII
#A16 Internal Memory Write Failure PLMIII
#A17 Internal Memory Read Failure PLMIII
#A18 RR Flat Cylinder Warning PLMIII
#A19 LR Flat Cylinder Warning PLMIII
#A20 Date/Time Change PLMIII
#A21 Manual Tare Reset PLMIII
#A22 Alarm Carry Back PLMIII
#A26 User Switch Select Failure PLMIII
#A27 User Switch Clear Failure PLMIII

Table 3: Chassis Fault Codes (continued)
KOMTRAX Plus KOMTRAX Plus Fault Description Source Sent via Snapshot
#A101 Hydraulic Oil Filter Differential IM
Pressure High
#A103 Hydraulic Tank Temp - Sensor Low IM
#A104 Hydraulic Tank Temp - Sensor High IM
#A105 Fuel Level Sensor Low IM
#A107 Propel System Caution IM/GE X
#A108 Propel System Temp Caution IM/GE X
#A109 Propel System Reduced Level IM/GE X
#A115 Low Steering Precharge IM X
#A123 Reduced Retard Level IM/GE
#A124 No Propel / Retard IM/GE X
#A125 No Propel IM/GE X
#A126 Hydraulic Tank Level Low IM X
#A127 IM Sensor +5V Low IM X
#A128 IM Sensor +5V High IM X
#A139 Low Fuel IM
#A152 Starter Failure IM
#A153 Low Battery Voltage - Engine Running IM
#A154 High Battery Charge Voltage IM
#A155 Low Battery Charge Voltage IM
#A158 Fuel Level Sensor High IM
#A159 Battery Voltage, 12V System Low IM
#A164 Battery Voltage, 12V System High IM
#A182 System Battery, 12V High IM
#A183 System Battery, 12V Low IM
#A184 J1939 Not Connected IM
#A190 Auto Lube Pressure Warning IM X
#A193 High Hydraulic Tank Oil Temp IM X X
#A198 Hoist Pressure 1 Sensor High IM
#A199 Hoist Pressure 2 Sensor High IM
#A200 Steering Pressure Sensor High IM
#A201 Brake Pressure Sensor High IM
#A202 Hoist Pressure 1 Sensor Low IM
#A203 Hoist Pressure 2 Sensor Low IM

KOMTRA KOMTRAX PLUS Fault Description Source Sent via Snapshot
X Plus ORBCOMM Trigger
Fault
Code
#A204 Steering Pressure Sensor Low IM
#A205 Steering Pressure Sensor Low IM
#A206 Ambient Temperature Sensor High IM
#A207 Ambient Temperature Sensor Low IM
#A212 Bad Truck Speed Signal IM/GE X
#A213 Park Brake Not Set When Expected IM/GE X
#A214 Park Brake Not Released When Expected IM/GE X
#A216 Brake Auto Apply Circuit Fail IM/GE X
#A223 Excessive Cranking IM
#A230 Park Brake Request While Moving IM
#A236 Steering Bleed Fault IM
#A240 IM Key Switch Power Lost IM
#A249 Red Warning Lamp Short IM
#A250 Low Battery Voltage - Engine Off IM
#A252 Start Enable Circuit Fault IM
#A253 Steering Bleed Circuit Not Open While Running IM
#A256 Red Warning Lamp Open IM
#A257 Payload CAN/RPC Not Connected IM
#A258 Steering Accumulator Bleed Pressure Switch Fault IM
#A260 Park Brake Failure - On While Moving IM
#A262 Steering Bleed Circuit Open During Shutdown IM
#A264 Park Brake Relay Circuit Defective IM
#A265 Service Brake Failure IM
#A270 Brake Lock Switch Power Supply Not On When Required IM
#A272 Brake Lock Switch Power Supply Not Off When Required IM
#A273 Pump Filter Circuit Fault IM
#A274 Brake Malfunction IM
#A275 Starter Stuck ON IM
#A276 Drive System Data Link Not Connected IM
#A282 Excessive Cranking Count Limit IM
#A283 Engine Shutdown Delay Aborted by Lack of Park Brake IM
#A284 Engine Shutdown Delay Aborted by Secondary Shut- IM
down Switch
#A285 Park Brake Not Set When Keyswitch Turned Off IM

KOMTRAX KOMTRAX Plus Fault Description Source Sent via Snapshot
Fault Code
#A286 Shutdown Delay Relay Circuit Fault IM
#A292 Shutdown Delay Relay Fault IM
#A303 Shifter Defective IM
#A306 Red Lamp Circuit Fault IM
#A309 No Brakes Applied When Expected IM
#A310 Low Fuel Warning Driver IM
#A311 Brake Lock Switch On When It Should Not Be IM
#A312 DCDC Converter Voltage, 12V Sensing Low IM
#A313 DCDC Converter Voltage, 12V Sensing High IM
#A315 DCDC Converter 12V Low IM
#A316 Starter Engagement Fault IM
#A318 Unexpected Power Loss IM
#A328 Drive System Not Powered Up IM
#A350 Output Overload 1B IM
#A351 Output Overload 1E IM
#A352 Output Overload 1H
#A353 Output Overload 1J IM
#A354 Output Overload 1K IM
#A356 Output Overload 1M IM
#A357 Output Overload 1N
#A358 Output Overload 1P
#A360 Output Overload 1S IM
#A361 Output Overload 1T
#A362 Output Overload 1U IM
#A363 Output Overload 1X IM
#A364 Output Overload 1Y IM
#A365 Output Overload 1Z IM

Engine Fault Codes
Table 4: Engine Fault Codes

Fault
Code
C112 Timing Fueling Flow Mismatch Engine All
C113 Timing Actuator Circuit Shorted Engine All
C115 Speed Signal Lost Engine X X All
C116 Timing Rail Pressure Ckt Failed High Engine All
C117 Timing Rail Pressure Ckt Failed Low Engine All
C118 Fuel Pump Pressure Ckt Failed High Engine All
C119 Fuel Pump Pressure Ckt Failed Low Engine All
C121 One Engine Speed Signal Lost Engine All
C122 LB Boost Ckt Failed High Engine All
C123 LB Boost Ckt Failed Low Engine All
C124 High Boost LB Engine All
C125 Low Boost LB Engine All
C126 High Boost RB Engine All
C127 Low Boost RB Engine All
C128 RB Boost Ckt Failed High Engine All
C129 RB Boost Ckt Failed Low Engine All
C131 Throttle Ckt Failed High Engine All
C132 Throttle Ckt Failed Low Engine All
C133 PTO Circuit Shorted High Engine All
C134 PTO Circuit Shorted Low Engine All
C135 Oil Pressure Circuit Failed High Engine X X All
C136 Pre Filter Oil Press Ckt Failed High Engine All
C137 Pre Filter Oil Press Ckt Failed Low Engine All
C141 Oil Press Ckt Failed Low Engine All
C143 Low Oil Pressure Engine X X All
C144 Coolant Temp Ckt Failed High Engine All
C145 Coolant Temp Ckt Failed Low Engine All
C147 Freq Throttle OOR High Engine All
C151 High Coolant Temperature Engine X X All
C153 LBF IMT Ckt Failed High Engine All
C154 LBF IMT Ckt Failed Low Engine All
C155 High IMT LBF Engine X X All
C156 LBR IMT Ckt Failed High Engine All
C157 LBR IMT Ckt Failed Low Engine All
C158 High IMT LBR Engine X X All
C159 RBF IMT Ckt Failed High Engine All
C161 RBF IMT Ckt Failed Low Engine All

Table 4: Engine Fault Codes (continued)
Fault Code
C162 High IMT RBF Engine X X All
C163 RBR IMT Ckt Failed High Engine All
C164 RBR IMT Ckt Failed Low Engine All
C165 High IMT RBR Engine X X All
C212 Oil Temp Ckt Failed High Engine All
C213 Oil Temp Ckt Failed Low Engine All
C214 High Oil Temperature Engine X X All
C219 Remote Oil Level Low Engine X X All
C221 Ambient Air Press Failed High Engine All
C222 Ambient Air Press Failed Low Engine All
C223 CORS Burn Valve Open Circuit Engine All
C225 CORS Makeup Valve Open Circuit Engine All
C231 Coolant Press Ckt Failed High Engine All
C232 Coolant Press Ckt Failed Low Engine All
C233 Low Coolant Pressure Engine X X All
C234 Engine Overspeed Engine X X All
C235 Low Coolant Level Engine X X All
C237 Multi Unit Sync Error Engine All
C252 Oil Level Signal Invalid Engine All
C253 Oil Level Low Engine All
C254 FSOV Open Circuit Engine All
C259 FSOV Mech Stuck Open Engine All
C261 High Fuel Temperature Engine X X All
C263 Fuel Temp Ckt Failed High Engine All
C265 Fuel Temp Ckt Failed Low Engine All
C292 OEM Temp out of Range Engine X X All
C293 OEM Temp Failed High Engine X All
C294 OEM Temp Failed Low Engine X All
C296 OEM Pressure Out of Range Engine X X All
C297 OEM Pressure Failed High Engine X All
C298 OEM Pressure Failed Low Engine X All
C299 Hot Shutdown Engine All
C316 Fuel Pump Open Circuit Engine All
C318 Fuel Pump Mech Stuck Engine All
C343 ECM Hardware Issue Engine All
C346 ECM Software / Hardware Failure Engine All
C349 Output Shaft Speed Above Normal Engine All

Fault Code
C384 Ether Solenoid Ckt Failed Engine All
C422 Coolant Level Signal Invalid Engine All
C423 Timing Press Incorrect Engine All
C426 J1939 Broadcast Data Missing Engine All
C427 J1939 Datalink Can Not Transmit Engine All
C431 Idle Validation Invalid Engine All
C432 Idle Validation Invalid Engine All
C441 Low Battery Voltage Engine All
C442 High Battery Voltage Engine All
C451 Rail Press Ckt Failed High Engine All
C452 Rail Press Ckt Failed Low Engine All
C455 Rail Actuator Open Ckt Engine All
C467 Desired Timing Not Achieved Engine All
C468 Desired Rail Press Not Achieved Engine All
C473 Remote Oil Level Signal Invalid Engine X X All
C487 Ether Bottle Empty Engine All
C489 AXG Speed Low Error Engine All
C514 Rail Actuator Mech Stuck Engine All
C524 Alt Droop SW Val Fault Engine All
C527 Dual Output A Shorted High or Open Engine All
C528 Alt Torque SW Val Fault Engine All
C529 Dual Output B Shorted High or Open Engine All
C553 Rail Press OOR High Engine All
C554 Rail Press Incorrect Engine All
C555 High Blow-by Pressure Engine X X All
C611 Engine Hot Shutdown Engine All
C612 High Oil Filter Rest Engine All
C616 High Turbo Comp Inlet Temp LBR Engine All
C621 Low Power #1 LB Engine All
C631 Low Power #1 RB Engine All

KOMTRAX KOMTRAX PLUS Fault Descrip- Source Sent via Snapshot Model Notes
Plus tion ORBCOMM Trigger
Fault Code
C639 Intake Air Leak LBR Engine X X All
C649 Change Lubricating Oil and Filter Engine All
C661 High Power #1 LB Engine All
C671 Exh Temp Ckt Failed Low #1 LB Engine All

KOMTRAX KOMTRAX PLUS Fault Description Source Sent via Snapshot Model Notes
PLUS ORBCOMM Trigger
Fault Code
C694 LBR Turbo Comp Inlet Temp Sensor Engine All
Ckt Failed High
C695 LBR Turbo Comp Inlet Temp Sensor Engine All
Ckt Failed Low
C711 High Power #1 RB Engine All
C719 Blowby Press Ckt Failed High Engine All
C721 Exh Temp Ckt Failed Low #1 RB Engine All
C729 Blowby Press Ckt Failed Low Engine All
C753 Cam Sync Error Engine All
C777 Ambient Derate Error Engine All
C2144 High Exh Temp #9 LB Engine All
C2145 High Exh Temp #9 RB Engine All

KOMTRAX KOMTRAX PLUS Fault Source Sent via Snapshot Model Notes
PLUS Description ORBCOMM Trigger
Fault Code
C2154 Post Oil Filter Press Ckt Failed High Engine All
C2155 Post Oil Filter Press Ckt Failed Low Engine All
C2157 Rapid Rise in LBR IMT Engine All
C2158 Rapid Rise in RBF IMT Engine All
C2159 Rapid Rise in RBR IMT Engine All
C2241 High IMT LBM Engine All
C2242 LBM IMT Ckt Failed High Engine All
C2243 LBM IMT Ckt Failed Low Engine All
C2244 Rapid Rise in LBM IMT Engine All
C2245 High IMT RBM Engine All
C2246 RBM IMT Ckt Failed High Engine All
C2247 RBM IMT Ckt Failed Low Engine All
C2248 Rapid Rise in RBM IMT Engine All

FAULT TREE ANALYSIS
Unable to connect to KOMTRAX Plus from laptop
PC

Flashing Error Code N4-23 (PLM III Communications Fault)

Flashing Error Code N4-22 (Engine Communications Fault)

No Data Received By WebCARE

Coaxial Cable Troubleshooting

NOTES:

SECTION D14
KOMTRAX PLUS FORMS
INDEX
KOMTRAX PLUS FORMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-3
KOMTRAX PLUS INITIALIZATION CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-3
KOMTRAX PLUS DATA DOWNLOAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-4
KOMTRAX PLUS INITIALIZATION CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-5
KOMTRAX PLUS INITIALIZATION FORM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-7
D14003 8/10 KOMTRAX Plus - Forms D14-1

NOTES
D14-2 KOMTRAX Plus - Forms 8/10 D14003

KOMTRAX PLUS FORMS
The preferred method to submit this form is in KOMTRAX PLUS INITIALIZATION
electronic format. This check list and initialization CHECK LIST
form are available in PDF format, where the
information can be typed into the form. The form This form is used as a check list during the
should then be saved using the model, serial number initialization process. Fill in all information. All
and “KOMTRAX Plus Initilization” to create the file questions should be answered with a YES. If not,
name. determine the cause and repair as required.
Each machine model will have a different KOMTRAX
Example: 930E-3SE-A30300-KOMTRAX_Plus Plus Initialization Check List. Use the correct form for
Initilization.pdf. the model of machine being setup.
The following instructions will help ensure an 1. With the key switch OFF, record all of the data
accurate and complete form. for item 1.
When a new machine equipped with KOMTRAX Plus 2. Using a serial cable, connect a laptop PC to the
has been assembled, there are several procedures KOMTRAX Plus controller.
to perform in order to initialize the KOMTRAX Plus 3. Turn the key switch ON, check operation of the
system. Following the procedures in the order listed LED lights.
will ensure a smooth initialization process which 4. Start the VHMS Setting Tool program.
should not take longer than one hour to complete.
Check off each item on the list below as it is done. It a. At the Select Operation screen, select the
is important to complete the entire procedure at one “VHMS Setting” option, then click [Next].
time. Submitting the download data with a date and b. Select the “Set up & All clear” option, then
service meter reading (SMR) that do not match the click [Next].
rest of the forms will not allow the system to be 5. At the Machine Information Setting (1) screen:
initialized.
a. Is Product Group correct?
1. __ KOMTRAX Plus Initialization Check List
2. __ KOMTRAX Plus Data Download b. Select the correct Machine Model.
3. __ KOMTRAX Plus Initialization Form c. Select the correct Machine Type.
Orbcomm terminal activation can take up to two d. Select the correct Machine Variation Code.
weeks. For this reason, it is important to complete e. Enter the machine serial number.
these forms and submit them as early as possible
after new machine assembly. f. Click [Next].
6. At the Machine Information Setting(2) screen:
a. Verify information is correct.
b. Enter engine serial number.
c. Then click [Next].
7. At the Date & Time Setting screen:
a. Select the correct time zone.
b. Enter the correct date.
c. Enter the correct time.
d. Select Daylight Savings Time (DST) if
necessary.
e. Click [Next].
8. At the GCC Setting screen:
a. Select the correct country setting.
b. Click [Next].

9. At the Verification screen: KOMTRAX PLUS DATA DOWNLOAD
a. Ensure that all information is correct. A manual snapshot must be performed before
b. Click on [Apply]. downloading any data. For new machines, this
should have been performed during the KOMTRAX
c. At the confirmation screen, select [Yes]. Plus Initialization Check List procedure.
d. Select [OK]. 1. Perform a KOMTRAX Plus download. For more
e. Select [OK] to close the program. detailed information on how to perform a
download, refer Section D11 in this shop
10. Start the VHMS Setting Tool program.
manual.
a. Select “VHMS Setting”, then click [Next]. 2. Start the VHMS Technical Analysis Tool Box
b. Select “Setup only”, then click [Next]. program. Use the view feature to look at the
data and verify the settings are correct, the
c. Select “Payload Meter”, then click [Next].
SMR is correct, the manual snapshot is
d. Set Start Time to “0”. recorded in fault history, and the engine ON/
e. Set Interval to “1”. OFF is stored in machine history file.
3. E-mail the downloaded data files to Komatsu
f. Click [Apply].
America Service Systems Support Team at
g. Click [Exit]. ServicePrograms@KomatsuNA.com. Refer to
11. Perform a manual snapshot. Location of Download Files for more detailed
instructions on locating the files.
a. With the engine running, press the GE data
store switch and hold it for three seconds.
The white data store in progress LED should
illuminate.
b. While the manual snapshot is in process,
operate the machine if possible. The
snapshot lasts for 7 1/2 minutes.
12. After the “data store in progress” LED has been
off for one minute, turn the key switch OFF. Wait
three minutes before turning the key switch ON.

KOMTRAX PLUS INITIALIZATION CHECK LIST
(Page 1 of 2)
Date of set-up (MM/DD/YY) / /
FOR: 730E, 830E, 930E & 960E DUMP TRUCKS Distributor and
Branch
Person performing
initialization
Item To be checked when Check Item Results

No. Yes No
1. Key switch OFF Machine Model Number
Machine Serial Number
Service Meter Reading
Engine Serial Number
Alternator Serial Number
KOMTRAX Plus Serial Number
Orbcomm Serial Number
2. Connect PC to KOMTRAX Plus Are they properly connected?
controller
3. Key switch ON Check operation of controller LED
(after segment rotation, display to count-up).
4. Start VHMS Setting Tool program Select “VHMS Setting”, then “Set up & All clear“.
5. Initial setup of KOMTRAX Plus Is Product Group correct? (Dump truck)
controller Is Machine Model correct? (ex. 930E)
Machine Information Setting(1)
Is Type correct? (ex. -2)
Is Variation Code correct? (ex. SE)
Is Serial Number correct?
6. Machine Information Setting (2) Is Engine Model - Type correct?
Is Engine Serial Number correct?
7. Date & Time Setting Is Time Zone correct?
Is Date correct?
Is Time correct?
Is DST (daylight saving time) correct?
8. GCC Setting Is correct GCC code selected for location?
9. Setting Data Verify Setting Data is Correct.
10. Setting of Payload Meter Set PLM time ± 2 minutes of KOMTRAX Plus time.
Start Time (set to 0)
Interval (set to 1)

KOMTRAX PLUS INITIALIZATION CHECK LIST (Continued)
(Page 2 of 2)
FOR: 730E, 830E, 930E & 960E DUMP TRUCKS
Item Result
No. To be checked when Check Item Yes No
11. With engine running, perform quick While recording data, the white LED should be
PM with manual snapshot switch. illuminated, indicating snapshot is in recording
stage.
12. Key switch OFF Red LED turns off?
KOMTRAX PLUS DATA DOWNLOAD
1. Download data to laptop PC What time did download start (use wrist watch)?
Select all files, and is download complete?
Is download start time correct?
2. Download Data Check Settings correct?
SMR correct?
Manual snapshot recorded and no data missing?
Manual snapshot data recorded in fault history,
key switch ON/OFF and engine on/off records are
saved in machine history file?
3. Send download data to Komatsu Send download data to KAC Service Systems
Support at
ServicePrograms@komatsuNA.com

KOMTRAX PLUS INITIALIZATION FORM KOMTRAX Plus Setting Tool Information
This form must be completed and submitted at: • Enter the setting date. This should be the date
when the first data download was taken and the
• New machine delivery VHMS Setting Tool program was first used.
• KOMTRAX Plus controller replacement • Enter the setting time. This should be the time
• Orbcomm controller replacement shown in the first data download. Verify that it is
the correct time.
• Engine or alternator replacement
• Enter the Greenwich Mean Time (GMT) for the
Customer Information location the machine will be working.
• Enter the customer information. All fields are • Check whether the location where the machine
required. will be working uses Daylight Savings Time
(DST).
Distributor Information
• Enter the service meter reading (SMR) at time of
• Enter the distributor information. All fields are
the first download.
required.
• Enter the GCC Code. This setting tells the
• All distributors are required to have one contact Orbcomm unit which satellite network to
person who is responsible for coordinating
communicate with. Select the correct location
KOMTRAX Plus, Payload Meter and Fleet
from the drop down menu list.
Manager activities for all branches.
• Enter the Orbcomm activation date. In the
Machine Information
Orbcomm Activation Date field, enter a date at
• Enter machine information. All fields are required. least two weeks ahead of today's date
• KOMTRAX Plus controller and Orbcomm Reason for Form Submittal
controller part numbers and serial numbers can Check the reason for submitting the KOMTRAX Plus
be found on a sticker on each controller. Verify
initialization form.
that this matches the information displayed in the
VHMS Setting Tool and download.

KOMTRAX PLUS INITIALIZATION FORM
NOTE: This form is available in electronic “fill-in” format, which is preferred. If an electronic form is needed, send
request to ServicePrograms@KomatsuNA.com. After filling out the form, save the file using the Model Type,
Serial Number and “KOMTRAX Plus Initialization” in the file name. (Example: 930E-3SE-A30300-
KOMTRAX_Plus Initialization.pdf),
1. E-mail the completed form to the Service Systems Support Team at ServicePrograms@KomatsuNA.com.
2. Attach the KOMTRAX Plus download files and a copy of the completed machine-specific KOMTRAX Plus
Initilization Check List. The E-mail subject line should include the Model-Type, Serial Number, and
“KOMTRAX_Plus Initialization”.
(Example: Subject: 930E-3SE-A30300-KOMTRAX_Plus Initialization)
Customer Information
Company Name
Site Name
Customer Employee Contact
Mailing Address
Phone Number
Fax Number
E-mail
Distributor Information
Distributor Name
Distributor Service System Support Administrator Name and E-mail
Distributor Branch
Distributor Branch Employee Contact and E-mail
Distributor 4 + 2 Code
Machine Information
Machine Model - Type
Machine Serial Number
Customer Unit Number
Engine Serial Number
Transmission / Alternator Serial Number
KOMTRAX Plus Controller Part Number
KOMTRAX Plus Controller Serial Number
Orbcomm Controller Part Number
Orbcomm Controller Serial Number
Setting Tool Information
Setting Date (MM:DD:YYYY)
Setting Time (HH:MM:SS)
GMT (Time Zone)
Daylight Savings Time (DST) (Yes/No)
Service Meter Reading (SMR)
GCC code (Orbcomm satellite)
Orbcomm Activation Date
Reason for Form Submittal (Check One)
Factory Installed KOMTRAX Plus Initialization
Retrofitted KOMTRAX Plus Initialization
KOMTRAX Plus Controller Replacement
Major Component (Engine/Transmission Replacement)
Customer or Distributor Change
Setting Tool Information Change

SECTION E
ELECTRIC PROPULSION SYSTEM
INDEX
ELECTRIC PROPULSION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-1
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-1
NOTE: Propulsion system electrical schematics are located in Section “R” of this manual.
E01012 1/11 Index E1-1

DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE TRUCK IS RUNNING AND CONTINUE
TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES ARE NOT
FOLLOWED.
Before attempting repairs or working near propulsion system components, the following
precautions and truck shutdown procedure must be followed:
•DO NOT step on or use any power cable as a handhold when the engine is running.
•NEVER open any electrical control cabinet covers or touch the retarding grid elements.
Additional procedures are required before it is safe to do so. Refer to “SAFETY”, Section A3,
for additional propulsion system safety checks to be performed by a technician trained to
service the system.
•ALL removal, repairs and installation of propulsion system electrical components, cables,
etc, must be performed by an electrical maintenance technician properly trained to service
the system.
•IN THE EVENT OF A PROPULSION SYSTEM MALFUNCTION, a qualified technician should
inspect the truck and verify the propulsion system does not have dangerous voltage levels
present before repairs are started.
•THE LINK VOLTAGE LIGHTS MUST NOT BE ILLUMINATED WHEN TEST OR REPAIRS ARE
INITIATED. It requires approximately 5 minutes after the truck is shut down before the link
voltage has dissipated.
•BEFORE WELDING ON THE TRUCK, disconnect the ECM harnesses. In the PSC and TCI
enclosures, pull cards forward far enough to disconnect the card connector from the
backplane connector. Disconnect the battery charging alternator lead wire and open the
battery disconnect switches. The welding ground electrode should be attached as close as
possible to the area to be welded. NEVER weld on the rear of the electrical control cabinet or
the retard grid exhaust air louvers. Avoid laying welding cables across or near truck wiring
harnesses or power cables. Voltages can be induced in adjacent cables, damaging electrical
components.
E1-2 Index 1/11 E01012

SECTION E2
ELECTRIC PROPULSION SYSTEM COMPONENTS
INDEX
ELECTRICAL PROPULSION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-3
GENERAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-3
SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5
Propulsion System Controller (PSC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5
Truck Control Interface (TCI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-6
Diagnostic Information Display (DID) Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-7
DID Panel Event Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-7
PSC SOFTWARE FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-26
Input Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-26
State Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-26
DC Link State . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-29
Engine Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30
ALTERNATOR FIELD CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30
Desired Three-Phase Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30
Desired DC Link Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30
Self-Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31
Propel Torque Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31
Retard Torque Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31
Wheel Slide Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
Resistor Grid Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
Chopper Voltage Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
E02020 10/11 Electric Propulsion System Components E2-1

EVENT DETECTION AND PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
Power-On Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
Initiated Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33
Periodic Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33
EVENT RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33
EVENT LOGGING AND STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33
Event History Buffer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-34
Data Packs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-34
To Record and Save a Data Pack to a Disk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-34
Event Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
SERIAL DATA COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
PSC - TCI Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
PSC - PTU Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
Inverter Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
OUTPUT PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
ABNORMAL CONDITIONS/OVERRIDING FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
Fast Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
Engine Shutdown/Engine Not Running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
Limp Home Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-37
PROPULSION SYSTEM COMPONENT ABBREVIATIONS & LOCATIONS . . . . . . . . . . . . . . . . E2-38
ELECTRONIC ACCELERATOR AND RETARD PEDALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
E2-2 Electric Propulsion System Components 10/11 E02020

ELECTRICAL PROPULSION SYSTEM COMPONENTS
The following information provides a brief description The alternator field is supplied from a tertiary winding
of system operation and major components of the AC on the alternator and is controlled by a silicon
propulsion system. Refer to the appropriate GE controlled rectifier (SCR) bridge. A starting boost
publication for detailed information and theory of circuit initially energizes the alternator from the truck
operation. batteries until the flux builds up enough to sustain
excitation.
A list of commonly used propulsion system
component abbreviations is listed in Table V at the
end of this Section. Figures 2-3 through 2-11
Cooling air for the alternator, control cabinet and
illustrate the physical location of these components
traction motors is supplied by a dual in-line fan
where applicable.
assembly mounted on the rear of the alternator. This
blower provides cooling air to the traction motors,
GENERAL SYSTEM DESCRIPTION propulsion inverters, dynamic retarding choppers,
The AC drive system consists of the following major and control system.
components:
• Alternator (coupled to a diesel engine) A resistor grid package is used to dissipate power
• In-line Cooling Blower from the traction motors (operating as generators)
when in dynamic retarding mode. The total retard
• Gate Drive Power Converters
power produced by the traction motors is controlled
• Rectifier Diode Modules by the two motor inverters. The amount of retard
• AC Power Inverters power dissipated by the grid package is controlled by
an IGBT chopper circuit and stage-controlled
• AC Induction Traction Motors contactors.
The alternator supplies three phase AC power for the The PSC, which is mounted in the main control
gate driver power converters and rectifier diode cabinet, determines the optimum engine operating
modules. The rectifier diode modules convert the AC speeds based on what the operator requests,
power to DC power, then supply that DC power to propulsion system requirements, and efficient fuel
two AC power inverters via the DC link. Each AC usage. Interfaces between the PSC and the truck
power inverter inverts the rectified DC voltage, brake system allow the PSC to provide proper
delivering variable voltage, variable frequency power retarding, braking and wheel slide control.
to each of the AC induction traction motors.
NOTE: Refer to Figure 2-1 for the following
description. The PSC interfaces with the Truck Control Interface
(TCI), which is mounted in the same card rack as the
The two AC induction traction motors, each with its PSC. System status and control signals are
own inverter, are connected in parallel across the transmitted and received between these two
rectified output of the alternator. The inverters components to access real time data and event
change the rectified voltage back to AC by turning on information that is stored in the PSC. This data is
and off (chopping) the applied DC voltage. displayed on the Diagnostic Information Display
The output AC voltage and frequency are controlled (DID) panel located in the cab behind the operator's
to produce optimum slip and efficiency in the traction seat.
motors. At low speeds, the rectified alternator output
(DC link or DC bus) voltage is chopped with patterns
called pulse width modulation (PWM) inverter
operation. At higher speeds, the DC link voltage is
applied to the traction motors using square wave
inverter operation. The voltage of the DC link is
dependent upon the Propulsion System Controller
(PSC) and engine RPM during propulsion. The DC
link voltage will vary between 600 and 1600 volts.

FIGURE 2-1. PROPULSION SYSTEM DIAGRAM

SYSTEM COMPONENTS
The ICP (Integrated Control Panel) consists of three The PSC contains the following internal, removable
major components: the PSC (Propulsion System printed circuit boards and two fiber optic boards:
Controller), the TCI (Truck Control Interface) and the
System CPU Card: Provides serial
TMC (Traction Motor Controller).
communications and control functions, RS232
communications to PTU, and microprocessor
Propulsion System Controller (PSC) controls for internal panel circuits.
The PSC is the main controller for the AC drive Digital I/O Card: Receives digital inputs and
system. The ICP panel receives input signals from feedback information from various propulsion
speed sensors mounted on the alternator and and control system components. Digital outputs
traction motors, voltage and current feedback signals drive propulsion system contactors, relays and
from various control devices, and status/command provide equipment enable commands.
inputs from the TCI. Using these inputs, the PSC System Analog I/O Card: Receives engine,
controls the two inverters, retarding circuits, relays, voltage and current signals for the main
contactors, and other external devices to provide the alternator, link voltage and current, retard pedal
following functions: input, and retard lever input. Controls retard
effort, engine speed request, and AFSE firing
• Propulsion and wheel slip control
pulses.
• Retarding and wheel slide control
Inverter 1 & 2 CPU and I/O Cards (2 ea.):
• Engine speed control Receives motor speed signals, link voltage,
phase voltages, and phase currents for
• Event detection
microprocessor control for inverters 1 and 2.
• Initialization of the necessary operating Controls IGBT phase modules through the fiber
restrictions, including the shut down of the truck if optic assembly. Phase module status is returned
a serious system fault (event) is detected. If the via a separate fiber optic assembly.
fault is not serious, an indicator lamp alerting the
Fiber Optic Assembly: Provides electrical
operator to the problem will illuminate. All event
isolation for control and feedback signals for
data is recorded for future review by maintenance
phase modules and chopper modules.
personnel.
• Log event data
• Store statistical data of the history of various
component and system function operations.
• Communicate with the TCI to exchange
propulsion system status and control data (event
data, statistical data, etc.) and to receive required
truck systems status data.
• Communicate with the TCI to exchange
propulsion Portable Test Unit (PTU) data
(propulsion real time, history, diagnostic, and
parameter data such as software code, etc.)
• Drive the operator cab status and warning lamps.

Truck Control Interface (TCI) The TCI contains the following internal, removable
printed circuit boards:
The TCI is the main interface between the truck
systems/devices and service personnel. This panel is CPU Card: Provides high speed communications
used in conjunction with the DID panel. to PSC and RS232 serial communication with the
PTU.
The TCI panel provides the following functions:
Analog I/O Card: Provides RS232 serial
• Communicates with the PSC to exchange communications with the DID and an optional
propulsion control system status and control data Modular Mining Dispatch System. Receives
and to provide the PSC with truck systems status signals for front wheel speed, motor cooling and
data. barometric air pressures, accelerator, retard
• Communicates with the DID panel to exchange speed setting, payload, ambient and hydraulic oil
PSC and/or TCI diagnostic and parameter data. temperature, and engine cranking voltage.
Outputs drive the cab mounted temperature
• Communicates with a PTU to exchange TCI data. gauges.
• Communicates with a Modular Mining Dispatch Digital I/O Card: Receives operator control,
System to exchange truck status data. engine and body-up signals. Provides engine
start controls and drives the cab mounted
• Monitors engine control system, payload
indicator/warning lamps.
information, ambient and propulsion system
temperature, operator control inputs, etc.
• Controls the engine start sequence.
• Provides signals to activate many of the cab
mounted warning lamps and gauges. Controls
the parking brake solenoid.
• Processes the front wheel speed signals for the
PSC and speedometer.

Diagnostic Information Display (DID) Panel DID Panel Event Codes
The DID panel (Figure 2-2) is located in the cab The tables on the following pages list the possible
behind the operator’s seat. The display provides event codes which may be displayed on the DID
service personnel with a means of communicating panel when accessed. Table 1 describes restrictions
with the TCI. to operation of the propulsion and retarding systems
when a fault occurs for a particular code listed in
Tables 2, 3 and 4.
The panel has two display lines. Each line is 40
Event codes numbered 000 through 099 are
characters long. The top line is the “message” line
applicable to the PSC and are listed in Table 2.
and is used by the TCI to inform service personnel of
Codes numbered 100 through 199 are applicable to
the truck systems and components status.
Inverter 1, and codes numbered 200 through 299 are
applicable to Inverter 2. These are listed in Table 3.
Codes numbered 600 through 699 are applicable to
The bottom display line provides information in
the TCI and are listed in Table 4. The codes listed in
addition to the top line or relates to the keypad,
the Tables are applicable to Release 21 software.
displaying possible selection options and display
functions. The keypad, located below the display
lines, is used by service personnel to direct the
activity of the TCI.
Table 1: Event Restrictions
RESTRICTION DEFINITION
The display provides service and status information
No Power NO RETARD (red) light illuminates.
on the various truck systems and the propulsion No retarding allowed.
system by displaying system status information or No propulsion allowed.
fault codes, as well as a description of the system No power on the link.
status or a problem on the top display line.
No Propel NO PROPEL (red) light illuminates.
Information on the second display line may change to
No propulsion allowed.
indicate which functions are available by pressing
Retarding allowed.
keys [F1] through [F5]. Link power allowed.
Speed Limit PROPEL SYSTEM
The DID panel can also be used to perform the self- CAUTION<170> (amber) light
illuminates.
load test.
Propel, retard and DC link power
still allowed.
Speed limited to 10 MPH (16 KPH).
INV1 Disable Prohibits system from enabling
inverter #1 drive signal.
INV2 Disable Prohibits system from enabling
inverter #2 drive signal.
Engine Speed/ Raises engine speed to account for

RP1 a possible stuck RP contactor.
Closes RP1.
SYS Event No restrictions. Event is for
information purposes only.
FIGURE 2-2. DIAGNOSTIC INFORMATION

DISPLAY
NOTE: In addition to displaying English text, the DID

panel can also display messages in Russian or
Spanish.

Table 2: DID PANEL FAULT CODES
(Codes Received from PSC)
EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION
000 NO FAULT None Displayed when all faults have been reset
002 GROUND FAULT No power A ground fault has been detected:
For voltage < 1000 V, detection threshold is 166 mA
For voltage >= 1000 V, detection threshold ramps from
166 mA at 1000 V down to approximately 70 mA at
approximately 1500 V.
003 FAILED DIODE No power Failed diode(s) in main rectifier
004 GFCO OPEN and not in REST None GF Cutout Switch is open with the system not in REST.
005 DRIVE SYSTEM OVERTEMP
:01 auxiliary phase control
:02 auxiliary inverter
:03 afse
:04 alternator
:05 left stator
:06 left rotor
:07 right stator
No Propel Temperature exceeds a limit for a sufficient time.
:08 right rotor
:09 chopper IGBT
:10 chopper diode
:11 left IGBT module
:12 left diode
:13 right IGBT module
:14 right diode
:15 rectifier diode
006 BOTH INVERTERS COMMUNICATION FAILED No power Lost communication with both inverters
008 DC LINK OVERVOLTAGE No power DC link voltage exceeds limit for a sufficient time.
:01 not in retard Occurs while not in retard, exceeds propel voltage limit
:02 in retard Occurs while in retard, exceeds retard voltage limit
:03 instantaneous Occurs instantaneously in propel or retard, exceeds link
voltage limit
009 ALT FIELD OVERCURRENT Alternator field current exceeds limit.
:01 normal No power Exceeds current limit over time
:02 instantaneous Exceeds current limit with no persistence
:03 persistent With persistence due to low engine speed
011 RETARD LEVER BAD
:01 voltage too high None Incorrect input from retard lever
:02 voltage too low
012 RETARD PEDAL BAD
:01 voltage too high None Incorrect input from retard pedal
:02 voltage too low
013 LINKV TEST FAILED No power Incorrect link volts


014 ANALOG SENSOR FAULT

:01 alt field amps
:02 link amps
:03 load box amps
:04 3 phase alt volts
:05 alt field volts
:10 PSC link volts
:11 inv1 link volts Speed limit Incorrect input from a sensor
:12 inv2 link volts
:13 A2D ground
:14 A2D gain
:15 fault current
:16 ATOC
:21 grid blower 1 amps
:22 grid blower 2 amps
015 ANALOG SENSOR FAULT (restrictive) Speed limit
Incorrect input from a sensor
:02 link amps
016 PSC CPU CARD (FB147) Problem has occurred in the system CPU card.
:01 task_1
:02 task_2
:03 task_3
:04 task_4 Failed to initialize
:05 task_5 No power
:06 task_6
:07 maintenance task
:09 flash CRC Flash CRC computation did not match expected value.
:10 BRAM CRC CRC on BRAM does not match expected value.
:11 excess timeouts On power up, excessive timeouts occurred.
:12 invalid pointers (data pack corrupted) On power up, the status of data in BBRAM is invalid.
017 DIGITAL I/O CARD FAULT (FB104) No power System CPU cannot communicate with digital I/O card.
018 ANALOG I/O CARD FAULT (FB173) System CPU cannot communicate with analog I/O card.
No power
:01 analog card no response Card missing
:02 analog card timeout Read timeout
019 RIDING RETARD PEDAL SYS Event Brake pedal applied while truck speed is >5 mph
020 LO SPEED HI TORQUE TIMEOUT No propel Torque limit exceeded


021 TCI COMM. FAULT PSC received no serial data from TCI over period of time.
:01 Message missing
:02 Bad tick
:03 Bad CRC No propel
:04 Overflow
:05 Bad start
:06 Bad stop
022 PERSISTENT TCI COMM FAULT No serial data received from TCI and truck is stopped for
No power
10 seconds.
023 TERTIARY OVERCURRENT Current in alternator field tertiary winding exceeds limit
No propel
over time.
024 PSC CONFIG FILE INCORRECT Incorrect or missing PSC configuration file
:01 no file No configuration file selected
:02 bad CRC No power
:03 wrong version Wrong configuration file version
:04 overspeeds incorrect Incorrect overspeed values
025 AUX INVERTER FAULT Auxiliary blower system fault
:01 not ok or no speed feedback Auxiliary speed feedback indicates no or incorrect blower
No power
speed.
:02 numerous shutdowns Auxiliary OK goes low twice when speed command is
greater than running speed.
026 CAPACITOR OVERPRESSURE No power Excessive filter cap pressure
:01 INV1 No power INV1 capacitor
:02 INV2 No power INV2 capacitor
027 PSC PANEL CONNECTOR A panel connector B, C, or D is not properly connected.
:01 CNFB
No power
:02 CNI/CNX (3500 HP, 150 TON)
:03 Aux blower connector
030 GF CONTACTOR Speed limit GF command/feedback don't agree.
031 BATTERY BOOST CIRCUIT
:01 GFR failed to open GFR command/ feedback don't agree.
Speed limit
:02 GFR failed to close
:03 SCR3 failed
032 RP CONTACTOR
:01 RP1 Speed limit & engine
RP command/ feedback don't agree.
:02 RP2 speed/RP
:03 RP3
033 RETARD CIRCUIT Speed limit & engine
speed/RP
035 ESS INPUT Speed limit Engine speed sensor is out of range.


036 GY19 GRID BLOWER FAILURE

:01 blower 1 stall
:02 blower 2 stall
No power A grid blower has failed.
:03 blower 1 open
:04 blower 2 open
:05 blower 1 & 2 delta too large
037 COMPUTER POWER SUPPLY
:01 VOLTS 5 POS +5V power supply is out of limits.
:02 VOLTS 15 POS +15V power supply is out of limits.
Speed limit
:03 VOLTS 15 NEG -15V power supply is out of limits.
040 VOLTS 24 POS +24V power supply is out of limits.
041 VOLTS 24 NEG -24V power supply is out of limits.
042 DIRECTION SELECTED IN LOAD BOX MODE Selector switch moved to FORWARD or REVERSE
No propel
during self load.
043 DRIVE SYSTEM BATTERY LOW Speed limit Battery volts are below limit.
044 DRIVE SYSTEM BATTERY HIGH None Battery volts are above limit.
045 CHOPPER OPEN CIRCUIT Open circuit in a chopper
:01 chopper 1 Speed limit Open circuit in chopper 1
:02 chopper 2 Open circuit in chopper 2
046 RETARD SHORT CIRCUIT Failure during chopper self test. Link voltage decayed too
Speed limit & engine
quickly when AFSE command set low, prior to starting
speed
test.
047 ENGINE STALL No power An engine stall condition has occurred.
048 SHORTED DC LINK No power DC link short detected at startup.
051 TACH LEFT REAR Input from M1 sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with front wheels moving, brake
INV1 disable released.
:02 high output with truck stopped High output from sensor with all other wheel speeds at
zero.
052 TACH RIGHT REAR Input from M2 sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with front wheels moving, brake
INV2 disable released.
zero.
053 TACH LEFT FRONT Input from left front wheel sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with rear wheels moving, brake
SYS Event released.
zero.
054 TACH RIGHT FRONT Input from right front wheel sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with rear wheels moving, brake
SYS Event released.
zero.


055 FRONT WHEEL TACHS SYS Event

056 INVERTER SW VERSION Incorrect version of Inverter Software is installed.
:01 Inverter # 1 SYS Event
:02 Inverter # 2
061 MOTOR OVERSPEED SYS Event Truck is over the motor overspeed limit.
063 ENGINE LOAD SIGNAL
:01 below minimum Engine load out of range.
:02 above maximum
SYS Event
:03 PWM signal failed low.
:04 PWM signal failed high.
:05 PWM signal failed incorrect period.
065 TEMP INPUT RANGE CHECK An analog input is outside the design range of valid
values.
:01 aux pc temp sensor Auxiliary phase controller temperature sensor
:02 aux inv temp sensor Auxiliary inverter temperature sensor
:03 afse temp sensor AFSE temperature sensor
:04 alternator temp
:05 left stator temp
:06 left rotor temp
:07 right stator temp Speed limit
:08 right rotor temp
:09 chopper IGBT temp
Temperature is out of range.
:10 chopper diode temp
:11 left IGBT module temp
:12 left diode temp
:13 right IGBT module temp
:14 right diode temp
:15 rectifier diode temp
070 LINK CAPACITANCE LEVEL LOW SYS Event Link capacitance level is low, but OK.
071 LINK CAPACITANCE LEVEL TOO LOW Speed Limit Link capacitance level is too low.
072 GROUND FAULT CIRCUIT Speed Limit Ground fault detection circuit
074 INV1 COMM FAILED
:01 No communication Inverter #1 INV1 Disable
:02 Inverter #1 customer option bit
075 INV2 COMM FAILED
:01 No communication Inverter #2 INV2 Disable
:02 Inverter #2 customer option bit


076 FB173 CARD FB173 card failure

:01 speed FPGA DL
:02 speed FPGA run
:03 ALT FPGA DL
:04 Microcontroller
:05 slow task No power
:06 med task
:07 fast task
:08 FD task
:09 Alternator 3 phase volts bad
:10 alt FPGA timeout
077 INVERTER FAILED VI TEST No power Inverter failed during test.
078 Inverter Background Communication Failure A failure in the inverter background communication was
Sys Event
detected.
084 CONTROL POWER SWITCH OFF SYS Event Control power switch is turned off while truck is moving.
085 AUX COOLING A fault has occurred in the auxiliary blower operation.
:02 aux rpmfb input Rpm of Aux Blower out of range.
SYS Event
:03 aux rpm feedback Rpm feedback does not match rpm command.
:04 abnormal shutdown A fault occurred during shutdown
087 HP LOW SYS Event Horsepower adjust is at negative limit for 30 seconds.
088 HP LIMIT SYS Event Horsepower limit exceeded while in propulsion.
089 ENGINE SPEED DOES NOT MATCH
COMMAND Engine speed feedback does not match commanded
SYS Event
speed.
:02 RPM does not match command
091 INVERTER 1 CUTOUT SYS Event
092 INVERTER 2 CUTOUT SYS Event
094 ILLEGAL LIMP REQUEST SYS Event A “limp mode” request is received while truck is moving.
095 BAD BRAM BATTERY SYS Event BRAM battery voltage is low.
096 UNEXPECTED PSC CPU RESET SYS Event PSC CPU reset without request.
098 DATA STORE SYS Event PTU data store command

(Codes Received from Inverter 1 & 2)

100/200 INVERTER CPU CARD (FB172)

:23 pat fail out 100 Pattern had bad A, B, C output 100%.
:29 no extvi TIC Extrapolation interrupt not running
:30 no vector TIC Vector interrupt not running
:31 no I TIC TIC I TIC interrupt not running
:32 NMI occurred Non-maskable interrupt occurred.
:34 no background TIC Background not running
INV1 (INV2) off
:35 PGA not programmed PGA could not be programmed.
:38 PGA init failed PGA initialization failed.
:39 PGA DP failed PGA D/P did not initialize.
:40 par not found Parameter not found
:41 multiple par Parameter multiply defined
:48 no cam TIC Cam ISR not running
:49 no peak samp TIC Peak sample ISR not running
101/201 INVERTER CPU CARD (NR)
:01 Aup cmd not off Phase A up command not off
:02 Adn cmd not off Phase A down command not off
:03 Bup cmd not off Phase B up command not off
:04 Bdn cmd not off Phase B down command not off
:05 Cup cmd not off Phase C up command not off
:06 Cdn cmd not off Phase C down command not off
:07 Aup cmd not on Phase A up command not on
INV1 (INV2) off
:08 Adn cmd not on Phase A down command not on
:09 Bup cmd not on Phase B up command not on
:10 Bdn cmd not on Phase B down command not on
:11 Cup cmd not on Phase C up command not on
:12 Cdn cmd not on Phase C down command not on
:13 no chopper TIC1 Chopper 1 interrupt not running
:14 no chopper TIC2 Chopper 2 interrupt not running
:16 inv CPU reset Inverter CPU was reset.


102/202 INV I/O CARD (FB172)

:05 gnd not ok Logic ground not OK
:08 no IO card Could not access I/O card
:09 eoc not working A/D conversion did not work.
:10 DB no brake DB on too long while not braking
:11 ptf A signal Phase A overcurrent signal too long
INV1 (INV2) off
:12 ptf B signal Phase B overcurrent signal too long
:13 ptf C signal Phase C overcurrent signal too long
:14 IC zero not ok Current IC not zero at start up
:15 IC not ok C phase current too high
:16 ptl not ok Protective turn off circuit not OK
:17 cur measure not ok Phase A and B currents do not match.
103/203 INV I/O CARD (NR)
:01 chop 1 cmd not off Chopper 1 command not off
:02 chop 2 cmd not off Chopper 2 command not off
:03 chop 1 cmd not on Chopper 1 command not on
:04 chop 2 cmd not on Chopper 2 command not on
:05 volt scale A flt Scale A volts out of range 70%, 100%
:06 volt scale B flt Scale B volts out of range 70%, 100%
:07 link V scale flt Link V scale out of range 70%, 100%
:08 current scale A flt Scale A current out of range 70%, 100%
:09 current scale B flt Scale B current out of range 70%, 100%
:10 input V scale fit Input V scale out of range 70%, 100%
:11 V test VCO high High frequency on VCO Vtest channel
None
:12 V test VCO low Low frequency on VCO Vtest channel
:13 IA VCO hi High frequency on IA channel
:14 IB VCO hi High frequency on IB channel
:15 link V VCO hi High frequency on VCO link filter V channel
:16 infilV VCO hi High frequency on VCO in filter V channel
:17 IA too high IA current too positive
:18 IA too low IA current too negative
:19 IB too high IB current too positive
:20 IB too low IB current too negative
:21 link V too hi Link voltage too positive
:22 infilV too hi Input filter voltage too positive
:23 DB chop VCO hi High frequency on VCO DB chopper channel


103/203 INV I/O CARD (NR)

:24 DB chopV too hi DB chopper voltage too positive
:25 VA VCO hi High frequency on VCO VA channel
:26 VB VCO hi High frequency on VCO VB channel
:27 VC VCO hi None High frequency on VCO VC channel
:28 VA volts too hi VA voltage too positive
:29 VB volts too hi VB voltage too positive
:30 volt scale C flt Scale C volts out of range 70%, 120%
:31 VC volts too hi VC voltage too positive
104/204 FIBER OPTIC CARD
:01 fo ps low Fiber optic power supply monitor
INV1 (INV2) off
:02 fo card disable Fiber optic card disabled
:03 fo card enable Fiber optic card enabled and no dir
105/205 POWER SUPPLY CARD
:01 P5V not ok +5 volt not in tolerance
INV1 (INV2) off
:03 N15V not ok -15 volt not in tolerance
:07 N24V not ok -24 volt not in tolerance
106/206 DC WIRING
:01 DC pwr conn open INV1 (INV2) off DC power connection is open.
:02 link V phase V mismatch Link and phase voltage are mismatched.
107/207 GDPS FAILURE
:01 gate dr ps off SYS Event No power to gate drive power supply or it failed
:02 gate dr ps off S No power to gate drive power supply or it failed with
INV1 (INV2) off enable/DC volts
:03 multiple IGBT not off S Multiple IGBTs not off with enable/DC volts
109/209 LINK VOLTS SENSOR
INV1 (INV2) off
:01 linkV sensor flt Link voltage sensor failed
111/211 INPUT VOLTS SENSOR
INV1 (INV2) off
:01 Vfil not ok Filter voltage outside limits


113/213 INVERTER, GENERAL

:01 Aup cur hi Phase A current out too high
:02 Adn cur hi Phase A current in too high
:03 Bup cur hi Phase B current out too high
:04 Bdn cur hi Phase B current in too high
:05 Cup cur hi Phase C current out too high
:06 Cdn cur hi Phase B current in too high
:07 Aup cur lo Phase A current out too low
:08 Adn cur lo Phase A current in too low
:09 Bup cur lo Phase B current out too low
:10 Bdn cur lo Phase B current in too low
:11 Cup cur lo Phase C current out too low
:12 Cdn cur lo Phase C current in too low
:13 A zero cur hi Phase A current out not zero
:15 B zero cur hi Phase B current out not zero
:17 A volt hi Adn Phase A volt too high while phase A down on
:18 A volt lo Aup Phase A volt too low while phase A up on
:19 A volt hi Bdn Phase A volt too high while phase B down on
:20 A volt lo Bup Phase A volt too low while phase B up on
:21 A volt hi Cdn Phase A volt too high while phase C down on
:22 A volt lo Cup INV1 (INV2) off Phase A volt too low while phase C up on
:23 B volt hi Adn Phase B volt too high while phase A down on
:24 B volt lo Aup Phase B volt too low while phase A up on
:25 B volt hi Bdn Phase B volt too high while phase B down on
:26 B volt lo Bup Phase B volt too low while phase B up on
:27 B volt hi Cdn Phase B volt too high while phase C down on
:28 B volt lo Cup Phase B volt too low while phase C up on
:29 C volt hi Adn Phase C volt too high while phase A down on
:30 C volt lo Aup Phase C volt too low while phase A up on
:31 C volt hi Bdn Phase C volt too high while phase B down on
:32 C volt lo Bup Phase C volt too low while phase B up on
:33 C volt hi Cdn Phase C volt too high while phase C down on
:34 C volt lo Cup Phase C volt too low while phase C up on
:35 Aup fault cur Phase A fault current when phase A up on
:36 Adn fault cur Phase A fault current when phase A down on
:37 Bup fault cur Phase B fault current when phase B up on
:38 Bdn fault cur Phase B fault current when phase B down on
:39 Cup fault cur Phase C fault current when phase C up on
:40 Cdn fault cur Phase C fault current when phase C down on
:48 A volt hi off Phase A voltage high with all IGBTs off
:49 A volt lo off Phase A voltage low with all IGBTs off


113/213 INVERTER, GENERAL

:50 B volt hi off Phase B voltage high with all IGBTs off
:51 B volt lo off Phase B voltage high with all IGBTs off
:52 C volt hi off Phase C voltage high with all IGBTs off
:53 C volt lo off Phase C voltage high with all IGBTs off
:54 phase short pos Possible phase to DC+ short
:55 phase short neg Possible phase to DC- short
:60 linkV too hi PTL Link volts above PTL
:70 Aph neg I low Phase A negative current low (unbalance)
:71 Bph neg I low Phase B negative current low (unbalance)
:72 Cph neg I low INV1 (INV2) off Phase C negative current low (unbalance)
:73 Aph neg I hi Phase A negative current high (unbalance)
:74 Bph neg I hi Phase B negative current high (unbalance)
:75 Cph neg I hi Phase C negative current high (unbalance)
:76 Aph pos I low Phase A positive current low (unbalance)
:77 Bph pos I low Phase B positive current low (unbalance)
:78 Cph pos I low Phase C positive current low (unbalance)
:79 Aph pos I hi Phase A positive current high (unbalance)
:80 Bph pos I hi Phase B positive current high (unbalance)
:81 Cph pos I hi Phase C positive current high (unbalance)
:82 no current w run No current while running
114/214 INVERTER, GENERAL (NR)
:22 IA VCO lo Low frequency on IA channel
:24 IB VCO lo Low frequency on IB channel
:26 linkV VCO lo Low frequency on VCO link filter V channel
:28 infilV VCO lo Low frequency on VCO in filter V channel
:38 LinkV too lo Link voltage too negative
:40 infilV too lo Input filter voltage too positive
:46 DB chop VCO lo None Low frequency on VCO DB chopper channel
:48 DB chopV too lo DB chopper voltage too negative
:50 VA VCO lo Low frequency on VCO VA channel
:52 VB VCO lo Low frequency on VCO VB channel
:54 VC VCO lo Low frequency on VCO VC channel
:56 VA volts too lo VA voltage too negative
:58 VB volts too lo VB voltage too negative
:61 VC volts too lo VC voltage too negative


119/219 INVERTER, PHASE A-

:01 alarm AN Phase A negative IGBT did not turn off.
:02 Adn fb not off Phase A down feedback is not off.
:03 phase A modl neg Phase A negative module failed.
:04 hold AN INV1 (INV2) off Phase A positive and negative IGBTs are on (negative
turn on).
:05 Adn fb not on Phase A down feedback is not on.
:06 Adn IGBT not on Phase A negative IGBT did not turn on.
:07 IGBT_PS_AN IGBT protective shutoff
120/220 INVERTER, PHASE A- (NR)
:02 Adn temp short Phase A down thermistor short
:03 Adn temp open Phase A down thermistor open
None
:04 Adn temp warm Phase A down thermistor warm
:05 Adn temp hot Phase A down thermistor hot
:06 Adn fb not off S Phase A down not off with enable/DC volts
121/221 INVERTER, PHASE A CURR
:01 I sensor ph A Phase A current sensor failed.
:02 IA zero not ok Current IA not zero at startup
INV1 (INV2) off
:03 IA not ok Phase A current too high
:04 I snsr ph A open Phase A current sensor open
:05 I snsr ph A short Phase A current sensor short
123/223 INVERTER, PHASE A VOLTS
:01 V sensor phase A INV1 (INV2) off Phase A voltage sensor failed.
:02 VA not ok Phase A voltage too high
125/225 INVERTER, PHASE B+/B-
:01 alarm B Phase B IGBT did not turn off
:02 PTF B INV1 (INV2) off Overcurrent on phase B
:03 IGBT_SAT_BP IGBT saturated
:04 IGBT_SAT_BP IGBT saturated
126/226 INVERTER, PHASE B+
:01 alarm BP Phase B IGBT did not turn off.
:02 Bup fb not off Phase B up feedback is not off.
:03 phase B modl pos Phase B positive module failed.
INV1 (INV2) off
:04 hold BP Phase B positive and negative IGBTs are on (positive
turn on).
:05 Bup fb not on Phase B feedback is not on.
:06 Bup IGBT not on Phase B positive IGBT did not turn on.


127/227 INVERTER, PHASE B+

:02 Bup temp short Phase B up thermistor short
:03 Bup temp open Phase B up thermistor open
None
:04 Bup temp warm Phase B up thermistor warm
:05 Bup temp hot Phase B up thermistor hot
:06 Bup fb not off S Phase B up not off with enable/DC volts
128/228 INVERTER, PHASE B-
:01 alarm BN Phase B negative IGBT did not turn off.
:02 Bdn fb not off Phase B down feedback is not off.
:03 phase B modl neg Phase B negative module failed.
:04 hold BN INV1 (INV2) off Phase B positive and negative IGBTs are on (negative
turn on).
:05 Bdn fb not on Phase B down feedback is not on.
:06 Bdn IGBT not on Phase B negative IGBT did not turn on.
:07 IGBT_PS_BN IGBT protective shutoff
129/229 INVERTER, PHASE B- (NR)
:02 Bdn temp short Phase B down thermistor short
:03 Bdn temp open Phase B down thermistor open
None
:04 Bdn temp warm Phase B down thermistor warm
:05 Bdn temp hot Phase B down thermistor hot
:06 Bdn fb not off S Phase B down not off with enable/DC volts
130/230 INVERTER, PHASE B CURR
:01 I sensor ph B Phase B current sensor failed.
:02 IB zero not ok Current IB not zero at startup
INV1 (INV2) off
:03 IB not ok Phase B current too high
:04 I snsr ph B open Phase B current sensor open
:05 I sensr ph B short Phase B current sensor short
132/232 INVERTER, PHASE B VOLTS
:01 V sensor phase B INV1 (INV2) off Phase B voltage sensor failed.
:02 VB not ok Phase B voltage too high
134/234 INVERTER, PHASE C+/C-
:01 alarm C Phase C IGBT did not turn off.
:02 PTF C INV1 (INV2) off Overcurrent on phase C
:04 IGBT_SAT_CP IGBT saturated
:05 IGBT_SAT_CN IGBT saturated


135/235 INVERTER, PHASE C+/C-

:01 alarm CP Phase C positive IGBT did not turn off.
:02 Cup fb not off Phase C up feedback is not off.
:03 phase C modl pos Phase C positive module failed.
:04 hold CP INV1 (INV2) off Phase C positive and negative IGBTs are on (positive
turn on).
:05 Cup fb not on Phase C up feedback is not on.
:06 Cup IGBT not on Phase C positive IGBT did not turn on.
:07 IGBT_PS_CP IGBT protective shutoff
136/236 INVERTER, PHASE C+
:02 Cup temp short Phase C up thermistor short
:03 Cup temp open Phase C up thermistor open
None
:04 Cup temp warm Phase C up thermistor warm
:05 Cup temp hot Phase C up thermistor hot
:06 Cup fb not off S Phase C up not off with enable/DC volts
137/237 INVERTER, PHASE C-
:01 alarm CN Phase C negative IGBT did not turn off.
:02 Cdn fb not off Phase C down feedback is not off.
:03 phase C modl neg Phase C negative module failed.
:04 hold CN INV1 (INV2) off Phase C positive and negative IGBTs are on (negative
turn on).
:05 Cdn fb not on Phase C down feedback is not on.
:06 Cdn IGBT not on Phase C negative IGBT did not turn on.
:07 IGBT_PS_CN IGBT protective shutoff
138/238 INVERTER, PHASE C- (NR)
:02 Cdn temp short Phase C down thermistor short
:03 Cdn temp open Phase C down thermistor open
None
:04 Cdn temp warm Phase C down thermistor warm
:05 Cdn temp hot Phase C down thermistor hot
:06 Cdn fb not off S Phase C down not off with enable/DC volts
141/241 INVERTER, PHASE C VOLTS
:01 V sensor phase C INV1 (INV2) off Phase C voltage sensor failed.
:02 VC not ok Phase C voltage too high
143/243 INVERTER, TACH 1 (NR)
:01 tach1 rate hi Tach 1 high rate of change
INV1 (INV2) off
:02 tach1 no input Tach 1 no frequency input
:03 TACH_INTERMIT
None
:01 tach1 one channel Tach 1 single channel operation
145/245 INVERTER, TACH 2
:01 tach2 high rate None Tach 2 high rate of change
:02 tach2 no input Tach 2 no frequency input



None
:01 tach2 one channel Tach 2 single channel operation
148/248 INVERTER, CHOPPER 1 (NR)
:01 chop1 fb not off Chopper 1 feedback is not off.
:02 chop1 fb not on Chopper 1 feedback is not on.
:03 chopA temp short ChopA thermistor short
None
:04 chopA temp open ChopA thermistor open
:05 chopA temp warm ChopA thermistor warm
:06 chopA temp hot ChopA thermistor hot
:07 DB1 fb not off S Chopper 1 not off with DC volts
150/250 INVERTER, CHOPPER 2 (NR)
:01 chop2 fb not off Chopper 2 feedback is not off.
:02 chop2 fb not on Chopper 2 feedback is not on.
:03 chop B temp short Chop B thermistor short
None
:04 chop B temp open Chop B thermistor open
:05 chop B temp warm Chop B thermistor warm
:06 chop B temp hot Chop B thermistor hot
:07 DB2 fb not off S Chopper 2 not off with DC volts
151/251 MISCELLANEOUS
INV1 (INV2) off
:01 tach differential Too much speed difference
153/253 INVERTER, MOTOR
:01 motor open Motor connection open
INV1 (INV2) off
:02 motor short Motor connection short
154/254 INVERTER MOTOR FAULTS (NR)
:01 rotor temp hi None Motor rotor temperature is high.
:02 stator temp hi Motor stator temperature is high.
155/255 INVERTER, SECOND LOAD
None
:01 second load open Second load connection open
175/275 INV 1 GENERIC EVENT None Inverter shutdown with no event code
176/276 INV 1 GENERIC EVENT INV1 (INV2) off

(Codes Received from TCI)

601 TCI FB144 CPU CARD

:01 10ms task failed to init
:03 50ms task failed to init TCI CPU card problem
No propel
:06 flt manager task
:07 flash CRC
Flash CRC computation did not match expected value.
:09 main task failed to init
:10 excess timeouts Upon power-up, excessive bus timeouts occurred.
:11 BBRAM bad
:12 BBRAM CRC CRC on BBRAM did not match expected value.
602 FB104 DIGITAL I/O CARD FAULT No propel Internal TCI self-test detected a digital I/O card problem.
603 FB160 ANALOG I/O CARD FAULT Internal TCI self-test detected an analog I/O card
No propel
problem.
604 PSC FAULT
:01 missing message
:02 bad tick
:03 bad CRC Speed limit Lost RS422 communication with PSC.
:04 FIFO overflow
:05 bad start bit
:06 bad stop bit
Lost RS422 communication with auxiliary blower
605 AUX BLOWER COMM. FAULT None controller while auxiliary blower is in failure mode and
DC link is not energized.
607 POSITIVE 5 VOLTS Speed limit +5V power supply out of limits
608 POSITIVE 15 VOLTS Speed limit +15V power supply out of limits
609 NEGATIVE 15 VOLTS Speed limit -15V power supply out of limits
610 POT REFERENCE Speed limit Pot reference (10.8V) out of limits
611 FREQUENCY INPUT Front wheel speed input out of range
:01 left front wheel speed None Left front wheel sensor out of range
:02 right front wheel speed Right front wheel sensor out of range
613 ANALOG INPUT
:01 A2D gnd Speed limit Signal is outside the design range of valid values.
:02 A2D gainchk
614 BATTERY SEPARATE CONTACTOR
FAILURE Signal is outside the design range of valid values.
:01 Battery Separate Failure SYS Event
:02 crank batt > cntrl batt
Voltage difference greater than 3V
:03 cntrl batt > crank batt
616 DIRECTION MISMATCH Simultaneous FORWARD and REVERSE commands
No propel
were received.


617 ENGINE START REQUEST DENIED

:01 engine warn while cranking Engine warning occurs after engine crank command is
SYS Event given.
:02 engine kill while cranking Engine kill input occurs while engine crank command is
active.
619 ENGINE WARNING RECEIVED Engine controller sends caution signal, rpm above low
No propel
idle.
620 ENGINE KILL WHILE VEHICLE MOVING Engine shutdown switch is activated while truck is
No propel
moving.
622 PARK BRAKE FAULT Error in parking brake operation has occurred.
:01 command/response failure Park brake command and feedback don't agree.
No propel
:02 set above maximum speed Parking brake set feedback is received while truck is
moving.
623 HYDRAULIC BRAKE FLUID Hydraulic brake oil temperature has exceeded the limit.
:01 tank
:02 left front outlet
SYS Event
:03 right front outlet
:04 left rear outlet
:05 right rear outlet
624 BODY UP AND PAYLOAD INDICATION Full payload and body up signal are received at the
Speed Limit
same time.
625 Extended Battery Reconnect Time Excessive time since battery separate and battery
None
reconnection
628 CONNECTED BATTERY VOLTS One of the connected batteries' volts are incorrect with
engine speed above low idle.
:01 control battery low Control battery voltage below minimum limit (20)
SYS Event
:02 control battery high Control battery voltage above maximum limit (32)
:03 crank battery low Cranking battery voltage below minimum limit (20)
:04 crank battery high Cranking battery voltage above maximum limit (32)
629 BAROMETRIC PRESSURE SIGNAL Barometric pressure signal is outside operational limits.
:01 low SYS Event Voltage is below minimum operational limit.
:02 high Voltage is above maximum operational limit.
630 MOTOR BLOWER PRESSURE Motor inlet and outlet pressure signal is outside
operational limits.
:01 no cooling air No voltage signal feedback
Speed Limit
:02 low voltage Voltage feedback is below minimum operational limit.
:03 high voltage Voltage is above maximum operational limit.
:04 sensor reversed
631 AMBIENT TEMPERATURE Ambient temperature signal is outside operational limits.
SYS Event
:02 high Voltage is above maximum operational limit.
632 TCI CONFIGURATION DATA No propel Problem with TCI configuration file
:01 no file loaded No propel No configuration file is loaded.
:02 bad CRC No propel
:03 version incorrect No propel Wrong version of file is loaded.


633 BBRAM CORRUPTED SYS Event Battery backed RAM has failed.
634 TRUCK OVERLOADED - RESTRICTIVE NO PROPEL The over-payload signal is on, operation restricted.
635 TRUCK OVERLOADED - NON-RESTRICTIVE SYS Event The over-payload signal is on, propulsion allowed.
636 AUX INVERTER An auxiliary blower control failure has occurred.
:01 buss volts low Low DC bus was detected during powerup.
:02 buss volts high High DC bus was detected during powerup.
:03 overcurrent Overcurrent condition was detected during operation.
:04 battery loss Loss of blower control battery voltage has occurred.
:05 high dc buss when running High DC bus voltage was detected during operation.
:06 high dc buss after pc powerup High DC bus voltage was detected after phase controller
powerup.
:07 Low dc buss after pc powerup Low DC bus voltage was detected after phase controller
SYS Event
powerup.
:08 high dc buss when running High DC bus voltage was detected during operation.
:09 overcurrent after pc powerup, current overload Overcurrent condition was detected after phase
controller power up.
:10 current overload Sustained current overload exists.
:11 low dc buss overcurrent Overcurrent due to low DC bus voltage
:12 low dc buss current overload Sustained current overload due to low DC bus voltage
:13 gate drive trip IGBT protection circuit detected an overload.
:14 no input voltage Zero input voltage was detected.
638 ENGINE CRANKING TIMEOUT SYS Event Engine is cranking longer than allowed.
639 ENGINE START REQUEST WHILE RUNNING Engine start request signal occured while engine RPM
SYS Event
greater than 600 RPM, and longer than 3 seconds.
640 ACCEL PEDAL TOO HIGH No Propel Accelerator pedal voltage is high.
641 ACCEL PEDAL TOO LOW SYS Event Accelerator pedal voltage is low.
696 UNEXPECTED TCI CPU RESET SYS Event TCI CPU reset without request.
698 DATA STORE SYS Event A data snapshot has been manually initiated.

PSC SOFTWARE FUNCTIONS Test State: The purpose of this state is to provide an
environment for the verification of system
The operation of the AC drive system is regulated by
functionality. The test state will support a variety of
a software program which resides in the propulsion
activities, including:
system control panel's memory. The software
program also contains instructions to test and fault • Waiting for the engine to start (if needed).
isolate the system. • Automatic testing on initial system startup or
This section describes the PSC software program following rest state.
and its functions without regard to hardware. • Application of power to the DC link.
• Externally initiated testing to clear a fault, set
temporary variables, or for maintenance
Input Processing purposes.
This function reads in all external inputs for use by NOTE: The test state may be either powered or
the PSC. The input processing function performs any unpowered at a given point in time, depending on
signal conditioning that is required and computes the which activities are being performed.
required derived inputs.
Ready State: This is the default powered state. The

State Machine system will be in this state whenever the engine and
control system are ready to provide power, but none
As part of the total software package, a particular is requested.
group of regulatory software commands is included
called a “state machine”. The state machine controls Ready state is also the state where the DC link is
the various functions of truck operation. discharged in preparation for shutdown, rest, or in
reaction to certain event conditions. Therefore, the
The software implements the state machine by ready state should not be considered strictly a
keeping track of which state the truck is in and which powered state (as are propel and retard).
state the truck is allowed to move into if the operator
requests a different mode of operation. Each
software state is defined as follows: Rest State: The purpose of this state is to conserve
fuel while the truck idles for an extended period of
time. The rest state also provides an environment
Startup/Shutdown State: The purpose of this state where maintenance personnel can control the engine
is to ensure the system is in a desired known state without causing power to be applied to the DC link.
upon startup or shutdown. This is an unpowered The rest state is an unpowered state.
state.
NOTE: “Powered” and “unpowered” refer to the state
of the DC link. 600 volts or more equals “powered”, Propel State: The purpose of this state is to provide
50 volts or less equals “unpowered”. the power system configuration and overall
environment for engine-powered propulsion. This is a
powered state. The system will not be allowed to
maintain the propel state without sufficient power on
the DC link.
Retard State: This state provides the power system

configuration and overall environment for retard
functions, where energy from vehicle movement is
dissipated in the retarding grid resistors in an effort to
slow the truck. The retard state is a powered state.

Transitions between states under normal operational Transition to Rest State: This transition will occur
conditions (no failures, etc.) are described as follows: automatically from the Test or Ready state if a
request for Rest state is received from the TCI and all
of the following conditions are true:
Transition to Startup/Shutdown State
• Any testing in progress is complete.
(for Startup): The system will transition to the
Startup/Shutdown state for the purpose of “startup” • The system temperatures are cool enough to
whenever execution control is initially transferred to allow the Rest state (function of IGBT phase
the application program (after application of power, module, chopper module, and motor
system reset, etc). temperatures).
• The AFSE panel is disconnected and there is
essentially no voltage on the DC link.
Transition to Startup/Shutdown State
• The truck is not moving.
(for Shutdown): The system will transition to the
Startup/Shutdown state for the purpose of
“shutdown” from the Test, Rest, Ready, or Startup/ Transition from Ready State to Test State: This
Shutdown (if previously entered for the purpose of transition will occur if the truck is not moving and a
startup) state if all of the following conditions are true: request for testing is received.
• System power is removed, or the control power
switch or key switch is turned off.
Transition from Ready State to Propel State: This
transition will occur if all of the following conditions
• There is essentially no voltage on the DC link. are true:
• Any testing in progress is complete. • The accel pedal is pressed.
NOTE: Testing in progress does not have to be • A direction has been chosen (the truck is either in
successful, but for the purpose of ensuring an orderly FORWARD or REVERSE).
shutdown it must be complete before the current
• There is sufficient voltage on the DC link.
state is exited.
• At least one of the following conditions is true:
a. The retard pedal or lever is not pressed or is
Transition from Startup/Shutdown State to Test pressed such that an insignificant amount of
State: This transition will occur automatically once retarding effort is requested.
initialization is complete (functions performed while in
Startup/Shutdown state for the purpose of startup b. Truck speed is such that retard is not
have been completed). allowed.
c. Truck speed is less than the motor
overspeed limit.
Transition from Test State to Ready State: This
d. The TCI accel inhibit is not active.
transition will occur upon completion of any required
testing if the TCI Rest state request is not active and
there is sufficient voltage on the DC link.

Transition from Ready State to Retard State: This Transition from Propel State to Retard State: This
transition will occur if truck speed is such that retard transition will occur if at least one of the following
is allowed and at least one of the following conditions conditions exists:
exists:
• Truck speed is such that retard is allowed, and
• Truck speed is greater than or equal to motor the retard pedal or lever is pressed such that a
overspeed limit. Overspeed will not be engaged significant amount of retarding effort is
such that it prevents the truck from propelling at requested.
40 mph (64 kph).
• Truck speed exceeds the motor speed limit.
• The retard pedal or lever is pressed such that a Overspeed will not be engaged such that it
significant amount of retarding effort is prevents the truck from propelling at 40 mph (64
requested. kph).
• All of the following conditions are true: • All of the following conditions are true:
a. Retard speed control is selected. a. Retard speed control is selected.
b. Truck speed exceeds the set retard speed, b. Truck speed exceeds the set retard speed,
or the truck is accelerating such that the or the truck is accelerating such that the
truck speed will soon exceed the set retard truck speed will soon exceed the set retard
speed if no action is taken. speed if no action is taken.
c. The accel pedal is not pressed and/or the c. The truck is configured such that accelerator
truck is configured such that accelerator pedal signal does not override the retard
pedal signal does not override retard speed speed control.
control.
Transition from Retard State to Ready State: This

Transition from Rest State to Test State: This transition will occur if all of the following conditions
transition will occur upon release of the TCI rest exist:
request.
• Overspeed is not active.
NOTE: A transition directly from Rest state to Ready • At least one of the following conditions is true:
state is not allowed because the system is essentially
off and should be brought back on-line and checked a. The retard pedal or lever is not pressed or is
out before Ready state is entered. pressed such that an insignificant amount of
retarding effort is requested.
b. Truck speed is such that retarding is not
Transition from Propel State to Ready State: This allowed.
transition will occur if all of the following conditions
• At least one of the following conditions is true:
exist:
a. Retard speed control is not selected.
• The accelerator pedal is not pressed.
b. Truck speed is low enough such that retard
• The retard pedal or lever is not pressed or is
speed control is not active.
pressed such that an insignificant amount of
retarding effort is requested. c. The accelerator pedal is pressed, and the
truck is configured such that the accelerator
• Truck speed is less than the motor overspeed
limit. pedal overrides the retard speed control.
This allows the configuration constant to
• At least one of the following conditions is true: determine if pressing on the accelerator
a. Retard speed control is not selected. pedal kicks the truck out of retard, even if the
retard speed control is still active.
b. Truck speed is below the set retard speed,
and acceleration is such that no retard effort • The retard torque control logic exit sequence is
is (currently) required to maintain this complete.
condition.

DC Link State De-Powering the DC Link: The PSC software will
attempt to de-power the DC link (command the
Power is provided to the inverters and motors via the
system configuration defined below) if the system is
DC link. The DC link has two associated states:
in Test or Ready state and any of the following
powered and unpowered. The following defines the
conditions are true:
conditions necessary to establish each state, as well
as the transitional conditions between the two states: • Event restrictions prohibit power on the DC link.
• The system is preparing to transition to Startup/
Shutdown state for the purpose of shutdown (all
Powering the DC Link: The PSC software will the non-link-related conditions for Startup/
attempt to power the DC link (command the system Shutdown state have been satisfied).
configuration defined below) if all of the following
• The system is preparing to transition to Rest
conditions are true:
state (all the non-link-related conditions for Rest
• Event restrictions do not prohibit power on the state have been satisfied).
DC link. • The engine is being shut down.
• The system is in Test state and any initiated
testing is complete.
To accomplish this, the PSC software will establish
• The engine is running.
the necessary system configuration as follows:
• The gate drive power converters have been
enabled. 1. Alternator field reference isset to zero.
2. AFSE is disabled.
• Neither inverter is requesting that a low voltage
test be run. 3. GF is open and GFR is dropped out.
4. Chopper turn-on voltage is set below 600 volts.
5. RP2 is closed.
In attempting to power the DC link, the PSC software
will establish the necessary system configuration as
follows:
1. GF is closed and GFR is picked up.
2. AFSE is enabled.
3. Alternator field reference is commanded so that
the desired DC link voltage or three-phase
voltage is maintained.
4. RP contactors open.
5. Chopper turn-on voltage is set above 600 volts.
NOTE: Before the AFSE is allowed to output firing
pulses, the RP contactors will be commanded to
open and the GF contactor will be verified to be
closed. The AFSE will not output firing pulses if it is
disabled, if GFR is dropped out, or if the alternator
reference signal is 0.

Engine Control ALTERNATOR FIELD CONTROL
This software function generates the engine speed The alternator is controlled by controlling the
command. The engine electronic fuel control is alternator field reference sent to the AFSE panel.
responsible for maintaining that speed.
The desired alternator output voltage is dependent
The desired engine speed is determined according to on the system state. The PSC will command an
the system state: alternator field reference such that the desired DC
link voltage or three-phase voltage is maintained.
Propel State: The engine speed is commanded such
that the engine supplies only as much horsepower as
Desired Three-Phase Voltage
is required to achieve the desired torque.
During all powered states, the three-phase line-to-
All Other States: The engine speed is a direct
line voltage will not be allowed to drop below 444
function of the accelerator pedal. Additional
volts. This is the minimum voltage needed to supply
constraints on the engine speed command are as
the gate drive power converters.
follows:
During all powered states except retard, the DC link
• If the truck is in NEUTRAL, the commanded
voltage will represent the rectified three-phase
engine speed at full scale accelerator pedal will
be the engine's high idle. If the truck is not in voltage. In this case, as long as the DC link voltage is
NEUTRAL, the maximum commanded engine above 600 volts, the three-phase voltage will be
speed will be the engine's rated horsepower rpm. adequate.
This allows faster hoisting of the truck bed, if During retard, the DC link voltage is not necessarily
desired.
related to the three-phase voltage since the motors
• During retard state the engine speed command will be powering the DC link and reverse biasing the
will not be increased to support the DC link when rectification diodes. In this case, the control ensures
retard is being ramped out at low truck speeds. that the minimum three-phase voltage is maintained.
However, engine speed may be increased if
needed to support the DC link during normal Desired DC Link Voltage
retard when wheel slides are occurring.
The desired link voltage is controlled by the
alternator during all powered states except retard.
The following constraints are applied to generating The desired voltage is based on:
the engine speed command during all operating 1. During propel, the desired DC link voltage will
states: be adjusted based on motor speed and
• The engine speed command will always be horsepower commanded to the inverters.
greater or equal to the minimum idle signal. The 2. During retard, the DC link voltage may rise
TCI can request that the engine speed command above the rectified three-phase voltage. When
be increased by setting minimum idle. this occurs, the DC link voltage is controlled by
• The engine speed command will be increased if the retard torque command, grid resistor
more alternator cooling is needed. command and chopper start. If conditions occur
which prevent the motors from producing power
to support the resistor grids, the alternator may
be required to supply some power. In this case,
the alternator field control will maintain at least
600 volts on the DC link.
3. During all powered states, the DC link voltage
will not be allowed to drop below 600 volts.
4. While the DC link is being powered up, the
voltage will be controlled to the levels
necessary to support the inverter self-tests.

Self-Load • Jerk Limit
During self-load, the alternator provides power to the The torque command will be slew-rate limited to
resistor grids. The rectifying diodes will be forward prevent jerking motion.
biased, and DC link voltage will be controlled by the • Wheel Spin
alternator. The alternator field control will be based
on the following: In the event that the inverters detect a wheel
spin condition and reduce torque in the slipping
• The DC link voltage will not be allowed to drop wheel, the motor torque in the other wheel may
below 600 volts. be increased within the above constraints such
• One mode of self-load will require the alternator that as much of the total desired torque as
output to be controlled to maintain a set desired possible is maintained.
horsepower dissipation in the resistor grids.
• Another mode of self-load will require the
alternator output to be controlled to maintain a Retard Torque Control
set desired link voltage between 600 and 1500
volts. The retard system converts braking torque from the
wheel motors to energy dissipated in the resistor
Propel Torque Control grid. The requested retard torque is based on the
following three sources:
This software function commands the appropriate
motor torque to the inverters during propel. The • Retard Foot Pedal or Lever
torque command is primarily a function of the accel
The maximum short time retard torque (at any
pedal position and is limited by the physical
speed, hence the constant torque level) will be
constraints of the system.
scaled (linearly) by the retard foot pedal input
Each wheel torque is computed independently (RPINHI) to produce the foot pedal retard
because the wheels may be operating at different torque call.
speeds. Each torque command is adjusted to
• Overspeed
account for the following constraints:
While overspeed is active, the full available
• Speed Override retard torque will be requested.
The propulsion system will attempt to limit truck
• Retard Speed Control
speed to the design envelope of the wheel
motors. The torque command will be modulated While RSC is active, the RSC retard torque call
as the truck speed approaches the motor will be adjusted to control truck speed to the
overspeed limit so that this limit is not exceeded RSC set point. Retard speed control will not
if possible. Note, however, that steady state request any retard torque if RSC is not active.
operation is kept as close to the overspeed limit The maximum torque call from the above three
as possible without exceeding it. sources will be selected as the retard torque call.
• Motor Torque Limits Retard torque limits are as follows:
The torque command will be constrained to the • The retard torque call will be limited to the
operating envelope of the inverters and the maximum torque level based on speed.
traction motors. The maximum torque that can • The retard torque call will be limited to the
be commanded is dependent on motor speed maximum torque level available within the
and DC link voltage. thermal constraints of the motors.
• Gear Stress • The retard torque call will be limited as needed to
prevent overvoltage on the DC link.
The torque commanded will not exceed that
which will produce excess gear stress. • While in retard, the minimum retard torque call
will provide enough power to support at least one
• Horsepower Available grid with 600 volts on the DC link. Retard will be
The horsepower available will be estimated dropped if the torque call falls below this value.
from the engine speed. Parasitic loads are • At low speed, the available retard torque will be
taken into account. The torque will be limited so ramped to zero.
that the engine does not overload.

Wheel Slide Control Power-On Tests
The inverters prevent wheel slide by limiting torque to Three power-on tests are executed once every time
maintain wheel speeds above preset limits. These power is applied to the PSC. They are as follows:
preset limits are a function of truck speed and the
• CPU Card Checks - Upon power-up, the PSC will
allowable creep; additional compensation will be
confirm the integrity of its CPU card hardware
applied to provide for differences between wheel before transferring execution control to the
speeds during turns. application program residing in its FLASH
memory.
• Battery-Backed RAM (BBRAM) Test/Adjustable
Resistor Grid Control Parameter Initialization - A battery-backed RAM
The first resistor grid (RG1) will always be engaged (BBRAM) check will be performed to check for
BBRAM data integrity. If the check fails, all TCI/
when retard is active since the grid blower motors are
PTU-adjustable parameters will be initialized to
wired across it. their default values.
The second fixed resistor grids (controlled by RP2) • Inverter Powerup Tests - The purpose of these
will be engaged as needed to dissipate the energy tests is to verify that each inverter sub-system is
produced in retard state. functional:
1. Enabling Inverter Powerup Tests - The power-
up tests for a given inverter will be enabled if all
Chopper Voltage Control of the following conditions are true:
Chopper turn-on voltage will be set to give the motors a. The system is in Test state for the purpose of
as much of the retard envelope as possible (i.e., power-up.
keep the voltage as close to the maximum value as
b. The associated gate drive power converter
possible) and to keep the DC link voltage at or below
has been enabled.
the maximum link voltage value.
c. The engine is running.
d. Battery voltage is at least 25 VDC.
EVENT DETECTION AND PROCESSING e. The inverter is requesting that the low
voltage and/or high voltage powerup tests be
The PSC contains very powerful troubleshooting
performed.
software. The PSC software constantly monitors the
AC drive system for any abnormalities (events). f. The inverter has not been physically cut out
of the system.
Automatic self-tests are performed periodically on
various parts of the system to ensure its integrity. g. Active event restrictions do not preclude
Additionally, there are some elaborate tests which powering the DC link or running the inverter.
may be run by an electrician with the use of DID 2. Low Voltage Test - A given inverter will
screens. Predictive analysis is used in some areas to automatically perform its low voltage test if
report potential problems before they occur. needed once inverter powerup testing is
The troubleshooting system is composed of two enabled per the above requirements. The PSC
parts: will declare the test failed and log an event if the
test does not successfully complete within an
• The PSC for detection, event logging, data expected time period.
storage and fault light indications.
3. High Voltage Test - If the low voltage testing
• The TCI (or a PTU) for retrieval of stored event defined above is successful for a given inverter,
information, real time vehicle status, the inverter will automatically perform its high
troubleshooting, etc. voltage test if needed once there is sufficient
The event detection function of the software is power on the DC link. The PSC will declare the
responsible for verifying the integrity of the PSC test failed and log an event if the test does not
hardware and the systems to which the PSC successfully complete within an expected time
interfaces by detecting an “event” (abnormal after the DC link is sufficiently powered.
condition). The events fall into three detection
categories:

• DC Link Capacitance Test - This test will run once EVENT RESTRICTIONS
every 24 hours when conditions allow, normally
after a VI-test during the normal power-up The PSC software will not override an event
sequence. This test can also be run from the DID restriction as long as the “limp home” mode is not
panel to aid in troubleshooting. During test active. Transitions to restricted states will not be
execution, engine speed is set to 1500 rpm and allowed. If the system is in a state which becomes
the DC link is charged to 120 VDC. The engine is restricted, it will transition down to the highest
then returned to idle while the DC link is allowed unrestricted state. The order of the states, from
to discharge to 100 VDC. Total link capacitance is lowest to highest, is Startup/Shutdown, Rest, Test,
then calculated using the time it took to Ready, Retard, Propel.
discharge.
Transitions to the Test state or lower states in
If capacitance is getting low, but is still OK, event
reaction to event restrictions will not be allowed until
70 is logged. If capacitance is below the
minimum allowable level, event 71 is logged and the truck is not moving. The “limp home” mode is a
the truck is restricted to 10 MPH. If the test is not state which is entered when the truck has suffered a
able to be completed after numerous attempts, failure and is not able to continue normal operation,
event 72 is logged, indicating a problem in the but is still capable of getting back to the maintenance
truck's ground detection circuit, and truck speed area, or at least out of the way of other trucks.
is limited to 10 mph.
Event Restrictions associated with a given event are
listed in Table 1 earlier in this section.
Initiated Tests
These tests are performed when requested by
EVENT LOGGING AND STORAGE
maintenance personnel. The truck must be in the
Test state for these tests to run. This software function is responsible for the
recording of event information. There are two basic
• Maintenance Tests - The purpose of these tests
levels of event storage: event history buffer and data
is to facilitate verification of system installation
packs. The event history buffer provides a minimum
and wiring, particularly the “digital” interfaces
(relays, contactors, etc). set of information for a large number of events, while
data packs provide extensive information for a limited
• Self-Load Test - Self-load testing is a means by number of events.
which the truck’s diesel engine can be checked
for rated horsepower output. The following requirements apply to both data packs
and the event history buffer:
• Fault information is maintained until overwritten;
Periodic Tests it is not cleared out following a reset. This allows
the user to examine data associated with events
These automatic tests are run continuously during
that have been reset, as long as there have not
the operation of the truck to verify certain equipment. been so many new events as to necessitate
reuse of the storage space.
• If a given event is active (logged and not reset),
logging of duplicate events (same event and sub-
ID numbers) will not be allowed. If the event is
reset and subsequently reoccurs, it may be
logged again. Likewise, if an event reoccurs with
a different sub-ID from the original occurrence,
the event may be logged again.

Event History Buffer All logic control variables are saved in battery backed
RAM, in case a fault occurs and battery power is
Event history buffer is defined as a collection of event
cycled before the data pack is filled with data (the
history records. A buffer contains 300 entries filled
software allows for proper recovery and then
with event numbers occurring in chronological order.
continues to fill the data pack). Maintenance
Also included in this buffer will be all the input and
personnel, by way of the DID (or PTU), can assign
output values, time the event occurred, reset time,
the data pack to hold only certain event numbers (for
state information, etc, for each event. This buffer is
the case where it is desired to collect data on a
filled continuously and overwritten (if necessary).
particular fault).
Limits (accept-limit) are placed on the amount of
However, in the default case, faults will be stored as
space which a given event code may consume. This
they come until all data packs are frozen (holding
prevents a frequently occurring event from using the
fault data). When all data packs are frozen, the data
memory space at the expense of a less frequent
pack with the fault that was RESET first (either
event. This data may be cleared (after downloading
automatically or by the DID/PTU), if any, will be
for troubleshooting) at each maintenance interval.
unfrozen and will start storing new data in case a
Data Packs new fault occurs.
A data pack is defined as an extended collection of To Record and Save a Data Pack to a Disk
information relevant to a given event.
PSC:
NOTE: The concepts of lockout, soft reset, and 1. With the PTU serial cable attached to the PSC
accept limit do not apply to data packs. port, type c:\ACNMENU and press {enter}.
Thirty (30) data packs are stored with each 2. Select “PTU TCI and PSC” and press {enter}
containing 100 frames of real time snapshot data. 3. Type your name and press {enter}.
Snapshot data is defined as a collection of key data
parameter values for a single point in time). The 4. Type your password and press {enter}.
purpose of each data pack is to show a little “movie” 5. Cursor to “Special Operation” and press {enter}.
of what happened before and after a fault. 6. Cursor to “Event Data Menu” and press {enter}.
The time interval between snapshots is default to 50 7. Cursor to “View Data Packs” and press {enter}.
ms, but each data pack may be programmed via the 8. Type FLTR number to be recorded and press
DID (or PTU) from 10 ms to 1 sec. (In multiples of 10 {enter}.
ms). The “TIME 0:00 frame #” at which the fault is 9. Watch the lower right of the screen as 100
logged is default to frame #60, but each data pack is frames are recorded. Press the F2 key.
programmable from 1 to 100.
10. Cursor to “Record Screen” and press {enter}.
In the above default cases, data is stored for 3
seconds (2.95 second actual) before the fault and 2 11. Assign a file name for the data pack.
seconds after the fault. 12. Press {escape} until back to the DOS “C:>”
A data pack status structure is assigned to each data prompt.
pack plus any programmable settings. This status 13. Insert a blank disk in the appropriate drive.
structure is used by the TCI (or PTU) to check for
14. Type the following command:
available data (event number, id, and status, should
copy c:\geohvac\ptuaccur\f2data\filename
be set to zero if data pack is not frozen), as well as
for control of the data packs. NOTE: Insert the name assigned to the file in Step 11
in place of “filename" in the command in Step 14.
If a data pack is unfrozen (not holding any particular
fault data), it is continually updated each 100 frames, 15. Press {enter} to copy the file to the disk.
organized in a circular queue, with new real time
snapshot data. When a fault occurs, the frame
number at which the event occurred is used as a
reference to mark the end of the data pack, and data
is collected until the data pack is full. Only when the
data pack is full will the event number, id and status
be updated in the status structure.

TCI: SERIAL DATA COMMUNICATIONS
1. With the PTU serial cable attached to the TCI The PSC system CPU card uses serial data busses
port, type c:\ACNMENU and press {enter}. to communicate with the TCI, the PTU, and the two
2. Select “PTU TCI and PSC and press {enter} inverter CPU cards.
3. Type your name and press {enter}.
4. Type your password and press {enter}.
PSC - TCI Communications Processing
5. Cursor to “Special Operation” and press {enter}.
6. Cursor to “Event Data Menu” and press {enter}. This software function performs the processing
necessary for the PSC to communicate with the TCI.
7. Cursor to “View Data Packs” and press {enter}.
The communication is comprised of periodic data
8. Type PK number to be recorded and press and non-periodic data.
{enter}.
Periodic data is a predefined set of data which is
9. Watch the lower right of the screen as 100
used for transferring real time control information
frames are recorded. Press the F2 key.
from the PSC to the TCI and from the TCI to the PSC
10. Cursor to “Record Screen” and press {enter}. at a fixed rate.
11. Assign a file name for the data pack. The non-periodic messages are used to transfer all
12. Press {escape} until back to the DOS “C:>” background data. Background data consists of DID
prompt. commands, remote monitor data, and download
code.
13. Insert a blank disk in the appropriate drive.
Packets containing periodic data will be
14. Type the following command: copy c:\geoh-
asynchronously (not initiated) transmitted from the
vac\ptuaccur\f2data\filename
PSC to the TCI and from the TCI to the PSC every
NOTE: Insert the name assigned to the file in Step 11 200 ms. The TCI initiates the transfer of non-periodic
in place of “filename" in the command in Step 14. data.
15. Press {enter} to copy the file to the disk. The TCI and the PSC are interfaced using the
General Electric Asynchronous Communications
Protocol (ACP). ACP provides two general types of
Event Reset messages: acknowledged and unacknowledged. The
acknowledged messages are used to transmit the
There are two basic types of event resets: soft and background data. The unacknowledged messages
hard. The difference between the soft and hard reset are used to transmit the periodic data.
is that a soft reset only affects events that have not
been locked out and a hard reset affects events
regardless of lockout status.
PSC - PTU Communications Processing
Events will be reset:
This software function performs the processing
• On power-up - A soft reset will be issued against necessary for the PSC to communicate through an
all events at power-up. RS-232 serial link to the Portable Test Unit (PTU).
• By DID commands - The TCI can issue both hard
and soft resets.
• By PTU commands - The PTU can issue both
hard and soft resets.

Inverter Communications Processing ABNORMAL CONDITIONS/OVERRIDING
This software function performs the processing FUNCTIONS
necessary for the PSC system CPU card to Software functions given up to this point have
communicate with both inverter CPU cards. The assumed that the truck is operating under typical
communication is through a high-speed serial link circumstances. The following information defines
that is operated in a polled fashion with the system system operation under abnormal or exceptional
CPU card initiating communications to an inverter circumstances. In the event of conflict between these
CPU card. functions and those given for normal operation, the
Every message transmitted across the serial link following functions will take precedence.
may contain two separate sections of information:
Fast Start
periodic data and acknowledged data. The periodic
data format is fixed and is used for transferring A fast start software function is provided to address
control information from the system CPU card to the the case where the PSC is reset unexpectedly
inverter CPU card and vise versa. The (power supply glitch, for example) while the system is
acknowledged data format is used to transfer all running. Its purpose will be to regain control of the
background data. When large amounts of truck as quickly as possible.
background data are to be transferred via the
acknowledged data format, the originating CPU card Engine Shutdown/Engine Not Running
will break the data down into smaller pieces and The engine must be running to enable the gate
transmit each piece individually. All acknowledged drives and to maintain power on the DC link.
data flows are initiated from the system CPU card Typically, the PSC will be given advanced warning
with the inverter CPU card providing a response. that the engine is about to be shut off. However, if the
The system CPU card has one high-speed channel engine stalls or stops because of a mechanical
available for communications to the inverter CPU malfunction, the system will most likely have no
cards. This channel transfers periodic data across advance warning.
the serial link every 5 ms. This means that the The system reaction to an engine not running
periodic data to each inverter CPU card is updated condition will be the same as an event carrying a “no
every 10 ms. Each inverter responds to the data power” restriction except that no event will be
when the ID code in the periodic data matches the ID recorded and no external reset to clear the condition
code of the specific inverter CPU card. The ID code will be required. The “no power” restriction will be
is hard-wired in the card's backplane wiring. automatically lifted as soon as the engine starts
running.
If the system is given warning of an impending
OUTPUT PROCESSING engine shutdown, the existing torque commands will
This software function processes all external outputs be command to zero over a “long” ramp time (2 to 10
from the PSC. Refer to the G.E. publication System seconds). If no warning is given and the engine stops
Description for a listing of the PSC outputs. running, the existing torque commands will be
command to zero over a “short” ramp time (0.1 to 0.5
second).

Limp Home Mode
The purpose of limp home mode is to address the The PSC will exit limp home mode if either of the
situation where the truck has suffered a failure and is following conditions occur:
not able to continue normal operation but is still
• The TCI stops requesting limp home mode.
capable of “limping” (getting back to the maintenance
area or at least out of the way of other trucks). The • An event occurs for which limp home mode is not
intent is that the limp home mode will be used by possible.
maintenance personnel operating the truck at low
speeds with the truck unloaded. Maximum truck
speed will be limited to a reduced value while in limp
home mode.
If the TCI requests limp home mode, the state
machine will ignore the restrictions associated with
any fault for which limp home mode is possible.
The PSC will enter limp home mode if all of the

following conditions are true:
• The TCI is requesting limp home mode.
• The PSC is in Ready or Test state and there is no
initiated testing in progress.
• At least one inverter is functional.
• There are no events active for which limp home
mode is not possible.
• If there are any events active for which an
inverter must be turned off or cut out before limp
home mode is allowed, those actions have been
taken (inverter is turned off or cut out as
required).
NOTE: The DID panel can be used to cut out an
inverter. In some cases, certain DC link bus bars/
cables within the inverter also may need to be
removed. The DID will prompt maintenance
personnel if any of the above actions need to be
accomplished.

PROPULSION SYSTEM COMPONENT ABBREVIATIONS & LOCATIONS
The Table 5 lists component abbreviations that are used in schematics and system description information. Refer
to Figures 2-3 through 2-6 for the location of the components. A short description of the component's primary
function is also listed.
Table 5: PROPULSION SYSTEM COMPONENTS DESCRIPTION
FIG.
NO. COMPONENT FUNCTION
AFSE 2-4 Alternator Field Static Exciter Regulates current in the alternator field based on firing
Panel pulses from the PSC.
AFSER 2-4 Resistor AFSE Battery boost command pull up resistor.
ALT Alternator Main alternator, propulsion and control system.
AMBTS 2-6 Ambient Temperature Sensor Provides ambient air temperature input to the control
group.
ANALOG I/O CARD System analog input/output card Provides signal conditioning for analog signals to and
from the TCI and PSC.
BAROP 2-4 Barometric Pressure Sensor Provides altitude input for control electronics.
BATFU1, 2 2-4 System Fuse Provides overload protection for control equipment.
BATTSW Battery Disconnect Switch Connects and disconnects the 24 VDC truck batteries.
BDI 2-4 Battery Blocking Diode Works in conjunction with BFC and BLFP to maintain
battery voltage to CPU.
BFC 2-4 Battery Line Filter Capacitor Additional capacitance for BLFP to prevent nuisance CPU
resets.
BFCR 2-4 Battery Filter Resistor Added to replace Battery line filter that was removed.
BM1, 2 Grid Blower Motors 1 and 2 DC motors driving blowers to provide cooling air for the
retarding grids.
BM1I / BM2I 2-3 Current Sensing Modules Monitors current flowing through grid blower motors #1
and #2.
CCF1, 2 2-3 DC Link Filter Capacitors Absorbs and releases current to the DC link for the grid
resistors when a current spike occurs.
CCLR1, 2 2-3 Capacitor Charge Resistor Connected across the DC link to provide a voltage
Panels 1 and 2 attenuated sample of the DC link voltage to the Capacitor
Charge Indicating lights.
CCL1, 2 2-4 Capacitor Charge Indicating Illuminated when 50 volts or more is present on the DC
Lights 1 and 2 link (the DC bus connecting the Alternator output,
Chopper Module/Resistor Grid circuits and traction
Inverters).
CD1, 2 2-3 Chopper Diodes 1 and 2 Controls the DC voltage applied to the grids during
retarding.
CF11, 22, 21, 22 2-3 DC Link Filter Capacitors Absorbs and releases current to the DC link for the
Traction Motors when a current spike occurs.
CGBM1, 2 2-3 Blower Motor Capacitors Limit the rate of current increase when starting to optimize
motor commutation.
CMAF 2-4 Alternator Field Current Sensing Detects amount of current flowing through the Alternator
Module field winding.
CMT 2-4 Alternator Tertiary Current Detects amount of current flowing through the Alternator
Sensing Module tertiary winding.
CM1, 2 2-3 Chopper IGBT Phase Module 1 Controls the DC voltage applied to the grids during
and 2 retarding.

FIG.
CM11A - 12C Current Sensing Modules, Phase Detects amount of current flow through the A, B and C
1A, 1B and 1C phases of Traction Motor 1.
CM21A - 22C Current Sensing Modules, Phase Detects amount of current flow through the A, B and C
2A, 2B and 2C phases of Traction Motor 2.
CPR 2-4 Control Power Relay Picks up when the Key Switch and Control Power Switch
are closed.
CPRD 2-4 Dual Diode Module Allows two separate voltages to control the CPR coil.
CPRS 2-4 Control Power Relay Suppresses voltage spike when CPR coil is de-energized.
Suppression Module
CPS 2-4 Control Power Switch Energizes CPR coil.
DCN BUS/DCP BUS 2-6 DC Link (-) and (+) Bus The DC bus connects the Alternator output, Chopper
Module/Resistor Grid circuits, and Traction inverters.
DID Diagnostic Information Display Provides maintenance personnel with the ability to
monitor the operational status of certain truck systems
and perform system diagnostic test.
DIGITAL I/O CARD Digital Input/Output Card Receives contactor, relay and switch feedback signals
and provides drive signals to relays, contactors, indicator
lamps, etc. Located in PSC and TCI.
FDR 2-6 Filter Discharge Resistor Resistor divider network connected across the DC link,
provides secondary discharge link for the DC link. Normal
discharge is through RP1.
FIBER OPTIC Fiber Optic Assembly Provides voltage and electrical noise isolation for control
ASSEMBLY and feedback signals between the PSC and Phase/
Chopper Modules.
FP 2-6 Filter Panel Filters electrical noise on 3 phases of Alternator output.
GDPC1 2-4 Gate Driver Power Converter 1 Converts 19 to 95 VDC from the Gate Drive Power Supply
to 25 kHz, 100 VRMS, square wave power to drive
Inverter 1 IGBT Phase and Chopper Modules.
GDPC2 2-4 Gate Driver Power Converter 2 Converts 19 to 95 VDC from the Gate Drive Power Supply
to 25 kHz, 100 VRMS, square wave power to drive
Inverter 2 IGBT Phase and Chopper Modules.
GF 2-5 Alternator Field Contactor Connects the AFSE to the Alternator field.
GFBR 2-4 Resistor Provides a small load across the contactor feedbacks to
help keep the contactors clean.
GFCO 2-4 Generator Field Contactor Cutout Disables Alternator output.
Switch
GFM1, 2 Gate Firing Module Receives pulses from the Analog I/O card in the PSC,
amplifies the pulses, and then splits the pulses to drive
two SCR circuits in the AFSE. Located on AFSE panel.
GFR 2-5 Alternator Field Relay Picks up with GF contactor and applies B+ to the AFSE
(battery boost) during initial acceleration phase.
GFRS 2-5 Alternator Field Relay Coil Suppresses voltage spikes when GF coil is de-energized.
Suppression Module
GFS 2-5 Suppression Module Suppresses voltage spikes in coil circuit when GF
contactor is de-energized.
GRR 2-6 Ground Resistor Panel Detects power circuit grounds.
GRR9, 10 2-4 Resistors Used with GRR to detect power circuit grounds.

FIG.
ICP 2-4 Integrated Control Panel The ICP is the main controller for the AC drive system.
The ICP is composed of the PSC, TCI and inverter cards.
Inverter 1 Central Processing Generates Phase Module turn-on/turn-off commands for
INV1 TMC CARD Unit Card and Input/Output Card the Inverter 1.
Monitors voltages and currents from various areas for
Inverter 1. Monitors Traction Motor 1 speed.
Inverter 2 Central Processing Generates Phase Module turn-on/turn-off commands for
INV2 TMC CARD Unit Card and Input/Output Card the Inverter 2.
Monitors voltages and currents from various areas for
Inverter 2. Monitors Traction Motor 2 speed.
KEYSW Key Switch Connects battery voltage to CPR and control circuits
when closed. (Located on instrument panel.)
LINK1 2-6 Link Current Sensing Module Detects amount of current flow through the DC link.
L1, 2 Cabinet Lights Provide interior cabinet illumination.
Each Motorized Wheel consists of a Traction Motor and a

M1, 2 Motorized Wheels Transmission Assembly. The 3-phase asynchronous
Traction Motors convert electrical energy into mechanical
energy. This mechanical energy is transmitted to the
wheel hub through a double reduction gear train
(Transmission).
P11A+, 11B+, 11C+ 2-3 IGBT Phase Modules Provide positive driving voltages (PWM or square wave,
P12A+, 12B+, 12C+ depending on truck speed) for each of the three windings
of Traction Motor 1.
P11A-, 11B-, 11C- 2-3 IGBT Phase Modules Provide negative driving voltages (PWM or square wave,
P12A-, 12B-, 12C- depending on truck speed) for each of the three windings
P21A+, 21B+, 21C+ 2-3 IGBT Phase Modules Provide positive driving voltages (PWM or square wave,
P22A+, 22B+, 22C+ depending on truck speed) for each of the three windings
P21A-, 21B-, 21C- 2-3 IGBT Phase Modules Provide negative driving voltages (PWM or square wave,
P22A-, 22B-, 22C- depending on truck speed) for each of the three windings
A DC to DC converter which provides regulated ± 24 VDC
PS 2-4 Power Supply outputs from the unfiltered battery supply.
Supplies power to PSC, TCI & LEMS.
PSC Propulsion System Controller The PSC is a part of the ICP, and is the main controller for
the AC drive system. All propulsion and retarding
functions are controlled by the PSC based on internally
stored software instructions.
RDA, B, C 2-5 Rectifier Diode Panel Converts Alternator 3-phase, AC voltage to DC voltage to
power the two Inverters.
RG1A - 5C Retard Grid Resistors Dissipate power from the DC link during retarding, load
box testing, and Inverter Filter Capacitor discharge
operations.
When closed, connects Grid Resistors to the DC link
RP1, 2 2-5 Retard Contactors 1and 2 during retarding, load box testing, and Inverter Filter
discharge operations.
Note: Some trucks do not have RP3 installed.
RP1S, RP2S 2-5 Suppression Modules Suppresses voltage spikes in coil circuit when RP
contactors are de-energized.
RP1BR \ RP2BR 2-4 Resistor Provides a small load across the contactor feedbacks to
help keep the contactors clean.

FIG.
R1 2-5 Battery Boost Resistor Limits surge current in the Alternator field circuit when
GFR contacts first close.
SS1, 2 Traction Motor Speed Sensors Each speed sensor provides two output speed signals,
proportional to the Traction Motor's rotor shaft speed.
SYS CPU Card System Central Processing Unit Provides control of propulsion and dynamic retarding
Card functions, battery backed RAM, real-time clock,
downloadable code storage, and an RS422 serial link.
TCI Truck Control Interface Is a part of the ICP Panel. Provides the main interface
between the various truck systems, controls, and
equipment and is used in conjunction with the DID by
maintenance personnel.
TH1 2-5 Alternator Field Thyrite (Varistor) Discharges the Alternator field when the AFSE is first
turned off.
VAM1 2-3 Voltage Attenuation Module Attenuates the three high voltage outputs applied to each
phase winding of Traction Motor 1 to a level acceptable
for use by the Analog I/O card in the ICP.
VAM2 2-3 Voltage Attenuation Module Attenuates the three high voltage outputs applied to each
phase winding of Traction Motor 2 to a level acceptable
for use by the Analog I/O card in the ICP.
VAM3 2-6 Voltage Attenuation Module Attenuates the high voltage outputs between the main
alternator and the rectifier panel, and between the rectifier
panel and the inverters to a level acceptable for use by
the Analog I/O card in the ICP.
VAM4 2-5 Voltage Attenuation Module Attenuates the high voltage outputs between the AFSE
and the main alternator to a level acceptable for use by
the Analog I/O card in the ICP.

FIGURE 2-3. CONTROL CABINET COMPONENTS - HIGH VOLTAGE INVERTER AREA

FIGURE 2-4. CONTROL CABINET COMPONENTS - LOW VOLTAGE CONTROL AREA

FIGURE 2-5. CONTROL CABINET COMPONENTS - CONTACTOR COMPARTMENT

FIGURE 2-6. CONTROL CABINET COMPONENTS - REAR CABINET VIEW

ELECTRONIC ACCELERATOR AND Disassembly
RETARD PEDALS 1. Remove the screws for cable clamps (1, Figure
The accelerator pedal provides a signal to the Truck 2-7). The clamps can remain attached to wiring
Control Interface (TCI) when the operator requests harness (2).
power. The retard pedal provides a signal to the 2. Remove the mounting screws and
Propulsion System Controller (PSC) when the potentiometer (3).
operator requests retarding. The pedal signals are
processed by the analog card in the respective panel Assembly
for use by the system controllers to provide the 1. Position the potentiometer with the flat side
desired mode of operation. toward the potentiometer cover and install it on
As the operator depresses the pedal, the internal the pedal shaft as follows:
potentiometer's wiper is rotated by a lever. The a. Align the cutouts in the shaft with the
output voltage signal increases in proportion to the potentiometer drive tangs.
angle of depression of the pedal.
b. Press the potentiometer onto the shaft until it
Repair and initial adjustment procedures are bottoms against the housing.
discussed in the following. Refer to AC Drive System 2. Install the mounting screws.
Electrical Checkout Procedure for final calibration of
3. Attach cable clamps (1) and tighten the screws
the pedal potentiometer after installation in the truck.
securely.
Removal 4. Inspect the assembly and verify proper wiring
clearance during operation of the pedal through
NOTE: Repair procedures for the retard and
the full range of travel.
accelerator pedal are identical. The retard pedal is
mounted on the brake pedal. Refer to Section J for
instructions for removing and installing the electronic
pedal on the brake actuator.
NOTE: Note the routing and clamp location of the
wiring harness. Proper wire routing is critical to
prevent damage during operation after reinstallation.
1. Disconnect the pedal wiring harness from the
truck harness connector.
2. Remove mounting cap screws, lockwashers
and nuts, and remove the pedal assembly.
Installation
1. Install the pedal assembly using the mounting
cap screws, lockwashers and nuts.
2. Connect the pedal wiring harness to the truck
wiring harness. FIGURE 2-7. TYPICAL ELECTRONIC PEDAL
3. Use the DID panel to calibrate the pedal
1. Cable Clamp 3. Potentiometer
potentiometer according to the instructions in
2. Wiring Harness
the AC Drive System Electrical Checkout
Procedure.

SECTION E3
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE
INDEX
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3
AC DRIVE SYSTEM MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3
NORMAL TRUCK SHUTDOWN PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-4
SHUTDOWN AFTER SYSTEM FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-4
SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-5
Battery and Control Circuit Checks - Battery Power OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-5
Battery and Control Circuit Checks - Battery Power ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-8
Checks with Key Switch OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-9
Checks with Key Switch ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-9
CPU Battery Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-9
MEMORY BACKUP BATTERY REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-10
TCI PROGRAMMING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-10
PSC PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E3-11
INVERTER PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E3-11
CPU RESET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E3-11
PSC CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-12
PSC Digital Input Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-12
PSC Digital Output Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-16
TCI CHECKOUT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-17
Modular Mining Communication Port Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-17
TCI Digital Input Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-17
TCI Digital Output Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-23
CALIBRATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26
Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26
Accelerator Pedal, Retarder Pedal/Lever and RSC Dial . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26
E03021 AC Drive System Electrical Checkout Procedure E3-1

(Version 21 Software)
ERASING EVENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26
PSC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26
TCI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
GATE DRIVER POWER CONVERTER TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
LOAD TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28
Alternator Speed Sensor Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28
Battery Boost Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28
Brake Circuit Switch Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-29
Hoist & Steering Circuit Switch Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-29
Link Energized Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-29
Loadbox Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-31
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35
PVM Optimum Load Curve Handshaking Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35
Phase Module and Chopper Module Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35
PHASE MODULE REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-36
Phase Module Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-36
Phase Module Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-36
E3-2 AC Drive System Electrical Checkout Procedure E03021

AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE
AC DRIVE SYSTEM MAINTENANCE
DANGEROUS VOLTAGE LEVELS ARE PRESENT • If weld repairs are required, the welding
WHEN THE ENGINE IS RUNNING AND CONTINUE ground electrode must be attached as close
TO EXIST AFTER SHUTDOWN IF THE REQUIRED as possible to the area to be welded. NEVER
SHUTDOWN PROCEDURES ARE NOT FOLLOWED. weld on the rear of the Electrical Control
Before attempting repairs or working near Cabinet or the retard grid exhaust air louvers.
propulsion system components, the following Power cables and wiring harnesses must be
precautions and truck shutdown procedure must protected from weld spatter and heat.
be followed:
• Prior to welding, disconnect Engine Control
• DO NOT step on or use any power cable as a System (ECS) harnesses and ground wire
handhold when the engine is running. (MTU engine). If equipped with DDEC or
• NEVER open any electrical cabinet covers or Komatsu engine, disconnect ECM harnesses.
touch the Retarding Grid elements until all GE cards must be pulled forward far enough
shutdown procedures have been completed. to disconnect card from backplane connector.
• ALL removal, repairs and installation of • Some power cable panels throughout the
propulsion system electrical components, truck are made of aluminum or stainless steel.
cables etc. must be performed by an electrical They must be repaired with the same material
maintenance technician properly trained to or the power cables may be damaged.
service the system.
• Power cables must be cleated in wood or After the truck is parked in position for the repairs, the
other non-ferrous materials. Do not repair truck must be shut down properly to ensure the safety
cable cleats by encircling the power cables of those working in the areas of the deck, electrical
with metal clamps or hardware. Always cabinet, traction motors, and retarding grids. The
inspect power cable insulation prior to following procedures will ensure the electrical system is
servicing the cables and prior to returning the properly discharged before repairs are started.
truck to service. Discard cables with broken
insulation.
• IN THE EVENT OF A PROPULSION SYSTEM
MALFUNCTION, a qualified technician must
inspect the truck and verify the propulsion If a problem occurs in the AC drive system that
system does not have dangerous voltage prevents use of normal shutdown procedures,
levels present before repairs are started. ADDITIONAL PRECAUTIONS ARE NECESSARY to
ensure that dangerous drive system voltages are
not present when tests or repairs are performed.

NORMAL TRUCK SHUTDOWN PROCEDURE NOTE: In the event of a system failure, performing the
1. Reduce the engine speed to idle. Move the following procedure will ensure that no hazardous
directional selector lever to PARK. Ensure that the voltages are present in the drive system.
parking brake applied indicator light in the
overhead display panel is illuminated. SHUTDOWN AFTER SYSTEM FAILURE
1. Before shutting off the engine, verify the status of
2. Place the drive system in the “rest” mode by
the drive system warning lights on the overhead
turning on the rest switch on the instrument panel.
display. Use the lamp check feature to verify
Ensure that the rest mode indicator light in the
proper lamp function.
overhead display panel is illuminated.
NOTE: The link voltage lights on the DID panel are not
3. Shut the engine off by turning the key switch to
lamp checked.
OFF. If the engine does not stop, use the
emergency engine stop switch on the center
console.
4. Wait 90 seconds for the steering accumulators to
bleed down. Ensure that the steering
accumulators have bled down completely by If any of the red drive system warning lights are on,
trying to turn the steering wheel. DO NOT attempt to open any cabinets, disconnect
5. Verify that the link voltage lights on the DID panel any cables, or reach inside the retarding grid
in the cab are off. If they remain on for longer cabinet even after shutting off the engine.
than five minutes after engine shutdown, the 2. If all red drive system warning lights are off, move
propulsion system must be inspected to find the directional selector lever to PARK, shut the
the cause. engine off and chock the wheels.
6. To ensure that the link will not be energized 3. After the engine has been off for at least five
during test and repair procedures, turn GF Cutout minutes, inspect the link voltage lights on the DID
Switch (2, Figure 3-1) in the control cabinet to the panel in cab. If all lights are off, the retarding
CUTOUT position by pulling the switch out and grids, wheel motors, alternator, and power cables
moving the switch downward as shown. connecting these devices are safe to work on.
IF THE LINK VOLTAGE LIGHTS CONTINUE TO BE

ILLUMINATED AFTER FOLLOWING THE ABOVE
PROCEDURE, A FAULT HAS OCCURRED.
FIGURE 3-1. INFORMATION DISPLAY PANEL • Leave all cabinet doors in place, DO NOT
touch the retard grid elements,
1. Control Power Switch
2. GF Cutout Switch • DO NOT disconnect any power cables or use
3. Capacitor Charge Light them as hand or footholds.
• Notify the Komatsu factory representative or
Distributor immediately.
If there is any question whether the system has

potential hazardous voltage present, return to the
operator cab and perform the normal shutdown
procedure. Normal operation of the drive system at
shutdown allows high voltages to be dissipated.

SYSTEM CHECKOUT Battery and Control Circuit Checks -
Battery Power OFF
Test equipment that is required to fully test the AC drive
system:
• One or two Portable Test Units (PTU) or laptop
computers
• One digital multimeter Ensure that the link voltage is drained down before
• Several jumper wires servicing the propulsion system or performing
tests.
• One analog VOM
1. Prepare for the following checks by performing
• One 500 volt megger
the following procedure:
The Portable Test Unit (PTU) is used to test, download a. Turn both battery disconnect switches to the
and record system parameters on the TCI and PSC OFF position.
modules.
b. Disconnect circuit wire 21B from the starter
• The PTU is plugged into the DIAG1 port on the solenoid.
DID panel at the rear of the operator cab for
monitoring the PSC module. c. Remove the 50 amp fuse (BATFU) from the left
wall of the right side compartment of the
• The PTU is plugged into the DIAG3 port on the control cabinet.
DID panel at the rear of the operator cab for
monitoring the TCI module. d. Disconnect the CN1 connector from the power
supply on the right wall of the right side
The TCI and PSC are programmed through the DB9 compartment of the control cabinet.
ports on the DID panel. The inverter cards are
programmed through the DB9 ports on the ICP panel. e. Open the ICP panel and slide the cards out far
enough to disconnect them from the
NOTE: If only one PTU is available, in some cases it backplane.
will be necessary to switch between the PSC port and
the TCI port to complete the test if it is necessary to f. Turn off all circuit breakers in the auxiliary
monitor both during a test procedure. After the serial control cabinet.
cable has been switched, exit to the Main Menu and g. Ensure that the key switch is OFF, the five
the software will automatically switch to the menu for minute delay timer is OFF, and the rest switch
the connected panel. is ON.
Several different numbering methods or symbols are h. Turn off all lights and switches.
used in the following procedures to denote the
operation to be performed:
1., 2., a., b., etc: Test preparation and instruction steps
are preceded by a number or a letter.
Procedures requiring visual checks, voltage
measurements, etc, are preceded by this
symbol.
PTU keyboard entry steps are preceded by this
symbol.
{escape}: When a keyboard key must be pressed, the
key label is enclosed in braces.
• PTU screen display information is
shown in this type font and
preceded by this symbol.
NOTE: The following test procedures are applicable to
Release 20 software. Procedures required for later
software versions may vary. Contact the Komatsu
distributor or factory representative for the current
software version available.

Battery Circuit Voltage Check: Resistance Checks, Low Voltage Circuits:
2. In the auxiliary control cabinet, measure voltage 3. Measure the resistance from ground to the
to ground at each of the following circuits; 11, circuits listed in Table I. Stop and troubleshoot any
11B1, 712 @ TB32, and 11ST @TB28. direct short (0 ohms) to ground.
All voltages must be zero. All circuits must show some resistance as shown
in Table I.
TABLE I. CIRCUIT RESISTANCE CHECKS

(All readings from circuit to ground)
APPROX.
CIRCUIT LOCATION NOTES
VALUE
11B1 * ∞ Measure at the 12VDC insulator in the auxiliary control cabinet.
Measure at the 24VDC insulator in the auxiliary control cabinet.
11 * ∞
All devices listed for the 11A circuit reading must be off.
15V TB21 ∞
71GE TB22 120Ω
439 TB25 ∞
10V TB28 ∞
11SL TB28 ∞ Engine service lights must be turned off.
11ST TB28 ∞
15PV TB29 ∞
11S TB30 ∞ Ground level engine shutdown switch must be deactivated.
The following devices must be turned off:
• Brake cabinet service light
• Operator cab dome light
11A TB30 ∞ • Hazard lights
• Headlights
• Ground level engine shutdown switch
• Left and right side engine service lights
712 TB32 ∞ Auxiliary control cabinet service lights must be turned off.
71 TB32 ∞
11KS * ∞ Measure at the key switch.
12M ∗ >10Ω Measure at AID Module terminal B-13.
12F ∗ >200Ω Measure at AID Module terminal B-12.

Resistance Checks, Propulsion System Circuits: Chopper Modules (CM1, CM2):
4. Prepare for the following checks by performing 9. With the VOM set on the Rx10,000 scale,
the following additional procedure: measure the following at each chopper module in
a. Ensure that all circuits are restored and the key the control cabinet:
switch is OFF. GR(-) wire to ground resistance must be
approximately two megohms or greater.
b. Place the GF cutout switch, located on the
right side of the control cabinet, in the GR(+) wire to ground resistance must be
CUTOUT position (down). approximately two megohms or greater.
c. Disconnect the CCLR1 connector and the AFSE P1 Adjustment:

CCLR2 connector located in the center 10. Connect an ohmmeter from the wiper of Pot P1
compartment of the control cabinet near the (cathode of ZD1) to Terminal E (GND) on the
top of each vertical bus bar. battery boost module.
d. Disconnect the output plugs on the four VAM If necessary, adjust P1 to obtain an ohmmeter
panels. reading of 6000 ohms.
e. Remove the wires on the GNDB ground blocks 11. Restore the following circuits:
located on the left wall of the right side
a. Reinsert all ICP panel cards.
compartment of the control cabinet. Ensure
that the lugs on these wires are not touching b. Reconnect the ground wires at the GNDB
one another after the wires are removed. ground blocks.
f. Remove the output plugs on both gate driver c. Reconnect the output plugs on the four VAM
power converters (GDPC1 and GDPC2). panels.
g. Remove the FAULTP02 wire on the GRR9 d. Reconnect the output plugs to both gate driver
resistor. power converters (GDPC1 and GDPC2).
DC Link Checks: e. Reconnect the CCLR1 and CCLR2

connectors.
NOTE: Use an analog meter (VOM) to measure
resistance in the following steps. The VOM must be on f. Reconnect the FAULTP02 wire to the GRR9
the Rx1 scale. Otherwise, the link capacitors will start resistor.
charging and an accurate reading will not be possible. GRR Wiring:
5. Place the VOM positive lead on the DC(+) link 12. Measure the resistance between the FAULTP02
bus and the VOM negative lead on a cabinet wire of the GRR9 resistor and ground.
ground.
Resistance must be 60 ohms.
Resistance must be two megohms or greater.
13. Measure the resistance between the FAULTP02
6. Place the VOM positive lead on the DC(-) link bus wire of the GRR9 resistor and the DC(-) link bus.
and the VOM negative lead on a cabinet ground. Resistance must be approximately 1100 ohms.
Resistance must be two megohms or greater.
14. Measure the resistance between the FAULTP02
7. Place the VOM positive lead on the DC(+) link wire of the GRR9 resistor and the DC(+) link bus.
bus and the VOM negative lead on the DC(-) link
Resistance must be approximately 1500 ohms.
bus.
Resistance must be approximately 1500 ohms. 15. Reconnect the CN1 connector to the power
supply. Remove any test equipment.
8. Place the VOM positive lead on the DC(-) link bus
16. Activate the battery disconnect switches. Close all
and the VOM negative lead on the DC(+) link bus.
open circuit breakers.
Resistance must be approximately six ohms.

Battery and Control Circuit Checks -
Battery Power ON
TABLE II. POWER SUPPLY HARNESS
RESISTANCE CHECKS
Pin Ohms Circuit Pin Ohms Circuit

1 27 +5 32 0 return
Ensure that the link voltage is drained down before
2 27 +5 33 0 return
servicing the propulsion system or performing
tests. 3 27 +5 34 0 return
4 27 +5 35 0 return
1. Prepare for the following checks by performing
5 27 +5 36 0 return
6 27 +5 37 0 return
a. Remove the 50 amp fuse (BATFU) from the left
7 — — 38 1K -15
wall of the right side compartment of the
control cabinet. 8 12K +5 39 1K -15
9 12K +5 40 1K -15
b. Disconnect circuit wire 21B from the starter
10 12K +5 41 1K -15
solenoid.
11 27 +5 42 0 return
c. Plug in all the cards in the ICP panel. Verify
12 0 return 43 — —
that all the CN connectors are connected and
control power switch (1, Figure 3-1) is OFF. 13 0 return 44 0 return
14 0 return 45 0 return
d. Verify that all circuit breakers are closed and
15 0 return 46 860 +24
the battery disconnect switches are
deactivated. 16 0 return 47 50 BP24
17 0 return 48 860 +24
e. Ensure that the key switch and the five minute
delay timer are OFF. 18 — — 49 — —
19 0 return 50 — —
20 0 return 51 — —
Power Supply Check (PS): 21 0 return 52 — —
2. Remove the CN1 connector on the power supply. 22 — — 53 — —
Use an ohmmeter to check the harness side 23 770 +15 54 0 return
connector pins to ground. Refer to Table II for the 24 770 +15 55 0 return
resistance value at each pin.
25 770 +15 56 1.4K -24
3. Check for 1.4K ohms between TB3-K and TB3-L 26 770 +15 57 8K psstat
(LEM +24V to -24V power supply busses). 27 — — 58 1.4K -24
4. After resistance checks are complete, reconnect 28 210 +15 59 — —
CN1 connector. 29 210 +15 60 — —
30 0 return 61 — —
31 0 return 62 — —

Checks with Key Switch OFF 7. Verify the specified voltage to ground at the
following locations in the auxiliary control cabinet:
5. With key switch OFF, verify 25VDC to ground
minimum for the following circuits: +15VDC at the 15PV wire on TB29 (from TCI,
supply to operator control pedals)
11
+15VDC at the 15V wire on TB21 (from TCI,
11s onTB30
power to cab gauges)
11L on CB30
+15VDC at the 15SPD, 15RWS and 15LWS
11A on TB30 wires on TB21 (from TCI, power to front wheel
11SL on TB28 speed sensors)
NOTE: The voltage must be at least 25VDC. If the Approximately 11VDC at the 10V wire on TB28
voltage is significantly low, check the battery circuits. If +15VDC at the 15VL wire on TB32
the voltage is slightly low, install a battery charger. Approximately 14.8VDC at the 15SIM wire on
6. Check circuit 11B1 voltage to ground. TB32.
The voltage must be approximately 12VDC. 8. Measure voltage between circuit 72E (+) (TB24)
7. Ensure that the CN1 connector on the power and circuit 0 (-) (TB24-H) in the auxiliary control
supply is connected. Install the BATFU fuse. cabinet.
The voltage must be 5VDC.
8. Activate the battery disconnect switches and turn
on the ground level engine shutdown switch. 9. Install a jumper from 22F0 @ TB32 to ground.
Ensure all circuit breakers are closed. The voltage must change to 7VDC.
10. Use a digital multimeter to check the polarity of 10. Remove the jumper to 22F0.
the battery voltage at the BATFU fuse holder.
11. Verify 12VDC to ground for the following circuits:
Connect the positive lead to BATP and the
negative lead to RTN. 65
The voltage at BATP must be +24V. 67C
67R
Checks with Key Switch ON
67P
1. Deactivate the battery disconnect switches. Turn
the key switch ON. CPU Battery Checks
2. Check the voltage of circuit 712 to ground. 12. Turn the control power switch to OFF.
The voltage must be 25VDC. 13. Connect a VOM across the screws securing the
3. Check the voltage of circuit 71CK to ground. green plate on the edge of the PSC CPU card in
the ICP panel. Connect the positive lead to top
The voltage must be 25VDC. screw (2, Figure 3-2) and the negative lead to
4. Turn control power switch (1, Figure 3-1) to ON. bottom screw (4).
Verify that all five green lights in the power supply The value must be approximately 3.5 volts.
are lit.
14. Connect a VOM across the screws securing the
5. Verify that the display on the DID panel is lit. green plate on the edge of the TCI CPU card in
6. Check the voltage on the following circuits in the the TCI panel. Connect the positive lead to top
auxiliary control cabinet. Voltage at each must be screw (2) and the negative lead to bottom screw
at least 25VDC: (4).
71 on TB32 The value must be approximately 3.5 volts.
71GE on TB22 NOTE: If battery voltage is low in either battery check,
refer to “Memory Backup Battery Replacement”
instructions on the following page.

MEMORY BACKUP BATTERY TCI PROGRAMMING
REPLACEMENT
The replaceable memory backup battery on the CPU
cards will require replacement if voltage is low when
performing the CPU Battery Checks or if, during truck
operation, an event code appears on the DID panel Ensure that the link voltage is drained down before
display as follows: servicing the propulsion system or performing
tests.
Event Number 095 (BBRAM Battery Low)
1. Connect the serial communication cable from the
Event Number 633 (BBRAM Battery Failure)
PTU to the TCI port (DIAG3) on the DID panel
To replace the battery on either card: located on the back wall of the operator cab.
1. With control power OFF, remove the appropriate 2. Ensure that the directional control lever is in
card and locate the green plate with the battery PARK and the rest switch is in the REST position.
near the card edge. (See Figure 3-3.)
3. Turn control power switch (1, Figure 3-1) and the
2. Have a replacement battery available for key switch ON.
immediate installation. See your truck’s Parts
To program the TCI CPU card:
Book for the correct battery part number.
Click START > Programs > GEOHVPTU_2.0 >
NOTE: To prevent data loss, the new battery must be
AC TOOLS > wPTU AC v21.01
installed within five minutes of removal of the old
battery. Select “Normal” mode {enter}
3. Remove both screws (2) and (4) that retain Type password “ok75e” {enter}
battery assembly (3) to the mounting bocks. Note Click “Program Panel”.
the arrow direction (polarity) on the green plate
before removal. Select the GE Panel to download.
4. Remove the old battery and install the new To select the Configuration File, click “Browse”,
battery. Ensure that it is positioned for proper then “Up One Level”, then select the file that
polarity. Reinstall the screws. matches your truck’s wheels.
5. Install the card in the appropriate panel slot. Click “Open”.

Click “Begin Download”.
After the download is complete, click “Exit” when
you see “Press exit to continue”.
FIGURE 3-2. BATTERY LOCATION

(PSC Panel Shown
1. PSC CPU Card 4. Negative (-) Screw
2. Positive (+) Screw 5. Panel Enclosure
3. Battery Assembly

PSC PROGRAMMING INVERTER PROGRAMMING
Ensure that the link voltage is drained down before Ensure that the link voltage is drained down and
servicing the propulsion system or performing the engine is not running before performing the
tests. following procedures.
1. Connect the serial communication cable from the 1. Connect the serial communication cable from the
PTU to the PSC port (DIAG1) on the DID panel PTU to the top ports on the ICP panel (CNG for
located on the back wall of the operator cab. inverters 11 and 12, CNH for inverters 21 and 22).
2. Ensure that the directional control lever is in 2. Turn GF cutout switch (2, Figure 3-1) to the
PARK and the rest switch is in the REST position. CUTOUT position.
3. Turn control power switch (1, Figure 3-1) and the To program the inverters:
key switch ON.
To program the PSC CPU card: AC TOOLS > wPTU AC v21.01
Click START > Programs > GEOHVPTU_2.0 > Select “Normal” mode {enter}
Type password “ok75e” {enter}
Select “Normal” mode {enter}
Click “Program Panel”.
Select the GE Panel to download.
Click “Program Panel”.
Select the GE Panel to download. After the download is complete, click “Exit” when
To select the Configuration File, click “Browse”, you see “Press exit to continue”.
then “Up One Level”, then select the file that
matches your truck’s wheels. CPU RESET
Click “Open”. After any programming is done, turn the control power
switch to OFF. Wait for the green LEDs on the power
supply turn off, then turn the control power switch to
After the download is complete, click “Exit” when ON. This allows for synchronization of all CPU
you see “Press exit to continue”. communication links.

PSC CHECKOUT To check the PSC digital inputs:
PSC Digital Input Checks Click START > Programs > GEOHVPTU_2.0 >
1. Open circuit breakers 1 and 2 for gate driver
power converters 1 and 2. Select “Normal” mode {enter}
2. Connect the serial communication cable from the Type password “ok75e” {enter}
PTU to the PSC port (DIAG1) on the DID panel Under “Real Time”, double-click “PSC Real Time
located on the back wall of the operator cab. Data”.
3. Ensure that the directional control lever is in Verify that the analog values are similar to the
PARK and the rest switch is in the REST position. example in Figure 3-3. Also, ensure that the
correct truck ID is at the top of the screen and
“COMMLINK” signal under “Modes” reads OK.
key switch ON.
The following normal power-on digital inputs
must be highlited: KEYSW, PSOK, CNX,
CPSFB and CNFB.
BRAKEON will be highlited with wire 44R (TB26)
jumpered to 712 (TB22). The wires do not have
to be removed.
GFNCO must be highlited with the GF cutout
switch in the NORMAL position.
FIGURE 3-3. PSC REAL TIME DATA SCREEN

Close the “PSC Real Time Data” screen, then
double-click “PSC Serial Data”.
Verify that the analog and digital values are
similar to the example in Figure 3-4.
FIGURE 3-4. PSC SERIAL DATA SCREEN

Close the “PSC Serial Data” screen, then With the retarder lever fully up (OFF position),
double-click “PSC Analog Inputs”. verify that the “RETARD LEVER” signal is
Verify that the analog and digital values are approximately 0 volts.
similar to the example in Figure 3-5. With the retarder lever fully down, verify that the
With the retarder pedal not depressed, verify “RETARD LEVER” signal is approximately 8.75
that the “RETARD PEDAL” signal is volts.
approximately 1.5 volts. The “ENGINE LOAD” signal must be either 50%
With the retarder pedal fully depressed, verify if the PWM load signal is being used or 5.0 volts
that the “RETARD PEDAL” signal is if the analog load signal is being used. This
approximately 8.5 volts. indicates a 0 HP adjust level with the engine off.
FIGURE 3-5. PSC ANALOG INPUTS SCREEN

Close the “PSC Analog Inputs” screen, then NOTE: All temperatures are calculated except for the
double-click “PSC Temperatures”. AFSE and AMBIENT TEMPERATURE values.
Verify that the temperature values are similar to Close the “PSC Temperatures” screen.
the example in Figure 3-6.
FIGURE 3-6. PSC TEMPERATURES SCREEN

PSC Digital Output Checks To check the PSC digital outputs:
1. Open circuit breakers 1 and 2 for gate driver Click START > Programs > GEOHVPTU_2.0 >
power converters 1 and 2. AC TOOLS > wPTU AC v21.01
2. Connect the serial communication cable from the Select “Normal” mode {enter}
PTU to the PSC port (DIAG1) on the DID panel
located on the back wall of the operator cab.
Click “LOGIN to wPTU Toolbox”.
3. Ensure that the directional control lever is in
PARK and the rest switch is in the REST position. Under “Engine Stopped Task”, double-click
“PSC Manual Test”.
key switch ON. The “PSC Manual Test” screen looks similar to
the “PSC Real Time Data” screen in Figure 3-3.
Clicking the buttons in the “Digital Outputs” field
will toggle the output on and off. See Table III.
NOTE: For Steps 1 through 5, remove the contactor arc
chutes and observe the contacts while they are closed
to ensure that the tips are mating properly. These
contactors are interlocked so they will not close with
the arc chutes removed. For testing, the interlock can
be pushed inward to allow contact closure with the arc
chute removed.
NOTE: Do not check CMCTL at this time.
TABLE III. PSC DIGITAL OUTPUT CHECKS
STEP OUTPUT DESCRIPTION DEVICE CHECKOUT

1 RP1 RP1 Contactor Verify that RP1 picks up and RP1FB is highlighted.
2 RP2 RP2 Contactor Verify that RP2 picks up and RP2FB is highlighted.
3 RP3 RP3 Contactor (If installed) If installed, verify that RP3 picks up and RP3FB is highlighted.
4 GFR GFR Contactor Verify that the GFR relay picks up.
Verify that the GF contactor picks up and GFFB is highlighted on the PTU. The
5 GF GF Contactor
GF Cutout Switch must be in the NORMAL (up) position to check.
Move the GF Cutout Switch to the CUTOUT (down) position. Verify that the GF
6 GF GF Cutout Switch Safety Check contactor does not pick up and GFFB is not highlighted on the PTU. Return the
GF Cutout Switch to the NORMAL (up) position.
With CPRL highlighted, turn off the Control Power Switch and verify that control
7 CPRL Control Power Relay
power is not lost. Turn the switch back on.
With AFSE highlighted, verify 24 volts to ground on the “+25” terminal on the
8 AFSE Alternator Field Static Exciter
AFSE terminal board.
9 FORT Forward Travel Direction Verify that circuit 72FD changes from 24VDC to 0VDC when FORT is activated.
10 REVT Reverse Travel Direction Verify that circuit 79RD changes from 24VDC to 0VDC when REVT is activated.

TCI CHECKOUT TCI Digital Input Checks
PTU to the TCI port (DIAG3) on the DID panel
Ensure that the link voltage is drained down before 2. Ensure that the directional control lever is in
servicing the propulsion system or performing PARK and the rest switch is in the REST position.
tests. 3. Turn control power switch (1, Figure 3-1) and the
key switch ON.
Modular Mining Communication Port Check
To check the TCI digital inputs:
PTU to the Modular Mining port on the DID panel Click START > Programs > GEOHVPTU_2.0 >
located on the back wall of the operator cab. AC TOOLS > wPTU AC v21.01
2. Ensure that the directional control lever is in Select “Normal” mode {enter}
PARK and the rest switch is in the REST position. Type password “ok75e” {enter}
3. Turn control power switch (1, Figure 3-1) and the Click “LOGIN to wPTU Toolbox”.
key switch ON.
Double-click “TCI Real Time Data”.
The PTU baud rate defaults to 38400. However, the
Verify that the analog values are similar to the
Modular Mining port is at 9600 baud. Therefore, before
example in Figure 3-7. Also, make sure that the
testing the Modular Mining port, the PTU baud rate
“COMMLINK” signal under “Modes” reads OK.
must be changed to 9600.
Test the inputs in the “Digital Inputs” field as
Click START > Programs > GEOHVPTU_2.0 > described in Table IV.
Click “Options”.
Remove “38400” and add “9600” to the column
“Selected Baud Sequence”. Click “OK”.
The GE wPTU Toolbox Login Screen
Connection Status window now shows
“Connected to AC TCI 360T-DIGBT at 9600
Baud on COM1”. This verifies the port
communication.
If the Connection Status window shows
“Connection to target failed”, exit the program
and restart the PTU.

FIGURE 3-7. TCI REAL TIME DATA SCREEN

TABLE IV. TCI DIGITAL INPUT CHECKS
STEP INPUT DESCRIPTION

1 ENGSTRTREQ Engine Start Request - DO NOT CHECK AT THIS TIME.
Check Engine Caution Lamp - Jumper circuit 419M @ TB30 to ground to illuminate the lamp in the overhead
2 ENGCAUTION
panel. ENGCAUTION on the PTU will be highlighted.
CONTROLON
3 Control Power ON & Engine Warm-Up - DO NOT CHECK AT THIS TIME.
WARM-UP
Engine Service Light - Jumper 528A @ TB32 to ground to illuminate the blue indicator lamp on the back of the
4 ENGWARN
center console.
Engine Shutdown Switch - Pull up on switch on center console. Verify that circuit 439 @ TB25 changes from
5 ENGKILL
24VDC to 0VDC. Push down the switch to reset the system.
Body Up Switch (activated when body is down) - Place a washer on body-up switch. Verify that circuits 63L &
6 BODYDWN
71F change from 0VDC to 24VDC and the lamp in the overhead panel is OFF.
Rest Switch - Move the Rest Switch to the REST position. Verify that the internal lamp on the Rest Switch
7 RESTSW
illuminates when in the REST position.
Reverse Request - Move the selector lever to the REVERSE position. The parking brake will release, circuit
8 REVREQ
52PBO will be 24VDC, and circuit 52CS will be 0VDC.
Forward Request - Move the selector lever to the FORWARD position. The parking brake will release, circuit
9 FORREQ
Neutral Request - Move the selector lever to the NEUTRAL position. The parking brake will release, circuit
10 NEUREQ
Parking Brake Switch - Move the selector lever to the PARK position. PRKBRKSW on the PTU will be
11 PRKBRKSW highlighted. (NOTE: The parking brake solenoid is controlled by the VHMS Interface Module. See VHMS/
Interface Module Checkout Procedure to fully test this function.)
12 RSC Retard Speed Control Switch - Pull up the switch on the center console.
13 MIDPAYLD Truck at 70% Payload - Jumper 73MS @TB25 to ground. (NOTE: RB2 circuit breakers must be OFF if installed.)
14 FULLPAYLD Truck Fully Loaded - Jumper 73LS @TB25 to ground. (NOTE: RB2 circuit breakers must be OFF if installed.)
15 OVERPAYLD Truck Overloaded - Jumper circuit 72IP@TB29 to circuit 712 @ TB32.
16 RESET Override/Fault Reset Switch - Push the switch on the center console.
Lamp Test Switch - Push the switch on the dash panel. All warning/status lights in the overhead panel will
17 LAMPTEST illuminate except for the bottom two rows, the backup horn sounds, and the retard lights at the rear of the truck
and on top of the cab turn on.
18 DATASTORE Data Store Switch - Push the switch on the back of the center console.
19 AXLEP Axle Pressure Switch - Jumper across the air pressure switch in the rear axle housing.

Close the “TCI Real Time Data” screen, then
double-click “TCI Serial Data”.
Verify that the analog and digital values are
similar to the example in Figure 3-8.
FIGURE 3-8. TCI SERIAL DATA SCREEN

Close the “TCI Serial Data” screen, then double- With the accelerator pedal fully depressed, verify
click “TCI Analog Inputs”. that the “ACCEL PEDAL” signal is
Verify that the analog values are similar to the approximately 8.5 volts.
example in Figure 3-9. With the RSC switch up (OFF position) and the
With the accelerator pedal not depressed, verify RSC dial fully counterclockwise, verify that the
that the “ACCEL PEDAL” signal is “RSC POT” signal is approximately 10.7 volts.
approximately 1.5 volts. With the RSC switch up (OFF position) and the
RSC dial fully clockwise, verify that the “RSC
POT” signal is approximately 0 volts.
FIGURE 3-9. TCI ANALOG INPUTS SCREEN

Close the “TCI Analog Inputs” screen, then NOTE: All temperatures are calculated except for the
double-click “TCI Temperatures”. AFSE and AMBIENT TEMPERATURE values.
Verify that the temperature values are similar to Close the “TCI Temperatures” screen.
the example in Figure 3-10.
FIGURE 3-10. TCI TEMPERATURES SCREEN

TCI Digital Output Tests To check the PSC digital outputs:
1. Connect the serial communication cable from the Click START > Programs > GEOHVPTU_2.0 >
PTU to the TCI port (DIAG3) on the DID panel AC TOOLS > wPTU AC v21.01
located on the back wall of the operator cab. Select “Normal” mode {enter}
2. Ensure that the directional control lever is in
PARK and the rest switch is in the REST position.
key switch ON. Under “Engine Stopped Task”, double-click “TCI
Manual Test”.
The “TCI Manual Test” screen looks similar to
NOTE: The lamp test switch for the overhead panel will the “TCI Real Time Data” screen in Figure 3-7.
not activate the GE propulsion system lamps when the Clicking the buttons in the “Digital Outputs” field
PTU is in the Manual Test mode. will toggle the output on and off. See Table V.
TABLE V. TCI DIGITAL OUTPUT CHECKS
LOCATION
STEP INPUT DESCRIPTION
(Fig. 3-11)
Battery Separate Relay - Measure 24 VDC from circuit 21BSR @ TB28 to
1 BATSEPC
ground. With BATSEPC highlighted on the PTU, press {enter}. Verify 0 VDC.
2 LINKONLT Link Energized Light on the back of the center console will illuminate.
SPD1 not used

3
SPD2 not used
4 NORETARD No Retard/Propel Light will illuminate. A5
5 NOPROPEL No Propel Light will illuminate. A6
6 PSCNOTRDY Propulsion System Not Ready Light will illuminate. C6
7 RESTLT Propulsion System at Rest Light will illuminate. B6
8 REDUCELT Propulsion System at Reduced Level Light will illuminate. D6
9 RTRDCON Retard System at Continuous Level Light will illuminate. E6
Battery Charger System Failure Light will illuminate. (NOTE: This function is
10 BATTCHRGR controlled by the VHMS Interface Module. See VHMS/ Interface Module E5
Checkout Procedure to fully test this function.)
11 ENGSPDSET not used
12 REVERSELT Backup horn and backup lights will activate. B4
13 RETARDXLT Retard light on top of the cab and at rear of truck will turn on.
14 RETARDLT Dynamic Retarding Applied Light will illuminate. D3
15 TEMPWARN Propulsion System Temperature Light will illuminate. C5
16 PSCWARNLT Propulsion System Light will illuminate. B5
Hydraulic Brake Oil Hot Light - cannot be checked (NOTE: This function is
17 HYDBHOTLT controlled by the VHMS Interface Module. See VHMS/ Interface Module D5
Checkout Procedure to test this function.)
18 ENGCRANK Engine Crank Signal - See the following procedure to test this function.

To check the Engine Crank Signal: After circuit 21PT is 24VDC, circuits 21ST and
21B will measure 24VDC to the starter solenoid.
NOTE: Before checking ENGCRANK, verify that the
21B wires are removed from the starter solenoid relay Verify that ENGSTRTREQ, ENGCRANK,
in the battery control box. Also, ensure that the engine ENGCRNK2, and BATSEPC are highlighted on
oil is at the proper level. the PTU when circuits 21A, 21PT and 21B are
24VDC.
1. Change the PTU from the “Engine Stopped
Tasks” screen to the “TCI Real Time Data” 3. Turn the key switch to ON.
screen. 4. Move the directional control lever to FORWARD.
2. Turn the key switch to START. 5. Turn the key switch to START.
Trucks without prelube system: Circuit 21A must remain 0VDC.
Measure 24VDC to ground on circuit 21A @ 6. Release the key switch.
TB25 and circuit 21B @ TB31.
7. Move the directional control lever to NEUTRAL.
Trucks with prelube system:
8. Turn key switch to START position.
Measure 24VDC to ground on circuit 21A @
Circuit 21A must remain 0VDC.
TB25.
10. Release the key switch.
After the prelube system has reached the proper
oil pressure, measure 24VDC to ground on 11. Move the directional control lever to PARK.
circuit 21PT @ TB28 to ground.

FIGURE 3-11. STATUS/WARNING LIGHTS
Row/ Row/
Indicator Description Color Indicator Description Color
Column Column
High Hydraulic Oil C4* 5 Minute Shutdown Timer Amber
A1* Red
Temperature
D4* Retard Speed Control Amber
B1* Low Steering Pressure Red
E4* Check Engine Amber
C1 Low Accumulator Precharge Red
A5 No Propel/Retard Red
D1 Not Used
B5 Propulsion System Warning Amber
E1 Low Brake Pressure Red
Propulsion System
C5 Amber
A2* Low Hydraulic Tank Oil Level Red Temperature
B2* Low Auto Lube Pressure Amber D5 System/Component Failure Red
C2* Circuit Breaker Tripped Amber Battery Charger System
E5 Red
Failure
D2* Hydraulic Oil Filter Restricted Amber
A6 No Propel Red
E2* Low Fuel Amber
B6 Propulsion System at Rest Amber
A3* Parking Brake Applied Amber
Propulsion System Not
B3* Service Brake Applied Amber C6* Amber
Ready
C3* Body Up Amber
Propulsion System at Reduced
D6* Amber
D3* Dynamic Retarding Applied Amber Level
E3 Stop Engine Red Retard System at Continuous
E6* Amber
A4* Starter Failure Amber Level
B4* Manual Backup Lights Amber E7 Maintenance Monitor Amber

CALIBRATIONS
The following procedures are used to calibrate the
retarder and accelerator pedals, retarder lever, and the TABLE VI. CALIBRATION VALUES
hydraulic brake temperature and propel system
INPUT DESCRIPTION
temperature gauges and the speedometer for the
software. If any of the above components require 0.00 - accelerator pedal released
ACCEL-SEL
replacement during truck servicing or troubleshooting 1.00 - accelerator pedal fully depressed
procedures, the new or rebuilt component must be 0.00 - retarder pedal released and retarder lever
recalibrated using the applicable procedure before the fully up
truck is returned to service. 1.00 - retarder pedal fully depressed and
RETRD-SEL
retarder lever fully up
Speedometer 1.00 - retarder pedal released and retarder lever
fully down
The speedometer can be calibrated by using the DID
panel at the back of the operator cab. 5 - RSC dial pulled up and turned fully
counterclockwise
1. On the DID panel, press the function keys RETSPD
34 - RSC dial pulled up and turned fully
F4 - Menu > F1 - Test Menu > F4 - Speedometer. clockwise
2. Adjust the speedometer to read 32 kph (20 mph).
3. Enter “40” on the DID panel keypad.
Verify that the speedometer reads 64 kph (40
mph). ERASING EVENTS
Accelerator Pedal, Retarder Pedal/Lever and PSC
RSC Dial
The pedals and retarder lever can be calibrated by PTU to the PSC port (DIAG1) on the DID panel
using the DID panel at the back of the operator cab. located on the back wall of the operator cab.
Press the function keys F4 - Menu > F4 - Truck Cfg >
2. Make sure that the directional control lever is in
F2 - Begin, then follow the instructions on the screen.
The pedals, retarder lever and RSC dial can also be 3. Turn control power switch (1, Figure 3-1) and the
calibrated by using the PTU as follows: key switch ON.
1. Connect the serial communication cable from the Click START > Programs > GEOHVPTU_2.0 >
PTU to the PSC port (DIAG1) on the DID panel AC TOOLS > wPTU AC v21.01
2. Make sure that the directional control lever is in
PARK and the rest switch is in the REST position. Type password “ok75e” {enter}
3. Turn control power switch (1, Figure 3-1) and the Click “LOGIN to wPTU Toolbox”.
key switch ON. Under the “Special Tasks” heading, double-click
Click START > Programs > GEOHVPTU_2.0 > “Erase PSC Events”.
AC TOOLS > wPTU AC v21.01 Click “YES”.
Select “Normal” mode {enter} Double-click “PSC Event Summary”.
Type password “ok75e” {enter} Only two events will be listed and active: Event
91 (Inverter 1 Cutout) and Event 92 (Inverter 2
Under “Real Time”, double-click “PSC Real Time
Cutout). Investigate any other events that are
Data”.
listed.
Verify the values in Table VI.

TCI 7. Close circuit breaker CB2 on GDPC1 in the right
side compartment of the control cabinet.
PTU to the TCI port (DIAG3) on the DID panel 8. Use an analog meter to check the voltage
located on the back wall of the operator cab. between the pins on the P12A+ round connector.
2. Ensure that the directional control lever is in There must be 90 - 100VDC.
PARK and the rest switch is in the REST position. 9. Open circuit breaker CB2 on GDPC1. Reconnect
3. Turn control power switch (1, Figure 3-1) and the the round connector to P12A+ and close circuit
key switch ON. breaker CB2 again.
Click START > Programs > GEOHVPTU_2.0 > 10. Carefully remove the gray plug on top of each P12
AC TOOLS > wPTU AC v21.01 phase module. Without looking directly into the
plug hole in each phase module, verify that a red
light is present. Insert the gray plugs.
11. Carefully remove the gray plug on top of chopper
Click “LOGIN to wPTU Toolbox”. module CM2. Without looking directly into the
Under the “Special Tasks” heading, double-click plug hole, verify that a red light is present. Insert
“Erase TCI Events”. the gray plug.
12. Close circuit breaker CB1 on GDPC2 in the right
Click “YES”.
side compartment of the control cabinet.
Double-click “TCI Event Summary”.
13. Use an analog meter to check the voltage
No events will be listed. Investigate any events between the pins on the P21A+ round connector.
that are listed.
There must be 90 - 100VDC.
14. Open circuit breaker CB1 on GDPC2. Reconnect
the round connector to P21A+ and close circuit
GATE DRIVER POWER CONVERTER TEST
breaker CB1 again.
15. Carefully remove the gray plug on top of each P21
phase module. Without looking directly into the
Never look directly into the fiber optic light. Eye light is present. Insert the gray plugs.
damage could result. 16. Close circuit breaker CB2 on GDPC2 in the right
1. Disconnect the round connector on top of phase side compartment of the control cabinet.
modules P11A+, P12A+, P21A+ and P22A+. 17. Use an analog meter to check the voltage
2. Close circuit breaker CB1 on GDPC1 in the right between the pins on the P22A+ round connector.
side compartment of the control cabinet. There must be 90 - 100VDC.
3. Use an analog meter to check the voltage 18. Open circuit breaker CB2 on GDPC2. Reconnect
between the pins on the P11A+ round connector. the round connector to P22A+ and close circuit
There must be 90 - 100VDC. breaker CB2 again.
4. Open circuit breaker CB1 on GDPC1. Reconnect 19. Carefully remove the gray plug on top of each P22
the round connector to P11A+ and close circuit phase module. Without looking directly into the
breaker CB1 again. plug hole in each phase module, verify that a red
5. Carefully remove the gray plug on top of each P11
phase module. Without looking directly into the
6. Carefully remove the gray plug on top of chopper
module CM1. Without looking directly into the
plug hole, verify that a red light is present. Insert
the gray plug.

LOAD TESTING Click START > Programs > GEOHVPTU_2.0 >
Preparation
1. Ensure that the wheels are chocked and the
directional control lever is in PARK. Type password “ok75e” {enter}
2. Ensure that all blower motor and alternator Under “Real Time”, double-click “PSC Real Time
brushes are installed correctly. Data”.
Verify that ENGSPD in the “Analog” field shows
3. Install locks on the contactor box door and left
the correct alternator speed value.
side compartment door of the control cabinet. The
right side compartment will be accessed. 9. Leave the PTU connected to the PSC port for
further checks. Use the emergency stop switch on
4. Use the DID panel to cutout both inverters:
the center console of the operator cab to stop the
a. Press F4 - MENU > F3 - Inv Cutout > engine.
F1 - Inv #1 > F4 - Toggle.
The display will show “Inverter #1 = cut-out”. Battery Boost Check
b. Press F5 - Return > F2 - Inv #2 > F4 - Toggle.

The display will show “Inverter #2 = cut-out”.
c. Press F5 - Return > F5 - Return to return to the
main DID panel display. The battery boost check must be performed exactly
5. Turn the rest switch ON. as described in the following procedure. Failure to
do so may result in serious injury.
6. Move GF cutout switch (2, Figure 3-1) to the
The contactors in the control cabinet with the R1
CUTOUT (down) position.
resistor may be energized while the engine is
7. Ensure that circuit breakers CB1 and CB2 on both running. DANGEROUS VOLTAGES ARE PRESENT
gate driver power converters are closed. INSIDE THE CONTROL CABINET.
8. Reconnect the 21B wires to the starter solenoids. NOTE: The engine must be OFF during initial setup.
Alternator Speed Sensor Checks 1. Turn the rest switch ON.
1. Connect an AC voltmeter to circuits 74X (TB22) 2. Move GF cutout switch (2, Figure 3-1) to the
and 74Z (TB22). CUTOUT (down) position.
2. Ensure that the GF cutout switch is in the 3. Verify that all link voltage lights are OFF.
CUTOUT (down) position and the rest switch is 4. Connect a voltmeter across resistor R1 located in
ON. the right side compartment of the control cabinet.
3. Start the engine and operate at low idle. a. Connect the positive lead to BAT
Verify approximately 4VAC on the meter. b. Connect the negative lead to F101.
Verify that the tachometer in the operator cab
5. Start the engine.
reads approximately 700 RPM.
6. Move the GF cutout switch to the NORMAL (up)
4. Remove the voltmeter.
position.
5. Ensure engine speed control by varying the
7. Turn the rest switch OFF.
position of the accelerator pedal.
The voltmeter will momentarily show a reading
6. To check the PSC alternator speed feedback, of approximately 18VAC, then drop to zero.
connect the serial communication cable from the
PTU to the PSC port (DIAG1) on the DID panel 8. Turn the rest switch ON.
located on the back wall of the operator cab. 10. Move the GF cutout switch to the CUTOUT
7. Make sure that the directional control lever is in (down) position.
PARK and the rest switch is in the REST position. 11. Use the emergency stop switch on the center
8. Turn control power switch (1, Figure 3-1) and the console of the operator cab to stop the engine.
key switch ON. 12. Verify that all link voltage lights are OFF. Remove
the voltmeter.

Brake Circuit Switch Checks Hoist & Steering Circuit Switch Checks
1. Turn the rest switch ON. 9. On the inner side of the fuel tank, short circuit 39
2. Start engine and allow engine to warm up for on hoist circuit hydraulic filters bypass indicator
approximately 10 minutes. switch to ground.
The hydraulic oil filter light in the overhead panel
Verify that all status/warning lights in the
should illuminate.
overhead panel are off except Parking Brake
Applied (A3, Figure 3-11), Propulsion System at 10. At the steering circuit hydraulic filter, short circuit
Rest (B6) and Propulsion System Not Ready 39 on the filter bypass indicator switch to ground.
(C6). The hydraulic oil filter light in the overhead panel
3. Turn the wheel brake lock switch ON. must illuminate.
4. Short circuit 33T to ground. This is for the brake 11. Short circuit 51A at the nitrogen precharge
lock degradation switch located in brake cabinet. pressure switches on the top of the steering
accumulators to ground.
Note that when the wheel brake lock is applied,
the service brake lights on the truck are active The low accumulator precharge indicator light is
and the service brake light indicator on the activated. This light stays on even when the
overhead panel is lit. short is removed.
5. Connect the serial communication cable from the 12. Use emergency shutdown switch on the center
PTU to the PSC port (DIAG1) on the DID panel console to shut off the engine. DO NOT turn the
located on the back wall of the operator cab. key switch OFF.
Click START > Programs > GEOHVPTU_2.0 > The low accumulator precharge light must
AC TOOLS > wPTU AC v21.01 remain on and the brakes and steering pressure
must remain charged.
13. Turn the key switch OFF.
Verify that the steering pressure bleeds down.
Link Energized Checks
Under “Real Time”, double-click “PSC Real Time
Data”. 1. Start the engine.
Verify that BRAKEON is highlighted when the 2. Move the GF cutout switch to the NORMAL (up)
wheel brake lock is applied and the engine is position.
running.
6. Turn the wheel brake lock switch OFF.
7. In the brake cabinet, short circuit 33 on the brake AC TOOLS > wPTU AC v21.01
pressure switch to ground.
The low brake pressure light on the overhead
panel and the low brake pressure buzzer must Type password “ok75e” {enter}
activate. Click “LOGIN to wPTU Toolbox”.
8. On the LH frame rail, short circuit 33F at the Under “Real Time”, double-click “PSC Real Time
steering pressure switch on the bleeddown Data”.
manifold to ground. Verify that capacitor charge light (3, Figure 3-1)
The low brake pressure light, low steering and the link energized indicator light on the rear
pressure light and low brake pressure buzzer of the center console are lit.
must activate. Verify that LINKV and both inverter link voltages
(I1LV & I2LV) are approximately 700 volts.
Verify the other values and highlighted functions
are similar on the various PSC screens in
Figure 3-12, Figure 3-13 and Figure 3-14.

FIGURE 3-12. PSC REAL TIME DATA SCREEN
FIGURE 3-13. PSC SERIAL DATA SCREEN

FIGURE 3-14. PSC ANALOG INPUTS SCREEN
4. Ensure that the directional control lever is in Loadbox Test

key switch ON.
6. Connect the serial communication cable from the Verify that the control cabinet doors are closed and
PTU to the TCI port (DIAG3) on the DID panel locked before performing the following tests.
located on the back wall of the operator cab. DANGEROUS VOLTAGES ARE PRESENT INSIDE
Click START > Programs > GEOHVPTU_2.0 > THE CONTROL CABINET WHEN THE ENGINE IS
AC TOOLS > wPTU AC v21.01 RUNNING.
Select “Normal” mode {enter} 1. Jumper fan clutch control circuit 22FO @ TB32 to
ground to lock the fan in full on condition.
2. With the engine running, move the GF cutout
switch to the NORMAL (up) position.
Under “Real Time”, double-click “TCI Real Time
Data”.
Verify that the analog values and highlighted Under “Test”, double-click “Self Load Engine
functions are similar to the TCI Real Time Data Test”.
screen in Figure 3-15. Click “Enter LDBX”.
7. Exit the TCI Real Time Data screen. Leave the Verify that the values are similar to the initial Self
engine running and the PTU connected to the TCI Load Engine Test screen in Figure 3-16.
port for the loadbox test.

FIGURE 3-15. TCI REAL TIME DATA SCREEN
FIGURE 3-16. INITIAL SELF LOAD ENGINE TEST SCREEN

10. Note the ENGLOAD value on the screen.
If the value is five volts during load testing,
loading is satisfactory.
If the value is below five volts, the electrical
In the following step, exhaust air from grid vents system needs to remove horsepower loading.
may be very hot. This is an indication of a weak engine.
4. Put the directional control lever in NEUTRAL and If the value is above five volts, the electrical
depress the accelerator pedal to just pick up system needs to load the engine more. This is
contactor RP1. This will occur at approximately an indication of a strong engine.
1150 rpm.
11. The Self Load Engine Test screen must be
Check for hot air flow from both front sections of recorded and the values compared to values that
the retarding grid. are calculated to account for parasitic losses at
Check for air flow from the rectifier air exhausts the elevation of the test site and ambient
on the back of the control cabinet. temperature during testing as follows:
On the PTU, verify that the values for BLWR1 a. Output horsepower must be 2700 HP ±5% @
and BLWR2 are balanced but opposite polarity. 1900 +10/-15 rpm.
NOTE: If the HPADJ value is fixed at zero and the b. Requested rpm from GE must be 1900 rpm.
ENGLOAD% value is fixed at 50% (or 5.0V if using an c. Refer to Figure 3-17 for parasitic losses curve.
analog load signal), it is an indication that the PWM
Read the parasitic losses from the graph
engine load signal is not getting to the PSC. Check for
based on ambient temperature and altitude.
Event 63 (Engine Load Signal) on the DID panel. Refer
to Troubleshooting for more information. Add the value on the graph to the delivered
HP to GE and compare that to the “-5%”
5. Depress the accelerator pedal to pick up value at the rpm rated tolerance (i.e. 2612
contactors RP1 and RP2. This will occur at HP + value from graph = corrected HP).
approximately 1375 rpm.
Manual Offset HP Output Adjustment:
6. Release the accelerator pedal just enough so that
contactor RP2 drops out but contactor RP1 is still 12. If it is necessary to troubleshoot HP problems, use
picked up. This will occur at approximately 1375 the following procedure:
rpm. With loadbox initiated, enter a + or - offset value
NOTE: Some trucks are not equipped with contactor in the “HP Offset” field.
RP3. Click the “HP Offset” box.
7. Depress the accelerator pedal to pick up 13. Perform the load test again.
contactors RP1, RP2 and RP3. This will occur at
Return the offset to 0.0
approximately 1550 rpm.
Click the “HP Offset” box.
8. Warm up the engine until the engine coolant
temperature stabilizes. Then fully depress the Click “EXIT LDBX” to exit the Self Load Engine
accelerator pedal to pickup all the RP contactors. Test screen.
The CHOP value on the PTU must be 25% at 14. Allow the engine to cool down until the engine
approximately 1900 rpm. temperature and pressure gauges show normal
operating values.
9. Record the PTU screen while viewing the screen
during full load. 15. Turn the rest switch ON.
Under the “Save” menu, select “Single 16. Turn the key switch OFF. Allow approximately 90
Snapshot”, then click “Save”. seconds for the steering accumulators to bleed
down.
To view the recorded screen, under the “View”
menu, select “Screen Relay”, the highlight the 17. Remove the jumper from the fan clutch control
file and click “Open”. circuit
18. Record all data to create a truck record for future
comparison.

FIGURE 3-17. TOTAL PARASITIC LOSS AT FULL POWER
Komatsu SSDA16V160, 2700 GHP, ECS 8 Blade, 78” dia. 5.3” PW @ 798 RPM

TROUBLESHOOTING Phase Module and Chopper Module
Troubleshooting
PVM Optimum Load Curve Handshaking
Troubleshooting 1. To troubleshoot a phase module or chopper
module, stop the engine and turn the rest switch
NOTE: A value of less than 0.5VDC or more than OFF. Connect the serial communication cable
9.5VDC on circuit 72E indicates a failure. from the PTU to the PSC panel and access the
1. With the engine off, key switch ON and control PSC Manual Test screen.
power switch ON, measure the voltage between 2. Click the appropriate GD1E or GD2E signal in the
the 72E (+) lead and the 72R (-) lead. “Digital Output” field and turn it ON. (GD1E turns
The voltage must be 5.0VDC. on all Inverter 1 phase modules and chopper
module 1. GD2E turns on all Inverter 2 phase
a. Jumper circuit 22FO to ground and verify
modules and chopper module 2.)
voltage on 72E to 72R changes to 7.0VDC.
3. Disconnect the gray fiber optic cable on the phase
b. If the voltage is 0VDC, verify that the
module or chopper module that is being checked.
connections to the PVM are correct and that
circuits 439 and 11SL (connected to CN P382
positions 5 and 40) are 24VDC.
2. With the engine running and under load, and the
key switch and control power switch ON, check In the following step, DO NOT look directly at the
the voltage at 72E (+) to 72R (-). red light. Eye damage could result.
The voltage must be 5.0VDC. 4. If a red light is visible out of the gray receptacle on
a. Check the PVM diagnostic connector P381. the gate driver module, the phase module or
chopper module is OK.
b. Verify that the voltage between position A to B
is 8 to 11VDC. A reading of 0VDC indicates 5. If a red light is not visible, disconnect the round
that the 1939 transmission line failed. Check power supply harness from the gate driver
1939 wiring. module.
c. Verify the voltage between position C to B is 8 6. Check the AC voltage in the two pins in the
to 11VDC. A reading of 0VDC indicates that harness. There will be 100 VAC square wave on
the PVM has failed only if the voltage from the harness. The actual reading on the VOM will
position A to B is correct and the filtering circuit depend on the meter and how it is designed to
is correct. Check the filtering circuit resistors measure AC voltage. Most meters read less than
and capacitors connected to P383 positions 12 100 volts. Normally, there will either be proper
and 20 and P382 position 33 mounted on voltage on the harness or no voltage at all.
diode board DB1. 7. If there is no voltage, troubleshoot the appropriate
3. If both Step 1 and 2 are 0VDC, then circuit 439 or gate driver power converter or the harness. See
11SL or both are incorrect. “Gate Driver Power Converter Test” earlier in this
section.
8. If there is voltage, reconnect the harness and
disconnect the gate lead on the “G” terminal.
10. If there is a red light visible with the gate lead
disconnected, there is a short and the phase
Allow adequate time for link voltage to drain down module or chopper module must be replaced.
before opening the control cabinet to perform the 11. If a red light is not visible with the gate lead
following checks or repairs. disconnected, the gate driver module is faulty and
must be replaced. All the gate driver sections for
phase modules and chopper modules are alike
and interchangeable. The red-covered and white-
covered gate driver modules are interchangeable
where mounted by the six cap screws to the
cooling tubes of the phase module or chopper
module.

PHASE MODULE REPLACEMENT
Phase Module Removal Phase Module Installation
1. Place the control power switch in the OFF 1. Inspect the rear cooling air sealing gasket.
position and the GF cutout switch in the CUTOUT Replace it if damaged.
position.
2. Return the phase module to its original location.
2. Use a VOM to ensure that there is no voltage
3. Install the two mounting bolts and washers that
present between the (+) and (-) DC links and
secure the phase module to the control cabinet.
ground.
Tighten the bolts to 64 N•m (47 ft lbs).
3. Disconnect the fiber optic cables and the round
4. Install the mounting hardware that secures the
plug at the top of the phase module. Tuck the
two fuses. Tighten the bolts to 19 N•m (14 ft lbs).
removed cables under the loom to protect the
cables when the module is pulled out. 5. Install the mounting hardware that secures the
phase module to the vertical bus bar. Tighten the
4. Remove the mounting hardware that secures the bolts to 26 N•m (19 ft lbs).
phase module to the vertical bus bar. Note the
length of the bolts for proper reinstallation. 6. Reconnect the fiber optic cables and the round
plug at the top of the phase module.
5. Remove the mounting hardware that secures the
two fuses. 7. Place the GF cutout switch in the NORMAL
position and the control power switch in the ON
6. Mark each phase module so that it will be
position.
reinstalled in its original location.
NOTE: Each phase module weighs 29.5 kg (65 lbs).
7. Support the phase module and remove the two
nuts and washers that secure the phase module NOTE: For removal of other control cabinet
to the control cabinet. components, refer to the GE service manual.
8. Slide the phase module forward by the extended
mounting arms and remove it from the control
cabinet. DO NOT pull on the gate card cover.

SECTION G
DRIVE AXLE, SPINDLE, AND WHEELS
INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2
FRONT WHEEL HUB AND SPINDLE ASSEMBLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3
REAR AXLE HOUSING ATTACHMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4
REAR AXLE HOUSING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5
G01020 Index G1-1

NOTES
G1-2 Index G01020

SECTION G2
TIRES AND RIMS
INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
FRONT TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
REAR TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-6
RIM AND TIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8

Tire Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8
Rim And Tire Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8
Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9
Tire Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9
G02022 10/11 Tires and Rims G2-1

NOTES:
G2-2 Tires and Rims 10/11 G02022

TIRES AND RIMS
The truck tires should be inspected and tire pressure FRONT TIRES AND RIMS
checked with an accurate pressure gauge before
each working shift. Tire pressure will vary according Removal
to manufacturer and local working conditions. Con-
sult tire manufacturer for recommended tire pres-
sure.
Insure valve caps are securely applied to valve DO NOT weld or apply heat on the rim assembly
stems. The caps protect valves from dirt build up and with the tire mounted on the rim. Remaining
damage. DO NOT bleed air from tires which are hot gases inside the tire may ignite causing explo-
due to operation; under such circumstances, it is nor- sion of tire and rim.
mal for pressure to increase in tire due to expansion. DO NOT go near a tire if a brake or wheel motor
has experienced a fire until the tire has cooled.
A bent or damaged rim which does not support the
bead properly may cause abnormal strain on the tire
resulting in a malfunction. If a tire should become
deeply cut, it should be removed and repaired.
Neglected cuts cause many tire problems. Water,
sand, dirt and other foreign materials work into a tire When inflating tires always use a safety cage.
through a cut eventually causing tread or ply separa- Never inflate a tire until the lockring is securely in
tion. place. Do not stand in front of or over the lock-
Tires should be stored indoors, if possible. If stored ring during inflation procedures. Never overin-
outdoors, cover tires with tarpaulin to keep out dirt, flate a tire. Refer to tire manufacturers
water and other foreign materials. Long exposure to recommendations.
the sun will cause ozone cracks. Storage should be Always keep personnel away from a wheel and
in a cool, dry, dark, draft free location. Tires should tire assembly when it is being removed or
be stored vertically. If they must be laid on their sides installed.
for a short period, avoid distortion by stacking no The tire and rim weigh approximately 4995 kg
more than three tires on top of one another. Avoid (11,000 lbs). Be certain tire handling equipment is
contact with oil, grease or other petroleum products. capable of lifting and maneuvering the load.
Before storing used tires, clean thoroughly and Manual tire removal and installation is possible, but
inspect for damage. Repair as necessary. When a due to the size and weight of the components, spe-
truck is placed in storage, it should be blocked to cial handling equipment is desirable. Consult local
remove the weight from the deflated tires. If stored tire vendors for sources of equipment designed
truck cannot be blocked, check air pressure and especially to remove, repair, and install large off-
inspect tires twice a month for proper inflation pres- highway truck tires.
sure. If the studs in the front wheel hub require replace-
ment, tighten studs to 732 N·m (540 ft lbs) torque.
1. Shift directional control lever to PARK, then
block rear wheels to prevent movement of truck.

2. Turn the key switch OFF to stop the engine, and
allow at least 90 seconds for the accumulator to
bleed down. Turn the steering wheel to be sure
no pressure remains. As a safety precaution,
bleed down brake accumulators.
Care should be taken not to damage the inflation
3. Place jack under spindle or under frame at the stem during tire removal.
front cross tube.
4. Raise front end of truck until tires clear ground 7. Move wheel assembly away from wheel hub
and block up securely under frame. and into clean work area.
5. Visually inspect all brake components for dam-
age or wear. Inspect hydraulic brake lines for
damage or leaking fittings.
6. Secure wheel assembly to hoist or fork lift and
Do not attempt to disassemble wheel assembly
take up slack. Remove wheel nuts (8, Figure 2-
until all air pressure is bled off.
1), and wheel retainer lugs (7) securing wheel
assembly to wheel hub. Remove the clamp that
Due to its size and weight, always keep person-
secures the tire inflation valve to the wheel hub.
nel away from a wheel assembly when it is being
removed or installed.
FIGURE 2-1. FRONT WHEEL ASSEMBLY
1. Valve Assembly 6. Lock Ring 11. Lockwasher 16. Lockwasher

2. Bead Seat Band 7. Wheel Retainer Lug 12. Nut 17. Bent Plate
3. Rim 8. Nut 13. Clamp 18. Hub
4. O-Ring 9. Cap Screw 14. Cap Screw
5. Side Flange 10. Flat Washer 15. Flatwasher

Installation REAR TIRES AND RIMS
NOTE: Remove all dirt and rust from mating parts If the studs in the rear wheel motor require replace-
before installing wheel assembly. ment, tighten studs to 270-340 N·m (200-250 ft lb)
torque.
1. Inspect the front wheel studs for damage. If the
studs require replacement, tighten the studs to Removal
270-340 N·m (200-250 ft lb) torque.
1. Park truck on level ground and block front
2. Using a tire handler, lift wheel into position on
wheels. Position a jack in recess of rear sus-
wheel hub. Install wheel retainer lugs (7, Figure
pension mount casting as shown in Figure 2-3.
2-1) and lubricated nuts (8). Evenly tighten each
nut using the sequence shown in Figure 2-2 to 2. Raise rear axle housing of truck until tires clear
407 N·m (300 ft lbs) torque. ground. Securely block up rear axle housing
near the wheel motor mounting flange.
3. Spin the wheel and check rim run-out. Maxi-
mum run-out is 5mm (0.20 in.). If run-out 3. Disconnect inner wheel valve stem extension
exceeds specifications, then loosen all nuts and from outer wheel valve stem vinyl clamp by
re-tighten them evenly as shown in Figure 2-2. loosening cap screws. Lift valve extension out
of vinyl clamp.
4. If run-out is OK, then tighten each nut using the
sequence in Figure 2-2 to 746 N·m (550 ft lbs) 4. Using a tire handler (or hoist and sling if body
torque. has been removed as shown in Figure 2-4) to
grasp outer wheel assembly. Remove wheel
5. Connect the valve stem to the wheel hub.
nuts (10, Figure 2-4) and wedges (11) securing
6. Operate truck for one load and retighten wheel outer wheel to the wheel motor hub.
nuts as specified in Step 4. Recheck nut torque
daily (each 24 hours of operation) to insure
proper torque is maintained on each nut. Once
torque is maintained, daily checking is no longer
required. Check intermittently to insure torque is
maintained.
Use a strap or other means, to secure inner
wheel before removing outer wheel assembly.
This will prevent the accidental slipping of inner
wheel during this operation.
FIGURE 2-2. FRONT WHEEL TIGHTENING

SEQUENCE

5. Pull straight out on outer wheel assembly and
remove.
6. If inner wheel removal is necessary, remove
spacer (6, Figure 2-4) by pulling straight out and
removing from rear hub. (Refer to Figure 2-6.)
NOTE: Use care when removing spacer and inner

wheel so as not to damage tire inflation extension
tube.
7. Secure tire handler (or lifting device) to inner
wheel and pull straight out to remove from
wheel hub.
Installation
NOTE: Clean all mating surfaces before installing
wheel assembly.
1. Attach tire handler (or lifting device) to inner
dual and install inner dual onto wheel motor
hub. Use care not to damage tire inflation
extension line.
NOTE: During inner wheel installation be sure air
inflation line lays in channel on wheel hub assembly.
2. Using a lifting device, install spacer (6, Figure 2-
4) onto wheel motor hub. Tap spacer up against
FIGURE 2-3. JACK LOCATIONS
inner dual. Attach tire handler to outer dual and
(BODY REMOVED)
position onto wheel motor hub.
FIGURE 2-4. REAR WHEEL ASSEMBLY

1. Side Flange 5. Lock Ring 9. Clamp 12. Valve Extension Tube
2. Outer Wheel Rim 6. Spacer 10. Nut 13. Inner Wheel Rim
3. Bead Seat Band 7. Valve Cap 11. Wheel Retainer Wedge
4. O-Ring 8. Core

FIGURE 2-5. TIRE LIFTING SLING
(BODY REMOVED)
FIGURE 2-6. INNER TIRE REMOVAL AND

Due to its size and weight, always keep person-
INSTALLATION
nel away from a wheel assembly when it is being
removed and installed.
6. Secure inner and outer dual tire inflation lines to
NOTE: Be sure to position outer dual wheel so that bracket on outer rim. Tighten cap screws to
tire valve bracket aligns with inner wheel inflation standard torque.
line. 7. Install wheel cover. Remove blocks from under
truck and lower truck to the ground.
3. Install wedges onto studs and secure in place 8. Operate truck for one load and retighten wheel
with lubricated wheel nuts. Evenly tighten each nuts as specified in Step 5. Recheck nut torque
nut in an alternating (criss-cross) pattern as daily (each 24 hours of operation) to insure
shown in Figure 2-7) to 407 N·m (300 ft lbs) proper torque is maintained on each nut. Once
torque. torque is maintained, daily checking is no longer
required. Check intermittently to insure torque is
4. Spin the wheel and check rim run-out. Maxi-
maintained.
mum run-out is 5mm (0.20 in.). If run-out
exceeds specifications, then loosen all the nuts
and re-tighten them evenly as shown in Figure
2-7.
5. If run-out is OK, then tighten each nut as shown
in Figure 2-7 to 746 N·m (550 ft lbs) torque.

2. Attach a hydraulic bead breaker to the rim by
slipping the jaws of frame assembly over the
outer edge of flange (5, Figure 2-8). Make sure
the jaws of the frame are as far in on the flange
as possible.
3. Following tool manufacturers instructions, move
tire bead in far enough to permit placing a
wedge between tire and flange at side of tool.
4. Repeat this procedure at locations approxi-
mately 90° from the first application. Continue
this procedure until tire bead is free from rim.
5. After bead is broken loose, insert flat of tire tool
in beading notch on lockring (6, Figure 2-8). Pry
lockring up and out of groove on rim.
6. Pry in on bead seat band (2) until O-ring (4) is
exposed. Remove O-ring.
7. Remove bead seat band (2) from rim (3) and
remove flange (5).
FIGURE 2-7. REAR WHEEL TIGHTENING 8. Reposition wheel assembly and repeat removal
SEQUENCE procedure on opposite side of tire. Remove tire
from rim.
Rim And Tire Preparation

The first step in mounting radial off-road tires is to
RIM AND TIRE properly prepare the tire and rim assembly.
Tire Removal 1. Clean the rim base, bead seat band, and
flanges with a wire brush. Remove all paint from
knurling on bead seat band and back section.
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. Never weld or repair damaged rims.
When inflating tires always use a safety cage.
Never inflate a tire until the lockring is securely in 2. Check rim assembly for damage or corrosion.
place. Do not stand in front of, or over the lock- Replace any damaged or broken components.
ring during inflation procedures. Never overin- Verify that the rim does not have any burrs.
flate a tire. Refer to tire manufacturers
recommendations. 3. Apply rust inhibitor to any corrosion.
4. Clean the tire and bead area.
1. Place tire and wheel assembly in safety cage 5. Check for and remove any object(s) from the
and discharge all air pressure from tire. interior of the tire that could cause damage to
the tire.
6. Check the tire bead area and inner liner for
damage that would allow air to leak from the
tire. Replace or repair any tire with bead dam-
age.

Lubricants Tire Installation
The proper amount and type of lubricant is key to The preferred method for mounting tires is horizon-
successful mounting of radial off-road tires. tally and off of the truck, especially for initial tire
mounting on a new truck. For horizontal tire mount-
ing, a workman’s stand is recommended for working
inside the tire. Similar methods and precautions
should be used when mounting tires vertically, on the
For lubrication, use only water-based or vegeta-
truck.
ble-based lubricant. Lubricants should be of a
type that vaporize over time and not leave any
residue on the rim or tire surfaces.
NOTE: With each tire mounting, it is required that a
1. Paste lubricants should be diluted with water as new O-ring and a new air valve be installed.
per specific lubricant manufacturers recommen-
1. Before mounting tire to rim, remove all dirt and
dations.
rust from rim parts, particularly the O-ring
2. Only lubricate all parts on the rim that are in groove and bead seats. It is advisable to touch
contact with the bead sole area of the tire. up all metal parts with a good anti-rust paint to
prevent bare metal from being exposed to the
weather.
NOTE: Be careful not to apply lubricant in the O-ring
gutter.
3. When lubricating the tire bead, lubricant should
be sparingly applied to the tire bead surface
ONLY. The lubricant should be painted or
sprayed on uniformly without any lumps in the
paste or soap. The total amount of lubricant
applied per tire should not exceed 50 grams
(1.75 oz.).
FIGURE 2-8. FRONT WHEEL ASSEMBLY

1. Valve Assembly 6. Lock Ring 11. Lockwasher 16. Lockwasher
2. Bead Seat Band 7. Wheel Retainer Lug 12. Nut 17. Bent Plate
3. Rim 8. Nut 13. Clamp 18. Hub
4. O-Ring 9. Cap Screw 14. Cap Screw
5. Side Flange 10. Flatwasher 15. Flatwasher

NOTE: Do not allow paint, rust or other 6. Install outer flange (5, Figure 2-8) in position
contamination to cover mating faces of lockring (6) and replace bead seat band (2). Push in on
and rim (3). bead seat band to expose O-ring groove in rim.
7. Lubricate new O-ring (4) with soap solution and
install in groove of rim.
8. Install lockring (6) and tap into place with lead
hammer. Lockring lug must fit into slot of
Check to be sure that proper rim parts are used
rim.
for reassembly. Use of incompatible parts may
not properly secure the assembly resulting in 9. Remove valve core from valve stem and inflate
violently flying parts upon inflation tire to seat beads of tire and O-ring as specified
by tire manufacturer.
2. If valve stem and spud assembly were

removed, reinstall in rim. Install valve stem
assembly onto rim and install spud assembly to
inside of rim. Tighten spud assembly to 4 N·m
(35 in. lbs) torque. Use a safety cage whenever possible. Stand to
3. Adjust vinyl clamp and cap screw on valve stem one side as tire is being inflated. Never start
and rim assembly. Tighten cap screw to stan- inflating unless lockring is securely in place. DO
dard torque. NOT stand in front of or over lockring when
4. Install inner flange on rim. Coat beads of tire inflating.
with tire mounting soap solution. 10. If beads of tire and O-ring do not seat within one
minute, raise tire slightly and tap bead seat
band. This will help the air pressure to push the
tire bead out into position.
11. As soon as seating has been accomplished,
install valve core and inflate tire to recom-
mended tire pressure.
Prying against tire bead may cause damage to
tire bead and will cause air leaks. 12. Follow tire manufacturers recommendations
concerning tire bead seating procedures and
final tire pressure setting for each application.
5. Position tire over rim and work tire on as far as
possible without prying against the beads. Any
damage to tire bead will destroy air seal and
cause air leaks at these points.

SECTION G3
FRONT WHEEL HUB AND SPINDLES
INDEX
FRONT WHEEL HUB AND SPINDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
WHEEL HUB AND SPINDLE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Spindle Removal Procedure (off of the truck) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-8
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-11
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-11
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12
Wheel Bearing Adjustment (Tire Removed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-14
Wheel Bearing Adjustment (Tire mounted) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-15
OIL SAMPLING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-16

Oil Sampling Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-17
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-17
OIL DRAIN AND REFILL PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-17
STEERING CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-18

Spherical Bearing Wear Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-18
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-19
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-19
Bearing Replacement (Steering cylinder and tie rod) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-19
TIE ROD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-21

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-21
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-21
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-22
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-22
TOE-IN ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-23
G03030 11/11 Front Wheel Hub and Spindle G3-1

NOTES:
G3-2 Front Wheel Hub and Spindle 11/11 G03030

FRONT WHEEL HUB AND SPINDLE
WHEEL HUB AND SPINDLE ASSEMBLY
Removal
The following instructions will cover the complete
removal, installation, disassembly, assembly and
bearing adjustment of front wheel hub and spindle. If
only brake service is to be performed, refer to Sec-
tion "J", "Brake Circuit".
Do not loosen or disconnect any hydraulic brake

line or component until engine is stopped, key
switch is turned OFF for 90 seconds and drain
valves on brake accumulators are opened.
For ease of handling, refer to the "Front Tire and Rim
Removal" instructions to remove front tire and rim FIGURE 3-1. BRAKE SUPPLY LINES
assembly. 1. Brake Supply Line 4. Lubrication (Grease)
1. Bleed down the steering accumulator by shut- 2. Junction Block Supply Lines
ting down the engine and turn the key switch 3. Caliper Supply Lines
OFF and wait for at least 90 seconds. Open
drain valves at the bottom of each of the brake 3. Remove any grease lines being used for a
system accumulators. Allow adequate time for group lube or automatic lube system for the
the accumulators to bleed down. steering cylinder and tie rod. Cap all lines.
2. Disconnect the brake lines leading to each cali- 4. Remove cap screws and washers securing
per and main brake supply line (1, Figure 3-1) at brake line junction block (2), and main brake
the junction block. Plug or cap all lines to pre- supply line (1) from spindle assembly. Plug or
vent contamination of the hydraulic system. cap all lines to prevent contamination of the
hydraulic system.
5. If internal work is to be performed, position
drain plug (24, Figure 3-10) at the lowest posi-
tion and remove plug. Allow all oil to drain out.
6. Remove lubrication lines from tie rod and steer-
ing cylinder. Disconnect tie rod and steering cyl-
inder rod from spindle being removed. Refer to
"Steering Cylinder and Tie Rod Removal" in this
section.

7. Position a fork lift under the wheel hub and 10. Run the proper size tap into the threaded holes
spindle assembly as shown in Figure 3-2. The to ensure clean, good quality threads.
weight of the spindle assembly is approximately
8,800 kg (19,400 lb). Ensure the lifting device
can handle the load safely. Ensure the spindle
and hub are securely fastened to the lifting
device to prevent tipping when it is free from the
suspension.
8. Remove cap screws (1, Figure 3-3) securing
retainer plate (2) to spindle structure and sus-
pension. Loosen cap screws in torque incre-
ments of 678 N·m (500 ft lbs). Remove retainer
plate.
9. Carefully remove 13 of the steering arm cap
screws (5) as follows:
a. Identify the cap screws designated with an
"X" in Figure 3-4.
b. Remove these capscrews using a circular
pattern in torque increments of 678 N·m (500
ft lb). DO NOT attempt to remove each cap
screw in one sequence. FIGURE 3-3. WHEEL HUB & SPINDLE REMOVAL
1. Cap Screws 4. Spindle Steering Arm
2. Retainer Plate 5. Retaining Cap Screws
3. Spindle
DO NOT remove the cap screws in one step with
an air wrench. Revolve around the circular pat-
tern at least 3 times, gradually loosening the cap
screws during each revolution.
FIGURE 3-4. SPINDLE CAP SCREW SPACING

1. Cap Screw Insertion 2. Tool Structure
Holes
FIGURE 3-2. SPINDLE AND WHEEL HUB

REMOVAL

NOTE: Older pusher tools (5, Figure 3-5) may have
been made with a round tube (shown as a dotted
line) welded on one side. The tool can be installed
upside down and used with a hydraulic ram as
shown.
Do not apply pressure to the hydraulic ram until
Refer to Section "M", Options & Special Tools for all 13 cap screws are installed.
dimensions for fabricating the spindle pusher tool 15. Install the remaining 10 cap screws and tighten
and spacers (6, Figure 3-5). Special cap screws and them to 68 N·m (50 ft lb). This is to ensure all
washers are also required. cap screws will pull evenly when pressure is
The hydraulic ram must be a low profile hydraulic applied by the hydraulic ram.
ram (pancake jack) to fit in this area. Most hydraulic
rams that will fit in this area are rated at 150 tons.
The maximum force that can be applied during

the spindle removal process is not to exceed
The maximum force that can be applied during 408 233 kgf (900,000 lb).
the spindle removal process is not to exceed
408 233 kgf (900,000 lb).
11. Locate 13 cap screws (1, Figure 3-5) and wash-
ers (2) as specified below:
Cap Screw P/N KC7095 1 1/4 x 8 in.
Washer P/N WA0366 1 1/4 in.
12. Lubricate the cap screw threads and flat wash-
ers with chassis grease.
13. Install pusher tool (5) as shown in Figure 3-5
using the only three cap screws (1), three wash-
ers (2) and three spacers (6). The three cap
screws must be evenly spaced. Tighten the
three cap screws to 68 N·m (50 ft lb).
NOTE: Verify minimum thread engagement is 41.1
mm (1.62 in.) on pusher cap screws when inserted.
14. Ensure hydraulic ram (4) is completely
retracted. Install hydraulic ram with reaction
plate (3) on top of the hydraulic ram. FIGURE 3-5. PULLER TOOL WITH RAM
NOTE: If there is a large gap between the reaction 1. Cap Screw 5. Pusher Tool
plate and the suspension, it may be necessary to add (KC7095) 6. Spacer
steel spacers below the hydraulic ram. 2. Hardened Washer 7. Steering Arm
(WA0366) 8. Spindle
3. Reaction Plate 9. Suspension Piston
4. Hydraulic Ram 10. Area to heat

Spindle Removal Procedure (Optional)
(off of the truck)
If the hydraulic ram method (with heat) did not sepa-
rate the spindle from the suspension, then the sus-
Heavy structures and high forces are involved in pension and spindle must be removed from the truck
this procedure. Use caution at all times when as an assembly. With the suspension on the ground,
applying force to these parts. Sudden release of the pusher tool can be used to separate the spindle
the spindle could cause components to move from the suspension.
forcefully and unexpectedly.
16. Start applying pressure to the hydraulic ram to

separate the parts. If the specified maximum
force of the hydraulic ram is reached and the Heavy structures and high forces are involved in
tapered parts have not separated, slowly and this procedure. Use caution at all times when
uniformly apply heat to the spindle as shown applying force to these parts. Sudden release of
(10, Figure 3-5). Heat must be applied in two the spindle could cause components to move
locations 180 degrees apart. Allow heat to pen- forcefully and unexpectedly.
etrate into the spindle. Reapply heat as
required. Do not exceed 454 °C (850 °F) any- Refer to Section "M", Options & Special Tools for
where on the spindle. dimensions for fabricating the spindle pusher tool
and the cap screws and washers required. Multiple
flatwashers may be required under the cap screws to
be effective.
Note: Hardened flat washers must be used under the
pusher cap screws to prevent galling. Lubricate cap
Heating the spindle in excess of 454° C (850° F) screw threads and washers with a lubricant such as
may cause serious damage to the spindle. chassis lube.
17. Use heat as specified in the previous step and a
large hammer to carefully tap the top surface of
1. Position the suspension and spindle assembly
the spindle until the spindle breaks free.
on the work floor as shown in Figure 3-6. The
NOTE: If the spindle does not separate from the suspension and spindle assembly weighs
suspension, the spindle and suspension must be 11 000 kg (24,250 lb). Ensure the lifting device
removed from the truck as an assembly. Then use can handle the load safely.
the “Spindle Removal Procedure (off of the truck)” 2. The wheel hub must be supported with an over-
procedure to separate the spindle from the head hoist. The spindle assembly weighs
suspension. approximately 8,800 kg (19,400 lb). Ensure the
18. After separation, lower the wheel hub and spin- lifting device can handle the load safely.
dle assembly away from suspension piston rod.
NOTE: If the spindle is turned so the wheel hub is
Be careful during removal to prevent damage to
resting on the ground, the spindle must still be
the suspension piston rod taper and the tapered
attached to an overhead hoist.
spindle bore.
3. Install pusher tool (2, Figure 3-6) using cap
19. Move the spindle and hub assembly to a clean screws and washers (1) specified below:
work area for repair.
Cap Screw P/N KC7095 . . . . . . . . . . . . . 1.25 x 8 in.
Min. thread engagement. . . . . 41.1 mm (1.62 in.)
Washer P/N WA0366 . . . . . . . . . . . . . . . . 1.25 in.
Note: Verify minimum thread engagement on pusher
cap screws when inserted.

4. After the tool has been installed, progressively 6. Tighten the cap screws again to the maximum
increase the torque on the cap screws in a cir- specified torque as described in Step 4.
cular pattern until the tapered piston breaks 7. Using a large hammer and heat at the specified
loose, or until the maximum specified torque on locations, carefully tap on the top surface of the
the cap screws of 2 142 N·m (1,580 ft lb) is spindle until the piston breaks free.
reached.
Note: In extreme cases, it may be necessary to
5. If the specified torque is reached and the parts
remove additional steering arm retaining cap screws
have not separated, slightly loosen the cap
and use additional pusher cap screws to apply more
screws and slowly and uniformly apply heat to
force.
the spindle as shown (3, Figure 3-6). Heat must
be applied in two locations 180 degrees apart. 8. After separation, use the lifting device to move
Allow heat to penetrate into the spindle. Reap- the spindle assembly, to clean work area for
ply heat as required. Do not exceed 454 °C repair.
(850 °F) anywhere on the spindle.
Heating the spindle in excess of 454° C (850° F)

may cause serious damage to the spindle.
FIGURE 3-6. PUSHER TOOL INSTALLATION

1. Cap Screw & Washer 3. Area to heat
2. Pusher Tool

Installation
1. Clean spindle bore and suspension rod taper so
they are free of all rust, dirt, etc. Clean and
check the tapped holes in bottom of Hydrair®
piston for damaged threads. Retap holes, if
necessary, with 1.250 in. - 12NF tap.
2. Lubricate spindle bore and suspension rod
taper with a lithium based chassis grease
(multi-purpose, EP, NLGI #2).
Use of anti-seize compounds that contain copper

are prohibited from use on spindle bores and rod
tapers. Products containing copper will contrib-
ute to corrosion in this area.
3. The weight of the spindle and wheel hub

assembly is approximately 8,800 kg (19,400
lb). Use a lifting device that can handle the load
safely. Position the spindle and wheel hub
assembly on fork lift or similar lifting device as
shown in Figure 3-7. FIGURE 3-7. SPINDLE AND WHEEL HUB
REMOVAL
4. Raise the spindle and wheel hub assembly into
position.
5. Lubricate cap screws (1, Figure 3-8) on the
threads and seats with lithium based chassis
grease (multi-purpose, EP, NLGI #2, with a
maximum moly content of 5%).
6. Secure spindle to suspension using retainer
plate (2) and cap screws (1). Tighten cap
screws using the following procedure:
a. Tighten cap screws (1) uniformly to 678 N·m
(500 ft lb) torque.
b. Continue to tighten cap screws in increments
of 339 N·m (250 ft lbs) to obtain a final
torque of 2 142 N·m (1,580 ft lb).
FIGURE 3-8. WHEEL HUB & SPINDLE

INSTALLATION
1. Cap Screws 4. Spindle Steering Arm
2. Retainer Plate 5. Retaining Cap Screws
3. Spindle

7. If removed, install steering arm (4, Figure 3-8). 17. Install junction block (2) with the spacer, cap
Before installing steering arm, clean and check screws, and flat washers.
the tapped holes in bottom of spindle for dam- 18. Attach supply lines to brake calipers and con-
aged threads. Retap holes, if necessary. nect main supply lines to connection on frame.
Steering arm threads . . . . . . 1.25 in. - 12NF tap 19. Bleed brakes according to Bleeding Brakes,
8. Lubricate cap screws (5, Figure 3-8) on the Section "J".
threads and seats with lithium based chassis
20. Install wheel and tires as described in "Front
grease (multi-purpose, EP, NLGI #2, with a
Wheel and Tire Installation".
maximum moly content of 5%).
9. Install cap screws (5) and tighten to 2 705 ± 135
N·m (1,995 ± 200 ft lb).
10. Install steering cylinder and tie rod in their
respective mounting holes on the spindle.
Tighten retaining nuts to 712 ± 71 N·m (525 ±
52 ft lb) torque. Connect lubrication lines.
11. Tighten the tie rod clamp cap screws and lock-
nuts to 420 N·m (310 ft lb). Reapply torque to
each capscrew and locknut until the specified
torque is maintained.
12. Apply an upwards force to each end of the tie
rod assembly near the rod end threads. Look
for lateral movement between the tie rod ends
and tie rod structure.
• If lateral movement is detected, visually inspect
the internal and external threads on both ends.
Replace parts that have damaged threads. Use
new capscrews and locknuts where thread
damage to the tie rod end and tie rod structure is
observed.
FIGURE 3-9. SPEED SENSOR
13. Apply an upwards force to each end of the tie 1. Cover 4. Speed Sensor
rod assembly near the rod end threads. 2. Junction Block 5. Cap Screw
• Look for lateral movement between the tie rod 3. Harness
ends and tie rod structure. Replace parts that
have damaged threads. Use new capscrews and
locknuts where thread damage to the tie rod end
and tie rod structure is observed.
14. Rotate the wheel hub to position the fill plug at
the 12 o'clock position. Remove the fill plug and
level plug. Fill wheel hub assembly at fill hole
with SAE 80W-90 oil. When properly filled, oil
should be present at the level (lower) hole. The
wheel hub holds approximately 21 liters (5.5
gal) of oil. Replace fill and level plugs.
15. Install wheel speed sensor (4, Figure 3-9).
Adjust sensor to obtain an air gap of 2.0 ± 0.1
mm (0.079 ± 0.004 in.) between tip of the sen-
sor and gear.
16. Install sensor harness (3) securely with mount-
ing clamps. Connect sensor harness to chassis
harness.

FIGURE 3-10. SPINDLE AND WHEEL HUB ASSEMBLY
1. Hub 11. Cup 21. Cap Screw & Flatwasher

2. Cap Screws & Lock Washers 12. Disc Brake 22. Cap Screw & Flatwasher
3. Cover 13. Brake Support 23. Brake Disc
4. Oil Fill Plug 14. Cap Screw, Flatwasher, & Nut 24. Oil Drain Plug
5. Cap Screws & Flatwashers 15. Cap Screw & Flatwasher 25. Bearing Pin, Outboard
6. Oil Level Sight Gauge 16. Seal Assembly 26. Bearing Pin, Inboard
7. Shims 17. Spindle 27. Relief Valve
8. Retainer Plate 18. Spacer 28. O-Ring
9. Cone 19. Cone
10. O-Ring 20. Cup

Disassembly 8. Remove face seal, bearing cone (19), and
spacer (18) from spindle.
Note: The preferred method for rebuilding the front
wheel hub and spindle assembly is to remove these 9. If brake disc replacement is required, attach a
components as a complete unit, then support the lifting device to the brake disc (1, Figure 3-11),
assemblies in a fabricated rebuild fixture, allowing remove cap screws (2), and lift and brake disc
disassembly and reassembly with the axis of the from hub (3).
spindle positioned vertically. If repairs are made with 10. If brake support replacement is necessary,
spindle installed on truck, be certain to observe remove cap screws and flatwashers (21, Figure
CAUTION statement below. 3-10) and remove support (13).
1. Remove wheel hub and spindle as a complete
assembly as covered in "Removal".
2. To aid in complete disassembly of wheel hub
and spindle assembly, support assembly in a
vertical position using a fabricated spindle
stand.
3. Remove brake calipers from support as outlined
in Section "J", Brakes.
4. Remove cap screws & lockwashers (2, Figure
3-10) and cover (3).
5. Remove O-ring (10) from cover.
6. Remove cap screws & flat washers (5), bearing
retainer plate (8), and shims (7).
7. The weight of the wheel hub is approximately
1 347 kg (2,970 lb). Use a lifting device that can
FIGURE 3-11. BRAKE DISC REMOVAL
handle the load safely. Attach a lifting device to
the wheel hub and carefully lift it straight up and 1. Brake Disc 3. Wheel Hub
off the spindle. Remove outboard bearing cup 2. Cap Screws & Flat
(11) and cone (9). Washers
If disassembly of the wheel hub is accomplished Cleaning and Inspection

while on the truck, the outboard bearing cone 1. Clean all metal parts in fresh cleaning solvent.
should be supported during wheel hub removal
to prevent cone from dropping and being dam- 2. Replace any worn or damaged parts.
aged. 3. Replace all O-rings and face seals.
NOTE: Half of the face seal (16) will remain in the 4. Inspect wheel hub and spindle for wear or dam-
bore of the hub. Do not remove seal unless age.
replacement is required. Use extreme caution when 5. Check all lips and cavities in spindle and wheel
handling face seals. Seals must be replaced in a hub for nicks or tool marks that may damage
matched set. If one seal is damaged, both seals the rubber seal ring on the face seals.
must be replaced.

Assembly c. Check seal seat retaining lip for rough tool
marks or nicks. Smooth any nicks and re-
1. If removed, install brake support, (13, Figure 3-
clean.
10) to the spindle (17).
2. Align the brake support so the center line of one d. Install rubber sealing ring so it seats uni-
of the brake head mounting surfaces is above formly in the relief of seal. Be sure that it
the horizontal center line, and in line with the rests uniformly against the retaining lip.
vertical center line of the tapered bore on the e. Using seal installation tool, install the floating
inboard end of the spindle. The completely ring seal assembly in the seal seat. The
machined side of brake support plate should depth around the circumference of the seal
face the outboard end. should be uniform.
3. Lubricate underside of cap screw (21) heads f. Before assembling wheel hub and spindle,
and threads with multi-purpose grease Number wipe the seal faces with lint-free cloth to
2 with 5% Molybdenum Disulphide. Install cap remove any foreign material and fingerprints.
screws and flat washers and tighten to 2007
N·m (1,480 ft lbs) torque. g. Place a few drops of light oil on a clean cloth
and completely coat the sealing faces of
NOTE: The mating surfaces between the spindle and seals.
the brake caliper support must be clean and dry, and Do not allow oil to contact the rubber sealing ring
with no excess cap screw lubricant on these or its seats.
surfaces.
4. Install spacer (18). If necessary, tap lightly to

seat spacer against spindle. Spacer must fit
tightly against spindle shoulder.
5. Check that inner bearing cone (19) is a slip fit
on spindle (17), then remove. Install pin (26)
into slot on spindle and install inner bearing
cone (19) on spindle (17) over pin (26) and tight
against spacer (18).
NOTE: Cone is a loose fit on the spindle.
6. Install one half of seal assembly (16) on spindle
(17) using seal installation tool, TY2150 (Figure
3-12) and soft tipped mallet. For proper installa- FIGURE 3-12. INBOARD SEAL INSTALLATION
tion, use the following instructions:
1. Seal Installation Tool 2. Spindle
a. Handle all parts with care to avoid damaging (TY2150)
critical areas. The sealing face of seal must
not be nicked or scratched.
b. Remove all oil and protective coating from
seal and from the seal seat using nonflam- NOTE: To assure bearing lubrication during initial
mable cleaning solvent, make certain all sur- operation lightly lubricate the bearings with SAE
faces are absolutely dry. 80W-90 oil.

7. If removed, install disc (1, Figure 3-11) on the 13. Install outboard pin (25, Figure 3-10) into slot on
wheel hub using cap screws and flat washers spindle (17) and install inner bearing cone (9)
(2). Lubricate the underside of cap screw (2) on spindle over pin (25).
heads and threads with multi-purpose grease
14. Refer to Wheel Bearing Adjustment for final
Number 2 with 5% Molybdenum Disulphide.
assembly.
Tighten cap screws to 2007 N·m (1,480 ft lbs)
torque. 15. After the wheel bearings are adjusted, install
wheel speed sensor bracket. Install wheel
NOTE: The mating surfaces between the spindle and speed sensor in bracket.
the brake disc must be clean and dry, and with no
excess cap screw lubricant on these surfaces. 16. Position wheel speed sensor to obtain 2.0 ± 0.1
mm (0.079 ± 0.004 in.) gap between sensor tip
and gear. Connect wire harness to sensor.
8. Using eight cap screws, washers and spacers,
install the wheel speed gear to the wheel hub.
Tighten cap screws same as in Step 7.
9. Install bearing cups (11 & 20 Figure 3-10) in the
wheel hub (1) as follows:
a. Preshrink cups by packing them in dry ice, or
by placing then in a deep-freeze unit.
NOTE: Do not cool below -54° C (-65° F).
b. Install cups in wheel hub bores.
c. After cups have warmed to ambient temper-
ature, press the cups tight against hub shoul-
der as follows:
1.) Inner Cup (20) - Apply 133,450 N
(30,000 lbs) force.
2.) Outer Cup (10) - Apply 102,300 N
(23,000 lbs) force.
10. Install the other half of the seal assembly (16) in
the hub using installation tool (TY2150) and soft
tipped mallet. Follow procedure outlined in Step
6.
11. Check bearing cone (9) for free fit on the spindle
(17), then remove.
12. The weight of the wheel hub is approximately
1 347 kg (2,970 lb). Use a lifting device that can
handle the load safely. Referring to Figure 3-13,
lift the hub and carefully lower it down over the
spindle. To aid installation and to prevent dam-
aging the seal, the spindle and hub should be
level.
FIGURE 3-13. WHEEL HUB INSTALLATION
NOTE: All parts must be in place before wheel hub
(1) is installed. 1. Support Chains 3. Fabricated Support
2. Wheel Hub Stand

Wheel Bearing Adjustment (Tire Removed) 8. Assemble a shim pack to equal the dimension
in Step 6 within 0.025 mm (0.001 in.).
1. Install bearing retainer (1, Figure 3-14), without
shims, with the thickness dimension stamp fac- NOTE: The above procedure results in a shim pack
ing toward the outside. Install all six cap screws which will provide a 0.178 mm (0.007 in.) nominal
(2) with flat washers. Tighten cap screws alter- preload for the bearings.
nately using the following procedure:
a. Tighten all cap screws to 135 N·m (100 ft Shim pack must be compressed when measuring
lbs) torque, while rotating hub (3 revolutions to obtain an accurate measurement.
min). 9. Remove cap screws and retainer. Install new O-
ring (28, Figure 3-10) in retainer. Install shim
b. Increase torque to 339 N·m (250 ft lbs)
pack and then re-install retainer, all cap screws,
torque, while rotating hub (3 revolutions
and hardened washers.
min).
10. In successive increments of 339 N·m (250 ft
c. Repeat step b. above until the torque on all
lbs) torque, while rotating the hub (3 revolutions
cap screws is maintained.
min), tighten cap screws (2, Figure 3-14) alter-
2. Loosen all six cap screws until the flat washers nately to 1017 ± 102 N·m (750 ± 75 ft lbs) final
are free. Rotate wheel hub (3 revolutions min). torque.
3. Then select two cap screws 180° apart, and
adjacent to the 13 mm (0.50 in.) diameter depth
measurement holes (refer to Figure 3-14).
Tighten the two cap screws to 81 N·m (60 ft
lbs) torque, while rotating the wheel hub (3 rev-
olutions min). Tighten the two cap screws again
to 81 N·m (60 ft lbs) torque.
4. Tighten the same two cap screws to 149 N·m
(110 ft lbs) torque, while rotating the hub (3 rev-
olutions min).
5. Using a depth micrometer, measure and record
the depth to the end of the spindle from the face
of the retainer plate (1) through each of the two
holes (3) in the retainer plate (adjacent to the
cap screws tightened in step 2).
6. Add the two dimensions measured in step 4
and divide the total by 2 to obtain an averaged
depth dimension.
7. Subtract the dimension stamped on the face of
the retainer plate from the average depth estab-
lished in Step 5.
FIGURE 3-14. BEARING ADJUSTMENT

1. Retainer Plate 3. Depth Measurement
2. Cap Screws Hole
11. Using a new O-ring (10, Figure 3-10), install

cover (3). Install cap screws and washers (2)
and tighten cap screws to standard torque.
12. Install hub and spindle assembly and add oil per
instructions in Front Wheel Hub Installation.

Wheel Bearing Adjustment (Tire mounted) 11. Tighten retainer cap screws alternately using
The following procedure covers adjustment of front
wheel bearings while the tire and rim, hub, and spin- a. Tighten all cap screws to 81 N·m (60 ft lbs)
dle are installed on the truck. torque while rotating the hub.
1. Park truck in a level area. b. Increase torque on all cap screws to 163
2. Apply the parking brake and block wheels to N·m (120 ft lbs) while rotating hub.
prevent movement. c. Increase torque on all cap screwcap screws
3. Lift the truck until the tire of the wheel being to 244 N·m (180 ft lbs) while rotating hub.
adjusted is off the ground. Place blocking d. Increase torque on all cap screws to 325
securely under truck frame. N·m (240 ft lbs) while rotating hub.
4. Rotate wheel to position drain plug (24, Figure e. Increase torque on all cap screws to 339
3-10) at the lowest position possible. Remove N·m (250 ft lbs) while rotating hub.
the drain plug and drain the oil.
NOTE: The placement of binder chains (2 & 3,
Figure 3-15) is necessary anytime that the
bearing retainer (8, Figure 3-10) is removed in the
following procedure. These binders must be tight
enough to prevent the wheel hub from moving
out and dislocating the floating seal assembly
(16). An additional chain (1, Figure 3-15) may be
installed to prevent full extension of the
suspension cylinder when the truck is raised off
the ground.
5. Wrap a chain and chain binder (2, Figure 3-15)
around the top half of the tire. Secure chain
through the frame. Chain should be tightened
enough to prevent movement during bearing
adjustment procedure when the retainer plate is
removed.
FIGURE 3-15. WHEEL SUPPORT CHAIN
6. Install another chain (3) around the bottom half
INSTALLATION
of the tire and tighten enough to prevent move-
ment during bearing adjustment procedure. 1. Suspension Support 2. Chain & Binder
7. Remove cover (3, Figure 3-10). Chain 3. Chain & Binder
8. Remove cap screws (5), retainer plate (8), and
shims (7).
9. Reinstall retainer plate (with the thickness 12. Loosen all six cap screws just enough until the
dimension stamp facing toward the outside), flat washers are loose enough to turn (approxi-
cap screws, and hardened washers. Do not mately 1/2 turn) to allow some movement of the
install shims. bearing race to release the preload. Rotate the
10. Remove tire retaining chains (2 & 3, Figure 3- wheel hub a minimum of three revolutions.
15).

13. Tighten two cap screws 180° apart and adjacent 23. Tighten all cap screws alternately to 1017 ± 102
to the 13 mm (0.50 in.) diameter depth mea- N·m (750 ± 75 ft lbs) torque in several succes-
surement holes (3) to 81 N·m (60 ft lbs). Some sive increments while rotating the hub.
movement of the retainer and bearing race
24. Using a new O-ring (10, Figure 3-10), install
must be observed. If no movement is observed,
cover (3). Install cap screws and washers (2)
repeat Step 11. Then rotate the wheel hub a
and tighten to standard torque.
minimum of three revolutions.
25. Rotate the wheel hub to position the fill plug (4)
14. Tighten the same two cap screws to 149 N·m at the 12 o'clock position. Remove the fill plug.
(110 ft lbs) while rotating the hub. Add SAE 80W-90 oil to the wheel hub assembly
15. Using a depth micrometer, measure and record using the fill hole. When properly filled, the float-
the depth to the end of the spindle from the face ing ball in the sight gauge will be at its highest
of the retainer plate through each of the two position. The wheel hub holds approximately 21
holes in the retainer plate adjacent to the cap liters (5.5 gal) of oil. Replace fill plug.
screws tightened in Step 12.
26. Remove suspension support chain (1, Figure 3-
16. Add the two depth dimensions measured in step 15) if installed, and all cribbing. Lower truck
13 and divide the total by 2, to obtain an aver- chassis so tire is on the ground.
aged depth dimension.
Record average Depth (da):______________
17. Subtract the dimension stamped on the face of
the retainer plate from the averaged depth OIL SAMPLING PROCEDURE
above to determine the required shim pack.
The front wheel bearings must be removed and
ave. Depth(da) - plate Thickness(tp)=Shim Pack inspected every 5,000 hours.
da - tp = _______________ Shim Pack However, Komatsu will now allow the use of sched-
uled oil sampling as an alternate method of monitor-
NOTE: The above procedure results in a shim pack ing the front wheel bearings. Customers using this
which will provide a nominal 0.178 mm (0.007 in.) method must check the condition of the oil at regular
preload for the bearings. intervals. A history of these inspections must also be
18. Assemble a shim pack equal to the dimension maintained, and reviewed after each oil sample. This
established in step 16 within 0.03 mm (0.001 review is an important part of the oil sampling pro-
in.). cess, as it identifies trends and/or significant
changes in the condition of the oil, which are indica-
NOTE: Shim pack must be compressed when tive of a pending bearing problem.
measuring.
Customers that use the oil sampling method of moni-
19. Reinstall tire support chains (2 & 3, Figure Fig-
toring the wheel bearings will not be required to per-
ure 3-15).
form the 5,000 hour disassembly and inspection of
20. Remove cap screws and retainer. the front wheel bearings until a problem is identified
in the oil samples.
21. Install new O-ring on retainer. Install shim pack
and reinstall retainer, cap screws, and hardened The oil sampling method requires a magnetic drain
washers. plug in the wheel hub cover. If needed, order and
22. Remove tire support chains (2 & 3, Figure 3- install magnetic drain plug (R2491) to replace the
15). standard drain plug (H6881) in the front wheel hubs.

Oil Sampling Guidelines If any of the following conditions appear, an inspec-
tion or adjustment of the front wheel bearings is
• Inspect the magnetic drain plug for contamination
required:
every 250 hours.
• Sample the oil from each wheel hub every 500 • The amount of metal found on the magnetic plug
hours. Record the oil sample results and is high. (The magnetic plug will attract metal from
compare with previous results. the oil. A failure is indicated by an increased
amount of metal on the magnetic plug).
• Change the oil in the front wheel hubs every
2500 hours. • External oil leaks around the front hub and
spindle area.
• Wait 50 hours after an oil change or any major
repair before taking the next oil sample. • A sudden increase in the size of any particle
count in the oil sample, and/or if the nickel
• Shorten the oil sampling interval when any of the concentration has increased in the oil sample. (A
readings begin to show abnormal increases of sudden increase in the size of any particle count
contamination. in a oil sample can indicate a possible bearing
failure.)
If a definite trend of increased metal particles is
showing up in the oil samples, remove the front • If the front wheel bearings show obvious
wheels and inspect the bearings. Replace the bear- symptoms of failure, disassembly and inspection
ings if necessary. of the front wheel bearings is required.
Procedure
1. The truck must have been in operation for at
least one hour prior to taking an oil sample to
OIL DRAIN AND REFILL PROCEDURE
ensure that all contaminants are in suspension.
1. Position the drain plug (24, Figure 3-10) at the
2. Take the oil sample within five minutes of stop-
lowest position. Remove the drain plug and
ping the truck.
drain all of the oil from the front wheel hub. Re-
3. Position fill plug (4, Figure 3-10) at the 3 o'clock install drain plug.
position.
2. If necessary, rotate the wheel hub to position
4. Clean the area around the fill plug before the fill plug (4) at the 12 o’clock position.
removing the plug. Remove the fill plug.
3. Add SAE 80W-90 oil to the wheel hub assembly
5. Obtain the oil sample at the lowest point possi- using the fill hole. When properly filled, the float-
ble inside the wheel hub. ing ball in the sight gauge will be at its highest
6. Complete the oil sample form immediately and position. The wheel hub holds approximately 21
submit it with the oil sample for analysis. liters (5.5 gal) of oil.
7. Install the fill plug. 4. When properly filled, the floating ball in the sight
8. Rotate the wheel hub to position the fill plug at gauge will be at its highest position.
the 12 o'clock position. Remove the fill plug. 5. Inspect and clean the fill plug. Reinstall the fill
Add SAE 80W-90 oil to the wheel hub assembly plug.
using the fill hole. When properly filled, the float-
NOTE: The oil may need to be changed more
ing ball in the sight gauge will be at its highest
frequently, depending on mine conditions and the
position.
results of the oil sample tests.
NOTE: For more information regarding oil sampling,
refer to the Komatsu Oil Wear Analysis (KOWA)
manual.

STEERING CYLINDERS If premature wear of the bearings is evident, check
the automatic lubrication system to ensure the proper
The steering cylinders and tie rod are mounted in the
amount of lubrication is being received at the joint(s)
same manner. The removal and installation instruc-
in question. If lubrication is done manually, ensure
tions are applicable to both.
that a sufficient amount of grease is being applied on
Spherical Bearing Wear Limits a regular basis. Refer to Section P, Lubrication and
Service, for information on proper lubrication inter-
It is necessary to determine the condition of spherical vals.
bearings on steering linkage components for opti-
mum steering performance. Ball diameter new
dimensions and maximum allowable wear specifica-
tions are listed in Table 1 (and reference Figure 3-
16). Bearings that exceed the maximum wear limits
must be replaced.
FIGURE 3-16. SPHERICAL BEARING WEAR LIMITS
1. Outer Race 3. Pin

2. Ball 4. Housing

It is also important to ensure that steering linkage 5. The steering cylinder weighs approximately 126
components are tightened to the proper torque. Use kg (278 lb). Attach a suitable lifting device that
the proper torque specifications listed in this section can safely handle the load safely to the steering
for steering linkage components. cylinder and take up the slack.
6. Remove pins (2) from each end of cylinder and
move to clean work area. Bearing spacers (4)
will be free when pin is removed. Ensure bear-
ing spacers do not drop out and become
Use extreme caution when performing mainte- damaged when removing pin.
nance on any vehicle with an active steering sys- 7. Use the lifting device to lift the cylinder from the
tem. Serious injury or death can result from truck.
contact with moving parts. Always keep a safe 8. Remove seals (3), spacers (4) and washer (10).
distance from crush points.
Installation
TABLE 1. STEERING SPHERICAL BEARING 1. The steering cylinder weighs approximately 126
WEAR SPECIFICATIONS kg (278 lb). Use a suitable lifting device to lift
Spherical Bearing Ball 91.19 mm the cylinder into position on the truck.
Diameter (New) (3.59 in.) NOTE: Ensure bearing retainer (7, Figure 3-17) is
installed facing downwards.
1.01 mm
Maximum Allowable Wear 2. Align bearing spacers (4), seals (3) and the bar-
(0.040 in.)
rel end of the steering cylinder with pin bores on
truck frame.
3. Install pin (2), cap screw (1) and retainer (11)
and secure with locknut (12).
Removal 4. Align bearing spacers (4), seals (3), washer
1. With engine shut down and key switch OFF, (10) and rod end with pin bores on steering arm.
allow at least 90 seconds for the accumulator to 5. Install pin (2), cap screw (1) and retainer (11)
bleed down. Turn the steering wheel to ensure and secure with locknut (12).
no hydraulic pressure is present. 6. Tighten both locknuts (12) to 712 N·m (525 ft
2. Block front and back of rear wheels to prevent lb) torque.
truck movement. 7. Connect grease lines to their respective ports.
3. Disconnect hydraulic lines at the steering cylin- Operate steering and check for leaks and
ders. Plug all line connections and cylinder proper operation.
ports to prevent contamination of hydraulic sys-
tem.
4. Remove locknuts (12, Figure 3-17), retainers Bearing Replacement (Steering cylinder and tie
(11), and cap screws (1) from both ends of rod)
steering cylinder.
1. Remove cap screws (8, Figure 3-17) and lock-
washers (9). Remove bearing retainer (7).
2. Press bearing (5) out of bore in steering cylin-
der or tie rod end.
3. Press new bearing into bore.
4. Install bearing retainers (7) with cap screws and
lockwashers. Tighten cap screws to standard
torque. Ensure the anti-rotation tabs on retainer
are perpendicular to the steering cylinder to pre-
vent rotation.

FIGURE 3-17.STEERING CYLINDER INSTALLATION
1. Cap Screw 5. Bearing 9. Lock Washer
2. Pin 6. Steering Cylinder 10. Washer
3. Seal 7. Retainer, Anti Rotation 11. Retainer
4. Spacer 8. Cap Screw 12. Locknut

TIE ROD 3. Install pins (2), cap screws (1) and retainers (7)
and secure with locknuts (8).
Removal
4. Tighten both locknuts (8) to 712 N·m (525 ft lb)
1. With engine shut down and key switch OFF, torque.
allow at least 90 seconds for the accumulator to 5. Connect grease lines to their respective ports.
bleed down. Turn the steering wheel to ensure Operate steering and check for proper opera-
no hydraulic pressure is present. tion.
2. Block front and back of rear wheels to prevent 6. Refer to the Toe-in Adjustment procedure in this
truck movement. section to adjust the toe-in of the front wheels.
3. The tie rod weighs approximately 165 kg (364
lb). Attach a suitable lifting device that can han-
dle the load safely to the tie rod and take up the
slack.
4. Remove locknuts (8, Figure 3-18), retainers (7),
and cap screws (1) from both ends of the tie
rod.
5. Remove pins (2) from each end of tie rod and
move to clean work area. Bearing spacers (4)
will be free when pin is removed. Ensure bear-
ing spacers do not drop out and become
damaged when removing pin.
6. Using a suitable lifting device, lift the tie rod
from the truck.
7. Remove seals (3), spacers (4) and washer (6).
Installation
1. The tie rod (5, Figure 3-18) weighs approxi-
mately 165 kg (364 lb). Use a suitable lifting
device to lift the tie into position on the truck.
NOTE: Ensure both bearing retainers are installed
facing downwards, and the anti-rotation pads are FIGURE 3-18.TIE ROD INSTALLATION
perpendicular to the tie rod to prevent a twisting
motion. Ensure the tie rod clamping bolts are facing 1. Cap Screw 5. Tie Rod Assembly
to the rear of the truck. 2. Pin 6. Washer
3. Seal 7. Retainer
2. Align bearing spacers (4), seals (3) and wash-
4. Spacer 8. Locknut
ers (6) with pin bores on both steering arms.
Disassembly
1. Remove cap screws (4, Figure 3-19) and
retainer (3).
2. Push or press out bearing (6) from rod end (7).
3. Remove lock nuts (1) and cap screws (2).
4. Rotate rod end to remove from tie rod (8).

Assembly
1. Install bearing (6, Figure 3-19) into rod end (7).
2. Install retainer (5) with cap screws (4) and
tighten to standard torque. Ensure anti-rotation
pads (5) on the retainer are perpendicular to the
shaft of the rod end. This will prevent the rod
end from twisting from side to side once it is
installed on the truck.
3. Coat the threads on rod end (7) with a lithium
based chassis grease (multi-purpose, EP, NLGI
#2).
4. Install the threaded rod ends into tie rod (8).
5. Lubricate cap screw threads and seats with a
lithium based chassis grease (multi-purpose,
EP, NLGI #2). Install cap screws (2) and lock
nuts (1).
6. Tighten lock nuts on tie rod to 420 N·m (310 ft
lb) torque. Reapply torque to each cap screw
and lock nut until the specified torque is main-
tained.
Some slight movement of the cap screw heads may
be observed during the first couple of checks due to
torque tolerance.
FIGURE 3-19.TIE ROD ASSEMBLY

1. Lock Nut 5. Retainer
2. Cap Screw 6. Bearing
3. Anti-Rotation Pad 7. Rod End (threaded)
4. Cap Screw 8. Tie Rod

TOE-IN ADJUSTMENT
1. The steering system must first be centered in
the straight ahead position. Shut down engine
and turn key switch OFF, and allow at least 90
seconds for the accumulator to bleed down.
DO NOT turn steering wheel.
Block front and back of rear wheels.
2. Check toe-in by measuring the distance
between the centers of the front tires. These
measurements should be taken on a horizontal
center line at front and rear of tires. Refer to
Figure 3-20.
3. The front measurement should be 19 ± 0.6 mm
(0.75 ± 0.25 in.) less than rear measurement for
bias-ply tires. Radial tires and undesignated
tires should have equal measurements (zero
toe-in).
4. For trucks with an adjustable rod end at only
one end of the tie-rod, remove tie rod pin from
spindle at adjustable end according to the
instructions in "Steering Cylinders and Tie Rod, FIGURE 3-20.MEASURING TOE-IN
Removal".
NOTE: For trucks with adjustable rod ends at both
ends of the tie-rod, pin removal is not necessary.
830E Toe-In Data cm (in.)

5. Loosen clamp nuts on tie-rod and adjust as
necessary. Nominal Tie-rod Length, 365.76
Radial Tires, 0 mm (0 in.) Toe-in (144.00)
a. For trucks with an adjustable rod end at only Loaded
one end of the tie-rod, adjust length by turn-
ing rod end "in" or "out". When dimension
required is attained, rotate the rod end to Nominal Tie-rod Length, 366.50
align the bearing bore with the bearing bore Bias Ply Tires, 19 mm (0.75 in.) Toe-in (144.29)
on the opposite end. Reinstall pin at spindle Loaded
according to the instructions in "Steering Cyl-
inders and Tie Rod, Installation". Change In Toe-in
From Loaded to Empty 0
b. For trucks with adjustable rod ends at both
ends of the tie-rod, rotate tie-rod to obtain
the required dimension. Change In Toe-in Length with: 0.833
One Full Turn Of One Rod-end (0.328)
See chart under Figure 3-20 for "Toe-in Data"
6. Tighten clamp nuts on tie rod to 420 N·m (310 ft
Change In Toe-in Length with: 1.666
lb) torque. Reapply torque to each capscrew
One Full Turn Of Double End Tie Rod (0.656)
and lock nut until the specified torque is main-
tained.
NOTE: Some slight movement of the capscrew
heads may be observed during the first couple of
checks due to torque tolerance.
7. Install lubrication line(s) to pin ends.

8. Remove blocks from rear wheels.

NOTES:

SECTION G4
REAR AXLE HOUSING ATTACHMENT
INDEX
REAR AXLE HOUSING ATTACHMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
PIVOT PIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
PIVOT EYE BEARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
PIVOT EYE REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
ANTI-SWAY BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
G04023 4/09 Rear Axle Housing Attachment G4-1

NOTES:
G4-2 Rear Axle Housing Attachment 4/09 G04023

REAR AXLE HOUSING ATTACHMENT
PIVOT PIN Installation
Removal 1. Raise pivot eye into position.

2. Be certain spherical bearing inner race (7) is
1. Park truck on firm, level surface and block front
aligned. Install spacers (5, Figure 4-1) and pin
and rear side of all tires.
(6).
3. Line up cap screw holes in pin with cap screw
holes in retainer plate (2). Install cap screws (4).
4. Rotate pin and retainer plate to align cap screw
Truck body must be empty and down against holes in frame mounting structure.
frame before attempting this procedure. a. Install cap screws and lockwashers (3).
2. Release all brakes. b. Tighten cap screws (3) to 170 N-m (125 ft
3. Charge rear suspensions with nitrogen until pis- lbs) torque.
tons are fully extended. c. Tighten cap screws (4) to 2325 N-m (1715 ft
4. Place blocks or stands under each frame mem- lbs) torque.
ber beneath the hoist cylinders.
Blocks must be securely in place before lowering

the frame. Check blocks on wheels to make sure
they are in place.
5. Release nitrogen out of front suspensions.
6. Release nitrogen out of rear suspensions.
7. Place a jack below the pivot pin to control any
downward movement when the pin is removed.
8. Disconnect pin lube line. Remove ground wire
between pivot structure and frame.
9. Remove cap screw and lockwasher (3, Figure
4-1). Remove cap screws (4). Remove retainer
plate (2).
10. Install puller using tapped holes in head of pin.
Remove pin (6).
NOTE 1: Placement of a jack between mounting FIGURE 4-1. PIVOT PIN INSTALLATION
structure and pivot eye may be necessary to push
1. Mounting Structure 6. Pivot Pin
the pivot eye down away from frame structure. Pivot
2. Retainer Plate 7. Bearing
eye may also need to be moved to one side to clear
3. Retainer Cap Screw & 8. Bearing Retainer
welded spacer.
Lockwasher 9. Pivot Eye Structure
NOTE 2: If the bore for pivot pin (6, Figure 4-1) in 4. Cap Screw (12pt. - G9) 10. Bearing Carrier
mounting structure (1, retainer plate side) has been & Hardened Flat- 11. Cap Screw (12pt. - G9
damaged, a rework procedure to install a sleeve is washer 12. Locknut
available. The rework drawing, EG4670, is available 5. Bearing Spacer
in AK4952 Nose Cone Repair Kit.

5. Install ground wire and lubrication line. Pressur- Assembly
ize lube line to assure bearing receives grease.
1. Setup an appropriate tool to press spherical
6. Charge front suspension as described in Oiling bearing (4, Figure 4-2) into bearing carrier (13).
and Charging Procedure, Section H. Be sure bearing outer race is flush with bearing
7. Charge rear suspensions with nitrogen to fully carrier sides.
extend pistons. 2. Install bearing retainers (2) with cap screws (5)
8. Remove blocks or stands from beneath the and locknuts (6). Tighten cap screws to 488
frame. N-m (360 ft lbs) torque.
9. Release nitrogen from rear suspensions and
charge suspensions according to procedure in
Oiling and Charging Procedure, Section H.
Before removing blocks from the wheels, make

sure parking brake is applied.
10. Remove blocks from wheels.
PIVOT EYE BEARING

Disassembly
1. Remove locknuts (6, Figure 4-2) and cap
screws (5) and bearing retainers (2).
2. Remove spherical bearing (4) from bearing car-
rier (3).
3. Inspect all parts for wear or damage. Replace
parts showing excessive wear or damage.
Spherical Bearing Outer Race O.D.:
222.25 - 222.22 mm(8.75.00 - 8.7488 in.)
Bearing Bore I.D.:
152.37 - 152.40 mm (5.9990 - 6.0000 in.)
If bearing carrier (3) is damaged or worn, refer
to Pivot Eye Repair.
FIGURE 4-2. PIVOT EYE BEARING INSTALLATION
1. Pivot Eye Structure 4. Bearing

2. Bearing Retainer 5. Cap Screw (G9)
3. Bearing Carrier 6. Locknut

PIVOT EYE REPAIR Disassembly
If damage occurs to the pivot eye (4, Figure 4-3), it 1. Remove spherical bearing (4, Figure 4-2) as
may be necessary to remove it from the rear axle described in Pivot Eye Bearing, Disassembly.
structure (1) to facilitate repair and bearing replace- 2. If bearing carrier (3) is damaged or worn, setup
ment. an appropriate tool to press bearing carrier out
of the pivot eye structure bore.
Removal
Bearing Carrier (new):
To remove the axle housing pivot eye:
I.D. 222.209 ± 0.013 mm (8.7484 ± 0.0005 in.)
1. Follow all the preceeding instructions for Pivot
Pin Removal. O.D. 247.701 ± 0.013 mm (9.7520 ± 0.0005 in.)
3. Inspect pivot eye structure bore for excessive
NOTE: Be certain axle housing (1) and wheels are wear or damage.
blocked securely!
Pivot Eye Bore (new):
2. Attach a lifting device to the pivot eye (4).
247.650 ± 0.013 mm (9.7500 ± 0.0005 in.)
3. Remove cap screws (2) and flatwashers (3).
Remove pivot eye to work area.
Installation
1. Be certain mating surfaces of axle housing (1, Assembly
Figure 4-3), and pivot eye (4) are clean and not 1. Setup an appropriate tool to press bearing car-
damaged. rier (3, Figure 4-2) into the bore of the pivot eye
2. Lift pivot eye into position on front of axle hous- structure (1). Be certain the bearing carrier is
ing. Insert several cap screws (2) and flatwash- pressed fully into the pivot eye bore, flush with
ers (3) to align the parts. Remove the lifting sides. Lube groove in bearing carrier outer
device. diameter must align with lube fitting hole in pivot
3. Install the remaining cap screws and flatwash- eye structure.
ers. Tighten alternately until the pivot eye is NOTE: With parts to correct size, the fit of the
properly seated. Tighten cap screws to 2007 bearing carrier into the bore of the pivot eye structure
N-m (1480 ft lbs) final torque. may be: 0.025 mm - 0.08 mm (0.0010 in. - 0.0030 in.)
interference fit.
Freezing the bearing carrier will ease installation.
2. Install spherical bearing (4) as described in

Pivot Eye Bearing, Assembly.
FIGURE 4-3. PIVOT EYE ATTACHMENT

1. Rear Axle Structure 3. Flatwasher
2. Cap Screw 4. Pivot Eye

ANTI-SWAY BAR Disassembly
Removal 1. Remove snap rings (4) from bores of both ends

of anti-sway bar.
1. Position frame and final drive case to enable
2. Press out spherical bearing (8).
use of a puller arrangement to remove anti-
sway bar pins (7, Figure 4-4) on the rear axle Cleaning and Inspection
housing and frame. Note that the parts on both
ends are identical. 1. Inspect bearing bores of anti-sway bar. If bores
are damaged, repair or replace anti-sway bar.
2. Block securely or place stands under each side
of frame beneath hoist cylinder mounting area. 2. Inspect bushings for wear, replace if necessary.
Remove cap screw (5) and lockwasher (6) if
3. Remove lubrication lines and position a fork lift
bearing replacement is required.
to remove anti-sway bar.
3. Inspect bearing spacers (3) for damage or
4. Remove shoulder bolt (1), flat washer and lock-
wear.
nut (2) from both pins.
5. Attach puller and remove pin (3) at each end of Assembly
the anti-sway bar.
1. Press in new spherical bearings (8).
6. Remove anti-sway bar from mount (10).
2. Install snap rings (4).
7. Remove bearing spacers (3).
3. Press in new bushings. Install cap screw (5)
and lockwasher (6). Tighten cap screw (5) to
standard torque.
Installation
1. If removed, install cap screw (5, Figure 4-4) and
lockwasher (6). Tighten cap screw (5) to stan-
dard torque.
2. Start pin (7) in through the front of frame mount
(10) and one spacer (3). Rotate the pin to align
the bolt hole with the hole in the mounting
bracket.
3. Raise anti-sway bar (9) into position and finish
pushing pin (7) through to the far side of the
spherical bearing. Position other spacer (3) and
finish pushing the pin into the other mounting
ear. If necessary, realign the bolt hole in the pin
with the mounting bracket bolt hole.
4. Install shoulder bolt (1), flat washer and locknut
(2). Tighten locknut (2) to a maximum torque of
68 N-m (50 ft lbs).
5. Repeat above procedure to install remaining
pin, spacers, and retainer cap screw and lock- FIGURE 4-4. ANTI-SWAY BAR INSTALLATION
nut. Start the pin into the bore of the rear axle (Typical, Both Ends)
housing from the rear of the truck.
1. Shoulder Bolt 6. Lockwasher
6. Attach lubrication lines.
2. Flat Washer & Locknut 7. Pin
7. Remove blocks or stands from under frame. 3. Bearing Spacer 8. Spherical Bearing
8. Charge suspensions if necessary. Refer to Sec- 4. Snap Ring 9. Anti-Sway Bar
tion H for suspension charging procedure. 5. Cap Screw 10. Mounting Structure

SECTION G5
REAR AXLE HOUSING
INDEX
REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
WHEEL MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5
WHEEL MOTOR GEAR OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-8

Change/Filter The Gear case Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-8
Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-8
Remove And Clean Magnetic Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-8
Flushing The Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-8
Check Gear Case Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-8
G05025 7/11 Rear Axle Housing G5-1

NOTES:
G5-2 Rear Axle Housing 7/11 G05025

REAR AXLE HOUSING
REAR AXLE HOUSING 6. Hook up lube lines on wheel motors.
7. Route electrical cables through cable grips on
Removal
right hand end of axle.
1. Remove the dump body as outlined in Section 8. Connect electrical cables to motorized wheels
B. inside axle housing using identifications made
NOTE: It is not necessary to remove the rear axle at removal.
assembly to service the anti-sway bar or pivot pin. 9. Reconnect all brake lines and remaining lube
lines. Bleed brake and lube lines.
2. Loosen hose clamps and disconnect wheel 10. Reconnect wheel motor cooling air duct and
motor cooling flexible air duct from connection clamp securely.
on front center of housing. 11. Install wheels and tires.
3. Mark and disconnect lube and brake lines from
center case.
4. Mark electrical cables for identification and dis-
connect at wheel motors. Loosen cable grips
and pull cables free.
5. Remove rear tires as covered in this section.
6. Remove wheel motors as covered in this sec-
tion.
7. Block up truck frame and remove rear HYD-
RAIR® suspensions as outlined in Section H.
8. Remove pivot pin as outlined previously in this
Section.
9. Remove anti-sway bar as outlined earlier in this
Section.
10. Move housing from under truck for repair or
replacement.
Installation
1. Position axle housing under frame.
2. Align pivot pin bores and install pivot pin. FIGURE 5-1. WHEEL MOTOR REMOVAL AND
3. Install anti-sway bar. INSTALLATION
4. Install rear suspensions, as covered in Section (Shown with the body removed.)
H, Suspensions.
5. Install wheel motors.

WHEEL MOTOR Cleaning and Inspection
Removal 1. Thoroughly clean the threaded holes and

mounting faces of the rear housing and the
1. Block front wheels to prevent movement. Turn wheel motor.
key switch OFF. Wait for 90 seconds to bleed
2. Inspect the threaded holes in the rear axle
hydraulic pressure from the steering system.
housing for damage. Re-tap any holes that
Turn the steering wheel to ensure no hydraulic
have damaged threads. Thoroughly clean any
pressure remains. Open the drain valves on the
threaded holes that have been re-tapped.
brake accumulators and bleed off hydraulic
pressure. 3. Check the mounting faces of the rear axle
housing and the wheel motor for surface
2. Raise the rear of truck, using jack adapter as defects (nicks, scratches, etc). Repair any
described in Wheels and Tires, this Section, defects before installing the wheel motor.
until tires clear the ground. Use support stands
4. Check the flatness of both mounting faces of
or cribbing to block under rear housing.
the rear axle housing. Check the flatness at four
3. Remove the inner and outer wheels from wheel equally spaced intervals (for example, 0°, 45°,
motor. Refer to Wheels and Tires, this Section, 90° and 135°).
for wheel removal instructions.
5. The maximum allowable variation in flatness is
4. Drain oil from wheel motor gear case. 2.29 mm (0.09 in.). Do not use a rear axle hous-
NOTE: To aid in assembly tag all lines and electrical ing that does not meet this specification.
connections prior to disassembly.
5. Disconnect brake, lubrication and electrical

connections from wheel motor.
The wheel motors weigh approximately 11,800 kg

(26,000 lbs). Make sure lifting device is capable of
handling the load safely.
6. Attach a lifting device to wheel motor and take

up slack. Figure 5-1 illustrates use of an over-
head crane if the body has been removed.
Remove cap screws securing wheel motor to
rear housing. Refer to appropriate General
Electric Service Manual for complete service
instructions on electric wheel motor.

Installation 1. Apply a 5% molybdenum-disulphide grease to
the threaded cap screw holes in the rear axle
housing.
Maximum Cap Screw Usage 2. Install two guide pins 180° apart (3 o’clock and
9 o’clock positions) in the rear axle housing.
3. Select the hardware to be installed and inspect
each cap screw for rust, corrosion and surface
defects on any seat or thread. Do not use any
High tightening force is required to install the cap cap screw if a defect is suspected.
screws that secure the wheel motors to the rear
4. Lubricate the cap screw threads, cap screw
axle housing. Repeated tightening will result in
head seats and washer faces with 5% molybde-
cap screw fatigue and damage.
num-disulphide grease.
Do not reuse any wheel motor mounting hard-
ware (cap screws and hardened washers).
NOTE: The special hardened washers that are used
Replace the hardware after one use.
in this application may have a punch lip on one side
due to the manufacturing process. When placing this
Do not retighten any wheel motor mounting cap
washer under the cap screw head, the washers must
screw that has loosened after the truck has been
be installed with the punch lip facing away from the
placed into operation. If any wheel motor mount-
cap screw head to prevent damage to the fillet
ing cap screw has loosened during truck opera-
between the cap screw head and the shank. Refer to
tion, all of the cap screws and hardened washers
Figure 5-2.
must be replaced with new hardware.
The cap screws that are used to secure the wheel

motors to the rear axle housing are specially
hardened to meet or exceed grade 8 specifica-
tions. Replace these cap screws with only new
cap screws of the correct hardness. Refer to the
appropriate parts book for the correct part num-
ber.
The use of dry threads in this application is not

recommended. Due to the high tightening force
that is required to install the wheel motor mount-
ing cap screws, dry threads may cause damage
to tools, cap screws or the rear axle housing.
Komatsu does not recommend the use of special

friction-reducing lubricants, such as Copper FIGURE 5-2. INSTALLATION OF HARDENED
WASHER
Coat, Never-Seez® or other similar products, on
the threads of standard fasteners where standard 1. Washer 2. Cap Screw
torque values are applied. The use of special fric-
tion-reducing lubricants will significantly alter
the clamping force during the tightening process.
If a special friction-reducing lubricant is used,
excessive stress and possible breakage of the
fasteners may result.

The wheel motors weigh approximately 11,800 kg All propulsion system power cables must be
(26,000 lbs). Make sure lifting device is capable of properly secured in wood or other non-ferrous
cable clamps. If any clamps are cracked or
broken, replace them with new parts. Inspect
5. Lift wheel motor into position on the rear hous- the cable insulation and replace an entire cable
ing. Make sure all cables and lines are clear if the insulation is damaged.
before installation. (Figure 5-1).
6. Install the lubricated cap screws with flat wash-
ers for Group 1. Tighten each cap screw to 542 9. Open rear hatch (1, Figure 5-4) to access the
N·m (400 ft lb). interior of the axle housing.
7. Repeat step 6 for each remaining group in the 10. Connect power cables (3), wheel speed har-
tightening sequence. Refer to Figure 5-3. ness (5) and rear frame harness (6) to their
8. After all of the cap screws in all of the groups appropriate locations on the wheel motor.
has been installed and tightened to 542 N·m 11. Connect brake supply hoses (4) to the fittings on
(400 ft lb), move back to Group 1. Increase the the axle housing and brake assemblies.
torque on each cap screw in Group 1 to 2 006
12. Connect both breathers (2) to the wheel motors.
N·m (1,480 ft lb). Repeat this step for each
Ensure that there are no sharp bends or kinks in
remaining group in the tightening sequence.
the breather hoses.
FIGURE 5-3. WHEEL MOTOR MOUNTING HARDWARE INSTALLATION SEQUENCE

13. Check the oil level in each wheel motor. Fill the
wheel motor with the recommended oil as nec-
essary.
14. Check the hydraulic tank oil level before and
after engine start-up. Service the hydraulic tank
oil as necessary. High tightening force is required to install the cap
screws that secure the wheel motors to the rear
15. Bleed the service brakes and parking brakes axle housing. Repeated tightening will result in
according to the brake bleeding procedure in cap screw fatigue and damage.
Section J in the shop manual.
16. Check the hydraulic tank oil level after the brake Do not retighten any wheel motor mounting cap
bleeding procedure. Service the hydraulic tank screw that has loosened after the truck has been
oil as necessary. placed into operation. If any wheel motor mount-
ing cap screw has loosened during truck opera-
17. Install the tires and rims according to the proce-
tion, all of the cap screws and hardened washers
dure in this section.
must be replaced with new hardware.
18. Raise truck, remove support stands. Lower
truck and remove jack.
FIGURE 5-4. WHEEL MOTOR INSTALLATION
1. Rear Hatch 3. Power Cables 5. Wheel Speed Harness

2. Breathers 4. Brake Supply Hoses 6. Rear Frame Harness

WHEEL MOTOR GEAR OIL Flushing The Gearbox
The gearbox may be flushed to remove accumulated
Change/Filter The Gear case Oil
debris or external debris contamination. Flushing
Due to the use of synthetic oil, replacement or filtra- must be done with same oil normally used in the
tion of the oil on a time based interval is not required. gearbox. Use of lighter oils or solvents should not be
The oil should be replaced or filtered based on the oil used due to the residual oil or solvent remaining in
sample tests of viscosity, element levels and particle the gearbox resulting in misleading oil samples after
size and count. Refer to the drive system shop man- flushing.
ual for oil replacement or filtration information.
NOTE: Gear case oil should be replaced/filtered on
new or rebuilt motorized wheels after the first 500 Check Gear Case Oil Level
hours of operation. Thereafter, follow the normal The oil level is checked at filler cap (2). Allow the
schedule for oil replacement/filtration. truck to remain stationary for at least 30 minutes to
Timely and consistent oil sampling, testing of the oil allow all of the oil to drain to the sump before check-
samples, tracking the test results, and interpretation ing. Remove the oil filler cap to ensure the oil level is
of the test results must be done on motorized at the top of the oil sump. Fill plugs (1) can also be
wheels. Failure to do so may affect warranty cover- used to check oil level. If equipped with a sight
age on the components. gauge, the oil level should be in the middle of the
sight gauge. Add oil if the oil level is low. If low, check
for leaks that would allow gear case oil to leak.
Always fill to the top of the sump.
Oil
NOTE: Over filling the gear case of the motorized
Viscosity recommendations have been expanded.
wheel may lead to leaks and seal damage.
Refer to the drive system shop manual for more
detailed information on approved oils.
NOTE: The highest viscosity oil should be selected
unless sustained temperatures are routinely below
the rated minimum temperature range of the oil for
consecutive multiple days.
Remove And Clean Magnetic Plugs

The magnetic plugs (3, Figure 5-5) are located in the
center of the sun pinion cover and on the oil sump.
The magnetic plugs remove magnetic ferrous mate-
rial from the gear case oil. Small particles will attach
to the magnetic during operation preventing the
material from recycling through the gears and bear-
ings. Between oil changes, remove only the mag-
netic plugs located on the sun pinion cover. Removal
of the oil sump magnetic plug will drain the oil from
the sump. Refer to the drive system shop manual for
detailed information regarding magnetic plugs.
FIGURE 5-5. WHEEL MOTOR

1. Plug - Oil Level 3. Plug - Magnetic
2. Fill Cap - Oil Level

SECTION H
SUSPENSIONS
INDEX
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3
OILING AND CHARGING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4
H01019 Index H1-1

NOTES
H1-2 Index H01019

SECTION H2
FRONT SUSPENSION
INDEX
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-4
TURN-OF-THE-NUT Tightening Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-6

Upper Mounting Joint - 60° Advance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-6
Lower Mounting Joint - 90° Advance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-8
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-8
MINOR REPAIR ONLY (Lower Bearing Structure & Seals) . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9

Bearing Structure Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9
Bearing Structure Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9
MAJOR SUSPENSION REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-11
PRESSURE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-12
H02026 10/11 Front Suspensions H2-1

NOTES:
H2-2 Front Suspensions 10/11 H02026

FRONT SUSPENSION
The HYDRAIR ®II suspensions are hydro-pneumatic
components containing oil and nitrogen gas. The oil 3. Discharge nitrogen pressure from suspension
and gas in the four suspensions carry the gross truck by removing cap from charging valve (5, Figure
weight less wheels, spindles and final drive assem- 2-1). Turn the charging valve swivel nut (small
bly. hex) (3, Figure 2-2) counterclockwise 3 full
turns to unseat valve seal (DO NOT turn more
The front suspension cylinders consist of two basic
than three turns). DO NOT TURN LARGE HEX
components; a suspension housing attached to the
(4) (see DANGER below). Wearing face mask
truck frame and a suspension rod attached to the
or goggles, depress valve stem until all nitrogen
front spindle. Check valves and orifice dampening
pressure has been relieved.
holes control suspension travel to provide good ride
qualities on haul roads under loaded and empty con-
ditions. The front suspension rods also act as king-
pins for steering the truck.
The HYDRAIR ®II suspension cylinder requires only Ensure only the swivel nut (3) turns. Turning the
normal care when handling as a unit. However, after complete charging valve assembly may result in
being disassembled these parts must be handled the valve assembly being forced out of the sus-
carefully to prevent damage to the machined sur- pension by the gas pressure inside.
faces. Surfaces are machined to extremely close tol-
erances and are precisely fitted. All parts must be
completely clean during assembly.
Removal
1. Park unloaded truck on hard level surface.
Block wheels and apply parking brake. Remove
front wheel and tire according to Removal
instructions in Section G, Front Tire and Rim.
Remove front wheel hub and spindle as cov-
ered in Section G.
2. Remove boot clamp and boot from around sus-
pension. Disconnect pressure sensor and
wheel speed sensor, if equipped.
FIGURE 2-1. SUSPENSION CAP

1. Cap Structure 4. Vent Plug
2. Sensor Port Plug 5. Nitrogen Charging
3. Charging Valve Guard Valve

4. After all nitrogen pressure has been relieved, 8. Remove nuts (3, Figure 2-3), washers (2) and
loosen large hex (4) and remove charging valve cap screws (1).
assembly. Discard flat gasket under large hex. 9. Remove nuts (3, Figure 2-3), washers (2) and
cap screws (4).
10. Remove cap screws (4), washers (2), and spac-
ers (5).
11. Move suspension to a clean work area for disas-
sembly.
Installation
FIGURE 2-2. CHARGING VALVE INSTALLATION
Use the following procedure for preparing mounting
1. Valve Guard 4. Valve Body (Large
surfaces and mounting hardware.
2. Valve Cap Hex)
3. Swivel Nut (Small Hex) 1. The mounting surface of both the suspension
and the frame must be clean and dry. Use a
cleaning agent that does not leave a film after
5. Place a suitable container under suspension evaporation, such as trichlorethylene, tetra-
cylinder. Remove bottom drain plug and allow chlorethylene, acetone or lacquer thinner.
cylinder to drain completely.
NOTE: Front HYDRAIR®II suspensions are equipped

with lower bearing retainer puller holes. If only rod
wiper, rod seals, bearing, O-ring and backup ring When using a cleaning agent, follow the manu-
replacement is required, it will not be necessary to facturer's instructions for use, proper ventilation
remove suspension from truck. Refer to Minor Repair and/or use of breathing apparatus.
Only (Lower Bearing Structure & Seals) for bearing 2. Inspect suspension and frame mounting sur-
structure removal and installation. faces and spotfaces for flatness. Surface finish
6. If major suspension rebuild is required, continue must not exceed 250 (RMS) (medium tool cut).
removal procedure. Surface flatness must be within 0.25 mm (0.010
in.).
7. Attach fork truck or suitable lifting device to sus-
pension. Secure suspension to lifting device.
The front HYDRAIR ®II suspension weighs

approximately 2 225 kg (4,900 pounds). Be cer-
tain the lifting device to be used is of sufficient
capacity to handle load.

6. Attach fork truck or lifting device to suspension
and mount suspension to the truck frame. The
weight of each front suspension cylinder is
approximately 2 228 kg (4,912 lb). Ensure
shear bar (6, Figure 2-3) is flush with end of
High tightening torque is required to load the suspension keyway.
front suspension mounting cap screws. 7. Install fourteen cap screws (1, 4, Figure 2-3)
Repeated tightening will result in cap screw with hardened washers and nuts. (A flatwasher
fatigue and damage. DO NOT reuse mounting is used under each cap screw head and each
cap screws, washers and nuts. Replace the hard- nut. See Figure 2-4 for washer installation.) The
ware after each use. four bottom holes tapped into suspension hous-
Suspension mounting cap screws are specially ing require cap screws (4) with hardened wash-
hardened to meet or exceed grade 8 specifica- ers (2), and spacers (5) only.
tions. Replace only with cap screws of correct
hardness. Refer to the appropriate parts book for
the correct part numbers.
3. Use new cap screws, washers and nuts every-
time the suspension is mounted to the truck.
Identify and separate the hardware according to
location on the suspension. Refer to Figure 2-4.
4. Clean and dry all cap screws, nuts and washers
as stated in Step 1, above.
NOTE: The use of dry threads in this application is
not recommended. Due to the high tightening forces
required to load these cap screws, dry threads may
cause damage to tools.
5. Lubricate cap screw threads, cap screw head
seats, washer face, and nut seats with a rust
preventive compound. Approved sources are:
• AMERICAN ANTI-RUST GREASE #3-X from
Standard Oil Division of American Oil Company.
• RUSTOLENE D grease from Sinclair Oil
Company.
• GULF NORUST #3 from Gulf Oil Company.
• RUST BAN 326 from Humble Oil Company.
• 1973 RUSTPROOF from the Texas Company.
• RUST PREVENTIVE GREASE-CODE 362 from
the Southwest Grease and Oil Company.
NOTE: If none of the rust preventive greases listed
above are available for field assembly, use one of the
following lubricants:
• SAE 30 weight oil.
• 5% Molybdenum - Disulphide Grease
FIGURE 2-3. HARDWARE IDENTIFICATION
1. Cap Screw - 1 1/2" - 6NC x 6 1/2" (G8)
2. Flat Washer - 1 1/2" (G8)
3. Nut - 1 1/2" - 6NC (G8)
4. Cap Screw - 1 1/2" - 6NC x 13" (G8)
5. Spacer
6. Shear Key
7. Part Of Frame

8. The suspension mounting cap screws are now TURN-OF-THE-NUT Tightening Procedure
ready for tightening using the Turn-of-the-Nut
NOTE: The Turn-of-the-Nut tightening procedure
Tightening Procedure. After completing the
was developed for high strength 1 1/2" UNC cap
tightening procedure, continue with Steps 9-12
screws (grade 8 or better) in this joint application
below.
only. Do not use this tightening method for other
9. Charge suspension with dry nitrogen to fully joint types or cap screws of lesser grade/size.
extend suspension piston before installing front
wheel hub and spindle.
10. Install wheel, spindle, and tire according to 1. Initially tighten the hardware to 1 356 ± 136
instructions in Section G. N·m (1,000 ± 100 lb ft) in the sequence shown
in Figure 2-5. Use a properly calibrated torque
11. Service the suspension. For instructions refer to wrench to ensure accuracy.
HYDRAIR®II Oiling and Charging Procedure.
NOTE: Do not exceed 4 rpm tightening speed. Do
12. Install suspension boot and secure with clamp. not hammer or jerk the wrench while tightening.
The mounting cap screws will now need to be loos-

ened and then tightened using turn-of-the-nut
method. The first set of cap screws to be adjusted
will be at the upper mounting joint. The cap screws
must be loosened one at time and then tightened by
advancing a specified rotational degree. Use the
map shown in Figure 2-5 for proper tightening
sequence.
Upper Mounting Joint - 60° Advance

The proper sequence for the upper mounting joint is
1-2-3-4-9-10. Refer to Figure 2-5.
2. Loosen only the first cap screw. All other cap
screws must be maintained at 1 356 ± 136 N·m
(1,000 ± 100 lb ft).
3. Tighten the cap screw to 95 N·m (70 lb ft).
not hammer or jerk the wrench while tightening.
FIGURE 2-4. HARDENED WASHER
INSTALLATION
1. Hardened Washer 2. Grade 8 Cap Screw
NOTE: Special hardened flat washers are punched

during the manufacturing process, therefore when
used under the cap screw head they must be
assembled with the inside diameter radius of the
hole toward the head (punch lip away from head)
to prevent damage to the fillet between cap screw
head and shank. See illustration above.

4. Mark a corner of the cap screw head with a 7. Repeat this process in sequence for the
paint marker as shown in Figure 2-6. Draw a remaining five cap screws in the upper mount-
reference line on the suspension surface next to ing joint.
the marked corner on the cap screw. Draw a
NOTE: If for any reason these fasteners need to be
reference line on the suspension 60 degrees in
checked for tightness after completing this
advance of the marked corner on the cap
procedure, loosen and inspect all 14 cap screws and
screw.
repeat the entire process. The hardware, again, must
5. Hold the nut at the rear of the joint stationary be cleaned and lubricated before repeating.
while tightening. Advance the cap screw to the
60° advance mark.
6. Make new reference lines along the cap screw,
nut and frame at the rear of the joint as shown
in Figure 2-7. These reference lines will be used
to verify the cap screws have maintained their
torque.
FIGURE 2-6. 60 DEGREE ADVANCE
FIGURE 2-7. MAKING REFERENCE LINES
FIGURE 2-5. TIGHTENING SEQUENCE MAP

Lower Mounting Joint - 90° Advance 13. Repeat this process in sequence for the remain-
ing cap screws in the lower mounting joint.
The proper sequence for the lower mounting joint is
5-6-7-8-11-12-13-14. Refer to Figure 2-5. NOTE: If for any reason these fasteners need to be
8. Loosen the first cap screw. All other cap screws checked for tightness after completing this
must remain tight. procedure, loosen and inspect all 14 cap screws and
repeat the entire process. The hardware, again, must
9. Tighten the cap screw to 203 N·m (150 lb ft).
be cleaned and lubricated before repeating.
not hammer or jerk the wrench while tightening.
10. Mark a corner of the cap screw head with a

paint marker as shown in Figure 2-8. Draw a
reference line on the suspension surface (or
frame) next to the marked corner on the cap
screw. Draw a reference line on the suspension
surface (or frame) 90 degrees in advance of the
marked corner on the cap screw.
FIGURE 2-9. MAKING REFERENCE
Inspection
FIGURE 2-8. 90 DEGREE ADVANCE Visual inspections of the bolted joints are necessary
after the truck has been released for use. Inspect the
joints at each front suspension at the following inter-
11. Hold the nut stationary at the rear of the joint vals: 8 hours, 50 hours, 250 hours, and 500 hours.
(where applicable) while tightening. Then
If the reference lines on the hardware (Figure 2-7
advance the cap screw to the 90° advance
and Figure 2-9) have remained in alignment, the
mark.
truck may remain in use.
12. Make new reference lines along the cap screw,
nut and frame at the rear of the joint as shown If at least one of the cap screws has shown signs of
in Figure 2-7. For the four cap screws with movement, the truck must be taken out of service.
spacers, refer to Figure 2-9. These reference The suspension mounting cap screws must be
lines will be used to verify the cap screws have removed, cleaned, and inspected. If any cap screws
maintained their torque. have any signs of damage, replace all cap screws.
Install the cap screws again, according to this instal-
lation procedure.

MINOR REPAIR ONLY
(Lower Bearing Structure & Seals)
Bearing Structure Removal
If only rod seals, O-rings, and backup rings (and if

necessary, bearing structure) are to be replaced,
refer to steps below for lower bearing structure
removal.
1. Remove lower bearing structure cap screws
and hardened washers (18 & 19, Figure 2-11).
Install pusher bolts into tapped holes in bearing
flange.
2. Tighten pusher bolts evenly and prepare to sup-
port bearing structure as it exits the suspension
housing. Remove bearing (16).
3. Remove wiper (26), rod lip seal (25), and buffer
seal (24). Remove O-ring (20) and backup ring
(21).
Bearing Structure Installation

1. Install new rod buffer seal (24, Figure 2-11), lip
seal (25) and rod wiper (26).
When installing backup rings with rod seal (25)

and buffer seal (24), be certain radius is posi-
tioned toward the seal as shown in Figure 2-8.
2. Install new O-rings (20) and backup rings (21)
in their appropriate grooves in the lower bearing
structure (16).
NOTE: Backup rings must be positioned toward the FIGURE 2-10. PISTON ROD REMOVAL
flange of bearing structure as shown in Figure 2-13.
1. Cap Screw 9. Steel Ball (2 ea.)
3. Install temporary, guide bolts to ensure bolt hole
2. Hardened Flatwasher 10. Roll Pin
alignment as bearing retainer is seated. Lift
3. Cap Screw 11. Nut
lower bearing structure (16) assembly into
4. Hardened Flatwasher 12. Piston Stop
place and carefully start into suspension hous-
5. Plate 13. Key
ing. Install cap screws and hardened washers
6. Upper Bearing Structure 14. O-Ring
(18 & 19). Tighten cap screws to 420 N·m (310
7. Housing 15. Backup Ring
ft lb) torque.
8. Piston 16. End Cap Structure
4. Install wheel, tire and spindle assembly. Refer
to steps in Section G, Wheel, Tire and Spindle
Installation for installation instructions.

MAJOR SUSPENSION REBUILD
Disassembly
NOTE: Refer to your Komatsu Distributor for
HYDRAIR®II repair information and instructions not
covered in this manual.
1. With suspension held in a vertical position (end
cap up), remove cap screws (1, Figure 2-10)
and hardened washers (2). Attach hoist to end
cap structure (16) and lift end cap out of sus-
pension housing (7) until piston stop (12) con-
tacts upper bearing structure (6). Remove cap
screws (3) and hardened washers (4). Lift cap
structure and bearing from housing.
2. Remove roll pin (10), nut (11), piston stop (12)
and key (13). Separate cap and bearing.
Remove O-rings (14) and backup rings (15).
Remove bearing (6).
3. Rotate the suspension 180°.
NOTE: Steel balls (9) will fall free when the housing
is rotated.
4. Attach lifting device to the piston (8) and care-
fully lift out of housing.
FIGURE 2-11. SUSPENSION ASSEMBLY

1. Housing 14. Steel Check Ball
2. Plate 15. Piston
3. Cap Screw 16. Lower Bearing
4. Hardened Washer Structure
5. Cap Screw 17. Plug
6. Washer 18. Cap Screw
7. O-Ring 19. Hardened Washer
8. Backup Ring 20. O-Ring
9. Plug (Pressure 21. Backup Ring
Sensor Port) 22. Key
10. Upper Bearing 23. Upper Bearing
Retainer Structure
11. Piston Stop 24. Rod Buffer Seal
12. Nut 25. Rod Lip Seal
13. Roll Pin 26. Rod Wiper Seal
FIGURE 2-11 SUSPENSION ASSEMBLY
.

5. Remove cap screws and washers (18 & 19, Assembly
Figure 2-11). Install pusher bolts and remove
NOTE: All parts must be completely dry and free of
lower bearing structure (16).
foreign material. Lubricate all interior parts with clean
6. Remove and discard rod wiper seal (26) lip seal
HYDRAIR® suspension oil (see Oil Specification
(25) and buffer seal (24). Remove and discard
under “Oiling and Charging Procedure”).
O-rings (20) and backup rings (21).
7. If piston (7) has removable plug (1, Figure 2-12)
at the bottom, remove cap screw (3), flat
washer (4) and retaining plate (5). Push plug (1)
to the inside just far enough to remove retaining
Take care not to damage the machined or plated
ring (6). Remove plug from piston. Remove
surfaces, O-rings or seals when installing piston
backup ring (7) and O-ring seal (8) from the
assembly.
plug.
When installing backup rings with rod lip seal
(25) and buffer seal (24), ensure radius is posi-
tioned toward the seal as shown in Figure 2-11.
1. If piston (15, Figure 2-11) has removable plug
(1, Figure 2-12) at the bottom, install new O-ring
seal (8) and backup ring (7) on the plug. Thor-
oughly lubricate O-ring (8) and backup ring (7).
Install plug (1) into piston just far enough to
expose retaining ring groove. Install retaining
ring (6). Install retaining plate (5), flat washer (4)
and cap screw (3). Tighten the cap screw to 122
N·m (90 ft lb).
2. Install new rod buffer seal (24, Figure 2-11), lip
seal (25), and rod wiper (26).
3. Install new O-rings (20) and backup rings (21)
FIGURE 2-12. PISTON PLUG in their appropriate grooves in the bearing struc-
ture (16).
1. Piston Plug 5. Retaining Plate
2. Drain Plug 6. Retaining Ring NOTE: Backup rings (21) must be positioned toward
3. Cap Screw 7. Backup Ring bearing retainer bolt flange as shown in Figure 2-13,
4. Flat Washer 8. O-Ring Seal item (2).
4. Install lower bearing structure (16, Figure 2-11)

into lubricated suspension housing. Install cap
screws and hardened lockwashers (18 & 19)
through retainer flange and into tapped holes in
housing. Tighten to 420 N·m (310 ft lbs) torque.
5. Install new backup rings and O-rings (14 & 15,
Figure 2-10) in end cap grooves. Backup rings
must be positioned toward the flange on the
end cap.

9. Install upper bearing structure (6) onto piston
rod. Secure bearing in place with NEW cap
screws (3) and hardened washers (4). Tighten
cap screws to 678 N·m (500 ft lb) torque.
NOTE: ALWAYS use new cap screws (3, Figure 2-
10) during assembly. Used cap screws will be
stressed and fatigued because of loads imposed on
these cap screws during operation.
10. Apply a light coating of petroleum jelly to the

seals, wiper and bearings. With suspension
housing in a vertical position, carefully lower the
piston rod and end cap assembly into the bore
of the cylinder housing to its fully retracted posi-
tion
11. Install cap screws and hardened washers (1 &
2) and tighten to 420 N·m (310 ft lb) torque.
FIGURE 2-13. BACKUP RING PLACEMENT
12. Install bottom plug (17, Figure 2-11) and tighten
1. O-Ring 3. Bearing Structure to 17.5 N·m (13 ft lb) torque.
2. Backup Ring 13. Install charging valve. Tighten valve body (large
hex) to 23 N·m (17 ft lbs) torque.
14. If charging valve is being reused, tighten swivel
nut (4, Figure 4-3) to 6 N·m (50 in. lbs) torque.
Install valve cap (1) and tighten finger tight.
6. Slide upper bearing structure (6) over end cap
structure rod. If a new charging valve is being used, tighten
7. Install key (13) and piston stop (12) on end cap swivel nut to 15 N·m (11 ft lbs) torque, then
structure rod. Ensure piston stop is fully seated loosen and retighten swivel nut to 15 N·m (11 ft
against the rod shoulder. Install locknut (11) lbs) torque. Again loosen swivel nut and
against piston stop. Tighten locknut one half retighten to 6 N·m (50 in. lbs) final torque.
turn further, until hole for the roll pin (10) is in
15. Install remaining plugs and/or pressure sensor.
alignment. Install roll pin.
8. Attach a lifting device to top side of end cap 16. Pressure test according to instructions on the
assembly. Lower assembly down on piston (8). following page. If a leak is detected, the sus-
Insert steel balls (9) in holes in piston prior to pension must be repaired. Do not pressure test
fully seating bearing on top of piston. A small the suspension with oil inside.
amount of petroleum jelly will prevent the balls 17. After a successful pressure test, add approxi-
from dropping out during assembly. mately 89.7 l (23.7 gal) of suspension oil.
18. Apply rust preventative grease to any exposed
machined surfaces.

PRESSURE TEST 6. After the test is complete, remove the assembly
from the water tank.
After rebuild is complete, suspension assembly
should be tested for leakage. 7. Release the air or nitrogen pressure. Do not
remove the charging valve from the suspen-
sion.
8. Remove the suspension from the containment
device.
The entire suspension assembly must be placed 9. Install charging valve guard.
in a containment device that will keep the sus- 10. If suspension is to be stored, install suspension
pension piston in the retracted position and pre- oil prior to storage. (Refer to Front Suspension
vent it from extending during pressurization. Oiling this section.)
Make sure that the containment device is capable
of withstanding the applied force. 11. Protect exposed chrome surface to prevent
damage during storage and handling.
1. Collapse the suspension until the piston is fully
retracted in the housing. 12. Protect remaining exposed, machined surfaces
with a rust preventive grease.
2. Ensure that the charging valve and all plugs are
installed.
3. Place the suspension assembly in a
containment device that will prevent rod
extension during the pressure test. Attach the
pressurization line to the charging valve.
4. Submerge the entire assembly in the water
tank.
5. Using air or nitrogen, pressurize suspension to
7 585 ± 1 380 kPa (1,100 ± 200 psi) through the
charging valve and maintain pressure for twenty
(20) minutes minimum.
 No leakage is permissible.

NOTES:

SECTION H3
REAR SUSPENSIONS
INDEX
REAR SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6
ROD UP SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-8

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-8
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-8
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-8
ROD DOWN SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-10

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-10
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-10
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-12
PRESSURE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-14

Suspension pressure test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-14
H03026 10/10 Rear Suspensions H3-1

NOTES:
H3-2 Rear Suspensions 10/10 H03026

REAR SUSPENSIONS
The HYDRAIR® II suspensions are hydro-pneumatic Removal
components containing oil and nitrogen gas. The oil
an gas in the four suspensions carry the gross truck
weight less wheels, spindles and final drive assem- TABLE 1. TOOL LIST FOR SUSPENSION PIN
bly. The rear suspension cylinders consist of two REMOVAL
basic components; a suspension housing attached to Part Number Description Quantity
the rear axle housing, and a suspension rod attached
to the frame. EJ2847 Pin Removal Tool 2
The HYDRAIR ® II suspension cylinder requires only EJ2848 Cylinder 1

normal care when handling as a unit. However, after EJ2849 Hand Pump 1
being disassembled these parts must be handled
carefully to prevent damage to the machined sur- EJ2850 Shackle 2
faces. Surfaces are machined to extremely close tol-
Cap Screw
erances and are precisely fitted. All parts must be VN2707 4
(0.625-11UNC x 2.75 in.)
completely clean during assembly.
NOTE: Suspension mounting pins must contain
threaded holes at the inboard end of each pin in
order to use the removal tools listed above. If the
pins do not contain the necessary holes, new pins
may be purchased, or a rework of the pins is neces-
sary. Refer to Figure 3-5 for pin rework details.
1. Remove cap screws, washers, and piston rod
shield from the suspension. On trucks with rod
down suspension, remove hose clamp and rub-
ber shield.
2. Remove charging valve cap (1, Figure 3-2).
Loosen small hex (4) on charging valve and
turn counterclockwise three full turns to unseat
valve seal. Connect suspension charging kit.
Ensure that only the swivel nut turns. Turning the

complete charging valve assembly may result in
the valve assembly being forced out of the sus-
pension by the gas pressure inside.
3. If necessary, charge the suspension to be

removed with dry nitrogen until the rod is
exposed approximately 127 mm (5.0 in.).
FIGURE 3-1. REAR SUSPENSION INSTALLATION
1. Mounting Pins 2. Suspension Cylinder

4. Place stands or cribbing under the truck frame 9. Install pin removal tool (1, Figure 3-4) to each
at each hoist cylinder mount lower pin using the cap screws listed in Table 1.
5. Open valve on suspension charging kit to Tighten the cap screws to 240 ± 24 Nm (177 ±
release nitrogen from the suspension. Discon- 17 ft lbs).
nect charging kit.
6. Disconnect lubrication lines. Disconnect pres-
sure sensor cable.
7. Position a fork lift under the suspension hous- The rear HYDRAIR®II suspension weighs approx-
ing, above the lower mounting pin. Secure sus- imately 1 088 kg (2,400 lbs). Ensure that the
pension to fork lift. capacity of the lifting device used is sufficient for
NOTE: The mounting arrangement for the top and lifting this load.
bottom pins is identical. 10. Position a fork lift (or other suitable lifting
8. Remove locknuts (3, Figure 3-3) and shoulder device) under the suspension to be removed
bolts (2) at upper and lower pins (1) just on the and secure it to the lifting device.
suspension cylinder to be removed. 11. Attach both shackles (2) to cylinder (3).
12. Attach each shackle to pin removal tools (1).
.
FIGURE 3-2. NITROGEN CHARGING VALVE

1. Valve Cap 6. Valve Body
2. Seal 7. O-Ring
3. Valve Core 8. Valve Stem
4. Swivel Nut 9. O-Ring
FIGURE 3-3. SUSPENSION MOUNTING PIN
5. Rubber Washer
(Typical, Top and Bottom)
1. Pin 6. Bearing
2. Bolt 7. Cap Screw
3. Locknut 8. Washer
4. Bearing Spacer 9. Sleeve
5. Retainer Ring

17. Remove the cylinder from the truck. Clean the
exterior of the suspension thoroughly and move
to a clean work area for disassembly.
18. If it is necessary to remove the remaining rear
suspension cylinder, insert the pins back into
Do not exceed 10 tons of force when applying the upper and lower mountings.
pressure to the cylinder. Damage to the tool or
19. Secure the pins using locking cap screws (4),
suspension components, as well as personal
and repeat the removal process for the remain-
injury to maintenance personnel, may result.
ing suspension cylinder.
13. Apply pressure to the cylinder using the hand
pump (not shown).
14. When the cylinder reaches the end of its stroke,
remove one of the shackles from the cylinder
and connect the cylinder shackle directly to the
pin removal tool. This is necessary to pull the
pin the remaining distance.
15. Remove the pin from the lower mounting.
16. Install the tool on the upper pins and repeat the
pin removal process. (If the pin does not contain
the necessary puller holes, an alternative
removal method is needed.)
FIGURE 3-5. SUSPENSION PIN REWORK
FIGURE 3-4. REAR SUSPENSION

PIN REMOVAL TOOL
1. Pin Removal Tool 3. Cylinder
2. Shackle 4. Cap Screw

Installation 10. Service the suspension with oil and nitrogen.
NOTE: Do not mix rod up with rod down designed For instructions, refer to HYDRAIR® II Oiling
suspensions on the same truck. Both rear and Charging Procedure, this section.
suspensions must be of the same type. 11. Install piston rod shield (2, Figure 3-1) with the
cap screws, flat washers, and lockwashers.
1. Inspect mounting bore sleeves (9, Figure 3-3) 12. Re-calibrate the payload meter system. Anytime
and bearing spacers for damage or wear. a suspension is serviced, the pressures inside
Check fit of pins in bores prior to installing sus- the cylinder changes, which will affect the accu-
pension. If necessary, replace sleeves (9). racy of the payload meter.
Install cap screw (7) and washer (8). Tighten
cap screw (7) to standard torque.
2. Secure suspension to fork lift and raise into
position. (Suspension assembly should be
retracted as far as possible prior to installation.)
FIGURE 3-6. REAR SUSPENSION ASSEMBLY
3. Position top suspension eye with its spherical (ROD UP)
bearing, between the ears on the frame as
shown in Figure 3-3. Ensure that the upper and 1. Housing
lower mounting eyes are aligned and the vent 2. Cap Screws
plugs are positioned to the rear. 3. Hardened Flatwashers
4. Lubricate the pin (1), align the shoulder bolt 4. Piston Bearing
hole with the hole in the mounting bore and 5. Piston Rod
drive in far enough to hold pin in position. 6. Bleeder Screw
7. Vent Plug
5. Insert the spacer (4) and continue to drive the
8. Shield
pin in through the spherical bearing. Insert the
9. Cap Screw
remaining spacer and continue to drive the pin
10. Washers
in until the retaining cap screw hole is aligned
11. Vent Plug
with the hole in the pin.
12. Charging Valve
6. Install bolt (2, Figure 3-3) and locknut (3). 13. Plug (or Pressure Sensor)
Tighten the locknut to 68 N-m (50 ft lbs). 14. Vent Plug
NOTE: Some trucks may be equipped with a 15. Wiper Seal
shoulder bolt (2) at this location. Tighten the locknut 16. Rod Lip Seal
to 68 N-m (50 ft lbs). The shoulder bolt should be 17. Buffer Seal
free to move, not tight after the nut is tightened. 18. Socket Head Cap Screw
19. Backup Ring (See note)
20. O-Ring
7. Lower the suspension housing until the lower 21. Housing Bearing
mount bearing aligns with the bore in the rear 22. Ball Check
axle housing and repeat the above procedure to
install the bottom pin. The parts in the top and
bottom joint are identical.
8. Install the nitrogen charging kit and add nitro-
gen to raise frame off stands or cribbing, or use
a lifting device if available.
9. Connect lubrication lines. Connect pressure
sensor.

FIGURE 3-6. REAR SUSPENSION ASSEMBLY (ROD UP)

ROD UP SUSPENSION Cleaning and Inspection
Use the following procedure to service the rod up 1. Clean all parts thoroughly in fresh cleaning sol-
suspension assemblies. vent. Use a solvent that does not leave a film
after evaporation, such as Trichlorethylene,
Disassembly Acetone or Lacquer Thinner.
NOTE: The suspension should be placed in a fixture
which will allow it to be rotated 180° vertically.
1. Remove charging valve guard and cover over
pressure sensor.
2. Depress charging valve stem to insure all nitro- When using cleaning agents follow the solvent
gen gas pressure has been released prior to manufacturer's instructions.
removing charging valve. Wear face mask or
goggles while relieving nitrogen gas.
3. Remove piston protection shields (8), if 2. Dry all parts completely using only dry, filtered
installed. compressed air and lint free wiping materials.
4. Remove charging valve (12, Figure 3-4). 3. Inspect all parts for evidence of wear or dam-
Remove and discard charging valve gasket. age. Inspect plated surfaces for scratches,
Remove vent plug (14). nicks or other defects. Replace or repair any
5. Remove vent plug (7). Remove bleeder screw damaged parts.
(6). Remove pressure sensor or plug (13).
NOTE: If other repairs are necessary, refer to your
6. Place the suspension in a vertical position (pis- local Komatsu distributor for repair information and
ton rod down). Suspension will contain oil which instructions not covered in this manual.
will drain through the vent ports. Rotate the sus-
pension 180°. Remove socket head cap screws
(18) and pull suspension piston assembly (5)
from housing (1). The housing bearing (21) will
be removed with the piston assembly.
Assembly
7. Remove cap screw and hardened washers (2)
and (3). Remove piston bearing (4) from piston Assembly must be accomplished in a clean, dust free
rod. Remove ball checks (22) from piston. Slide work area. All parts must be completely clean, dry
the housing bearing (21) off of the piston. and free of rust or scale. Lubricate all interior parts
and bores with fresh suspension oil. (See Oil Specifi-
8. Remove and discard wiper seal (15), rod lip
cations under Oiling and Charging Procedure in this
seal (16), buffer seal (17), O-ring (20), and
section). As an alternative, coat seals, wiper and
backup ring (19) from housing bearing.
bearing with a light coat of petroleum jelly.
9. If the spherical bearings (6, Figure 3-3) require
replacement, remove the retainer rings (5). 1. Install the spherical bearing (6, Figure 3-3) in
Press bearing out of bore. the eye of the piston rod and of the cylinder
housing.
2. Place the ring retainers (5) in position to secure
the bearings.

3. Install the wiper seal (15, Figure 3-6), rod lip 8. Install the bleeder screw (6, Figure 3-6) and
seal (16), and buffer seal (17). When installing vent plug (7). Install vent plug (14) and tighten
backup rings with rod seal (16) and step seal both vent plugs to 87 N-m (64 ft lbs).
(17), be certain radius is positioned toward the 9. Install vent plug (11) and pressure sensor or
seal and the white dot is positioned away from plug (13). Install protective cover.
the seal as shown in Figure 3-6.
10. Install shield (8).
4. Install O-ring (20) and backup ring (19) on the
bearing (21). Backup rings must be positioned 11. Using new gasket, install charging valve.
toward the flange of the bearing. Tighten large hex of charging valve to 23 N-m
(17 ft lbs).
5. Slide the bearing (21) onto the lubricated piston
rod (5). If a new charging valve is being used, tighten
6. Place the ball checks (22) in the piston and the swivel nut to 15 Nm (11 ft lb), then loosen
install the piston rod bearing (4) with the cap and retighten the swivel nut to 15 Nm (11 ft lb).
screws and hardened washers (2) and (3). Loosen the swivel nut again, then retighten it to
Tighten the cap screws to 420 N-m (310 ft lbs). 6 Nm (50 in. lb). Install the valve cap finger-
tight.
7. With the lubricated housing (1) held in a vertical
position, slide the piston assembly part way into 12. Test the suspension cylinder for leaks. Refer to
the housing. Slide the loose housing bearing the Pressure Test at the end of this chapter.
down onto the housing and fasten with socket
head cap screws (18). Tighten the cap screws
to standard torque. Use care during piston
installation to prevent damage to machined and
chrome surfaces.

ROD DOWN SUSPENSION Cleaning and Inspection
Use the following procedure to service rod down sus- 1. Clean all parts thoroughly in fresh cleaning sol-
pension assemblies. vent. Use a solvent that does not leave a film
after evaporation, such as Trichlorethylene,
Disassembly Acetone or Lacquer Thinner.
NOTE: The suspension should be placed in a fixture
which will allow it to be rotated 180° vertically.
1. Place the suspension in a holding fixture with
piston rod (8, Figure 3-6) facing down.
2. If equipped, remove charging valve cover (19). When using cleaning agents follow the solvent
3. If equipped, remove hose clamp and rubber manufacturer's instructions.
protection shield.
4. Depress charging valve stem to insure all nitro-
gen gas pressure has been released prior to 2. Dry all parts completely using only dry, filtered
removing charging valve. Wear face mask or compressed air and lint free wiping materials.
goggles while relieving nitrogen gas. Suspen- 3. Inspect all parts for evidence of wear or dam-
sion parts may move down while the nitrogen is age. Inspect plated surfaces for scratches,
being discharged. After all nitrogen gas has nicks or other defects. Replace or repair any
been released, remove charging valve. Remove damaged parts.
and discard charging valve gasket (10).
4. Inspect check balls (16, Figure 3-7). If dam-
5. Remove plugs (22) to drain the oil. Be prepared aged, piston (8) must be replaced.
to catch approximately 51.1 l (13.5 gal) of oil.
NOTE: If other repairs are necessary, refer to your
6. Rotate the suspension 180° so the piston rod
local Komatsu distributor for repair information and
(8) is facing up.
instructions not covered in this manual.
7. Remove vent plug (2) and plug (20). Remove
pressure sensor or plug (21). Some additional
oil may leak out.
8. Remove cap screws (6) and flat washer (7).
9. Attach an overhead lifting device to piston (8).
Pull piston assembly from housing (1). Bearing FIGURE 3-6. REAR SUSPENSION ASSEMBLY
retainer (5) will come out with piston (8). Addi- (ROD DOWN)
tional oil may drain out at this time.
1. Housing 13. Buffer Seal
NOTE: Bearing retainer (5) has two threaded holes 2. Vent Plug 14. Lip Seal
(3/4 “- 10UNC) that can be used as pusher holes, or 3. Bearing 15. Wiper Seal
to attach a lifting device. 4. Bearing 16. Cap Screw
10. Place piston assembly on a work bench. Slide 5. Bearing Retainer 17. Lock Washer
bearing retainer (5) off of piston (8). 6. Cap Screw 18. Flat Washer
7. Flat Washer 19. Cover
11. Remove and discard wiper seal (15), rod lip seal 8. Piston 20. Plug
(14), buffer seal (13), O-ring (11), and backup 9. Charging Valve 21. Plug (Sensor Port)
ring (12) from bearing retainer. 10. Gasket 22. Plug
12. Remove and discard bearings (3) and (4). 11. O-Ring
12. Back-Up Ring
13. If the spherical bearings (6, Figure 3-3) require
replacement, remove the retainer rings (5).
Press bearing out of bore.

FIGURE 3-6. REAR SUSPENSION ASSEMBLY (ROD DOWN)

Assembly 12. Thoroughly lubricate O-ring seal (11) with petro-
leum jelly. Use a suitable lifting device, lift up the
Assembly must be accomplished in a clean, dust free
piston assembly and install inside of housing
work area. All parts must be completely clean, dry
(1). Use care during piston installation to pre-
and free of rust or scale. Lubricate all interior parts
vent damage to machined and chrome sur-
and bores with fresh suspension oil. (See Oil Specifi-
faces.
cations under Oiling and Charging Procedure in this
section). As an alternative, coat seals, wiper and 13. Fully install bearing retainer down into housing.
bearing with a light coat of petroleum jelly. After bearing retainer (5) is fully seated, install
cap screws (6) with flat washers (7). Tighten the
1. If removed, install the spherical bearing (6, Fig-
cap screws to 420 N-m (310 ft lbs).
ure 3-3) in the eye of the piston rod and of the
cylinder housing. NOTE: Cap Screws (6) are grade 8 specification.
2. Place the ring retainers (5) in position to secure
the bearings.
14. Install plug (20, Figure 3-6) and vent plug (2).
3. Install wiper seal (15, Figure 3-7). When install- Install pressure sensor or plug (21). Install pro-
ing rod lip seal (14), ensure white marking (17) tective cover (19).
is positioned as shown.
15. Using new gasket, install charging valve.
4. Install buffer seal (13). Ensure white marking
Tighten large hex of charging valve to 23 N-m
(17) is positioned as shown.
(17 ft lbs).
5. Install backup ring (12) and O-ring (11). Ensure
the O-ring is positioned as shown in Figure 3-7. If a new charging valve is being used, tighten
the swivel nut to 15 Nm (11 ft lb), then loosen
6. Install bearing (4) inside bearing retainer (5).
and retighten the swivel nut to 15 Nm (11 ft lb).
Thoroughly lubricate the bearing with suspen-
Loosen the swivel nut again, then retighten it to
sion oil so it is entirely wet.
6 Nm (50 in. lb). Install the valve cap finger-
7. Install bearing (3) on piston (8). Thoroughly tight.
lubricate the bearing with suspension oil so it is
entirely wet. 16. Do not add any oil to the suspension if it is to be
tested. Test the suspension cylinder for leaks.
8. Position piston (8) standing upright with the eye
Refer to the Pressure Test at the end of this
on top. Thoroughly lubricate the top portion of
chapter for detailed information.
the machined surface of the piston with suspen-
sion oil. 17. After a successful pressure test:
9. Lubricate seals (13), (14) and (15) inside the a. If the suspension is to be stored, add one
bearing retainer with petroleum jelly. liter (two pints) of a rust preventive oil. This
10. Use a suitable lifting device, carefully install oil must be drained when the suspension is
bearing retainer (5) down over the piston. Use put back into service. Also apply rust preven-
care to not damage any seals. Slide bearing tative grease to any exposed machined sur-
retainer part way down on the piston. faces.
b. If suspension is to be placed back into ser-
NOTE: Bearing retainer (5) has two threaded holes
vice right away, add suspension oil to the
(3/4 “- 10UNC) that can be used to attach a lifting
suspension. Refer to the oiling procedure.
device.
11. Place suspension housing (1) in a fixture so the
open end is facing up. Thoroughly lubricate the
inside of the housing with suspension oil.

FIGURE 3-7. REAR SUSPENSION ASSEMBLY (ROD DOWN)
1. Housing 7. Flat Washer 13. Buffer Seal
2. Vent Plug 8. Piston 14. Lip Seal
3. Bearing 9. Charging Valve 15. Wiper Seal
4. Bearing 10. Gasket 16. Ball Check
5. Bearing Retainer 11. O-Ring 17. White Marking
6. Cap Screw 12. Back-Up Ring

PRESSURE TEST 6. Maintain pressure for a minimum of 20 minutes
and check for bubbles at the following locations:
Suspension pressure test
• Housing bearing/housing joint
The suspension assembly should be tested for
leakage after rebuild procedures are completed. If • Piston/piston seal area
leakage occurs, the cause of the leakage must be • Charging valve and plugs
identified, and repaired before the suspension is
installed on the truck. If any leakage is detected, the suspension must
be repaired.
7. After the test is complete, remove the assembly

from the water tank.
The entire suspension assembly must be placed 8. Release the air or nitrogen pressure. Do not
in a containment device that will keep the remove the charging valve from the suspen-
suspension piston in the retracted position and sion.
prevent it from extending during pressurization.
Make sure that the containment device is capable 9. Remove the suspension from the containment
of withstanding the applied force. device.
1. Collapse the suspension until the piston is fully 10. If the suspension is to be stored, add one liter
retracted in the housing. (two pints) of a rust preventive oil inside the
suspension. This oil must be drained when the
2. Ensure that the charging valve and all plugs are suspension is put back into service. Also apply
installed. rust preventative grease to any exposed
3. Place the suspension assembly in a machined surfaces.
containment device that will prevent rod
11. Store the suspension in a collapsed position to
extension during the pressure test. Attach the
protect the piston chrome surface until it is
pressurization line to the charging valve.
installed on a truck.
4. Submerge the entire assembly in the water
tank.
5. Pressurize the suspension with air or nitrogen
to 690 ± 138 kPa (100 ± 20 psi).

SECTION H4
OILING AND CHARGING PROCEDURE
OILING AND CHARGING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
HYDRAIR® CHARGING KIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4

Installation of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4
Removal of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4
SUPPORT BLOCKS FOR OILING AND CHARGING DIMENSIONS . . . . . . . . . . . . . . . . . . . . . H4-5
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5

Front Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5
Front Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-7
REAR SUSPENSION - ROD UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-9

Rear Suspension Oiling (Rod Up Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-9
Rear Suspension Nitrogen Charging (Rod Up Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-10
REAR SUSPENSION - ROD DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-12

Rear Suspension Oiling (Rod Down Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-12
Rear Suspension Nitrogen Charging (Rod Down Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-14
OIL AND NITROGEN SPECIFICATIONS CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-16
H04026 10/11 Oiling and Charging Procedures H4-1

NOTES:
H4-2 Oiling and Charging Procedures 10/11 H04026

OILING AND CHARGING PROCEDURE
GENERAL For best results, HYDRAIR® II suspensions should
These procedures cover the Oiling and Charging of be charged in pairs (fronts together and rears
together). If rears are to be charged, the fronts
HYDRAIR®II suspensions on Komatsu Electric Drive
should be charged first.
Dump Trucks.
NOTE: For longer life of suspension components, a
Suspensions which have been properly charged will
Friction Modifier should be added to the suspension
provide improved handling and ride characteristics
oil. See Specifications Chart, Figure 4-7 at the end of
while also extending the fatigue life of the truck frame
this chapter.
and improving tire wear.
NOTE: Set up dimensions specified in the charts
Any time the suspensions are recharged, the calibra-
must be maintained during oiling and charging
tion of the Payload Meter system is affected. Refer to
procedures. However, after the truck has been
the Payload Meter III ™ section and perform a
operated, these dimensions may vary.
“Clean Truck Tare”. This will ensure accurate payload
records.
EQUIPMENT LIST
NOTE: Inflation pressures and exposed piston
lengths are calculated for a normal truck gross • HYDRAIR® Charging Kit
vehicle weight (GVW). Additions to truck weight by • Jacks and/or Overhead Crane
adding body liners, tailgates, water tanks, etc. should
• Support Blocks (Front and Rear) for:
be considered part of the payload. Keeping the truck Oiling Height Dimensions
GVW within the specification shown on the Grade/ Nitrogen Charging Height Dimensions
Speed Retard chart in the operator cab will extend
the service life of the truck main frame and allow the • HYDRAIR® Oil (See Specifications Chart)
®
HYDRAIR II suspensions to produce a comfortable • Friction Modifier (See Specifications Chart)
ride.
• Dry Nitrogen (See Specifications Chart)
All HYDRAIR®II suspensions are charged with

If both front and rear suspension are to be serviced
compressed nitrogen gas with sufficient pres-
at the same time, service the front suspensions first.
sure to cause injury and/or damage if improperly
Do not remove the front suspension nitrogen charg-
handled. Follow all safety instructions, cautions,
ing blocks until after the rear suspensions have been
and warnings provided in the following proce-
completely serviced.
dures to prevent any accidents during Oiling and
Charging.
Proper charging of HYDRAIR ®II suspensions

requires that three basic conditions be established in
the following order:
1. Oil level must be correct.
2. Suspension piston rod extension for nitrogen
charging must be correct.
3. Nitrogen charge pressure must be correct.

HYDRAIR® CHARGING KIT 5. Attach charging valve adapters (2) to each sus-
pension charging valve stem.
Assemble service kit as shown in Figure 4-1 and
6. Turn "T" handles (1) clockwise (this will depress
attach to container of pure dry nitrogen (8).
core of charging valve and open the gas cham-
Installation of Charging Kit ber of the suspension).
7. Open both outlet valves (3).
1. Remove protective covers and charging valve
caps from suspensions to be charged. NOTE: By selective opening and closing of outlet
2. Turn "T" handles (1, Figure 4-1) of adapters (2) valves (3), and inlet valve (4), suspensions may be
completely counterclockwise. charged separately or together.
3. Ensure outlet valves (3) and inlet valve (4) are
closed (turned completely clockwise).
4. Turn swivel nut (small hex) on charging valve Removal of Charging Kit
three full turns counterclockwise to unseat the 1. Close both outlet valves (3).
valve. 2. Turn "T" handles (1) counterclockwise to
release charging valve cores.
3. Remove charging valve adapters (2) from
charging valves.
If a new charging valve is being used, tighten

swivel nut to 15 N·m (11 ft lbs) torque, then
loosen and retighten swivel nut to 15 N·m (11 ft
lbs) torque. Again loosen swivel nut and
retighten to 6 N·m (50 in. lbs) final torque.

5. Install charging valve caps and protective cov-
ers on both suspensions.
FIGURE 4-1. HYDRAIR® CHARGING KIT

NOTE: Arrangement of parts may vary from
illustration above, depending on Charging Kit P/N.
1. “T” Handle Valve

2. Charging Valve Adapter
3. Manifold Outlet Valves (from gauge)
4. Inlet Valve (from regulator)
5. Regulator Valve (Nitrogen Pressure)
6. Manifold
7. Charging Pressure Gauge (Suspensions)
8. Dry Nitrogen Gas (Specifications Figure 4-7)

SUPPORT BLOCKS FOR OILING AND FRONT SUSPENSION
CHARGING DIMENSIONS 1. Park the unloaded truck on a hard, level sur-
face. Place the directional control lever in
PARK. Place wheel chocks in front and behind
Prior to starting oiling and charging procedures, sup-
two rear tires to prevent roll away.
ports should be fabricated which will maintain the
correct exposed piston rod extensions. NOTE: Do not place wheel chocks around front tires.
The front tires will roll forward and backward a small
amount as the suspension travels up and down
during the suspension charging process.
2. Thoroughly clean area around the charging

Rear support blocks for nitrogen charging are no valve on the suspensions. Remove the protec-
longer necessary. Rear suspensions still require tive covers from the charging valves.
support blocks for oil charging.
Exposed piston rod extensions are specified for both
oil level and nitrogen charging for HYDRAIR ®II sus-
pensions. These dimensions are listed in the Tables
below Figures 4-2 and 4-4. Measure dimensions All HYDRAIR®II suspensions are charged with
from the face of the cylinder gland to the machined compressed nitrogen gas with sufficient pres-
surface on the spindle at the front suspension. Mea- sure to cause injury and/or damage if improperly
sure from the face of the cylinder gland to the piston handled. Follow all the safety notes, cautions and
flange at the rear suspension. warnings in these procedures to prevent acci-
dents during servicing and charging.
Support blocks may be made in various forms. Mild
steel materials are recommended for front suspen-
sions. Square stock or pipe segments [1 in. (25 mm) Front Suspension Oiling
minimum] may be used. Blocks must be capable of
supporting the weight of the truck during oiling and
charging procedures while avoiding contact with
plated surfaces and seals on the suspension. Refer
to Figure 4-2 for front suspension support block When blocks are in place on a suspension, they
placement and Figure 4-4 for rear support block must be secured with a strap or other means to
placement. avoid accidental discharge. An unsecured block
could fly loose as weight is applied, presenting
the possibility of serious injury to nearby person-
nel and/or damage to the equipment. Overhead
clearance may be reduced rapidly and suddenly
when nitrogen pressure is released!
NOTE: For longer life of suspension components, a
Friction Modifier should be added to the suspension
this chapter.

1. Position and secure oiling height dimension
blocks in place (Figure 4-2). When nitrogen
pressure is released, suspensions will lower to
rest on the blocks. Ensure the blocks do not
mar or scratch the plated surfaces of the pis-
tons or damage wiper seals in the lower bearing
retainer. Support blocks must seat on the spin-
dle and the cylinder housing. The blocks should
be positioned 180° apart to provide stability.
Wear a face mask or goggles while relieving

nitrogen pressure.
2. Remove charging valve cap. Turn the charging

valve swivel nut (small hex) counterclockwise
three full turns to unseat valve seal. DO NOT
TURN LARGE HEX. The charging valve body
has a bleeder groove in its mounting threads
but for safety of all personnel the valve body
MUST NOT be loosened until ALL nitrogen
pressure has been vented from the suspension.
3. Depress the charging valve core to release
nitrogen pressure from the suspension. When
all nitrogen has been vented to the atmosphere,
the suspension should have collapsed slowly FIGURE 4-2. FRONT SUSPENSION
and be seated solidly on the support blocks.
4. Remove top fill plug next to the charging valve
(Figure 4-2).
5. Fill the suspension with clean HYDRAIR® oil TABLE 1: FRONT SUSPENSION DIMENSIONS
(with 6% friction modifier) until the cylinder is full (EMPTY)
to the top of the fill plug bore. Drip pans should OILING HEIGHT CHARGING CHARGING PRESSURE
be used and all spillage cleaned from outside of HEIGHT
the suspension. Allow the suspension to stand 25.4 mm 229 mm *2 696 kPa
for at least 15 minutes to clear any trapped (1.0 in.) (9.00 in.) (391psi)
nitrogen and/or bubbles from the oil. Add more * Charging pressures are for reference only and may vary depending
suspension oil if necessary. Install a new fill on body weights.
plug O-ring, and install the plug.
NOTE: The front suspension holds approximately

89.7 l (23.7 gal) of oil.

Front Suspension Nitrogen Charging 2. Tighten valve body (large hex, 6) to 23 N·m (17
ft lbs) torque. The valve swivel nut (small hex,
4) must be unseated by turning counterclock-
wise three full turns.
Lifting equipment (crane or hydraulic jacks) must

be of sufficient capacity to lift the truck weight.
Be certain that all personnel are clear of lift area
before lift is started. Clearances under the truck
Dry nitrogen is the only gas approved for use in
may be suddenly reduced.
HYDRAIR ®II suspensions.Charging of these
1. If removed, install the charging valve with new components with oxygen or other gases may
O-ring (9, Figure 4-3). Lubricate the O-ring with result in an explosion which could cause fatali-
clean HYDRAIR®oil. ties, serious injuries and/or major property dam-
age. Use only nitrogen gas meeting the
specifications shown in chart (Figure 4-7).
3. Install HYDRAIR ® Charging Kit and a bottle of

pure dry nitrogen. Refer to Installation of Charg-
ing Kit.
4. Charge the suspensions with nitrogen gas to a
height just high enough to install the nitrogen
charging blocks, but not to exceed 27.9 cm (11
in). Close inlet valve (4, Figure 4-1).
5. Remove the oiling blocks from the suspensions
and install the nitrogen charging blocks. Secure
the blocks to prevent accidental dislodging.
NOTE: Use caution to prevent damage to plated cyl-

inder surfaces and oil seals when installing the
blocks.
FIGURE 4-3. CHARGING VALVE
6. Remove the center hose from manifold (6).
2. Seal 7. O-Ring
3. Valve Core 8. Valve Stem
4. Swivel Nut 9. O-Ring
5. Rubber Washer
Be aware when relieving nitrogen gas, the truck
may drop suddenly onto the charging blocks.
7. To lower the truck onto the charging blocks,

open inlet valve (4) until the pressure has
dropped below the pressure listed in Table 1,
and then close the valve.
8. Install the center hose to manifold (6).

9. Charge the suspensions to the pressure listed Any time the suspensions are recharged, the calibra-
in Table 1. DO NOT use an overcharge of nitro- tion of the Payload Meter system is affected. Refer to
gen to lift the suspensions off of the charging the Payload Meter III ™ section and perform a
blocks. “Clean Truck Tare”. This will ensure accurate payload
records.
10. Close inlet valve (4, Figure 4-1). Leave outlet
valves (3) open for five minutes in order to allow The front HYDRAIR® suspensions are now ready for
the pressures in the suspensions to equalize. operation. Visually check the extension with the truck
11. Close outlet valves (3) and remove charging kit both empty and loaded. Record the extension dimen-
components. Refer to Removal of Charging Kit. sions. Maximum downward travel is indicated by the
dirt ring at the base of the piston. Operator com-
ments on steering response and suspension rebound
should also be noted.

NOTE: The empty ride height may be less than the
charging ride height. Also, the suspension height
between the left and right suspensions may not
lbs) torque. Again loosen swivel nut and
always be the same due to the fuel level in the fuel
tank.
13. Install protective guard over charging valve.
NOTE: If the rear suspension are to be serviced at
this time, leave the nitrogen charging blocks in place
on the front suspensions until after the rear
suspensions are completely serviced.
14. Raise the truck body in order to extend the front

suspensions and allow for removal of the nitro-
gen charging blocks. Ensure that sufficient
overhead clearance exists before raising the
body. If the suspensions do not extend after
raising the body, turn the steering wheel left and
right in very small movements several times. If
the suspensions still do not extend enough to
allow for removal of the blocks, use a crane or
floor jacks to raise the truck and remove the
blocks.

REAR SUSPENSION - ROD UP Rear Suspension Oiling (Rod Up Only)
Follow the procedures below for servicing suspen- 1. If the suspensions are extended, position and
sions with the piston rod on top. For trucks where the secure oiling height dimension blocks (sup-
piston rod is down, refer to REAR SUSPENSION - ports) in place (See Figure 4-4) so the blocks
ROD DOWN. are seated between the piston flange and the
cylinder housing. Ensure the blocks do not mar
or scratch the plated surfaces on the piston or
damage the wiper seals in the cylinder barrel.
Support blocks must seat on the piston flange
and the cylinder housing. The blocks should be
positioned 180° apart to provide stability.
Do not mix rod up with rod down designed sus-
pensions on the same truck. Both rear suspen-
sions must be of the same type.
1. Park the unloaded truck on a hard, level sur-

Ensure all personnel are clear and support
face. Move the directional control lever to the
blocks are secure before relieving nitrogen pres-
PARK position.
sure from the suspension. Use a face mask or
2. Place wheel chocks in front and behind two sets goggles when venting nitrogen.
of rear wheels to prevent roll away.
NOTE: Do not place wheel chocks around front tires.
has a bleeder groove in its mounting threads,
3. Thoroughly clean the area around the charging but for safety of all personnel, the valve body
valve on the suspensions. Remove the protec- MUST NOT be loosened until ALL nitrogen
tive covers from the charging valves and the pressure has been vented from the suspension.
metal covers from the suspension piston. 3. Depress the charging valve core to release
nitrogen pressure has been vented to atmo-
sphere, loosen and remove the fill plug. The
suspension should have collapsed slowly as
When the blocks are in place on a suspension, gas pressure was released. Truck weight is now
they must be secured in place with a strap or supported by the support blocks.
other means to insure the blocks staying in place 4. Use a plastic tube to help bleed off trapped air
while being used. An unsecured block could fly inside the piston. Remove vent plugs and the
loose as weight is applied, presenting the possi- bleeder screw. Service the suspension with
bility of serious injury and/or damage.
clean HYDRAIR® Oil (with 6% friction modifier)
NOTE: For longer life of suspension components, a until clean oil comes out of the port where the
Friction Modifier must be added to the suspension bleeder screw and plug were removed from the
oil. See Specifications Chart, Figure 4-7 at the end of side of the housing. Drip pans should be used
this chapter. and all spillage cleaned from the outside of the
suspension. Install the bleeder and vent plugs.
Continue to fill the oil until it reaches the fill port.

5. Allow the suspension to stand for at least 15 Rear Suspension Nitrogen Charging
minutes to clear any trapped nitrogen and/or air (Rod Up Only)
bubbles from the oil. Add oil if necessary, and
install the fill plug.
NOTE: The rear suspension holds approximately 48 l
(12.7 gal) of oil.
Lifting equipment (overhead or mobile cranes, or
hydraulic jacks) must be of sufficient capacity to
lift the truck weight. Be certain that all personnel
are clear of lift area before lift is started. Clear-
ances under the truck may be suddenly reduced.
Ensure the automatic apply circuit has not

applied the service brakes during truck mainte-
nance. If the front brakes are applied during rear
suspension charging, the axle cannot pivot for
frame raising / lowering, and the rear suspension
may be unable to move up or down.
1. If removed, install charging valve with new O-

ring (9, Figure 4-3). Lubricate the O-ring with
clean HYDRAIR ®oil.
2. Tighten valve body (large hex, 6) to 23 N·m (17
FIGURE 4-4. REAR SUSPENSION ft lbs) torque. The valve swivel nut (small hex,
4) must be unseated by turning counterclock-
wise three full turns.
TABLE 2: REAR SUSPENSION DIMENSIONS

(EMPTY)
OILING HEIGHT CHARGING *CHARGING PRESSURE
HEIGHT Dry nitrogen is the only gas approved for use in
25.4 241 mm * 1 393 kPa HYDRAIR ®II suspensions. Charging of these
(1.0 in.) (9.5 in.) (202 psi) components with oxygen or other gases may
* Charging pressures are for reference only and may vary depending result in an explosion which could cause fatali-
on body weights. ties, serious injuries and/or major property dam-
age. Use only nitrogen gas meeting the
specifications shown in chart (Figure 4-7).

3. Install HYDRAIR ® Charging Kit and a bottle of 8. Close outlet valves (3) and remove charging kit
pure dry nitrogen. Refer to Installation of Charg- components. Refer to Removal of Charging Kit.
ing Kit. 9. If the charging valve is being reused, tighten
4. Charge the suspensions with nitrogen gas to 38 swivel nut (4, Figure 4-3) to 6 N·m (50 in. lbs)
mm (1.5 in.) greater than the charging height torque. Install valve cap (1) and tighten finger
listed in Table 2, but do not exceed 29.2 cm tight.
(11.5 in). Close inlet valve (4, Figure 4-1).
lbs) torque. Again, loosen swivel nut and
may lower suddenly. 10. Install the protective guards over the charging
valves and install the metal covers over the pis-
ton rods.
5. Slowly release gas until the suspensions match Any time the suspensions are recharged, the calibra-
the charging height listed in Table 2. tion of the Payload Meter system is affected. Refer to
6. Close inlet valve (4, Figure 4-1). Leave outlet the Payload Meter III ™ section and perform a
valves (3) open for five minutes in order to allow “Clean Truck Tare”. This will ensure accurate payload
the pressures in the suspensions to equalize. records.
7. Ensure both of the suspension cylinders are
The rear HYDRAIR® suspensions are now ready for
extended the same distance ± 10 mm (0.39 in.).
operation. Visually check piston extension both with
If the difference in the extension from side to
the truck loaded and empty. Record the extension
side exceeds 10 mm (0.39 in.), check the front
dimensions. Maximum downward travel is indicated
suspensions for equal extension. Adjust the
by the dirt ring at the base of the piston rod. Operator
front as necessary.
comments on steering response and suspension
rebound should also be noted.
NOTE: A low left front suspension will cause the right
rear suspension to be high. A low right front
suspension will cause the left rear suspension to be
high.

REAR SUSPENSION - ROD DOWN Rear Suspension Oiling (Rod Down Only)
Follow the steps below for servicing suspensions 1. Position and secure oiling support blocks (2,
with the piston rod facing down. For trucks where the Figure 4-5) in place so the blocks are seated
piston rod is up, refer to REAR SUSPENSION -ROD between main frame (1) and rear axle housing
UP. (3). A block should be used on both the left and
right sides of the truck.
Do not mix rod up with rod down designed sus-

pensions on the same truck. Both rear suspen-
sions must be of the same type.
1. Park the unloaded truck on a hard, level sur-

face. Move the directional control lever to the
PARK position.
2. Place wheel chocks in front and behind two sets
of rear wheels to prevent roll away.
NOTE: Do not place wheel chocks around front tires.
3. Thoroughly clean the area around the charging

valve on the suspensions. Remove the protec-
tive covers from the charging valves. Remove
the hose clamp and the rubber cover from the
suspension housing. FIGURE 4-5. REAR SUSPENSION
NOTE: For longer life of suspension components, a 1. Main Frame 3. Rear Axle Housing
Friction Modifier must be added to the suspension 2. Oiling Support Block
this chapter.
TABLE 3: REAR SUSPENSION DIMENSIONS

(EMPTY)
OILING HEIGHT CHARGING CHARGING PRESSURE
HEIGHT
54.2 mm 270 mm *1 186 kPa

(2.13 in.) (10.63 in.) (172psi)
* Charging pressures are for reference only and may vary depending
on body weights.

6. Install the vent plug and pressure sensor onto
the suspension.
7. Install a new O-ring onto the charging valve.
Lubricate the O-ring with clean Hydrair II oil.
8. Install the charging valve onto the suspension.
Ensure all personnel are clear and support Tighten valve body (6, Figure 4-3) to 23 Nm (17
blocks are secure before relieving nitrogen pres- ft lb).
sure from the suspension. Use a face mask or
goggles when venting nitrogen.

has a bleeder groove in its mounting threads,
but for safety of all personnel, the valve body
MUST NOT be loosened until ALL nitrogen
pressure has been vented from the suspension.
3. Depress the charging valve core to release
nitrogen pressure has been vented to atmo-
sphere, loosen and remove the fill plug. The
suspension should have collapsed slowly as
gas pressure was released. Truck weight is now
supported by the support blocks.
4. Adjust oiling support blocks (2, Figure 4-5) to
obtain the oiling height dimension shown in
Table 3.
NOTE: Use a plastic tube to help bleed off trapped
air inside the piston.
5. Remove vent plug (2, Figure 4-6), pressure
sensor (3), and charging valve (4). Use one of
the open ports to fill the suspension with clean
HYDRAIR® Oil (with 6% friction modifier). Fill FIGURE 4-6. REAR SUSPENSION
until clean oil seeps from the open ports. Use
drip pans should be used and all spillage 1. Main Frame 4. Charging Valve /
cleaned from the outside of the suspension. 2. Vent Plug / Fill Port Fill Port
Allow the suspension to settle for at least 15 3. Pressure Sensor / 5. Rear Axle Housing
minutes to clear any trapped nitrogen and bub- Fill Port
bles from the oil. Add more suspension oil if
necessary.
NOTE: The rear suspension holds approximately
51.1 l (13.5 gal) of oil.

Rear Suspension Nitrogen Charging 3. Install HYDRAIR ® Charging Kit and a bottle of
(Rod Down Only) pure dry nitrogen. Refer to Installation of Charg-
ing Kit.
4. Charge the suspensions with nitrogen gas to 38
mm (1.5 in.) greater than the charging height
listed in Table 3.
Lifting equipment (overhead or mobile cranes, or 5. Remove the oiling charging blocks.
hydraulic jacks) must be of sufficient capacity to
lift the truck weight. Be certain that all personnel
are clear of lift area before lift is started. Clear-
ances under the truck may be suddenly reduced.

may lower suddenly.
6. Slowly release gas until the suspensions match

Ensure the automatic apply circuit has not
the charging height listed in Table 3.
applied the service brakes during truck mainte-
nance. If the front brakes are applied during rear 7. Close inlet valve (4, Figure 4-1). Leave outlet
suspension charging, the axle cannot pivot for valves (3) open for five minutes in order to allow
frame raising / lowering, and the rear suspension the pressures in the suspensions to equalize.
may be unable to move up or down. 8. Ensure both of the suspension cylinders are
extended the same distance ± 10 mm (0.39 in.).
If the difference in the extension from side to
1. If removed, install charging valve with new O- side exceeds 10 mm (0.39 in.), check the front
ring (9, Figure 4-3). Lubricate the O-ring with suspensions for equal extension. Adjust the
clean HYDRAIR®oil. front as necessary.
2. Tighten valve body (large hex, 6) to 23 Nm (17
ft lb) torque. The valve swivel nut (small hex, 4)
must be unseated by turning counterclockwise NOTE: A low left front suspension will cause the right
three full turns. rear suspension to be high. A low right front
suspension will cause the left rear suspension to be
high.
9. Close outlet valves (3) and remove charging kit
components. Refer to Removal of Charging Kit.
Dry nitrogen is the only gas approved for use in 10. If the charging valve is being reused, tighten
HYDRAIR ®II suspensions. Charging of these swivel nut (4, Figure 4-3) to 6 N·m (50 in. lbs)
components with oxygen or other gases may torque. Install valve cap (1) and tighten finger
result in an explosion which could cause fatali- tight.
ties, serious injuries and/or major property dam-
age. Use only nitrogen gas meeting the If a new charging valve is being used, tighten
specifications shown in chart (Figure 4-7). swivel nut to 15 N·m (11 ft lbs) torque, then
loosen and retighten the swivel nut to 15 N·m
(11 ft lbs) torque. Again, loosen the swivel nut
and retighten to 6 N·m (50 in. lbs) torque.
Replace valve cap (1) and tighten finger tight.

11. Install the protective guard over the charging The rear HYDRAIR® suspensions are now ready for
valves. Install the hose clamps with the rubber operation. Visually check piston extension both with
covers over the suspension housings. the truck loaded and empty. Record the extension
Any time the suspensions are recharged, the calibra- dimensions. Maximum downward travel is indicated
tion of the Payload Meter system is affected. Refer to by the dirt ring at the base of the piston rod. Operator
the Payload Meter III ™ section and perform a comments on steering response and suspension
“Clean Truck Tare”. This will ensure accurate payload rebound should also be noted.
records.

OIL AND NITROGEN SPECIFICATIONS CHART
HYDRAIR ® II OIL SPECIFICATIONS

Ambient Temperature Part No. Approved Sources
Range
VJ3911 Mobil 424 Sunfleet TH Universal Tractor Fluid
(need to add Mobil DTE 15M Chevron Tractor Hydraulic Fluid-
6% of Texaco TDH Oil Conoco Power Tran III Fluid
-30°F & above AK3761) AMOCO ULTIMATE Motor Oil Petro Canada Duratran Fluid
(-34.5°C & above) 5W-30 Shell Canada Donax TDL
AK4063 Suspension Oil (premixed with 5 Gallon container
AK4064 6% Friction Modifier) 55 Gallon container
VJ5925 Emery 2811, SG-CD, Petro Canada Super Arctic Motor
(need to add 5W-30 Oil, 0W-30
6% of Mobil Delvac I, 5W-40 Conoco High Performance
-55°F & above AK3761) Synthetic Motor Oil, 5W-30
(-48.5°C & above) AK4065 Suspension Oil (premixed with 5 Gallon container
AK4066 6% Friction Modifier) 55 Gallon container
NOTE: VJ3911 and VJ5925 oils are not compatible and must not be mixed in a suspension.VJ3911 and VJ5925
oils are supplied in 5 gallon (19 Liter) cans.
FRICTION MODIFIER FRICTION MODIFIER Mixing Instructions

(94% Suspension oil, 6% Friction Modifier)
Part Number Suspension Oil Amount of Friction Modifier to add
AK3761 1 gallon of suspension oil add 7.7 oz.
(5 Gallon container of 5 gallons of suspension oil add 38.4 oz.
100% Friction Modifier)
55 gallons of suspension oil add 3.3 gal.
NITROGEN GAS (N2)SPECIFICATIONS

Property Value
®
Nitrogen gas used in HYDRAIR II Nitrogen 99.9% Minimum
Suspension Cylinders must meet or
Water 32 PPM Maximum
exceed CGA specification G-10.1 for
Type 1, Grade F Nitrogen Gas Dew Point -68°F (-55°C) Maximum
Oxygen 0.1% Maximum
FIGURE 4-7. SPECIFICATIONS CHART

SECTION J
BRAKE CIRCUIT
INDEX
BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-1
BRAKE CIRCUIT CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1
WHEEL SPEED FRONT DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
ARMATURE SPEED REAR DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-1
J01038 Index J1-1

NOTES:
J1-2 Index J01038

SECTION J2
BRAKE CIRCUIT
INDEX
BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J2-3
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
SERVICE BRAKE CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
SECONDARY BRAKING AND AUTOMATIC APPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J2-5
PARKING BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5
Normal Operation (key switch on, engine running) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5
BRAKE LOCK CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6
WARNING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6
J02037 11/11 Brake Circuit J2-1

NOTES:
J2-2 Brake Circuit 11/11 J02037

BRAKE CIRCUIT
OPERATION The remainder of the system, including the brake
manifold, circuit accumulators, and electrical compo-
The 830E truck is equipped with hydraulic actuated
nents, are located in a weatherproof cabinet behind
disc brakes. The front brakes have three calipers
the cab. This cabinet is accessible for diagnostic and
applying braking effort to a single disc on each
service work.
wheel. The rear brakes have two (armature-speed)
discs with one caliper per disc. Each rear caliper also The brake manifold contains dual circuit isolation
contains an integrated parking brake piston. check valves, accumulator bleed down valves, and
valves for brake lock, park brake and automatic apply
The fundamental function of the brake system is to
functions. All of these components are screw-in car-
provide an operator the control he needs to stop the
tridge type valves.
truck in either a slow modulating fashion or in as
short a distance as reasonably possible. In the 830E truck, there are two independent means
of brake actuation, the service brake pedal and brake
Outlined below are the functions that are necessary
lock switch.
for safe truck operation:
1. Warn the operator as soon as practical of a seri- SERVICE BRAKE CIRCUIT OPERATION
ous or potentially serious loss of brake pressure
This portion of the system provides the operator the
so proper action can be taken to stop the truck
precise control he needs to modulate (feather) brake
before the secondary system is exhausted of
pressure to slowly stop the truck or develop full brake
power.
effort to stop as quickly as possible. The heart of this
2. Provide secondary brake circuits such that any circuit is the treadle operated dual circuit brake valve.
single failure leaves the truck with sufficient This valve enables the operator to control the rela-
stopping power. tively high pressure energy within the brake accumu-
3. Automatically apply service brakes if low pres- lators directly to the brakes. The only element
sure warnings are ignored and pressures con- between the operators foot and the actual brake fluid
tinue to decrease. is the dual circuit treadle valve.
4. Wheel brake lock to relieve the operator from As the pedal is depressed, each valve within the dual
holding the brake pedal while at the dump or circuit treadle valve simultaneously delivers fluid from
shovel. its respective accumulator to the wheel brakes at a
5. Spring applied park brake for holding, not stop- pressure proportional to both pedal position and
ping, the truck during periods other than loading force. The further the pedal is depressed, the higher
or dumping. the brake force, giving a very positive feel of control.
6. Brake system that is easy to diagnose and per- Brake accumulators have two functions; storing
form necessary service. energy for reserve braking in the event of a failure
and, provide rapid oil flow for good brake response.
Depression of the brake pedal actuates the stop light
The following brake circuit description should be pressure switch, which in turn actuates stop and ser-
used in conjunction with the hydraulic brake system vice brake indicator lights and propulsion interlock.
schematic, refer to Section "R". The stop light switch (12, Figure 2-1) is located on
The brake system consists of two major valve com- the junction block (10) inside the brake cabinet.
ponents; the dual circuit treadle valve (heart of the
system) and brake manifold. The dual circuit treadle
valve is the only component located in the operator's
cab.

FIGURE 2-1. HYDRAULIC BRAKE CABINET
1. Rear Brake Accumulator 11. BF & BR Test Port 19. Automatic Apply Valve
2. Charging Valve (Front & Rear Brake) 20. Bleed Down Valve
3. Front Brake Accumulator 12. Stop Light Switch (Rear Brake Accumulator)
4. Park Brake Pressure Reducer Valve 13. Brake Lock Shuttle Valve 21. Brake Manifold
5. Hoist Pilot Valve 14. Brake Lock Pressure 22. Low Brake Accumulator Pres-
6. Hoist Pilot Manifold Reducing Valve sure Switch
7. Hoist-Up Limit Solenoid 15. Brake Lock Solenoid 23. Park Brake Pressure Switch
8. Pilot Operated Check Valve 16. Park Brake Solenoid 24. Brake Warning Delay Timer
9. Brake Lock Degradation 17. Bleed Down Valve 25. Brake Warning Light Relay
Pressure Switch (Front Brake Accumulator) 26. Park Brake Test Port
10. Junction Block 18. Accumulator Test Port 27. Pressure Sensor (Komtrax)

SECONDARY BRAKING AND Normal Operation (key switch on, engine run-
AUTOMATIC APPLY ning)
A fundamental function of the brake system is to pro- • Directional Control Lever in Park Position
vide reserve braking in the event of any single failure. The parking brake solenoid (16) is de-energized.
For this reason, the system is divided into multiple The oil pressure in the parking brake lines return
circuits, each with its own isolation check valve, to tank and the springs in the parking brake will
accumulator, and circuit regulator. The secondary apply the brake. The parking brake pressure
system becomes whatever circuit(s) is operable after switch (23) will close at 8618 kPa (1250 psi),
completing a path to ground, and illuminating the
a failure. If the failure is a jammed treadle valve, then
parking brake light on the instrument panel.
the brake lock becomes the secondary system, oth-
erwise, either of the two brake circuits would be the • Directional Control Lever Not in Park Position
secondary system. The parking brake solenoid is energized. The
pressure oil is routed from the park brake
The brake accumulators (1 & 3, Figure 2-1), (as solenoid, to the parking brake pressure regulator
described under service brake circuit) perform two (4) (reducer), then to the park brake pistons for
functions; rapid flow for good response and store release. The parking brake circuit is protected
energy for secondary braking. The circuit check against accidental apply by monitoring a wheel
valve assures this energy is retained should a failure motor speed sensor. The park brake with not
occur in brake system supply or an accumulator cir- apply until the truck is virtually stopped. This
cuit. eliminates brake pad damage.
• If the key switch is turned OFF (directional
If a failure occurs in the pump, steering or either
control lever in PARK), the park brake will not
brake accumulator circuit, a low brake pressure apply until vehicle speed is less than 1/3 MPH,
warning light (on the instrument panel) and an audi- due to the monitoring of the wheel motor speed.
ble alarm (in the cab) will actuate and the vehicle
should be stopped as soon as practical. When the • If loss of hydraulic supply pressure occurs, with
pressure in one accumulator circuit is less than the the directional control lever not in PARK, the
parking brake solenoid will still be energized. The
preset level, all the service brakes will be automati-
hydraulic supply circuit is still open to the parking
cally applied. Automatic brake application is accom- brake pistons. A check valve in the park brake
plished by the "Automatic Apply Valve" (PS1, 19), hydraulic supply circuit traps the oil, holding the
located in the brake manifold. This valve senses the parking brake in the release position.
lower brake accumulator pressure, and when the
pressure is less than 14 479 ± 520 kPa (2100 ± 75 NOTE: Normal internal leakage in the parking brake
psi), the valve shifts, operating the brake treadle solenoid and the pressure reducing valve may allow
valve and applying all the brakes full on. leakage of the trapped oil to return back to tank, and
eventually allow park brake application.
Regardless of the nature of location of a failure,
sensing the lowest brake accumulator circuit pres-
sure assures two to four full brake applications after • If 24 volt power to the solenoid is interrupted, the
the low brake warning light and buzzer, and before park brake will apply at any vehicle speed. The
automatic apply. This allows the operator the oppor- spring in the solenoid will cause it to shift,
tunity to safely stop the truck after the warning has opening a path for the oil pressure in the park
turned on. brake line to return to tank and the springs in the
parking brake will apply the brake. The parking
brake pressure switch (23) will close, completing
a path to ground, and illuminating the parking
PARKING BRAKE CIRCUIT brake light on the instrument panel.
The parking brake is spring applied and hydraulically
released.
NOTE: Whenever the park brake solenoid is de-
energized, a spring in the solenoid valve will shift the
spool to the position to allow the park brake to be
applied.

BRAKE LOCK CIRCUIT • Brake Lock Degradation Switch (9, Figure 2-1)
Located on the junction block (10) in the brake
The primary function of the brake lock is to provide a cabinet. When the brake lock switch is turned
means for the operator to hold the vehicle while at ON, the brake warning light relay is energized.
the shovel or dump. The brake lock only applies the This switches the electrical connection to the low
rear service brakes. It may also provide a second brake lock pressure switch circuit. If the brake
means to stop the truck in the event the primary lock apply pressure is less than 6900 kPa (1000
means (treadle valve) malfunctions. psi), a path to ground will be completed and the
low brake pressure light and buzzer will turn on.
By turning on the dash mounted toggle switch, a
solenoid valve (15, Figure 2-1) and pressure reduc- NOTE: This switch (9) and pressure sensor (27) can
ing valve (PR2, 14) will apply unmodulated pressure be located in either port, and the operation will be the
oil at 10343 ± 517 kPa (1500 ± 75 psi) to fully actuate same. If pressure sensor (27) is in the location
the rear brakes. A shuttle valve (13) in the rear brake shown in Figure 2-1, there may be more clearance
line provides the independence from the brake trea- for the wires around other components.
dle valve for brake application.
• Brake Warning Relay (25)

Located in the brake cabinet. When the brake
WARNING CIRCUIT lock switch is turned ON, the brake warning light
The brake warning circuit is equipped with a low relay is energized. This switches the electrical
brake pressure warning light (on the overhead panel) connection to include the low brake lock pressure
switch. When the brake lock switch is turned
and an audible alarm (in the cab) to alert the operator
OFF, the relay is de-energized and switches the
of low brake pressures. Several electrical sensors, a connection away from the low brake lock apply
relay and delay timer are used to detect brake sys- pressure switch.
tem problems.
• Pressure Sensor, system supply pressure
Located below the bleed down manifold on a tee
fitting is the low steering pressure switch. When
system supply pressure drops below 15860 kPa
(2300 psi), the low steering pressure light, low
brake pressure light and buzzer will turn on.
• Pressure Sensor, low accumulator pressure
(22)
Located on the brake manifold. When the
accumulator with the lower hydraulic pressure
falls below 15860 kPa (2300 psi), the low brake
pressure light and buzzer will turn on.

FIGURE 2-2. BRAKE VALVE
(FULL CUT-AWAY)
1. Actuator Cap
2. Adjustment Collar
3. Actuator Base
4. Actuator Plunger
5. Wiper Seal
6. Poly-Pak Seal Assembly
7. Valve Body
8. Glyde Ring Assembly
9. Plunger Return Spring
10. Regulator Springs (B1)
11. Regulator Springs (B2)
12. Spring Seat
(B2 Parts 13-16)
(Front Brake)
13. Spool Return Spring
14. Regulator Spool
15. Regulator Sleeve
16. Reaction Plunger
(B1 Parts 17-20)

(Rear Brake)
17. Spool Return Spring
18. Regulator Spool
19. Regulator Sleeve
20. Reaction Plunger
21. Retainer Plug
22. Base Plate
A. Adjustment Collar
Contact Area
B. PX Port
C. Automatic Apply Piston Area
D. Tank Port
E. Orfice
F. Brake Apply Port
G. Reactionary Pressure Area
H. Supply Port

(PARTIAL CUT-AWAY)
1. Actuator Base
2. Brake Valve
3. Orfice Set-Screw

SECTION J3
BRAKE CIRCUIT COMPONENT SERVICE
INDEX
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
BRAKE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Rebuild Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-5
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-7
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-9
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9
Actuator Base Threaded Inserts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-9
Boot and Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9
Valve Body Seal Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-10
Regulator Sleeve O-Ring Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-10
Actuator Plunger O-ring Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11
Assembly of Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11
VALVE BENCH TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-13
Test Set Up Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14
Brake Valve Output Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14
Final Test and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-15
Installation Of Brake Pedal Actuator Assembly to Brake Valve . . . . . . . . . . . . . . . . . . . . . . . .J3-16
BRAKE ASSEMBLIES WITH INTEGRAL MOUNTED ELECTRONIC RETARD PEDAL (Dual Function
Pedal) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-18
Installation of Retard Pedal To Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-18
J03034 7/08 Brake Circuit Component Service J3-1

HYDRAULIC BRAKE ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Brake Accumulator Bleed Down Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21
Charging Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-23
BRAKE MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25
Cleaning and Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-26
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-26
J3-2 Brake Circuit Component Service 7/08 J03034

BRAKE CIRCUIT COMPONENT SERVICE
BRAKE VALVE
The brake valve is a pressure modulating valve,
actuated mechanically (brake pedal) or hydraulically
through the automatic apply valve (12, Figure 3-1).
The Brake Valve independently controls the pressure
delivered to the front and rear service brake assem-
blies. Apply pressure can be modulated from zero to
maximum braking effort by use of the foot pedal.
Rebuild Criteria
If any one of the following conditions exist, the brake
valve should be removed and repaired:
• Excessive cam rock in pedal actuator.
• Any sign of external leakage.
• Internal leakage at the tank port must be less
than 100 cc/minute with the valve in the released
position and system pressure supplied to the
"P1" and "P2" inlet ports.
• Tank port leakage must be less than 250 cc/
minute with valve pilot or manual applied at 20
685 kPa (3,000 psi) system pressure.
• Failure of the pedal to return to full release
position.
• Valve holds pressure when in the neutral
position.
• Varying output pressure with the pedal fully
depressed.
Removal
If the Brake Valve is to be removed from the vehicle
for repair or adjustment, additional equipment will be
required as outlined in disassembly, assembly. FIGURE 3-1. ACCUMULATORS AND BRAKE
NOTE: Minor repairs and service adjustment may not MANIFOLD
require the removal of the brake valve. 1. Rear Brake Accumulator
2. Charging Valve
3. Front Brake Accumulator
4. Charging Valve
5. Brake Lock Shuttle Valve
Before disconnecting pressure lines, replacing 6. Brake Lock Pressure Reducing Valve (PR1)
components in the hydraulic circuits, or install- 7. Park Brake Reducing Valve (PR2)
ing test gauges, always bleed down hydraulic 8. Brake Lock Solenoid
steering and brake accumulators. The steering 9. Park Brake Solenoid
accumulators can be bled down with engine shut 10. Park Brake Test Port
down, turning the key switch OFF and waiting 90 11. Bleed Down Valve (Front Brake Accumulator)
seconds. Confirm the steering pressure is 12. Automatic Apply Valve
released by turning the steering wheel - No front 13. Bleed Down Valve (Rear Brake Accumulator)
wheel movement should occur. Open bleed down 14. Accumulator Test Port (LAP1)
valves (10 & 12, Figure 3-1) located on the brake 15. Brake Manifold
manifold and allow both accumulators to bleed 16. Low Brake Accumulator Pressure Switch
down. 17. Park Brake Pressure Switch

3. Remove access panel in front of operator's cab.
4. Tag and remove all hydraulic lines from brake
valve. Plug lines and ports to prevent possible
contamination. Remove all valve fittings.
Before disabling brake circuit, be sure truck 5. If equipped, remove retard pedal that is located
wheels are blocked to prevent possible roll-away. on brake pedal.
1. Securely block the wheels to prevent possible
roll-away.
2. Turn key switch OFF and allow 90 seconds for
steering system accumulators to bleed down.
Open valves (11 & 13, Figure 3-1) to bleed
down both brake accumulators.
FIGURE 3-2. SINGLE PEDAL BRAKE VALVE ASSEMBLY

1. Brake Valve 4. Bushings 7. Brake Pedal Actuator 10. Set Screw
2. Retainer Clip 5. Shims 8. Spring Assembly 11. Pedal Return Stop
3. Pivot Shaft 6. Foot Pad 9. Jam Nut

6. In the cab at the brake valve, remove cap NOTE: For best performance, charge the
screws and lockwashers securing the brake accumulators in the temperature conditions the
valve assembly to the mounting structure. vehicle is expected to operate in. During the
7. Slide brake valve downward and remove from precharge, allow temperature of the nitrogen gas to
cab. come into equilibrium with the ambient temperature.
8. Move brake valve assembly to a clean work 5. Close both accumulator bleed down valves
area for disassembly. after precharge is complete.
NOTE: To prevent excess oil from coming in contact
with the brake assemblies during the brake bleeding
Installation procedure, attach a hose to the bleeder screw. Direct
the hose into a container.
1. Move the brake valve assembly into position
and secure in place with cap screws and lock-
washers. Tighten cap screws to standard 6. Start the engine and bleed air from brake lines
torque. and brakes. Actuate the brake lock switch and
2. Remove plugs from brake valve assembly and open the uppermost bleeder screw on all rear
hydraulic lines. Install fittings and connect lines brake assemblies until a steady stream of oil
to brake valve assembly and tighten. appears. Close bleeder screw.
NOTE: Prior to checking the brake valve operation, 7. Release the brake lock switch and bleed the
the steering system must have the proper nitrogen remaining front brakes in the same manner by
precharge in the steering accumulators (refer to depressing the brake pedal. Check for fluid
Section L, "Hydraulic System" for steering leaks at the brake valve.
accumulator precharge procedure). In addition, the
brake system lines must be bled of air and the brake
accumulators must also be precharged with nitrogen
(refer to brake accumulator precharge procedures,
this section).
3. If equipped, install electronic retard pedal to
brake pedal (Figure 3-3).
4. With the engine shut down and key switch OFF,
open both brake accumulator bleed down
valves. Precharge both accumulators.

FIGURE 3-3. BRAKE VALVE WITH RETARD PEDAL
1. Brake Valve 7. Nylon Bearing 12. Pedal Structure 17. Brake Pedal Actuator
2. Retainer Clip 8. Pivot Shaft 13. Pad 18. Spring Pivot (Lower)
3. Pivot Shaft 9. Place 0.010 in. Shim 14. Nut 19. Spring
4. Bushings Here 15. Cap Screw 20. Spring Pivot (Top)
5. Shims 10. Jam Nut 16. Electronic Retard Pedal 21. Set Screw
6. Retainer Clip 11. Cap Screw Assembly 22. Jam Nut

DISASSEMBLY NOTE: During removal of pivot shaft (3), observe and
record location of shims (5) so they can be installed
NOTE: If equipped with, and not already removed,
in the same location during assembly.
remove electronic retard pedal (16, Figure 3-3) from
brake pedal by removing pivot shaft (8). The rebuild 5. Remove the four button head allen screws (3,
and adjustment procedures for the brake valve (1) Figure 3-4) securing the boot retainer plate (4).
are the same, whether or not the brake pedal has the 6. Remove the boot retainer plate (4), boot (2),
retard pedal assembly attached to it. and actuator cap (1) as an assembly by grasp-
ing the boot and gently lifting from the valve
NOTE: During disassembly, precision machined
body.
parts should be ink marked or tagged to ensure
proper reassembly and minimize adjustment time. All 7. Remove cap screws (31, Figure 3-5) and plate
items must be placed back into the bores from which (30).
they were removed. 8. Remove and discard the O-ring (22) and face
1. Match mark each section of the brake valve seal (23).
prior to disassembly. 9. Loosen plunger locknuts (2). Loosen the socket
2. Drain all oil from all ports of the valve by rotating head cap screw from the adjustment collars (1).
the valve over a suitable container. 10. Unscrew and remove the adjustment collars.
3. Secure brake valve in upright position in a vice. 11. Remove the two socket head cap screws (5,
4. Remove the brake pedal actuator (7, Figure 3- Figure 3-4) that retain the actuator base (6) to
2) by removing the retaining clips (2), then the valve body.
remove the pivot shaft (3) with a punch and 12. Remove the actuator base from the valve body.
hammer.
13. Remove controller from vice.
14. Remove the four cap screws (29, Figure 3-5)
and washers (28) from the base of the valve.
15. Remove base plate (27).
16. With the valve upright, retaining plug (26)
should fall out. If the plug does not fall out,
lightly tap to dislodge the plug.
NOTE: The spools (8), reaction plungers (16, 17) and
spool return springs (15) may fall out at this time.
Keep parts separate so they may be installed in the
same bores from which they were removed. The "B1"
reaction plunger (16) is larger than the "B2" reaction
plunger (17).
17. Remove and discard the O-ring (25) from the
counterbore in the base of the valve body.
18. With the controller upright on the work bench,
hold the valve with one hand and push the "B1"
actuator plunger (2) down with the other hand
until the regulator sleeve (14) becomes loose.
19. Repeat the above procedure to loosen the "B2"
regulator sleeve.
20. Turn the valve on its side on the work bench
and remove both regulator sleeves (14) from
FIGURE 3-4. ACTUATOR CAP & BOOT
the valve body.
1. Actuator Cap 5. Cap Screw
2. Boot 6. Actuator Base
3. Cap Screw 7. Threaded Insert
4. Retainer Plate

1. Adjustment Collar 9. Back-up Ring 17. Reaction Plunger (B2) 25. O-Ring
2. Actuator Plunger 10. O-Ring 18. Wiper Seal 26. Retaining Plug
3. Glyde Ring Assembly 11. Back-up Ring 19. Back-up Ring 27. Base Plate
4. Plunger Return Spring 12. O-Ring 20. Poly-Pak Seal 28. Washer
5. Regulator Springs 13. O-Ring 21. Valve Body 29. Cap Screw
6. Regulator Springs 14. Regulator Sleeve 22. O-Ring 30. Plate
7. Spring Seats 15. Spool Return Spring 23. Face Seals 31. Cap Screw
8. Regulator Spool 16. Reaction Plunger (B1) 24. Set Screw Orifice Plug

NOTE: Throughout the following steps, it is important 4. Inspect each spring carefully for cracks or
to keep the circuits and circuit components identified breaks. Any spring with a crack or break must
as to which side of the unit they came from. For a be replaced. Also, if the valve was not reaching
given circuit, all the components have a tolerance proper regulated pressure, replace all regulator
stack which could vary. Keep the "B1" and "B2" parts springs.
separate. Springs (5 & 6) are also different in "B1" 5. Inspect the threaded inserts (7, Figure 3-4) in
and "B2" bores. the actuator base. If any of the threads are
21. Remove the regulator spools (8), reaction damaged, the inserts must be replaced.
plungers (16, 17) and spool return springs (15) 6. Lubricate all parts with a thin coat of clean type
from the regulator sleeves (14). C-4 hydraulic oil. Take care to keep compo-
22. Remove the plunger return springs (4), regula- nents protected from contamination.
tor springs (5 & 6), and spring seats (7) from the
valve body. ASSEMBLY
23. Remove the actuator plungers (2) by pushing Actuator Base Threaded Inserts
down (toward the bottom of the valve) on the 1. If any inserts (7, Figure 3-4) were removed from
actuator plunger with your hand until the actua- the actuator base (6), position the actuator base
tor plunger slides out. upside down on the work bench and support
24. Remove the glyde ring assembly (3) from the directly under each of the four floor mounting
actuator plunger. holes.
25. Remove the O-rings (10, 12 & 13) and teflon 2. Install the threaded inserts into the actuator
back-up rings (9 & 11) from the regulator base by tapping lightly with a small hammer
sleeves and discard. until the insert flanges become flush with the
actuator base. Be sure the base is supported to
26. Remove the wiper seals (18), poly-pak seals avoid breaking the base.
(20), and the orange back-up rings (19) from
the actuator section of the valve and discard. 3. Thoroughly clean the actuator base and set
aside.
Boot and Cap

1. Examine the boot (2, Figure 3-4) for any cracks,
1. Clean all metal parts with solvent and air dry. tears, or other damage. If damage is evident,
2. Inspect the plunger (2, Figure 3-5) for wear on the boot must be replaced To replace the boot,
the sides where it moves through the seals. If follow the procedure below.
axial grooves are seen or if any wear is appar- 2. Remove the boot from the actuator cap (1) and
ent, replace the plunger. Plungers with diameter discard the old boot. Thoroughly clean the sides
worn below 18.974 mm (0.747 in.) must be of the cap by scraping the lip where the cap
replaced. contacts the boot. Use a knife or suitable
3. Place the regulating spool (8) into its sleeve scraper. Clean thoroughly to remove all residual
(14). Push the spool lightly through the sleeve. adhesive or particles of the old boot.
The spool must be able to move freely and 3. Apply a thin bead of Loctite Prism 410 onto the
smoothly the entire length of the sleeve. If it upper sides of the cap. Apply the bead to the
cannot, it must be replaced. Never replace just two long sides only. Do not apply it to the
the spool or sleeve. They must be replaced as a rounded ends, these must not be sealed to
matched set. allow the boot to breathe.
4. Carefully position the cap into the new boot
groove wiping off the excess glue.
5. Position the boot such that it conforms to the
contour of the cap, then set aside. Adhesive
requires about 30 minutes to cure.

FIGURE 3-7. SLEEVE SEAL PLACEMENT
1. Back-Up Ring 4. Back-Up Ring
2. O-Ring 5. O-Ring
3. Regulator Sleeve 6. O-Ring
Regulator Sleeve O-Ring Installation

FIGURE 3-6. VALVE BODY SEAL INSTALLATION
1. Install O-ring (2, Figure 3-7) onto the smallest
1. Actuator Plunger 4. Back-Up Ring
groove (on the top) of the regulator sleeve (3).
2. Valve Body 5. Wiper Seal
Install O-ring (5) onto the middle groove on the
3. Poly-Pak Seal 6. Actuator Base
regulator sleeve. Install O-ring (6) onto the larg-
est groove (on the bottom) on the regulator
sleeve.
Valve Body Seal Installation 2. Install a split nylon back-up ring (4) onto each
1. Install the poly-pak seal (3, Figure 3-6) in the side of O-ring (5) located in the middle of the
seal groove first. Position the seal in the groove regulator sleeve.
so that the internal O-ring inside the poly-pak 3. Install one split nylon back-up ring behind the
seal is facing down toward the bottom of the O-ring (2) located at the top end of the sleeve.
valve. This O-ring is the smallest of the three O-rings.
2. Make sure the internal O-ring is still seated Position the back-up ring so that it is next to the
inside the poly-pak seal (3) and did not get dis- top of the regulator sleeve. The top of the
lodged during installation. Position the poly-pak sleeve is the end with the smallest O.D.
seal to the bottom of the groove. 4. Repeat Steps 1-3 for the second regulator
3. Install the orange back-up ring (4) on top of the sleeve.
poly-pak seal. Start by hand and then continue
to work into the groove either by hand or by
using an O-ring installation tool.
4. Install the wiper seal (5) in the top counterbore.
Position the seal in the groove so that the regis-
ter lip is facing up toward the actuator.
5. Repeat Steps 1- 4 for the second bore.

Actuator Plunger O-ring Installation 5. Lightly lubricate the regulator spool (8).
1. Install an O-ring (3, Figure 3-5) into the O-ring 6. Install the regulator spool into the regulator
groove located at the large diameter end of the sleeve (14). The spherical end of the spool
actuation plunger (2). should be at the top of the regulator sleeve. The
top of the sleeve is the end with the smallest
2. Install a split Glyde ring over the O-ring. (Twist
O.D.
and squeeze the split Glyde ring into a small cir-
cle before installing to insure a tight fit over the
O-ring).
Assembly of Valve
NOTE: Start with either side (circuit) of the valve and
build that side complete through Step 4 before
starting on the other side (circuit). Be careful to
assemble components into the circuit from which
they were removed.
1. Lightly lubricate the actuation plunger Glyde

ring (3, Figure 3-5).
2. Install the "B1" actuation plunger (2) into the
"B1" circuit. Be careful not to damage or cut the FIGURE 3-8. GLYDE RING INSTALLATION
Glyde ring during installation. Observe the 1. Actuator Plunger 3. Glyde Ring
Glyde ring assembly through the tank port as 2. Valve Body 4. Sharp Edges
the plunger is being installed. (Refer to Figure
3-8) It may be necessary to work the Glyde NOTE: Check to insure that the spool will slide
rings past the sharp edge in the body to prevent smoothly and freely. Replace the entire sleeve
damage to the seal. Make sure the actuation assembly and spool, if the spool does not slide
plunger is completely seated and bottomed. smoothly and freely.
3. Repeat Steps 1 through 4 for the "B2" actuation
plunger. 7. Remove spool from sleeve before installing
4. Install the plunger return spring (4, Figure 3-5), sleeve into body.
regulator springs (5 & 6) and spring seat (7) into 8. Lightly lubricate the O-rings (10, 12, & 13) on
the appropriate circuit. If spring seat does not the regulator sleeve.
seat correctly on top of the control spring, lightly
shake the valve to correctly position the spring 9. Install the regulator sleeve assembly into the
seat. correct circuit in the valve. Make sure the spring
seat is correctly seated in the regulator spring
before installing the regulator sleeve assembly.
Push sleeve into bore until sleeve retaining
flange at the base of sleeve contacts the valve
body.

10. Install the spool return spring (15) into spool (8). 16. Install the base plate (27) on top of the retainer
plug. Tighten the four allen screws (29) evenly,
11. Insert reaction plunger (16 or 17) into regulator
alternating diagonally, to evenly seat the regula-
spool.
tor sleeve assembly. Tighten to 15.8 - 16.9 N·m
12. Install regulator spool (8) into regulator sleeve (140 - 150 in. lbs) torque.
(14).
17. Using a new O-ring (22, Figure 3-5) and seal
13. Repeat Steps 4 through 12 for the second cir- (28), install plate (30) on valve body.
cuit.
18. Install the actuator base (6, Figure 3-4) on top of
14. Lightly lubricate the large retainer plate O-ring the valve. Make sure to position properly for
(25) and install into the counter bore in the bot- correct port direction. Tighten the two socket
tom end of the valve. head cap screws (5) and tighten to 20.3 - 21.5
15. Install the retainer plug (26) into the counter N·m (180 - 190 in. lbs) torque.
bore on the bottom of the valve. Make sure 19. Screw the adjustment collars (1, Figure 3-5)
steps on the retainer plug are facing the counter onto the top of the actuation plungers. Screw all
bore or toward the top of the valve. the way down until they bottom on the threads.

VALVE BENCH TEST AND ADJUSTMENT • Hose fittings for valve ports:
Port PX is 7/16 in. - 4 SAE.
The following parts and test equipment will be
Ports P1, P2, B1 and B2 are 3/4 in. - 8 SAE.
required to completely bench test and adjust the dual
Port T is 1 1/16 in. - 12 SAE.
control treadle valve. Differential pressure switch
operation can also be tested. • Ohmmeter
• Pressure gauges (3), 0-to-24 132 kPa (3,500 NOTE: It is possible to check the pressures with the
psi). brake valve installed and connected to the vehicle.
Remove the brake pedal assembly and actuator cap
• Hydraulic pressure supply, regulated to 22 064
kPa (3,200 psi). and boot assembly to adjust individual brake circuit
pressures.
• Hydraulic test stand, Refer to Figure 3-9.
FIGURE 3-9. TEST BENCH SET UP
1. Motor 5. Needle Valve 9. Simulated Brake Volume

2. Pump 6. Brake Valve 10. Rear Brake Pressure Gauge
3. System Pressure Gauge 7. Front Brake Pressure Gauge 11. Relief Valve
4. Needle Valve 8. Shut Off Valves
NOTE: Shut off valves (8) for tests not requiring simulated brake loads, such as circuit tracking.
NOTE: B1 Cylinder must be capable of a 10 cubic inch maximum displacement.
NOTE: B2 Cylinder must be capable of a 20 cubic inch maximum displacement.

Test Set Up Procedure Brake Valve Output Pressure Adjustment
1. Position the valve in the fixture to allow plung- 1. Install the pedal pivot shaft pin in the actuator
ers to be activated by hand using a lever (refer base by itself without installing the pedal
to Figure 3-9). assembly.
2. Attach the pilot input supply pressure to the pilot 2. By taking a screw driver or pry bar and placing it
port labeled "PX" on the rear of the valve. under the pivot pin and on top of the threaded
3. Attach the main supply input pressure to the O- plunger assembly, each circuit can be actuated
ring ports on the rear of the valve labeled "P1" individually. Refer to Figure 3-9.
and "P2". 3. Gradually apply pressure on each circuit (one at
4. Attach the tank return line to the O-ring port a time) to check for leaks around the plunger.
labeled "T" on the rear of the valve. Make sure the adjustment collar is screwed all
the way down on the threads.
5. Attach the O-ring regulated output ports "B1"
and "B2" to the test lines. Pressure monitoring 4. "B1" Adjustment: Adjust the adjustment collar
devices in these two lines must be capable of up (counter-clockwise) starting with one turn
24 132 kPa (3,500 psi). Connect all ports. The increments until the output pressure at port "B1"
connections should be according to the diagram is 10 894 ± 517 kPa (1,580 ± 75 psi) with the
shown in Figure 3-9. All ports must be used and adjustment collar contacting the actuator base
connected. (fully actuated). Fine adjustment will require
turning the collar only in 1/8 turn increments.
5. "B2" Adjustment: Adjust the adjustment collar
up (counter-clockwise) starting with one turn
increments until the output pressure at "B2" is
All ports must be used. Relieve pressure before
20 685 -0/+1 034 kPa (3,000 -0/+150 psi) with
disconnecting hydraulic and other lines. Tighten
the adjustment collar contacting the actuator
all connections before applying pressure.
base (fully actuated). Fine adjustment will
Avoid spillage and contamination! Avoid contact
require turning the collar in 1/8 turn increments.
with hot oil if the machine has been operating.
The oil will be at very high pressure. 6. Tighten the setscrews in the adjustment collars
Hydraulic fluid escaping under pressure can to 2.8 - 3.4 N·m (25 - 30 in. lbs) torque. The
have sufficient force to enter a person's body by entire plunger may have to be rotated to get to
penetrating the skin and cause serious injury and the cap screws.
possibly death if proper medical treatment by a 7. Check pressures again after tightening the set
physician familiar with this injury is not received screws. If the pressures have moved out of
immediately. specified range, loosen the appropriate set
6. Start hydraulic pump and regulate output pres- screw and re-adjust.
sure to 22 064 kPa (3,200 psi) at pressure 8. Cycle each circuit 50 times using pilot apply.
gauge (3). Pressure gauges (7 & 10) should This is done by closing needle valve (5) and
read zero. opening needle valve (4). Read pressure on
7. Set pilot supply pressure on test stand to 22 gauges (7 & 10). Close valve (4) and open
064 kPa (3,200 psi) valve (5). The pressure gauges (7 & 10) should
indicate 0 pressure.
8. Return line pressure during this test is not to
exceed 34 kPa (5 psi).
9. Test the valve with ISO grade hydraulic oil at
49° ± 3° C (120° ± 10° F).

9. Recheck pressures after cycling. If they have 13. Ensure test stand pump is adjusted for 22 064
changed, re-adjust pressures. kPa (3,200 psi) or with engine running and
brake system supply pressure at or above 20
10. Shut down the test bench and relieve all
685 kPa (3,000 psi).
hydraulic pressure from the lines.
14. VERY SLOWLY depress brake pedal to check
circuit tracking. Rear brake pressure must begin
to rise before front brake pressure. Rear brake
pressure should be between 310 - 1413 kPa
Avoid spillage and contamination! Avoid contact (45 - 205 psi) when front brake pressure begins
with hot oil if the machine has been operating. to rise. If pressure is not correct, see “Installa-
The oil will be at very high pressure. tion of Brake Pedal Actuator Assembly to Brake
Valve” for details on how to adjust the circuit
Hydraulic fluid escaping under pressure can tracking.
have sufficient force to enter a person's body by 15. Depress the brake pedal as quickly as possible.
penetrating the skin and cause serious injury and Force feedback of pedal on foot should be
possibly death if proper medical treatment by a smooth with no abnormal noise or mechanical
physician familiar with this injury is not received roughness. The pressure on the output circuits
immediately. must reach the minimum pressure listed below
11. Remove hoses from valve and remove valve at port "B1" and port "B2" within 1.0 seconds.
from test stand. Refer to instructions below for Measurement of time begins the moment force
pedal actuator installation prior to final test. is applied to move the pedal.
 Rear Brake - "B1" ("BR" on truck): 10 894 ±
517 kPa (1,580 ± 75 psi)
Final Test and Adjustment  Front Brake - "B2" ("BF" on truck): 20 685 ±
The brake pedal actuator must be installed on the 1034 kPa (3,000 ± 150 psi)
brake valve body prior to final test and adjustment. 16. With "B1" and "B2" plugged into a strip chart
Refer to "Installation of Brake Pedal actuator to recorder, (if available) check the modulation by
Brake Valve" slowly applying pressure until the maximum
NOTE: The "Final Test and Adjustment" procedure pressure is reached. Make sure the pressure
can also be performed with the brake valve installed increase is smooth and no sticking of the spools
in the truck. To perform final test with brake valve is observed. Fully depress the pedal. Pressures
mounted in the truck, install valve per instructions in must remain within specification at "B1" and
"Installation". Install 24 132 kPa (3,500 psi) gauges "B2" for 20 seconds.
at the BF and BR diagnostic test connectors in the 17. Turn set screw (10, Figure 3-10) out (counter-
brake cabinet. Follow steps 18. - 29 below for final clockwise) so that set screw is not touching the
test. actuator cap. Apply Locktite® 242 to the adjust-
12. Reinstall brake valve (with actuator pedal ment screw prior to setting the deadband.
attached) on the test stand following steps 2 18. Set the deadband by placing a 0.25 mm (0.010
through 9 under "Test Setup Procedure". in.) thick shim at location (11) between the
pedal structure and return stop boss on pivot
structure.
19. Turn the set screw (10) in (clock-wise) just until
the set screw is touching the cap.
20. Continue turning the set screw clock-wise until
pressure begins to rise on one of the brake
apply pressure gauges.

21. Back-off the set screw 1/8 turn (counter-clock- Installation Of Brake Pedal Actuator Assembly to
wise). Brake Valve
22. Tighten the jam nut (9) and remove the shim 1. Install jam nut (9, Figure 3-10) and set screw
stock inserted in step 21. (10) to brake pedal actuator (7).
23. Fully stroke the brake pedal actuator to check 2. Insert nylon bushings (4) into brake pedal actu-
that output pressure at port "B1" and "B2" are ator.
within specifications. 3. Install one retaining clip (2) to one end of pivot
shaft.
NOTE: If pedal is adjusted properly, the spring and
spring pivots will not interfere with pedal travel. 4. Align pedal structure to brake valve (1) and par-
tially insert pivot pin. Install shims (5) as they
24. If pressure is not within specifications, re-adjust. were removed during disassembly. If the shims
If pressure is within specifications, apply a few have been mixed up, follow these steps:
drops of Locktite to the jam nut.
a. Slide the pedal structure over to the (B1)
25. Check internal leakage at port "T". Leakage side of the valve and insert shims (5) on the
must be less than 100 cc/minute with the valve (B2) side, between the pedal structure and
in the released position and system pressure brake valve ear to fill the gap. This will make
supplied to the "P1" and "P2" inlet ports. the rear brake (B1) pressure rise before the
26. "T" port leakage must be less than 250 cc/ front brake (B2) pressure.
minute with valve pilot pressure or manual NOTE: Rear brake (B1) is the same as (BR). Front
applied. brake (B2) is the same as (BF).
b. During pressure testing, if the (B1) pressure

is too high when the (B2) pressure starts to
rise, move some shims from the (B2) side of
the brake pedal actuator to the (B1) side.
c. If the (B1) pressure is too low when the (B2)
pressure starts to rise, move some shims
from the (B1) side of the brake pedal actua-
tor to the (B2) side.
NOTE: Install enough shims (5) so there is very little
clearance between the pedal structure and the
housing ears. Ensure that there is only enough
clearance to avoid binding.

5. Fully insert the pivot shaft (3). Install the
remaining retainer clip (2).
6. Assemble spring assembly (8) and install com-
plete assembly to brake pedal actuator as
shown. Be sure to install spring assembly correctly, with
larger ball socket end pointing to the pedal struc-
ture and smaller end toward the valve assembly.
NOTE: If pedal is adjusted properly, the spring
assembly will not interfere with pedal travel.
The spring and spring pivots are different for
pedals equipped with and without the electric
retard pedal mounted to the brake pedal. DO NOT
interchange the springs or spring pivots.
FIGURE 3-10. SINGLE PEDAL BRAKE VALVE ASSEMBLY

1. Brake Valve 4. Bushings 7. Brake Pedal Actuator 10. Setscrew
2. Retainer Clip 5. Shims 8. Spring Assembly 11. Pedal Return Stop
3. Pivot Shaft 6. Foot Pad 9. Jam Nut

BRAKE ASSEMBLIES WITH INTEGRAL 1. Install nylon bearings (7, Figure 3-11) in retard
MOUNTED ELECTRONIC RETARD PEDAL pedal.
(Dual Function Pedal) 2. Install retard pedal (16) to brake pedal actuator
(17) with pivot shaft (8). Install two retainer clips
Installation of Retard Pedal To Brake Pedal
(6).
Follow Installation Of Brake Pedal Actuator Assem- 3. With jam nut (10) loose, adjust cap screw (11)
bly to Brake Valve instructions on previous page. until roller on retard pedal just contacts the
Although the brake pedal actuator structure (7, Fig- brake pedal actuator. Tighten jam nut (10).
ure 3-10 & 17, Figure 3-11) is different on each valve,
4. Connect wiring harness to retard pedal.
the assembly procedure is identical.
FIGURE 3-11. BRAKE VALVE WITH RETARD PEDAL
1. Brake Valve 7. Nylon Bearing 13. Pad 18. Spring Pivot (Lower)
2. Retainer Clip 8. Pivot Shaft 14. Nut 19. Spring
3. Pivot Shaft 9. Insert 0.025 in. Shim 15. Cap Screw 20. Spring Pivot (Top)
4. Bushings 10. Jam Nut 16. Electronic Retard 21. Set Screw
5. Shims 11. Cap Screw Pedal Assembly 22. Jam Nut
6. Retainer Clip 12. Pedal Structure 17. Brake Pedal Actuator

HYDRAULIC BRAKE ACCUMULATORS
There are two hydraulic brake accumulators located
on the brake manifold in the brake control cabinet
behind the operator's cab. Both accumulators are
9.51 l (2.5 gal) capacity. The right one supplies the
pressure necessary for actuation of the front service
brakes. The left accumulator supplies pressure to
activate the rear service brakes.
Accumulators maintain high pressure. DO NOT

disconnect any hydraulic line from the accumula-
tors or brake system until all hydraulic pressure
has been manually drained from accumulators. FIGURE 3-12. VALVE CORE REMOVAL
Open manual drain valves located on the brake
Installation
manifold in the brake cabinet to drain pressur-
ized oil. The manual bleeddown valve for the rear 1. After service repairs or bench test has been
accumulator is identified as "NV1". The manual completed, move the accumulators to the brake
bleeddown valve for the front accumulator is control cabinet. DO NOT precharge accumula-
identified as "NV2". tors on the bench test.
2. Position the accumulators on the brake mani-
fold. Tighten fittings securely. Install mounting
Brake Accumulator Bleed Down Procedure brackets. Secure mounting brackets in place
The brake accumulators can be bled down by rotat- with cap screws and lockwashers. Tighten cap
ing the manual bleeddown valves (NV1 and NV2) screws to standard torque.
counterclockwise. The valves are located on the 3. Refer to Charging Procedure in this section.
brake manifold in the hydraulic brake cabinet. 4. Replace Dyna-seal and valve guard on top of
1. Turn manual bleed down handles counterclock- accumulators.
wise to open valves.
Disassembly
2. Confirm accumulators are bled down by apply-
ing the Brake Lock switch (key switch ON, 1. Securely clamp accumulator (preferably in a
engine shut down) and applying service brake chain vise). Make sure accumulator shell is suit-
pedal. The service brake light should not come ably protected by strips of padding or soft metal
on. on vise base.
3. Close bleeddown valves by rotating clockwise. 2. Remove core from gas valve using valve core
tool. (Refer to Figure 3-12).
Removal 3. Remove pipe plug from plug & poppet.
1. Shut down engine and exhaust all hydraulic
pressure from the system by opening accumu-
lator manual drain valves.
2. Remove the valve guard and Dyna-seal from
top of accumulators.
3. Depress valve core to release gas precharge
pressure from accumulator bladder. (Refer to
Figure 3-12).
4. Remove accumulator mounting bracket.
Loosen and remove accumulator from the
brake manifold. Plug opening on brake manifold
to prevent contamination.
5. Transfer accumulator to work area.

4. Remove locknut from plug and poppet assem-
bly using a spanner wrench and an adjustable
wrench. One for torque and one for counter-
torque to prevent the poppet assembly from
rotating. (Refer to Figure 3-13).
5. Remove spacer, Figure 3-14.
6. With palm of hand, push plug and poppet
assembly into the shell.
7. Insert hand into shell and remove O-ring,
washer and anti-extrusion ring from plug. Fold
anti-extrusion ring to enable removal. (Refer to
Figure 3-15).
8. Remove plug and poppet assembly from shell.
(Refer to Figure 3-16.)
FIGURE 3-15. ANTI-EXTRUSION RING
REMOVAL
FIGURE 3-16. PLUG AND POPPET REMOVAL

9. With wrench on valve stem flats, remove the nut
FIGURE 3-13. LOCKNUT REMOVAL
from the valve stem.
10. Insert hand into shell fluid opening. Depress
bag and eliminate as much gas pressure as
possible.
11. Grasp heel of the bladder and withdraw from
shell. (Refer to Figure 3-17).
FIGURE 3-14. SPACER REMOVAL
FIGURE 3-17. BLADDER REMOVAL

Cleaning and Inspection 6. Pull bladder pull rod out of shell with one hand
while feeding bladder into shell with other hand.
1. All metal parts should be cleaned with a clean-
ing agent.
2. Seals and soft parts should be wiped clean.
3. Inflate bladder to normal size. Wash bladder
with a soap solution. If soap solution bubbles,
discard bladder. After testing, deflate bladder
immediately.
4. Inspect assembly for damage; check the poppet
plunger to see that it spins freely and functions
properly.
5. Check anti-extrusion ring and soft seals for
damage and wear; replace all worn or damaged
seals with original equipment seals. FIGURE 3-18. BLADDER INSTALLATION
6. After shell has been cleaned with a cleansing
agent, check the inside and outside of shell.
Special attention should be given to the area 7. Position name plate over valve stem and install
where the gas valve and hydraulic assembly valve stem nut by hand (Figure 3-19). Remove
pass through the shell. Any nicks or damages in bladder pull rod.
this area could destroy the accumulator bladder 8. Hold bladder valve stem on the flats with a
or damage new seals. If this area is pitted con- wrench and tighten nut (5) securely.
sult your Komatsu Service Manager.
Assembly
Assemble the accumulator in a dust and lint free

area. Maintain complete cleanliness during
assembly to prevent possible contamination.
1. After shell has been cleaned and inspected,
place accumulator shell in vise or on table.
2. Thoroughly coat the inside of the accumulator
shell with a liberal amount of clean hydraulic oil
to lubricate and cushion the bladder. Make sure
the entire internal of the shell is lubricated.
3. With bladder assembly on bench, expel all air to
completely collapse bladder and fold bladder
longitudinally into a compact roll. To maintain
rolled condition of bladder, install gas valve core
into the valve stem, thereby preventing air from FIGURE 3-19. VALVE STEM INSTALLATION
entering the bladder.
4. Attach bladder pull rod to bladder valve stem.
5. Pass bladder pull rod through shell oil port and
9. Grasp threaded section of plug and insert pop-
out through valve stem opening. (Refer to Fig-
pet end into shell mouth
ure 3-18).
10. Install anti-extrusion ring inside shell. Fold anti-
extrusion ring to enable insertion into shell.
Place anti-extrusion ring on plug and poppet
assembly with its steel collar toward shell
mouth.

11. Withdraw threaded end of plug through shell 15. Install O-ring over plug and poppet assembly
opening. (Refer to Figure 3-20). and push until seated.
DO NOT TWIST O-RING.

16. Install spacer with smaller diameter of the
shoulder toward shell.
17. Install locknut on plug and poppet assembly and
tighten securely. This will squeeze O-ring into
place. (Refer to Figure 3-22).
18. Install pipe plug into plug and poppet assembly.
19. Install accumulator on truck and charge accord-
ing to Charging Procedure.
FIGURE 3-20. PLUG ASSEMBLY
12. Pull plug until seated solidly into position on

shell opening.
13. Install valve core. Using dry nitrogen, slowly
pressurize bladder with sufficient pressure
[approximately 34 kPa (5 psi)] to hold plug and
poppet assembly in place.
14. Install washer onto plug and poppet assembly FIGURE 3-22. LOCKNUT INSTALLATION
and slide washer until seated against anti-extru-
sion ring. (Refer to Figure 3-21).
FIGURE 3-23. INSTALLATION/REMOVAL OF

“DYNA-SEAL
FIGURE 3-21. WASHER INSTALLATION
1. Dyna-Seal 3. Accumulator
2. Charging Valve

Charging Procedure 1. Mount hose assembly gland nut on pressure
regulator.
Temperature variation can affect the precharge pres-
sure of an accumulator. As the temperature
increases, the pre-charge pressure increases. Con-
versely, decreasing temperature will decrease the
precharge pressure. In order to insure the accuracy
of the accumulator precharge pressure, the tempera- Pure dry nitrogen is the only gas approved for
ture variation must be accounted for. A temperature use in brake accumulators. Accidental charging
variation factor is determined by the ambient temper- of oxygen or any other gas in this component
ature encountered at the time when charging the may cause an explosion. Be sure pure dry nitro-
accumulator on a truck that has been shut down for gen gas is being used to charge accumulators.
one hour. Refer to Table 2 for charging pressures in NOTE: Remove Dyna-seal or O-ring (if equipped)
different ambient operating conditions that the truck prior to attaching connector to accumulator gas
is currently exposed to DURING the charging proce- valve. Refer to Figure 3-23.
dure.
2. Attach swivel connector of hose assembly to
Example: Assuming the ambient temperature is 10°C gas valve. Hand tighten sufficiently to compress
(50°F) charge the accumulator to 9294 kPa (1348 gasket swivel connector in order to prevent gas
psi). leakage.
NOTE: If leakage is still present, replacement of the
small copper washer in the swivel connector may be
TABLE 1. Relationship Between Charging
necessary.
Pressure and Ambient Temperature
3. Precharge bladder slowly to about 69 kPa (10
Ambient Charging Pressure psi) before completely tightening the valve stem
Temperature ± 70 kPa (10 psi) nut. With wrench on valve stem flats, tighten
-23°C (-10°F) and below 8232 kPa (1194 psi)
valve stem nut.
4. Proceed to charge accumulator to the pressure
-17°C (0°F) 8412 kPa (1220 psi) listed in Table 1 by slowly opening the pressure
-12°C (10°F) 8584 kPa (1245 psi) regulator valve on nitrogen cylinder, closing it
occasionally to allow needle on pressure gauge
-7°C (20°F) 8763 kPa (1271 psi) to stabilize (thus giving accurate reading of pre-
charge pressure). When correct precharge has
-1°C (30°F) 8943 kPa (1297 psi)
been reached, close pressure regulator valve
4°C (40°F) 9122 kPa (1323 psi) on nitrogen cylinder securely.
10°C (50°F) 9294 kPa (1348 psi)
16°C (60°F) 9473 kPa (1374 psi)
21°C (70°F) 9653 kPa (1400 psi)
27°C (80°F) 9832 kPa (1426 psi)
32°C (90°F) 10011 kPa (1452 psi)
38°C (100°F) 10184 kPa (1477 psi)
43°C (110°F) 10363 kPa (1503 psi)
49°C (120°F) 10542 kPa (1529 psi)
NOTE: Pressures pressures below 8232 kPa (1194

psi) are not recommended. The low accumulator
pressure warning switch activates at 7584 ± 310 kPa
(1100 ± 45 psi).

5. After charging to the correct pressure, let the BRAKE MANIFOLD
pre-charge set for 15 minutes. This will allow
the gas temperature and pressure to stabilize. If Removal
the desired precharge is low, adjust regulator, If the brake manifold is leaking oil, a single O-Ring or
open valve and add more nitrogen to obtain cor- cartridge can be replaced while the manifold is still
rect pressure on the gauge. If precharge has located on the truck. See the DANGER warning
exceeded the recommended pressure, then below.
slowly bleed-off nitrogen pressure to obtain cor-
rect pressure. Nitrogen precharge is 9653 kPa
(1400 psi) at 21°C (70°F) for all accumulators.
6. Bleeder valve can be used to release any gas
pressure in excess of desired precharge.
7. Replace Dyna-seal and valve guard over valve
Accumulators maintain high pressure. DO NOT
stem.
disconnect any hydraulic line or perform any ser-
NOTE: For recharging only: vicing on any brake system component(s) until
all hydraulic pressure has been manually drained
Exhaust all hydraulic pressure from the system.
from accumulators. Open manual drain valves
Remove valve guard and Dyna-seal. Then, follow
located on the brake manifold in the brake cabi-
Charging Procedure, Steps 1 thru 6.
net to drain pressurized oil. The manual bleed-
down valve for the rear accumulator is identified
as "NV1". The manual bleeddown valve for the
front accumulator is identified as "NV2".
Removal
1. Securely block the wheels to prevent possible
roll-away.
2. Turn key switch OFF and allow 90 seconds for
steering system accumulators to bleed down.
3. Bleed down brake accumulators by rotating the
manual bleeddown valves NV1 (13, Figure 3-
24) and NV2 (11) counterclockwise.
4. Confirm brake accumulators are bled down by
applying the Brake Lock switch (key switch ON,
engine shut down) and applying service brake
pedal. The service brake light should not come
on.
5. Close the bleeddown valves by rotating clock-
wise.
6. Remove the valve guard and Dyna-seal from
top of accumulators.
7. Depress valve core to release gas precharge
pressure from accumulators.
8. If a brake manifold cartridge is faulty or leaking
oil externally, remove the cartridge. Inspect O-
ring and O-ring seat in the manifold. Replace O-
ring or defective part(s).

9. If the manifold has to be removed from the
truck, remove accumulators and disconnect
hydraulic lines and wires necessary to allow
removal of the manifold.
10. Plug lines and ports to prevent possible contam-
ination.
11. Remove mounting hardware and move brake
manifold to a clean work area for disassembly.
Installation
1. Install brake manifold in truck and tighten
mounting hardware to standard torque.
2. Connect all lines and electrical connections to
proper locations.
3. Install brake accumulators.
4. Charge brake accumulators with nitrogen.
Refer to Charging Procedure in the brake accu-
mulator service area for complete charging
instructions.
5. Start truck and check for leaks and proper oper-
ation.
6. Shut down engine and check for proper oil level
in hydraulic tank.
Disassembly
1. Mark all plugs, valves and cartridges before
removal to insure proper assembly.
2. Remove plugs, valves and cartridges.
FIGURE 3-24. ACCUMULATORS AND BRAKE NOTE: Check Valve (7, Figure 3-24) and Reducing
MANIFOLD Valve (6) both have an orifice disc located below
1. Rear Brake Accumulator them. Do not mix these up, as the orifices are
2. Charging Valve different sizes.
3. Front Brake Accumulator
4. Charging Valve
5. Brake Lock Shuttle Valve
6. Brake Lock Pressure Reducing Valve (PR1)
7. Check Valve (CV3)
8. Brake Lock Solenoid
9. Park Brake Solenoid
10. Park Brake Test Port
11. Bleed Down Valve (Front Brake Accumulator)
12. Automatic Apply Valve
13. Bleed Down Valve (Rear Brake Accumulator)
14. Accumulator Test Port (LAP1)
15. Brake Manifold
16. Low Brake Accumulator Pressure Switch
17. Park Brake Pressure Switch

Cleaning and Inspection.
1. After disassembly, clean all parts with an
approved cleaning solution.
2. Blow all parts dry with air and keep free from
foreign matter.
3. Replace all O-rings and any other items
deemed unsuitable for further usage.
Assembly
1. Install new O-rings on all components that were
removed from the manifold.
2. Coat all bores, cartridges and O-rings with
clean C-4 hydraulic oil.
3. Before installing Check Valve (7) or Reducing
Valve (6), refer to Figure 3-25 for proper orifice
disc installation. The orifice discs must be
installed in the direction shown for proper oper-
ation.
FIGURE 3-25. ORIFICE INSTALLATION
a. Check Valve (7) orifice size - 1.58 mm (0.062
in.). 1. Cartridge 3. Cavity
2. Brake Manifold 4. Orifice Disc
b. Reducing Valve (6) orifice size- 2.54 mm
(0.100 in.).
4. Install all cartridges in the bores from which
they were removed from and tighten securely.

SECTION J4
BRAKE CIRCUIT CHECK-OUT PROCEDURE
INDEX
BRAKE CIRCUIT CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-3
EQUIPMENT REQUIRED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-5
INITIAL SYSTEM SET-UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6
BRAKE SYSTEM CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-7
BRAKE LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-7
FAILURE MODES CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-8
BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-9
KOMATSU CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET . . . . . . . . . . J4-12
J04036 7/08 Brake Circuit Check-Out Procedure J4-1

NOTES:
J4-2 Brake Circuit Check-Out Procedure 7/08 J04036

BRAKE CIRCUIT CHECK-OUT PROCEDURE
The brake circuit hydraulic pressure is supplied from NOTE: If internal leakage within the steering circuit is
the steering circuit at the bleed down manifold. Some excessive, this also may contribute to problems
brake system problems, such as spongy brakes, within the brake circuit. Be certain that steering circuit
slow brake release, or abnormal operation of the leakage is not excessive before troubleshooting
overhead panel mounted "Low Brake Pressure" brake circuit. For Steering Circuit Test Procedure,
warning light can sometimes be traced to internal refer to Section "L", Hydraulic System.
leakage of brake components. If internal leakage is
suspected, refer to Brake Circuit Component Leak-
age Test.
FIGURE 3-1. HYDRAULIC BRAKE CABINET

1. Rear Brake Accumulator 11. BF & BR Test Port 19. Automatic Apply Valve
2. Charging Valve (Front & Rear Brake) 20. Bleed Down Valve
3. Front Brake Accumulator 12. Stop Light Switch (Rear Brake Accumulator)
4. Park Brake Pressure Reducer 13. Brake Lock Shuttle Valve 21. Brake Manifold
Valve 14. Brake Lock Pressure 22. Low Brake Accumulator
5. Hoist Pilot Valve Reducing Valve Pressure Switch
6. Hoist Pilot Manifold 15. Brake Lock Solenoid 23. Park Brake Pressure Switch
7. Hoist-Up Limit Solenoid 16. Park Brake Solenoid 24. Brake Warning Delay Timer
8. Pilot Operated Check Valve 17. Bleed Down Valve 25. Brake Warning Light Relay
9. Brake Lock Low Pressure Switch (Front Brake Accumulator) 26. Park Brake Test Port
10. Junction Block 18. Accumulator Test Port 27. Pressure Sensor (VHMS)

The steering circuit can be isolated from the brake The steering accumulator can be bled down with
circuit by removing the brake supply line from the engine shut down, turning key switch OFF, and wait-
bottom side of the bleeddown manifold (refer to ing 90 seconds. Confirm the steering pressure is
WARNING below). Plug the brake supply line and released by turning the steering wheel - No front
cap the port in the bleeddown manifold. wheel movement should occur. Fully open both
bleed down valves on brake manifold to bleed down
brake accumulators.
Before disconnecting pressure lines, replacing

components in the hydraulic circuits, or install-
ing test gauges, ALWAYS bleed down hydraulic
Before disabling brake circuit, be sure truck
steering and brake accumulators.
wheels are blocked to prevent possible roll away.
Hydraulic fluid escaping under pressure can
have sufficient force to enter a person's body by
penetrating the skin and cause serious injury,
and possibly death, if proper medical treatment
by a physician familiar with this type of injury is
not received immediately.
FIGURE 3-2. BRAKE MANIFOLD

EQUIPMENT REQUIRED
Included on the last page of this module is a data
BRAKE CIRCUIT ABBREVIATIONS sheet to record the information observed during the
AA Automatic Apply Pressure hydraulic brake system check-out procedure. The
AF2 Accumulator, Front Brake data sheet can be removed, copied, and used during
the check-out procedure.
AF1 Supply Pressure to Dual Controller for
Front Brakes • Steps indicated in this manner should be
recorded on the data sheet for reference.
AR2 Accumulator, Rear Brake
The following equipment will be necessary to prop-
AR1 Supply Pressure to Dual Controller for
erly check-out the hydraulic brake circuit.
Rear Brakes
BF Brake Pressure, Front (11, Figure 4-1) a. Hydraulic brake schematic, refer to Section
R this manual.
BL Brake Lock Apply Pressure
b. Calibrated pressure gauges:
BR Brake Pressure, Rear (11, Figure 4-1)
-Three 0-34,475 kPa (0-5000 psi) range.
CV1 Check Valve, Rear
CV2 Check Valve, Front -Three 0-20,685 kPa (0-3000 psi) range.
CV3 Check Valve, Park Brake c. One PB6039 female quick disconnect and
hose long enough to reach from brake cabi-
LS1 Shuttle Valve
net to the inside of the operator's cab for
HS1 Low Pressure Emergency Apply Shut- each gauge.
tle Apply Valve
d. Accumulator charging kit (EB1759 or equiva-
LAP1 Pressure Tap Test Port lent) with gauges and dry nitrogen.
Low Accumulator Pressure
NOTE: A gas intensifier pump will be required, if
LAP2 Low Brake Pressure Switch using "T type" nitrogen bottles.
N.C., 15 858 ± 517 kPa (2300 ± 75 psi)
NV1 Rear Accumulator Manual Drain Valve
NV2 Front Accumulator Manual Drain Valve e. Clear plastic hose and bucket for bleeding
brakes.
ORF1 Orifice 1.57 mm (0.062 in.)
f. Volt/ohm meter with leads and two 61 mm
ORF2 Orifice 2.54 mm (0.100 in.) (24 inch) leads with alligator clips.
PK1 & 2 Park Brake Release Pressure
PP3 Pressure Tap Test Port
Brake Lock Pressure
PR1 Pressure Reducing Valve
PR2 Park Brake Pressure Regulator (To
Release)
PS1 Automatic Apply Valve
SP1 Supply Oil Inlet
SP3 Pressure Tap Test Port
Brake Circuit Supply Oil Pressure
SV1 Brake Lock Solenoid
SV2 Park Brake Solenoid
T1 & T3 Return to Tank

INITIAL SYSTEM SET-UP PARKING BRAKE
Prior to checking the brake system, the hydraulic NOTE: Move one of the pressure measuring
steering system must have proper accumulator pre- instruments from the BF or BR locations to the PK2
charge and be up to normal operating temperatures. test port above the Park Brake Solenoid.
Refer to Section "L" this manual for steering system 8. Actuate brake lock. Move directional control
operation procedures and specifications. With the lever to Neutral. Verify that Park Brake Status
steering system functioning properly, proceed as fol- Light indicates parking brake is released. Park
lows: brake release pressure should be 17,238 ± 690
kPa (2500 ± 100 psi).
1. Park truck on a level surface, then turn engine · Record on data sheet.
and key switch OFF. Place wheel chocks on 9. Turn brake lock switch OFF. Measure the lining
both sides of all wheels to prevent truck from to disc clearance with feeler gauge and record
moving during this procedure. the clearances.
2. Fully open each brake accumulator bleeddown · Record on data sheet.
valve and precharge both accumulators to 9653
kPa (1400 psi). Allow gas temperature to
approach ambient temperature before complet-
ing precharge process.
· Record on data sheet. If there is no clearance between a brake lining
and the disc, the brake will drag and overheat the
NOTE: For best performance, charge accumulators brake components, which may result in reduced
in the ambient conditions in which the machine will braking capability. Refer to ARMATURE SPEED
be operating. REAR DISC BRAKE chapter to service the brake
3. Close both accumulator bleeddown valves. caliper.
4. Install pressure gauges at: NOTE: If the rear brake calipers were just installed, a
a. Front Brake Test Port "BF" (brake cabinet) - parking brake adjuster may be out of adjustment
34,475 kPa (5000 psi) gauge. which can cause a brake lining to drag. Refer to
ARMATURE SPEED REAR DISC BRAKE chapter to
b. Rear Brake Test Port "BR" (brake cabinet) -
service the brake caliper.
34,475 kPa (5000 psi) gauge.
c. Low Accumulator Pressure Test Port "LAP1"
(brake manifold) - 34,475 kPa (5000 psi) 10. Move directional control lever to PARK.
gauge. 11. Return the pressure gauge to the BF or BR
5. Move directional control lever to PARK position. location from which it was removed.
Release brake lock.
6. Start engine. Observe rising brake pressures as
system charges. Brake pressure should begin
to fall when Auto Apply Valve releases. Brakes
should release at approximately 14,479 ± 690
kPa (2100 ± 100 psi) front and 10,894 ± 517
kPa (1580 ± 75 psi) rear.
· Record on data sheet.
7. If a brake caliper or brake line was replaced, the
brakes need to bled before proceeding. Partially
depress brake pedal and bleed air from bleed-
ers located at each brake caliper.

BRAKE SYSTEM CHECK-OUT BRAKE LOCK
NOTE: Unless otherwise specified, perform the 17. Disconnect wire harness from brake lock sole-
following checks with engine running, the directional noid, located on brake manifold in hydraulic
control lever in PARK and brake lock released. cabinet, and to the right of the PK2 port.
12. VERY SLOWLY depress brake pedal to check 18. Apply brake lock. Brake degradation switch
circuit tracking. Rear brake pressure (B1) must should activate the warning buzzer and low
begin to rise before front brake (B2) pressure. brake pressure warning light.
Rear brake pressure should be between 310 - 19. Depress brake pedal until warning stops, then
1413 kPa (45 - 205 psi) when front brake pres- very slowly release the brake pedal until warn-
sure begins to rise. Force feedback of pedal on ing resumes. Brake lock degradation switch
foot should be smooth with no abnormal noise should sound alarm when BR pressure drops to
or mechanical roughness. 6895 ± 172 kPa (1000 ± 25 psi).
· Record on data sheet. · Record on data sheet.
NOTE: If the pressure is not within specifications, 20. Connect brake lock solenoid to wire harness.
refer to the Installation of Brake Pedal Actuator
Assembly to Brake Valve instrucions. Some shims 21. Cycle brake lock several times to assure crisp
on the brake pedal pivot shaft may have to be moved shift of solenoid valve and release of oil pres-
from one side to the other side to obtain the correct sure.
pressures readings. 22. Apply brake lock and read brake pressures.
Front pressure should be zero and rear pres-
sure should be 10343 ± 690 kPa (1500 ± 100
13. Slowly depress brake pedal and check to see psi).
that brake indicator lamp and stop lights illumi-
nate at 517 ± 34 kPa (75 ± 5 psi) rear brake · Record on data sheet.
pressure.
14. Quickly and completely depress brake pedal
and check to see that front brake pressure is
20685 ± 1034 kPa (3000 ± 150 psi) and that
rear brake pressure is 10894 ± 517 kPa (1580 ±
75 psi) within one second of brake application.
Both brake circuit pressures must remain above
their minimum values for a minimum of 20 sec-
onds.
15. Release pedal, and within two seconds, assure
that each circuit's pressure is zero.
16. To check pedal free play, refer to the procedure
"Additional Testing and Adjustment (With brake
pedal installed)" in this Section J of the service
manual.
NOTE: Free play is defined by the gap between the
setscrew (in the pedal structure) and the actuator
cap. There must be a gap to prevent brake drag.

FAILURE MODES CHECK-OUT 27. Start engine to recharge hydraulic system.
23. Allow engine to run until low brake accumulator Allow engine to run until low brake accumulator
pressure stabilizes at or above 22,064 kPa pressure stabilizes at or above 22,064 kPa
(3,200 psi). (3,200 psi).
24. Shut engine down. Allow 90 seconds for the 28. Turn engine off. Allow the steering accumulator
steering accumulator to bleed completely down. to bleed completely down. Turn key switch ON.
Disable steering pressure switch from the brake Slowly open the rear brake accumulator bleed
warning circuit by unplugging the diode down valve and observe LAP1 pressure.
between circuits 33 and 33F. (This is diode 22 Record LAP1 pressure at set points for low
on diode board 1.) Turn key switch ON. After brake warning lamp and auto apply brake pres-
two minutes, record the low accumulator pressures. Also record front and rear brake pressure
sure (LAP1 port). If LAP1 pressure is below after auto apply.
17,927 kPa (2,600 psi), then leakage in the sys- · Record on data sheet.
tem is excessive and the source of the leakage
needs to be identified and repaired. NOTE: Verify that the low brake pressure lamp and
buzzer, and auto apply set points are within a 690
· Record on data sheet. kPa (100 psi) of those recorded in steps 25 and 26.
25. Slowly open the front brake accumulator bleed 29. Close the rear brake accumulator bleed down
down valve and observe LAP1 pressure. The valve.
Low Brake Pressure lamp and buzzer must
30. Enable the steering pressure switch by plugging
actuate at 15,859 ± 517 kPa (2300 ± 75 psi).
in the diode removed between circuits 33 and
· Record on data sheet. 33F.
26. Brake pressures should begin to rise (Auto 31. Start the engine to recharge hydraulic system.
Apply) when LAP1 reaches 14,479 kPa (2,100 Allow engine to run until low brake accumulator
± 100 psi). Close front brake accumulator bleed pressure stabilizes at or above 22,064 kPa
down valve. (3,200 psi).
· Record on data sheet. 32. Shut engine down. Do not allow steering accu-
mulator to bleed down. Make repeated slow,
complete brake applications with pedal until
auto apply comes on. Record the number of
brake applications prior to auto apply.
33. Remove all jumper wires, and gauges. This
concludes the brake check out procedure.

BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: The Brakes are Locked, Service and/or Parking

Parking brake solenoid is de-energized. Check power to solenoid
Connections to tank and pressure ports reversed. Correct the plumbing.
Parking brake solenoid coil defective. Replace coil.
Parking brake solenoid valve defective. Replace solenoid valve.
Tank line is plugged or restricted. Remove restriction.
TROUBLE: Both Brake Circuits are Dragging

Tank line has back pressure. Ensure tank line has no back pressure.
Pedal set screw out of adjustment; residual pres- Adjust pedal dead band with set screw.
sure.
TROUBLE: One Brake Circuit is Dragging

Obstruction in the brake valve subassembly. Remove obstruction.
Brake valve is out of balance. Adjust balance according to instructions.
Actuator piston defective. Replace piston.
Brake valve is defective. Rebuild or replace Brake Valve assembly.
TROUBLE: The Brakes are Not Going to Full Pressure

Internal malfunction of modulating section of Brake Remove, disassemble, clean, and inspect brake
Valve. valve.
Supply pressure is low. Check steering/brake pump system and accumula-
tors.
Improper collar adjustment inside brake valve. Adjust collars according to instructions.
TROUBLE: A Brake Accumulator Bleeds Off Quickly When Supply Pressure is Cut Off
Accumulator bleeddown valve is open. Close valve, check precharge.
Accumulator precharge is low. Recharge accumulator.
Leak in one circuit. Check plumbing.
Malfunction in brake valve. Remove, disassemble, clean, reassemble; or
replace.

TROUBLE: A Low Brake Pressure Warning Occurs When Brakes are Applied
Leak or other malfunction in one brake circuit. Inspect brake system and repair leaks.
Brake valve balance is out of adjustment. Adjust collars according to instructions.
TROUBLE: The Low Pressure Warning Circuit Not Operating Properly

The Low Brake Pressure lamp is burned out. Replace the bulb.
The circuit is open. Check the wiring.
Pressure switch defective. Replace the pressure switch.
TROUBLE: Low Pressure Warning is On Even Though System Pressure is Proper

Short in electrical system. Check wiring.
Pressure switch is defective. Replace the switch.
TROUBLE: Low Pressure Warning Comes On and Pressure is Low

Steering circuit is malfunctioning. Check steering circuit pressures.
The pump is worn. Rebuild or replace pump.
TROUBLE: A "Squeal" is Heard When Controller is Operated

Rapid operation of controller. Normal.
Brake Valve assembly is damaged. Replace the brake valve assembly.
Hydraulic oil is too hot. Check entire hydraulic system for restriction etc.
TROUBLE: The Output Pressure At Controller is Correct but Brakes are Not Applying
Brake lines are blocked or improperly connected. Check plumbing.
TROUBLE: The Brake Pressures Drift Excessively While Pedal is Held Steady
Contamination in brake valve assembly. Remove, disassemble, clean, reassemble; or
replace.
Damage in brake valve assembly. Repair or replace brake valve assembly.

TROUBLE: Oil is Leaking Around the Pedal Base
Defective seal on top of brake valve. Replace the seal.
TROUBLE: The Pump Cycles Too Often Or Low Pressure Warning Comes On At Low Engine RPM
Excessive internal leakage in a component. Check all steering and brake system components.
Accumulator precharge too high or too low. Check accumulator precharge.
Brake Valve plumbed incorrectly. Correct plumbing.
Internal leakage in brake valve assembly. Replace brake valve assembly.
Pump is worn. Rebuild or replace pump.
TROUBLE: The Pump Cycles Too Often Or Low Pressure Warning Comes On At Low Engine RPM
Leak in charge system. Check charge system.
Accumulators precharge too high or too low. Check accumulator precharge.
Brake Valve plumbed incorrectly. Correct plumbing.
Internal leakage in brake valve assembly. Replace brake valve assembly.
Pump is worn. Rebuild or replace pump.

KOMATSU CHECK-OUT PROCEDURE
HYDRAULIC BRAKE SYSTEM DATA SHEET
MACHINE MODEL_______UNIT NUMBER_________SERIAL NUMBER________________
Initial System Set-up

Operate Hydraulic Steering System to obtain proper operating temperature. Refer to Check-out Procedures.
STEP 2 _______________ Front brake accumulator charged to 9653 kPa (1400 psi).
_______________ Rear brake accumulator charged to 9653 kPa (1400 psi).
STEP 6 _______________ Front brake pressure when auto apply releases - approx. 14,479 ± 690 kPa
(2100 ± 100 psi).
_______________ Rear brake pressure when auto apply releases - approx. 10,894 ± 517 kPa
(1580 ± 75 psi).
Parking Brake
STEP 8 _______________ Park brake release pressure - 17,238 ± 690 kPa (2500 ± 100 psi).
STEP 9 _______________ Left outboard lining/disc gap.

_______________ Left inboard lining/disc gap.
_______________ Right outboard lining/disc gap.
_______________ Right inboard lining/disc gap.
Brake System
STEP 12 _______________ Rear brake pressure when front brake pressure begins to rise - 310 - 1413 kPa
(45 - 205 psi).
STEP 13 _______________ Rear brake pressure when stop lights illuminate - 517 ± 34 kPa (75 ± 5 psi).
STEP 14 _______________ Front brake pressure, pedal applied - 20,685 ± 1034 kPa (3000 ± 150 psi).
_______________ Rear brake pressure, pedal applied - 10,894 ± 517 kPa (1580 ± 75 psi).

KOMATSU CHECK-OUT PROCEDURE
HYDRAULIC BRAKE SYSTEM DATA SHEET
STEP 15 _______________ Front brake circuit pressure, pedal completely released - 0.
_______________ Rear brake circuit pressure, pedal completely released - 0.
Brake Lock
STEP 19 _______________ Low brake lock pressure warning alarm actuation - 6895 ± 172 kPa (1000 ± 25 psi).
STEP 22 _______________ Rear brake pressure when brake lock is applied - 10,343 ± 690 kPa
(1500 ± 100 psi).
Failure Mode Check-out

STEP 24 _______________ LAP1 pressure after 2 minutes - above 17,927 kPa (2,600 psi) is OK.
STEP 25 _______________ LAP1 pressure when low brake pressure warning occurs - 15,859 ± 517 kPa
(2300 ± 75 psi).
STEP 26 _______________ LAP1 pressure when auto apply occurs - 14,479 kPa (2,100 ± 100 psi).
STEP 28 _______________ LAP1 pressure when low brake pressure warning occurs - 15,859 ± 517 kPa
(2300 ± 75 psi). Should be within 690 kPa (100 psi) of Step 25.
_______________ LAP1 pressure when auto apply occurs - 14,479 kPa (2,100 ± 100 psi).
Should be within 690 kPa (100 psi) of Step 26.
_______________ Front brake pressure after auto apply occurs.
_______________ Rear brake pressure after auto apply occurs.
STEP 32 _______________ Number of applications prior to auto apply - must be 6 or more.
Name of Service Technician or Inspector doing check-out ___________________________________

NOTES

SECTION J5
FRONT BRAKES
INDEX
ROCKWELL WHEEL SPEED FRONT DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
BRAKE CALIPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
Caliper Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J5-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J5-6
BRAKE LINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-7
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-7
FRONT SERVICE BRAKE CONDITIONING (BURNISHING) PROCEDURE . . . . . . . . . . . . . . . . . . . . J5-9
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-9
Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-9
Front Brake Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-9
BRAKE BLEEDING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-10
J05024 12/09 Wheel Speed Front Disc Brakes J5-1

NOTES
J5-2 Wheel Speed Front Disc Brakes 12/09 J05024

WHEEL SPEED FRONT DISC BRAKES
BRAKE CALIPER Caliper Removal
Each front wheel speed brake assembly has three* 1. Remove front tires and rims according to proce-
calipers on one disc. Each caliper has six pistons dure in Section G.
and two linings (three apply pistons and one lining for 2. If necessary, remove disc from front wheel hub.
each side of disc). Lining should be changed when Refer to Section G, Front Wheel Hub and Spin-
friction material is worn to 0.125 in. (3.22 mm) thick- dle Removal.
ness.
NOTE: Mark or tag each brake caliper assembly for
*NOTE: Some trucks may be equipped with FOUR reassembly at its correct location. Do not interchange
(4) Brake Calipers per wheel. Service and parts.
adjustment for these calipers are the same as
3. Open the brake bleed valves (2, Figure 5-3) at
presented here.
each caliper and bleed down the caliper by dis-
If inspection of front brake calipers and disc assem- connecting the two lower hoses at “T” connec-
bly indicate repair beyond lining replacement, it is tion (5 & 6, Figure 5-1). Drain the fluid into a
necessary to remove calipers and disc from front container. Do not reuse fluid.
wheel hub and spindle. Refer to Figure 5-4 for maxi- 4. Disconnect the top brake hose at “T” connec-
mum wear limits of front disc. tion (3).
Clean brake assemblies before performing any ser- 5. Disconnect and remove crossover tubes (2, 4,
vice. If brake has not accumulated excessive surface & 7).
dirt, preliminary cleaning can be done in the overhaul
area. However, preliminary cleaning should be done
before removal of pistons from housing.
• Cleaning may be done by brush or spray, using a
petroleum base cleaning solvent.
• Clean diesel fuel is acceptable for this operation.
• Cleaning should be thorough enough for
preliminary inspection and disassembly.
• Subassemblies should be blown dry with
compressed air after cleaning. Dust shields
should be wiped dry with a clean cloth.
• The use of vapor degreasing or steam cleaning
is not recommended for the brake assemblies
or the component parts. Moisture will cause parts
to rust.
Be certain that all wheels are securely blocked to

prevent truck from moving.
Do not loosen or disconnect any hydraulic brake
line or component until engine is stopped, key
switch is OFF and drain valves on brake accumu- FIGURE 5-1. FRONT BRAKE ASSEMBLY
lators are opened and steering accumulators are 1. Brake Adapter 5. “T” Connection
bled down. Turn steering wheel to be sure steer- 2. Crossover Tube 6. “T” Connection
ing accumulators are completely bled down. 3. “T” Connection 7. Crossover Tube
4. Crossover Tube 8. Junction Block

Installation
Prior to brake caliper installation, refer to Brake Lin-
ing for wear limits regarding brake linings and brake
discs. If linings and/or disc is worn beyond accept-
able limits, replace the parts at this time.
1. After repair, cleaning and inspection of the
brake caliper, install each brake component to
its original location.
2. Install the inboard half of caliper assembly (2,
Figure 5-2) to the top leg of the brake caliper
support and secure caliper assembly with four
cap screws (6). Tighten cap screws to standard
torque.
3. Repeat Step 2. at the other two brake caliper
support legs.
4. Install the upper outboard half of brake caliper
assembly (2) to the top leg of the brake caliper
adapter (4) and secure with six cap screws,
washers and nuts (1 & 5). The pistons in both
caliper assemblies will collapse against the
brake disc. Tighten cap screws to standard
torque.
5. Install crossover tubes (2, 4 & 7, Figure 5-1).
Tighten crossover tube connections securely.
6. Install the three brake line hoses at each “T”
connection (3, 5 & 6).
FIGURE 5-2. DISC AND CALIPER ASSEMBLY
7. Refer to Brake Bleeding Procedures in this Sec-
1. Cap Screw & 7. Spindle tion and bleed air from all caliper assemblies.
Flatwasher 8. Flat Washer
2. Brake Caliper 9. Cap Screw
3. Lining 10. Brake Disc
4. Brake Adapter 11. Cap Screw
5. Nut & Flatwasher 12. Wheel Hub
6. Cap Screw &
Flatwasher
6. Remove nuts and flatwashers (5, Figure 5-2)

and remove outboard half of brake caliper.
Remove cap screws and flatwashers (6) secur-
ing inboard half of caliper to the brake adapter
(4). Remove Inboard caliper.
NOTE: It may be necessary to pry between the brake
lining and disc in order to force the piston inward to
permit inboard caliper removal.
7. Move the brake caliper assemblies to a clean
work area for rebuild.

1. Housing
2. Bleeder
3. Crossover Tube
4. T-Fitting
5. Elbow Fitting
6. Retainer Bolt
7. End Cap
8. End Cap
9. Brake Lining
10. Piston Dust Shield
11. Piston
12. Piston O-Ring Seal
13. Backup Ring
14. Brake Mounting Bolt
15. Washer
FIGURE 5-3. BRAKE CALIPER (HALF)
Disassembly Assembly
1. Remove bleeders (2, Figure 5-3) and end caps When assembling pistons (11, Figure 5-3) into the
(7 and 8) from each end of each brake caliper housings (1), lubricate all cylinder walls, threads,
housing (1). seals, piston seal surfaces, etc., with clean C-4
2. Remove linings from the caliper assembly. hydraulic oil.
NOTE: A shallow container may be necessary to 1. Install new piston seals (12) and backup rings
receive any remaining fluid that will drain from (13) in housings.
cavities. Do not reuse fluid. 2. With housing lying on mounting face, gently
3. Carefully remove the piston dust shields (10) push each piston past piston seal until seated in
from behind the groove lip in the housing and bottom of cavities.
from the grooved lips on the piston. 3. Install new or reusable dust shields (10).
4. Mark each piston and corresponding brake cali- NOTE: Do not allow lubricant to contact dust shields.
per housing position and pull piston out of the 4. Install all fittings (4 & 5) and bleeder (2) in cor-
housing. Do not interchange parts. rect position in housings.
5. Remove O-ring seals (12) and backup ring (13)
5. Apply Loctite® 271 to threads of cap screw (6).
from the piston cavity using small flat non-
Install linings (9) and end caps (7 & 8) with bolts
metallic tool having smooth round edges.
(6) and tighten to 546 N·m (403 ft lbs) torque.
6. Refer to Caliper Cleaning and Inspection on the
6. Refer to Rear Disc Brakes in this Section and
following page for detailed instructions regard-
perform Bench Test before installing caliper.
ing condition and usability of parts.
7. After bench test is performed, refer to Installa-
tion for procedures for installing calipers on
brake adapter.

Cleaning and Inspection 5. Inspect piston cavities for evidence of varnish
formation, caused by excessive and prolonged
1. Preliminary cleaning can be more effective if lin-
heating of brake oil.
ings are first removed. However, retaining
plates should be temporarily reinstalled in order
to stay with brake assembly through overhaul
cycle.
Piston should be handled with care. The usual

cause of nicked piston surfaces is mishandling
during the cleaning procedure.
Use care when wiping dust shields. Too much Steel tools should never be used in piston cavi-
pressure on shield over sharp tip of housing cav- ties and seal grooves. Copper, brass, aluminum,
ity may cause dust shield to be cut. wood, etc. are acceptable materials for such pur-
poses.
2. Cleaning may be done by brush or spray, using
a petroleum base cleaning solvent. Clean diesel NOTE: All seals (12, Figure 5-3) should be replaced
fuel is acceptable for this operation. Cleaning at assembly.
should be thorough enough for preliminary 6. Inspect piston (11) surfaces for scratches,
inspection and disassembly. Subassemblies excessive wear, nicks, and general surface fin-
should be blown dry with compressed air after ish deterioration that can contribute to seal
cleaning. Dust shields should be wiped dry with damage and fluid leakage.
a clean cloth.
NOTE: In normal operation, a very slow rate of wear
NOTE: If brake has not accumulated excessive should be experienced, and will be noticeable by the
surface dirt, preliminary cleaning can be done in the slow disappearance of the hard chrome finish. Minor
overhaul area. However, it is recommended that nicks and scratches may be blended out by hand
preliminary cleaning be done before removal of with 180 grit aluminum oxide or carborundum cloth,
pistons from housings. then successively finer grades used until a surface
3. Inspect dust shields (10, Figure 5-3) for any comparable to the original surface is obtained.
physical damage or rupture, and any hardening, Extensive local polishing should be avoided, since
cracking, or deterioration of material from the minimum piston diameter is 91.923 mm (3.619
excessive heat. Failure of dust shield can admit in.). The piston finish is important in providing a
dirt to the piston cavity, causing damage to sur- proper seal surface and seal wear life. Where
face finish of piston and cylinder wall, and dam- surface finish has deteriorated beyond restoration by
age to seal. If dust shields are found to be soft moderate power buffing with a fine wire brush, piston
and pliable, with no sign of hardening or crack- should be replaced. Determination of ideal surface
ing, they should be wiped clean and set aside finish quality can be made by comparison with a new
for reuse. piston. Surface roughness of piston face through
4. Inspect piston cavities and surfaces of piston contact with lining back plate is not detrimental to its
for evidence of dirty fluid, particularly if dust operation, and is a normal condition.
shields were ruptured.

7. Inspect piston cavities for damage similar to BRAKE LINING
Step 6 above, with particular attention to the
edge of the seal grooves. These must feel Replacement
smooth and sharp with no nicks or sharp projec- Each front wheel speed disc assembly has three
tion that can damage seals or scratch pistons. (some trucks may have four) calipers on one disc.
Seal groove surfaces must be smooth and free Each caliper has six pistons and two linings, three
of pits or scratches. Finish of cylinder wall is not apply pistons and one lining for each side of disc.
as critical as surface finish of piston. Surface Lining should be changed when friction material is
deterioration near entrance of cavity should be worn to 3.22 mm (0.125 in.) thickness.
hand polished very carefully to avoid enlarging
cavity beyond a maximum of 92.176 mm
(3.629 in.) inside diameter at the outer edge of
the seal groove. Power polishing or honing may
be used in cases of extreme surface finish dete-
rioration of cavity walls. Failure to replace lining when worn to limits will
result in loss of braking and possible cata-
NOTE: Care must be taken that a minimum amount strophic failure.
of material is removed, within the previous maximum
diameter limitation of 92.176 mm (3.629 in.). Power 1. To replace front linings, remove front tire and
polishing will not normally be required, and should rims, refer to “Wheel and Tire Installation”, Sec-
not be used as a standard overhaul procedure. tion “G”.
8. Inspect inlet and bleeder ports in housings for 2. Remove end plates (7 or 8) Figure 5-3 from
damage to threads or seal counter bores. either end of caliper.
Thread damage that cannot be repaired by use 3. Pry between lining and disc to force pistons to
of a 0.475-20 UNF-2B tap will require housing bottom in caliper housing.
to be replaced. 4. Remove lining from inboard and outboard sides
9. Inspect retainer plates (7 & 8) for bent or of disc.
cracked condition, replace if such damage is 5. Inspect dust seals. Seals should be soft, pli-
found. Inspect retainer plate bolts (6), and able, and show no evidence of hardening or
tapped holes in housing. rupture. If damage is observed, the dust covers
NOTE: These bolts are highly stressed and should must be replaced. This will require disassembly
be replaced whenever their condition appears of the caliper.
questionable. A 3/4-16 UNF-28 tap lubricated with a 6. Inspect end plates for wear. Replace if grooves
light oil may be used to inspect tapped holes in will not allow lining back plate to slide freely.
housings for thread damage and to clean up any 7. IMeasure the thickness of the disc. If 20 to 25%
minor thread roughness. of the disc wear surface is worn below 28.7
10. Brake housings and pistons should be thor- (1.13 in.), the disc must be replaced. Refer to
oughly cleaned. After cleaning, passages, cavi- Figure 5-4.
ties, and external surfaces should be blown dry
with clean, dry, compressed air. Piston should
also be cleaned and blown dry.
NOTE: Cleaned and dried parts should not be left
exposed for any appreciable time without a
protective coating of lubricant; for short term storage,
coating all internal cavities, passages, and bosses
with hydraulic fluid will be adequate protection; for
longer term storage wipe cavities, connector bosses,
and threads with a protective grease, such as
petroleum jelly.

8. If original linings have sufficient lining material
for reuse, inspect lining back plate for cracks or
excessive yielding where plate fits into end
plates 7 or 8 (Figure 5-3).
When replacing linings, never mix new and used

linings in a brake assembly.
9. Slide linings (9) into caliper. It may be neces-
sary to again pry pistons into housing (1).
10. Install end plates (7 & 8), apply Loctite ® 271 to
threads of end plate cap screws (6). Install cap
screws and tighten to 54.6 N·m (403 ft lbs)
torque. Check that linings (9) slide freely
between end plates.
11. After completing lining replacement, reinstall
front wheels. Refer to Wheel and Tire Installa-
tion, Section G.
FIGURE 5-4. DISC WEAR LIMITS

FRONT SERVICE BRAKE CONDITIONING (BURNISHING) PROCEDURE
GENERAL Front Brake Conditioning
After any brake lining replacement, or at new truck 1. To prevent overheating and possible destruc-
start up, the brake linings and discs must be bur- tion of rear brakes, temporarily disconnect the
nished. A surface pyrometer will be necessary to REAR brakes while burnishing front wheel
accurately record disc temperature during brake bur- brakes as follows:
nishing procedure. a. Relieve stored pressure in hydraulic system
according to the previous “WARNING”
Safety Precautions
instructions.
b. Disconnect “BR” hydraulic tube (1, Figure 5-
5) at both ends inside brake control cabinet.
Install a #8, 0.75 x 16 UNF-2B, 37° flare Cap
• BEFORE DISCONNECTING PRESSURE Nut (WA2567, or equivalent) on each fitting
LINES, REPLACING COMPONENTS IN THE where tube was removed. Tighten caps to
HYDRAULIC CIRCUITS, OR INSTALLING standard torque to prevent leakage. Cap or
TEST GAUGES, ALWAYS BLEED DOWN plug tube to prevent contamination.
HYDRAULIC STEERING ACCUMULATORS
NOTE: This will disconnect the hydraulic supply from
AND BRAKE SYSTEM ACCUMULATORS.
The steering accumulators can be bled down the operator's brake pedal to the rear brakes. There
with engine shut down, turning the key switch will be a noticeable loss of “braking action” at the
OFF and waiting 90 seconds. Confirm the pedal. However, this method of temporarily disabling
steering pressure is released by turning the the brakes will still permit the application of Brake
steering wheel - No front wheel movement Lock, in the event of an emergency.
should occur.
c. Close brake accumulator bleed valves (7,
The brake accumulators are bled by opening
the two valves (7, Figure 5-5) on the brake Figure 5-5).
manifold (inside brake cabinet).
• BEFORE DISABLING ANY BRAKE CIRCUIT,
insure truck wheels are blocked to prevent
possible roll away.
• REAR BRAKES MUST BE DISCONNECTED
WHEN BURNISHING THE FRONT BRAKES.
Front brakes require burnishing
independently from rear brakes in order to
control disc temperatures
• EXTREME SAFETY PRECAUTIONS SHOULD
BE USED WHEN MAKING HIGH-ENERGY/
HIGH-SPEED BRAKE STOPS ON ANY
DOWNGRADE.
Safety berms or adequate run off ramps are
necessary for any stopping performance
tests.
• Heavy smoke and foul odor from brake
linings is normal during burnishing FIGURE 5-5. BRAKE MANIFOLD AND
procedures. COMPONENTS
1. “BR” Hydraulic Tube 6. Brake Lock Shuttle
2. Rear Brake Accum. Valve
3. Brake Manifold 7. Brake Accumulator
4. Front Brake Accum. Bleed Valves
5. “BF” Hydraulic Tube

2. Disconnect pressure sensor (2, Figure 5-6) by 8. Start the engine and check for leaks. Bleed the
disconnecting connector (1) inside the brake brakes according to bleeding procedures.
cabinet. By disconnecting circuit 44R, propul- 9. Ensure all brakes are functioning properly.
sion will be allowed with the service brakes
applied. 10. Verify that pressure sensor and circuit 44R is
functioning correctly. With the truck empty and
3. Drive truck at speeds of 8-16 kph (5-10 mph)
on a level surface, accelerate up to 16 kph (10
with brake alternately applied and released
mph). Apply the service brakes. The drive sys-
using sufficient pressure to make engine “work”
tem must drop out of propulsion at this time. If it
to a noticeable extent during apply.
does not drop propulsion, troubleshoot the sys-
NOTE: The override switch on the instrument panel tem and repair the problem. Do not release the
must be depressed and held by the operator in order truck to production unless propulsion is discon-
to propel with the brakes applied. tinued when the service brakes are applied.
4. Apply front brakes at full pressure until discs

reach or just exceed 316° C (600° F). Hold in
override switch to maintain propulsion to obtain
disc temperature. Check disc temperature after BRAKE BLEEDING PROCEDURES
182 meters (200 yards). Attach brake lines and bleed brake calipers accord-
5. Let the discs cool to 121° C (250° F) and repeat ing to the following instructions.
procedure two more cycles. 1. Fill hydraulic tank following procedure in Sec-
6. Allow front discs to cool to 121° C (250° F). tion “P”, Hydraulic Tank Service.
7. Reconnect rear brakes: 2. Close brake accumulator drain valves (7, Figure
5-5), if open.
a. Relieve pressure in hydraulic system accord-
ing to previous “WARNING” instructions. 3. Securely attach bleeder hose to highest bleeder
valve of each caliper, direct hose away from
b. Remove cap nuts and reinstall tube (1, Fig- brake assembly and into a container to catch
ure 5-5). Tighten the tube nuts to standard excess oil.
torque.
4. With engine at idle make partial brake applica-
c. Close accumulator bleed valves (7). tion of service brake pedal:
d. Re-connect connector (1, Figure 5-6) to the a. Maintaining partial application, open bleeder
wiring harness. valve until a clean stream of oil is discharged
from caliper.
b. Close bleeder valve.
5. Repeat above steps until all air is bled from all
calipers.
6. Check hydraulic tank oil level as bleeding takes
place. Maintain correct oil level as needed.
Before returning truck to production, all new

brake linings must be burnished. Refer to “Ser-
vice Brake Conditioning”.
FIGURE 5-6. BRAKE CABINET

1. Connector 2. Pressure Sensor

SECTION J6
ARMATURE SPEED REAR DISC BRAKES
INDEX
ARMATURE SPEED REAR DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3
REAR BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3
CALIPER AND DISC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J6-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-5
PARK BRAKE ADJUSTMENT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-7
BRAKE BLEEDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-8
CALIPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-9
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-9
PISTON SUBASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-12
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-12
PREPARATION FOR ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-13
Clean Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-13
For Rough Metal Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-14
Dry and Inspect Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-14
Corrosion Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-14
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-14
Caliper Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-14
Shoes, Linings and End Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-15
Inspect linings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-15
PISTON ASSEMBLY RETURN SPRING FORCE AND BUILT-IN CLEARANCE (BIC) . . . . . . .J6-15
Piston Assembly Adjuster Grip Force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-16
Adjuster Force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-18
Piston Return Spring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-20
J06025 10/10 Armature Speed Rear Disc Brakes J6-1

ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-21
Adjuster and Pin Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-21
Piston Subassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-22
Brake Caliper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-23
PERIODIC INSPECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-29
Shoes, Linings and End Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-29
Inspect the following areas for fluid leaks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-29
Dust Boots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-29
Brake Disc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-29
BRAKE LINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-30
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-30
BRAKE DISC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-30
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-30
SERVICE BRAKE CONDITIONING (BURNISHING) PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . J6-31
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-31
SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-31
Rear Brake Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-32
J6-2 Armature Speed Rear Disc Brakes 10/10 J06025

ARMATURE SPEED REAR DISC BRAKES
REAR BRAKES CALIPER AND DISC

Each rear wheel service brake assembly consists of Removal
two discs, each with a four piston caliper and a lining
on each side of the disc. Both discs are attached by
adapters to the wheel motor armature.
A constant brake-release clearance between pistons
and linings, and lining and disc, is maintained by an Do not loosen or disconnect any hydraulic brake
automatic adjustment feature of the piston subas- line or component until engine is stopped, key
sembly. As the lining wears, the position of grips on a switch is OFF and drain valves on brake accumu-
return pin advances to allow maximum piston force to lators are opened and steering accumulators are
be applied to lining. Upon brake release, the piston is bled down. Turn steering wheel to be sure steer-
retracted by a return spring for the amount of the pre- ing accumulator is completely bled down.
determined clearance.
The parking brake is also incorporated into the brake 1. Park truck in level ground. Block all the wheels
caliper. A separate piston applies the park brake, on both sides to prevent the truck from moving.
which applies the service brake pads against the 2. With engine off, key switch OFF, wait 90 sec-
brake rotor. onds for steering accumulators to bleed down.
Open both brake accumulator drain valves.
3. Remove crossover tubes (4, Figure 6-1) from
upper service brake caliper. Remove crossover
tubes on lower brake assembly.
4. Remove two center caliper mount cap screws
(6, Figure 6-2) from outboard caliper and install
two 7/8-9 NC X 14 in. studs.
5. Slowly remove the four remaining caliper mount
cap screws. The brake lining is under spring
pressure, and it will extend out as the cap
screws are loosened. Do not let the brake lining
pull away from the caliper housing.
6. Use small diameter wire and wrap it around the
brake lining and caliper. This will keep the brake
lining from pulling away from the caliper and
over-extending the brake wear adjuster.
NOTE: If the caliper is being removed to be serviced,
it is not necessary to install the wire. If the caliper is
FIGURE 6-1. BRAKE CALIPER being removed to gain access to other parts, and the
caliper does not need service, the wire must be
1. Cap Screws 4. Crossover Tubes installed. If the brake lining pulls away from the
2. End Plate 5. Bleed Plug caliper, the caliper must be disassembled to reset the
3. Caliper brake wear adjuster.

7. Remove the caliper half. Each caliper half .
weighs approximately 45 kg (100 lbs).
8. Support outer disc (12) and remove disc mount
cap screws (11) and washers. Slide disc from
outboard adapter (10). Shims (7) will be found
between disc and adapter. Remove bushing (8).
Mark all shims so they will be installed in the
same location during assembly.
brake lining and inner caliper half (5).
10. Remove cap screws and flat washers (9).
Remove adapter (10). Remove inner caliper
half from adapter (2).
11. Remove the two center caliper mount cap
screws (13) from inboard caliper (14) and install
two 7/8-9 NC X 14 in. studs.
12. Slowly remove the four remaining caliper mount
cap screws. The brake lining is under spring
pressure, and it will extend out as the cap
screws are loosened. Do not let the brake lining
pull away from the caliper housing (14, Figure
6-2).
brake lining and caliper. Slide caliper half off
studs and remove from wheel motor.
14. Support inner disc (12) and remove cap screws
and flat washers (11). Remove inboard disc
(12). Remove shims (7) and bushing (8)
between disc and adapter.
brake lining and inner caliper half (14).
16. Remove inner half of caliper (14). A brake
bleeder may have to be removed temporarily to
obtain clearance around adapter (15). Cover or
plug hole in caliper to prevent dirt contamination
inside caliper.
FIGURE 6-2. REAR DISC BRAKE
17. Remove cap screws and flat washers (3) and
remove adapter (2). 1. Wheel Motor 9. Cap Screw
2. Adapter 10. Adapter, Brake Disc
3. Cap Screw/Flat- 11. Cap Screw &
washer Flatwasher
4. Shims 12. Disc
5. Caliper Assembly 13. Cap Screw &
6. Cap Screw/Flat- Flatwasher
washer 14. Caliper Assembly
7. Shims 15. Adapter/Armature
8. Bushing Shaft Drive

Installation d. Make a measured shim pack equal to the
result obtained in Step 4c. If not equal, then
within 0.127 mm (0.005 in.) of the result. This
will be brake disc shim pack (7).
5. Remove disc mounting cap screws (11) and
inner disc (12).
Secure the lining assembly to the caliper housing
using wire ties or safety wire so that it cannot NOTE: The inner and outer caliper halves are
move away from the caliper housing. Movement different, and are not interchangeable. The outer half
of the lining assembly during installation will has countersunk bores for the cap screw head and
affect the parking piston adjustment which may flat washers, the inner half has a flat mounting
cause the brake to drag after installation. The lin- surface.
ing must remain secure to the caliper housing NOTE: Each caliper half weighs approximately 45 kg
until the brake is installed on the vehicle. If the (100 lbs).
lining does move away from the caliper, the cali-
per will have to be partially disassembled to reset
the adjuster. 6. With brake linings secured with wire, install
inner brake caliper half (14) over the two studs.
NOTE: If installing new calipers, do not cut the band
Ensure brake bleeder plugs (6 & 7, Figure 6-3)
off the caliper until retaining wire has been installed.
are installed in the locations shown. Bleeder
plug (7) must be installed in the same location
1. Inspect all brake discs (12, Figure 6-2) for wear. as (4) when viewing from the end.
Refer to Brake Disc Inspection, this chapter, for NOTE: Bleed plug (7) may have to be removed
wear limits. If any disc is worn beyond the wear temporarily to obtain clearance around adapter (15,
limit, replace the disc. Figure 6-2) during caliper installation. Cover or plug
2. If removed, install adapter (2, Figure 6-2) and hole in caliper to prevent dirt contamination inside
secure in place with lubricated cap screws and caliper.
flat washers (3). Tighten cap screws to standard
torque.
7. If brake disc shim pack (7) is required (Step 4d),
3. Install two 7/8-9 NC X 14 in. studs in two center
install shims on adapter (15).
caliper mounting cap screw holes (in place of
cap screws 13).
4. Install inboard disc (12) with four equally
spaced cap screws with flatwashers. Tighten
cap screws, but do not tighten to final torque at
this time. Cap Screws (3, 6, 9, 11 & 13) must have the
a. Measure and record distance from caliper threads and seats lubricated with simple lithium
mounting surface to inside face of brake disc base chassis grease (multi-purpose EP NLGI)
(12). This is Dimension “A”, Figure 6-2. prior to installation.
b. If dimension “A” is 126.21 mm (4.97 in.) or 8. Remove the brake lining retaining wire. Do not
greater, install one 1.016 mm (0.040 in.) let the lining pull away from the caliper. Install
shim at brake mounting surface. Measure inner brake disc (12) with bushing (8). Lubricate
dimension “A” again, measuring from outer then install all cap screws and flat washers (11)
surface of shim to inside face of brake disc. to inner disc. Tighten cap screws (11) to stan-
dard torque.
c. When dimension “A” is less than 126.21 mm
(4.97 in.), then, subtract dimension “A” from
126.49 mm (4.98 in.).

NOTE: If the brake lining moves away from the cali- 15. Remove cap screws (11) and outer disc (12).
per while handling during installation, the caliper Remove outer disc adapter (10).
must be partially disassembled to re-adjust the park- 16. With brake linings secured to caliper with wire,
ing brake adjuster. The brake caliper must be install inner brake caliper half (5) over the two
installed with the brake linings completely retracted. studs. Ensure brake bleeder plug (3, Figure 6-3)
is installed in the location shown.
9. Install outer brake caliper half (14) over the two 17. Install outer disc adapter (10, Figure 6-2). Lubri-
studs. Carefully remove the brake lining retain- cate then install cap screws and flat washers
ing wire. Do not let the lining pull away from the (9). Tighten 12 point head cap screws (9) to
caliper. Lubricate then install four cap screws standard torque.
and flat washers (13). 18. If brake disc shim pack (7, Figure 6-2) is
10. Remove the two studs in the center holes. required (Step 14d), install shims on adapter
(10).
11. Lubricate then install two cap screws (13) and
hardened flat washers. Tighten all cap screws 19. Install outer brake disc (12) with bushing (8).
(13) to standard torque. Ensure brake bleeder Lubricate then install all cap screws and flat
plugs (4 & 5, Figure 6-3) are installed in the washers (11) to outer disc. With the brake disc
locations shown. resting against the brake lining, remove the
wires retaining the brake linings. Tighten cap
12. Install two 7/8-9 NC X 14 in. studs in the two
screws (11) to standard torque.
center caliper mounting cap screw holes for the
outer brake caliper (5). 20. With brake linings secured to caliper with wire,
install outside caliper half (5). Lubricate then
13. Install outer disc adapter (10, Figure 6-2) with
install the four outer cap screws and flat wash-
six cap screws (9) and tighten securely.
ers (6). Remove the wires retaining the brake
14. Install outboard disc (12) with four equally linings.
spaced mounting cap screws (11). Tighten, but
21. Remove the two studs in the center holes and
do not tighten to final torque at this time.
install the remaining two lubricated cap screws
a. Measure and record distance from caliper (6) with washers. Tighten all cap screws (6) to
mounting surface to inside face of brake disc standard torque.
(12). This is Dimension “B”, Figure 6-2. 22. Ensure brake bleeder plugs (1 & 2, Figure 6-3)
b. If dimension “B” is 126.21 mm (4.97 in.) or are installed in the locations shown.
greater, install one 1.016 mm (0.040 in.) 23. Ensure all brake bleeders in both calipers are in
shim at brake mounting surface. Measure the exact locations shown in Figure 6-3.
dimension “B” again, measuring from outer Remove all extra brake bleed plugs from brake
surface of shim to inside face of brake disc. calipers so they will not be used during the
c. When dimension “B” is less than 126.21 mm brake bleeding procedure.
(4.97 in.), then, subtract dimension “B” from 24. Install crossover tubes and connect all brake
126.49 mm (4.98 in.). lines.
d. Make a measured shim pack equal to the 25. Refer to Park Brake Adjustment Procedure to
result obtained in Step 14c. If not equal, then adjust the parking brake.
within 0.127 mm (0.005 in.) of the result. This 26. After the brakes are adjusted, refer to Brake
will be brake disc shim pack (7). Bleeding procedure to bleed trapped air out of
the brake system.

27. Inspect the brake calipers, lines and fitting for 2. Ensure the wheel brake lock switch is set to the
any leakage. Repair any leaks. OFF position.
3. Start engine and operate at low idle speed. DO
NOT apply service brakes.
4. Without applying the service brakes, move the
All brake linings must be burnished before truck directional control lever from the PARK position
can return to operation. Brake performance is to the NEUTRAL position. This will release the
reduced if new linings are not burnished. parking brake.
5. Now, fully apply the service brakes. The park
28. Refer to Service Brake Conditioning Procedure brake piston adjusters will adjust automatically
to burnish the brake linings. when hydraulic pressure is applied to the ser-
vice brake pistons.
NOTE: Parking brake adjustment occurs
PARK BRAKE ADJUSTMENT PROCEDURE automatically whenever the service brakes are
applied while the parking brake is released.
6. Move directional control lever to the PARK posi-

tion.
Do not apply the service brakes or bleed the ser- 7. Turn the key switch to the OFF position. Park
vice brakes until after the adjustment procedure brake adjustment is now complete.
is complete. It may result in reduced park brake
performance.
1. Block wheels to prevent truck movement.
NOTE: Step 1 is required because Step 4 will require
the engine to be running and to move the directional
control lever out of the PARK position without the
service brakes being applied.

BRAKE BLEEDING PROCEDURE 6. Repeat above steps until all air is bled from all
calipers.
Park Brake
7. Check hydraulic reservoir level as bleeding
The brake calipers must be adjusted before
takes place, maintain correct oil level.
bleeding the brakes. Refer to Park Brake Adjust-
ment procedure for more information. 8. Securely attach bleeder hose to highest park
brake bleeder (2) valve of each caliper, direct
NOTE: Bleeder valves must be installed in the hose away from brake assembly and into a con-
locations shown in Figure 6-3. tainer to catch excess oil.
1. Chock the wheels to prevent the truck from 9. Release park brake by moving the directional
moving. control lever to the NETURAL position.
2. Fill hydraulic tank following procedure in Sec- 10. Slowly open each park brake bleeder valve until
tion P, Hydraulic Tank Service. a clean stream of oil is discharged from caliper.
3. Close brake accumulator drain valves (7, Figure Use bleeder valves shown in Figure 6-3.
6-38). 11. Repeat above steps until all air is bled from all
calipers.
Service Brake
12. Place directional control lever back into the
4. Securely attach bleeder hose to highest service PARK position and stop engine.
brake bleeder valve of each caliper, direct hose
away from brake assembly and into a container 13. The brake linings (new or used) must be bur-
to catch excess oil. nished before returning the truck to production.
5. With engine at idle speed, make partial brake
application of service brake pedal:
a. Maintaining partial application, open bleeder
valve until a clean stream of oil is discharged All brake linings must be burnished prior to
from caliper. Use bleeder valves shown in being put in service. Brake performance is
Figure 6-3. reduced if new linings are not burnished. Refer to
Service Brake Conditioning.
b. Close bleeder valve.
FIGURE 6-3. BLEEDER PLUG LOCATION

1. Bleeder Valve, Service Brake 2. Bleeder Valve, Park Brake

CALIPER 6. Separate the two lining end plates from the cali-
per housing half by removing the six cap screws
Disassembly (1, Figure 6-5), three from each end plate.
1. Open all bleeder screws and allow the fluid to
drain from the assembly into an approved con-
tainer.
2. Plug all openings to prevent contamination.
Thoroughly clean the exterior of the brake
assembly with an approved solvent.
3. Place the assembly, with the housing opening
down, onto a service bench that has sufficient
load bearing capacity.
4. Use a suitable hex wrench to remove plug (3,
Figure 6-4) from the center of the parking piston
cap (1).
FIGURE 6-5. END PLATE

1. Cap Screws 2. Wrench
7. Remove the brake lining.

8. Use special tool (Figure 6-6) to remove the
parking piston cap. Four holes in each cap are
provided for this purpose.
FIGURE 6-4. CALIPER

1. Parking Piston Cap 3. Plug
2. Special Tool Holes
5. Use a long 3/16-inch hex wrench (4, Figure 6-8)

through the hole in the center of the parking pis-
ton cap to loosen the shoulder bolt (1) that
attaches the parking piston adjusting bolt to the
lining assembly.
FIGURE 6-6. SPECIAL TOOL (XB3579)

NOTE: See the special tool section for instructions to
fabricate tool (XB3579).

9. Remove the four spring washers (1, Figure 6-7) 12. Pull the adjusting piston (1, Figure 6-9) from the
from the parking piston cavity of the caliper collar inside the parking pistons of each caliper
housing. housing.
FIGURE 6-9. PISTON

FIGURE 6-7. PARK BRAKE
1. Adjusting Piston 2. Caliper Housing
1. Spring Washers 2. End Cap
10. Use a 3/16 inch hex wrench, remove the shoul- 13. Use a pick or suitable tool to remove the parking
der bolt and spring (1, Figure 6-8), loosened in piston boots from each caliper housing.
Step 5, from the parking piston cavity. Inspect
14. Use suitable snap ring pliers to remove the
the shoulder bolt and spring for damage. If
parking piston adjusting collar retaining snap
damaged, replace with new parts.
ring (1, Figure 6-10) from inside the groove of
the parking piston. Remove the adjusting collar.
FIGURE 6-8. PARK PISTON

1. Shoulder Bolt & Spring 4. Hex Wrench
2. Parking Piston 5. Loctite® 272
3. Adjusting Bolt (assembly only)
FIGURE 6-10. ADJUSTING COLLAR
11. Use a pick or suitable tool to separate the park- 1. Snap Ring 2. Adjusting Collar
ing piston boots from the groove in the parking
piston adjusting bolts.

15. Use a suitable tool to push the parking piston 18. Position the caliper housing so that the ends of
out of the caliper housing. the adjuster pin and nut are up. Use a 5/32-inch
16. Remove the 127 mm (5 in.) diameter O-ring (1, hex wrench to hold the pin and remove the nut
Figure 6-11) and backup ring (2) from the park- and washer from the caliper housing.
ing piston. Discard the O-ring and backup ring. 19. Use a suitable dowel or drift to push the pistons
(1, Figure 6-13) out of each caliper housing.
FIGURE 6-13. SERVICE PISTONS

FIGURE 6-11. PISTON
1. O-Ring 3. Parking Piston 1. Piston Assembly 2. Dust Seal
2. Backup Ring 4. Caliper Housing
17. Use a suitable tool to remove the 63.5 mm (2.5-

in.) diameter parking piston O-ring (1, Figure 6- 20. Use a suitable tool to remove the two service
12) and backup ring (2) from the caliper hous- piston dust seals (1, Figure 6-14) from the cali-
ing. Discard the O-ring and backup ring. per housing. Discard the dust seals.
FIGURE 6-14. SERVICE PISTON DUST SEALS

1. Dust Seal 2. Groove
FIGURE 6-12. PARKING PISTON O-RING
1. O-Ring 2. Backup Ring

21. Use a suitable tool to remove the 76.2 mm (3 PISTON SUBASSEMBLY
in.) diameter service piston O-ring (1, Figure 6-
15) and backup ring (2) from each piston bore Disassembly
groove of the caliper housing. Discard the O- NOTE: Disassembly of the piston subassembly
rings and backup rings. during brake overhaul is not mandatory. Clean the
piston subassembly thoroughly. If the piston surface
is acceptable for reuse and the piston subassembly
passes the functional tests for adjusting grip force,
spring force and built-in clearance (BIC), return the
piston subassembly to service.
1. Remove the O-ring and adjuster pin washer.
2. Remove the lock ring.
Observe all warnings and cautions provided by

the press manufacturer to avoid damage to com-
ponents and serious personal injury.
FIGURE 6-15. SERVICE PISTON O-RINGS

3. Place the piston subassembly on an arbor
press table (5, Figure 6-16). Use special sleeve
(2), over the adjuster pin. Lower the arbor and
compress the return spring to minimum height,
22. Remove all fittings, plugs and bleeder screws and hold.
from each caliper housing. Mark the position
and location of the fittings for correct reinstalla-
tion. Note the location of the bleeder screws
and plugs for correct installation.
23. Thoroughly clean the exterior and interior of the
brake caliper housing with approved solvent.
NOTE: Verify that all O-ring grooves are clean and
free of foreign material. Use compressed air to blow
out the entire brake caliper housing. Be sure to blow
out internal passageways.
24. Repeat this procedure for each caliper half.
FIGURE 6-16. PISTON SUBASSEMBLY

1. Arbor 5. Arbor Press Table
2. Special Sleeve A 6. 1.40 - 1.65 mm (BIC)
3. Threaded Ring (0.055-0.065 in.)
4. Return Spring

4. Back out the threaded ring. Use a spanner PREPARATION FOR ASSEMBLY
wrench if the threaded ring will not unscrew by
hand.
5. Slowly raise the arbor until all compression of
the piston return spring is relieved.
6. Remove the spring retainer, return spring, outer Read and observe all Warning and Caution haz-
spring guide, adjusting pin with adjuster assem- ard alert messages in this publication. They pro-
blies, inner spring guide and piston. vide information that can help prevent serious
7. Check the adjuster force of the adjuster assem- personal injury, damage to components, or both.
bly
8. Inspect and test the piston return spring else- Solvent cleaners can be flammable, poisonous
where in this chapter. and cause burns. Examples of solvent cleaners
are carbon tetrachloride, and emulsion-type and
petroleum-base cleaners. Read the manufac-
turer's instructions before using a solvent
cleaner, then carefully follow the instructions.
Also follow the procedures below.
• Wear safe eye protection.

• Wear clothing that protects your skin.
• Work in a well-ventilated area.
• Do not use gasoline, or solvents that contain
gasoline. Gasoline can explode.
• You must use hot solution tanks or alkaline
solutions correctly. Read the manufacturer's
instructions before using hot solution tanks and
alkaline solutions. Then carefully follow the
instructions.
Clean Parts
For Ground or Polished Metal Parts:
Use a cleaning solvent or kerosene or diesel fuel to
clean ground or polished metal parts or surfaces.
Do not use hot solution tanks or water and alka-

line solutions to clean ground or polished parts.
Damage to parts can result.

For Rough Metal Parts INSPECTION
Use a cleaning solvent or a weak alkaline solution in Caliper Parts
a hot solution tank to clean rough metal parts. If a hot
1. inspect the pistons, housing bores and O-ring
solution tank is used, follow the instructions below.
grooves for scratches or corrosion. Remove
1. Leave the rough parts in the tank until they are small scratches or corrosion with a fine emery
completely cleaned and heated. cloth. Replace the components if they are worn
2. Remove the rough parts from the tank. beyond wear limits or if there are large
3. Wash the parts with water until the alkaline scratches or large amounts of corrosion.
solution is removed. 2. Measure the outer diameter of the service pis-
ton. Replace the piston if the outer diameter is
less than 76.07 mm (2.995 in.).
Dry and Inspect Parts 3. Measure the outer diameter of the parking pis-
1. Use soft, clean paper, cloth rags or compressed ton. Replace the piston if the outer diameter
air to completely dry parts immediately after measures less than 63.37 mm (2.495 in.) and
they are cleaned. 126.90 mm (4.996 in.).
2. Carefully inspect all parts for wear or damage 4. Measure the diameter of the housing service
before assembly. piston bore. Replace the housing if the diameter
exceeds 76.30 mm (3.004 in.).
3. Repair or replace worn or damaged parts.
5. Measure the diameter of the housing parking
piston bore. Replace the housing if the diameter
exceeds 63.60 mm (2.504 in.) and 127.13 mm
Corrosion Protection (5.005 in.).
Apply clean hydraulic oil to the cleaned and dried 6. Inspect caliper ports and end plate bolt holes for
parts that are not damaged and are to be immedi- thread damage. Use the appropriate taps lubri-
ately assembled. Do NOT apply fluid to the brake lin- cated with light oil to inspect tapped holes for
ings or the disc. thread damage and to clean up minor thread
If parts are to be stored, apply a special material that damage.
prevents corrosion to all surfaces. Do NOT apply the
material to the brake linings or the disc. Store the
parts inside special paper or other material that pre- • Fluid ports - Use 9/16-18 UNF-2B tap
vents corrosion. • Fluid ports - Use 7/16-20 UNF-2B tap
• End plate bolt holes - Use 3/4-16 UNF-2B tap
NOTE: Replace any component that has thread

damage that cannot be repaired.
7. Discard all backup rings, O-rings and dust
boots and use new ones when servicing the cal-
iper.

Shoes, Linings and End Plates PISTON ASSEMBLY RETURN SPRING
To help prevent abnormal lining wear, replace worn,
FORCE AND BUILT-IN CLEARANCE (BIC)
bent or cracked end plates and distorted shoes.
Inspect the end plate cap screws for wear. Replace 1. Place the piston subassembly onto a spring
the bolts if worn. tester table. Install a special sleeve (2, Figure 6-
NOTE: End plate cap screws are highly stressed. 17) over the exposed adjuster pin (6).
2. Set a dial indicator between the spring tester
arbor and table. Use a dial indicator with a total
Inspect linings range of 2.54-3.1 mm (0.100-0.125 in.) such as
Federal Mod C6K or C71, or equivalent, having
1. Lining Wear. Replace the linings when the thick- a ± 0.508 or 0.635 mm (± 0.020 or 0.025 in.)
ness of the lining is less than 3.2 mm (0.125 in.) scale with 0.0127 mm (0.0005 in.) increments.
from the back plate.
3. Lower the spring tester arbor to compress the
2. Lining Wear Not Even. Replace the linings if the spring to minimum height (7, Figure 6-17). The
thickness of the two linings is significantly differ- indicator pointer will stop rotating.
ent. Check the pistons for correct operation.
Replace the piston and/or housing if a piston is
cocked in the bore. Check that the disc surface
is flat and parallel to the linings.
3. Oil or Grease on the Linings. Replace the lin-
ings.
Always replace both linings. If only one lining is

replaced, possible disc damage can occur.
4. Cracks on the Linings. Replace linings that

have larger or deeper cracks than the small,
tight cracks on the surface of the lining which
are normal when the caliper is used under high
temperature conditions. These cracks are
FIGURE 6-17. SPRING TESTER SETUP
referred to as heat check cracks.
1. Arbor Of Spring Tester 5. Spring Tester Table
2. Special Sleeve A 6. Adjuster Pin
3. Dial Indicator 7. 1.40-1.65 mm (BIC)
4. Return Spring (0.055-0.65 in.

4. Hold the spring compressed and rotate the indi- Piston Assembly Adjuster Grip Force
cator dial to indicate ZERO. 1. Inspect the piston assembly adjuster grip force.
5. Raise the arbor slowly until the spring tester This is the force required to cause the adjuster
force scale reads ZERO; indicator dial reading pin to slip in the pair of adjuster grip subassem-
will be the BIC (Built-In Clearance). blies.
6. Lower the arbor slowly until the indicator again 2. Provide the special tools. Refer to Figures 6-18
reads ZERO; the spring tester force scale will and 6-19.
now indicate the spring return force.
NOTE: The return spring force should be a minimum

of 113 kg (250 lbs) when the spring is compressed
the maximum amount in the piston subassembly.
Replace the spring if the reading is less than 113 kg
(250 lbs). Refer to piston disassembly elsewhere in
this chapter.
7. Slowly raise and lower the arbor several times

to verify both BIC and spring return force. The
BIC should be between 1.40-1.65 mm (0.055-
0.065 in.). If not in this range, readjust the BIC.
Recheck for the correct BIC, Step 3 through
Step 5 above.
FIGURE 6-18. CALIBRATED SPRING POD
A. Scribe and Mark 10. 65.02 mm (2.56 in.)

1. 6.35 mm (0.25 in.) 11. 82.5 mm (3.25 in.)
2. 9.7 mm (0.38 in.) 12. 85.9 mm (3.38 in.)
3. 15.7 mm (0.62 in.) 13. 92.0 mm (3.62 in.)
4. 19.05 mm (0.75 in.) 14. 114.3 mm (4.5 in.)
5. 25.4 mm (1.00 in.) Free Length
6. 33.27 mm (1.31 in.) 15. 139.7 mm (5.50 in.)
7. 50.8 mm (2.00 in.) Free Length
8. 57.15 mm (2.25 in.) 16. 173 kg (380 lbs)
9. 58.67 mm (2.31 in.) 17. 362 kg (800 lbs)

Do not use a commercially available spring tester
for making adjuster force measurements. Sud-
den adjuster force release can damage such a
tester, requiring repair and re calibration.
NOTE: If a suitable hydraulic shop press is available,

the calibrated spring pod (4, Figure 6-20) is
unnecessary. Such a press must have a pressure
gauge with a 3447 kPa (500 psi) range accurately
calibrated to read pounds of force exerted by the
ram.
3. At the arbor press, place the piston assembly

on top of the special calibrated spring pod.
Slowly lower the arbor to push in the extended
adjuster pin as shown in View A, Figure 6-20.
The adjuster pin should slip into the adjuster
and move downward at readings between 173-
362 kg (380-800 lbs).
FIGURE 6-19. ADJUSTER PIN EXTENDER TOOL

1. 6.35 mm (in.) 11. See 11 below
2. 7.9 mm (0.31 in.) 12. 76.2 mm (3.0 in.)
3. 8.6 mm (0.34 in.) + 0.127 mm (0.005 in.)
4. Three dowels -0.00 mm (0.00 in.)
0.375 in. dia. 13. 71.4 mm (2.81 in.)
x 1.5 in long 14. 85.9 mm (3.38 in.)
5. 9.7 mm (0.38 in.) 15. 84.1 mm (3.31 in.)
6. 12.7 mm (0.50 in.) 16. 109.5 mm (4.31 in.)
7. 15.7 mm (0.62 in.) 17. 5/16-24 UNF Thread
8. 25.4 mm (1.0 in.) 18. Diamond Knurl
9. 31.8 mm (1.25 in.)
10. 38.1 mm (1.5 in.)
Item 11. Drill and ream for slip fit with 0.375 in dowel,
three holes equal space on two inch diameter.
FIGURE 6-20. CHECKING ADJUSTER GRIP SLIP

FORCE
1. Arbor Press 6. Adjuster Pin Extender
2. Adjuster Pin Tool
3. Piston Subassembly 7. Arbor Press Table
4. Calibrated Spring Pod 8. Piston Subassembly
5. Dowels

4. Insert the piston assembly into the adjuster pin 1. Place the spring pod on the arbor press table.
extender tool and secure firmly using the Use both special sleeves, Figures 6-26 as
knurled nut on the threads of the adjuster pin. shown in Views A and B of Figure 6-21 to slip
Place the special tool and piston assembly the adjuster back and forth several times on the
under the arbor and drop in three 9.5 mm adjuster pin.
(0.375 in.) dowel pins as shown in View B, Fig-
ure 6-20 Place the calibrated spring pod on top
of the dowels.
5. Apply arbor force slowly to the top of the cali-
brated spring pod and observe that slippage
occurs between 173-362 kg (380-800 lbs).
6. If adjuster slippage occurs below 173 kg (380
lbs) minimum or above 362 kg (800 lbs) maxi-
mum force, replace the adjuster pin and
adjuster in the piston assembly. See instruc-
tions elsewhere in this chapter.
Adjuster Force
FIGURE 6-21. CHECKING ADJUSTER FORCE

Observe all warnings and cautions provided by 1. Arbor 5. Special Sleeve B
the press manufacturer to avoid damage to com- 2. Special Sleeve 6. Special Sleeve A
ponents and serious personal injury. 3. Adjuster Pin 7. Calibrated Spring Pod
4. Adjuster Assemblies 8. Arbor Press Table
2. Use a calibrated spring pod, with an arbor press

to check for required adjuster force slippage.
Do not use the spring tester for making adjuster
Apply force from the arbor slowly to observe
force measurements. Sudden adjuster force
that slippage occurs between the 173 and 362
release can destroy calibration and possibly
kg (380 and 800 lbs) markings on the spring
result in damage to the tester.
pod.
3. If slippage occurs between the specified force
To obtain adjuster force measurements of the limits, slip the adjuster back and forth by alter-
adjuster subassemblies installed onto the adjuster nate use of special sleeves to position on the
pin, it is necessary to have either a force-calibrated pin as shown in Figure 6-21, View B, and rein-
hydraulic shop press, or a calibrated spring pod, Fig- stall it into the piston subassembly.
ure 6-18, available for use with a standard arbor
press. Obtain force measurements as illustrated in
Figure 6-21.

NOTE: Any rework of the adjuster pin must be a. Place the adjuster and pilot pin subassembly
avoided unless absolutely necessary. onto the end of the adjuster pin.
b. Press the adjuster off the expendable pilot
4. If slippage occurs below the 173 kg (380 lbs) pin, onto the adjuster pin. See Figure 6-22.
limit, either the adjuster or adjuster pin must be c. Press the second adjuster on to the adjuster
replaced. Use special sleeve A and the arbor pin.
press to slip both adjuster assemblies off the
d. Continue to push the adjuster along the
adjuster pin. Inspect the adjuster pin for nicks
adjuster pin until it contacts the previously
and wear. Adjuster pins with slight nicks that
installed adjuster.
can be polished out by hand can be reused if
subsequent slip inspection is acceptable. e. After assembly, check the adjuster force of
Replace adjuster pins that are bent or worn to the adjuster assembly.
less than 9.499 mm (0.374 in.) diameter. Burred
adjuster pin threads can be repaired with a 5/
16-24 UNF-3A thread die.
Adjusters and adjuster pins are critical items in

the operation of the piston return mechanism
and must not be mishandled. Under no circum-
stances should the pin diameter be clamped in a
vise or gripped with pliers. In normal use, the
surface of the pin will show only a very slow rate
of wear and both pins and adjusters will normally
outlast many brake lining changes and brake
overhauls.
5. If required, install the adjuster on the adjuster
pin as follows as shown in Figure 6-22.
FIGURE 6-22. INSTALLING ADJUSTER ON

ADJUSTER PIN
A. Discard pilot pin 4. Adjuster Assembly

1. Arbor 5. Adjuster Pin
2. Special Sleeve B 6. Special Sleeve A
3. Pilot Pin 7. Arbor Press Table
Use of special sleeves A and B to install adjuster

onto adjuster pin in correct position for assembly
in piston subassembly.

Piston Return Spring 3. Set up the dial indicator between the tester
1. Inspect the return spring for a free height arbor and the table. Place the outer spring
dimension of 22.15 mm (0.872 in.). A measured guide under the tester arbor. Lower the arbor
height of less than 21.59 mm (0.850 in.) is an firmly onto the spring guide. Disregard any
indication that the brake assembly has been tester reading. Hold the arbor in this position
subjected to high temperature operation, result- and set the indicator dial to ZERO, as shown in
ing in permanent set of the spring. This causes View A. Figure 6-23.
loss of spring force at working height. 4. Raise the arbor. Place the return spring over the
2. Measure the spring force at maximum service spring guide and lower the arbor slowly until the
deflection of a spring tester as shown in Figure dial indicator again reads ZERO. Read the
6-23. Use an outer spring guide for test setup spring force on the tester scale, as shown in
purposes. View B, Figure 6-23.
This value is the spring return force exerted under

maximum deflection installed in the piston subas-
sembly. Because of the manufacturing tolerances,
this can be as low as 113 kg (250 lbs), but will usually
measure greater than 136 kg (300 lbs). It is recom-
mended that springs measuring a lower force than
113 kg (250 lbs) under these test conditions be
replaced.
FIGURE 6-23. INSPECTING PISTON RETURN

SPRINGS
1. Tester Arbor 4. Return Spring

2. Outer Spring Guide 5. Tester Force Scale
3. Tester Table
Setup for inspecting piston return springs at

maximum operating deflection. Set up tester
as at (A), disregarding any force scale read-
ing; install return spring over outer spring
guide, compress slowly until dial indicator
again reads zero, read spring force on tester
force scale.

ASSEMBLY 1. Place the adjuster and pilot pin subassembly
onto the end of the adjuster pin.
2. Press the adjuster (4, Figure 6-24) off the
Read and observe all Warning and Caution hazard expendable pilot pin onto the adjuster pin.
alert messages in this publication. They provide
3. Press the second adjuster onto the adjuster pin.
information that can help prevent serious personal
injury, damage to components, or both. 4. Continue to push the adjuster along the
adjuster pin until it contacts the previously
Discard all backup rings, O-rings and dust boots and installed adjuster.
use new ones when servicing the caliper.
5. After assembly, check the adjuster force of the
Adjuster and Pin Assembly adjuster assembly. See instructions elsewhere
in this chapter.
Adjuster and adjuster pins are critical items in

the operation of the piston return mechanism
and must not be mishandled. Under no circum-
stances should the pin diameter be clamped in a
vise or gripped with pliers. In normal use, the
surface of the pin will show only a very slow rate
of wear and both pins and adjuster will normally
outlast many brake lining changes and brake
overhauls.
NOTE: Any rework of the adjuster pin must be

avoided unless absolutely necessary.
If required, install the adjuster onto the adjuster pin

using the following procedure. FIGURE 6-24. INSTALLING ADJUSTER ON
ADJUSTER PIN
A. Discard pilot pin 4. Adjuster Assembly
1. Arbor 5. Adjuster Pin
2. Special Sleeve B 6. Special Sleeve A
3. Pilot Pin 7. Arbor Press Table
Use of special sleeves A and B to install adjuster
onto adjuster pin in correct position for assembly
in piston subassembly.

Piston Subassembly 8. Screw the threaded ring against the spring
1. Install inner spring guide (10, Figure 6-25) into retainer, using a spanner wrench to ensure that
the piston cavity. the threaded ring is bottomed. Holding the
spring compressed, back off the threaded ring
2. Install adjuster pin (8) with the adjuster assem-
one full turn, plus the additional amount needed
blies installed onto the adjuster pin.
to install the lock ring into the first available lock
3. Install outer spring guide (7). ring position.
4. Install return spring (6).
5. Install spring retainer (5).
NOTE: This procedure provides the required built-in
6. Position the piston assembly onto an arbor
clearance (BIC).
press table as shown in Figure 6-16. Use spe-
cial sleeve A shown in Figure 6-26 over the
adjuster pin. Position the threaded ring over the 9. Raise the arbor, remove the piston assembly
special sleeve. from the arbor press, and install the lock ring.
7. Slowly lower the arbor and compress the return
spring to minimum height, and hold.
FIGURE 6-26. SPECIAL SLEEVES
FIGURE 6-25. PISTON SUBASSEMBLY

1. Lock Ring 7. Outer Spring Guide
2. Threaded Ring 8. Adjuster Pin
3. O-Ring 9. Adjuster
4. Adjuster Pin Washer 10. Inner Spring Guide
5. Spring Retainer 11. Piston
6. Return Spring

Brake Caliper 8. Install the four service pistons (1, Figure 6-27)
into the piston bores of each caliper housing.
Seat each piston evenly around each O-ring,
and with even pressure, push the piston
through the O-ring and backup ring. Prevent the
piston from cocking in the bore. Verify that the
Use only the specified components when servic- piston pin is aligned with its hole in the housing.
ing the caliper. Do not mix components from
other calipers. If the wrong components are
installed, the caliper will not operate correctly
and can cause damage to the equipment. Use of
non Komatsu (OEM) parts can cause damage,
loss of braking and serious personal injury.
1. Position the housings onto a work surface so

that the cylinder bores are up.
2. Lubricate all cylinder bores, seals, backup
rings, piston seal surfaces and seal grooves
with silicone grease, such as Dow Corning
DC4. If this is not available, use the same
hydraulic fluid used in the brake system to lubri-
cate the parts.
3. Install a new piston O-ring into the groove of
each service piston bore. Push the O-rings to
FIGURE 6-27. SERVICE PISTONS
the bottom of the grooves.
4. Install a new piston backup ring above each pis- 1. Piston Assembly 2. Dust Seal
ton O-ring.
NOTE: Do not apply grease to the dust seals.

5. Install two new service piston dust seals into the 9. Install a lock washer and locknut onto each pis-
dust seal grooves of each caliper housing. Ver- ton pin.
ify that the dust seals are fully seated.
6. Install a washer and new O-ring onto the
exposed part of each adjuster pin.
7. Lightly apply silicone grease to the four service
piston assemblies and adjuster pin O-rings. When tightening the nuts, avoid turning the
adjuster pins. This can cause damage to the O-
ring and cause the seal to leak.
10. Hold the adjuster pin using a 5/32-inch hex
wrench and tighten the nuts to 13.6-17.00 N·m
Inspect the outside diameter of each service pis- (120-150 in. lb).
ton for nicks, scratches, surface roughness or 11. Place each housing subassembly onto the arbor
other defects. Replace service pistons having press, and press the piston subassemblies into
any of these defects. their cavities to the maximum retracted position.
Re-tighten adjuster pin nuts as described in
Step 10.

12. Install a new smaller diameter 63.5 mm (2.5 in.) 14. Install a new larger diameter 127 mm (5 in.)
parking piston backup rings (2, Figure 6-28) into parking piston backup ring (2, Figure 6-29) into
the ring groove of each caliper housing. the outer groove of each parking piston.
NOTE: Position the O-rings into the parking piston
grooves next to the backup rings so that the O-rings
are toward the smaller diameter of the parking piston
and the backup ring will be farthest from the disc.
15. Lightly lubricate two new larger diameter 127

mm (5 in.) parking piston O-rings (3) using sili-
cone grease. Install one O-ring into the O-ring
groove of each parking piston.
16. Lightly apply silicone grease to the outside sur-
faces of each parking piston.
NOTE: Seat the piston evenly around each O-ring

and with even pressure, push the piston through the
smaller diameter O-ring and backup ring into the
caliper housing bore. Prevent the piston from cocking
FIGURE 6-28. PARK PISTON SEALS in the bore.
NOTE: Position the O-rings into the grooves below

the backup rings so that the backup rings are closest
to the disc.
13. Lightly lubricate two new smaller diameter 63.5

mm (2.5 in.) parking piston O-rings (1) using sil-
icone grease. Install the O-rings into the O-ring
grooves of each caliper housing.
Inspect the outside surfaces and grooves of each

parking piston for nicks, scratches, surface
roughness or other defects. Replace parking pis-
tons having any of these defects.
FIGURE 6-29. O-RING INSTALLATION

1. Parking Piston 3. O-Ring
2. Backup Ring

17. Install the parking piston (3, Figure 6-30) into 20. Install snap ring (2, Figure 6-31) into the snap
the parking piston bore of each caliper housing ring groove of each parking piston inner bore to
until fully seated. The smaller diameter portion retain the adjusting collars.
of each parking piston is inserted into the cali- 21. Make a short bend in the end of a length of
per housing bore first, toward the inside of the safety wire. Hook the bent end of the wire into
caliper housing. one of the slots in the adjusting collar to keep it
NOTE: There is risk of cutting the back-up ring or O- from turning when the adjusting bolt is installed.
ring during piston installation. An incorrectly
assembled parking brake piston will have a portion of
the back-up ring exposed, and/or a sliver of the back-
up ring will be found on the work bench. If a
damaged back-up ring or O-ring is discovered,
replace the back-up ring and O-ring with new parts
before proceeding.
18. Apply graphite-based anti-seize compound to
the tapered surfaces of the adjusting collar.
19. Working from the inside of each caliper housing,
install the parking piston adjusting collar into the
inner bore of each piston. The collar should
conform to the shape of the inner bore of the
parking piston.
FIGURE 6-31. ADJUSTING COLLAR

1. Adjusting Collar 3. Parking Piston
2. Snap Ring
FIGURE 6-30. PARKING PISTON

1. O-Ring 3. Parking Piston
2. Backup Ring 4. Housing

22. Screw the adjusting piston (1, Figure 6-32) into 26. Ensure thread engagement by inserting the
the adjusting collar finger tight, until fully seated shoulder bolt into the lining pad threaded hole.
into the parking piston. The shoulder bolt must be completely bottomed
23. Remove the safety wire. against the back-face of the lining pad.
24. Press a new parking piston boot into each cali- NOTE: If a shoulder bolt is not bottomed against the
per housing until fully seated. Snap the inner lip lining pad, it is recommended to re-tap the lining pad
of the parking piston boot into the groove of the threaded hole and check thread engagement again.
parking piston adjusting bolt. Do not use a lining pad which will not provide enough
thread engagement.
NOTE: The end plates have left and right orientation.
Verify that the end plates are correctly installed to
match the contour of each brake lining backing plate. 27. Install a new lining assembly (1) into the caliper
Verify that the lining assembly slides freely in the end half. Position the threaded hole into each lining
plates and is not binding. assembly backing plate, to align with the hole in
the parking piston adjusting bolt.
25. Install end plates (2, Figure 6-33) and end plate 28. Secure the lining assembly to the caliper hous-
cap screws into each caliper half. Tighten the ing using safety wire so that it cannot move.
cap screws to 515-624 N·m (380-460 ft lb).
Secure the lining assembly to the caliper housing

using safety wire so that it cannot move. Move-
ment of the lining assembly after the next steps
will affect the parking piston adjustment which
may cause the brake to drag after installation.
The lining must remain tight against the caliper
housing until the brake is installed onto the
truck.

1. Adjusting Piston 2. Caliper
FIGURE 6-33. END PLATES

1. Brake Lining 2. End Plate

29. Ensure the threads on the shoulder bolt and NOTE: The concave side of the first spring washer
adjusting bolt are not damaged. Replace all must face the parking piston, cup down. Install the
damaged parts with new parts. Before installing second cup up, third cup down and fourth cup up.
the shoulder bolt, apply Loctite® 272 (5, Figure
NOTE: Center each of the spring washers in the
6-34) to the shoulder bolt threads in sufficient
piston to make installation of the parking piston cap
quantity to fill all threads.
easier.
NOTE: For best performance, the threads and lining
surfaces should be clean and free of grease. Use of
Loctite® Primer is recommended. 33. Install four spring washers (1 & 2, Figure 6-35)
onto the surface of each parking piston.
30. Install the spring onto the shoulder bolt. Insert
the shoulder bolt and spring (1) into the adjust-
ing bolt (3).
31. Using a long 3/16-inch hex wrench (4), align the
backing plate threaded hole with the shoulder
bolt and install the shoulder bolt and tighten to
13.6-17.0 N·m (120-150 in. lb).
32. Thoroughly apply a graphite-base anti-sieze
compound to all spring washer surfaces, outer
parking piston surfaces and to the threads of
the parking piston cap.
FIGURE 6-35. PARK PISTON SPRING

WASHERS
1. Spring Washers (Concave side toward cap)

2. Spring Washers (Concave side toward piston)
3. Spring Piston Cap

1. Shoulder Bolt & Spring 3. Adjusting Bolt
2. Parking Piston 4. Hex Wrench
5. Loctite® 272

34. Using special tool (Figure 6-6), install the park-
ing piston cap (1, Figure 6-36) into each caliper
housing. Then tighten to 678 N·m (500 ft lb).
35. Using a suitable hex wrench, install the pipe
plug into the center hole of each parking piston
cap. Tighten each pipe plug until it is flush with
the surface of the cap.
NOTE: Retain the crossover tubes for assembly after

the brake is installed onto the vehicle.
36. Install the fittings, bleeder screws and plugs into

the housing subassemblies according to 12
o'clock or six o'clock installation requirements.
37. Cover any open ports to prevent contamination.
FIGURE 6-36. CALIPER

1. Parking Piston Cap 3. Plug
2. Spanner Wrench
Holes

PERIODIC INSPECTIONS Inspect the following areas for fluid leaks.
Inspect the caliper, linings and disc on a periodic • Pistons. If fluid leaks at a piston, disassemble the
schedule. caliper. Inspect the piston, bore, O-rings and
backup rings. Service as necessary.
• Elbow Fitting. If fluid leaks at the elbow fitting,
Shoes, Linings and End Plates tighten the fitting. If the leak continues, replace
the O-ring.
• End Plates. To help prevent abnormal lining
wear, replace worn, bent or cracked end plates • Tube Assembly. If fluid leaks from the tube
and distorted shoes. Inspect the end plate cap assembly, tighten or replace the tube or fitting.
screws for wear. Replace the cap screws if worn. • Adjuster Pin. If fluid leaks at the adjuster pin, hold
NOTE: End plate cap screws are highly stressed. the pin and tighten the nut to 120-150 lb-in (13.6-
17 N m). If the leak continues, replace the O-ring.
• Lining Wear. Replace the linings when the
thickness of the lining is less than 3.2 mm (0.125 • Bleeder Screw. If fluid leaks at the bleeder screw,
in.) from the back plate. tighten the bleeder screw. If the leak continues,
replace the bleeder screw.
• Lining Wear Not Even. Replace the linings if the
thickness of the two linings is significantly • Inlet Fitting. If fluid leaks at the inlet fitting, tighten
different. Check the pistons for correct operation. the fitting. If the leak continues, replace the O-
Replace the piston or housing if a piston is ring.
cocked in the bore. Check that the disc surface is
flat and parallel to the linings.
• Oil or Grease on the Linings. Replace the linings. Dust Boots
• Cracks on the Linings. Replace the linings that • Verify that the dust boots are soft and flexible.
have larger or deeper cracks than the small, tight • Disassemble the caliper and replace the dust
cracks on the surface of the lining which are boots that are hard or damaged.
normal when the caliper is used under high
temperature conditions. These cracks are
referred to as heat check cracks.
Brake Disc
• Refer to Brake Disc Inspection in this chapter. If
the disc is worn beyond the wear limits, replace
the disc.

BRAKE LINING BRAKE DISC
Replacement Inspection
Inspect brakes periodically for wear. Linings must be Inspect brake discs for wear.
replaced when lining material has been worn to a 1. Place a straight edge across face of disc and
minimum of 3.2 mm (0.125 in.). Use of linings measure from straight edge to worn face. The
beyond this wear limit will result in a decrease of disc must be replaced when this measurement
braking action, and possible damage to disc. is 1.52 mm (0.06 in.) or more on either side of
the disc, or when the disc thickness is 22.3 mm
When replacing linings, never mix new and used
(0.88 in.) on the worn face (see NOTE). It may
linings in an assembly.
be difficult to use a straight edge on the inner
1. To change linings, refer to Caliper Removal in surface of the disc, so a visual comparison may
this chapter. be used with that of the outer surface. Normally,
2. Place the caliper on a suitable work bench. wear will be the same on both sides. See Figure
Refer to Caliper Disassembly, and follow Steps 6-37.
1-14 to remove the brake linings. NOTE: The disc only needs to be replaced when 20
3. Inspect condition of brake caliper thoroughly to 25% of the disc wear surface is worn below 22.3
before installing linings. mm (0.88 in.).
a. Inspect for evidence of fluid leakage. If 2. It may be difficult to use a straight edge on the
present, brake must be removed for disas- inner surface of the disc, so a visual comparison
sembly, inspection and repair. may be used with that of the outer surface. Nor-
mally, wear will be the same on both sides.
b. Inspect condition of dust shields. These
should be soft and pliable, and show no evi- NOTE: When installing new linings to be used
dence of hardening of material, rupture, etc. against a worn disc, useful lining life will be
shortened by the depth of the disc wear, since the
c. Inspect condition of tubing and fittings. If
lining must advance this additional distance before
leakage is evident, correct or replace fittings
braking force is effective. In addition, the uneven
as necessary.
wear on the disc face will accelerate lining wear.
Do not rub or press dust shield directly over

sharp edge around piston cavity. This may cause
dust shields to be cut.
d. Wipe brake housing and lining retaining
plates clean before installation of new lin-
ings. If a petroleum base cleaning fluid is
used, such as diesel fuel, use sparingly on
dust shields and wipe dry after cleaning.
4. Squeeze the service pistons back into the bores
by using a special tool or a large C-clamp over
the piston and the back side of the caliper. Use
caution not to damage dust shields.
5. Refer to Caliper Assembly, Steps 19-35 to
install new brake linings.
6. Refer to Caliper Installation to install caliper on
truck.
FIGURE 6-37. REAR BRAKE DISC WEAR LIMITS

SERVICE BRAKE CONDITIONING (BURNISHING) PROCEDURE
GENERAL SAFETY PRECAUTIONS
These procedures apply ONLY to the brake lining
assemblies obtained from Komatsu Parts Dept. for
use on Komatsu Electric Drive Trucks equipped with
original equipment disc brakes.
Conditioning and burnishing of service brake linings • BEFORE DISCONNECTING PRESSURE
must be performed each time a new set of brake lin- LINES, REPLACING COMPONENTS IN THE
ings are installed, or before a new Komatsu Truck is HYDRAULIC CIRCUITS, OR INSTALLING
put into operational service. A surface pyrometer is TEST GAUGES, ALWAYS BLEED DOWN
required to measure brake disc temperatures during HYDRAULIC STEERING AND BRAKE
the conditioning procedures. ACCUMULATORS.
The steering accumulators can be bled down
If “Brake Certification” type tests are to be run, all lin- with engine shut down, turning the keyswitch
ings and discs should be new and the factory should OFF and waiting 90 seconds. Confirm the
be notified. For in-service testing of service brakes, steering pressure is released by turning the
new linings or discs are not necessary. steering wheel - No front wheel movement
should occur. Open the two valves (7, Figure
Front discs should be in serviceable condition with no 6-19) at the bottom of the brake accumulators
metal smearing or metal buildup from previous use (inside brake cabinet) to bleed down the two
and not extensively rough or grooved. Inspect discs brake accumulators.
for wear limits.
• BEFORE DISABLING ANY BRAKE CIRCUIT,
Rear discs will operate at higher temperatures and ensure truck wheels are blocked to prevent
can be dark blue in color and show periodic spots possible rollaway.
[approximately 3.8 cm (1.5 in.) in size] and still be • FRONT BRAKES MUST BE DISCONNECTED
serviceable. A disc that is extremely heat-checked WHEN BURNISHING THE REAR BRAKES.
with radial cracks open to show a gap must not be Front brakes require burnishing
used. independently from rear brakes in order to
control disc temperatures
• EXTREME SAFETY PRECAUTIONS SHOULD
BE USED WHEN MAKING HIGH-ENERGY/
HIGH-SPEED BRAKE STOPS ON ANY
To prevent lining damage during burnishing, as DOWNGRADE.
well as for stop distance tests, release the brakes Safety berms or adequate run off ramps are
necessary for any stopping performance
as quickly as possible at the end of each cycle or
tests.
stop.
• Heavy smoke and foul odor from brake
The burnish procedure consists of: linings is normal during burnishing
1. Alternately applying and releasing the service procedures.
brakes until the recommended brake disc sur-
face temperature is reached: then allow brakes
to cool. Cool brakes, if necessary, by driving
machine. (Rear brakes will normally cool faster
than fronts.) Repeat cycle 3 - 4 more times.
2. To expedite the burnishing cycles of heating
and cooling, operate the brakes on only one
axle at a time, so that the other system will be
cooling (operate front brakes with rear brakes
disconnected, or rear brakes with front brakes
disconnected).
3. The recommended order for burnishing is:
Front, Rear, Front, Rear, Front, Rear and Front.

Rear Brake Conditioning c. Disconnect “BF” hydraulic tube (5, Figure 6-
38) at both ends inside brake control cabinet.
Note: Front brakes will require burnishing
Install a #8, 0.75 x 16UNF-2B, 37° flare Cap
independently from rear brakes in order to control
Nut (WA2567, or equivalent) on each fitting
disc temperatures.
where tube was removed. Tighten caps to
standard torque to prevent leakage. Cap or
plug tube to prevent contamination.
NOTE: This will disconnect the hydraulic supply from
Extreme safety precautions should be used when the operator's brake pedal to the front brakes. There
making high-energy/high-speed brake stops on will be a noticeable loss of “braking action” at the
any downgrade. Safety berms or adequate run off pedal. However, this method of temporarily disabling
ramps are necessary for any stopping perfor- the brakes will still permit the application of Brake
mance tests. Lock, in the event of an emergency.
1. Temporarily disconnect the FRONT brakes d. Close accumulator bleed valves handles (7).
using the following procedure:
2. Disconnect pressure sensor (2, Figure 6-39) by
a. Observe safety precautions on the previous disconnecting connector (1) inside the brake
page. Bleed down the steering accumulators cabinet. By disconnecting circuit 44R, propul-
with engine off, and turn the key switch OFF sion will be allowed with the service brakes
and wait 90 seconds. Confirm the steering applied.
pressure is released by turning the steering 3. Drive empty truck on level terrain at speeds of
wheel - No front wheel movement should 8-16 kph (5-10 mph) while applying (dragging)
occur. the brakes using sufficient pressure to make
b. Open the two valves (7, Figure 6-38) at the engine work until the disc temperatures reach
bottom of the brake accumulators (inside or just exceed 316°C (600°F).
brake cabinet) to bleed down the two brake
NOTE: The override switch on the instrument panel
accumulators.
must be depressed and held by the operator in order
to propel the truck with the brakes applied.
FIGURE 6-38. BRAKE MANIFOLD AND

COMPONENTS
1. “BR” Hydraulic Tube 5. “BF” Hydraulic Tube
2. Rear Brake 6. Brake Lock Shuttle
Accumulator Valve FIGURE 6-39. BRAKE CABINET
3. Brake Manifold 7. Brake Accumulator 1. Connector 2. Pressure Sensor
4. Front Brake Bleed Valves
Accumulator

8. Start the engine and check for leaks.
9. Ensure all brakes are functioning properly and
have cooled to approximately 121°C (250°F) or
less before releasing truck.
10. Verify that pressure sensor and circuit 44R is
Do not exceed 800°F (427°C) disc temperatures functioning correctly. With the truck empty and
during burnishing. on a level surface, accelerate up to 16 kph (10
mph). Apply the service brakes. The drive sys-
tem must drop out of propulsion at this time. If it
4. Allow the brake discs to cool to approximately does not drop propulsion, troubleshoot the sys-
121°C (250°F) between cycles. tem and repair the problem. Do not release the
5. Repeat steps 3 and 4. truck to production unless propulsion is discon-
6. If the linings smoke or smell during the second tinued when the service brakes are applied.
cycle, continue to repeat burnishing cycle until
smoke and smell are gone or are significantly
reduced.
7. Reconnect front brakes:
a. Relieve pressure in the hydraulic system
described in Steps 1a and 1b.
b. Remove the cap nuts and reinstall tube (5,
Figure 6-38). Tighten the tube nuts to stan-
dard torque.
c. Close accumulator bleed valves (7).
d. Re-connect connector (1, Figure 6-39) to the
wiring harness

NOTES:

SECTION L
HYDRAULIC SYSTEM
INDEX
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2
HYDRAULIC COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3
STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7
HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8
HYDRAULIC CHECKOUT PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10
L01041 Index L1-1

NOTES
L1-2 Index L01041

SECTION L2
HYDRAULIC SYSTEM
INDEX
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3
HYDRAULIC SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4

Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4
Steering/Brake Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4
Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4
High Pressure Hydraulic Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4
Bleeddown Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4
Steering System Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4
DISABLED TRUCK CONNECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-6
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-6
STEERING AND BRAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-6

Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-6
HOIST SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-7

Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-7
Dumping Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-7
L02046 11/11 Hydraulic System L2-1

NOTES:
L2-2 Hydraulic System 11/11 L02046

HYDRAULIC SYSTEM
HYDRAULIC SYSTEM OPERATION
The following describes the basic hydraulic system The service capacity of the tank is 901 l (238 gal).
operation. Further system description is outlined Type C-4 hydraulic oil is recommended for use in the
under different system circuits such as the hoist cir- hydraulic system.
cuit and steering circuit in this section of the manual.
NOTE: It is recommended that any hydraulic oil
Refer to Section J for details regarding the hydraulic
to be used for filling or adding to the hydraulic
brake system.
system is routed through a 3 micron filter device
The hoist, steering and brake circuits share a com- prior to use.
mon hydraulic tank (1, Figure 2-1). The tank is
located on the left frame rail forward of the rear
wheels.
FIGURE 2-1. HYDRAULIC PUMPS AND TANK (VIEWED FROM BELOW TRUCK)
1. Hydraulic Tank 3. Steering / Brake Pump 5. Hoist Circuit Hydraulic
2. Hoist Cylinder 4. Hoist Circuit Filters Pump

High Pressure Hydraulic Filters
The truck is equipped with high pressure hydraulic oil
filters to filter the oil supply at the outlet of the pumps.
The steering/brake system filter (4, Figure 2-2) and
When servicing the hydraulic system, relieve two hoist circuit filters (4, Figure 2-1) are located on
pressure before disconnecting hydraulic and the right side, behind the fuel tank.
other lines. Tighten all connections before apply- Flow restriction through the filter element is sensed
ing pressure. by a pressure differential switch. When restriction is
excessive, the switch will turn on an indicator lamp
Hydraulic fluid escaping under pressure can inside the cab to notify the operator that filter service
have sufficient force to enter a person's body by is required.
penetrating the skin and cause serious injury and
possibly death if proper medical treatment by a Bleeddown Manifold
immediately. The bleeddown manifold (6, Figure 2-2) receives oil
from the steering/brake pump and directs it to the
steering accumulators (9), brake system, and to the
COMPONENT DESCRIPTION flow amplifier (7), for steering circuit components.
Hoist Pump Steering System Accumulators
The hoist pump (5, Figure 2-1) is a tandem gear type The steering accumulators (9, Figure 2-2) provide an
pump. The pump is mounted behind the main alter- adequate volume of pressurized oil to allow the truck
nator and driven by a drive shaft connection between to be steered to a safe area if a malfunction occurs in
the pump and the accessory drive output of the alter- the pump. (Brake system accumulators store a sup-
nator. The pump has a total output of 851 l/min (225 ply of oil to allow several brake applications if the
GPM) at 1900 RPM. steering/brake pump malfunctions. Refer to Section J
for detailed information.)
Steering/Brake Pump
The Steering/Brake system pump (3, Figure 2-2) is
mounted on the rear of the hoist system pump and
coupled to the hoist pump driveshaft. This pump has
an output of 246 l/min (65 GPM) at 1900 RPM. Out-
put from this pump provides oil for the truck steering
system as well as the service brake system.
Tank
The hydraulic tank provides a common supply of oil
for the hoist, steering, and brake systems. The
hydraulic tank service capacity is 901 l (238 gal).
Oil leaving the hydraulic tank (1, Figure 2-1) passes
through two 100 mesh wire strainers before entering
the hydraulic pumps. Oil level should be checked
periodically and be visible in the bottom sight glass
when the body is down and the engine is running. If
filling is required, use only clean, filtered type C-4
hydraulic oil.

FIGURE 2-2. STEERING CIRCUIT COMPONENTS (VIEWED FROM BELOW TRUCK)
1. Hydraulic Tank 5. Hoist Circuit Pump 9. Steering Accumulators
2. Hoist Cylinders 6. Bleeddown Manifold 10. Steering Quick Disconnects
3. Steering / Brake Pump 7. Flow Amplifier 11. Brake Quick Disconnects
4. Steering Circuit Filter 8. Steering Cylinders (For Jumper Hose)

DISABLED TRUCK CONNECTORS 4. If operable brakes are needed on the disabled
truck, connect a jumper hose from brake dis-
GENERAL connect coupling (2) to brake disconnect cou-
pling (5).
Refer to the appropriate information in this section of
the manual for repair and troubleshooting procedures 5. Start the engine on the good truck and check
for the hoist system components and steering system the operation of the steering and brake system
components. Refer to Section J for repair and trou- before moving the disabled truck.
bleshooting procedures for the hydraulic brake sys- 6. To disconnect the hoses, stop the engine(s).
tem components. Wait two minutes for the hydraulic system to
bleed down. Ensure all hydraulic pressure has
STEERING AND BRAKE SYSTEM been relieved before disconnecting the hoses.
Quick disconnect fittings are provided to allow opera- 7. Ensure the brake system jumper hose is
tion of the steering and brake circuits for temporary removed when the supply and return hoses are
truck operation if the steering/brake pump is not disconnected from the truck.
operational. To use this feature, two hoses (supply
and return) must be connected to a hydraulic source
(such as an operational truck or an auxiliary power
unit).
Hookup
1. When the good truck is in position, stop the
engine and wait two minutes to allow the
hydraulic system to bleed down. Ensure
hydraulic pressure has bled off before connect-
ing any hoses.
NOTE: Maximum hydraulic pressure is not to exceed
24 304 kPa (3,525 psi).
2. Connect the hydraulic supply hose to the supply
disconnect coupling (4, Figure 2-3).
NOTE: Failure to attach the return hose from the
disabled truck to the hydraulic pressure source could
cause the disabled truck hydraulic tank to overflow,
or potentially damage the hydraulic power source
due to lack of oil.
3. Connect the return hose to the return discon-
nect coupling (3).
NOTE: Because there are check valves incorporated
into the bleed down manifold, the pressurized fluid
supplied by the hydraulic source using supply FIGURE 2-3. BLEEDDOWN MANIFOLD
disconnect coupling (4) will not supply oil to the brake 1. Bleeddown Manifold
system. To enable brake system operation, a jumper 2. Brake Disconnect # 1
hose must be installed between the brake disconnect 3. Return Disconnect
fittings (2 & 5). Once the jumper hose is installed, 4. Supply/Inlet Disconnect
pressurized oil from the hydraulic pressure source 5. Brake Disconnect # 2
will be supplied to both the steering and the brake
circuits. NOTE: The matching quick disconnect couplings for
items (2, 4 & 5) is PB4682. The matching quick
disconnect coupling for item (3) is PB4684.

HOIST SYSTEM Hookup
Sometimes it is necessary to dump a load from the Ensure there is an adequate, clear area to dump the
body of a truck when the hoist system is inoperable. loaded box. When the good truck is in position, stop
To use this feature, two hoses (supply and return) the engine and wait two minutes to allow the hydrau-
must be connected to a hydraulic source (such as an lic system to bleed down. Ensure hydraulic pressure
operational truck or an auxiliary power unit). has bled off before connecting hoses.
Quick disconnect fittings (1 & 2, Figure 2-4) are pro- 1. With the good truck parked as close as possible
vided on the overcenter valve to allow operation of to the disabled truck, attach a hose from the
the hoist circuit for temporary truck operation if the power up quick disconnect (1, Figure 2-4) to
hoist pump, hoist valve or other hoist system compo- the power down circuit of the disabled truck.
nent is not operational. This will allow maintenance (Hose must be rated to withstand 17 237 kPa
personnel to raise the truck body to dump the load (2,500 psi) or greater pressure.
before moving the disabled truck.
NOTE: The power down circuit will use a smaller
In the example, Figure 2-4 illustrates a typical diameter hose (tube) than the power up circuit.
hookup from the good truck. The disabled truck may 2. Connect another hose from the power down
be another Model 830E, or a different Komatsu elec- quick disconnect (2) to the power up circuit of
tric drive truck model. the disabled truck.
NOTE: The hoist circuit relief valves are adjusted to NOTE: If both trucks are a Model 830E, the hoses
17 240 kPa (2,500 psi). will be installed at the quick disconnects shown in
Figure 2-4 and will be crossed when connected.
Dumping Procedure
Raising the Body:

3. On the disabled truck, move the hoist control
lever to power up and then release it to place
the hoist pilot valve in the HOLD position (leave
in this position during entire procedure).
4. Start the engine on the good truck, place the
hoist control in the power down position and
increase engine RPM to high idle to dump the
disabled truck. If the body of the disabled truck
fails to raise, increase the good truck power
down relief pressure as follows:
a. Stop the engine and wait two minutes to
allow the hydraulic system pressure to bleed
down.
b. Remove the cap from the hoist pilot valve
relief valve (2, Figure 2-5) located in the
FIGURE 2-4. HOIST CONNECTIONS hydraulics components cabinet behind the
1. Power Up Quick Disconnect cab. While counting the number of turns,
2. Power Down Quick Disconnect slowly screw the relief valve adjustment
3. Over Center Valve screw clockwise until it bottoms.
5. Repeat Step 4 to dump the disabled truck.

items (1 & 2) is PB4684.

Lowering the Body:
6. Place the hoist lever of the good truck in FLOAT
to lower the body. If necessary, momentarily
place the hoist control in POWER UP until the
body is able to descend in FLOAT. Do not accel-
erate the engine.
7. After body is lowered, stop the engine and wait
two minutes to allow the hydraulic system to
bleeddown. Then disconnect the hoses.
8. Reduce power down relief valve pressure to
normal on good truck by turning the adjustment
counterclockwise the same number of turns as
required in step 4 b.
9. Check power down relief pressure using
instructions in Section L10.
10. Check hydraulic tank oil level.
FIGURE 2-5. RELIEF VALVE

1. Hoist Pilot Valve 2. Relief Valve

SECTION L3
HYDRAULIC SYSTEM COMPONENT REPAIR
INDEX
HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
HOIST PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-6
Inspection Of Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-9
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10
HYDRAULIC TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16

Filling Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
HYDRAULIC TANK STRAINERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-18

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-18
Inspect and Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-18
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-19
HYDRAULIC TANK BREATHERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-19
HOIST CIRCUIT FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-20
FILTER ELEMENT REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-21

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-21
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-21
INDICATOR SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-21
L03039 05/10 Hydraulic Component Repair L3-1

NOTES:
L3-2 Hydraulic Component Repair 05/10 L03039

HYDRAULIC SYSTEM COMPONENT REPAIR
HOIST PUMP
2. Drain the hydraulic tank by use of the drain
Removal
valve (12, Figure 3-1) located on the bottom of
NOTE: It is not necessary to remove the steering the tank.
pump with the hoist pump. The steering pump may
NOTE: If oil in the hydraulic tank has not been
be disengaged and supported as the hoist pump is
contaminated, the shut-off valves can be closed and
removed.
both pump inlet lines can be drained, eliminating the
1. Turn the key switch OFF and allow ample time need to completely drain the tank. Refer to Figure 3-
(approximately 90 seconds) for the accumula- 1.
tors to bleed down. Turn the steering wheel to 3. Remove the rear axle blower hose support
be sure no oil remains under pressure. strap.
FIGURE 3-1. HOIST PUMP PIPING (BOTTOM VIEW)

1. Hydraulic Tank 5. Filter Outlet To Hoist Valve Hose 9. Steering / Brake Pump
2. Hoist Pump Shut-Off Valves 6. Hoist Pump Outlet To Filter Hose 10. Steering Pump Shutoff Valve
3. Hoist Pump Suction Hoses 7. Hoist Circuit Filters 11. Hoist Valve Return To Tank Hose
4. Hoist Pump 8. Hoist Cylinders 12. Hydraulic Tank Drain

4. Disconnect and remove the hose at the alterna- 11. Make sure the lifting and support devices are in
tor end and swing clear of work area. place on both pumps. Loosen (but do not
5. Close the shut-off valves (2 & 10, Figure 3-1). remove) the rear support bracket cap screws
holding the steering pump. Lower the pumps
allowing hoist pump to come down further than
steering pump.
12. Remove the four cap screws (10, Figure 3-2).
Slide hoist pump forward to disengage the
splines of drive coupling (9) from the steering
Always maintain complete cleanliness when
pump.
opening any hydraulic connection. Ensure that
all system lines and components are capped 13. Move pump to a clean work area for disassem-
while the component is removed from the truck. bly.
6. Cap or cover all lines and pump inlets and out-

lets to prevent contamination.
7. Remove the cap screws securing the hoist Installation
pump drive flange to the drive shaft. NOTE: The following procedure assumes the
8. Loosen the cap screws securing the inlet hoses steering pump is already in position on the truck.
(3) and outlet hoses (6) on the hoist pump and
1. Install O-ring (16, Figure 3-2) to steering pump
allow oil to drain. Remove inlet and outlet
(11). Install coupler (9) to hoist pump. If
hoses.
removed coupler has a snap ring, remove the
snap ring and dispose.
The hoist pump weighs approximately 128 kg

(282 lbs). The hoist and steering pump together
weigh approximately 227 kg (500 lbs). Use a suit-
able lifting or support device that can handle the The hoist pump weighs approximately 128 kg
load safely. (282 lbs). The hoist and steering pump together
weigh approximately 227 kg (500 lbs). Use a suit-
able lifting or support device that can handle the
9. Attach a suitable lifting or support device to the load safely.
hoist pump capable of handling approximately 2. Attach a suitable lifting or support device to the
113 kg (250 lbs). Attach a support to the front hoist pump capable of handling approximately
end of the steering pump to hold it in place dur- 113 kg (250 lbs). Move pump into position in
ing removal of the hoist pump. truck.
10. Remove the four cap screws securing the hoist 3. Lubricate the steering pump spline shaft and
pump to the front support bracket. Remove the align with coupling (9). Install hoist pump to
six cap screws holding the support bracket to steering pump and install cap screws (10) with
the “T” bracket and remove support bracket. hardened washers and tighten to standard
torque. Raise pumps up into position.

4. Attach front support bracket to the “T” bracket 9. Open the three suction line shut-off valves.
and to the pump with cap screws, lockwashers Loosen cap screws (at the pump) on suction
and nuts. Tighten cap screws to standard hoses (12 & 16) to bleed trapped air. Then
torque. loosen cap screws (at the pump) on pressure
5. Connect hoist pump drive flange to drive shaft hoses to bleed any trapped air. Tighten all cap
with cap screws, lockwashers and nuts. Tighten screws securely.
to standard torque. NOTE: If trapped air is not bled from steering pump,
6. Tighten support bracket cap screw (on rear of possible pump damage and no output may result.
steering pump) to standard torque.
10. Remove fitting (12) and fill the steering pump
7. Uncap inlet and outlet hoses and install to case with clean type C-4 hydraulic oil through
pumps using new O-rings. Tighten cap screws the case drain port. It may require 1.9 - 2.9 liters
securely. (2-3 quarts) of oil. Reinstall fitting (12) and con-
8. Service the hydraulic tank with C-4 type hydrau- nect the hose.
lic fluid. Refer to Hydraulic Tank, this section for 11. Reconnect blower tube and install blower tube
filling instructions. support strap.
FIGURE 3-2. STEERING PUMP REMOVAL

1. Hoist Pump 7. O-Ring 13. Inlet Port
2. Nut & Washer 8. Transition Plate 14. Compensator Adjuster
3. Dowel 9. Coupling 15. Plug
4. O-Ring 10. Cap Screw 16. O-Ring
5. Cap Screw 11. Steering & Brake Pump 17. Nut
6. Bearing Plate 12. Pump Case Drain 18. Unloader Adjuster

Disassembly 5. Remove nuts (17, Figure 3-2) and remove bear-
ing plate (6) with transition plate (8) and O-ring
NOTE: As parts are removed they should be laid out
(4). Remove cap screws (5) securing the bear-
in a group in the same order in which they are
ing plate to the transition plate and remove
removed.
O-ring (7). Remove dowels if damaged, or if
1. Clean the exterior of the pump assembly thor- replacement of the transition plate is necessary.
oughly. If the steering pump is attached, remove 6. Remove connector plate (9, Figure 3-3).
cap screws (10, Figure 3-2) and pull the steer- Remove O-ring (8) and steel rings (10) and
ing pump free of transition plate (8). Remove (14). Remove dowels (6) if damaged, or if con-
O-ring (16). nector plate replacement is necessary.
2. Remove companion flange from driveshaft. If
NOTE: If the connector plate is stuck, tap lightly with
necessary, heat to 204° to 260°C (400° to
a plastic hammer to loosen.
500°F) to ease removal.
7. Remove backup ring (15), O-ring and retainer
3. Remove coupling (9). Remove snap ring (18) if
(16) and isolation plate (17). Grasp the drive
damaged or replacement of the coupling is nec-
gear (12) and idler gear (11) and pull straight up
essary. Remove dowels (3) if damaged, or if
and out of the gear plate (5) bore. Remove
replacement of the bearing plate is necessary.
pressure plate (18) from gears.
4. The pump may be supported by placing on
8. Remove gear plate (5) and pressure plate (19).
wood blocks with the input drive shaft pointing
Remove steel rings, backup ring, O-ring and
down. Mark each section nearest the input drive
retainer and isolation plate. Remove O-ring (3)
gear to facilitate reassembly.
and stud O-ring (4).
FIGURE 3-3. HOIST PUMP DISASSEMBLY

1. O-Ring 7. Stud 13. Bearings 19. Pressure Plate
2. Bearing Plate 8. O-Ring 14. Steel Ring 20. Dowels
3. O-Ring 9. Connector Plate 15. Backup Ring 21. Coupling
4. O-Ring 10. Steel Ring 16. O-Ring & Retainer 22. Snap Ring
5. Gear Plate 11. Idler Gear 17. Isolation Plate 23. O-Ring
6. Dowel 12. Drive Gear (Rear) 18. Pressure Plate

9. Remove bearing plate (2). Remove O-ring (23) 13. Unthread the thru studs (12) and remove.
and stud O-rings (1). Remove dowels (20) if Remove flange (5), if stuck tap flange lightly
damaged or replacement of the bearing plate is with a plastic hammer to loosen. Remove
necessary. O-ring (8). Remove dowels (6) if damaged or if
replacement of the flange (5) or gear plate (7) is
10. Remove coupling (21). Remove snap ring (22) if
necessary.
damaged or replacement is necessary.
14. Remove steel rings, backup ring, O-ring and
NOTE: Disassembly of the rear pump section is now
retainer. Remove drive gear (1) and idler (3)
complete. Do not remove thru studs at this time as
from gear plate (7). Remove both pressure
the studs serve as guides for disassembly.
plates (18).
11. Remove bearing plate (10, Figure 3-4). If the
15. Remove outboard shaft seal (2), snap ring (21)
bearing plate is stuck, tap lightly with a plastic
and inboard shaft seal (20).
hammer to loosen it. Remove O-rings (9) and
(11).
12. Remove steel rings (13), backup ring (14),
O-ring, retainer (15) and isolation plate (17).
Remove dowels (16) if damaged or if replace-
ment of the bearing plate (10) is necessary.
1. Drive Gear & Shaft

2. Seal
3. Idler Gear
4. Steel Ball
5. Flange
6. Dowel
7. Gear Plate
8. O-Ring
9. O-Ring
10. Bearing Plate
11. O-Ring
12. Thru Studs
13. Steel Rings
14. Backup Ring
15. O-Ring & Retainer
16. Dowel
17. Isolation Plate
18. Pressure Plate
19. Plug
20. Seal
21. Snap Ring
FIGURE 3-4. HOIST PUMP DISASSEMBLY (FRONT SECTION)

NOTE: To aid in shaft seal removal place the flange
on two small wooden blocks, refer to Figure 3-5.
16. Use a punch and hammer and tap the outboard
shaft seal out of the flange bore. (Refer to Fig-
ure 3-6.) Use care not to mar, scratch or dam-
age the seal bore surface, or bearings.
17. After the seals and snap ring have been
removed, clean the bore thoroughly. If neces-
sary, the bore may be smoothed with number
400 emery paper (only).
FIGURE 3-6. SHAFT SEAL REMOVAL

1. Flange 3. Bearings
2. Punch
FIGURE 3-5. SEAL REMOVAL PREPARATION

1. Flange 3. Wooden Blocks
2. Bearings

Inspection Of Parts 5. Inspect the bearings, if they are worn beyond
the gray teflon into the bronze material, the
1. Examine the gear bores in both gear plates, ref-
complete flange connector plates or bearing
erence Figure 3-7. During the initial break-in,
plate should be replaced.
the gears cut into the gear plates. The nominal
depth of this cut is 0.203 mm (0.008 in.) and NOTE: Replacing new bearing in the flange,
should not exceed 0.381 mm (0.015 in.). As the connector plates or bearing plate is not
gear teeth cut into the gear plates, metal is recommended due to close tolerances and special
rolled against the pressure plates. Using a knife tooling required for crimping the bearing in place to
or sharp pointed scraper, remove the metal that prevent bearing spin.
was rolled against the pressure plates. Remove 6. Inspect the flange seal bore for scratches or
all metal chips that were broken loose. gouges which may interfere with shaft seal
installation.
7. For additional pump and system inspection
refer to the Troubleshooting Guide.
When removing the rolled up metal, do not

attempt to remove the gear track-in grooves.
2. Examine the pressure plates. They should not

show excessive wear on the bronzed side. If
deep curved wear marks are visible, discard
and replace with new.
3. Examine the gears. If excessive wear is visible
on the journals, sides, or face of the gears, or at
the point where the drive gear rotates in the lip
seal, discard and replace with new.
4. If any of the internal parts show excessive wear,
replace with new. Replace all O-rings and seals
with new.
FIGURE 3-7. GEAR BORE INSPECTION

1. Gear Track-In 2. Gear Plate

Assembly 6. Position the press ring over the seal. Make sure
that the seal stays centered and true with the
1. A suitable seal press ring or plug and two small
bore, and start applying pressure with the vise.
wood blocks should be available.
Continue pressing the seal until it just clears the
2. The following seal installation procedures are snap ring groove in the bore.
outlined for use with a vise, but they can be
7. Install snap ring (2, Figure 3-9). Make sure the
adapted for use with a press if one is available.
snap ring opening is over the weep hole (10).
3. Open the vise jaws wide enough to accept the
8. Install the Outboard seal (metal face out), until it
combined thickness of the flange, wood blocks
just contacts the snap ring.
and press ring.
4. Place the wood blocks flat against the fixed jaw
of the vise. Place the flange plate against the
blocks in such a position that the bearing pro-
jections are between the blocks and clear of the
vise jaw, refer to Figure 3-8.
5. Lubricate the seals with hydraulic oil. Position
the inboard shaft seal (3, Figure 3-9) with the
metal face toward the outboard end of the
flange.
FIGURE 3-9. SHAFT SEAL INSTALLATION
1. Outboard Shaft Seal 8. Bearing

2. Snap Ring 9. Bearing
3. Inboard Shaft Seal 10. Weep Hole
FIGURE 3-8. SHAFT SEAL INSTALLATION 4. Seal, Metal Face 11. Plug
5. Flange 12. Dowel
1. Flange 3. Bearing Projection 6. Steel Ball 13. Gear Plate
2. Wood Blocks 7. O-Ring 14. Thru Studs

9. Lubricate the thru stud threads (14, Figure 3-9) 10. Install steel rings (5, Figure 3-10). Lubricate and
with hydraulic oil. Thread the studs into flange install backup ring (8), O-ring (7) and ring
until snug. There are 4 long studs and 4 short retainer (6) as shown in Figure 3-10.
studs. Reference Figure 3-10 for proper stud
11. Install the isolation plate (9) on the suction side
location. Lubricate and install O-ring (7). Install
of the gear plate. The isolation plate has a relief
dowel pins (12), if removed. Install gear plate
area milled on one side, turn that side up or
(13). Make sure the recess in the gear plate will
toward the pressure plate.
be toward the connector plate, or facing up
when the gear plate is installed. 12. With the bronze side up and the milled slot fac-
ing toward the discharge side, slide pressure
plate (2, Figure 3-11) down into the gear bores
until it rests on the backup ring and O-ring. Do
not force the plate down the gear bores. If it
hangs up on the way down, work it back and
forth until it slides freely into place.
13. Coat the inside of the gear plate and the gears
with clean hydraulic oil.
FIGURE 3-10. PUMP REASSEMBLY

1. Gear Plate 7. O-Ring
2. Drive Gear 8. Backup Ring
3. Idler Gear 9. Isolation Plate
4. Bearing 10. Relief Area FIGURE 3-11. PRESSURE PLATE INSTALLATION
5. Steel Ring 11. Thru Studs
1. Gear Plate 3. Slot
6. Retainer
2. Pressure Plate

NOTE: To ensure the gear pump is correctly timed 14. With the extension end of the drive gear facing
during reassembly, place a mark on the end of the toward the shaft seals, install the drive gear. Do
input shaft to indicate the location of the valley not drop the gear in the bore as damage to the
between any two gear teeth. Refer to Figure 3-12 bronze face of the pressure plate could result.
which illustrates gear pump timing. Use care when pushing the drive gear exten-
sion thru the shaft seals. Install the idler gear.
15. Install the opposite pressure plate with the
bronze side down and the milled slot facing
toward the discharge side.
FIGURE 3-12. PUMP GEAR TIMING

16. Install steel rings (11, Figure 3-13), backup ring 17. Lubricate and install thru stud O-rings (5) and
(12), O-ring and retainer (13). Install isolation connector plate O-ring (7). Install dowel (14) if
plate with its relief toward the pressure plate. removed. Lubricate the I.D. of the bearings (17)
and install connector plate (6). Install snap ring
(8) and coupling (9).
FIGURE 3-13. HOIST PUMP REASSEMBLY

1. Drive Gear and Shaft 5. O-Ring 9. Coupling 13. O-Ring & Retainer
2. Idler Gear 6. Connector Plate 10. Thru Studs 14. Dowel
3. Gear Plate 7. O-Ring 11. Steel Ring 15. Isolation Plate
4. Relief 8. Snap Ring 12. Backup Ring 16. Pressure Plate
17. Bearing

18. Lubricate O-ring (3, Figure 3-14) and install in 20. Lubricate I.D. of bearings (18, Figure 3-14).
bearing plate (7). Lubricate O-rings (4) and Install O-rings (8 & 9) and dowel (25) if
install over studs (12). Replace dowel (2) if removed. Install gear plate (10). Make sure
removed. Install bearing plate (7). relief in gear plate is toward bearing plate (7).
19. Repeat steps 10, 11 and 12 for installation of the 21. Install rear drive gear (1) and idler gear (13).
steel rings, backup ring, O-ring, retainer, isola- The rear drive gear must be timed with the front
tion plate and pressure plate. drive gear. This is accomplished by lining up a
tooth on the rear drive gear with the valley of
two teeth on the front drive gear, as shown in
Figure 3-12.
FIGURE 3-14. HOIST PUMP REASSEMBLY

1. Drive Gear (Rear) 8. O-RIng 14. Cap Screw 20. Nut
2. Dowel 9. O-Ring 15. Bearing Plate 21. O-Ring
3. O-Ring 10. Gear Plate 16. Transition Plate 22. Dowel
4. O-Ring 11. Connector Plate 17. O-Ring 23. Dowel
5. Coupling 12. Stud 18. Bearings 24. O-Ring
6. Connector Plate 13. Idler Gear 19. Coupling 25. Dowel
7. Bearing Plate

22. Repeat steps 15 and 16 for installation of the 31. Install a new O-ring on steering pump flange
remaining pressure plate, steel rings, backup and install steering pump to the transition plate
ring, O-ring, and retainer and isolation plate. (16, Figure 3-14). Install cap screws and tighten
to standard torque.
23. Lubricate and install O-ring (24, Figure 3-14) in
connector plate (11). Install dowel (23) if 32. Install companion flange on pump driveshaft. If
removed. Lubricate I.D. of bearing in the con- necessary, heat to 204° to 260°C (400° to
nector plate (11). Install connector plate (11) 500°F) to ease installation.
with flat washers and nuts.
24. Install dowel (22) if removed. Lubricate and
position O-ring (17) in transition plate (16).
Assemble bearing plate (15) to transition plate
and install cap screws (14). Tighten cap screws
to standard torque. Do not force flange onto shaft. Be certain flange
25. Lubricate O-ring (21) and position on bearing is bottomed on shaft before it cools.
plate (15). Install the assembled bearing plate 33. After flange has cooled, install nut and washer
and transition plate (15 & 16) to the connector on pump shaft. Tighten to 407 N·m (300 ft lbs)
plate (11) and secure in place with nuts (20). torque.
Tighten nuts to standard torque.
26. Install coupling (19).
27. Lubricate the thru stud threads and install two
opposite stud nuts and hardened washers.
Tighten nuts to 325 to 339 N·m (240 to 250 ft
lbs) torque.
28. Using an 18 inch (45 cm) adjustable wrench,
check pump drive shaft rotation. The drive shaft
will be tight but should turn freely with a maxi-
mum of 7 to 14 N·m (5 to 10 ft lbs) torque, after
the initial surge. (Refer to Figure 3-15.)
29. If the shaft will not turn properly, disassemble
the pump and examine the parts for burrs or for-
eign material causing buildup or interference
between parts.
30. When the input shaft turns properly install the
remaining hardened washers and nuts. Tighten FIGURE 3-15. PUMP ROTATION CHECK
nuts to 325 to 339 N·m (240 to 250 ft lbs)
torque. 1. Wrench 3. Pump
2. Input Shaft

HYDRAULIC TANK 3. Replace fill cap.
4. Start engine, raise and lower the dump body
Filling Instructions
three times.
NOTE: If filling is required, use only type C-4 5. Continue to repeat steps 1 thru 4 until oil level is
hydraulic oil as specified on the truck Lubrication maintained in the top sight gauge with the
Chart. Filtering of oil with a 3 micron filtering system engine stopped, key switch OFF, and body
is recommended. down.
NOTE: With engine running and oil at operating
temperature, the oil should be visible in the lower
sight glass. If not, stop the engine and add oil per
Filling Instructions. Minor adjustments to oil level can
Prior to opening the hydraulic tank, allow at least be made by using the drain valve (4).
90 seconds for the accumulator to bleed down
after engine shutdown and key switch OFF.
1. With the engine stopped, body down, and the
key switch OFF, wait for at least 90 seconds.
If a hydraulic system component fails, an oil anal-
2. Remove the fill cap (1, Figure 3-16) and add ysis should be made before replacing any com-
clean type C-4 hydraulic oil until oil is at the top ponent. If foreign particles are evident, system
sight gauge. must be flushed. Refer to “Hydraulic System
Flushing” instructions.
Removal
1. Turn key switch OFF and allow at least 90 sec-
onds for the steering accumulator to bleed
down.
Be prepared to contain approximately 901 l (238 gal.)
of hydraulic oil. If the oil is to be reused, clean
containers must be used with a filtering (3 micron)
system available for refill.
2. Thoroughly clean the outside of the hydraulic
tank and attached equipment.
Take care to avoid contact with hot oil if truck

has been operating. Avoid spillage and contami-
nation.
3. Drain the hydraulic tank by opening the drain
valve (4, Figure 3-16) located on the side of the
tank.
4. The last little bit of oil can be drained by remov-
ing the magnetic drain plug located on the bot-
tom of the tank.
FIGURE 3-16. HYDRAULIC TANK

1. Fill Cap 3. Breather Filters (2)
2. Sight Gauges 4. Drain Valve

5. Disconnect all of the hydraulic lines connected
to the tank. Plug lines to prevent possible con-
tamination to the system. Tag each line at
removal for proper identification during installa-
tion.
6. Attach a lifting device to the hydraulic tank.
The hydraulic tank weighs approximately 544 kg

(1,200 lbs). Use a suitable lifting device that can
handle the load safely.
7. Disconnect the ground strap from the hydraulic
tank.
8. Disconnect the wiring harness from the hydrau-
lic tank.
9. Remove cap screws (4, Figure 3-17), lockwash-
ers (5) and flat washers (6) securing the
hydraulic tank to the frame.
10. Remove cap screws and flat washers (2), then
remove caps (3).
11. Lift the hydraulic tank from the frame. Move the
hydraulic tank to a clean work area for disas-
sembly or repair.
Installation
The hydraulic tank weighs approximately 544 kg

(1,200 lbs). Use a suitable lifting device that can FIGURE 3-17. HYDRAULIC TANK
1. Hydraulic Tank 5. Lock Washer
1. Install hydraulic tank into position on truck. 2. Cap Screw & Washer 6. Flat Washer
Install caps (3, Figure 3-17) with cap screws (2) 3. Cap 7. Rubber Mount
and flat washers. Tighten to 615 N·m (454 ft lb) 4. Cap Screw
torque.
2. Install cap screws (4), lockwashers (5), flat
washers (6) through rubber mounts (7) to
secure the hydraulic tank. Tighten to 800 N.m
(590 ft lb).

3. Uncap hydraulic lines and attach to the proper Inspect and Clean
connections.
NOTE: Inspect the strainers thoroughly for metallic
4. Replace breather filters if required. particles and varnish build up (if oil has been
5. Connect truck wiring harness to hydraulic tank. overheated). The quantity and size of any particles
Connect hydraulic tank ground strap. may be an indication of excessive wear of
6. Fill the hydraulic tank with clean, filtered C-4 components in the hydraulic system.
hydraulic oil. Refer to “Filling Instructions”.
7. Bleed all air from hydraulic lines.
1. Clean the strainers with fresh cleaning solvent
8. Bleed trapped air inside steering pump. Refer to from the inside out.
Pump Pressure Setting, Section L for air bleed-
2. Inspect the strainers for cracks or wear.
ing procedure.
Replace, if necessary.
NOTE: If trapped air is not bled from steering pump, 3. Clean any sediment from bottom of hydraulic
possible pump damage and no output may result. tank.
HYDRAULIC TANK STRAINERS

Removal
Prior to opening the hydraulic tank, allow at least

90 seconds for the accumulator to bleed down
after engine shutdown with the key switch OFF.
1. Stop the engine and turn the key switch OFF
and wait at least 90 seconds.
NOTE: If the oil is to be reused, clean containers
must be used with a filtering (3-micron) system
available for refill.
2. Drain the hydraulic tank by opening the drain
valve (4, Figure 3-16) located on the side of the
tank.
3. The last little bit of oil can be drained by remov-
ing the magnetic drain plug located on the bot-
tom of the tank. FIGURE 3-18. STRAINER REMOVAL
4. Disconnect hoist pump supply hoses at the 1. Hydraulic Tank 8. Cap Screw
tank. 2. Temp Sensor 9. Cap Screw
5. Remove the 22 cap screws (8, Figure 3-18) 3. Oil Level Probe 10. Plate
securing cover (7) to the hydraulic tank. 4. Suction Strainer 11. Gasket
Remove and discard gasket (6). 5. Cap Screw 12. Cap Screw
6. Gasket 13. Plate
6. Remove cap screws (5), flat washers and lock-
7. Cover 14. Diffuser
washers securing suction strainers (4) to the
hydraulic tank. Remove suction strainers.

Installation HYDRAULIC TANK BREATHERS
1. Install suction strainers (4, Figure 3-18) into There are two breather filters (3, Figure 3-16) located
hydraulic tank and secure in place with cap on top of the hydraulic tank to allow air in and out of
screws (5), flat washers and lockwashers. the tank. The filters should be replaced at the interval
Tighten cap screws to standard torque. specified on the lubrication chart.
2. Install cover (7) using new gasket (6). Secure in Keep the area around the breather filters clean and
place using cap screws (8), flat washers and free of debris build up. If there is any sign that the
lockwashers. Tighten cap screws to standard breather filters are oil soaked, replace the filters as
torque. soon as possible and check for proper oil level. Once
3. Attach all hydraulic hoses to the hydraulic tank. the breather filters become oil soaked, they will plug
4. Fill the hydraulic tank, refer to Hydraulic Tank very quickly.
Filling Instructions. Open the three suction line NOTE: Plugged breather filters can cause pressure
shut-off valves. build up inside the hydraulic tank and can cause the
5. Loosen suction line connections at both pumps service brakes to drag.
to bleed any trapped air. Tighten hose connec-
tions.
6. Bleed trapped air inside steering pump. Refer to
Pump Pressure Setting, Section L for air bleed-
ing procedure
NOTE: If trapped air is not bled from steering pump,
possible pump damage and no output may result.

HOIST CIRCUIT FILTERS
Two hoist circuit filters (Figure 3-19) are located on
the fuel tank below the right frame rail. The filters pro-
vide secondary filtering protection for hydraulic oil
flowing to the hoist valve and hoist circuit compo-
nents.
An indicator switch (5) is designed to alert the opera-
tor of filter restriction before actual bypass occurs.
The switch contacts close at 241 kPa (35 psi) to actu-
ate a warning lamp on the overhead display panel.
Actual filter bypass occurs at 345 kPa (50 psi).
NOTE: When the engine is initially started and the
hydraulic oil is cold, the warning lamp may actuate.
Allow the hydraulic system oil to reach operating
temperature before using the warning lamp as an
indicator to change the element.
Refer to Section P, Lubrication and Service for rec-
ommended normal filter element replacement inter-
val. Earlier replacement may be required if the
restriction indicator lamp turns on.
Premature filter restriction may indicate a system
component failure and signal a service requirement
before extensive secondary damage can occur.
NOTE: An early indication of the filter warning light at
first installation may be due to restriction in the filter
as it cleans the system. Unless the fluid appears
contaminated or has a strong foul odor, do not
change the oil; replace only the filter element.
FIGURE 3-19. HOIST CIRCUIT FILTER ASSEMBLY
1. O-Ring 8. Setscrew
2. Plug 9. Filter Element
3. Filter Head 10. Bowl
4. O-Ring 11. Bleed Plug
5. Indicator Switch 12. O-Ring
6. O-Ring 13. Bottom Plug
7. Backup Ring

FILTER ELEMENT REPLACEMENT Installation
1. Install new element (9). Install new O-ring (6)
and backup ring (7).
2. Install bowl on filter head and tighten. Lock in
place with setscrew (8).
Relieve pressure before disconnecting hydraulic 3. Install bottom plug (13), and bleed plug (11).
and other lines. Tighten all connections before
applying pressure.

have sufficient force to enter a person's body by INDICATOR SWITCH
penetrating the skin and cause serious injury and The indicator switch (5, Figure 3-19) is factory preset
possibly death if proper medical treatment by a to actuate at 241 kPa (35 psi). When activated, the
physician familiar with this injury is not received switch will illuminate the amber Hydraulic Oil Filter
immediately. warning lamp located on the overhead display panel
in the operator’s cab.
Note: Excessive restriction in either the hoist circuit
Removal filter, or the steering circuit filter element will cause
the Hydraulic Oil Filter warning lamp to illuminate.
1. With the key switch OFF, allow at least 90 sec-
onds for the accumulators to bleed down.
2. Remove bleed plug (11, Figure 3-19). Remove
bottom plug (13) and drain oil from the housing
into a suitable container.

nation!
3. Loosen setscrew (8). Remove bowl (10).

4. Remove filter element (9).
5. Remove and discard backup ring (7) and O-ring
(6).
6. Clean bowl in solvent and dry thoroughly.

NOTES:

SECTION L4
STEERING CIRCUIT
INDEX
STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3
STEERING CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4
STEERING CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4
FLOW AMPLIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4

No Steer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-6
Steering Left . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-8
Steering Right . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10
No Steer, External Shock Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-12
BLEED DOWN MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-14
ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-15
Low Precharge Warning Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-15
HIGH PRESSURE FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-15
STEERING/BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-15

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-16
PRINCIPLE OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-18

Full Pump Volume: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-18
Half Pump Volume: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-18
Neutral Position: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-19
L04052 11/11 Steering Circuit L4-1

NOTES:
L4-2 Steering Circuit 11/11 L04052

STEERING CIRCUIT
STEERING CIRCUIT OPERATION The accumulator oil is supplied constantly to the flow
amplifier, via the bleed down manifold. The accumu-
The steering/brake pump (2, Figure 4-1) delivers oil
lators also act as a reservoir for pressurized hydrau-
to the high pressure steering filter (1), then to a bleed
lic oil to be used during an emergency situation
down manifold valve (8) which is located on the out-
should the hydraulic steering oil supply malfunction
side left frame rail. The bleed down manifold diverts
for any reason.
oil between the steering circuit and brake circuit. The
bleed down manifold directs oil to the steering accu-
mulators (6), flow amplifier (7), brake circuit and
steering cylinders via the flow amplifier.
Oil entering the accumulator via the bleed down
manifold pushes against (compressing) the bladder If a loss in steering pressure occurs, stop the
within the accumulator. The nitrogen pressure truck immediately. The pressure in the accumula-
increases directly with steering circuit pressure. The tor allows the operator to steer the truck only for
bladder in the accumulator is pre-charged with a short period. Do not attempt further operation
approximately 9 653 kPa (1,400 psi) pure dry nitro- until the problem is located and corrected.
gen.
FIGURE 4-1. STEERING CIRCUIT (BOTTOM VIEW)

1. Steering Circuit Filter 4. Hydraulic Tank 7. Flow Amplifier Valve
2. Steering / Brake Pump 5. Steering Quick Disconnects 8. Bleeddown Manifold Valve
3. Shut-off Valve 6. Steering Accumulators 9. Hoist Circuit Pump

COMPONENT DESCRIPTION
Hydraulic oil flows to the closed center steering valve
via the flow amplifier. The flow amplifier is pilot-con- STEERING CONTROL UNIT
trolled by the steering valve. Due to large oil dis- The steering control unit is located behind an access
placement in the steering cylinders, the flow amplifier cover on the front of the operator's cab. The steering
is incorporated in the steering circuit. The steering control unit is connected directly to the steering col-
column is connected directly to the steering valve. umn. The valve incorporates a rotary meter which
When the steering wheel is rotated, oil is directed to ensures the oil volume supplied to the steering cylin-
the steering cylinders via the flow amplifier to the ders is proportional to the rotation of the steering
appropriate side of the pistons in the steering cylin- wheel.
ders. When steering circuit pressure reaches 17 238
Operation of the steering control unit is both manual
kPa (2,500 psi) at the flow amplifier, or during a no
and hydraulic in effect, providing the operator with
steer situation, flow is blocked at the priority valve
power steering. The valve will be spring returned
within the flow amplifier.
automatically to its closed, neutral position when
turning is stopped.
FLOW AMPLIFIER
The flow amplifier (Figure 4-2) is located on the left
outside frame rail just forward of the bleed down
manifold. The flow amplifier is required in the steer-
ing circuit due to the large volume of oil displacement
required for steering. The flow amplifier uses the
amount of flow from the steering control valve to
determine the amount of amplified flow to send from
the bleed down manifold to the steering cylinders.
Reference Figures 4-3 through 4-6 for oil flow paths
during the neutral, steering and external shock load
conditions.

FIGURE 4-2. FLOW AMPLIFIER

No Steer
(Refer to Figure 4-3):

High pressure oil from the steering pump and steer- As pressure builds up in these two areas, oil passes
ing accumulators is available through the steering through orifices in the end of the priority valve and
bleeddown manifold to the HP port on the flow ampli- builds pressure on the end of the valve and port PP.
fier assembly. When pressure reaches approximately 3 447 kPa
(500 psi), the spool moves compressing its spring
Upon Entering the priority valve, it goes past the
and closes off oil supply through area “A” resulting in
spool to the closed amplifier valve and also out port P
only 3 447 kPa (500 psi) at the amplifier spool, steer-
through a hose to port P on the steering control unit.
ing control unit, and PP port.
In the control unit, it goes to a closed area in the con-
trol valve.

FIGURE 4-3. FLOW AMPLIFIER (No Steer)

Steering Left
When the operator turns the steering wheel “left”, the The number of holes K (9) in sleeve E determine the
steering control unit valve is opened to allow oil com- amount of additional oil that is added to the steering
ing in port P to pass to the gerotor section of the con- control unit oil passing through hole G. This com-
trol unit to turn the rotor. Oil in the other side of the bined oil going to the center area Q of the directional
gerotor flows through other passages in the control valve passes out port CL of the flow amplifier assem-
unit valve and out steering control unit port L. This oil bly and travels to the steering cylinders to steer the
enters port L of the flow amplifier assembly and goes front wheels to the left. As the cylinders move, oil is
to a closed area B in the directional valve. As pres- forced to return out the opposite ends, enter port CR
sure in this area builds, it also passes into the spool of the flow amplifier assembly, pass through the
through orifice C to the spring area on the end of the directional valve to area M, passes through the return
directional valve. The pressure then moves the spool check valve N, and exit port HT to the hydraulic res-
compressing the springs on the opposite end. This ervoir.
movement allows the oil entering area B to pass
At the steering control unit, when the operator turned
through the directional valve to area D of the ampli-
the steering wheel, supply oil from port P was also
fier valve through sleeve E holes to a passage
delivered through the control unit valve to port LS.
between sleeve E and valve F through hole G in
This oil enters the flow amplifier assembly through its
sleeve E where it initially is blocked by the valve
LS port and builds pressure in the spring area of the
body. As pressure builds up in this area, oil also flows
priority valve. This additional force on the spring end
from area D around the OD sleeve E around pin H
of the priority valve causes area A to open and allow
through orifice J to build pressure on the end of the
the necessary flow and pressure to pass through the
amplifier valve and opens hole G only enough to
amplifier valve to operate the steering cylinders.
allow the flow of oil coming from the steering control
unit to pass to the control area of the directional The flow amplifier assembly includes a relief valve in
valve. At the same time, the movement of sleeve E the priority valve spring area that is used to control
opened the holes near the spring end to allow the oil maximum steering working pressure to 17 237 kPa
from the priority valve to flow into the center of sleeve (2,500 psi) even though supply pressure coming into
E. This oil now inside sleeve E pushes valve F port HP is higher. When 17 237 kPa (2,500 psi) is
against its spring to give the oil access to a series of obtained, the relief valve prevents the LS pressure
holes K that are in the same plane as hole G. The from going higher and thereby allows the priority
passage of oil through holes K past the valve body is valve to compress the spring enough to close off
metered by holes K being opened the same propor- area A when 17 237 kPa (2,500 psi) is present.
tion as is hole G.

FIGURE 4-4. FLOW AMPLIFIER (Steering Left)

Steering Right

Only a few differences occur between steer left and The combined oil from the amplifier valve passes
steer right. When the operator turns the steering through the center area Q of the directional valve to
wheel right, oil is supplied out ports R and LS of the port CR where it goes to the opposite ends of the
steering control unit. The oil enters the flow amplifier steering cylinders to turn the wheels right. The
assembly at port R and shifts the directional valve the returning oil comes back through port CL to go to the
opposite direction. The oils flow through the amplifier tank. The LS oil operates exactly the same as steer
valve exactly the same. left.

FIGURE 4-5. FLOW AMPLIFIER (Steering Right)

No Steer, External Shock Load
When the operator is not turning the steering wheel, As the cylinders are allowed to move, the other ends
the steering control unit valve supply is closed. The will have less than atmospheric pressure on port CL.
directional valve remains centered by its springs thus This low pressure permits oil that is escaping through
closing the passages to ports CL and CR. This cre- the CR port relief valve to flow through the check
ates a hydraulic lock on the steering cylinders to pre- valve portion of the shock and suction relief valve
vent their movement. If the tires hit an obstruction to connected to port CL. The oil then flows to the low
cause a large shock load to force the wheels to the pressure ends of the cylinders to keep the cylinders
left, increased pressure will occur in the ends of the full of oil and prevent cavitation. A shock load in the
cylinders connected to port CR. The shock and suc- opposite direction merely reverses the above proce-
tion relief valve inside the flow amplifier assembly at dure.
port CR will open at its adjusted setting (19 995 kPa,
(2,900 psi)) and allow oil to escape from the pressur-
ized ends of the cylinders preventing a higher pres-
sure.

FIGURE 4-6. FLOW AMPLIFIER (No Steer, External Shock Load)

BLEED DOWN MANIFOLD After approximately 90 seconds, the solenoid will
de-energize to close the return port to tank. By this
The bleed down manifold (10, Figure 4-7) is located
time all the oil in the accumulator should be returned
on the outside of the left hand frame rail just behind
to tank. At start-up, the steering circuit will be
the flow amplifier.
charged, including the brake circuit. The Low Steer-
The bleed down manifold is equipped with a bleed ing Pressure light and buzzer will turn on until steer-
down solenoid valve (1), two relief valves (5 & 9), a ing pressure reaches 15 858 kPa (2,300 psi). This is
low steering pressure switch (4), and pilot operated controlled by the steering pressure switch (4) located
check valve (13). The bleed down manifold receives on the bleed down manifold. During operation, if
oil from a high pressure filter. Oil within the bleed steering pressure falls below 15 858 kPa (2,300 psi),
down manifold is directed to the accumulators, the the Low Steering Pressure warning light will illumi-
brake circuit, and the flow amplifier. Oil supply for the nate.
steering control valve and steering cylinders is sup-
If for any reason the steering pump supply is lost, the
plied from the flow amplifier.
truck can be connected to another truck to temporaily
The relief valves, accumulator bleed down solenoids, supply the steering and brake system by using the
and steering pressure switch are not individually quick disconnects. Connect hydraulic hoses to the
rebuildable and are factory preset. quick disconnect fittings (6 and 18) located on the
bleeddown manifold. Also connect a jumper hose
Each time the key switch is turned OFF, it energizes
between the quick disconnects (2 and 19). This hose
the bleed down solenoid. When the bleed down sole-
will supply hydraulic oil to the brake system. This
noid is energized, all hydraulic steering pressure,
jumper hose must capable of withstanding 24
including the accumulator, is bled back to the hydrau-
131 kPa (3,500 psi) brake system pressure.
lic tank. Brake accumulator pressure however, will
not bleed down due to internal check valves in the
brake manifold.
FIGURE 4-7. BLEEDDOWN MANIFOLD PIPING

1. Bleed Down Solenoid 7. Pump Pres. Feed Back 14. Outlet to Flow Amplifier 19. Q. D. Brake Supply
2. Brake Quick Disconnect 8. Check Valve 15. Hoist Pilot Valve Return 20. VHMS Pressure Sensor
3. Accumulator Supply 9. Main Relief Valve Line 21. Pressure Switch
4. Low Steering Pressure 10. Bleed Down Manifold 16. Supply to Brakes
Switch 11. Return Line To Tank 17. Return from Flow
5. Return Relief Valve 12. Inlet From Steering Filter Amplifier
6. Q.D. Supply 13. Check Valve (Piloted) 18. Return Quick Disconnect

ACCUMULATORS HIGH PRESSURE FILTER
The accumulators (6, Figure 4-1) are a bladder type. The high pressure filter (1, Figure 4-1) filters oil for
The accumulators are charged to 9 653 kPa (1,400 the steering and brake circuits.
psi) with pure dry nitrogen.
If the filter element becomes restricted, a warning
Oil entering the accumulator pushes the bladder indicator located in the cab, on the overhead display
upward compressing the nitrogen. The nitrogen pres- is activated at 241 kPa (35 psi) and oil will bypass the
sure increases directly with steering circuit pressure. element at 345 kPa (50 psi).
When brake/steering circuit pressure reaches 24 132
to 24 476 kPa (3,500 to 3,550 psi), the unloader STEERING/BRAKE PUMP
valve will unload the pump output to approximately 2 The Steering/Brake pump (2, Figure 4-1) is mounted
758 kPa (400 psi). The accumulators will contain a on the rear of the tandem hoist pump. This pump
quantity of oil under pressure available for steering supplies oil to both the brake system and steering
the truck. When system pressure drops to 22 063 system. Figure 4-8 shows the location of various
kPa (3,200 psi), the pump output will again increase steering pump components. Refer to Figure 4-13 for
to refill the accumulators and increase steering sys- a hydraulic circuit schematic of the pump with
tem pressure. The accumulators also provide oil, for unloader and compensator.
a limited amount of use, to be used in case of an
emergency situation should the pump become inop-
erative.
Low Precharge Warning Switch

Pressure switches located in the top of each accu-
mulator monitor nitrogen pressure and are used to
activate the accumulator precharge warning light if
the nitrogen pressure drops below 7584 kPa (1,100
psi).
The switches monitor nitrogen pressure when the
key switch is turned ON and before the engine is
started. If nitrogen pressure is too low, the warning
lamp turns ON - a latching circuit prevents the warn-
ing lamp from turning off when the engine is started
and steering system pressure compresses the nitro-
gen remaining in the accumulator.
Do not operate the truck with less than 7 584 kPa

(1,100 psi) nitrogen precharge in the accumula-
tors because there may be inadequate oil supply
in some emergency conditions. If low nitrogen
precharge pressure is determined, recharge the
FIGURE 4-8. STEERING / BRAKE PUMP
accumulators to 9 653 kPa (1,400 psi).
1. Accumulator Connec- 4. Stroke Adjuster
tion 5. Outlet Port
2. Pressure Compensator 6. GP2 Port
Adjuster 7. GPA Port
3. Unloader Adjuster

Operation
Refer to the parts list at right and the pump illustra- FIGURE 4-9. CUT-AWAY VIEW OF
tion in Figure 4-9 for the following description of oper- STEERING PUMP
ation.
• The driveshaft (38, Figure 4-9) runs through the 1. Plug 30. Back-Up Ring
centerline of pump housing (40) and valve plate 2. O-Ring 31. Swashblock
(51). 3. Spring 32. Dowel Pin
4. Seal 33. Saddle
• Cylinder barrel (48) is splined to the drive shaft. 34. Roll Pin
5. Unloader Adjuster
• A ball bearing (36) supports the outboard end of 6. Back-Up Ring 35. Retainer Ring
the driveshaft and a (bushing type) bearing (50) 7. O-Ring 36. Bearing
supports the inboard end. 8. Piston Ring 37. Shaft Retainer Ring
• The pump cylinder barrel is carried in a 9. O-Ring 38. Shaft
polymerous (journal type) bearing (44). 10. Back-Up Ring 39. Seal Retainer
11. Spring 40. Pump Housing
• The valve plate (51) has two crescent shaped 41. Shaft Seal
12. Control Piston Stop
ports (inlet and outlet).
Pin 42. O-Ring
• Pumping pistons (47) in the cylinder barrel are 13. Spring 43. Fulcrum Ball
held against a swashblock (31) by a shoe 14. Piston 44. Cylinder Bearing
retainer (17). 15. Pin 45. Pressure Compensa-
• The shoe retainer is held in position by the 16. Control Piston Stop tor
fulcrum ball (43) which is forced outward by Pin 46. Compensator
retainer springs (13). The springs act against the 17. Shoe Retainer Adjuster
pump cylinder barrel (48) forcing it against the 18. Pin 47. Piston/Shoe Assem-
valve plate (51) while also forcing the piston 19. Retainer Ring bly
shoes against the swashblock. 20. Washer 48. Cylinder Barrel
• The semi-cylindrical shaped swashblock limits 21. Saddle Bearing 49. Gasket
the piston stroke and can be swivelled in arc 22. Roll Pin 50. Bearing
shaped saddle bearings (21). 23. O-Ring 51. Valve Plate
24. Link 52. Cap Screw
• The cradle is swivelled by the control piston (14).
25. O-Ring 53. O-Ring
26. Gland 54. Cover
27. Jam Nut 55. Piston Ring
28. Maximum Flow Stop 56. Cap
Adjuster 57. Unloader Block
29. Retaining Ring

FIGURE 4-9. CUT-AWAY VIEW OF STEERING PUMP

PRINCIPLE OF OPERATION
Full Pump Volume:
Control piston (1, Figure 4-10) controls the angle of
the swashblock (4). When the control piston moves
to the full right position, the pump is at maximum
pumping capacity.
The driveshaft turns the splined housing (2) which
contains the pumping pistons (3). When the housing
is rotated, the pistons move in and out of their bores
and the piston shoes “ride” against the angled
swashblock (4).
As the cylinder rotates, the individual piston bores
are connected, alternately to the left (port A) and
right (port B) crescent shaped ports in the valve FIGURE 4-10. PUMP AT FULL VOLUME
plate. While connected to left side (suction) port A, 1. Control Piston 3. Piston
each piston moves outward, drawing fluid from port A 2. Housing 4. Swashblock
into the piston bore until its outermost stoke is
reached. At that point the piston bore passes from
the left crescent port to the right crescent port.
While rotating across the right side crescent, each
piston moves downward on the angled swashblock
face. Thus, each piston is forced inward. Each piston
displaces fluid through the right side crescent to port
B until it's innermost stroke is reached. At that point,
the piston bore again passes from the right to the left
side crescent and the operating cycle is repeated.
Half Pump Volume:

Figure 4-11 shows that the position of the control pis-
ton (1) is near the center of its travel. The swash-
block is not angled as steep as before, and therefore
the pistons have a shorter stroke. As the piston
stroke gets shorter, the pump output also decreases.
FIGURE 4-11. PUMP AT HALF VOLUME
1. Control Piston 3. Piston

2. Housing 4. Swashblock

Neutral Position:
Neutral position (Figure 4-12) results when the con-

trol piston (1) centers the swashblock (4). The
swashblock angle is now zero and swashblock face
is now parallel to cylinder face. Therefore, no inward
or outward motion of the pump pistons exists as pis-
ton shoes rotate around the swashblock face. The
lack of inward and outward motion results in no fluid
being displaced from the piston bores to the cres-
cents in the valve plate and subsequently no deliv-
ery from pump ports.
FIGURE 4-12. PUMP IN NEUTRAL POSITION

1. Control Piston 3. Piston
2. Housing 4. Swashblock
FIGURE 4-13. STEERING PUMP HYDRAULIC SCHEMATIC

1. Unloader Module 3. Pressure Compensator Adjuster
2. Accumulator Connection

NOTES

SECTION L5
STEERING CIRCUIT COMPONENT REPAIR
INDEX
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
BLEED DOWN MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
ACCUMULATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-5
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-6
LEAK TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-8
STEERING ACCUMULATOR CHARGING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-9

Temperature During Precharge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-12
ACCUMULATOR STORAGE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-12

Instructions For Storing Bladder Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-12
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-13
Bladder Storage Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-13
FLOW AMPLIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-14

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-14
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-14
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-16
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-17
STEERING CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-18

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-18
Spline Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-18
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-19
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-19
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-20
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-21
STEERING CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-25
L05037 10/11 Steering Component Repair L5-1

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-25
Inspection and Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-25
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-25
STEERING CIRCUIT FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-26

Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-26
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-27
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-27
Indicator Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-27
STEERING AND BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-28

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-28
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-29
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-30
Control Piston Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-30
Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-31
Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-31
Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-32
Driveshaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-32
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-32
Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-32
Driveshaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-36
Compensator Block and Unloader Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-36
Stroke Adjuster Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-36
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-36
L5-2 Steering Component Repair 10/11 L05037

STEERING CIRCUIT COMPONENT REPAIR
BLEED DOWN MANIFOLD
Removal
NOTE: The Bleed Down Manifold may not have to be
removed from the truck to replace components. If
problem area has been isolated, simply remove
defective components and replace with new.
Relieve pressure before disconnecting hydraulic

applying pressure.
possibly death if proper medical treatment by a
immediately.
1. Turn the key switch OFF and allow 90 seconds
for the accumulators to bleed down.
2. Disconnect wires at the bleed down solenoid (1,
Figure 5-1) and steering pressure switch. FIGURE 5-1. BLEED DOWN MANIFOLD
3. Disconnect, label and plug each hydraulic line
to prevent contamination. 1. Bleed Down Solenoid 13. Check Valve (Piloted)
2. Brake Quick 14. Outlet To Flow
4. Remove mounting cap screws and remove the Disconnect Amplifier
bleed down manifold (10). 3. Accumulator Supply 15. Hoist Pilot Valve
5. Clean exterior of manifold before removing any 4. Low Steering Pressure Return Line
components. Switch 16. Supply to Brakes
5. Return Relief Valve 17. Return from Flow
Installation (500 psi) Amplifier
1. Install bleed down manifold. Secure in place 6. Supply Quick 18. Return Quick
with cap screws. Tighten cap screws to stan- Disconnect Disconnect
dard torque. 7. Pump Pressure 19. Brake Quick
Feed Back Disconnect
2. Unplug lines and attach. Tighten connections
8. Check Valve 20. VHMS Pressure
securely.
9. Relief Valve (4000 psi) Sensor
3. Attach electrical leads to the bleed down sole- 10. Bleed Down Manifold 21. Pressure Switch
noid and steering pressure switch. If check 11. Return Line 517 kPa (75 psi)
valves or relief valves were removed, replace 12. From Steering Filter
using new O-ring seals.
4. Start the engine and check for proper operation NOTE: Adjustment of the relief valves is not neces-
and leaks. Check steering and brake applica- sary or recommended. Relief valves are factory pre-
tion. set. Do not attempt to rebuild or repair if relief valves
are defective. Replace as a unit. The steering pres-
sure switch and check valves are also replaced only
as units.

ACCUMULATOR
Removal

applying pressure. Hydraulic fluid escaping
under pressure can have sufficient force to enter
a person's body by penetrating the skin and
cause serious injury and possibly death if proper
medical treatment by a physician familiar with
this injury is not received immediately.
for the accumulators to bleed down. Turn the
steering wheel to be certain no oil remains in FIGURE 5-3. ACCUMULATOR VALVES
the accumulator.
1. Valve Manifold 6. Cap
2. Remove Guard (5, Figure 5-3). 2. O-Ring 7. Flat Gasket
3. Cap Screw 8. Valve Assembly
4. Lockwasher 9. Pressure Switch
5. Guard
Ensure only the small swivel hex nut (4, Figure 5-

2) turns. Turning the complete charging valve
assembly may result in the valve assembly being
forced out of the accumulator by the nitrogen
pressure inside. Wear protective face mask when
discharging nitrogen gas.
FIGURE 5-2. CHARGING VALVE 3. Loosen small hex nut (4, Figure 5-2) three com-
plete turns. Remove valve cap (1). Install charg-
1. Valve Cap 6. Valve Body ing manifold assembly and bleed off all nitrogen
2. Seal (Large Hex Nut) pressure.
3. Valve Core 7. O-Ring
4. Disconnect electrical leads at the pressure
4. Swivel Nut 8. Valve Stem
switch located on top of the accumulator.
(Small Hex Nut) 9. O-Ring
5. Rubber Washer 5. Disconnect and plug the hydraulic line (3, Fig-
ure 5-4) at the bottom of the accumulator.

6. Connect a lifting device to the top section of the Installation
accumulator and take up slack.
The accumulator weighs approximately 140 Kg

The accumulator weighs approximately 140 Kg
(310 lbs). Use a suitable lifting device that can
(310 lbs). Use a suitable lifting device that can
1. Attach a lifting device to the top section of the
accumulator. Accumulator should be positioned
7. Remove the cap screws, flatwashers and lock- in the lower mounting bracket with the anti-rota-
nuts on the clamps (2, Figure 5-4) securing the tion block positioned between the two stop
accumulator to the mounting bracket. blocks.
8. Lift accumulator clear of the mounting bracket 2. Install mounting clamps (2, Figure 5-4) and
and move to a clean work area for disassembly. secure in place using cap screws, locknuts and
9. Clean exterior of accumulator before starting flatwashers. Tighten cap screws securely, but
disassembly. do not overtighten as this may distort the accu-
mulator wall.
3. If the pressure switch (9, Figure 5-3) or valve
assembly (8) were removed, install at this time.
Connect electrical leads to the pressure switch.
Using a new O-ring, uncap and connect the
hydraulic line to the accumulator.
4. Precharge the accumulator with pure dry nitro-
gen as outlined in the Steering Accumulator
Charging Procedure.
NOTE: Permanent damage to accumulator bladder
will result if engine is started without accumulators
properly charged.
Disassembly
1. Once the accumulator has been removed from
the equipment, the accumulator body should be
secured in a vise, preferably a chain vise. If a
standard jaw vise is used, brass inserts should
be used to protect the hydraulic port assembly
from damage. Clamp on wrench flats only
when using a jaw vise to prevent accumulator
from turning.
2. Remove bleed plug (12, Figure 5-5) on hydrau-
lic port assembly. Using a spanner wrench,
remove lock ring (10) from the hydraulic port
assembly. Use an adjustable wrench on the
flats located on the port assembly to prevent
FIGURE 5-4. ACCUMULATOR MOUNTING port assembly from rotating.
1. Accumulators 3. Hoses (to Bleeddown
2. Clamps Manifold)

3. Remove spacer (9), then push the hydraulic
port assembly into the shell prior to Step 4.
4. Insert hand into the accumulator shell and
remove the O-Ring backup (8), O-Ring (7), and
metal backup washer (6). Separate the anti-
Repair of the housing by welding, machining or
extrusion ring from the hydraulic port. Fold anti-
plating to salvage a worn area is NOT
extrusion ring to enable removal of anti-extru-
APPROVED. These procedures may weaken the
sion ring from shell.
housing and result in serious injury to personnel
5. Remove hydraulic port from accumulator shell. when pressurized.
6. Secure bladder valve stem from twisting with an
appropriate wrench applied to the valve stem
flats and remove gas valve manifold (14). Then
remove nut (5) while still holding bladder valve
stem from turning. Assembly
7. Fold bladder and pull out of accumulator shell.
Assemble the accumulator in a dust and lint free
A slight twisting motion while pulling on the
area. Maintain complete cleanliness during
bladder reduces effort required to remove blad-
assembly to prevent possible contamination.
der from shell. If bladder is slippery, hold with a
cloth. 1. After shell (4, Figure 5-5) has been cleaned and
inspected, place accumulator shell in vise or on
table.
Cleaning and Inspection 2. Thoroughly coat the inside of the accumulator
shell with a liberal amount of clean hydraulic oil
1. All metal parts should be cleaned with a clean-
to lubricate and cushion the bladder. Make sure
ing agent.
the entire internal of the shell is lubricated.
2. Seals and soft parts should be wiped clean.
3. With all gas completely exhausted from bladder,
3. Inflate bladder to normal size. Wash bladder collapse bladder and fold longitudinally in a
with a soap solution. If soap solution bubbles, compact roll.
discard bladder. After testing, deflate bladder
4. Insert the bladder pull rod into the valve stem
immediately.
opening and out through the shell fluid port.
4. Inspect assembly for damage; check the poppet Attach the bladder pull rod to the bladder valve
plunger to see that it spins freely and functions stem.
properly.
5. With one hand, pull the bladder pull rod while
5. Check anti-extrusion ring and soft seals for feeding the bladder into the shell with the other
damage and wear; replace all worn or damaged hand. Slight twisting of bladder will assist in this
seals with original equipment seals. insertion.
6. After shell has been cleaned with a cleansing 6. Once the bladder valve stem has been pulled
agent, check the inside and outside of shell. through the valve stem opening in the shell,
Special attention should be given to the area install the valve stem nut (5) by hand. Once the
where the gas valve and hydraulic assembly valve stem nut is in place, remove the bladder
pass through the shell. Any nicks or damages in pull rod.
this area could destroy the accumulator bladder
or damage new seals. If this area is pitted con-
sult your Komatsu Service Manager.

7. Hold bladder valve stem on the flats with a 12. Connect nitrogen charging kit to charging valve.
wrench and tighten nut (5) securely. Refer to “Steering Accumulator Charging Proce-
8. If removed, install pressure switch (15), valve dure” to charge accumulator. With hydraulic
assembly (11) and charging valve onto gas port assembly firmly in place, slowly pressurize
valve manifold (14). Install new O-Ring (16) on the bladder using dry nitrogen with sufficient
gas valve manifold (14). Hold bladder valve pressure, first 172 kPa (25 psi), then approxi-
stem with wrench and install gas valve manifold mately 345 kPa (50 psi) to hold port assembly in
(14) and tighten securely. place so both hands are free to continue with
assembly.
9. Holding the hydraulic port assembly (2) by the
threaded end, insert the poppet end into the 13. Install the metal O-Ring backup washer (6) over
shell fluid port. Lay complete assembly in side hydraulic port assembly and push into the shell
shell. fluid port to bottom it out on anti-extrusion ring.
10. Fold anti-extrusion ring (3) to enable insertion 14. Install O-Ring (7) over hydraulic port assembly
into the shell. Once the anti-extrusion ring has and push it into the shell fluid port until it has
cleared the fluid port opening, place the anti- bottomed out against the metal O-Ring backup
extrusion ring on the hydraulic port assembly washer (6).
with the steel collar facing toward the shell fluid
port.
11. Pull the threaded end of the port assembly
through the shell fluid port until it seats solidly
into position on the shell fluid port opening.
FIGURE 5-5. ACCUMULATOR ASSEMBLY

1. Bladder Assembly 7. O-Ring 12. Bleed plug
2. Hydraulic Port Assembly 8. O-Ring Back-Up 13. Warning Plate
3. Anti Extrusion Ring 9. Spacer 14. Gas Valve Manifold
4. Shell 10. Lock Ring 15. Pressure Switch
5. Nut 11. Valve Assembly 16. O-Ring
6. O-Ring Back-Up (Metal)

LEAK TESTING
To carry out the testing required, it will be necessary
to check for internal and external leaks at high pres-
sure. A source of 24 132 kPa (3500 psi) hydraulic
pressure and nitrogen pressure of 9653 kPa (1400
Do not twist O-ring.
psi) will be required. A small water tank will be neces-
15. Install O-ring back-up (8) over hydraulic port sary for a portion of the test.
assembly and push until it bottoms against O-
ring
1. Refer to Steering Accumulator Charging Proce-
16. Insert spacer (9) with the smaller diameter of dure to precharge accumulator first to 172 kPa
the shoulder facing the accumulator shell. (25 psi), and then to 9653 kPa (1400 psi).
17. Install the lock ring (10) on the hydraulic port 2. After accumulator is charged with nitrogen to
assembly and tighten securely. This will 9653 kPa (1400 psi), tighten swivel nut (4, Fig-
squeeze the O-Ring into position. Use appropri- ure 5-6) to close internal poppet at 11.5 -17 cm
ate wrench on flats on port assembly to insure kg (10-15 in. lbs) torque.
the unit does not turn. 3. Submerge accumulator assembly under water
18. Install bleed plug (12) into the hydraulic port and observe for 20 minutes. No leakage (bub-
assembly. bles) is permitted. If leakage is present, go to
Step 10. If no leaks, go to Step 4.
19. Refer to “Steering Accumulator Charging Pro-
cedure” for details on how to charge accumula- 4. Hold charging valve (6) with a wrench and
tor to 690 - 827 kPa (100 - 120 psi). After remove swivel connector and charging hose.
precharging, install plastic cover over hydraulic 5. Replace cap on charging valve 11.5 -17 cm kg
port to prevent contamination. Do not use a (10-15 in. lbs) and install gas valve guard.
screw-in type plug. 6. Connect a hydraulic power supply to the oil port
on the accumulator. Be sure bleed plug (12,
Figure 5-5) is installed.
7. Pressurize accumulator with oil to 24132 kPa
(3500 psi). This may take 6-8 gallons of oil.
8. No external oil leakage is permitted.
Always store bladder accumulators with 690 -
827 kPa (100 - 120 psi) nitrogen precharge pres- 9. Slowly relieve oil pressure and remove hydrau-
sure. Do not exceed 827 kPa (120 psi). Storing lic power supply. Install plastic cover over
accumulators with more than 827 kPa (120 psi) hydraulic port to prevent contamination.
pressure is not safe in case of leaks. 10. If any gas or oil leakage was present, discharge
NOTE: Bladder accumulators should be stored with all nitrogen gas using the charging equipment
690 - 827 kPa (100 - 120 psi) precharge, which fully and repair as necessary. If there were no leaks
expands the bladder, and holds oil against the inner of any kind, then use the nitrogen charging
walls for lubrication and to prevent rust formation. equipment and adjust nitrogen precharge pres-
sure to 690 - 827 kPa (100 - 120 psi).
Always store bladder accumulators with 690 -

827 kPa (100 - 120 psi) nitrogen precharge pres-
sure. Do not exceed 827 kPa (120 psi). Storing
accumulators with more than 827 kPa (120 psi)
pressure is not safe in case of leaks.
11. Verify all warning and caution labels are
attached and legible. Refer to parts book if
replacements are required.

STEERING ACCUMULATOR CHARGING 3. Remove charging valve cover (5, Figure 5-3).
PROCEDURE 4. Close all valves (1, 2 & 8, Figure 5-7).
5. Install charging manifold assembly to the nitro-
gen gas supply tank. Open valve on nitrogen
supply tank.
Do not loosen or disconnect any hydraulic line or .
component until engine is stopped and key
switch has been OFF for at least 90 seconds.
Pure dry nitrogen is the only gas approved for
use in the steering accumulator. The accidental
charging of oxygen or any other gas in this com- Nitrogen pressure may be present in the accumu-
partment may cause an explosion. Be sure pure lator. Make certain only the small swivel hex nut
dry nitrogen gas is being used to charge the is turned during the next step. Turning the com-
accumulator. plete valve assembly may result in the valve
When charging or discharging nitrogen gas in assembly being forced out of the accumulator by
the accumulator, be sure the warning labels are the nitrogen pressure inside.
observed and the instructions regarding the
6. Hold gas valve stationary at valve body (6, Fig-
charging valve are carefully read and under-
ure 5-6) with one wrench and loosen swivel nut
stood.
(4) at top with a second wrench. This will open
Only precharge accumulators while installed on
the poppet inside the gas valve.
the truck. Never handle accumulator with lifting
equipment with a nitrogen precharge more than NOTE: Three turns will fully open the valve.
827 kPa (120 psi). Always set precharge to 690 -
827 kPa (100 - 120 psi) for storage or before
removing or installing accumulators.
NOTE: If one accumulator is low on nitrogen, it is
recommended that both accumulators be checked
and or charged at the same time.
1. With engine shut down and key switch in the
OFF position, allow at least 90 seconds for the
accumulator to bleed down. Turn the steering
wheel to be certain no oil remains in accumula-
tor under pressure.
2. Be certain oil pressure has been relieved, then
remove bleed plug (12, Figure 5-5) from each
accumulator being charged.
NOTE: If a new or rebuilt accumulator (or any

bladder accumulator with all nitrogen discharged) is FIGURE 5-6. CHARGING VALVE
being precharged while installed on the truck and
connected to the hydraulic system, the oil side of the
2. Seal (Large Hex Nut)
accumulator must be vented to allow proper bladder
3. Valve Core 7. O-Ring
expansion. This is done by removing the bleeder
4. Swivel Nut 8. Valve Stem
plugs described above. Trapped air or oil on the
(Small Hex Nut) 9. O-Ring
hydraulic side of the bladder will prevent the proper
5. Rubber Washer
precharge pressure from being obtained for safe
operation.

7. . Turn both "T" handles (3) all the way out 11. If the precharge is greater than 172 kPa (25
(counterclockwise) before attaching charging psi), proceed to Step 13. If the precharge is less
hose to accumulator gas valve. than 172 kPa (25 psi), then set the regulator (6,
8. Be sure not to loop or twist the hose. Attach Figure 5-7) for 172 kPa (25 psi) at gauge (5).
swivel connector (4) to gas valve and tighten to Completely open valve (1 or 8, which ever one
(11.5-17 cm-kgs) (10-15 in. lbs) of torque. is connected to the accumulator), then slightly
open valve (2) and slowly fill the accumulator
9. Turn "T" handle (3) clockwise to open gas
based on the fill time rate specified in Table 1.
valve.
12. After 172 kPa (25 psi) precharge pressure is
10. Refer to Table 1 to obtain fill time rate based on
obtained in gauge (9), close valve (2).
accumulator capacity.
13. If accumulator is not installed on the truck, set
pressure regulator to 690 kPa (100 psi). If the
accumulator is installed on the truck, set the
regulator (6) for the operating precharge pres-
sure listed in Table 2 based on the current ambi-
ent temperature the truck is in. Then open valve
If the pre-charge is not done slowly, the bladder (2) and fill the accumulator.
may suffer permanent damage. A "starburst" rup-
ture in the lower end of the bladder is a charac-
teristic failure caused by pre-charging too
rapidly.
FIGURE 5-7. CHARGING MANIFOLD ASSEMBLY

1. Valve 4. Swivel Connector 7. Adapter (HD785-5LC &
2. Valve 5. Pressure Gauge (Regulated) HD1500)
3. "T" Handle 6. Regulator 8. Valve
9. Pressure Gauge

14. After charging to the correct pressure, close NOTE: If a new charging valve was installed, the
valve (2). Let the pre-charge set for 15 minutes. valve stem must be seated as follows:
This will allow the gas temperature and pres-
a. Tighten small hex swivel nut (4, Figure 5-6)
sure to stabilize. If the desired precharge is low,
to 14.2 N·m (10.5 ft lbs) torque.
adjust regulator, open valve (2) and add more
nitrogen to obtain correct pressure on gauge b. Loosen small hex swivel nut.
(9). If precharge has exceeded the recom- c. Retighten small hex swivel nut to 14.2 N·m
mended pressure, then slowly bleed-off nitro- (10.5 ft lbs) torque.
gen pressure to obtain correct pressure.
Nitrogen precharge is 9653 kPa (1400 psi) at d. Again, loosen small hex swivel nut.
21°C (70°F) for all accumulators. e. Finally, tighten small hex swivel nut to 5.4
N·m (4 ft lbs) torque.
17. Install and tighten cap (6, Figure 5-3) to 11.5-17
cm-kg (10-15 in. lbs) of torque and install valve
guard (5). (Gas valve cap serves as a second-
ary seal.) Close valve on nitrogen supply tank.
Do not reduce precharge by depressing valve 18. Install bleed plug(s) (12, Figure 5-5). If opened,
core with a foreign object. High pressure may close brake accumulator bleed down valves.
rupture rubber valve seat.
19. Operate truck and check steering for normal
15. With a wrench, tighten swivel nut (4, Figure 5-6) operation.
to 7-11 N·m (5-8 ft lbs) of torque to close inter-
nal poppet. 20. Check hydraulic oil level.
16. Turn "T" handle counterclockwise as far as it will
go. Hold gas valve body (6) with a wrench to
keep it from turning and loosen swivel connec-
tor to remove charging hose assembly. Check
for nitrogen leaks using a common leak reac-
tant.
TABLE 1. Fill Rates and Lubrication Quantities
Capacity Fill time (Minutes) to obtain Oil Lubrication

(Gallons) Low Pressure of 172 kPa (25 psi) Quantity (5%)
5 (and below) 2 0.94 l (32 oz)
7.5 3 1.4 l (48 oz)
10 3 1.9 l (64 oz)
12.5 4 2.3 l (80 oz)
16.5 4 3.1 l (106 oz)

Temperature During Precharge ACCUMULATOR STORAGE
Temperature variation can affect the precharge pres-
PROCEDURES
sure of an accumulator. As the temperature
increases, the pre-charge pressure increases. Con-
versely, decreasing temperature will decrease the
precharge pressure. In order to insure the accuracy
of the accumulator precharge pressure, the tempera-
ture variation must be accounted for. A temperature When storing an accumulator, pressurize the
variation factor is determined by the ambient temper- accumulator to 690-827 kPa (100-120 psi). DO
ature encountered at the time when charging the NOT exceed 827 kPa (120 psi). Sudden loss of the
accumulator on a truck that has been shut down for accumulator pressure can result in a projectile
one hour. Refer to Table 2 for charging pressures in hazard that can cause serious injury or death.
different ambient operating conditions that the truck Only precharge the accumulators to operating
is currently exposed to DURING the charging proce- pressure while installed on the truck. DO NOT
dure. handle the accumulator with a nitrogen pre-
charge greater than 827 kPa (120 psi).
Example: Assuming the ambient temperature is 10°C
(50°F) charge the accumulator to 9294 kPa (1348
psi).
Instructions For Storing Bladder Accumulators
1. If accumulator was just rebuilt, make sure there
TABLE 1. Relationship Between Charging is approximately 5% (of accumulator capacity)
Pressure and Ambient Temperature of oil inside the accumulator before adding
nitrogen precharge pressure. Refer to Table 1
Ambient Charging Pressure
for oil lubrication amounts.
Temperature ± 70 kPa (10 psi)
2. Refer to Accumulator Charging Procedure
-23°C (-10°F) and below 8232 kPa (1194 psi) instructions to charge accumulator with nitrogen
-17°C (0°F) 8412 kPa (1220 psi) first to 172 kPa (25 psi), then up to 690 - 827
kPa (100 - 120 psi).
-12°C (10°F) 8584 kPa (1245 psi)
-7°C (20°F) 8763 kPa (1271 psi)

NOTE: Pressurizing the accumulator fully expands
-1°C (30°F) 8943 kPa (1297 psi) the bladder and holds a film of oil against the inner
walls for lubrication and rust prevention.
4°C (40°F) 9122 kPa (1323 psi)
10°C (50°F) 9294 kPa (1348 psi)

3. The hydraulic port should always be covered
16°C (60°F) 9473 kPa (1374 psi) with a plastic plug (without threads) to prevent
contamination. DO NOT install a threaded
21°C (70°F) 9653 kPa (1400 psi) plug in the hydraulic port.
27°C (80°F) 9832 kPa (1426 psi) 4. Only store the accumulator in an upright posi-
tion.
32°C (90°F) 10011 kPa (1452 psi)
38°C (100°F) 10184 kPa (1477 psi)
43°C (110°F) 10363 kPa (1503 psi)
49°C (120°F) 10542 kPa (1529 psi)
NOTE: Pressures pressures below 8232 kPa (1194

psi) are not recommended. The low accumulator
pressure warning switch activates at 7584 ± 310 kPa
(1100 ± 45 psi).

Installation 6. Stand the accumulator upright and secure.
Install the pressure gauges and charge the
accumulator first to 172 kPa (25 psi), then to
690 kPa (100 psi). Remove the gauges from the
accumulator and install a plastic dust cap over
the hydraulic port assembly. The fill time to
Follow this procedure when installing an accu- reach 172 kPa (25 psi) is approximately four
mulator that was in storage. This procedure also minutes.
applies to newly purchased accumulators. 7. Install the accumulator on the truck.
1. Install the pressure gauges on the accumulator 8. Charge the accumulator to operating pressure.
and check the pressure. Refer to Steering Accu- Refer to Steering Accumulator Charging in this
mulator Charging in this chapter. chapter to fully charge the accumulator to the
correct operating precharge pressure.
a. If the pressure is 165 kPa (24 psi) or less,
slowly drain off any nitrogen and proceed to
Step 2.
b. If the pressure is between 172 kPa (25 psi)
and 690 kPa (100 psi), set the regulator to Bladder Storage Procedures
690 kPa (100 psi) and slowly charge the
The shelf life of bladders under normal storage con-
accumulator to 690 kPa (100 psi). Discon-
ditions is one year. Normal storage condition consists
nect the pressure gauges from the accumu-
of the bladder being heat sealed in a black plastic
lator. Proceed to Step 7.
bag and placed in a cool dry place away from sun,
2. Remove the gauges from the accumulator. ultraviolet and fluorescent lights as well as electrical
3. Lay accumulator on a suitable work bench so equipment. Direct sunlight or fluorescent light can
that the hydraulic port is higher than the other cause the bladder to weather check and dry rot,
end of the accumulator. Remove plastic dust which appear on the bladder surface as cracks.
cap from hydraulic port.
4. Pour clean C-4 hydraulic oil (approximately 5%
of the total accumulator volume, see Table 1)
into the accumulator through the hydraulic port.
Allow time for the oil to run down the inside of
the accumulator and reach the other end.
5. Lay the accumulator flat on the work bench (or
floor) and slowly rotate accumulator two com-
plete revolutions. This will thoroughly coat the
accumulator walls with a film of oil necessary
for bladder lubrication during precharging.

FLOW AMPLIFIER FIGURE 5-8. FLOW AMPLIFIER VALVE
Removal 1. Cap Screw

2. Lockwasher
3. Cap Screws
4. Lockwasher
5. Cover
6. O-Ring
7. O-Ring
Relieve pressure before disconnecting hydraulic 8. O-Ring
and other lines. Tighten all connections before 9. Not Used
applying pressure. 10. O-Ring
Hydraulic fluid escaping under pressure can 11. O-Ring
have sufficient force to enter a person's body by 12. Shock/Suction Valve (Complete)
penetrating the skin and cause serious injury and 13. Orifice Screw
possibly death if proper medical treatment by a 14. Valve Housing
physician familiar with this injury is not received 15. Counterpressure Valve (Complete)
immediately. 16. O-Ring
17. Plug
18. Plug
1. Turn the key switch OFF and allow 90 seconds 19. Seal
for the accumulators to bleed down. Turn steer- 20. Relief Valve (Complete)
ing wheel to make sure no oil under pressure 21. Steel Seal
remains. Disconnect, plug, and identify each 22. Stop
hydraulic line. 23. Spring
24. Spring
2. Support the flow amplifier valve and remove the 25. Spring Control
mounting cap screws. Remove valve. 26. Orifice Screw
3. Move valve to a clean work area for disassem- 27. O-Ring
bly. 28. Shock/Suction Valve (Complete)
29. Main Spool
Installation 30. O-Ring
1. Support the flow amplifier and move into posi- 31. Spring Control
32. Spring
tion.
33. Spring
2. Install mounting cap screws and tighten to stan- 34. Spring Stop
dard torque. 35. Orifice Screw
3. Identify hydraulic line location, unplug lines and 36. Cap Screws
connect at proper location, tighten fittings 37. Cap Screw
securely. Use new O-rings on the flange fittings. 38. Lockwasher
39. Lockwasher
40. O-Rings
41. Stop
42. Spring
43. Spool
44. Name Plate
45. Orifice Screw
46. Spring
47. Cover
48. Pins
49. O-Rings
50. Not Used
51. Amplifier Spool Assembly (Complete)
52. O-Ring
53. Orifice Screw
54. Check Valve
55. Spring

FIGURE 5-8 FLOW AMPLIFIER VALVE

Disassembly
NOTE: The flow amplifier valve is a precision unit
manufactured to close tolerances, therefore
complete cleanliness is a must when handling the
flow amplifier valve. Work in a clean area and use lint
free wiping materials or dry compressed air. Use a
wire brush to remove foreign material and debris
from around the exterior of the valve before
disassembly. Clean solvent and type C-4 hydraulic oil
should be used to insure cleanliness and initial
lubrication.
1. Remove counter pressure valve plug (17, Fig-

ure 5-8), and O-ring (16). Remove counter pres-
sure valve assembly (15). FIGURE 5-9. SHOCK AND SUCTION VALVE
ASSEMBLY
NOTE: As parts are removed, they should be laid out
in a group in the same order in which they are 1. O-Ring 3. O-Ring
removed. 2. Pilot Section
2. Remove relief valve plug (18) and seal (19).
Using an 8 mm hex head allen wrench, remove 10. Remove shock and suction valve assembly
the relief valve assembly (20). Remove steel (12). Set the shock and suction valve aside for
seal (21). further disassembly, if required. Remove orifice
screw (13).
3. Remove cap screw (37) and cap screws (36)
using a 10 mm and 13 mm hex head allen 11. Remove orifice screw (53). Remove check
wrench. Remove lockwashers (38 & 39). valve (54).
Remove end cover (47).
4. remove spring stop (41) and spring (42).
Remove spring stop (34) and springs (32 & 33). NOTE: If further disassembly is required for the
Remove O-rings (40 & 49). shock and suction valves refer to Figure 5-9.
5. Remove spring control (31) and main spool
(29). Remove priority valve spool (43). Remove
NOTE: The flow amplifier valve is equipped with two
spring control (25), springs (23 & 24) and spring
shock and suction valves and they are identical. The
stop (22).
shock and suction valves are only serviced as
6. Remove amplifier valve spool assembly (51). complete valve assemblies. O-rings 1 & 3, Figure 5-9
Set amplifier valve spool assembly aside for fur- are replaceable. Relief valve (20, Figure 5-8) check
ther disassembly, if required. valve (54) and counter pressure valve (15) are also
7. Remove shock and suction valve (28). Set serviced only as assemblies.
shock and suction valve aside for further disas-
sembly, if required.
8. Remove cap screws (1 & 3) using a 10 mm and
13 mm hex head allen wrench. Remove lock-
washers (2 & 4). Remove end cover (5).
9. Remove O-rings (6, 7 & 8) and spring (55).

Reassembly
1. Thoroughly lubricate each part prior to installa-
tion using clean, type C-4 hydraulic oil.
2. Reassemble the Amplifier spool assembly in
reverse order. Refer to steps 12 & 13, and Fig-
ure 5-10 under disassembly.
3. Install orifice screw (13, Figure 5-8). Tighten ori-
fice screw to 0.5 N·m (4 in. lbs). Install check
valve (54). Tighten check valve to 1 N·m (8 in.
lbs). Install orifice screw (53). Tighten orifice
screw to 1 N·m (8 in. lbs) torque.
4. Install seal (21). Install relief valve assembly
(20), seal (5), and plug (20). Tighten plug to 2.5
N·m (22 in. lbs) torque.
5. Install counterpressure valve assembly (15).
Install plug (17) using new O-ring (16).
FIGURE 5-10. AMPLIFIER SPOOL ASSEMBLY 6. Install both shock and suction valves (12 & 28)
as complete units. Install spring stop (22)
1. Check Valve 7. Retaining Ring springs (23 & 24) and spring control (25). Install
2. O-Ring 8. Inner Spool orifice screws (26 & 35) if removed from main
3. Spool 9. Spring spool (29). Install main spool (29).
4. Pin 10. Plug 7. Install amplifier spool assembly (51). Install pri-
5. Pin 11. Orifice Screw ority valve spool (43) and spring (42). Install
6. Retaining Ring spring (55).
8. Install spring control (31), springs (32 & 33) and
spring stop (34).
NOTE: Disassembly of the amplifier spool assembly
is only necessary should O-ring (2, Figure 5-10), 9. Lubricate O-rings (6, 7 & 8) with molycote
spring (9) or orifice screw (11) require replacement, grease and position on cover (5). Install end
otherwise replace the amplifier spool assembly as a cover (5). Install cap screws (3) with lockwash-
complete unit. For complete disassembly refer to ers (4). Tighten cap screws to 2.5 N·m (2 ft
steps 12 & 13. lbs). Install cap screw (1) and lockwasher (2).
Tighten cap screw to 8 N·m (6 ft lbs) torque.
10. Lubricate O-rings (40 & 49) with molycote
12. Remove retainer ring (7, Figure 5-10), remove grease and install on cover (47). Install end
pin (5). Remove plug (10) and spring (9). cover (47). Install cap screws (36) with lock-
Remove retaining ring (6) and pin (4) and washers (39). Tighten cap screws to 2.5 N·m (2
remove inner spool (8). ft lbs). Install cap screw (37) with lockwasher
13. Unthread check valve (1) and remove. Remove (38). Tighten cap screw to 8 N·m (6 ft lbs)
O-ring (2). Remove orifice screw (11) from plug torque.
(10). 11. To help prevent contamination during storage or
14. Clean and inspect all parts carefully. Make any installation, install plastic plugs in each valve
replacements as necessary. port.

STEERING CONTROL UNIT Spline Inspection
Removal Whenever the steering control unit is removed for

service, the steering column shaft should be
inspected for excessive wear.
1. Thoroughly clean splines on steering column
shaft and inspect for damage or excessive
Relieve pressure before disconnecting hydraulic wear.
applying pressure. Hydraulic fluid escaping 2. Using an outside micrometer or dial caliper,
under pressure can have sufficient force to enter measure the outside diameter of the male
a person's body by penetrating the skin and splines on the steering column shaft.
cause serious injury and possibly death if proper • Minimum diameter: 24.13 mm (0.950 in.)
medical treatment by a physician familiar with
If splines are worn more than the minimum diameter
this injury is not received immediately.
specification, replace steering column. (Refer to Sec-
1. Turn the key switch OFF and allow 90 seconds tion N.)
for the accumulators to bleed down. Turn steer-
ing wheel to ensure no oil remains under pres-
sure.
2. Remove cap screws and lockwashers securing
the steering control unit access cover in place
(Access cover is located on the front side of the
operator's cab.) Remove access cover.
NOTE: Clean the steering control unit and
surrounding area carefully to help avoid
contamination of hydraulic oil when lines are opened.
3. Tag all hydraulic lines for proper identification
during installation. Disconnect hydraulic lines
(3, 4, 5, 6, & 7, Figure 5-11) at steering control
unit (2) ports and plug. Move lines clear of
valve.
4. Remove the four mounting cap screws, flat-
washers and lockwashers securing the steering
control unit to the mounting bracket. Remove
the steering control unit.
5. Place the steering control unit in a clean work
area for disassembly.
FIGURE 5-11. STEERING CONTROL UNIT

1. Brake valve 5. “T” Port Hose
2. Steering Control Unit 6. “P” Port Hose
3. “LS” Port Hose 7. “R” Port Hose
4. “L” Port Hose

Installation Disassembly
1. Lubricate splines of steering column shaft with
a molybdenum disulphide or multi-purpose
NLGI grease.
2. Move steering control unit into position and
align with steering column shaft splines. Secure The steering control unit is a precision unit
the steering control unit in place using four cap manufactured to close tolerances, therefore
screws, flatwashers and lockwashers. complete cleanliness is a must when handling the
3. Check for proper steering wheel rotation without valve assembly. Work in a clean area and use lint
binding. Be certain wheel returns to neutral after free wiping materials or dry compressed air. Clean
rotating 1/4 turn left and right. If necessary, type C-4 hydraulic oil should be used during
adjust steering unit and/or steering column to reassembly to insure initial lubrication.
realign column and control unit. 1. Allow oil to drain from valve ports.
2. Match mark gear wheel set and end cover to
insure proper relocation during reassembly.
3. Remove end cover cap screws and washers.
Serious personal injury to the operator or to any-
Remove cap screw with rolled pin (3, Figure
one positioned near the front wheels may occur if
5-12). Mark hole location of cap screw with
a truck is operated with the hydraulic steering
rolled pin on end cover to facilitate reassembly.
lines improperly installed. Improperly installed
lines can result in uncontrolled steering and/or
SUDDEN AND RAPID rotation of the steering
wheel as soon as the steering wheel is moved. It
will turn rapidly and cannot be stopped manually.
After servicing the steering control unit, hydrau-

lic steering lines should be checked for correct
hook-up before starting the engine.
4. Tighten all cap screws to standard torque.
Unplug and attach hydraulic lines to their proper
ports. Refer to Figure 5-11 for port locations.
5. Start engine and check for proper steering func-
tion and any leaks.
6. Replace access cover and secure in place with
cap screws and lockwashers.
FIGURE 5-12. DISASSEMBLY PREPARATION
1. Valve Assembly 3. Cap Screw with Pin
2. Match Marks 4. End Cover

4. Remove end cover (4) and O-ring (2, Figure 5- 10. Remove O-ring (5), kin ring (6) and bearing
13). assembly (7).
5. Remove outer gear of gear wheel set (1) and 11. Remove ring (8) and pin (9) and carefully push
O-ring between gear set and distribution plate. inner spool out of outer sleeve.
6. Lift inner gear off cardan shaft. 12. Press the neutral position springs (10) out of
7. Remove cardan shaft (11, Figure 5-19), distri- their slot in the inner spool.
bution plate (15) and O-ring (14).
13. Remove the dust seal (2, Figure 5-14) using a
8. Remove threaded bushing (4) and ball (3). screwdriver. Take care not to scratch or dam-
9. With valve housing positioned with the spool age the dust seal bore.
and sleeve vertical, carefully lift spool assembly
out of housing bore.
NOTE: If housing is not vertical when spool and
sleeve are removed, pin (9) may slip out of position
and trap spools inside housing bore.
FIGURE 5-14. SEAL REMOVAL

1. Screwdriver 3. Housing
2. Dust Seal
FIGURE 5-13. COVER END O-RING
1. Gear Wheel Set 2. O-Ring

1. Clean all parts carefully with fresh cleaning sol-
vent.
2. Inspect all parts carefully and make any
replacements necessary.
NOTE: All O-rings, seals and neutral position springs
should be replaced with new. Prior to reassembly
thoroughly lubricate all parts with clean type C-4
hydraulic oil.

Assembly 1. To install the neutral position springs, place a
screwdriver in the spool slot as shown in Figure
NOTE: When assembling the spool and sleeve, only
5-16.
one of the two possible matching positions of the
spring slots can be used. The reason is that in the 2. Place one flat neutral position spring on each
other end of the sleeve and spool (opposite end of side of the screwdriver blade. Do not remove
the spring slots) there are three slots in the spool and screwdriver.
three holes in the sleeve. These must be opposite 3. Push two curved neutral position springs in
each other on assembly so that the holes are partly between one side of the screwdriver blade and
visible through the slots in the spool, refer to Figure a flat spring. Repeat for the opposite side.
5-15. Remove the screwdriver.
4. Slide the inner spool in the sleeve. Compress
the ends of the neutral position springs and
push the neutral position springs in place in the
sleeve.
5. Install the cross pin (9, Figure 5-19).
FIGURE 5-15. SPOOL AND SLEEVE ASSEMBLY

1. Slots 3. Spool
2. Hole 4. Sleeve
FIGURE 5-16. NEUTRAL POSITION SPRING INSTALLATION

6. With neutral position springs (7, Figure 5-17) 8. Position the O-ring and kin ring on the spool.
centered in spool and sleeve, install ring (3), 9. Position the steering unit with the housing hori-
rear bearing race (4), thrust bearing (5) and zontal. Slowly guide the (lubricated) spool and
front bearing race (6) in that order. The cham- sleeve with fitted parts, into the bore using light
fer on the rear bearing race must be facing turning movements. Refer to Figure 5-18.
away from the bearing.
NOTE: Cross pin must remain horizontal when spool
7. Place the dust seal (1, Figure 5-19) in position.
and sleeve are pushed into bore to prevent pin from
Using a flat iron block over the seal, tap into
dropping out of spool.
position.
FIGURE 5-18. SPOOL INSTALLATION
1. Housing 2. Spool Assembly
FIGURE 5-17. BEARING INSTALLATION

1. Sleeve 5. Thrust Bearing
2. Cross Pin 6. Bearing Race
3. Ring 7. Neutral Position
4. Bearing Race Springs
(with chamfer)

FIGURE 5-19. STEERING CONTROL UNIT
1. Dust Seal 7. Bearing Assembly 12. Spacer 18. O-Ring

2. Housing & Spools 8. Ring 13. Tube 19. End Cover
3. Ball 9. Pin 14. O-Ring 20. Washers
4. Threaded Bushing 10. Neutral Position 15. Distribution Plate 21. Rolled Pin
5. O-Ring Springs 16. Gear Wheel Set 22. Cap Screws with Pin
6. Kin Ring 11. Cardan Shaft 17. O-Ring 23. Cap Screws

10. Install the check ball in the hole shown in Figure 11. Grease the housing O-ring (3) with Vaseline and
5-20. Install threaded bushing and lightly install in the housing groove.
tighten.
12. Install the distribution plate (15, Figure 5-19)
with plate holes matching the corresponding
holes in the housing.
13. Guide the cardan shaft (11) down into the bore
with the slot in the cardan shaft aligned with the
cross pin (9).
14. Position inner gear wheel onto cardan shaft. It
may be necessary to rotate the gear slightly to
find the matching splines on the cardan shaft.
(Splines are machined to insure proper align-
ment of cardan shaft and inner gear wheel.)
15. Grease the O-rings (17 & 18) on both sides of
the outer gear wheel with Vaseline and install.
16. Align outer gear wheel bolt holes with tapped
holes in housing and match marks.
17. Align cover (19) using match marks as a refer-
ence and install using cap screws (23) and
washers (20).
FIGURE 5-20. CHECK BALL INSTALLATION 18. Install cap screw with pin (22) into proper hole.
1. Check Ball Hole 3. O-Ring 19. Tighten cover cap screws in a criss-cross pat-
2. Check Ball 4. Housing tern to 3 ± 0.5 N·m (2 ± 0.4 ft lbs) torque.

STEERING CYLINDER NOTE: Installation of the piston seal may require the
following procedure.
For steering cylinder removal and installation proce-
dure, refer to Section G. a. Heat the piston seal assembly in boiling
water for 3 to 4 minutes.
Disassembly
b. Remove piston seal assembly from the water
1. Remove cap screws (9, Figure 5-21) and pull and assemble on the piston. Do not take lon-
gland (8) rod (10) and piston (5) from housing ger than 5 seconds to complete assembly as
(6). seal will take a permanent set.
2. Remove O-ring & backup ring (7). Remove nut c. Apply even pressure to avoid cocking the
(2) and remove piston (5). Remove bearing (3) seal.
and piston seal (4).
d. If the seal assembly has taken a slightly
3. Pull rod (10) from gland (8). Remove rod wiper
large set, the use of a belt type wrench or
(11) and rod seal (12).
similar tool can be used to compress the seal
Inspection and Cleaning to the desired diameter, (tight on piston).
5. Install piston on rod structure and secure in
1. Clean all parts using fresh cleaning solvent, lint
place with locknut (2). Tighten locknut to 2712
free wiping cloth and dry compressed air.
N·m (2000 ft lb) torque.
2. Inspect cylinder housing, gland, piston and rod
6. Carefully install rod and gland assembly into
for signs of pitting, scoring or excessive wear.
cylinder housing. Insure backup ring and O-ring
3. Lubricate the cylinder housing, gland, piston on gland are not damaged during installation.
and rod with clean, type C-4 hydraulic oil. Lubri-
7. Install cap screws (9) and tighten to 420 ± 42
cate new seals, wiper and bearing using clean,
N·m (310 ± 31 ft lbs) torque.
type C-4 hydraulic oil.
8. After steering cylinder is assembled, perform the
Assembly following tests to verify that performance is
1. Install new O-ring and backup ring (7, Figure within acceptable limits:
5-21). The backup ring must be positioned a. Piston leakage must not exceed 16.4 cm3/
toward the rod eye.
min. (1.0 in3/min.) at 17 200 kPa (2,495 psi),
2. Install new rod seal (12) and rod wiper (11) in port to port.
gland (8).
b. Rod seal leakage must not exceed one drop
3. Push rod (10) through top of gland, slowly of oil in eight cycles of operation.
advancing rod over rod seal and rod wiper.
c. Piston break-away force should not exceed
4. Install new piston seal (4) and bearing (3) on
690 kPa (100 psi).
piston (5). Make sure the piston seal is tight on
piston.
FIGURE 5-21. STEERING CYLINDER ASSEMBLY

1. Vent Plug 4. Piston Seal 7. O-Ring & Backup Ring 10. Rod
2. Locknut 5. Piston 8. Gland 11. Rod Wiper
3. Bearing 6. Housing 9. Cap Screws 12. Rod Seal

STEERING CIRCUIT FILTER
The brake and steering circuit filter (Figure 5-22) is
located on the right, inside frame rail, behind the fuel
tank. The filter provides secondary filtering protection
for hydraulic oil flowing to the bleeddown manifold
valve for the steering and brake systems.
An indicator switch (1) is designed to alert the opera-
tor of filter restriction before actual bypass occurs.
The switch contacts close at 241 kPad (35 psid) to
actuate a warning lamp on the overhead display
panel. Actual filter bypass occurs at 345 kPad (50
psid).
NOTE: When the engine is initially started and the
hydraulic oil is cold, the warning lamp may actuate.
Allow the hydraulic system oil to reach operating
temperature before using the warning lamp as an
indicator to change the element.
Refer to Section P, Lubrication and Service for rec-
ommended normal filter element replacement inter-
val. Earlier replacement may be required if the
restriction indicator lamp turns on.
Premature filter restriction may indicate a system
component failure and signal a service requirement
before extensive secondary damage can occur.
NOTE: An early indication of the filter warning light at
first installation may be due to restriction in the filter
as it cleans the system. Unless the fluid appears
contaminated or has a strong foul odor, do not
change the oil; replace only the filter element.
Filter Element Replacement

applying pressure.
FIGURE 5-22. STEERING/BRAKE CIRCUIT
Hydraulic fluid escaping under pressure can FILTER
penetrating the skin and cause serious injury and 1. Indicator Switch 6. Filter Element
possibly death if proper medical treatment by a 2. Setscrew (Bleed Plug) 7. Bowl
physician familiar with this injury is not received 3. Head 8. O-Ring
immediately. 4. Test Fitting 9. Drain Plug
5. O-Ring

Removal Indicator Switch
1. Turn the key switch OFF, allow at least 90 sec- The indicator switch (1, Figure 5-22) is factory preset
onds for the accumulators to bleed down. to actuate at 241 kPad (35 psid). When activated, the
2. Remove plug (9, Figure 5-22), loosen bleed switch will illuminate the amber Hydraulic Oil Filter
plug (2) and drain oil from the housing into a warning lamp located on the overhead display in the
suitable container. operator’s cab.
NOTE: Excessive restriction in either the hoist circuit
filters, or the steering circuit filter will cause the
Hydraulic Oil Filter warning lamp to illuminate.
The indicator switch is not individually repairable. If
the switch is inoperative, replace with a new part.
nation!
3. Remove bowl (7) and element (6).

4. Remove and discard O-ring (5) on filter bowl.
5. Clean bowl in solvent and dry thoroughly.
Installation
1. Install new element (6). Install new O-ring (5) on
bowl.
2. Install bowl on filter head and tighten.
3. Install drain plug (9), and O-ring (8). Tighten
bleed plug (2).

STEERING AND BRAKE PUMP
NOTE: If oil in the hydraulic tank has not been
Removal contaminated, the shut-off valve (6, Figure 5-23)
between the tank and steering pump can be closed,
NOTE: Clean the steering pump and surrounding eliminating the need to completely drain the tank.
area carefully to help avoid contamination of
2. Drain the hydraulic tank by use of the drain
hydraulic oil when lines are opened.
located on the bottom side of the tank.
NOTE: Be prepared to contain approximately 901 l
(238 gal) of hydraulic oil. If the oil is to be reused,
clean containers must be used with a 3 micron
filtering system available for refill.
and other lines. Tighten all connections before 3. Disconnect the suction and discharge lines at
applying pressure. the steering pump (5, Figure 5-23). Disconnect
Hydraulic fluid escaping under pressure can and cap pump case drain line from fitting at top
have sufficient force to enter a person's body by of pump housing. Plug all lines to prevent oil
penetrating the skin and cause serious injury and contamination.
immediately.
for the accumulators to bleed down. Turn the
steering wheel to be sure no oil remains under The steering pump weighs approximately 113 kgs
pressure. (250 lbs). Use a suitable lifting device capable of
4. Support the steering pump (5) and the rear sec-

tion of the hoist pump (3). Remove mounting
cap screws and rear support bracket (7).
Remove the four pump mounting cap screws
(4).
5. Move the steering pump rearward to disengage
the drive coupler splines from the hoist pump
and remove pump.
6. Clean exterior of steering pump.
7. Move the steering pump to a clean work area
for disassembly.
FIGURE 5-23. STEERING PUMP REMOVAL

1. Hoist Pump Outlet 5. Steering/Brake Pump
Hoses 6. Shut-off Valve
2. Mounting Cap Screws 7. Pump Mount Bracket
3. Hoist Pump 8. Outlet Hose
4. Mounting Cap Screws

Installation 9. Replace hydraulic filter elements. Refer to
Hydraulic Filters earlier in this section.
1. Install a new O-ring on pump mounting flange.
2. Make sure the steering pump spline coupler is
in place (inside hoist pump) prior to steering
pump installation.
NOTE: Use only Komatsu filter elements, or

The steering pump weighs approximately 113 kgs elements that meet the Komatsu hydraulic filtration
(250 lbs). Use a suitable lifting device capable of specification of Beta 12 = 200.
handling the load safely. 10. Open shut-off valve in steering pump suction
3. Move the steering pump (5, Figure 5-23) into line completely.
position. Engage steering pump shaft with hoist 11. With the body down and the engine shut-off, fill
pump spline coupler. the hydraulic tank with clean C-4 hydraulic fluid
4. Install rear support bracket (7) with cap screws. (as specified on the truck Lubrication Chart) to
Do not tighten cap screws at this time. the upper sight glass level.
5. Align cap screw holes and install steering pump 12. With suction line shut-off valve open, loosen
mounting cap screws (4). Tighten mounting cap suction (inlet) hose cap screws (at the pump) to
screws to standard torque and tighten rear sup- bleed any trapped air. Then loosen pressure
port cap screws to standard torque. (outlet) hose cap screws (at the pump) to bleed
6. Remove plugs from pump inlet and outlet ports. any trapped air. Tighten hose connection cap
Remove caps from inlet and outlet lines and screws to standard torque.
install to steering pump using new O-rings.
Tighten cap screws securely. Do not connect
steering pump drain hose to the steering pump,
at this time (see Step 7). Cap the drain hose
securely.
7. Remove 90° case drain fitting from top of pump
housing and add clean C-4 oil to pump through NOTE: If trapped air is not bled from steering pump,
opening until steering pump housing is full. This possible pump damage and no output may result.
may require 2 - 3 l (2 - 3 qts) of oil. 13. If required, top-off the oil level in the hydraulic
8. Uncap the case drain line, connect to steering tank, to the level of the upper sight glass.
pump fitting and tighten case drain line.
14. In the hydraulic brake cabinet, open both brake
accumulator needle valves completely to allow
the steering pump to start under a reduced
load.
15. Move the hoist pilot control valve to the FLOAT
position.

16. Start the truck engine and operate at low idle for Disassembly
one (1) to two (2) minutes.
When disassembling or assembling unit, choose

Do not allow the engine to run with the needle a work area where no traces of dust, sand or
valves in the open position for longer than this other abrasive particles which could damage the
recommendation: excessive hydraulic system unit are in the air. Do not work near welding,
heating will occur. sand-blasting, grinding benches and the like.
DO NOT start any hydraulic pump for the first Place all parts on a CLEAN surface. To clean
time after an oil change, or pump replacement, parts which have been disassembled, it is impor-
with the truck dump body raised. Oil level in the tant CLEAN solvents are used. All tools and
hydraulic tank may be below the level of the gauges should be clean prior to working with
pump(s) causing extreme pump wear during this these units and new, CLEAN and threadless rags
initial pump start-up. used to handle and dry parts.
17. Shut-off the engine and fully close both brake

accumulator needle valves in the brake cabinet. 1. Drain off excess hydraulic oil from pump inlet
and discharge ports. It may be necessary to
18. Verify that the oil level in the hydraulic tank is at loosen the four valve plate cap screws (20, Fig-
the upper sight glass when the engine is off and ure 5-26) pull back on valve plate to allow fluid
the body is resting on the frame. If the hydraulic to seep out of the case.
oil level is not at the upper sight glass, follow
2. Thoroughly clean and dry the outside surface of
service manual instructions for filling/adding oil.
the pump housing.
19. Start engine and check for proper pump opera-
NOTE: Depending upon what part or parts are to be
tion. If necessary, refer to Steering Circuit
inspected, it may not be necessary to completely
Checkout Procedure later in this Section, or the
take apart all assemblies.
Trouble Shooting Chart or Pressure Check and
Adjustment Procedure.
Control Piston Group

3. Remove the two large plugs (23, Figure 5-24)
with O-rings (15) from both sides of pump.
4. Back out four cap screws (3, Figure 5-26), then
remove cap (24). Remove bias control spring
(1, Figure 5-25).
5. Control piston (11, Figure 5-25) must be in the
“neutral” position. Control link pin (16) should be
centered in the plug opening. If pin is not cen-
tered, pry control piston to position link pin for
access through hole.
6. Using appropriate snap ring pliers, remove
retaining rings (14, Figure 5-25) from both sides
of the pin and remove control link washers (15).

7. For handling purposes, insert a 1/4"-20UNC 14. When all sleeve seals (5, 6, & 7) are clear of the
cap screw into the threaded end of the control valve plate, re-extend control piston (11). While
link pin (16). tipping the assembly enough to clear the hole,
8. Using a brass rod and hammer, tap on end pull the assembly from the valve plate.
opposite the cap screw to remove control link 15. Remove pin (18) from control piston by pressing
pin (16). or tapping it out through the hole on opposite
side. Control stop pin (8) can be removed and
control piston (11) slipped out of sleeve (4).
16. Remove cap screws (9, Figure 5-26) and
remove compensator block (13).
Maximum volume stop gland (14, Figure 5-24) 17. Remove cap screws (21) and cover plate (19).
MUST be removed BEFORE further disassembly
of control piston.
9. Without disturbing jam nut (16, Figure 5-24),
unscrew gland (14) and remove stroke adjuster
as a complete assembly. Rotating Group
Valve Plate Group

NOTE: Valve plate (17, Figure 5-26) is a slight press
fit in the pump housing (20, Figure 5-24). Rotating group weighs approximately 30 lbs.
Extreme care must be taken not to damage cylin-
der wear face of cylinder wear plate face, bearing
10. Support valve plate (17, Figure 5-26) from an diameters or piston shoes. Assistance from oth-
overhead crane (lifting lug holes are provided) ers and use of proper lifting techniques is
and remove four cap screws (20) from valve strongly recommended to prevent personal
plate. injury.
11. Remove valve plate (17) from pump housing
(20, Figure 5-24) by tapping away from the
housing with a mallet until valve plate pilot 18. To remove rotating group, firmly grasp the cylin-
diameter disengages from the case 6.35 mm der barrel (10, Figure 5-25) and pull assembly
(0.25 in.). outward until cylinder spline disengages from
driveshaft spline about 63.5 mm (2.5 in.). Once
12. With the weight of the valve plate still sus- clear, rotate cylinder barrel a revolution or two to
pended from the overhead crane, slide valve break any contact between piston/shoe assem-
plate back until it disengages from driveshaft blies (13) and swashblock (25) wear face.
and set valve plate aside. Care must be taken
not to damage the wear face of valve plate (17). 19. Slide rotating group off the driveshaft and out of
the pump housing and place it on a clean, pro-
13. To further disassemble control piston assembly, tective surface with piston shoes facing upward.
move control piston (11, Figure 5-25) into
sleeve (4) until control piston maximum stop pin 20. Mark each piston, its cylinder bore and location
(8) contacts the sleeve. Use a large mallet to in shoe retainer for ease of inspection and
drive piston and sleeve assembly outward from assembly.
the valve plate.

21. Piston/shoe assemblies (13) can be removed INSPECTION
individually or as a group by pulling upward on
shoe retainer (27).
22. Remove fulcrum ball (12).
23. If shoe retainer springs (28) are removed, mark
which spring came from which bore as they Always wear safety goggles when using solvents
must be returned to that individual bore on or compressed air. Failure to wear safety goggles
assembly. could result in serious personal injury.
24. Remove the two pins (17, Figure 5-24) and pull
the cylinder bearing (26, Figure 5-25) straight
out of the pump housing. 1. Clean all parts thoroughly.
2. Replace all seals and O-rings with new parts.
3. Check all locating pins for damage and all
Swashblock Group springs for cracking or signs of fatigue.
25. Remove the two swashblock retaining pins (19,
Figure 5-24), tilt the bottom of the swashblock
(25, Figure 5-25) outward and remove the Control Piston Group
swashblock from the pump case. 4. Control piston (11, Figure 5-25) must slide
26. Saddle bearings (24) can be removed by using smoothly in sleeve (4).
a very short screwdriver or back hammer to pry 5. Linkage to cradle should operate smoothly but
them loose; or continue to the next step for fur- not loosely (with slop). Check piston and bore in
ther disassembly which will make their removal sleeve for signs of scratching or galling. Polish
easier. with fine emery if needed.
Driveshaft Group Valve Plate Group

27. Remove bearing retaining ring (3, Figure 5-24). 6. Closely examine mating faces of valve plate
Use a mallet on the tail shaft and tap driveshaft (17, Figure 5-26) and cylinder barrel (10, Figure
(1) out from the front of the pump housing. 5-25) for flatness, scratches or grooves. If faces
are not flat and smooth, the cylinder side will “lift
28. Remove seal retainer (21) from pump housing. off” from the port plate (valve plate) resulting in
Use a mallet and tap saddle (20) out from the delivery loss and damage to the pump. Replace
inside of the pump housing. Saddle bearings if necessary.
(24) can then be easily removed and saddle O-
ring (21) may also be removed at this time.
Rotating Group
7. Check all pump piston assemblies (13, Figure
5-25) for smooth action in their bores.
8. Check piston walls and bores for scratches or
other signs of excessive wear (pistons should
not have more than a few thousandths clear-
ance). Replace if necessary.

FIGURE 5-24. PUMP, FRONT HOUSING
1. Shaft 8. Name Plate 15. O-Ring 22. O-Ring

2. Bearing 9. Plug 16. Jam Nut 23. Plug
3. Snap Ring 10. O-Ring 17. Pin 24. Seal
4. Retainer Ring 11. Plate 18. O-Ring 25. Plug
5. Lifting Eyes 12. Adjusting Screw 19. Pin
6. Name Plate 13. O-Ring 20. Housing
7. Screw, Drive 14. Gland 21. Seal Retainer

FIGURE 5-25. PUMP, ROTATING GROUP
1. Springs 8. Pin 15. Washer 22. Roll Pin

2. Seal 9. Back-up Ring 16. Pin 23. Roll Pin
3. Piston Ring 10. Cylinder Barrel 17. Link 24. Saddle Bearing
4. Sleeve 11. Control Piston 18. Pin 25. Swash Block
5. Back-up Ring 12. Ball 19. Dowel Pin 26. Cylinder Bearing
6. O-Ring 13. Piston Shoe Assembly 20. Saddle 27. Retainer
7. O-Ring 14. Retainer Ring 21. O-Ring 28. Spring

FIGURE 5-26. PUMP, REAR HOUSING
1. Plug 9. Cap Screw 17. Valve Plate 25. O-Ring
2. O-Ring 10. Orifice 18. O-Ring 26. O-Ring
3. Cap Screw 11. O-Ring 19. Cover Plate 27. O-Ring
4. O-Ring 12. Plug 20. Cap Screw 28. O-Ring
5. Plug 13. Compensator 21. Cap Screw 29. Unloader Module
6. O-Ring 14. Valve, Relief 22. Seal (red) 30. Orifice
7. Plug 15. Bearing 23. Cap Screw
8. Valve, 4-Way 16. Gasket 24. End Cap

9. Piston shoes must pivot smoothly, but end play Compensator Block and Unloader Module
must not exceed 0.076 mm (0.003 in.).
18. Remove screws (23, Figure 5-26) and separate
10. Check end play as follows: unloader module (29) from compensator block
(13).
a. Place square end of piston on bench and
hold down firmly. Pull on end of shoe with 19. Remove 4-way valve (8) and relief valve (14)
other hand and note end play. A good piston/ from compensator block. Remove all plugs and
shoe fit will have no end play, but the shoe orifices (10 & 30). Clean block in solvent;
may rotate and pivot on the piston ball. inspect all passages and orifices for obstruc-
Inspect each shoe face for nicks or tions.
scratches.
20. Remove unloader valve from block (29).
b. Measure shoe thickness (the part held Remove plugs and clean block passages. If
between retainer (27, Figure 5-25) and cra- unloader is inoperative, replace entire module.
dle. All shoes must be equal within 0.003
mm (0.0001in.). If one or more piston/shoe
assemblies (13) needs to be replaced, all Stroke Adjuster Assembly
piston/shoes assemblies must be replaced.
21. Measure and record dimension “A” on stroke
c. Inspect cylinder bearing (26) and matching adjuster assembly as shown in Figure 5-27.
cylinder barrel bearing mating surface for
galling, pitting or roughness. Replace if nec- 22. Loosen jam nut (4). Separate stem (1) from
essary. gland (3). Remove and discard O-ring (2).
23. Inspect parts for damage or excessive wear.
Swashblock Group 24. Install new O-ring on stem and reassemble to

gland. Adjust stem to gland to dimension “A”
11. Inspect swashblock (25, Figure 5-25) for recorded in step 21. Tighten jam nut.
scratches, grooves, cracks or uneven surface.
Replace if defective.
NOTE: Wear face is coated with a gray colored ASSEMBLY
epoxy based dry film lubricant for break-in purposes.
Scratching or wear of this coating is not detrimental The procedures for assembling the pump are basi-
as long as the metal surface underneath the coating cally the reverse order of disassembly procedures.
is not scored or “picked-up”. During assembly, install new gaskets, seals, and O-
rings.
12. Compare saddle bearing (24) thickness in wear
area to thickness in a non-wear area. Replace Apply a thin film of CLEAN grease or hydraulic fluid
saddle bearings if difference is greater than to sealing components to ease assembly. If a new
0.102 mm (0.004 in.). rotating group is used, lubricate thoroughly with
CLEAN hydraulic fluid. Apply fluid generously to all
13. Check mating surface of swashblock for cracks wear surfaces.
or excessive wear. Replace if necessary.
14. Swashblock movement in saddle and saddle Swashblock Group
bearing (24) must be smooth. 1. Press or tap roll pin (22, Figure 5-25) into pump
housing (20, Figure 5-24).
Driveshaft Group
2. Press new shaft seal (24) into saddle (20, Fig-
15. Remove shaft seal (24, Figure 5-24). ure 5-25) using an arbor press. Install O-ring
16. Check shaft bearing (2) for galling, pitting, bind- (21) into the groove in the saddle.
ing or roughness. Replace if necessary.
17. Check shaft and its splines for wear. Replace
any parts necessary.

3. Press four roll pins (23) into saddle (20) until 5. Fasten control link (17, Figure 5-25) to swash-
they bottom, then press saddle bearing (24) block (25) using link pin (16) and two retaining
onto the pins to locate the bearing in the saddle. rings (14).
6. Be sure the two dowel pins (19), are pressed
into swashblock (25).
7. Insert swashblock (25) into pump housing (20,
Extreme care should be used to prevent damage Figure 5-24) until it engages in saddle bearing
to saddle bearing surfaces while installing the and allow swashblock to settle to its lowest nat-
saddle into the pump housing. ural position.
8. Retain by installing two swashblock retaining
pins (19) and O-rings (18) in place. Once
pinned, make certain swashblock strokes
SMOOTHLY in the saddle by pulling firmly on
the free end of control link (17, Figure 5-25).
Driveshaft Group
NOTE: Be sure punch marks on cylinder bearing (26,
Figure 5-25) will face toward shaft end of pump.
9. Insert cylinder bearing (26) straight into pump
housing. Be sure bearing is positioned so bear-
ing retainer pins (17, Figure 5-24) can be
inserted in the case and into the bearing.
10. Install O-rings (18) on pins (17) and install pins.
11. An arbor press is required to install shaft bear-
ing (2) onto driveshaft (1). IMPORTANT - press
FIGURE 5-27. STROKE ADJUSTER ASSEMBLY ONLY on the inner race of the bearing. Press
bearing until it contacts the shoulder on drive-
1. Stem 3. Gland shaft.
2. O-Ring 4. Jam Nut 12. Use a long 153 mm (6 in.) sleeve with an I.D.
slightly larger than the retaining ring I.D. and
press retaining ring (4) towards bearing until it
seats in the groove.
4. Use a long brass bar and a mallet (or an arbor 13. Place seal retainer (21) over seal (24) inside the
press), to install saddle and bearing assembly pump housing (20). Lubricate shaft seal with
into pump housing. Tap or press ONLY on the clean hydraulic oil.
area of the saddle that is exposed between the 14. Install entire driveshaft assembly through the
saddle bearings (DO NOT tap on bearing sur- front of the pump housing. A mallet will be
faces). Saddle is fully seated when a distinct required to install the driveshaft through shaft
metallic sound is heard when installing saddle seal (2).
into pump housing.
15. Once the driveshaft assembly is fully seated
within the pump housing, install snap ring (3).

Rotating Group Control Piston Group
16. Mating surfaces should be greased. Place cylin- 25. Install piston rings (2 & 3, Figure 5-25) into their
der assembly on clean table with the valve plate respective grooves on control piston (11) using
side down. care to assure they are in proper location.
17. During disassembly, shoe retainer springs were 26. Insert control piston assembly into sleeve (4).
referenced to individual bores. Assemble rotat-
27. While supporting the control piston, press or slip
ing group by inserting shoe retainer springs (28,
in pin (8) and secure with cotter or roll pin (18).
Figure 5-25) into the same spring bores located
in cylinder barrel (10) that they came from. 28. Order of piston sleeve seal installation starts at
widest end of sleeve.
18. Slide fulcrum ball (12) over the nose of the cylin-
der barrel (10). 29. Install backup ring (1, Figure 5-28) and O-ring
(2) and backup ring (3) in rear most groove on
19. Place shoe retainer (27) over fulcrum ball and
piston sleeve. Install O-ring (4) and backup ring
align holes in retainer with corresponding holes
(5) in remaining groove.
(marked during disassembly) in the cylinder
barrel. Once aligned, insert piston/shoe assem-
blies (13) into corresponding (marked during
disassembly) holes completing the rotating
group.
The assembled rotating group weighs approxi-

mately 14 kgs (30 lbs). Assistance from others
and proper use of proper lifting techniques is
strongly recommended to prevent personal
injury.
20. The rotating group can now be carefully
installed over the end of the driveshaft and into
the pump housing (20, Figure 5-24).
FIGURE 5-28. O-RING LOCATION ON PISTON
21. When installing the rotating group, support the SLEEVE
weight of the cylinder barrel (10, Figure 5-25) as
1. Backup Ring 4. O-Ring
cylinder spline is passed over the end of drive-
shaft to avoid scratching or damage.
3. Backup Ring
22. Push cylinder barrel forward until the cylinder
spline reaches the driveshaft spline. Rotate the
cylinder slightly to engage shaft splines.
30. Insert piston and sleeve assembly (4, Figure 5-
23. Continue to slide cylinder barrel forward until it
25) into valve plate (17, Figure 5-26).
encounters the cylinder bearing (26, Figure 5-
25). Lifting the driveshaft slightly helps cylinder 31. Install O-ring (18) in rear of valve plate. Use four
barrel (10) and cylinder bearing engagement. cap screws (21) to fasten cover plate (19) over
Continue pushing cylinder forward until the pis- opening in valve plate (17).
ton shoes contact swashblock (25).
24. At this point, the back of the cylinder barrel
should be located approximately 6.3 mm (0.25
in.) inside the back of the pump housing.

32. Pull free end of control link (17, Figure 5-25) 40. Once assembled, remove cap screw from pin.
toward back of pump housing until the open
NOTE: Valve plate is a slight press fit into pump
hole in the link lines up with open ports on sides
housing. Make sure pilot diameter on valve plate (17,
of pump case.
Figure 5-26) is aligned with mating diameter on the
33. Install maximum volume stop gland (14, Figure pump housing prior to assembly.
5-24) and adjusting screw (12) to hold swash-
41. Insert four cap screws (20, Figure 5-26) and
block in place.
alternately tighten until valve plate is drawn up
to the pump housing. Tighten cap screws
evenly to 330 N·m (244 ft lbs) torque.
Valve Plate Group 42. Clean end cap (24) and ensure the seal groove
34. Be sure driveshaft bearing (15, Figure 5-26) is is clean and free of any flaws.
in place. Using assembly grease (to hold 43. Lightly lubricate new seal (22) with clean
desired position), place valve plate gasket (16) hydraulic oil and install the seal onto the end
in position on valve plate (17). cap. Refer to Figure 5-29 for the correct orienta-
35. Support valve plate assembly from an overhead tion of the seal. DO NOT use any tools to install
crane (lifting lug holes are provided) in prepara- the seal. Damage to the seal may occur and oil
tion for mating to the pump housing. leakage may result.
36. Assemble one control link retainer ring (14, Fig- NOTE: Previous seal was an O-ring with a back-up
ure 5-25) and one control link washer (15) onto ring. Current seal is a lip seal (red) with out a back-up
the threaded hole side of the control link pin ring.
(16). Then thread a 1/4 in - 20 UNC cap screw
into pin to ease holding.
37. Carefully maneuver valve plate assembly, sup-
ported by overhead crane, over driveshaft and
into pump housing so slot on control piston (11)
engages control link (17).
38. With hole in control piston lined up with hole in
the link, carefully insert control link pin (16).
Care should be taken during this next step to pre-

vent the washer and retaining ring from falling
into pump housing.
39. Install second control link washer (15) and con-
trol link retaining ring (14) onto pin.
FIGURE 5-29. SEAL INSTALLATION
1. End Cap 2. Seal

44. Insert bias control piston springs (1, Figure 5- 47. Install two cap screws (3, Figure 5-26) in diago-
25) into control piston (11). nally opposite holes of the end cap. Progres-
sively tighten the cap screws until the end cap
45. Lightly lubricate the piston outer seal with clean
flange is seated against the pump housing.
hydraulic oil. Position the seal ring (2, Figure 5-
Spring pressure will increase as the cap screws
30) gap on top so that it is visible.
are tightened. Install the remaining cap screws.
46. Place end cap (1) over the end of control piston Progressively tighten all cap screws to 187 N·m
(3). Beginning at the seal ring edge opposite the (138 ft lb).
gap, use end cap movement and your fingers to
compress and push seal ring (2) into the end 48. Install cover plate (19) with new O-ring (18) and
cap. Slip the end cap over the control piston cap screws (21).
until spring pressure is felt. Do not use exces- 49. Install O-rings (26, 27 and 28) in proper location
sive force. The piston seal ring is easily broken. on top of valve plate. Install compensator (13) to
valve plate with cap screws (9) and tighten
NOTE: A small amount of vaseline may be used to
securely.
hold the gap above its groove and aid this step.
Apply the vaseline 180° from the gap on the hidden 50. Install 4-way valve (8), and relief valve (14).
(far) side of the seal ring.
51. Install 1.575 mm (0.062 in.) diameter orifice (30)
and plug (7) with new O-ring (6) in side of com-
pensator block as shown in Figure 5-26. Install
0.813 mm (0.032 in.) diameter orifice (10), plug
(7) and O-ring (6) in top of block.
52. Install remaining plugs with new O-rings.
53. Install unloader module (29) on compensator
block with new O-rings (25) and socket head
cap screws (23). Tighten cap screws to 9.8 N·m
(87 in. lbs) torque.
54. Install plugs (9 & 23, Figure 5-24) and O-rings
(10 & 15) in pump housing.
55. Measure pump rotation torque. Rotation torque
should be approximately 20.4 N·m (15 ft lbs).
FIGURE 5-30. SEAL INSTALLATION

1. End Cap 3. Control Piston
2. Seal Ring 4. Spring

SECTION L7
HOIST CIRCUIT
INDEX
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3
HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4

Hydraulic Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
High Pressure Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-5
Hoist Pilot Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
Hoist-up Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
Pilot Operated Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
Counterbalance Valve Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-7
HOIST SYSTEM OPERATION MODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-8

Float Position Of Pilot Valve And Body On Frame (Figure 7-6) . . . . . . . . . . . . . . . . . . . . . . . . .L7-8
Power Up Operation (Figure 7-7) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-10
Hold Operation (Figure 7-8) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-12
Power Down Operation (Figure 7-9) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-14
Float Operation (Figure 7-10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-16
L07034 10/08 Hoist Circuit L7-1

NOTES:
L7-2 Hoist Circuit 10/08 L07034

HOIST CIRCUIT
HOIST CIRCUIT OPERATION The hoist valve directs oil to the body hoist cylinders
(1) for raising and lowering the dump body. Hoist
The following hoist circuit operation description
valve functions are controlled by the operator
describes the basic hoist circuit. Details of individual
through a flexible cable to the hoist pilot valve (6) in
component operation is outlined under the individual
the hydraulic component cabinet located behind the
component descriptions.
operator's cab. Also in the hydraulic cabinet is the
Hydraulic fluid is supplied by a tank (10, Figure 7-1) hoist-up limit solenoid (4). The hoist-up limit solenoid
located on the left frame rail. Hydraulic oil is routed to prevents the hoist cylinders from extending to maxi-
a tandem gear type pump (9), driven by a driveshaft mum physical limit. A counterbalance valve in the
on the traction alternator. overcenter manifold (12) prevents abrupt cylinder
extension due to material buildup on the tail of the
Pump output is directed to two, high pressure filters
body.
(5 & 7) mounted on the side of the fuel tank. Hydrau-
lic oil from the filters is directed to the hoist valve (2), Quick disconnect fittings (11) allow the use of
mounted on a modular assembly containing the hoist another truck’s hydraulic system to dump a load in
pump, steering/brake pump, hoist valve and counter- the body if the hoist pump, hoist valve or related
balance valve manifold. components are inoperable.
1. Hoist Cylinders
2. Hoist valve
3. Pilot Operated Check Valve
4. Hoist Up Limit Solenoid
5. Filter
6. Hoist pilot valve
7. Filter
8. Return from Flow Amplifier valve
9. Hoist Pump
10. Hydraulic Tank
11. Quick Disconnects
12. Counterbalance Valve Manifold
Hydraulic hoses deteriorate with age

and use. Prevent possible malfunc-
tions by inspecting all hoses periodi-
cally. Replace any hose showing
wear, damage, or deterioration.
FIGURE 7-1. HOIST CIRCUIT SCHEMATIC

COMPONENT DESCRIPTION High Pressure Filters
Hydraulic Tank Hoist pump output flows to two remote mounted high
pressure filters located on the lower inboard side of
The hydraulic tank supplies hydraulic oil for the hoist,
the fuel tank. The filter elements are rated at 7
steering, and brake circuits. The tank is located on
micron. The filter assembly is equipped with a
the left hand frame rail forward of the rear wheels.
bypass valve which permits oil flow if the filter ele-
The service capacity is 901 l (238 gal). Refer to Sec-
ment become plugged. Flow restriction through the
tion P for the correct type hydraulic oil recommended
filter element is sensed by a pressure differential
for use in the hydraulic system.
switch.
Oil used in the hoist circuit flows through two 100
This switch will turn on an over-
mesh wire suction strainers to the inlet housing of the
head panel mounted, yellow warn-
hoist pump. Air drawn into the tank during operation
ing light to indicate filter service is
is filtered by dual air filters located on the top of the
required. The light is labeled “Filter
tank. Oil level can be checked visually at sight
Monitor” and will come on when
glasses located on the face of the tank. Oil level
restriction reaches approximately
should be checked periodically and be visible in the
241 kPa (35 psi). Actual filter
bottom sight glass when the body is down and the
bypass will result when the filter
engine is running.
element restriction reaches
Hoist Pump approximately 345 kPa (50 psi).
The hoist pump is a tandem gear type pump driven

by an accessory drive at the rear of the traction alter-
nator. The pump has a total output of 908 lpm (240
gpm) at 1900 RPM. The hoist pump also drives the
steering and brake supply pump located at the rear
of the hoist pump. Hoist pump output is directed to
two remote mounted high pressure filters. Maximum
hoist pump output pressure is 17237 kPa (2500 psi).
1. POWER DOWN Line

2. Hoist Valve Assembly
3. DOWN Pilot port
4. Hoist Valve Return to Tank
5. Hoist Valve Inlet from Filter
6. Supply to Pilot Valve
7. RAISE Pilot Port
8. Pump/Valve Module Mount Str.
9. POWER UP Line
10. POWER DOWN to Hoist Cylinder
11. POWER UP to Hoist Cylinder
12. Counterbalance Valve Manifold
13. Counterbalance Valve
14. APU Quick Disconnect
FIGURE 7-2. HOIST PUMP/VALVE MODULE

Hoist Valve The spool section of the hoist valve consists of the
following components:
The hoist valve (Figure 7-3) is mounted above the
hoist and steering pump. Hydraulic oil from the high • Two pilot ports
pressure filters is routed to the hoist valve. The hoist
• Two main spools
valve is a split spool design. (The term “split spool”
describes the spool section of the valve.) • Two work ports
Separate spools control oil flow to each end of the • Check poppets
cylinders. The valve consists of two identical inlet The pilot ports are located in the top spool section
sections, a spool section, and a separator plate. cover. These ports provide connections for pilot lines
The hoist valve precisely follows differential pressure from the hoist pilot valve. Each pilot port has a corre-
input signals generated by the hoist pilot valve. sponding work port.
(Refer to Figures 7-6 through 7-10.) The work ports provide for line connections between
The inlet sections of the hoist valve consist of the fol- the spool section and the hoist cylinders. One main
lowing components: spool for each work port is spring centered at both
ends to close the work port from the high and low
• Flow control and main relief valve (system relief). pressure cores when there is no flow to the pilot
• Low pressure relief valve. ports.
• Load check poppet.

• Anti-void poppet.
The flow control portion of the flow control and main
relief valve allows pump flow to return directly to tank
through the inlet section with low pressure loss. The
relief portion of the valve is direct acting and has the
capacity to limit the working pressure at full pump
flow.
The low pressure relief is located between the low
pressure core and the outlet, and provides a con-
trolled back pressure in the low pressure core when
oil is returning to tank.
The load check allows free flow from the inlet to the
high pressure core and prevents flow from the high
pressure core to the inlet.
The anti-void check valve allows free flow from the
low pressure core to the high pressure core and pre-
vents flow from the high pressure core to the low
pressure core.
FIGURE 7-3. HOIST VALVE

1. Inlet Section 9. Tie Rod
2. Top Spool Section 10. Nut
Cover 11. Bottom Spool Cover
3. Down Pilot Port 12. Head End Work Port
4. Spool Section 13. Raise Pilot Port
5. Separator Plate 14. Inlet Section Cover
6. Inlet Section 15. Pilot Valve Supply Port
7. Return to Tank Port
8. Supply Inlet port

When there is flow through a pilot port to a spool, a Hoist-up Limit Solenoid
positive differential pressure at the top of the spool
The Hoist-up Limit Solenoid (2, Figure 7-4) is used in
will overcome the bottom spring bias causing the
the hydraulic circuit to prevent maximum hoist cylin-
spool to shift to connect the high pressure core to the
der extension.
work port. When there is flow from the main valve
work port to the pilot port through the cross-holes, a This solenoid valve is “normally open” between the
positive differential pressure at the bottom of the hoist pilot valve raise port and the hoist valve raise
spool will overcome the top spring bias and the spool pilot port. The return-to-tank port is “normally closed”.
will shift to connect the work port to the low pressure The solenoid is controlled by the proximity switch
core. (hoist limit switch) located inside the rear frame rail
near the body pivot and above the right rear suspen-
The check poppets located in the main spools permit
sion. When the solenoid is signaled by the proximity
free flow from the work port to the pilot port and
switch, the raise pilot port on the hoist valve is
restrict flow from the pilot port to the work port. These
closed. The hoist pilot valve raise port is opened to
check poppets control spool response and spool
return to tank.
movements.
Refer to Section D for the adjustment procedure of
the hoist-up limit solenoid.
Hoist Pilot Valve
Pilot Operated Check Valve
The hoist pilot valve (1, Figure 7-4) is located in the
The Pilot Operated Check Valve (7, Figure 7-4) is
hydraulic component cabinet directly behind the
opened by power down pilot pressure to allow oil in
operators cab. The hoist pilot valve spool is spring
the raise port to bypass the hoist up limit solenoid for
centered to the hold position. The valve is controlled
initial power down operation while the solenoid is
directly by the operator through a lever and cable
activated by the hoist limit switch.
arrangement. The control lever is located between
the operator and center console. When the operator
moves the lever, the pilot valve spool moves and
directs pilot flow to the appropriate pilot port on the
hoist valve causing the main spools to direct working
pump flow to the hoist cylinders.
The hoist pilot valve is equipped with a one way load
check valve which allows free flow from the center
passage to bridge core and prevents reverse flow.
The hoist pilot valve is also equipped with a power
down relief valve (8). The power down relief valve is
located between the power down control port and
return galley. The power down relief valve limits
power down pressure at 10342 kPa (1500 psi).
FIGURE 7-4. HOIST PILOT VALVE
1. Hoist Pilot Valve 5. Pilot Pressure to Hoist

2. Hoist-Up Limit 6. Return Line
Solenoid 7. Pilot Operated Check
3. Control Cable Valve
4. Supply From Hoist 8. Power Down Relief
Valve Valve

Counterbalance Valve Manifold There are 2 pilot pressures that can open it (cylinder
head raise pressure & rod return pressure. If there is
The counterbalance valve manifold (12, Figure 7-2)
no raise pressure, it will take 20684 kPa (3000 psi) of
is mounted at the rear of the pump/hoist valve mod-
rod end return pressure to open it. If there is theoreti-
ule. The counterbalance valve (13) controls the pres-
cally 4592 kPa (666 psi) or more of raise pressure, it
sure (like a relief valve) of the oil in the annulus area
is wide open for the return oil. In between these 2
of the hoist cylinders when the body approaches the
maximums the ratio of raise:return pressure is 1:4.5
maximum dump angle. The valve restricts the maxi-
to open the return flow
mum pressure build-up by relieving pressure in
excess of 20684 kPa (3000 psi), preventing possible Quick disconnect fittings (14) installed on the mani-
seal damage. Also see Figure 7-5 for a schematic fold allow service personnel to dump a load in the
view of the counterbalance valve. truck body if the engine, hoist pump, or other hoist
circuit component is inoperable, by connecting hoses
to the quick disconnects of an operable truck.
FIGURE 7-5. COUNTERBALANCE VALVE SCHEMATIC

HOIST SYSTEM OPERATION MODES
The following pages describe hoist circuit operation
in the float, power up, hold, and power down posi- FIGURE 7-6. HOIST CIRCUIT: FLOAT POSITION
tions. (Refer to Figures 7-6 through 7-10.)
1. Hoist Relief Valve 17237 kPa (2500 psi)

2. Flow Control Valve
3. Low Pressure Relief Valve 517 kPa (75 psi)
Float Position Of Pilot Valve And Body On Frame 4. Counterbalance Valve
(Figure 7-6) 5. Rod End Work Port
6. Hoist Cylinders
This is the condition while the truck is hauling. The
7. Rod End Spool
Pilot Valve spool position is as shown in Figure 7-6;
8. Head End Spool
however all Hoist Valve components are in position
9. Head End Work Port
shown in Figure 7-10.
10. Return Port
Oil from the hoist pumps enters each inlet section of 11. Supply Port
the Hoist Valve in Port 11, passes through check 12. Pilot Supply Port
valve 18, and stops at the closed High Pressure Pas- 13. Power Up Pilot Line Solenoid Valve
sage 19 at the two main spools. Pressure builds to 14. Raise Pilot Port
approximately 414 kPa (60 psi) on the pilot of the 15. Down Pilot Port
Flow Control Valve 2 causing the valve to compress 16. Power Down Relief Valve,
the spring and open, allowing the oil to return to the 10342 kPa (1500 psi)
tank through Hoist Valve Port 10. Oil also flows out 17. Anti-void Check Valve
Hoist Valve Port 12 to Port 12 on the Pilot Valve, 18. Load Check Valve
through the Hoist Pilot Valve spool, and out Pilot 19. High Pressure Passage
Valve Port 10 to the tank. This oil flow is limited by 20. Low Pressure Passage
orifices in the inlet sections of the Hoist Valve and 21. Pilot Operated Check Valve
therefore has no pressure buildup. 22. Manifold Power Up Port
23. Manifold Power Down Port
24. Solenoid Valve Return Port
25. Overcenter Manifold Check Valve (CV)

FIGURE 7-6. FLOAT POSITION

Power Up Operation (Figure 7-7)
If the pressure exceeds 20684 kPa (3000 psi) at port
The Hoist Pilot Valve spool is moved to the Power Up
23, the counterbalance valve will open again to direct
position when the operator moves the lever in the
oil back to the hoist valve, preventing damage to the
cab. The pilot supply oil coming in Port 12 is pre-
hoist cylinder seals from excessive pressure.
vented from returning to the tank and, instead, is
directed out Port 14 through hoist limit solenoid 13 When the operator releases the lever, the valves
and into Port 14 of the Hoist Valve. There it goes to change to the HOLD position. If the body raises to
the top of the Head End Spool 8, builds pressure on the position that activates the hoist limit switch
the end of the spool, causes the spool to move down located above the right rear suspension before the
compressing the bottom spring, and connects the operator releases the lever, the Hoist Limit Solenoid
High Pressure Passage 19 to Head End Port 9. 13 is energized. The solenoid valve closes the raise
Working oil flow in the High Pressure Passage is now pilot Port 14 on the hoist and releases the Hoist Pilot
allowed to flow through the spool and out Port 9 to Valve raise pilot pressure at Port 24 to tank, allowing
extend the hoist cylinders. Even though a small the Head End Spool 8 to center and shut off supply
amount of oil flows through the check poppet in the of oil to the hoist cylinders. This prevents maximum
top of Spool 8, raise pilot pressure at Ports 14 extension of the hoist cylinders.
increases to slightly higher pressure than the
required hoist cylinder pressure. As a result, the pilot
supply pressure in Ports 12 also increases causing
back pressure to occur in the spring area of Flow
FIGURE 7-7. HOIST CIRCUIT: POWER UP
Control Valve 2. This overcomes the pilot pressure
POSITION
on the other end of the Flow Control Valve causing it
to close and direct the incoming pump oil through
Head End Spool 8 to the hoist cylinders to extend
them.
If at any time the resistance to the flow of the pump 4. Counterbalance Valve
oil coming into the inlet section causes the pressure 5. Rod End Work Port
to increase to 17237 kPa (2500 psi), the pilot pres- 6. Hoist Cylinders
sure against Hoist Relief Valve 1 causes it to open 7. Rod End Spool
and allow flow to exit out Port 10 and return to the 8. Head End Spool
tank. 9. Head End Work Port
10. Return Port
As the hoist cylinders extend, oil in the annulus area
11. Supply Port
of the second and third stages must exit from the cyl-
12. Pilot Supply Port
inders. Initially, the Rod End Spool 7 ports are
13. Power Up Pilot Line Solenoid Valve
closed. As the returning oil entering Port 5 builds low
14. Raise Pilot Port
pressure, it flows through the check-poppet in the top
15. Down Pilot Port
of the spool, through Port 15, through the Pilot Valve
16. Power Down Relief Valve, 10342 kPa (1500 psi)
spool, and out Port 10 of the Pilot Valve to the tank.
17. Anti-void Check Valve
No pressure is present on the top of Spool 7. Cylin-
18. Load Check Valve
der return pressure passes through the check-poppet
19. High Pressure Passage
in the bottom of Spool 7 to build pressure under the
20. Low Pressure Passage
spool which moves the spool upward compressing
the top spring. This movement allows the returning
22. Manifold Power Up Port
cylinder oil to flow into the Low Pressure Passage 20
to the Low Pressure Relief Valve 3. Approximately
517 kPa (75 psi) causes this valve to open, allowing
the oil to flow out Port 10 to the tank.
The counterbalance valve 4 will open as the body is
raised and close as the operator releases the hoist
lever and the raise pressure at port 22 decreases. If
the load were to stick near the tail of the body and the
body is overcenter, pressure in the annulus area of
the hoist cylinders will increase.

FIGURE 7-7. POWER UP

Hold Operation (Figure 7-8)
FIGURE 7-8. HOIST CIRCUIT: HOLD POSITION
The Pilot Valve spool is positioned to allow the pilot
supply oil entering Port 12 to return to the tank 1. Hoist Relief Valve 17237 kPa (2500 psi)
through Port 10. Pilot supply pressure in Ports 12 2. Flow Control Valve
then decreases to no pressure allowing Flow Control 3. Low Pressure Relief Valve 517 kPa (75 psi)
Valve 2 to open and return the incoming pump oil to 4. Counterbalance Valve
the tank through Port 10. Both pilot Ports 14 & 15 in 5. Rod End Work Port
the Pilot Valve are closed by the Pilot Valve spool. In 6. Hoist Cylinders
this condition pressure is equalized on each end of 7. Rod End Spool
each main spool allowing the springs to center the 8. Head End Spool
spools and close all ports to trap the oil in the cylin- 9. Head End Work Port
ders and hold the body in its current position. 10. Return Port
11. Supply Port
15. Down Pilot Port

FIGURE 7-8. HOLD POSITION

Power Down Operation (Figure 7-9)
When the operator moves the lever to lower the FIGURE 7-9. HOIST CIRCUIT: POWER DOWN
body, the Hoist Pilot Valve is positioned to direct the POSITION
pilot supply oil in Ports 12 to Port 15 on the Hoist
Valve to the top of the Rod End Spool 7. Pilot pres- 1. Hoist Relief Valve 17237 kPa (2500 psi)
sure increases to move the spool down compressing 2. Flow Control Valve
the bottom spring. Movement of the spool connects 3. Low Pressure Relief Valve 517 kPa (75 psi)
the High Pressure Passage 19 to the rod end (annu- 4. Counterbalance Valve
lus area) of the hoist cylinders. At the same time, the 5. Rod End Work Port
Flow Control Valve 2 is forced to close as pilot pres- 6. Hoist Cylinders
sure increases thus directing the incoming pump oil 7. Rod End Spool
to the hoist cylinders through Spool 7 and the over- 8. Head End Spool
center manifold check valve 25 rather than back to 9. Head End Work Port
the tank. 10. Return Port
11. Supply Port
If the body is at the maximum up position, the hoist
limit switch has the hoist limit solenoid activated,
closing the raise port 14 on the hoist valve. Power
down pilot pressure in Ports 15 pushes open the pilot
15. Down Pilot Port
operated check valve 21 so the pilot pressure in
Ports 14 is open to tank through the Pilot Valve
spool. As oil attempts to return from the head end of
the hoist cylinders, it initially encounters the closed
Head End Spool 8. Pressure increases on the bottom
end of the spool causing it to move upward. This
allows the returning oil to go into the Low Pressure
Passage 20, build up 517 kPa (75 psi) to open the
Low Pressure Relief 3, and exit the Hoist Valve
through Port 10 to the tank. As the body descends
and the hoist limit solenoid is no longer activated, the
pilot operated check valve is no longer necessary.

FIGURE 7-9. POWER DOWN

Float Operation (Figure 7-10)
When the operator releases the lever as the body FIGURE 7-10. HOIST CIRCUIT: FLOAT
travels down, The Hoist Pilot Valve spool returns to POSITION
the FLOAT position. In this position all ports (10, 12,
14, & 15) and the Power Down Pilot Line Solenoid
Valve are common with each other. Therefore; the
pilot supply oil is returning to tank with no pressure
4. Counterbalance Valve
buildup thus allowing the Flow Control Valve 2 to
5. Rod End Work Port
remain open to allow the pump oil to return to the
6. Hoist Cylinders
tank through Hoist Valve Port 10. With no blockage
7. Rod End Spool
of either Raise or Down Pilot Ports 14 & 15 in the
8. Head End Spool
Pilot Valve, there is no pressure on the top of either
9. Head End Work Port
main spool. The oil returning from the Head End of
10. Return Port
the hoist cylinders builds pressure on the bottom of
11. Supply Port
the Head End Spool 8 exactly like in Power Down
allowing the returning oil to transfer to the Low Pres-
sure Passage 20. The back pressure in the Low
Pressure Passage created by the Low Pressure
15. Down Pilot Port
Relief Valve 3 causes pressure under the Rod End
Spool 7 to move the spool upward. This connects the
Low Pressure Passage to the Rod End of the hoist
cylinders. The 517 kPa (75 psi) in the Low Pressure
Passage causes oil to flow to the rod end of the cylin-
ders to keep them full of oil as they retract. When the
body reaches the frame and there is no more oil flow
from the cylinders, the Main Spools center them-
selves and close the cylinder ports and the High and
Low Pressure Passages.

FIGURE 7-10. FLOAT POSITION

NOTES:

SECTION L8
HOIST CIRCUIT COMPONENT REPAIR
INDEX
HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
HOIST VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
O-Ring Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-4
INLET SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
SPOOL SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9
HOIST PILOT VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-13
BODY UP LIMIT SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14
PILOT OPERATED CHECK VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14
HOIST CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-15
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-16
ASSEMBLY OF QUILL AND CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-19

Quill Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-19
Installation of Check Balls and Plugs in Quill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-20
Assembly of Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-21
Pressure Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-22
OVERCENTER MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-23
L08042 7/10 Hoist Circuit Component Repair L8-1

NOTES:
L8-2 Hoist Circuit Component Repair 7/10 L08042

HOIST CIRCUIT COMPONENT REPAIR
HOIST VALVE Removal
1. Shift directional control lever to PARK. Turn key
switch OFF to stop engine.
2. Thoroughly clean the exterior of the hoist valve.
3. Disconnect and cap or plug all line connections
Relieve pressure before disconnecting hydraulic to help prevent hydraulic oil contamination, refer
lines. Tighten all connections securely before to Figure 8-1.
applying pressure. 4. Remove cap screws and lockwashers securing
the hoist valve to its mounting bracket.
physician familiar with this type of injury is not The hoist valve weighs approximately 145 kg
received immediately. (320 lbs). Use a suitable lifting device that can
5. Attach a suitable lifting device (that can handle

the load safely) to the hoist valve and remove
hoist valve from truck.
6. Move the hoist valve to a clean work area for
disassembly.
Installation
1. Attach a suitable lifting device to the hoist valve.
Move the hoist valve into position with the sepa-
rator plate (8, Figure 8-1) located to the rear.
Secure in place with cap screws, nuts and lock-
washers. Tighten cap screws to standard
torque.
NOTE: Ensure that the hoist valve assembly is
positioned with separator plate (8, Figure 8-1) toward
the rear of truck when the valve is lowered onto the
mounting plate.
FIGURE 8-1. HOIST VALVE INSTALLATION

2. Using new O-rings at the flange fittings, connect
hydraulic lines. Tighten flange cap screws to
1. Hoist Pilot Valve Supply 5. Power Down Line
2. Power Up Line 6. To Hoist Pilot Valve standard torque. Refer to Figure 8-1 for hydrau-
3. Inlet From Filters 7. Return To Tank lic line location.
4. Return To Tank 8. Separator Plate

To replace the O-rings between the valve sections:
3. Connect pilot supply lines, tighten fittings 1. Match mark each part on the hoist valve to aid
securely. in reassembly. Remove the four tie rod nuts
4. Start the engine. Raise and lower body to check from one end of the valve. Slide the tie rods
for proper operation. Observe for leaks. from the valve and separate the sections.
5. Service hydraulic tank if necessary. 2. Inspect the machined sealing surfaces for
scratches or nicks. If scratches or nicks are
found, remove by lapping on a smooth flat steel
surface with fine lapping compound.
3. Lubricate the new O-rings lightly with multipur-
pose grease. Replace O-rings between sec-
tions. Stack the sections together making sure
O-rings between the sections are properly posi-
tioned.
4. Install the four tie rods with the dished washer
between the nut and housing (Figure 8-3).
FIGURE 8-3. TIE ROD INSTALLATION

FIGURE 8-2. HOIST VALVE ASSEMBLY 5. A torque wrench should be used to tighten the
nuts in the pattern as shown in Figure 8-4. The
1. Inlet Section 5. Tube tie rods should be tightened evenly to 217 N·m
2. Spool Section Cover 6. Tie Rods (160 ft lbs) torque in the following sequence.
3. Spool Section 7. Nuts and Washers
a. Tighten nuts evenly to 27 N·m (20 ft lbs) in
4. Inlet Section 8. Inlet Section Cover
order 1, 4, 2, 3.
b. Tighten nuts evenly to 68 N·m (50 ft lbs) in
order 1, 4, 2, 3.
O-Ring Replacement c. Tighten nuts evenly to 217 N·m (160 ft lbs)
NOTE: It is not necessary to remove the individual in order 1, 4, 2, 3.
valve sections to accomplish repair, unless
emergency field repair is required to replace the O-
rings between sections to prevent leakage.
Loosening and retightening of the main valve tie rod
nut could cause distortion resulting in binding or
severely sticking plungers, poppet and spools.
FIGURE 8-4. TIGHTENING SEQUENCE

INLET SECTION complete assembly only. If adjustment is neces-
sary, refer to Checking Hoist System Pressure
Disassembly Relief Valve later in this section.
1. Match mark or identify each part when removed NOTE: If restrictor poppet removal in cover (1) is
in respect to its location or respect to its mating required, refer to step 4 and Figure 8-6.
bore to aid reassembly.
4. Remove sleeve (9), backup ring (8), O-ring (7),
2. Disconnect the external tube at the cover end backup ring (6). Remove backup ring (5), O-ring
and remove. Remove cap screws (14, Figure 8- (4), backup ring (3) and restrictor poppet (2).
5), remove cover (13). Remove springs (12),
5. Repeat steps 1 through 4 for the opposite inlet
poppets (11) and O-rings (10).
section if disassembly is required.
NOTE: Inlet section shown removed from main valve
body for clarity.
3. Remove cap screws (1) and cover (2). Remove
springs (3 & 5) and main relief valve (4).
Remove sleeve (6), low pressure relief (7) and
O-rings (8). The main relief valve (4) is factory
preset at 17237 kPa (2500 psi). Replace as a
FIGURE 8-5. INLET SECTION DISASSEMBLY

1. Cap Screw 6. Sleeve 11. Poppets
2. Inlet Cover 7. Low Pressure Relief 12. Springs
3. Spring (Orange) 8. O-Rings 13. Cover
4. Main Relief Valve 9. Inlet Valve Body 14. Cap Screws
5. Spring 10. O-Rings

Cleaning and Inspection Assembly
1. Discard all O-rings and backup rings. Clean all 1. Coat all parts including housing bores with
parts in solvent and dry with compressed air. clean type C-4 hydraulic oil. Lubricate O-rings
2. Inspect all springs for breaks or distortion. lightly with a multipurpose grease.
Inspect poppet seating surfaces for nicks or 2. If restrictor poppet (2, Figure 8-6) was removed,
excessive wear. All seats must be sharp and reassemble in the order shown.
free of nicks. 3. Install poppets (11, Figure 8-5) in their respec-
3. Inspect all bores and surfaces of sliding parts tive bores. Install springs (12).
for nicks, scores or excessive wear. 4. Install O-rings (10), and cover (13). Install cap
4. Inspect poppets in their respective bore for fit. screws (14). Tighten cap screws to 81 N·m (60
Poppets should move freely, without binding, ft lbs).
through a complete revolution. 5. Install low pressure relief (7) in sleeve (6) and
5. Inspect fit and movement between sleeve and install assembly in housing (9). Install main
low pressure relief valve. relief valve (4). Install springs (3 & 5). Install
cover (2). Install cap screws (1). Tighten cap
screws to 81 N·m (60 ft lbs). Connect external
tube, tighten nuts to 34 N·m (25 ft lbs).
SPOOL SECTION
Disassembly
NOTE: It is not necessary to remove the inlet
sections (4, Figure 8-2) to accomplish spool section
(3) disassembly.
1. Match mark or identify each part when removed
in respect to its location or respect to its mating
bore to aid reassembly.
2. Remove cap screws and remove spool section
cover (2, Figure 8-2). Remove and discard O-
rings (4 & 5, Figure 8-8).
3. Remove poppet (1, Figure 8-7), remove and
discard O-ring (3).
NOTE: The poppet (1) is equipped with a small steel
ball. Do not misplace.
FIGURE 8-6. RESTRICTOR POPPET REMOVAL

1. Inlet Cover 6. Backup Ring
2. Restrictor Poppet 7. O-ring
3. Backup Ring 8. Backup Ring
4. O-Ring 9. Sleeve
5. Backup Ring

5. Remove spool assembly (2, Figure 8-9). Note
the color of the lower spring (blue) to insure
proper location during reassembly. Also note
the “V” groove (1) on end of spool.
FIGURE 8-7. POPPET & BALL

1. Poppet 3. O-Ring
2. Steel Ball
4. Remove restrictor poppet (1, Figure 8-8).

Remove and discard O-ring (2) and backup ring
(3), if used. Note the position of the restrictor
when removed to insure correct reassembly.
FIGURE 8-9. SPOOL REMOVAL
1. “V” Groove 3. Spool
2. Spool Assembly
FIGURE 8-8. RESTRICTOR POPPET REMOVAL
1. Restrictor Poppet 4. Seal Ring

2. O-ring * 5. O-Ring
3. Backup Ring *
*Note: Items 2 & 3 not used on all valves.

FIGURE 8-10. SPOOL SECTION ASSEMBLY
1. Cover 8. Spring (Blue) 15. Spool Housing 22. Spool End
2. Spring Seat 9. Spool End 16. Cover 23. Spool
3. Spring 10. Poppet (White) 17. Plug 24. Spool End
4. Plug 11. Spring Seat 18. O-Ring 25. Poppet (Green)
5. Poppet (Red) 12. O-Ring 19. O-Ring 26. Plug
6. Spool End 13. O-Ring 20. Spring Seat 27. Spring
7. Spool 14. Plug 21. Spring (Blue) 28. Spring Seat

6. Remove plug (4, Figure 8-10) from end of spool Assembly
(7). Remove spring seat (2) and spring (3).
1. Lubricate O-rings (18 & 19, Figure 8-10), with
Remove poppet (5) and spool end (6).
clean hydraulic oil. Install O-rings in spool hous-
NOTE: Pay special attention to poppets (5, 10 and ing and install cover (16). Secure cover in place
25, Figure 8-10) during removal to ensure proper with cap screws. Tighten cap screws to 81 N·m
location during reassembly. Poppets may be (60 ft lbs).
identified with a colored dot; red, white or green. If 2. Install spring (3, Figure 8-10) in spool (7). Install
poppets are not color coded, use the following chart spring seat (2). Apply Loctite® to the threads of
for identification: spool end (6). Install spool end (6) and tighten
to 34 N·m (25 ft lbs). Install poppet (5). Apply
POPPET DRILL Dri-loc #204 to the threads of plug (4). Install
ORIFICE DIAMETER plug (4) and tighten to 20 N·m (15 ft lbs).
COLOR SIZE
White 1.6 mm (0.063 in.) #52 NOTE: Poppets 5, 10 and 25 may be color coded
and must be installed in their original location.
Green 2.4 mm (0.093 in.) #42
3. Repeat step 2 for the opposite end of spool (7).
Red 2.8 mm (0.110 in.) #35
Make sure spring (8) is blue in color.
7. Repeat step 6 for the opposite end of spool (7) 4. Lubricate spool assembly (7) and carefully
and the top end of spool (23). install in spool housing (15). Make sure the “V”
8. Remove spool end (22), spring retainer (20) groove in spool (7) is in the up position, or
and spring (21). toward cover (1).
9. Remove cover (16), remove O-rings (18 & 19). 5. Repeat step 2 for the top end of spool (23). The
bottom end of spool (23) does not contain a
poppet or plug. Install spring (21) which is blue
in color, spring seat (20) and spool end (22).
Apply Loctite to spool end threads. Install spool
Cleaning and Inspection end (22) and tighten to 34 N·m (25 ft lbs).
1. Discard all O-rings and backup rings. Clean all 6. Lubricate the assembled spool (23) and install
parts in solvent and blow dry with compressed in spool housing (15). Make sure the “V” groove
air. is in the up position, or toward cover (1).
2. Inspect all springs for breaks or distortion. NOTE: Spools (7) and (23) are physically
Inspect poppet seating surfaces for nicks or interchangeable. Make sure spool (23) is installed
excessive wear. All seats must be sharp and toward the base port of the spool housing.
free of nicks. 7. Install new O-ring and backup ring on restrictor
3. Inspect all bores and surfaces of sliding parts poppet (1, Figure 8-8). Install restrictor poppet
for nicks, scores or excessive wear. in housing.
4. Inspect all poppets in their respective bore for 8. Install new O-rings (12 & 13, Figure 8-10).
fit. Poppets should move freely without binding 9. Install new O-ring and backup ring on poppet
through a complete revolution. (1, Figure 8-7). Make sure the small steel ball is
installed in poppet (1). Install poppet (1) in cover
(3).
10. Install covers (1, Figure 8-10). Secure cover in
place with cap screws. Tighten cap screws to
81 N·m (60 ft lbs).

HOIST PILOT VALVE Installation
Removal 1. Place the hoist pilot valve into position on the

mounting bracket. Secure valve in place with
1. Place the hoist control lever in the body down cap screws (10, Figure 8-11).
position. Make sure the body is in the full down
2. Position hydraulic lines (2, 13, 14 and 15) over
position. Release the hoist control lever to
valve ports and assemble fittings. Tighten
return the hoist valve spool to the FLOAT posi-
hydraulic line connections securely.
tion.
3. Place hoist control lever in spring-centered
2. Disconnect hydraulic lines at the hoist pilot
position. Adjust pilot valve spool until centerline
valve (1, Figure 8-11). Remove cap screws (4).
of cable attachment hole extends 1.16 in. (29.5
3. Loosen and unthread jam nut (7). Unthread mm) from the face of the valve body.
sleeve (6) until cotter pin (5) and pin (9) are
4. Align control cable eye with pilot valve spool
exposed.
hole and insert pin (9). Secure pin in place with
4. Remove cotter pin (5) and pin (9). cotter key (5).
5. Remove the hoist pilot valve mounting hard- 5. Thread sleeve (6) upward until contact is made
ware (10). Remove hoist pilot valve. Refer to with valve body. Move flange (3) into position
hoist pilot valve disassembly for repair instruc- and secure in place with cap screws (4).
tions.
6. Thread jam nut (7) against sleeve (6). Tighten
jam nut securely.
7. Start the engine and check for proper hoist
operation. Observe for leaks.
FIGURE 8-11. HOIST PILOT VALVE REMOVAL

1. Hoist Pilot Valve 6. Sleeve 11. Solenoid Valve 14. Pilot Pressure to
2. Hydraulic Lines 7. Jam Nut (Body Up Limit) Hoist Valve
3. Flange 8. Control Cable 12. Pilot Operated 15. Supply Pressure
4. Cap Screw 9. Pin Check Valve From Hoist Valve
5. Cotter Pin 10. Cap Screws 13. Return Line

Disassembly
1. Thoroughly clean the exterior of the valve.
Place the valve in a clean work area for disas-
sembly.
2. Remove machine screw (15, Figure 8-12) seal
plate (16), wiper (13) and O-ring (12).
3. Remove snap ring (1, figure 8-12), cap screws
(6), cap (24), spacer (23), and detent sleeve
(22). Detent Balls (2) and (21) will fall free when
the cap and detent sleeve are removed. Sepa-
rate cap (24), spacer (23) and detent sleeve
(22), as this will be necessary for reassembly.
4. Carefully slide the spool (14) out of the spool
housing (17). Remove seal retainer (25), wiper
(26) and O-ring (27) from spool (14).
5. Insert a rod in the cross holes of the detent pin
(3) and unscrew from spool (14). Slight pres-
sure should be exerted against the detent pin
as it disengages and spring tension is released.
6. Remove spring seats (19), spring (4) and
spacer (5).
FIGURE 8-12. HOIST PILOT VALVE
1. Snap Ring 15. Machine Screw

2. Ball (4) 16. Seal Plate
3. Detent Pin 17. Spool Housing
4. Spring 18. Inlet Housing
5. Spacer 19. Spring Seat
6. Cap Screw 20. Spring
7. Outlet Housing 21. Ball (1)
8. Nut 22. Detent Sleeve
9. Tie Rod 23. Spacer
10. Nut 24. Cap
11. O-Ring 25. Seal Retainer
12. O-Ring 26. Wiper
13. Wiper 27. O-Ring
14. Spool

7. Remove relief valve (2, Figure 8-13) from the Cleaning and Inspection
spool housing (1).
1. Clean all parts including housings in solvent
8. Match mark the inlet and outlet housings in rela- and blow dry with compressed air.
tionship to the spool housing to insure correct
2. Inspect seal counter bores, they must be free of
location during reassembly.
nicks or grooves.
9. Remove nuts (8) and (10) and remove tie rods
3. Examine springs for breaks or distortion.
(9). Separate the valve housings. Remove O-
ring (11). Remove the poppet check and spring 4. Inspect spool (14, Figure 8-12). The spool must
from the spool housing which are located on the be free of longitudinal score marks, nicks or
outlet housing side of the spool housing. grooves.
5. Test spool (14) in spool housing for fit. Spool
must fit freely, without binding, through a com-
plete revolution.
NOTE: The spool housing (17), spool (14), inlet
housing (18) and outlet housing (7) are not serviced
separately. Should any of these parts require
replacement, the entire control valve must be
replaced.
FIGURE 8-13. RELIEF VALVE

1. Valve Housing 2. Relief Valve

Assembly 8. Apply grease to the cross holes of the detent
pin (3) to hold balls (21) and (2).
1. Thoroughly coat all parts including housing
bores with clean type C-4 hydraulic oil. 9. Slide detent sleeve (22) into cap (24) and place
over a punch. Using this punch, depress ball
2. If the inlet and outlet housings were removed
(21) and insert balls (2) in detent pin cross
follow steps 3 through 5 for reassembly.
holes.
3. Install check poppet (2, Figure 8-14) and spring
(3) in spool housing (1). 10. While holding down on ball (21), slide detent
sleeve (22) and cap (24) as an assembly over
4. Install new O-ring (4) in spool housing. Move
the detent pin (3). Continue to insert detent
the inlet and outlet housings into position.
sleeve (22) until it contacts spring seat (19).
5. Install tie rods. Install tie rod nuts. Tighten tie
rod nuts to the torques shown in Figure 8-15. 11. Secure cap (24) in place with cap screws (6).
Tighten cap screws (6) to 7 N·m (5 ft lbs).
6. Install a new O-ring (27, Figure 8-12) and wiper
Install spacer (23) and snap ring (1).
(26). Install seal retainer (25).
12. Install a new O-ring (12) and wiper (13). Install
7. Install spacer (5), spring seats (19), and spring
seal plate (16). Install machine screws (15).
(4). Thread detent pin (3) into spool (14). Slight
pressure will be required to compress the 13. Using new O-rings, install relief valve (2, Figure
detent spring. Tighten detent pin 9-11 N·m (84- 8-13) in spool housing.
96 in. lbs). Install spring (20). Carefully install
spool into spool housing.
FIGURE 8-14. HOIST PILOT VALVE ASSEMBLY FIGURE 8-15. TIE ROD NUT TORQUE
1. Spool Housing 4. O-ring 1. Nut 4. Tie Rod
2. Check Poppet 5. Outlet Housing 2. Tie Rod 5. Outlet Housing
3. Spring 3. Nut

BODY UP LIMIT SOLENOID
Body up limit solenoid valve (11, Figure 8-11) is
located inside the hydraulic cabinet behind the oper-
ators cab. This valve has no serviceable parts except
for O-ring replacement. If the solenoid valve malfunc- The hoist cylinder weighs approximately 1000
tions, replace it as a unit. kgs (2,200 lbs). Some means of support is neces-
sary to prevent it from falling or causing injury
when removing it from the truck. Use a suitable
lifting device that can handle the load safely.
PILOT OPERATED CHECK VALVE
4. At the upper mount, remove nut (6, Figure 8-16)
Pilot operated check valve (12, Figure 8-11) is
flatwasher (5) and shoulder bolt (4). Use a
located inside the hydraulic cabinet behind the oper-
brass drift and hammer to drive pin (2) from
ators cab. This valve has no serviceable parts except
bore of mounting bracket.
for O-ring replacement. If the pilot operated check
valve malfunctions, replace it as a unit. 5. Carefully lower cylinder until it rests against the
inside dual tire. Attach a suitable lifting device to
the upper cylinder mounting eye.
HOIST CYLINDERS
Removal

lines. Tighten all connections securely before
applying pressure.

physician familiar with this type of injury is not
received immediately.
1. Ensure engine and key switch has been OFF
for at least 90 seconds to allow accumulator to
bleed down. Make sure the parking brake is FIGURE 8-16. HOIST CYLINDER UPPER MOUNT
applied.
2. Disconnect the lubrication lines to the upper 1. Dump Body 4. Shoulder Bolt
and lower bearings of the hoist cylinder. 2. Hoist Cylinder Pin 5. Flat Washer
3. Remove cap screw and lockwashers from 3. Hoist Cylinder 6. Nut
clamps securing the hydraulic hoses to the hoist
cylinder. Cap and plug lines and ports to pre-
vent excessive spillage and contamination.
Secure cylinder to frame to prevent movement
during next step.

6. Install a retaining strap or chain to prevent the 5. Install new O-rings in grooves on hose flange
cylinder from extending during handling. connections and lubricate with clean hydraulic
7. At the lower mount, straighten drive lock plate oil. Position flanges over hoist cylinder ports
tabs to allow cap screw removal. Remove all and install flange clamps. Secure clamps with
cap screws (1, Figure 8-17), locking plate (2) cap screws and lockwashers. Tighten cap
and retainer plate (3). screws to standard torque.
8. Carefully remove cylinder from frame pivot by 6. Reconnect lubrication lines for the upper and
pulling outward. Move cylinder to a clean area lower hoist cylinder bearings.
for disassembly. 7. Raise and lower body several times to bleed air
from cylinder. Check for proper operation and
NOTE: Do not lose spacer (6, Figure 8-17) between
inspect for leaks.
cylinder bearing and frame.
8. Service hydraulic tank if necessary.
9. Clean exterior of the cylinder thoroughly.
Installation
Install a retaining strap or chain to prevent the

cylinder from extending during handling. The
hoist cylinder weighs approximately 1000 kgs
(2,200 lbs). Use a suitable lifting device that can
1. Raise the cylinder into position over the pivot
point on the frame. The cylinder should be posi-
tioned with the air bleed vent plug toward the
front of the truck. Install spacer (6, Figure 8-17).
Align bearing eye with pivot point and push cyl-
inder into place.
2. Install retaining plate (3), locking plate (2),and
cap screws. Tighten cap screws to 298 N·m
(220 ft lbs). Bend locking plate tabs over cap
screw flats.
3. Align the top hoist cylinder bearing eye with the
bore of the upper mounting bracket. Refer to
Figure 8-16.
4. Align bolt hole in pin with hole in mounting
bracket and install pin. Install shoulder bolt (4),
flatwasher (5) and nut (6). Tighten the nut to
340 N·m (250 ft lb). The bolt should still be
loose after the nut has been tightened.
FIGURE 8-17. HOIST CYLINDER LOWER MOUNT
1. Cap Screw 4. Retainer Ring

2. Lock Plate 5. Bearing
3. Retainer 6. Spacer

Disassembly 10. Insert a 13 mm (0.50 in.) dia. x 1320 mm (52 in.)
threaded rod through the top and through the
1. If removal of the hoist cylinder eye bearings is
hole in the disc. Thread a nut on the bottom end
necessary, remove retainer ring (4, Figure 8-17)
of the threaded rod below the disc.
and press out bearing (5).
2. Mount the hoist cylinder in a fixture which will 11. Screw a lifting eye on the top end of the rod.
allow it to be rotated 180°. Attach it to a lifting device and lift the second
and first stage cylinders out of the housing.
3. Position cylinder with the cover (10, Figure 8-
18) mounting eye at the top. Remove cap 12. Remove lifting tools from the second and first
screws (11) and lockwashers retaining the stage cylinder assembly.
cover to the housing (4). 13. Slide the second stage cylinder (2) down inside
4. Using two 0.88 in. dia. x 9 in. long, threaded cap the first stage cylinder (3). Remove snap ring
screws, thread them into the two threaded holes (9) from inside the first stage cylinder.
in the cover (10). Screw the cap screws in
14. Remove second stage cylinder from first stage
evenly until the cover can be removed. Lift
cylinder by sliding it out the top.
cover straight up until quill assembly (22) is
clear. Remove O-ring (12) and backup ring (23). 15. Remove all old bearings, O-rings, and seals
5. Remove cap screws (7) and flatwashers (5) from the hoist cylinder parts.
attaching the rod bearing retainer (6) to the rod
(1). Remove the seal (8).
6. Fabricate a retainer bar using a 6 x 25 x 460
mm (1/4" x 1" x 18") steel flat. Drill holes in the
bar to align with a pair of tapped holes spaced FIGURE 8-18 HOIST CYLINDER
180° apart in the housing. Attach bar to housing
using cap screws (11). 1. Rod & Third Stage
2. Second Stage Cylinder
NOTE: A retainer bar is required to prevent the first 3. First Stage Cylinder
and second stage cylinders from dropping out when 4. Housing
the housing is inverted. 5. Plate
6. Rod Bearing Retainer
7. Cap Screw (12-point)
7. Rotate the cylinder assembly 180°, until the
8. Seal
lower mounting eye is at the top. Hook a lifting
9. Snap Ring
device to the eye on the rod (1) and lift the rod
10. Cover
and third stage cylinder assembly out of cylin-
11. Cap Screws
der housing. If equipped, remove cushion ring
12. O-Ring
(24).
13. Bearing
NOTE: As internal parts are exposed, protect 14. Bearing
machined surfaces from scratches or nicks. 15. Seal
16. Seal
17. Bearing
8. Rotate the cylinder housing 180°. Remove the 18. Buffer Seal
retainer installed in step 5. 19. Bearing
9. Fabricate a round disc 318 mm (12.5 in.) in 20. Rod Seal
diameter 10 mm (0.38 in.) thick with a 14 mm 21. Rod Wiper
(0.56 in.) hole in the center. Align the disc over 22. Quill Assembly
the second (2) and first (3) stage cylinders at 23. Backup Ring
the bottom of the cylinder housing. 24. Ring, Cushion

FIGURE 8-18. HOIST CYLINDER

NOTE: Use only fresh cleaning solvent, lint free
wiping cloth and dry filtered compressed air when
cleaning and handling hydraulic cylinder parts.
Immediately after cleaning and inspection, coat all
surfaces and parts with clean hydraulic oil (Type C-
4).
1. Thoroughly clean and dry all parts.
2. Visually inspect all parts for damage or exces-
sive wear.
3. If cylinder bores or plated surfaces are exces-
sively worn of grooved, the parts must be
replaced or, if possible, re-plated and machined
to original specifications.
4. The quill (2, Figure 8-19) should be checked for
tightness if it has not previously been tack
welded.
a. Check the quill for tightness by using special
tool SS1143 (Figure 8-19) and applying a
tightening torque of 1 356 N·m (1,000 ft lbs).
b. If the quill moves, remove quill, clean
threads in cover assembly and quill, and FIGURE 8-19. QUILL INSTALLATION
reinstall using the procedure in Quill Installa-
1. Cap Assembly 2. Quill Assembly
tion.
5. When a cylinder assembly is dismantled, the
cap screws (7, Figure 8-18) should be checked SS1143 Tightening Tool - Assembly Drawing
carefully for distress and, if in doubt, replace
them. S1144 – Square Tube
(3.50" x 3.50" x 0.19" wall x 2.0" long)
SS1145 – Plate
(2.50" x 2.50" x 0.25" thick)
SS1146 – Square Tube

(3.00" x 3.00" x 0.25" wall x 15.50" long)
SS1147 – Tube, Brass

(1.75"O.D. x 1.50" I.D. x 13.50" long)
SS1148 – Square Cut

(2.50" x 2.50" x 0.75" thick)
SS1149 – Hex Drive

(1.75" Hex stock x 2.50" long)
All materials are 1020 Steel except SS1147.

ASSEMBLY OF QUILL AND CYLINDER
NOTE: Use only new seals, bearings and O-rings
during reassembly. Thoroughly lubricate all parts and
seals with hydraulic oil to aid in assembly and to
provide lubrication during initial operation.
Quill Installation
1. The plugs (3, Figure 8-20) and the check balls
(4) in the quill should be checked during any
cylinder repair to insure the plugs are tight and
ball seats are not damaged. Refer to Installation
of Check Balls and Plugs in Quill.
2. Secure cap assembly (1) in a sturdy fixture.
Make certain threads in cap and threads on quill
are clean and dry (free of oil and solvent).
3. Using Loctite “LOCQUIC” Primer “T” (TL8753,
or equivalent), spray mating threads of both cap
assembly (1) and quill assembly (2). Allow
primer to dry 3 to 5 minutes.
4. Apply Loctite Sealant #277 (VJ6863, or equiva-
lent) to mating threads of both cap assembly
and quill assembly.
5. Install quill and use SS1143 tool to tighten quill
to 1 356 N·m (1,000 ft lbs). Allow parts to cure
for 2* hours before exposing threaded areas to
oil.
* Note: If “LOCQUIC” primer “T” (TL8753) was not
used, the cure time will require 24 hours instead of 2
hours.
6. Tack weld quill in 2 places as shown in Figure 8-
20.
7. Remove all slag and foreign material from tack
weld area before assembly of cylinder.
During future cylinder rebuilds, removal of the quill

will not be necessary, unless it has loosened or is
damaged. Removal, if necessary, will require a
break-loose force of at least 2 712 N·m (2,000 ft lbs)
after the tack welds are ground off.
FIGURE 8-20. PLUG & CHECK BALL
INSTALLATION
1. Cap Assembly 3. Plug
2. Quill Assembly 4. Check Ball

Installation of Check Balls and Plugs in Quill 1. Use the newer plugs and make certain threads
in quill tube and on plugs are clean and dry
The check balls (4, Figure 8-20) in the side of the
(free of oil and solvent).
quill assembly (2) are held in place with threaded
plugs (3). 2. Use Loctite “LOCQUIC” Primer “T” (TL8753, or
equivalent), and spray mating threads of both
If a plug is missing and the check ball is not found in plugs (3, Figure 8-20) and quill assembly (2).
the cylinder, the opposite side hoist cylinder and the Allow primer to dry 3 to 5 minutes.
plumbing leading to the hoist valve should be exam-
ined for damage. The hoist valve itself should also be
lent) to mating threads of both plugs and quill
checked to see if the ball or plug has caused internal
assembly.
damage to the spool. Peening of the necked down
sections of the spool may result. Spool sticking may 4. Place check balls (4) in quill tube (2) and install
also occur under these circumstances. plugs (3) with concave side facing ball. Using
SS1158 tool, tighten plugs to 95 N·m (70 ft lbs).
Refer to Figure 8-21 for SS1158 tool that can be Allow parts to cure for 2* hours before exposing
made for installing or removing the check ball plugs. threaded areas to oil.
Plugs should be checked during any cylinder repair * Note: If “LOCQUIC” primer “T” (TL8753) was not
to be sure they are tight. If found to have any move- used, the cure time will require 24 hours instead of 2
ment, they should be removed and the ball seat in hours.
the quill checked to see if it is deformed.
5. Stake plug threads in two places (between
• If deformation of the ball seat has occurred, the holes) as shown in Figure 8-20 to prevent loos-
quill should be replaced. ening of plug.
• If the ball seat area is not deformed, measure the If removal of the plug is necessary in a later rebuild, it
plug thickness as shown in Figure 8-20: will be necessary to carefully drill out the stake marks
Older Plug is 0.25 ± 0.02 in. thick. and destroy the plug. A new plug should be installed
Newer plug is 0.38 ± 0.02 in. thick.
and staked as previously detailed.
FIGURE 8-21. SS1158 PLUG INSTALLATION/REMOVAL TOOL

Assembly of Cylinder 5. Install lifting tool used during disassembly in the
second and first stage cylinder assembly.
1. Install seals (15, Figure 8-18) and bearing (14)
on second stage cylinder. Install bearings (19) 6. Install bearings (13) on the first stage cylinder
and buffer seal (18), rod seal (20) and rod wiper (3). Lift and align this assembly over the hous-
(21) on first stage cylinder. Lubricate with clean ing (4). Lower the second and first stage cylin-
hydraulic oil (Type C-4). ders into the housing.
7. Install retainer used during disassembly to hold
NOTE: Seal installation ring (Figure 8-22) will ease
the second and first stage cylinder in place
assembly of first and second stages, but it is not
when the housing is rotated. Rotate housing
required.
180° to position the lower mounting eye at the
2. Install seal installation ring (PC2710) in the top.
snap ring groove inside first stage cylinder (3).
8. Install bearings (19) and buffer seal (18), rod
The seal installation ring fits inside the snap ring
seal (20) and rod wiper (21) in the second stage
groove so the seals on the second stage cylin-
cylinder (2).
der will glide over the snap ring groove without
damaging the seals. Lubricate the seal installa- 9. Attach a lifting device to the rod eye (1) and
tion ring with clean oil or vaseline. align it over the housing (4). If equipped, install
cushion ring (24) on rod. Lubricate the rod with
hydraulic oil and lower the rod into the housing.
NOTE: A cushion ring (24) can be added to hoist
cylinders even if one was not removed during
disassembly.
10. Rotate housing 180° to position the cover end at
the top. Remove retainer installed in Step 6.
Install bearings (17) and seal (16) on the rod
bearing retainer (6).
11. Thread two guide bolts 100 mm (4 in.) long in
the end of the rod (1). Install seal (8) on the end
FIGURE 8-22. SEAL INSTALLATION of the rod.
RING (PC2710)
3. Align and slide the second stage cylinder (2)

inside the first stage cylinder (3). Allow the sec-
ond stage to protrude far enough to remove the
seal installation ring. Then install snap ring (9)
on the inside of the first stage cylinder.
4. Mount the housing (4) in the fixture with the
cover end positioned at the top. Install bearings
(19) and buffer seal (18), rod seal (20) and rod
wiper (21) in the housing.

12. Align piston rod bearing retainer (6) over guide
bolts and lower it over the end of the rod (1).
Remove guide bolts.
NOTE: Check cap screws carefully for distress and, if
in doubt, replace them with new.
13. Make certain threads on cap screws (1, Figure
8-23) and threads in rod are clean and dry (free
of oil and solvent).
14. Use Loctite “LOCQUIC” Primer “T” (TL8753, or
equivalent), to spray mating threads on cap
screws and threads in rod. Allow primer to dry 3
to 5 minutes.
lent) to threads of cap screws and threads in
rod.
16. Install plate (2), and cap screws (1). Tighten cap
screws to 780 N·m (575 ft lbs).
NOTE: Allow parts to cure for 2 hours* before
exposing threaded areas to oil.
* NOTE: If “LOCQUIC” primer “T” (TL8753) was not FIGURE 8-23. 3rd. Stage Piston
used, the cure time will require 24 hours instead of 2 1. 12 Pt. Cap Screw 3. Piston
hours. 2. Plate
17. Install O-ring (12, Figure 8-18) and backup ring
(23) on cover (10). Align and lower cover onto
housing (4). Install cap screws (11) and lock-
washers. Tighten cap screws to standard
torque.
18. Install hoist cylinder eye bearing (5, Figure 8- Pressure Testing
17) and retainer rings (4) if removed.
After the cylinder is assembled, perform the following
tests to verify that performance is within acceptable
limits.
1. With the rod fully extended, piston leakage
must not exceed 164 cm3/min. (10.0 in3/min.) at
17 250 kPa (2,500 psi), port to port.
2. With the rod fully retracted, piston leakage must
not exceed 328 cm3/min. (20.0 in 3/min.) at
17 250 kPa (2,500 psi), port to port.
3. External rod seal leakage must not exceed one
drop of oil in eight cycles of operation.

OVERCENTER MANIFOLD For information on how the counterbalance valve
functions, see Hoist Circuit Operation, this section.
The overcenter manifold (1, Figure 8-24) is located to
For adjusting of the counterbalance valve, refer to
the rear of the hoist valve. The internal counterbal-
the Hydraulic Checkout Procedure in this Section.
ance valve (4) relieves excessive pressure that can
develop in the annulus area of the hoist cylinders if Figures 8-25 through 8-28 show the proper place-
the load sticks to the tail of the body as the body ment of the O-rings and backup-rings on the needle
goes overcenter while dumping. valve, counterbalance valve and the check valve.
The only service that can be done to the overcenter
manifold is to clean the manifold, or replace the
valves or O-rings. The overcenter manifold weighs
approximately 114 kg (250 lb).
Torque Specs:
• Cavity Plug (2) - 475-500 Nm (350-375 ft lb)
• Check Valve (3) - 475-500 Nm (350-375 ft lb)
• Counter Balance Valve (4) - 475-500 Nm
(350-375 ft lb)
Adjustment Nut (4) - 35-40 Nm (25-30 ft lb)
• Needle Valve (5) - 60-70 Nm (45-50 ft lb)
Adjustment Nut (5) - 9-10 Nm (80-90 in. lb)
FIGURE 8-25. CAVITY PLUG

1. Cavity Plug 3. Backup-Ring
2. O-Ring
FIGURE 8-24. OVERCENTER VALVE
1. Overcenter Manifold
2. Cavity Plug
3. Check Valve
4. Counter Balance Valve FIGURE 8-26. CHECK VALVE
5. Needle Valve 1. O-Rings 2. Backup-Rings

FIGURE 8-28. NEEDLE VALVE
FIGURE 8-27. COUNTERBALANCE VALVE
1. O-Rings 2. Backup-Rings
1. O-Rings 3. Countervalance
2. Backup-Rings Valve

SECTION L10
HYDRAULIC CHECKOUT PROCEDURE
INDEX
HYDRAULIC CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-3
STEERING AND BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-3

Pressure Check And Adjustment Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-3
BLEEDDOWN MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-5
SHOCK & SUCTION VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-5

Shock & Suction Valve Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-5
LEAKAGE TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-7

Steering Control Unit & Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-7
Bleeddown Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-7
ACCUMULATOR BLEED DOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-9
LOW STEERING PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-9
CHECKING HOIST SYSTEM PRESSURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-16
Hoist System Relief Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-16

Power Down Relief Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-17
HOIST COUNTERBALANCE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-18

Preparation: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-18
Counterbalance Valve Pressure Check Only: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-18
Counterbalance Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-19
HYDRAULIC SYSTEM FLUSHING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-22
OIL CLEANLINESS CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-23
L10028 10/08 Hydraulic Check-out Procedure L10-1

NOTES:
L10-2 Hydraulic Check-out Procedure 10/08 L10028

HYDRAULIC CHECKOUT PROCEDURE
STEERING AND BRAKE PUMP 3. Install a calibrated 35 000 kPa (5,000 psi)
gauge on the diagnostic coupling on the steer-
Pressure Check And Adjustment Procedure ing pump test port marked “GPA” (5, Figure 10-
NOTE: If steering and brake pump has just been 1), located on the same side of the pump as the
installed, make sure the steering pump crankcase is suction port.
full of oil prior to starting the engine (See Step 5). 4. Make sure all pump suction line shut-off valves
are fully open. (The shut-off valves are open
when the handles are in line with the hose.)
NOTE: Serious pump damage will result if all shut-off
valves in the suction lines are not completely open
Relieve pressure before disconnecting hydraulic when the engine is started.
lines. Tighten all connections securely before 5. If the pump has just been installed on the
applying pressure. machine, and prior to starting the engine, bleed
Hydraulic fluid escaping under pressure can air from inside pump to make sure the steering
have sufficient force to enter a person's body by pump crankcase is full of oil.
Blocking pressure line between pump and sys-
tem (or pump) high pressure relief valve will
result in damage and could result in serious per-
sonal injury.
1. Place the directional control lever in PARK.
Turn the key switch OFF to stop the engine and
allow accumulator to completely bleed down
before opening circuits to take measurements,
to make repairs, or to install or remove gauges.
NOTE: All accumulators must be fully precharged
with nitrogen before starting engine. Permanent
damage to bladder accumulators will result if engine
is started without proper precharge.
FIGURE 10-1. STEERING PUMP
1. Steering Pump 7. Jam Nut
2. Check nitrogen precharge in all accumulators. 2. Pump Crankcase Drain 8. Compensator Adjus
Refer to Steering Accumulator Charging Proce- Fitting 9. Jam Nut
dure, this section, and Brake Accumulator 3. Inlet Port 10. Maximum Stroke
Charging Procedure, Section J, Brake Circuit 4. Plug Screw
for detailed charging instructions. 5. Diagnostic Port (GPA) 11. Unloader Adjuster
6. Compensator Housing

To Bleed Air From Pump: b. Bottom out the unloader valve adjustment
screw (11, Figure 10-1).
a. With the engine OFF and the hydraulic oil
level in the tank is at the proper level, open c. Back out the pressure compensator adjust-
shut-off valve in steering pump suction line. ment screw (8).
b. With suction line shut-off valve open, loosen d. Fully open all shut-off valves.
suction hose cap screws (at the pump) to
e. Start truck and adjust pressure compensator
bleed any trapped air. Then loosen pressure
(8) until 26 200 kPa (3,800 psi) is read and
hose cap screws (at the pump) to bleed any
maintained on gauge at steering pump
trapped air. Tighten hose connection cap
“GPA” test port (5). Tighten jam nut (7).
screws to standard torque.
f. Shut down the engine and allow sufficient
NOTE: If trapped air is not bled from steering pump, time for the accumulators to bleed down
possible pump damage and no output may result.
g. Back out unloader valve adjustment screw
c. Disconnect pump case drain hose (from fit- (11) completely.
ting 2, Figure 10-1) and cap the hose.
h. Start truck and allow pump to unload:
d. Remove fitting (2) and add clean C-4 type oil
to pump through opening until pump housing  Pressure gauge at steering pump “GPA”
is completely full. test port will read about 1 379 to 2 758 kPa
(200 to 400 psi) when the pump is
e. When pump housing is full of oil, install fitting unloaded.
(2) and connect pump case return hose to fit-
i. Adjust unloader valve:
ting.
 Adjust to reload pump when pressure drops
to 2 2064 ± 345 kPa (3,200 ± 50 psi).
6. Check hydraulic oil in tank is visible in upper
j. Steer to cause accumulator pressure to
sight gauge. Add oil if necessary.
decrease enough so accumulators are
NOTE: Allow adequate time for the accumulator to reloaded to verify unloader valve setting:
fully charge after start up.
 The pressure gauge in the port marked
“ACC” should read 2 2064 ± 345 kPa
(3,200 ± 50 psi). Tighten jam nut.
7. Start engine and run at low idle. The steering
pump with unloader valve is preset to unload Note: The critical pressure adjustment is the
the pump at 24 133 to 24 477 kPa (3,500 to unloader valve reload pressure. The pressure at
3,550 psi), and reload accumulators when their which it unloads is not adjustable separately but will
pressure falls to 2 2064 ± 345 kPa (3,200 ± 50 follow the reload pressure adjustment.
psi). If necessary to adjust pump pressure:
a. Install calibrated pressure gage capable of
35 000 kPa (5,000 psi) at base of either
steering accumulator in the SAE #4 (or #6)
port or on a tee placed in the port marked
“ACC” on the unloader valve block on the
pump.

Steering Pump Leakage Check SHOCK & SUCTION VALVES
To check for worn piston pump, measurement of the Shock & Suction Valve Settings
leakage can be made from the case drain while the
pump is under pressure.
1. Disconnect steering pump drain line from the
hydraulic tank and securely plug port in hydrau-
lic tank with a steel cap. Relieve pressure before disconnecting hydraulic
2. Connect a flow meter to the pump drain line or lines. Tighten all connections securely before
have the drain line directed into a large con- applying pressure.
tainer or reservoir. The pump case must remain
full of oil during this test.
3. Connect a calibrated 35 000 kPa (5,000 psi) penetrating the skin and cause serious injury and
pressure gauge to diagnostic receptacle located possibly death if proper medical treatment by a
on the junction block from the outlet hose from physician familiar with this type of injury is not
the steering pump. received immediately.
4. Start engine and warm hydraulic oil to operating Be sure accumulator oil pressure has been bled
temperature of 43°C (110°F). down. Turn steering wheel; the wheels should
5. With engine at 1800 rpm and accumulator com- not move if oil pressure has been relieved.
pletely full, verify steering pressure is 22 064
1. Shut down engine, turn key switch OFF and
kPa (3,200 psi) on pressure gauge. Adjust
allow accumulator to completely bleed down
unloader valve pressure if necessary.
before opening circuits to take measurements,
6. Read the flow meter or time the case drain flow to make repairs, or to install or remove gauges.
used to fill a known size container and calculate
2. Install a calibrated 35 000 kPa (5,000 psi)
the flow rate in terms of cubic inches per minute
gauge on one of the two diagnostic ports
(in.3/min.). located on the steering cylinder manifold
7. The leakage should not exceed 5.25 liters per located just below the engine.
minute (177 oz. per min.) at 22 064 kPa (3,200 3. Prior to checking the shock & suction valves in
psi) system pressure. Additional leakage indi- the flow amplifier, raise the steering relief pres-
cates wear, but does not become critical until it sure.
impairs performance.
a. Remove steering relief valve external plug
using an 8 mm metric allen wrench. Refer to
Figure 10-3.
BLEEDDOWN MANIFOLD
Adjustment of the relief valves is not necessary or
recommended. Relief valves are factory preset. Do
not attempt to rebuild or repair if relief valves are
defective. Replace as a unit. The steering pressure
switch and check valves are also replaced only as
units.

b. Gently bottom out the steering relief valve NOTE: The shock & suction valves are only serviced
using a 5 mm metric allen wrench. Refer to as complete units, and cannot be adjusted while
Figure 10-3 for relief valve location. installed in the flow amplifier valve.
5. After checking shock & suction valves, lower

4. Check flow amplifier shock & suction valve
the steering relief pressure to 17 237 kPa
pressure. Pressure check can be accomplished
(2,500 psi). Steering relief pressure can be
by steering away from steering cylinder stops,
adjusted by steering full left or right and adjust-
then steering into stop and continue to turn
ing steering pressure at the flow amplifier while
steering wheel. Gauge should read 19 996 -0/
holding slight pressure on the steering wheel.
+2 068 kPa (2,900 -0/+ 300 psi). Move the
Replace the external steering relief valve plug.
gauge connection to the other diagnostic port to
test the pressure of the other valve. If shock & 6. Remove test equipment and reconnect all lines
suction valve pressure is not correct, replace and hoses to the proper location.
valves.
FIGURE 10-2. FLOW AMPLIFIER VALVE FIGURE 10-3. FLOW AMPLIFIER VALVE

LEAKAGE TESTS e. Measure leakage from the flow amplifier
return hose (from the “HT” port). Maximum
allowable leakage is 820 m (l50 in.3) per
minute. If leakage is excessive, replace flow
amplifier.
lines. Tighten all connections securely before f. Turn key switch OFF to stop the enigne and
applying pressure. Hydraulic fluid escaping wait 90 seconds for the steering accumulator
under pressure can have sufficient force to enter to bleed down.
a person's body by penetrating the skin and g. If further leak testing is required, continue to
cause serious injury and possibly death if proper Step 3. Or, remove test equipment and
medical treatment by a physician familiar with reconnect all hoses to their proper location.
this type of injury is not received immediately.
NOTE: The hydraulic system must be at normal
operating temperature 43°C (110°F) or higher before
performing leakage tests. Bleeddown Manifold
Steering Control Unit & Flow Amplifier 3. With hoses still disconnected as in Step 2, dis-
connect hoist pilot valve return line (15, Figure
1. Shift the directional control lever to PARK. Turn 10-4) at the bleed down manifold. Plug the fit-
the key switch OFF to stop the engine. Wait 90 ting on bleed down manifold.
seconds for steering accumulator to bleed
down. Turn steering wheel to be sure no pres-
sure remains.
2. To check leakage from the steering control unit
and the flow amplifier: Hydraulic tank oil level is above the level of this
return line. It is necessary to draw a vacuum on
a. Disconnect steering control unit tank (return) the hydraulic tank to prevent a large amount of
line at the flow amplifier (“T” port, Figure 10- oil from draining out of the tank with the return
2). Plug the “T” port opening on flow ampli- line disconnected from the bleeddown manifold.
fier.
b. Disconnect flow amplifier return hose (from 4. Draw a vacuum on the hydraulic tank to prevent
“HT” port) at the bleed down manifold. Cap oil loss. Disconnect return hose to tank from
fitting on bleed down manifold bleeddown manifold (11, Figure 10-4). Using
c. Start engine and run at low idle. DO NOT adapters, connect the hoist pilot valve return
TURN STEERING WHEEL WHEN RETURN hose (15) and the return line to tank hose (11)
HOSES ARE DISCONNECTED. together.
d. Measure leakage from steering control unit

tank line. Leakage not to exceed 164 ml (10
in.3) per minute. If leakage is excessive,
replace steering control unit.

5. Remove vacuum on the hydraulic tank. Start
the engine. Allow the accumulator to fill up.
Measure leakage from the return hose fitting on
the bleeddown manifold. Maximum allowable
leakage from the bleeddown manifold is 541 ml
(33.0 in.3) per minute. If leakage is excessive, If key switch is used, all the oil in the accumula-
the following components should be replaced tor will come out the return port that was used to
until the leakage is within the allowable limits: check manifold leakage.
• Bleeddown Solenoid 7. Before removing plugs on bleeddown manifold
• System Relief Valve 27 579 kPa (4,000 psi) or connecting lines that have been discon-
nected, be sure to draw a vacuum on the
• Piloted Check Valve hydraulic tank to prevent spillage. Reconnect all
hoses to their proper location.
6. After test is complete, stop the engine with the 8. Turn the key switch to the OFF position to allow
shut down switch on the console next to the steering accumulators to bleed down. Remove
seat. Do not use the key switch to stop the test equipment.
engine.
1. Bleeddown Solenoid
2. Quick Disconnects, Brake System
3. To Steering Accumulators
4. Low Steering Pressure Switch
5. Relief Valve - 3 447 kPa (500 psi)
6. Supply Quick Disconnect
7. Pump Pressure Feedback
8. Check Valve
9. Relief Valve - 27 579 kPa (4,000 psi)
10. Bleeddown Manifold Valve Assembly
11. Tank Return Line
12. Supply (From Filter)
13. Check Valve (Piloted)
14. Supply to Flow Amplifier
15. Hoist Pilot Valve Return to Tank
16. Brake System Supply
17. Return From Flow Amplifier
18. Return Quick Disconnect
19. Quick Disconnects, Brake System
FIGURE 10-4. BLEEDDOWN MANIFOLD

ACCUMULATOR BLEED DOWN LOW STEERING PRESSURE SWITCH
PROCEDURE 1. Shut down engine and turn key switch OFF.
To safely relieve hydraulic pressure in the accumula- Wait 90 seconds for steering accumulator to
tors while performing leakage tests, follow these bleed down. Turn steering wheel to be sure no
steps. pressure remains.
Parts required: 2. Connect a calibrated 35 000 kPa (5,000 psi)
pressure gauge to the rear accumulator.
a. Hose - 1/4” SAE 100R2 rated at 34 474 kPa
3. Start truck and observe at least 21 718 kPa
(5,000 psi)
(3,150 psi) on gauge. Shut engine down using
or - 3/8” SAE100R2 rated at 27 579 kPa
kill switch on center console (not key switch).
(4,000 psi)
4. Slowly bleed off accumulator pressure by open-
b. Two needle valves rated at 27 579 kPa ing needle valves in brake cabinet. Observe the
(4,000 psi) pressure value when the Low Steering Pres-
c. One Tee connector sure warning light and buzzer are activated.
Activation range must be within 15 858 ± 317
d. One fitting to connect hose to hydraulic tank
kPa (2,300 ± 46 psi) falling. If outside this
filler tube.
range, replace pressure switch.
1. Before performing any tests, with engine OFF
and accumulators bled down, attach a hose and
needle valve assembly to each accumulator
bleed port.
2. Connect the two hoses (one from each needle
valve) together using a tee connector, then con-
nect the remaining hose end to a fitting that
screws into the hydraulic tank filler tube (in
place of the filler cap).
3. By opening the needle valves, both accumula-
tors can be bled down and the oil discharged
back into the hydraulic tank.

TROUBLESHOOTING CHART
(Steering Circuit)
Trouble Possible Cause Suggested Corrective Action
Overloaded steering axle. Reduce axle loading.

Slow steering, hard Malfunctioning relief valve. System Replace relief valve.
steering or loss of pressure lower than specified.
power assist Worn or malfunctioning pump. Replace pump. See steering pump trouble-
shooting chart.
Rod end of cylinder slowly extends A small rate of extension may be normal on
Drift - Truck veers without turning the steering wheel. a closed center system.
slowly in one direction Worn or damaged steering linkage. Replace linkage and check alignment or
toe-in of the front wheels.
Air in system due to low oil level, Correct oil supply problem and/or oil leak-
pump cavitation, leaking fittings, age.
pinched hoses, etc.
Loose cylinder piston. Repair or replace defective components.
Wander - Truck will not Broken neutral position springs in Replace neutral position springs.
stay in straight line steering control unit.
Improper toe-in setting. Adjust.
Bent linkage or cylinder rod. Repair or replace defective components.
Severe wear in steering control Repair steering control valve.
valve.
Slip - A Slow move- Leakage of cylinder piston seals. Replace seals.
ment of steering wheel Worn steering control valve. Replace steering control valve.
fails to cause any
movement of the
steered wheels
Low oil level. Service hydraulic tank and check for leak-
age.
Spongy or soft steering
Air in hydraulic system. Most likely Bleed air from system. Positioning ports on
air trapped in cylinders or lines. top of cylinder will help avoid trapping air.
Air in system due to low oil level, Correct condition and add oil as necessary.
cavitating pump, leaky fittings,
Erratic steering pinched hose, etc.
Loose cylinder piston. Repair or replace cylinder.
Lower splines of column may be Repair or replace steering column.
disengaged or damaged.
Free Wheeling - Steer-
ing wheel turns freely No flow to steering valve can be
with no back pressure caused by:
or no action of the front 1. Low oil level 1. Add oil and check for leakage
wheels 2. Ruptured hose 2. Replace hose
3. Broken cardan shaft pin (steering 3. Replace pin
unit)

(Steering Circuit)
Broken or worn linkage between Check for loose fitting bearings at anchor
Excessive free play at cylinder and steered wheels. points in steering linkage between cylinder
steered wheels and steered wheels.
Leaky cylinder seals. Replace cylinder seals.
Binding or misalignment in steering Align column pilot and spline to steering
column or splined column or splined control valve.
input connection.
High back pressure in tank can Reduce restriction in the lines or circuit by
Binding or poor center- cause slow return to center. Should removing obstruction or pinched lines, etc.
ing of steered wheels not exceed 2 068 kPa (300 psi).
Large particles can cause binding Clean the steering control unit. If another
between the spool and sleeve. component has malfunctioned generating
contaminating materials, flush the entire
hydraulic system.
Large particles in spool section. Clean the steering control unit.
Steering control valve Insufficient hydraulic power. Check hydraulic oil supply.
locks up Severe wear and/or broken cardan Replace pin or the steering control unit.
shaft pin.
Steering wheel oscil- Lines connected to wrong ports. Check line routing and connections.
lates or turns by itself Parts assembled incorrectly. Reassemble correctly.
Steering wheels turn in Lines connected to wrong cylinder Correct cylinder port line connections.
opposite direction ports.
when operator turns
steering wheel

(Steering Pump)
Trapped air inside steering pump. Bleed trapped air. Refer to “Pressure Check
And Adjustment Procedure”, this Section.
Broken pump drive shaft. Replace pump drive shaft.
No pump output Excessive circuit leakage. Check for loose fittings, broken or cracked
tubes.
No oil to pump inlet. Check hydraulic tank oil level. Make sure
shut-off valve is open.
Low pump pressure. Check or adjust compensator pressure set-
ting.
Compensator valve, seat, spring or Repair or replace compensator.
packing failure.
Worn or scored pistons and bores. Repair or replace pistons or pump housings.
Maximum volume stop limiting Turn volume stop screw counterclockwise.
pump stroke. Tighten jam nut.
Worn or damaged piston shoes, Repair or replace defective parts.
Low pump output swashblock or swashblock wear
plate.
Worn or grooved cylinder wear Repair or replace defective parts.
plate and/or port plate.
Restricted inlet. Clear restriction. Make sure suction line
shut-off valve is open. Clean suction
strainer.
Insufficient inlet oil. Check for proper hydraulic tank oil level and
make sure suction line shut-off valve is
open.
Control piston seals broken or dam- Repair or replace broken parts.
Unresponsive or slug-
aged.
gish control
Swashblock saddle bearings worn Repair or replace broken parts.
or damaged.
Faulty output circuit components. Repair or replace relief valve or pressure
compensator valve.
Worn piston pump. Repair or replace worn parts.
Worn or grooved cylinder wear Repair or replace worn parts.
Loss of pressure plate and/or port plate: wear plate
and/or port plate separation from
cylinder, each other or valve plate.
Worn pistons, shoes or piston Repair or replace worn parts.
bores.

Excessive or high peak compensator valve.
pressure

(Steering Pump)
Low compensator pressure setting. Check compensator pressure setting.

Fluid too cold or viscosity too high. Use proper viscosity oil or warm oil before
starting.
Air leak at inlet connection. Inspect inlet hose and connections for
looseness.
Noise or squeal
Insufficient inlet oil. Check for proper hydraulic tank oil level.
Check for clogged suction strainer. Make
sure suction line shut-off valve is open.
Broken or worn piston/shoe assem- Repair or replace broken/worn parts.
bly.
Low pressure compensator pres- Check and adjust compensator pressure
sure setting. setting.
Steering function slow
Plugged filter or suction strainer. Replace filter element or clean suction
strainer.
Fluid level is reservoir is low or Check for proper hydraulic tank oil level.
supercharge is insufficient.
Irregular or unsteady Air entering hydraulic system. Inspect inlet hose and connections.
operation Worn piston pump. Repair or replace broken/worn parts.
compensator valve.
Operating pump above rated pres- Refer to “Pressure Check and Adjustment
sure. Procedure”, this Section.
Low fluid level in reservoir. Check for proper oil level in hydraulic tank.
Air entering hydraulic system. Inspect inlet hose and connections.
Excessive heating Worn piston pump. Repair or replace worn components.
Worn or grooved cylinder wear Repair or replace worn components.
plate and/or port plate.
compensator valve.

(Flow Amplifier - Refer to Figure 10-5)
Stuck piston (position 2, Figure 10- Disassemble and check piston movement.
Slow or hard steer
5).
Heavy steering wheel Dirty throttle-check valve, (position Disassemble and clean the throttle check
movement with a simul- 3) or dirty orifice screw (position 4). valve and/or the orifice screw.
taneous opening of the
relief valve
Leaky shock valve or suction valve, Disassemble, clean and check shock and
Free Wheeling (no end (position 6). suction valves.
stop) Setting pressure of shock valve too Adjust the shock valve pressure setting.
low, (position 6).
Leaky relief valve in the priority Clean and perhaps replace the relief valve.
Inability to Steer (No valve, (position 1).
Pressure Build-up)
Defective steering control unit. Replace the steering control unit.
Air in “LS” line. Bleed the “LS” line.
Hard point when begin- Spring compression in the priority Replace priority valve spring.
ning to turn the steering valve too low.
wheel Clogged orifice in the “LS” or “PP” Clean the orifice.
port (positions 7 & 8).

FIGURE 10-5. FLOW AMPLIFIER VALVE

CHECKING HOIST SYSTEM PRESSURES
NOTE: If relief valve or hoist valve assembly has 4. With engine at low-idle, place hoist lever in
been replaced or rebuilt, hoist relief valve pressure power up position and hold until body is in the
should be checked. full raised position.
 Pressure at both hoist pumps should be
17 237 ± 690 kPa (2,500 ±100 psi).
Relieve pressure before disconnecting hydraulic NOTE: Each hoist pump section supplies oil to a
lines. Tighten all connections securely before separate inlet section on the hoist valve. Each inlet
applying pressure. section on the hoist valve contains a power up relief
Hydraulic fluid escaping under pressure can valve. If the either relief pressure is not within
have sufficient force to enter a person's body by specifications, adjust or replace the respective relief
penetrating the skin and cause serious injury and valve.
possibly death if proper medical treatment by a 5. If power up relief pressure is not correct, adjust
physician familiar with this type of injury is not pressure as follows:
a. Move hoist control lever to the “power down”
Hoist System Relief Pressure Adjustment position and allow body to completely rest on
frame rails. Shut down engine.
1. Install two 0-35 000 kPa (0-5,000 psi) pressure
b. Relieve all hydraulic pressure from hoist sys-
gauges (one to each diagnostic coupler located
tem.
at each outlet port on the hoist pump).
2. Start engine and run at low idle. NOTE: One relief valve is located under each inlet
valve cover.
 Pressure at both hoist pumps should be
approximately 517 kPa (75 psi) or less with c. Remove small external tube and cap screws
oil temperature at 29°C (70°F). (1, Figure 10-6) from inlet section cover (2)
3. To allow full extension of the hoist cylinders, where the relief valve needs serviced.
disconnect the hoist up limit solenoid from the Remove cover from hoist valve and spring
wiring harness located in the hydraulic cabinet (3) from relief valve.
behind the operators cab. d. Loosen jam nut on relief valve (4) and turn
screw in (clockwise) to increase pressure or
out (counter-clockwise) to decrease pres-
sure.
Be sure there is adequate (safe) overhead clear-
ance before raising body to full up position.

NOTE: Each 1/4 turn of the adjustment screw will 3. If power down relief pressure is not within spec-
cause approximately 1 034 kPa (150 psi) change in ifications, remove cap and adjust relief valve (2,
pressure. Figure 10-7) on hoist pilot valve (1).
e. Install spring (3) and cover (2) with new O- • To increase power down relief pressure, turn
rings (8). Install and tighten cap screws (1). adjusting screw in (clockwise).
f. Check pressure again (Steps 2 - 4). • To decrease power down relief pressure, turn
adjusting screw out (counter-clockwise).
NOTE: The power down relief valve is located on the
pilot control valve in the hydraulic components
cabinet located behind the cab.
4. When pressure is within specifications, shut
down engine and move hoist control lever to the
“float” position to allow body to completely rest
on frame rails and allow accumulator to bleed
down completely.
5. Remove pressure gauge.
FIGURE 10-6. HOIST RELIEF VALVE

1. Cap Screw 6. Sleeve
2. Inlet Cover 7. Low Pressure Relief
3. Spring 8. O-Rings
4. Main Relief Valve 9. Inlet Section
5. Spring
Power Down Relief Pressure Adjustment

1. Install a 0-25 000 kPa (0-3,500 psi) pressure
gauge at the power down test port “TPD” (3,
Figure 10-9) on the counterbalance manifold
(2).
2. With engine at low idle, allow the steering accu-
mulator to fill and the pump to unload. With the
body resting on the frame, place the hoist lever
in the POWER DOWN position and then read FIGURE 10-7. POWER DOWN RELIEF VALVE
pressure at “TPD” test port gauge:
1. Hoist Pilot Valve 2. Relief Valve
 Pressure should be 10 342± 517 kPa
(1,500 ± 75 psi).

HOIST COUNTERBALANCE VALVE Counterbalance Valve Pressure Check Only:
Preparation: 1. Start the engine. At low idle, raise the body and
as it extends to the third stage, read the pres-
Note: The ports and valves referred to in the sure on the gauge connected to the “TR” port.
following procedures are labelled on the (All counterbalance valve pressures are read/
counterbalance manifold valve body. adjusted while hoist cylinders are in third stage.)
1. With the engine shut down, the body resting on a. If pressure is 20 684 kPa (3,000 psi) or
the frame, the hoist valve in the FLOAT position above, stop hoisting immediately.
and hydraulic system pressure bled down, Pressure is adjusted too high and must be
loosen locknut on adjustment stem of needle lowered. Go to Counterbalance Valve
valve (9, Figure 10-9) on counterbalance mani- Adjustment and perform adjustment proce-
fold (2). Turn adjustment stem fully clockwise. dure.
2. Remove fitting from “PILOT VENT” port (8) on b. If pressure is below 20 684 kPa (3,000 psi),
counterbalance manifold. This port will remain increase engine speed by approximately 300
open to atmosphere during adjustment; do not rpm and observe pressure on gauge.
allow dirt to enter open port.
Note: It is suggested a clean SAE #4 (1/4") hydraulic
hose is installed in the open port and the hose
pointed downward.
3. Install a 35 000 kPa (5,000 psi) gauge at test
port “TR” (7) on counterbalance manifold.
(Gauge will measure rod end pressure; the
pressure controlled by the counterbalance
valve.)
FIGURE 10-9. COUNTERBALANCE VALVE

1. Check Valves
2. Counterbalance Manifold
FIGURE 10-8. COUNTER BALANCE VALVE
3. Power Down Test Port (TPD)
1. Hoist Valve 4. Counterbalance Valve
2. Counterbalance Manifold 5. Counterbalance Valve Test Port (TCBVP)
3. Power Down Test Port (TPD) 6. Power Up Test Port (TPU)
4. Counterbalance Valve (CBV) 7. Test Port (TR)
5. Counterbalance Valve Test Port (TCBVP) 8. Pilot Vent Port
6. Power Up Test Port (TPU) 9. Needle Valve
7. Test Port (TR) 10. Counterbalance Valve Port (TCBV)
8. Pilot Vent Port

1.) If pressure is still below 20 684 kPa (3,000 Counterbalance Valve Adjustment
psi), continue increasing engine speed in
1. Loosen locknut on adjustment stem of counter-
steps of 300 rpm, while in third stage and
balance valve (4, Figure 10-9) on manifold.
observing pressure gauge.
Turn adjustment stem fully clockwise to start
2.) Continue monitoring pressure gauge until adjustment procedure so counterbalance valve
engine high idle is attained. pressure is as low as possible.
c. If gauge indicates 20 684 kPa (3,000 psi) Note: Turning adjustment stem in (clockwise)
while at high idle, in POWER UP and in third decreases the pressure. Turning the stem out
stage, counterbalance valve adjustment is (counterclockwise) increases the pressure.
correct. Complete valve adjustment range is 3 turns.
d. If gauge does not indicate 20 684 kPa (3,000
psi) while in third stage and at high idle (or a
2. Start the engine and operate at high idle. Raise
lesser rpm during step 1b, 1.) perform Coun-
the body while observing the pressure gauge.
terbalance Valve Adjustment procedure.
3. Slowly adjust counterbalance valve to obtain 20
684 kPa (3,000 psi) as the hoist cylinder 3rd
stage extends while in POWER UP. When
adjustment is complete, secure locknut on
adjustment stem.
4. Repeat Counterbalance Valve Pressure Check,
Step 1 to verify proper adjustment.
5. Replace fitting in PILOT VENT port (8).
Remove pressure gauge.
6. Turn needle valve adjustment stem (9) out 3
turns and secure locknut.

(Hoist Pump)
Visible damage in the

following areas:
Change hydraulic oil.
• Sandblasted band
around pressure plate
bores Hydraulic filters may need changing.
• Angle groove on
face of pressure plate Verify correct filter elements are being used.
Abrasive wear caused by fine parti-
• Lube groove
cles in oil supply — Dirt (fine contami- Check hoist and steering cylinders for dents,
enlarged and edges
nants, not visible to the eye). scoring, or seal damage.
rounded
• Dull area on shaft at
root of tooth Entire hydraulic system may require com-
plete cleaning (See Flushing Procedure in
• Dull finish on shaft the following pages).
in bearing area
• Sandblasted gear
bore in housing
Visible damage in the Entire hydraulic system may require com-
following areas: plete cleaning (See Flushing Procedure in
• Scored pressure Abrasive wear caused by metal parti- the following pages).
plates cles — Metal (coarse contaminants,
visible to the eye).
• Scored shafts Check other hydraulic system components
• Scored gear bore for possible source of contaminants.
External damage to
Incorrect installation. Remove and repair as required.
pump
Check pump driveshaft.
Damage on rear of
Check cross and bearings for smooth oper-
drive gear and rear Defective pump driveshaft.
ation.
pressure plate only
Check for adequate joint lubrication.
Check hydraulic tank oil level.
Aeration - cavitation Verify correct oil viscosity.
Eroded pump hous-
ing or pressure plate • Restricted oil flow to pump Check for restriction or air leak at pump inlet
• Aerated oil line.
Check for loose fittings, clamps etc.
Excessive wear on Check hydraulic oil level.
pressure plate and/or Lack of oil. Check pump inlet hoses for obstructions or
end of gear leaks.

(Hoist Pump)
• Housing scored
heavily Thoroughly clean and flush hydraulic sys-
Damage caused by metal object -
• Inlet peened and tem.
battered Object not removed during a previous
Check other system components for possi-
failure repair.
• Foreign object ble source of metallic object.
caught in gear teeth
• Pressure plate black
• O-rings and seals Check hoist system relief valve settings.
brittle Excessive heat. Verify correct hydraulic oil level.
• Gear and journals Verify correct oil viscosity.
black
• Broken shaft
Check relief valve pressure.
• Broken housing or Excessive pressure.
Verify relief valve is functioning properly.
flange

HYDRAULIC SYSTEM FLUSHING PROCEDURE
The following instructions outline the procedure for Hydraulic System Flushing Procedure
flushing the hydraulic system.
1. Park the truck on a level surface. Ensure there

Hoist system bypass blocks (PC3074) and steering is adequate clearance to fully raise the dump
system flushing hose (XB5776) are required so the body during the flushing procedure.
hydraulic system can be flushed and any debris can 2. Turn the key switch to the OFF position and
be removed from the hydraulic system. allow at least two minutes after the engine has
All flushing hoses must be rated to withstand 27 580 stopped for the steering accumulators to com-
kPa (4,000 psi) pressure. The hoses must be 1 inch pletely depressurize.
inside diameter and meet SAE 100R12 specifica- 3. Confirm that the steering pressure is released
tions. by turning the steering wheel. No wheel move-
ment should occur.
4. Thoroughly clean the exterior of the tank. Be
prepared to contain approximately 901 l (238
gal.) of hydraulic oil. Drain the hydraulic tank.
Hydraulic fluid escaping under pressure can 5. Flush the interior of hydraulic tank with a clean-
have sufficient force to enter a person's body by ing solvent. Inspect all hydraulic hoses for dete-
penetrating the skin and cause serious injury, rioration or damage.
and possibly death, if proper medical treatment 6. Remove, clean and replace the hydraulic tank
by a physician familiar with this type of injury is strainers.
not received immediately. 7. Change both hydraulic filter elements, and also
Before disconnecting pressure lines, removing the high pressure steering filter element.
fittings or replacing components in the hydraulic
8. Fill the hydraulic tank with clean, Type C-4
circuits, or installing test gauges, ALWAYS bleed
hydraulic oil. The final filter in the filling appara-
down the steering and brake accumulators.
tus must be 3 micron rating. Ensure that the oil
level is visible in the center of the upper sight
glass.
9. Ensure that both brake accumulators and both
steering accumulators are properly precharged
with nitrogen to 9 650 kPa (1,400 psi). Refer to
the Accumulator Charging Procedure either in
this Hydraulic section or in the Brake section in
this manual for the accumulator charging proce-
dure.
10. Install accurate pressure gauges at the follow-
ing locations:
• Pressure test port TEST (6, Figure 10-10) on
the bleed down manifold - 35 000 kPa (5,000
psi).
• Pressure test port GPA (2, Figure 10-11)
located on the steering pump - 35 000 kPa
(5,000 psi).
• Pressure test ports (1, Figure 10-12) on both
high pressure hoist filters - 24 000 kPa (3,500
psi).

NOTE: Do not connect any hoses to disconnect
fittings (2 & 5, Figure 10-10).
12. Connect the four hoist cylinder hoses (2, Figure
10-12) together as shown using bypass blocks
If any hydraulic pressure is detected on the pres- (3). Ensure that all hose connections are
sure gauge installed at the "TEST" port, there is secure. The hardware for connecting the hoses
residual oil pressure in the system. Do not to the blocks is the same hardware for connect-
loosen or remove any hydraulic hoses, fittings or ing the hoses to the hoist cylinders. Cover all
components. The steering accumulators have open ports to prevent contamination.
not been properly depressurized. Locate and cor-
13. Ensure the steering pump case is full of oil
rect the depressurization problem. Always
before startup to avoid pump damage. Discon-
relieve all hydraulic pressure before disconnect-
nect the hose connected to fitting (1, Figure 10-
ing any hydraulic lines or fittings. Always tighten
11). Then remove fitting (1). Fill the steering
all connections securely before applying pres-
pump case with clean type C-4 hydraulic oil
sure. Confirm that the steering pressure is
through the case drain port. It may require up to
released by turning the steering wheel. No steer-
2.9 liters (3 quarts) of oil. Reinstall fitting (1) and
ing movement should occur.
reconnect the hose.
11. Connect jumper hose (XB5776) between QD

NOTE: Filling the steering pump case does not
SUPPLY disconnect (4, Figure 10-10) and QD
eliminate the need to bleed air from the pump suction
RETURN disconnect (3) on the bleed down
line.
manifold.
FIGURE 10-11. STEERING PUMP
1. Pump Case Drain Fitting

2. Test Port GPA
FIGURE 10-10. BLEED DOWN MANIFOLD

1. Bleed Down Manifold
2. Brake Disconnect
3. QD RETURN Disconnect
4. QD SUPPLY Disconnect
5. Brake Disconnect
6. Test Port TEST

14. Fully open all three hydraulic shutoff valves in 16. Check the hydraulic tank oil level. If necessary,
the pump suction lines. The valves are fully add oil.
open when the valve handle is in-line with the
17. Open brake accumulator bleed down valves (1,
hose.
Figure 10-13) on the brake manifold.
18. Move the hoist control lever to the FLOAT posi-
tion.
19. Turn the key switch ON, but do not start the
Serious pump damage will occur if any shutoff engine. Verify that the low steering accumulator
valve is not fully open when the engine is started. precharge warning is not displayed. If this warn-
ing is displayed, correct the problem before pro-
15. To bleed trapped air from inside the pump suc- ceeding.
tion hoses, loosen the cap screws where the
three suction hoses attach to the inlet of each
pump. Ensure that the O-ring does not fall out of
the groove. After oil appears, retighten the cap
screws to the standard torque.
Do not apply the brakes or turn the steering
wheel at any time during this procedure until
Step 31.
FIGURE 10-13. BRAKE MANIFOLD

1. Accumulator Bleed Down Valves
2. Brake Manifold
FIGURE 10-12. TEST PORT LOCATIONS
1. Test Port (Hoist Filters)

2. Hoist Cylinder Hoses
3. Bypass Blocks (PC3074)

20. Start the engine and operate at low idle. Within 23. Check the pressure gauge connected to the
30 seconds after starting the engine, check the TEST port on the bleed down manifold. If any
two oil pressures listed below. If the oil pressure pressure is still in the system, the bleed down
readings are not correct, stop the engine. process did not complete. Locate and repair the
Locate and repair the problem before proceed- problem. If the pressure is 0 kPa (0 psi), remove
ing. If the pressure readings are correct, pro- the steering circuit jumper hose from the bleed
ceed to the next step. Do not turn the steering down manifold.
wheel or apply the brakes at this time. 24. Check the hydraulic tank oil level. If necessary,
• With the engine at low idle, and the oil temp add oil.
at 21° C (70° F), oil pressure at the hoist
filters should be approximately 517 kPa (75 25. Close the brake accumulator bleed down valves
psi) or less. (1, Figure 10-13).
• Oil pressure at steering pump test port "GPA" 26. To flush the accumulators, start the engine and
should be approximately 690 kPa (100 psi). operate the engine until the pressure at the
TEST port on the bleed down manifold is
approximately 24 304 kPa (3,525 psi). This is
the pressure where the unloader valve shifts
and unloads the steering pump.
Do not operate the engine at low idle for more • If the accumulator pressure exceeds 24 648
than 30 seconds. The steering pump pressure at kPa (3,575 psi), immediately turn the engine
test port "GPA" must be at or above 1 725 kPa off and open the brake accumulator bleed
(250 psi) during the flushing process to provide down valves. Refer to steering pump
pressure control adjustments in this section,
adequate internal pump lubrication. Steering then repeat Step 25 and 26.
pump damage will result if the pressure is below
• If the accumulator pressure does not reach
1 725 kPa (250 psi) for more than 30 seconds. 23 960 kPa (3,475 psi), check for faults on
the Interface Realtime Data Monitor. If there
is a bleed down fault active, locate and
21. If all pump pressures are correct as stated in correct the problem. If no faults are active,
Step 20, increase engine speed to 1500 rpm refer to steering pump pressure control
and flush the system for 20 minutes. Ensure adjustments in this section, then repeat Step
26.
there is adequate clearance to fully raise the
dump body during the flushing procedure. Dur- 27. Turn the key switch to the OFF position and
ing this time, move the hoist control lever to the confirm that after the engine has stopped, the
POWER UP position for 30 seconds, and then steering accumulator bleed down process
move it to the POWER DOWN position for 30 begins. Confirm that accumulator bleed down
seconds. Repeat this hoist control cycle five completes within two minutes. Also confirm that
times. This process will carry any system con- bleed down fault A236 "Steering bleed fault" or
taminants to the hydraulic filters. any other bleed down fault does not become
active. The pressure gauge at the bleed down
22. When the 20 minute flushing process is com- manifold pressure test port TEST will be 103
plete, turn the key switch to the OFF position kPa (15 psi) or less after a successful bleed
and allow at least two minutes after the engine down.
has stopped for the steering accumulators to
completely depressurize.

28. Open both brake accumulator bleed down 35. The hydraulic system flushing procedure has
valves on the brake manifold to completely been completed. All hydraulic system high pres-
depressurize the brake accumulators. Then sure filter elements must be replaced.
close both brake accumulator bleed down
a. Close both hoist pump suction line shutoff
valves.
valves and the steering pump suction line
29. Repeat Steps 26 through 28 five times. shutoff valve.
30. To flush the steering system, start the engine. b. Remove the hoist and steering hydraulic fil-
Allow the accumulators to fully charge and the ter elements. Clean the housings and install
steering pump to unload. new filter elements.
31. Now turn the steering wheel full left and then full c. Open both hoist pump suction line shutoff
right ten times. valves and the steering pump suction line
shutoff valve.
32. Turn the key switch to the OFF position and
allow at least two minutes after the engine has 36. Remove all pressure gauges and re-install the
stopped for the steering accumulators to com- dust caps on all quick disconnect fittings.
pletely depressurize. The pressure gauge at the
37. Start the engine. Raise and lower the dump
bleed down manifold pressure test port TEST
body once. Turn the steering wheel full left and
will be 103 kPa (15 psi) or less after a success-
full right.
ful bleed down.
38. Turn the key switch to the OFF position and
33. Ensure the hoist control lever is in the FLOAT
allow at least two minutes after the engine has
position.
stopped for the steering accumulators to com-
34. Remove hoist cylinder bypass blocks (3, Figure pletely depressurize. Confirm that the steering
10-12) and connect the hoist cylinder hoses (2) pressure is released by turning the steering
to the hoist cylinders. Ensure the hoses and wheel. No wheel movement should occur.
ports are clean to prevent contamination.
39. Check the hydraulic tank oil level. If necessary,
add oil.

OIL CLEANLINESS CHECK 6. Operate the truck for at least 10 minutes at high
idle. Do not operate the steering, hoist, brakes
To check the hydraulic system for contaminants or
or any other hydraulic function during this entire
debris, a high quality particle counter is required.
procedure.
7. Take particle count readings for at least 20 min-
1. Shut down engine, turn key switch OFF and utes without changing the engine speed.
allow accumulator to completely bleed down 8. When the particle count level is at or below ISO
before opening circuits to take measurements, 18/15 and showing a trend of improving cleanli-
to make repairs, or to install or remove gauges. ness, or maintaining ISO 18/15 or better, then
2. If the hydraulic system had been contaminated, the hydraulic system is clean and the truck can
clean the affected components and the hydrau- return to service.
lic tank. 9. After hydraulic oil meets cleanliness level, shut
3. Perform the hydraulic system flushing proce- down engine, turn key switch OFF and allow
dure. accumulator to completely bleed down.
4. Perform the hydraulic system checkout proce- 10. Check hydraulic oil in tank is visible in upper
dure to insure all components are operating cor- sight gauge. Add oil if necessary.
rectly.
5. Connect the particle counter to the test fitting on
either hoist filter.
NOTE: Do not connect the device to the steering
filter test fitting. The oil does not circulate through the
steering system as quickly as the hoist system.

NOTES:

SECTION M
OPTIONS AND SPECIAL TOOLS
INDEX
ENGINE COOLANT HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-1
SPECIAL TOOL GROUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1
RADIATOR SHUTTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-1
PAYLOAD METER III. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-1
RESERVE ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-1
RETRACTABLE LADDER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-1
M01057 2/11 Index M1-1

NOTES:
M1-2 Index 2/11 M01057

SECTION M7
HEATER OPTIONS
INDEX
ENGINE OIL HEATERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3
HEATER ELEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-4
ENGINE COOLANT HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-5
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-5
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-5
HEATING ELEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-6
THERMOSTAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-6
HYDRAULIC OIL HEATERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-7
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-7
HEATER ELEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-8
M07010 10/11 Heater Options M7-1

NOTES
M7-2 Heater Options 10/11 M07010

ENGINE OIL HEATERS
GENERAL INFORMATION
Operation of the optional oil heaters is controlled by
the coolant system heater thermostats. Cummins
engines utilize two 240 Volt, 500 watt heaters in the
oil pan. Not all trucks are equipped with this option.
TROUBLESHOOTING
Operation of an oil heater can be tested by touching
mounting boss (3, Figure 7-1) on the oil pan. After
allowing time for the heater to warm up, it will be
warm to the touch.
1. If the oil heater is not warm to the touch, check
for a voltage of 230 to 240 volts to the power
cord.
the thermostat circuit at the engine coolant
heaters. Also check the circuits between the
heater and the external power source.
3. If the oil heater is not warm to the touch and the FIGURE 7-2. HEATER ASSEMBLY
voltage is correct, the heater element must be
replaced. 1. Power Cord 6. Element Cover
2. Cover 7. Housing Cap
3. Washer 8. Electrical Leads
4. Rubber Bushing 9. Wire Connectors
5. Housing
HEATER ELEMENT
Removal
1. Disconnect the external power source.
NOTE: Replacing the heater element can be
accomplished without draining the crankcase oil.
Disassemble all the parts from the element cover.
Figures 7-2 and 7-3 show the complete oil heater
removed from the pan.
2. Remove housing cap (7, Figure 7-2).

FIGURE 7-1. ENGINE OIL HEATER 3. Remove wire connectors (9), and disconnect
electrical leads (8).
1. Oil Heater 3. Oil Pan Mounting
4. If necessary, remove cover (2) and remove
2. Power Cord Boss
power cord from housing (5).
5. Remove the housings from element cover (6).

6. Loosen setscrew (3, Figure 7-3) and remove Installation
heater element (2) from element cover (1).
1. Install new heater element (2) and secure it in
place with setscrew (3, Figure 7-3).
2. Coat the threads of element cover (6, Figure 7-
2) with an anti-seize compound and install
housing (5, Figure 7-2).
3. If removed, insert power cord (1), rubber bush-
ing (4), washer (3), and cover (2) into the hous-
ing.
4. Twist the wires together and place screw-on
wire connector (9) on each pair of wires.
5. Adjust the power cord and tighten the cord grip
cover.
6. Replace housing (5).
FIGURE 7-3. HEATER ELEMENT REMOVAL 7. If the engine oil was drained, refill the crank-
1. Element Cover 3. Element Retaining case with clean, filtered oil.
2. Heater Element Setscrew

ENGINE COOLANT HEATER
GENERAL Maintenance
To aid in cold weather starting, the truck can be To check for operation of the heating units, the outlet
equipped with cooling system heaters. Two high water hoses should feel warm to the touch. If they
capacity coolant heating units are mounted under the are not, perform the following procedure:
engine on the power module subframe. The system
NOTE: Do not remove the entire heating unit from
includes:
the truck.
• Heaters 1. Check all electrical connections to ensure that
• Thermostats proper connections are made.
• Coolant shutoff valves and hoses 2. Remove the four capscrews and move cover (2,
Figure 7-4) out of the way.
• 220V receptacle
3. Connect a voltmeter at the two electrical termi-
• Power cables, thermostat wiring, and junction nals and check for operating voltage (220 to
box 230 volts) while coolant temperature is below
Heater operation is controlled by thermostat (3, Fig- 48°C (120°F).
ure 7-4) mounted on the intake end of the heating
a. If the correct voltage is present, the heating
units. The thermostat turns the heater ON at 48°C
element is defective and must be replaced.
(120°F) and OFF at 60°C (140°F). Shutoff valves
allow heater element or thermostat sensor replace- b. If the correct voltage is not present, the ther-
ment without loss of engine coolant. mostat is defective and must be replaced.
Do not operate engine while the cooling system

heater is plugged in. The flow check valve elimi-
nates coolant flow through the heater while the
engine is running. This will cause a lack of circu-
lation in the heater and burn out the heating ele-
ments.

HEATING ELEMENT THERMOSTAT
Removal Removal
1. Disconnect the external power source at the NOTE: It is not necessary to remove the entire
plug-in receptacle. thermostat assembly from the heater.
2. Close the shut-off valves located at the inlet and 1. Disconnect the external power source at the
outlet ports. plug-in receptacle.
3. Remove the four capscrews from cover (2) 2. Remove the four screws and remove the cover
Slide the cover out of the way. from thermostat (3, Figure 7-4).
4. Disconnect the two electrical leads, then 3. Disconnect the two electrical leads.
remove the heating element from the cartridge.
4. Loosen the two setscrews and remove the tem-
perature sensing unit.
Installation
1. Cover the new heating element threads with an Installation
anti-seize thread compound.
1. Install a new temperature sensing unit and
2. Screw the heating element into the cartridge secure it with two setscrews.
and tighten it securely to ensure against leaks.
2. Connect the electrical leads.
3. Connect the electrical leads.
3. Install the cover on thermostat (3) and secure it
4. Slide cover (2) into position and secure it with with four screws.
the four capscrews.
4. Plug in the external power source. After allow-
5. Open the shut-off valves. ing time for the element to warm up, the outlet
6. Plug in the external power source. After allow- hoses should feel warm to the touch.
ing time for the element to warm up, the outlet
hoses should feel warm to the touch.
7. Check for leaks and proper coolant level.
FIGURE 7-4. COOLANT HEATER

1. Heating Unit 3. Thermostat
2. Heating Element Cover

HYDRAULIC OIL HEATERS
GENERAL INFORMATION
Operation of the optional hydraulic oil heaters is con-
trolled by the thermostat mounted to the hydraulic
tank. This system utilizes two 240 volt, 500 watt heat-
ers in the hydraulic oil tank. Not all trucks are
equipped with this option.
TROUBLESHOOTING
Operation of a hydraulic oil heater can be tested by
touching mounting boss (3, Figure 7-1) on the
hydraulic tank. After allowing time for the heater to
warm up, it will be warm to the touch.
for a voltage of 230 to 240 volts to the power
cord.
the thermostat circuit. Also check the circuits
between the heater and the external power
source.
FIGURE 7-6. HEATER ASSEMBLY
7. If the oil heater is not warm to the touch and the
voltage is correct, the heater element must be 1. Power Cord 6. Element Cover
replaced. 2. Cover 7. Housing Cap
3. Washer 8. Electrical Leads
4. Rubber Bushing 9. Wire Connectors
5. Housing
HEATER ELEMENT
Removal
1. Disconnect the external power source.
NOTE: Replacing the heater element can be
accomplished without draining the hydraulic tank.
Disassemble all the parts from the element cover.
Figures 7-7 and 7-8 show the complete oil heater
removed from the hydraulic tank.
2. Remove housing cap (7, Figure 7-7).

3. Remove wire connectors (9), and disconnect
FIGURE 7-5. HYDRAULIC OIL HEATER electrical leads (8).
4. If necessary, remove cover (2) and remove
1. Oil Heater 3. Mounting Boss
power cord from housing (5).
2. Power Cord
5. Remove the housings from element cover (6).

6. Loosen setscrew (3, Figure 7-8) and remove Installation
heater element (2) from element cover (1).
1. Install new heater element (2) and secure it in
place with setscrew (3, Figure 7-8).
2. Coat the threads of element cover (6, Figure 7-
7) with an anti-seize compound and install
housing (5).
3. If removed, insert power cord (1), rubber bush-
ing (4), washer (3), and cover (2) into the hous-
ing.
4. Twist the wires together and place screw-on
wire connector (9) on each pair of wires.
5. Adjust the power cord and tighten the cord grip
cover.
6. Replace housing (5).
FIGURE 7-7. HEATER ELEMENT REMOVAL If the hydraulic oil was drained, refill the tank with
1. Element Cover 3. Element Retaining clean, filtered oil.
2. Heater Element Setscrew

SPECIAL TOOLS
NITROGEN CHARGING VALVE
Part Number Description Use
EB1759 Nitrogen Suspension &
Charging Kit Accumulator
Nitrogen Charg-
ing
1. “T” Handle Valve
2. Charging Valve Adapter
3. Manifold Outlet Valves (from gauge)
4. Inlet Valve (from regulator)
5. Regulator Valve (Nitrogen Pressure)
6. Manifold
7. Charging Pressure Gauge (Suspensions)
8. Dry Nitrogen Gas
NOTE: Arrangement of parts may vary from illustration
shown, depending on Charging Kit P/N.
ROLL-OUT ASSEMBLY
EJ2627 Roller Assy. Power Module
Remove & Install
EYE BOLT
TG1106 Eye Bolt, 0.75-10
UNC Misc. lifting
WA4826 Eye Bolt, 1.25-7 requirements
UNC
M08021 10/11 Special Tools M8-1

OFFSET WRENCH
TZ3535 Offset Box End Miscellaneous &
Wrench, Cab Mounting
1.5 in.
TORQUE ADAPTER
TZ2734 3/4 in. Torque Miscellaneous
Adapter
HANDLE
TZ2733 Tubular Handle Use with
PB8326 &
TZ2734
SEAL INSTALLER
TY2150 Seal Installation Installation of
Tool Front Wheel
Bearing Face
Seals
M8-2 Special Tools 10/11 M08021

SLEEVE ALIGNMENT TOOLS
TZ0992 Sleeve Rear Suspension
Alignment and Anti-sway Bar
Tool
TY4576 Sleeve Steering Linkage
Alignment and Tie Rod
Tool Assembly, Refer to
Section “G”
QUICK DISCONNECT COUPLING

PB6039 Hydraulic Miscellaneous
Coupling
HARNESS
PC2525 Harness Payload Meter
Download. Refer
to Section M.
SEAL INSTALLATION RING

PC2710 Tool To aid in assem-
bly of hoist cylin-
ders

BELT TENSION TESTER
PC2061 Belt Tension A/C Belt
Tester Tension Check
BELT ALIGNMENT TOOL

EL8868 V-Belt A/C Belt
Alignment Tool Alignment
SOCKETS AND ADAPTERS

Part Description Use
Number
TZ2726 Socket 1-1/8” Miscellaneous
TV7567 Socket 1-5/16” Miscellaneous
PB6825 Impact Socket 1-5/8” Miscellaneous
TR0532 Square Drive Miscellaneous
Extension 8”
TR0533 Square Drive Miscellaneous
Extension 17”
TV1186 Extension 3-1/2” Miscellaneous
TR0546 Sliding T-Handle Miscellaneous
TZ2730 Adapter 1” x 1-1/2” Miscellaneous
TZ2731 Adapter 3/4” x 1” Miscellaneous
EF6721 Crowsfoot 7/8” Miscellaneous
SG5488 Capscrew Miscellaneous
1 1/8” - 7NC X 5 1/2”
VN9787 Flatwasher 1 1/8” Miscellaneous
DUST CAPS
Part
Description Use
Number
For Quick
TA1981 Dust Plug
Connector
For Quick
TF6987 Socket
Connector

HYDRAULIC SYSTEM FLUSHING TOOLS
XB5776 Hose Assembly Flush Steering
Circuit
PC3074 Flushing Block Flush Hoist
(bypass hoist Circuit
cylinders)
PAYLOAD DATA MANAGER

Version Software Analyze Payload
1.4.7.43 Meter Data
NOTE: Always check with the local Komatsu distributor
for the latest version of software.
HYDRAULIC SYSTEM VACUUM PUMP

XB0887 Vacuum Pump To hold oil back
while the system
is open.

MISCELLANEOUS SERVICE TOOLS
The following table lists more special tools that will be The tools in the following table can be ordered from
necessary for various service procedures: Kent-Moore:
Part Description Use Part Number Description Use
Number
J-24092 Puller Legs A/C Service
EJ2847 Pin Removal Tool Rear Suspension
J-25030 Clutch Hub A/C Service
Pin Removal
Holding Tool
EJ2848 Cylinder Rear Suspension
J-33884-4 Indicator Switch A/C Service
Pin Removal
Tester
EJ2849 Hand Pump Rear Suspension
J-8092 Universal A/C Service
Pin Removal
Handle
EJ2850 Shackle Rear Suspension
J-8433 Pulley Puller A/C Service
Pin Removal
J-9395 Puller Pivot A/C Service
VN2707 Capscrew - Rear Suspension
0.625-11UNC x 2.75 Pin Removal J-9399 Thin Wall Socket A/C Service
SS1143 Hoist Cylinder Quill Hoist Cylinder J-9401 Clutch Plate & A/C Service
Installation Tool Quill Installation Hub Assembly
Removal Tool
SS1158 Hoist Cylinder Quill Hoist Cylinder
Plug Tool Quill Plug J-9403 Spanner Wrench A/C Service
Removal and J-9480-01 Drive Plate A/C Service
Installation Installer
VJ6567 Radiator Tube Radiator Tube J-9480-02 Spacer A/C Service
Installation Tool Installation
J-9481 Puller and A/C Service
XA2307 Breaker Tool Radiator Tube Bearing Installer
Removal
BF4810 Bearing Tool 24V Alternator
BF4818 Front Bearing 24V Alternator
Removal Tool
BF4820 Bobbin Removal 24V Alternator
Tool
BF4821 Bearing Insertion 24V Alternator
Tool
BF4822 Stator Service Tool 24V Alternator

BRAKE PISTON TOOL
XB3579 Special Remove / install
Spanner rear park brake
Wrench piston cap

PART NUMBER DESCRIPTION USE
Make locally using To separate front wheel spindle from

dimensions shown below Puller Tool suspension piston
KC7095 Pusher Cap Screws, 1.25 x 8 in.
Use with puller tool.
WA0366 Hardened Flatwashers, 1.25 in.
Refer to Section G, Drive Axle, Spindles, and Wheels, for information on using the spindle tool to properly
remove the spindles from the machine.
NOTE: If a hydraulic ram will be used to separate the spindle from the suspension pistion:
a. The round barrel is not needed, only a flat plate with the 19 holes drilled is required.
b. A reaction plate and spacers are only used if a hydraulic ram will be used to separate the spindle from the
suspension.

ITEM NUMBER QUANTITY DESCRIPTION USE
1 1 Reaction Plate Use with puller tool and hydraulic ram
2 3 Spacer Use with puller tool and hydraulic ram
If a hydraulic ram will be used to separate the spindle from the suspension piston, the reaction plate (1) and
spacers (2) shown below are required. These tools are to be made locally (steel) using the dimensions shown.
Refer to Section G, Drive Axle, Spindles, and Wheels, for information on using the spindle tool, reaction plate
and spacers to properly remove the spindles from the truck.
Material: T-1 Steel or equivalent.

HIGH VOLTAGE TOOLS
2000 VDC METER GROUNDING STICKS
Part Number Description Use Part Number Description Use

PC3186 2000 VDC Servicing PC3299 Grounding To discharge
Meter control cabinet Sticks control cabinet
GROUNDING STICKS (PC3299)
VOLT METER (PC3186)

BODY PAD SPACER TOOL
XC2293 Spacer Body Pad
Shimming
15.9
40.0
20.0
* NOTE INCH EQUIVALENT MATERIAL

TYP
3.0
R
2.00" PLATE
387.5
355.6
TYP
50.8
REF
8.0
R
XC2293 SPACER BLOCK DIMENSION

NOTES:

SECTION M19
RADIATOR SHUTTERS
INDEX
RADIATOR SHUTTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-3
OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-3
Hydraulic Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-3
Electrical Circuit: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-4
MAINTENANCE AND REPAIR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-4
Hydraulic Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-8
Electrical Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-10
M19003 11/11 Radiator Shutters M19-1

NOTES:
M19-2 Radiator Shutters 11/11 M19003

RADIATOR SHUTTERS
The optional radiator shutters aid in maintaining proper OPERATION
engine coolant temperature, primarily in cold climate
operations. Hydraulic Circuit
Hydraulic oil pressure to operate the shutter assembly
actuator cylinder is supplied from the truck steering cir-
The shutter system contains the following components: cuit. A hose (2, Figure 19-1) attached to a “T” fitting at
•Shutter assembly with hydraulic control actuator the automatic lubrication system pump supply port
cylinder routes oil to the pressure reducing valve (3). This valve
reduces the steering circuit pressure, 24 132 kPa
•Hydraulic oil supply pressure reducing valves and (3500 psi) to 10 342 kPa (1500 psi). The pressure is
cylinder control solenoid further reduced to 517 kPa (75 psi) by the pressure
•Solenoid control relays reducing valve (4) which supplies the shutter solenoid
valve (5) to pressurize the head end of the shutter actu-
•Shutter enable/disable switch ator cylinder (11), closing the shutters during engine
warm-up. When the shutters are signalled to open, the
solenoid valve will be de-energized and the spool will
shift to direct oil to the rod end of the actuator cylinder.
Oil returns to tank through the hose (10) routed to the
hydraulic tank.
1. Radiator Shroud
2. Oil Supply
3. Pressure Reducing Valve
4. Pressure Reducing Valve
5. Shutter Solenoid Valve
6. To Cylinder Head End
7. To Cylinder Rod End
8. Electrical Harness (To RH
Frame Junction Box)
9. To Shutter Disable Switch
box
10. Oil Return to Tank Hose
11. Shutter Actuator
Cylinder
FIGURE 19-1. SHUTTER ACTUATOR CYLINDER OIL SUPPLY VALVES

Electrical Circuit:
A switch is located in a box (2, Figure 19-2) attached to
the right upright structure beside the automatic lubrica-
tion system grease reservoir (4) that may be used to
disable the shutters during warm weather.
The shutters are normally activated by the engine
ECM. The engine controller monitors coolant tempera-
ture and provides a signal to close the shutters when
the temperature is too low.
The engine ECM will provide a +24VDC signal (circuit
65S) to energize relay K5 located on relay board #8.
See table 1 for specific temperatures where the ECM
will send a signal to close the shutters. This will close
the N.O. relay contacts fed by relay K3 which provides
+24VDC when the key switch is ON. Current through
K5 is fed through the shutter disable switch (closed for
shutter operation) and will energize the shutter sole-
noid valve to direct oil to the head end of the shutter
actuator cylinder to close the shutters.
If the cab air conditioner is switched on, relay K3 will
energize, opening the +24VDC circuit (712ST) supply-
ing the shutter control solenoid, preventing the shutters
from closing. FIGURE 19-2. SHUTTER ENABLE SWITCH BOX
Refer to the electrical schematic at the back of the 1. Right Upright Structure 4. Auto-Lube Grease
shop manual for additional wiring information. 2. Switch Box Reservoir
3. Harness Wire to Shut-
ter Solenoid Valve
MAINTENANCE AND REPAIR

The solenoid valve (5, Figure 19-1) and pressure
reducing valves (3 & 4) in the hydraulic circuit are fac-
tory set and not adjustable. If a valve is inoperative,
remove and replace the complete valve and body
assembly.
Relays K3 and K5 are plug-in devices that may easily
be replaced if defective. The relays are located on
Relay board #8, located in the electrical cabinet. Its
location may vary due the date the truck was manufac-
tured.
The shutter assembly should be inspected for physical
damage and to be certain it opens and closes com-
pletely without binding. If necessary, adjust actuator
cylinder linkage to ensure proper operation.

TROUBLESHOOTING
All hydraulic testing is to be performed with hydraulic
oil at normal operating temperature, and engine speed
at low idle.
Refer to Figure 19-3 for hydraulic schematic informa- Ensure engine and key switch have been OFF for at
tion. least 90 seconds to allow accumulator pressure to
bleed down.
Refer to Table 1 for shutter open and close specifica- Relieve pressure before disconnecting hydraulic
tions for Komatsu Engines. lines. Tighten all connections securely before
applying pressure.
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 possi-
bly death if proper medical treatment by a
FIGURE 19-3. HYDRAULIC SCHEMATIC

1. Oil Supply 4. Solenoid Valve A. 24 132 kPa (3500 psi)
2. Pressure Reducing Valve 5. Shutter Cylinder B. 10 342 kPa (1500 psi)
3. Pressure Reducing Valve 6. Hydraulic Reservoir C. 517 kPa (75 psi)
TABLE I. Komatsu SSDA16V160 Engines

Coolant Temperature Intake Manifold Temperature Fuel Temperature
Open 88 C (190 F) Open 60 C (140 F) Open 68 C (155 F)
Close 85 C (185 F) Close 54 C (130 F) Close 66 C (150 F)

TABLE II. Troubleshooting
1. Testing operation of shutters With engine at slow idle, connect a Shutters close - GO TO STEP 11
24 VDC power source to solenoid Shutters stay open - GO TO STEP
valve (5, Figure 19-1) 2
2. Check hydraulic pressure to Install tee fittings (6, Figure 19-3) in In Spec - GO TO STEP 3
cylinder rod end lines (8 & 9). Connect pressure Out of Spec - GO TO STEP 4
gauges with a 0-3500 kPa (0-500
psi) range to tee fittings. Discon-
nect wire harness (5) from solenoid
valve. There should be 517 kPa
(75 psi) pressure in hose (9), and
NO pressure in hose (8).
3. Check hydraulic pressure to Connect 24 VDC power source to In Spec - GO TO STEP 11
cylinder head end solenoid valve. There should be Out of Spec - GO TO STEP 4
517 kPa (75 psi) pressure in hose If nothing changed as compared to
(8), and NO pressure in hose (9). Step 2 - GO TO STEP 7
4. Check hydraulic pressure Install hose with tee fitting between In Spec - GO TO STEP 7
between pressure reducing pressure reducing valve (3) and Out of Spec - GO TO STEP 5
valve (3) and solenoid valve valve (4). Connect pressure gauge
(4) with a 0-3500 kPa (0-500 psi)
range to tee fitting. Pressure
should be 517 kPa (75 psi).
5. Check hydraulic pressure Install hose with tee fitting between In Spec - GO TO STEP 6
between pressure reducing pressure reducing valve (2) and Out of Spec - GO TO STEP 8
valve (2) and pressure pressure reducing valve (3). Con-
reducing valve (3) nect pressure gauge with a 0-
35000 kPa (0-5000 psi) range to
tee fitting. Pressure should be
10,342 kPa (1,500 psi).
6. Pressure reducing valve (3) Replace pressure reducing valve GO TO STEP 5
is defective (3).
7. Solenoid Valve (4) is defec- Replace solenoid valve (4).
tive
8. Check oil supply pressure to Install tee fitting between oil supply In Spec - GO TO STEP 9
pressure reducing valve (2) hose (1) and pressure reducing Out of Spec - GO TO STEP 10
valve (2). Connect pressure gauge
with a 0-35000 kPa (0-5000 psi)
range to tee fitting. Pressure
should be 20,684 - 24,131 kPa
(3000-3500 psi) the same as steer-
ing system standby pressure.
9. Pressure reducing valve (2) Replace pressure reducing valve GO TO STEP 8
is defective (2).
10. Hydraulic supply to shutters Perform troubleshooting proce- GO TO STEP 8
is incorrect dures in appropriate shop manual
to correct truck hydraulic system.

TABLE II. Troubleshooting
11. Check for proper voltage on With the key switch ON, use a In Spec - GO TO STEP 13
Relay Board 8 V.O.M. to check for 24 VDC in cir- Out of Spec - GO TO STEP 12
cuit 712R at relay K3.
12. Improper voltage on relay 12. Perform troubleshooting proce- After repair, GO TO STEP 11
board 8 dures in appropriate shop manual
to obtain proper voltage in circuit
712R with key switch ON.
13. Check relay K3 for proper 13. Be certain there is 0 voltage in In Spec - GO TO STEP 15
voltage circuit 65T. If there is, turn off Air Out of Spec - GO TO STEP 14
Conditioner switch or disconnect
wire 65T. Then check for 24VDC in
circuit 712ST on relay board 8.
14. K3 Relay is defective 14. Replace K3 relay. After repair, GO TO STEP 13
15. Check relay K5 for proper 15. Jumper 24VDC power source In Spec - GO TO STEP 17
voltage to circuit 65S. Then check for Out of Spec - GO TO STEP 16
24VDC in circuit 65T1 on relay
board 8.
16. K5 Relay is defective 16. Replace K5 relay. GO TO STEP 15
17. Check shutter disable switch 17. Check for 24VDC in circuit In Spec - GO TO STEP 19
65T1 inside shutter disable switch Out of Spec - GO TO STEP 18
box.
18. Check for open circuit in cir- 18. Locate and repair open con- GO TO STEP 17
cuit 65T1 nection in circuit 65T1.
19. Check shutter disable switch 19. Check for 24VDC in circuit In Spec - GO TO STEP 21
65T2. If no voltage is detected, Out of Spec - GO TO STEP 20
switch shutter disable switch.
20. Defective shutter disable 20. Replace shutter disable switch. GO TO STEP 19
switch
21. Check for 24VDC at solenoid 21. Check for 24VDC at solenoid In Spec - GO TO STEP 23
valve (4, Figure 19-4) valve in circuit 65T2. Out of Spec - GO TO STEP 22
22. Check for open circuit in cir- 22. Locate and repair open con- GO TO STEP 21
cuit 65T2 nection in circuit 65T2.
23. Check for ground at solenoid 23. Check for ground at solenoid
valve valve terminal. Repair as neces-
sary.

Hydraulic Troubleshooting
Cause Remedy
YES Go to
11 Electri- electrical
cal prob- trouble-
lem shooting
YES
With engine at YES-3Connect 24 11 Electri- Go to

slow idle, con- VDC power source cal prob- electrical
nect a 24 VDC to solenoid valve.
power source YES lem trouble-
There should be
to solenoid NO CHANGES FROM shooting
517 kPa (75 psi)
valve (5, pressure in hose PREVIOUS STEP
Figure 19-1). (8), and NO pres-
Shutters should Solenoid Replace
NO 2. Install tee fit- sure in hose (9).
close. tings (6, Figure 19- Valve (4) solenoid
4) in lines (8 & 9). is defec- valve (4)
Connect pressure tive
gauges with a 0-
3500 kPa (0-500
psi) range to tee fit- NO
NO tings. Disconnect
wire harness (5)
from solenoid
valve. There should YES
be 517 kPa (75 psi) NO-4 Install hose
pressure in hose with tee fitting
(9), and NO pres- between pressure
sure in hose (8). reducing valve (3)
7 Solenoid Replace
and valve (4).
Connect pressure YES Valve (4) solenoid
NO gauge with a 0- is defec- valve (4)
3500 kPa (0-500 tive
psi) range to tee fit- NO-5 Install hose with
ting. Pressure tee fitting between pres-
should be 517 kPa sure reducing valve (2) Pressure Replace
(75 psi). and pressure reducing reducing pressure
valve (3). Connect pres- valve (3) reducing
NO sure gauge with a 0- is defec- valve (3)
35,000 kPa (0-5000 psi)
tive
range to tee fitting. Pres-
sure should be 10,342
kPa (1,500 psi).
NO
Contin-
ued on
next page

Hydraulic Troubleshooting (Continued)
Cause Remedy
Pressure Replace
YES
reducing pressure
valve (2) reducing
is defec- valve (2)
Install tee fitting between
oil supply hose (1) and
tive
pressure reducing valve
(2). Connect pressure
gauge with a 0-35,000
kPa (0-5000 psi) range
to tee fitting. Pressure
should be 20,684 -
24,131 kPa (3000-3500
psi) the same as steering
system standby
pressure.
Perform
trouble-
Hydraulic shooting
NO
Supply to proce-
shutters is dures in
incorrect appropri-
ate shop
manual to
correct
truck
hydraulic
system

Electrical Troubleshooting
• Connect a 24VDC supply to terminal 65S on Relay Board 8, relay 5.

(This signals the shutters to close by bypassing the engine ECM signal.)
• Be certain the A/C system is turned OFF, or disconnect wire 65T at relay 3.
(If 24 VDC is present at terminal 65T, shutters will not close.)
Cause Remedy
YES Hydraulic Repair

problem hydraulic
system
Use a V.O.M.
to check for 24
VDC in circuit
65T2 at shut- YES Open cir- Repair
ter solenoid cuit open cir-
valve. between cuit
Check for 24 65T1 &
VDC in circuit YES 65T2
NO 65T1 at relay Replace
• Turn keyswitch ON 5. Relay 5 relay 5
• Turn disable switch defective
ON Check for 24
VDC in circuit YES Replace
NO 712ST at relay
5. Relay 3 relay 3
defective
Check for 24
VDC in circuit
NO 712R at relay
3.
Repair cir-
NO
Open circuit 712R.
cuit in
712R from
key switch

SECTION M20
PAYLOAD METER III ™
INDEX
OPERATION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
Data Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
Data Gathering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Suspension Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Operator Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Operator Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Speed Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Body-Up Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Brake Lock Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Communications Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Key Switch Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Payload Meter Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Load Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Wiring and Termination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
TCI Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
OPERATOR’S DISPLAY AND SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Reading the Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Reading the Load Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Using the Operator ID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Using the Load and Ton Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Total Ton Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Total Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Clearing the Counters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Viewing Live Sensor Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Other Display Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
M20008 01/11 Payload Meter III M20-1

PAYLOAD OPERATION & CALCULATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-12
Description of Haul Cycle States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-12
Haul Cycle Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-12
Load Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
Carry Back . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
Measurement Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
SOURCES FOR PAYLOAD ERROR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
Payload Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
Loading Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
Swingloads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
Speed and Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
HAUL CYCLE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
Haul Cycle Warning Flags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-16
Frame Torque Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
Sprung Weight Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
Maximum Speed Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
Alarm Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
Fault Code Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-18
PC SOFTWARE OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19
System Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19
Installing the PLMIII Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19
DOWNLOADING DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-20
PLM III SYSTEM CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Starting Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Displayed Payload Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Time Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Connection Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Connecting to the Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22
Configure the Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22
Setting the Date and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22
Setting the Truck Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Setting the Gauge Display Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Setting the Frame Serial Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Setting the Truck Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Setting the Komatsu Distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Setting the Komatsu Customer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Clean Truck Tare . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-24
Inclinometer Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-24
M20-2 Payload Meter III 01/11 M20008

DATA ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Creating a Query . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Sorting on Truck Unit Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Sorting on Truck Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Sorting on Date Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26
Sorting on Time Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26
Payload Detail Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
Creating Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
Summary - one page report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28
Detailed - multi-page report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28
Creating Graphs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29
Exporting Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29
CSV Export . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29
Compressed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30
Importing Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31
Deleting Haul Cycle Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31
Viewing Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32
Deleting Alarm Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32
TROUBLESHOOTING SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
Viewing Active Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
Real-Time Data Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
Testing the Payload Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
Creating Log Files of Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34
Daily Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34
Periodic Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34
Abnormal Displays at Power-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-35
No Payload Display When Key Switch is Turned ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-36
No Display on Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-37
No Display on Operator Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-37
No Communications With PC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-38
Load Lights Don’t Light During Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-39
Load Lights Remain ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-40
Load Lights Remain ON During Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-40
Display Doesn't Clear When The Load Is Dumped . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-40
Calibration Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-41

Alarm 1 - Left Front Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42
Alarm 2 - Left Front Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42
Troubleshoot Wiring to Left Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42
Alarm 3 - Right Front Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43
Alarm 4 - Right Front Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43
Troubleshoot Wiring to Right Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43
Alarm 5 -Left Rear Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
Alarm 6 - Left Rear Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
Troubleshoot Wiring to Left Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
Alarm 7 - Right Rear Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45
Alarm 8 - Right Rear Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45
Troubleshoot Wiring to Right Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45
Alarm 9 - Inclinometer High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46
Alarm 10 - Inclinometer Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46
Troubleshoot Inclinometer Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46
Alarm 13 - Body Up Input Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-47
Alarm 16 - Memory Write Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-48
Alarm 17 - Memory Read Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-48
Alarm 18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49
Alarm 19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49
Alarm 22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49
Operator Switch Doesn't Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-50
Alarm 26 - User Switch Fault - SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-50
Alarm 27 - User Switch Fault - SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-50
Connector Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-51
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-52
PLMIII CHECK OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53
Tools Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53
Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53
PLMIII CHECKOUT PROCEDURE CONFIRMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-57
Flashburn Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-57
Confirmation Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-59

OPERATION SECTION
INTRODUCTION Data Gathering
Windows 95/98/NT software is available to down-
Payload Meter III (PLMIII) measures, displays and
load, store and view payload and fault information.
records the weight of material being carried by an off-
The PC software will download an entire truck fleet
highway truck. The system generally consists of a
into one Paradox database file. Users can query the
payload meter, a gauge display, deck-mounted lights,
database by date, time, truck type and truck number
and sensors. The primary sensors are four suspen-
to produce reports, graphs and export the data. The
sion pressures and an inclinometer. Other inputs
software can export the data in '.CSV' format that can
include a body up signal, brake lock signal, and
be easily imported into most spreadsheet applica-
speed.
tions. The Windows software is not compatible with
the Payload Meter II system.
Data Summary
It is important that each payload meter be configured
5208 haul cycles can be stored in memory. The fol- for each truck using the PC software. The information
lowing information is recorded for each haul cycle: for frame serial number and truck number is used by
• Payload the database program to organize the payload data.
In addition, the payload meter must be configured to
• Operator ID number (0000-9999) make calculations for the proper truck model.
• Distance traveled loaded and empty Improper configuration can lead to data loss and
inaccurate payload calculations.
• The amount of time spent empty run/stop,
loading, loaded run/stop, and dumping
• Maximum speed loaded and empty with time of
day
• Average speed loaded and empty
• Empty carry-back load
• Haul-cycle, loading, dumping start time of day.
• Peak positive and peak negative frame torque
with time of day
• Peak sprung load with time of day
• Tire ton-mph for each front and average per rear
tires
The payload meter stores lifetime data that cannot be

erased. This data includes:
• Top 5 maximum payloads and time stamps.
• Top 5 positive and negative frame torque and
time stamps
• Top 5 maximum speeds and time stamps

COMPONENT DESCRIPTION
System Diagram
Suspension Pressure Sensors Operator Display

PLMIII uses a two-wire pressure sensor. The range The speedometer/display gauge is used as a speed-
for the pressure sensor is 281 kg/cm2 (4000 psi) and ometer and payload display. The top display is used
for speed and can display metric (km/h) or English
the overload limit is 700 kg/cm2 (10,000 psi). One
(mph) units. Grounding terminal #4 on the back of
wire to the sensor is the supply voltage and the other
the speedometer will switch the meter to display met-
is the signal. The 0-4000 psi range is converted into
ric units. Leaving terminal #4 unconnected will cause
an electrical current between 4-20 ma. The supply
the gauge to display English units. The speedometer
voltage for the sensor is nominally +18VDC. Each
can be adjusted using a calibration potentiometer in
pressure sensor has an 3000 mm (118 in.) length of
the back just like existing speedometers.
cable. The cable is specially shielded and reinforced
to provide mechanical strength and electronic noise The payload meter uses the lower display for pay-
immunity. load information. The normal display mode shows
the current payload. The display can be changed to
Inclinometer show the load and total tons counter or the Operator
The inclinometer is used to increase the accuracy of ID. Using the operator switch on the dash panel, the
load calculations on an incline. The inclinometer current suspension pressures and incline can be dis-
uses three wires. For the sensor, red is the +18VDC played. The units for display are set using the PC
supply voltage, black is ground and the white is the software. Payloads can be displayed in short tons,
signal. The incline signal is a voltage between 1 and long tons or metric tons.
4 volts. Zero degrees of incline is represented by
2.6VDC on the signal line. The voltage signal will be
decreased by 0.103VDC for every degree of nose up
incline.

Operator Switch Payload Meter
The payload operator switch is used to set, view and The payload meter is housed in a black aluminum
clear the total load counter and total ton counter. It is housing. There is a small window on the face of the
also used to enter the operator ID number (0-9999). unit. Status and active alarm codes can be viewed
This switch can also be used to view the suspension through the window. During normal operation, a two-
pressures and inclinometer. The payload meter oper- digit display flashes 0 back and forth. Active fault
ator switch is located on the dashboard. It is a two- codes will be displayed for two seconds. These
way momentary switch. The top position is the codes are typically viewed using the laptop computer
SELECT position. The SELECT position is used step connected to the serial communications port.
through the different displays. The lower position is
There is one 40-pin connector on the payload meter.
the SET position. The SET position is used to set the
A jack-screw is used to hold the payload meter and
operator ID or clear the load and total ton counters.
wire harness connector housings together. This
Normally the inputs from the switch to the payload
screw requires a 4mm or 5/32 hex wrench. The cor-
meter are open circuit. The switch momentarily con-
rect tightening torque for this screw is 3 N·m (25 in.
nects the circuit to ground.
lb). Four bolts hold the payload meter housing to its
Speed Input mounting bracket in the cab.
PLMIII uses a speed signal to calculate speed, dis- The circuit board inside the payload meter housing is
tance, and other performance data. This input is criti- made from multi-layer, dual-sided surface-mount
cal to the proper operation of the system. PLMIII electronics. There are no field serviceable compo-
receives this signal from the speedometer/operator nents inside. The electronics are designed to with-
display on the dashboard. The same signal displayed stand the harsh operating environment of the mining
to the operator is used by the system. Distance cal- industry. Opening the payload meter housing will
culations are made based on the rolling radius of the result in voiding the warranty.
tires for a particular truck.
Communications Ports
Body-Up Switch The payload meter has two RS232 serial communi-
The body-up input signal is received from a magnetic cations ports and two CAN ports. Connections for the
switch located on the inside of the truck frame, for- two serial ports are available inside the payload
ward the pivot pin of the truck body. This is the same meter junction box. The two CAN ports are available
switch typically used for input to the drive system. for future electronics systems.
When the body is down, the switch closes and com- Serial port #1 is used to communicate with the dash-
pletes the circuit to 71-control power. 24VDC indi- board display. It is also used to connect to the laptop
cates the body is down. Open circuit indicates that computer. The display gauge will remain blank when
the body is up. the PC is using the serial port. This port initially oper-
ates with serial settings at 9600,8,N,1. These set-
Brake Lock Switch tings change automatically to increase the
The brake lock is used to lock the rear brakes on the communications rate when the PC is using the port.
truck. It is necessary for the accurate calculation of This serial port uses a 3-wire hardware connection.
swingloads during the loading process. Without the Serial port #2 is used to communicate to other on-
brake lock applied, the payload meter will not calcu- board electronics like Modular Mining's Dispatch®
late swingloads during the loading process. Without system or the scoreboard from Komatsu. This port
the brake lock, the payload meter will assume that uses a 3-wire hardware connection. Connections to
the truck was loaded using a continuous loader and this serial port need to be approved by Komatsu.
flag the haul cycle record. All other functions will be Several protocol options are available and detailed
normal regardless of brake lock usage. The brake technical information is available depending on
lock input comes from the switch located on the dash licensing.
panel. The brake lock switch connects the circuit to
ground. Open circuit indicates brake lock off. Ground
indicates brake lock on.

Key Switch Input Load Lights
PLMIII monitors the status of the key switch. 24VDC PLMIII uses load lights to indicate to the shovel oper-
indicates that the key switch is on, open indicates the ator the approximate weight of the material in the
key switch is off. The payload meter does not receive truck. The load lights are illuminated only when the
its electrical power from the key switch circuit. The brake lock is applied. The lights are controlled by the
payload meter will remain on for several seconds payload meter through a series of relays in the junc-
after key switch is removed. When the key switch tion box. The payload meter controls the relays with
power is removed, payload meter performs a series 24VDC outputs. A 24VDC signal from the payload
of internal memory operations before turning itself meter powers the relay coil and connects battery
off. To allow for these operations, the key switch power to the load light. When the relay is not pow-
should be turned off for at least 15 seconds before ered by the payload meter, a pre-warm resistor con-
turning the key switch back on. The payload meter nects the load light to a reduced voltage. This circuit
will automatically reset itself without error if not pre-warms the load light filaments and reduces the
enough time is given for these operations. The dis- inrush current when the light is fully illuminated. This
play may blink briefly. lengthens the operating life of the load lights.
The load lights progressively indicate to the shovel
operator the approximate weight of the material in
Payload Meter Power the truck.
The payload meter receives its power from the bat- A flashing green light indicates the next swingload
tery circuit on the truck. Removing battery power will make the measured load greater than 50% of
from the payload meter before removing key switch rated load. A solid green light indicates that the cur-
and waiting 15 seconds may result in lost haul cycle rent load is greater than 50% of rated capacity.
data. The payload meter turns itself off approximately
15 seconds after the key switch power is removed. A flashing amber light indicates the next swingload
Some haul cycle data will be lost if battery power is will make the measured load greater than 90% of
removed before waiting 15 seconds. The payload rated load. A solid amber light indicates that the cur-
meter system operates at a nominal voltage of rent load is greater than 90% of rated capacity.
24VDC at 1 to 2 amps depending on options. The A flashing red light indicates the next swingload will
payload meter is designed to turn itself off if the sup- make the measured load greater than 105% of rated
ply voltage rises above 36VDC. The payload meter is load. A solid red light indicates that the current load is
also protected by a 5 amp circuit breaker located in greater than 105% of rated capacity.
the junction box.
The optimal loading target is a solid green and amber
Power to the load lights comes from the same battery lights with a flashing red light. This indicates that the
circuit. The load lights are powered through a relay. load is between 90% and 105% of rated load for the
The key switch circuit controls the relay. The load truck and the next swingload will load the truck over
lights are also protected by a 15 amp circuit breaker 105%.
in the junction box.

Wiring and Termination
Most of the PLMIII truck connections use a heavy-
duty cable. This yellow multi-conductor cable uses a
16AWG, finely stranded wire designed for continuous
motion operations. The conductors are protected by
a foil and braided shield for electronic noise immunity
and physical strength. This wire is typically termi-
nated with a #10 ring terminal. Most connections for
the PLMIII system are made in the payload meter
junction box.
TCI Outputs
The GE drive system on the 930E/960E requires
information from the payload meter regarding the
loaded condition of the truck. There are three outputs
from the payload meter to GE to indicate the relative
load in the truck. 24VDC on the 73MSL circuit indi-
cates that the load is 70% of rated load. 24VDC on
the 73FSL circuit indicates the truck is 100% loaded.
The 73OSL circuit is not currently used.

OPERATOR’S DISPLAY AND SWITCH Using the Operator ID
The current operator ID number is recorded with
Reading the Speedometer
each haul cycle. The number can be between 0 and
The top window of the speedometer/display gauge is 9999.
the speedometer section. The display shows the
To set the Operator ID:
speed indicated by the frequency being received by
the gauge. This can be adjusted using the potentiom- 1. Press the “SELECT” switch until Id= is dis-
eter on the back of the gauge. In addition, the units played.
for the display can be changed. Terminal #4 controls 2. Hold the “SET” button until 0000 is displayed.
the displayed units. If #4 is grounded, the display will The first digit should be flashing.
be metric. If terminal #4 is left open, the display will
be in English units. 3. Press the “SET” button again to change the
digit.
4. Press the “SELECT” button once to adjust the
second digit.
Reading the Load Display
5. Use the “SET” button again to change the digit.
The lower display on the speedometer/display gauge
6. Press the “SELECT” button once to adjust the
is used for payload information. The SELECT posi-
third digit.
tion on the operator switch allows the user to scroll
through a number of useful displays. The order for 7. Use the “SET” button again to change the digit.
the displays is as follows: 8. Press the “SELECT” button once to adjust the
fourth digit.
9. Use the “SET” button again to change the digit
• PL= Payload 10. Press the “SELECT” button one more time to
enter the ID.
• Id= Operator ID
• tL= Total Shift Tons If no buttons are pressed for 30 seconds, the display
• LC= Shift Load Counter will return to normal operation. The number being
entered will be lost and the ID number returns to the
• LF= Left Front Suspension Pressure previous ID number.
• rF= Right Front Suspension Pressure
• Lr= Left Rear Suspension Pressure
• rr= Right Rear Suspension Pressure Using the Load and Ton Counter
• In= Inclinometer
PLMIII allows the truck operator to monitor and track
the total tons hauled and the number of haul cycles
during the shift. This display can be cleared at the
The display holds the displayed information until the
beginning of each shift to allow the operator to record
SELECT switch is pressed again. The suspension
how many loads and tons have been hauled during
pressures, inclinometer, and payload displays are
the shift.
based on current sensor inputs.
Communications to the display use the same serial Total Ton Counter
link as the download connection. Whenever another
The total ton counter records the number of tons
computer is connected to serial port #1 to download
hauled since the last time it was cleared. This display
or configure the system, the lower display will blank.
is in 100’s of tons. For example, if the display shows
This is not the same connection used by mine dis-
patch systems.
432 the total tons is 43,200. This display can be
cleared at the beginning of each shift to allow the
operator to record how many tons have been hauled
during the shift. The units are selected using the PC
software.
• To view the total ton counter press and release
the “SELECT” switch until tL= is displayed on
the gauge.

Total Load Counter
The total load counter records the number of loads The inclinometer displays whole degrees of incline.
hauled since the last time it was cleared. This display Positive incline is truck nose up. The gauge will
can be cleared at the beginning of each shift to allow quickly display the type of information shown every
the operator to record how many loads have been 10 seconds. For example, if the left-front pressure is
hauled during the shift. being displayed, Lf= will flash on the display every
• To view the total load counter press and release minute. Only the payload display, PL= does not
the “SELECT” switch until LC= is displayed on display this information.
the gauge.
• Left Front Pressure - To display the pressure in
the left-front suspension, press and release the
“SELECT” switch until Lf= is displayed.
Clearing the Counters
• Right Front Pressure - To display the pressure in
Clearing the total ton counter or total load counter
the right-front suspension, press and release the
clears both records.
“SELECT” switch until rf= is displayed.
• Left Rear Pressure - To display the pressure in

To clear the total ton and total load counter: the left-rear suspension, press and release the
1. Press the “SELECT” switch until tL= or LC= “SELECT” switch until Lr= is displayed.
is displayed.
• Right Rear Pressure - To display the pressure in
2. Hold the “SET” button until the display clears.
the right-rear suspension, press and release the
“SELECT” switch until rr= is displayed.
• Inclinometer - To display the truck incline, press
Viewing Live Sensor Data
and release the “SELECT” switch until In= is
The display can also be used to quickly show the
displayed.
current readings from the four suspension pressure
sensors and the inclinometer. This can be used
during regularly scheduled service periods to check
the state of the suspensions. These displays are live
and will update as the values change. Other Display Messages
The live displays cannot be cleared and the SET On startup of the payload meter system, the gauge
button will have no effect. display will scroll the truck type that the PLMIII is
The units for the display are controlled by the configured for. For example, on a 930E, the gauge
configuration of the payload meter. If the payload
meter is set to display metric units, the pressures will
will scroll ---930E---.
be displayed in tenths of kg/cm2. For example, if the
display shows 202 the actual value is 20.2 kg/ If the PLMIII encounters memory problems, it will
cm2. If the payload meter is set to display short tons, display ER88 ,where 88 is the specific memory
the pressures will be displayed in psi (lbs/in2). error. In this very rare circumstance, the system
Multiply by 14.2 to convert kg/cm2 to psi. (example -- should be turned off for 30 seconds and restarted.
1kg/cm2 x 14.2 = 14.2 psi). There is no way to detect
the units setting for the gauge without the PC
software.

PAYLOAD OPERATION & CALCULATION rated load for 10 seconds without the brake lock
applied, the meter will switch to loading and record
Description of Haul Cycle States the continuous_loading flag in the haul cycle.
The typical haul cycle can be broken down into eight The payload meter switches from loading to maneu-
distinct stages or states. Each state requires the pay- vering as soon as the truck begins moving. The
load meter to make different calculations and store maneuvering zone is 160 m (0.1 miles) and is
different data. designed to allow the operator to reposition the truck
under the shovel. More payload can be added any-
“States" or stages of a typical haul cycle
time within the maneuvering zone. Once the truck
1. Tare Zone travels 160 m (0.1 miles) the payload meter switches
2. Empty to the final_zone and begins calculating payload. If
the body is raised while the payload meter is in the
3. Loading maneuvering state, the no_final_load flag will be
4. Maneuvering recorded in the haul cycle record, no payload will be
calculated, and the meter will switch to the dumping
5. Final Zone
state.
6. Hauling
While in the final_zone moving faster than 5 km/h (3
7. Dumping mph), the payload meter calculates the loaded
8. After Dump sprung weight of the truck. The same advanced algo-
rithm is used to calculate the empty and loaded
Haul Cycle Description sprung weights. The payload meter will switch from
the final_zone to the dumping state if the Body-Up
A new haul cycle is started after the load has been signal is received. If the truck has moved for less
dumped from the previous cycle. The payload meter than 1 minute in the final_zone, the payload meter
will stay in the after_dump state for 10 seconds to will calculate the final payload using an averaging
confirm that the load has actually been dumped. If technique which may be less accurate. If this hap-
the current payload is less than 20% of rated load, pens, the average_load flag will be recorded in the
the payload meter will switch to the tare_zone and haul cycle.
begin calculating a new empty tare. If, after dumping,
the payload has not dropped below 20% of rated The payload meter switches to the dumping state
load the meter will return to the maneuvering or haul- when the dump body rises. The payload meter will
ing states. In this case, the false_body_up flag will be switch from dumping to after_dump when the dump
recorded in the haul cycle record. body comes back down.
While in the tare_zone state, and moving faster than From the after_dump, the payload meter will switch
5 km/h (3 mph), the payload meter calculates the to one of three states:
empty sprung weight of the truck. This tare value will 1. If the average payload is greater than 20% of
be subtracted from the loaded sprung weight to cal- rated load and no final payload has been calcu-
culate the final payload. The payload meter will lated, the payload meter will return to the
switch from the tare_zone or empty to the loading maneuvering state. After the truck travels 160m
state if swingloads are detected. By raising the dump (0.1 mile) the meter will switch to the final_zone
body while in the empty state the payload meter can and attempt to calculate the payload again. The
be manually switched back to the tare_zone to calcu- false_body_up flag will be recorded in the haul
late a new tare. cycle record.
From the empty state, the payload meter will switch 2. If the average payload is greater than 20% of
to the loading state through one of two means. If the rated load and the final payload has been calcu-
brake lock is applied, the payload meter will be ana- lated, the payload meter will switch back to the
lyzing the suspension pressures to detect a swing- hauling state. The false_body_up flag will be
load. If a swingload is detected, the meter will switch recorded in the haul cycle record.
to the loading state. The minimum size for swingload 3. If the average payload is less than 20% of rated
detection is 10% of rated load. Swingload detection load, the payload meter will switch to the
usually takes 4-6 seconds. The second method to tare_zone and begin to calculate a new empty
switch from empty to loading is through continuous tare.
loading. This can happen if the brake lock is not used
during loading. If the load increases above 50% of

Load Calculation SOURCES FOR PAYLOAD ERROR
The final load calculation is different from the last
Payload Error
swingload calculation. The accuracy of the swing
load calculation depends on loading conditions and The number one source of error in payload calcula-
the position of the truck during loading. The last tion is improperly serviced suspensions. The payload
swingload calculation is not the value recorded in meter calculates payload by measuring differences in
memory as the final load. The final load is deter- the sprung weight of the truck when it is empty and
mined by a series of calculations made while the when it is loaded. The sprung weight is the weight of
truck is traveling to the dump site. the truck supported by the suspensions. The only
method for determining sprung weight is by measur-
ing the pressure of the nitrogen gas in the suspen-
Carry Back sions. If the suspensions are not properly
maintained, the payload meter cannot determine an
Carry back is calculated as the difference between accurate value for payload. The two critical factors
the current truck tare and the clean truck tare. The are proper oil height and proper nitrogen charge.
clean truck tare is calculated using the PC software.
When the suspensions are serviced or changes are If the suspensions are overcharged, the payload
made that may affect the sprung weight of the truck, meter will not be able to determine the empty sprung
a new clean truck tare should be calculated. weight of the truck. The suspension cylinder must be
able to travel up and down as the truck drives empty.
The pressure in an overcharged suspension can
push the suspension rod to full extension. In this
Measurement Accuracy case, the pressure inside the cylinder does not accu-
Payload measurements are typically repeatable rately represent the force necessary to support that
within 1%. Accuracy for a particular scale test portion of the truck.
depends on specific combinations of pressure sen- If the suspensions are undercharged, the payload
sors and payload meters as well as the specifics of meter will not be able to determine the loaded sprung
each scale test. Comparisons from different scale weight of the truck. The suspension cylinder must be
tests are often made without considering the differ- able to travel up and down as the truck drives loaded.
ences introduced by the specific installation and If the pressure in an undercharged suspension can-
operation of the scales for each test. In addition, not support the load, the suspension will collapse
each pressure sensor and payload meter introduces and make metal-to-metal contact. In this case, the
it's own non-linearity. Each truck becomes an individ- pressure inside the cylinder does not accurately rep-
ual combination of sensors and payload meter. resent the force necessary to support that portion of
Errors from these sources can introduce up to a ±7% the truck.
bias in the payload meter calculations for a specific
scale test, for an individual truck. Low oil height can also introduce errors by not cor-
rectly supporting a loaded truck. This is why the cor-
Because the PLMIII calculates a new empty tare for rect oil height and nitrogen charge are the most
each payload, a detailed scale test must weigh the critical factors in the measurement of payload. If the
trucks empty and loaded for each haul cycle. Using a suspensions are not properly maintained, accurate
simple average of 2 or 3 empty truck weights as an payload measurement is not possible. In addition,
empty tare for the entire scale test will introduce sig- suspension maintenance is very important to the life
nificant error when comparing scale weights to of the truck.
PLMIII weights.

Loading Conditions HAUL CYCLE DATA
The final load calculation of the PLMIII system is not PLMIII records and stores data in its on-board flash
sensitive to loading conditions. The final load is cal- memory. This memory does not require a separate
culated as the truck travels away from the shovel. battery. The data is available through the download
Variations in road conditions and slope are compen- software.
sated for in the complex calculations performed by
PLMIII can store 5208 payload records. When the
the payload meter.
memory is full, the payload meter will erase the old-
est 745 payload records and continue recording.
Pressure Sensors PLMIII can store 512 alarm records in memory.

When the memory is full, the payload meter will
Small variations in sensors can also contribute to erase the oldest 312 alarm records and continue
payload calculation error. Every pressure sensor is recording.
slightly different. The accuracy differences of individ-
ual sensors along the range from 0 to 4000 psi can All data is calculated and stored in metric units within
add or subtract from payload measurements. This is the payload meter. The data is downloaded and
also true of the sensor input circuitry within individual stored in metric units within the Paradox database on
payload meters. These differences can stack up 7% the PC. The analysis program converts units for dis-
in extreme cases. These errors will be consistent and plays, graphs and reports.
repeatable for specific combinations of payload The units noted in the Table 1 are the actual units
meters and sensors on a particular truck. stored in the data file. The value for the haul cycle
start time is the number of seconds since January 1,
1970 to the start of the haul cycle. All other event
Swingloads times are referenced in seconds since the haul cycle
start time. The PC download and analysis program
Swingload calculations can be affected by conditions
converts these numbers into dates and times for
at the loading site. Parking the truck against the berm
graphs and reports.
or large debris can cause the payload meter to inac-
curately calculate individual swingloads. While the
PLMIII system uses an advanced calculation algo-
rithms to determine swingloads, loading site condi-
tions can affect the accuracy.
Speed and Distance

The payload meter receives the same speed signal
as the speedometer. This signal is a frequency that
represents the speed of the truck. The payload meter
uses this frequency to calculate speeds and dis-
tances. The meter assumes a single value for the
rolling radius of the tire. The rolling radius may
change at difference speeds by growing larger at
higher speeds. The actual rolling radius of the tire will
also change between a loaded and empty truck. The
payload meter does not compensate for these
changes.
NOTE: Earlier 730E and 830E models are subject to
incorrect speed data due to electrical interference.
The incorrect speeds are generated while the truck is
stopped. An attenuator was added to newer
production models to prevent this error from
occurring. A kit was released to update older PLMIII
systems with the attenuator. Consult your area
service representative for details.

The following information is recorded for each haul cycle:
Table 1: HAUL CYCLE DATA

Data Unit Remark
Truck # alpha- Up to 22 characters can be stored in this field to identify the truck. Typically this field will be just the
numeric truck number.
Haul Cycle Start Date/Time seconds Number of seconds from 1/1/70 to the start of the haul cycle, haul cycle starts when the meter transi-
tions from dumping to empty state after the previous haul cycle, download program converts seconds
into date and time for display
Payload tons Stored as metric, download program allows for conversion to short or long tons.
Number of Swingloads number The number of swingloads detected by the payload meter
Operator ID number This is a 4 digit number that can be entered by the operator at the start of the shift.
Warning Flags alpha Each letter represents a particular warning message about the haul cycle, details are located on page
19.
Carry-back load tons The difference between the latest empty tare and the clean truck tare
Empty haul time seconds Number of seconds in the tare_zone and empty states with the truck moving
Empty stop time seconds Number of seconds in the tare_zone and empty states with the truck stopped
Loading time seconds Number of seconds in the loading state
Loaded haul time seconds Number of seconds in the maneuvering, final_zone and loaded states with the truck moving
Loaded stop time seconds Number of seconds in the maneuvering, final_zone and loaded states with the truck stopped
Dumping time seconds Number of seconds in the dumping state
Loading start time seconds Number of seconds from the start of the haul cycle to when the meter transitions from empty to loading
state
Dump start time seconds Number of seconds from the start of the haul cycle to the time when the meter switches from loaded to
dumping state
Loaded haul distance m Distance traveled while loaded
Empty haul distance m Distance traveled while empty
Loaded max speed km/h Maximum speed recorded while the truck is loaded
Loaded max speed time seconds Number of seconds from the start of the haul cycle to the time when the max speed occurred
Empty max speed km/h Maximum speed recorded while the truck is empty
Empty max speed time seconds Number of seconds from the start of the haul cycle to the time when the max speed occurred
Peak positive frame torque ton-meter Positive frame torque is measured as the frame twists in the clockwise direction as viewed from the
operator’s seat.
Peak frame torque time seconds Number of seconds from the start of the haul cycle to the peak torque, download program converts to
time for display
Peak negative frame torque ton-meter Negative frame torque is measured as the frame twists in the counter-clockwise direction as viewed
from the operator's seat.
Peak frame torque time seconds Number of seconds from the start of the haul cycle to the peak torque, download program converts to
time for display
Peak sprung load tons Peak dynamic load calculation
Peak sprung load time seconds Number of seconds from the start of the haul cycle to the peak instantaneous load calculation
Front-left tire-ton-km/h t-km/h Tire ton-km/h for haul cycle
Front-right tire-ton-km/h t-km/h Tire ton-km/h for haul cycle
Average rear tire-ton-km/h t-km/h Tire ton-km/h for haul cycle
Truck Frame Serial Number alpha The truck serial number from the nameplate on the truck frame
Reserved 1-10 number These values are internal calculations used in the continued development of the PLMIII system and
should be ignored

Haul Cycle Warning Flags F: Final Zone to Dumping Transition
The payload meter expects haul cycles to progress in This message is generated when the payload meter
a particular way. When something unexpected takes senses a body-up while it is calculating the final pay-
place, the system records a warning flag. Several load indicating that the operator has dumped the
events within the haul cycle can cause a warning flag load. It may also be generated if the body-up signal is
to be generated. Each one indicates an unusual not properly reaching the payload meter and the
occurrence during the haul cycle. They do not neces- weight in the truck falls dramatically while the truck is
sarily indicate a problem with the payload meter or calculating the final payload.
payload calculation.
H: False Body Up
A: Continuous Loading
This message indicates that the body was raised dur-
This message is generated when the truck is loaded ing the haul cycle without the load being dumped.
over 50% full without the payload meter sensing The body-up signal indicated that the truck was
swingloads. This indicates that a continuous loading dumping, but the weight of the truck did not fall below
operation was used to load the truck. It may also indi- 20% of the rated load.
cate that the payload meter did not receive the brake
lock input while the truck was being loaded. There I: Body Up Signal Failed
may be a problem with the wiring or the brake lock This message indicates that the load was dumped
was not used. The payload meter will not measure without a body-up signal being received by the pay-
swingloads unless the brake lock is used during the load meter. The weight of the truck fell below 20%,
loading process. but the payload meter did not receive a body-up sig-
nal from the sensor.
B: Loading to Dumping Transition
This message is generated when the payload meter J: Speed Sensor Failed
senses a body up input during the loading process. This message indicates that the payload meter
This message is usually accompanied by a sensed the truck loading and dumping without
no_final_load flag. receiving a speed signal.
C: No Final Load K: New Tare Not Calculated
This message is generated when the payload meter The payload meter was not able to accurately calcu-
is unable to determine the final payload in the truck. late a new empty sprung weight for the truck to use
Typically, this means that the payload meter switched as the tare value for the haul cycle. The tare value
from a loaded state to the dumping state before the from the last haul cycle was used to calculate pay-
load could be accurately measured. load.
D: Maneuvering to Dumping Transition L: Incomplete Haul Cycle
This message is generated when the payload meter The payload meter did not have proper data to start
senses a body-up input during the maneuvering or the haul cycle with after powering up. When the
repositioning process indicating that the operator has PLMIII powers off, it records the data from the haul
dumped the load. It may also be generated if the cycle in progress into memory. This flag indicates
body-up signal is not properly reaching the payload that this data was not recorded the last time the pay-
meter and the weight in the truck falls dramatically load meter was shut down. This can happen when
while the truck is maneuvering or repositioning. the main battery disconnect is used to shut the truck
down instead of the key switch. A haul cycle with this
E: Average Load or Tare Used
warning flag should not be considered accurate. Haul
This message indicates that the recorded payload cycles with this warning are displayed in red on the
may not be as accurate as a typical final load calcula- Payload Summary window and are not included in
tion. Typically, this is recorded when loading begins the summary statistics for reports or display.
before an accurate tare is calculated or the load is
dumped before the load can be accurately mea-
sured.

M: Haul Cycle Too Long Sprung Weight Data
The haul_cycle_too_long flag indicates that the haul The payload meter is constantly monitoring the live
cycle took longer than 18.2 hours to complete. The payload calculation. This value naturally rises and
times stored for particular events may not be accu- falls for a loaded truck depending on road and driving
rate. This does not affect the payload calculation. conditions. The payload meter records the top 5
highest payload calculations and the time they
occurred. This information is stored in permanent
N: Sensor Input Error memory inside the meter.
An alarm was set for one of the 5 critical sensor

inputs during the haul cycle. The five critical sensors
Maximum Speed Data
are the four pressure sensors and the inclinometer.
Without these inputs, the payload meter cannot cal- The payload meter records the top 5 highest speeds
culate payload. A haul cycle with this warning flag and the time they occurred. This information is stored
should not be considered accurate. Haul cycles with in permanent memory inside the meter.
this warning are displayed in red on the Payload
Summary window and are not included in the sum-
mary statistics for reports or display. Alarm Records
The payload meter stores alarm records to give ser-
vice personnel a working history of the system. All
codes are viewed using the PC connected to the
Frame Torque Data payload meter. Active codes are also displayed on
the two-digit display on the meter itself. Each code
Payload meter records the top 5 peak positive and
has a specific cause and should lead to an investiga-
negative frame torque values and the time they
tion for correction. Some failures can be overcome
occurred. The frame torque is a measure of the twist-
by the payload meter. Haul cycle data will indicate if
ing action along the centerline of the truck. Positive
an alarm condition was present during the cycle. Fail-
frame torque is measured when the suspension
ures with the suspension or inclinometer sensors
forces on the front of the truck act to twist the frame
cannot be overcome.
in the clockwise direction as viewed from the opera-
tor's seat. Negative frame torque is measured when
the forces from the suspensions act in the opposite
direction.
For example, if the left front and right rear pressure
rises as the right front and left rear pressure drops,
the truck frame experiences a twisting motion along
the longitudinal centerline. In this case, the payload
meter will record a positive frame torque.
The 5 highest values in the positive and negative
direction are stored in permanent memory within the
payload meter.

Fault Code Data
Table 2:
Fault Code Name Description
1 Left front pressure high Input current > 22 ma
2 Left front pressure low Input current < 2 ma
3 Right front pressure high Input current > 22 ma
4 Right front pressure low Input current < 2 ma
5 Left rear pressure high Input current > 22 ma
6 Left rear pressure low Input current < 2 ma
7 Right rear pressure high Input current > 22 ma
8 Right rear pressure low Input current < 2 ma
9 Inclinometer high Input voltage < 0.565 VDC
10 Inclinometer low Input voltage > 5.08 VDC
11 Speed input failure Not Used
12 Brake lock input failure Not Used
13 Body-up input failure Payload meter detected dumping activity without receiving a body up signal
16 Memory write failure Indicates possible memory problem at power start up. Cycle power and recheck.
17 Memory read failure Indicates possible memory problem at power start up. Cycle power and recheck.
18 Rear right suspension flat Payload meter detected an undercharged suspension condition on the rear right suspension.
19 Rear left suspension flat Payload meter detected an undercharged suspension condition on the rear left suspension.
20 Time change Payload meter time was changed by more than 10 minutes. The Alarm Set time indicates
original time. The Alarm Clear time indicates the new time.
21 Tare value reset The user manually forced the payload meter to reset the haul cycle empty (tare) sprung
weight. This forced the meter into the tare_zone state and lost all data for the previous haul
cycle.
22 Excessive carryback The payload meter detected an empty carryback load in excess of the user-defined carryback
threshold on two consecutive haul cycles.
26 User switch fault - SELECT Select switch on for more than 2 minutes, may indicate short to ground
27 User switch fault - SET Set switch on for more than 2 minutes, may indicate short to ground

PC SOFTWARE OVERVIEW Installing the PLMIII Software
The PC software has several basic functions: The CD ROM containing the Payload Data Manage-
ment (PDM) Software will automatically begin instal-
• Configure the PLMIII system on the truck.
lation when it is inserted into the drive on the PC. If
• Troubleshoot and check the PLMIII system. this does not happen, the software can be installed
by running the Setup.exe program on the CD ROM.
• Download data from the PLMIII system.
• Analyze data from the payload systems. The minimum PC requirements for running the soft-
ware is a Pentium 133Mhz with 64 MB of ram and at
least 300 MB of free hard drive space available. For
Configuration, troubleshooting and downloading improved performance, the recommended PC would
require a serial connection to the payload meter on be a Celeron, AMD K6-2 or better processor with 128
the truck. Analysis can be done at any time without a MB of ram running at 400 Mhz. The PDM Software
connection to the payload meter. uses a powerful database to manipulate the large
amounts of data gathered from the PLMIII system.
Payload data is downloaded from several trucks into Using a more powerful computer and added memory
one database on the PC. The database can be que- to run the software can result in a significant
ried to look at the entire fleet, one truck or truck improvement in performance. The software is written
model. The data can be graphed, reported, imported to use a minimum 800 x 600 screen resolution.
or exported. The export feature can take payload
data and save it in a format that spreadsheet pro-
grams like Excel or word processing programs can
easily import.
System Configuration
PLMIII needs to be configured for operation when it
is first installed on the truck. This process requires
several steps and uses the laptop computer to make
the necessary settings. The setup procedure can be
broken down into several steps:
• Connecting the laptop to the PLMIII system.

• Starting communications
• Setting the time & date
• Setting the truck type
• Setting the truck ID
• Setting the speedometer/display gauge units

DOWNLOADING DATA
PLMIII records many types of data. The PLMIII PC To download the payload meter:
software is designed to download the data from a 1. Connect to the payload meter and start the PC
whole truck fleet. Instead of creating one data file for software.
each truck, the PC software combines all the data
2. From the main menu, select "Connect to Pay-
from many trucks into one database on the hard
load Meter". The PC will request the latest sta-
drive of the computer. The software then allows
tus information from the payload meter. The
users to query the database to create custom reports
number of haul cycles and alarms will be dis-
and graphs. Data for individual trucks or groups of
played.
trucks can be easily analyzed. This same data can
be exported for use in other software applications like 3. Select the "Begin Download" button. The PC
word processors and spreadsheet applications. will request the payload and alarm data from
the payload meter and save it into the data-
As the database grows, performance of the PC soft- base. This may take several minutes. A prog-
ware for analysis will slow down. It may be helpful to ress bar at the bottom will show the
periodically export data. For example, query the approximate time left.
database to show the oldest quarter, month, or half
year and print out a summary report. Then export the
data to a compressed format and save the file in a
secure location. Once the data is exported, delete
the entire query results from the database. If neces-
sary, the data can easily be imported back into the
main database for analysis at a future date. Remov-
ing this older data will improve performance.
The PC software downloads the data from the pay-

load meter into a single Paradox database. The data
from all the trucks is added to the same database.
Downloading the payload meter can take several
minutes. The data is added to the database on the
laptop used to download.
To move the data to another computer, a query must
be run to isolate the particular data for export. Do not
press the operator switch on the dashboard while
downloading

PLM III SYSTEM CONFIGURATION Short Tons: Payload is displayed in short tons, dis-
tances and speeds will be displayed in Miles
Starting Communications
Metric Tons: Payload is displayed in metric tons, dis-
The PDM software allows users to download and tances and speeds are displayed in Kilometers
configure the system.
Long Tons: Payload is displayed in long tons, dis-
tances and speeds are displayed in Miles
Time Units
Minutes and Seconds Example:
Five minutes and thirty-two seconds = 5:32
Decimal Minutes Example:
Five minutes and thirty-two seconds = 5.53
Connection Menu
Before connecting to the payload meter, select

"Change Program Options" and confirm that the pro-
gram has selected the correct laptop serial port. Most
laptop computers use Comm 1 for serial communica-
tions. The units displayed for reports and graphs by
the PC software can be set on this form. Click “Done”
to return to the main menu.
The connection screen displays basic system infor-

mation to the user.
• Frame S/N should agree with the truck serial
number from the serial plate located on the truck
frame.
• Truck Number is an ID number assigned to the
truck by the mine.
• The Payload Meter Date / Time values come
from the payload meter at the moment of
From the main menu, click the "Connect to Payload connection.
Meter" button. The PC will try to connect to the pay- • Number of Haul Cycle Records is the number of
load meter and request basic information from the haul cycles records stored in memory and
system. In the event of communications trouble, the available for download.
PC will try 3 times to connect before "timing-out". • Number of Active Alarms shows how many
This may take several seconds. alarms are currently active in the system at the
time of connection. If there are active alarms, the
"Display Active Alarms" button is available.
Displayed Payload Units • Number of Inactive Alarms shows how many
alarms have been recorded in memory and are
Three options are available for the display of units in
available for download.
the PC software, reports, and graphs:
• PLM Software Version displays the current
version of software in the payload meter.
The information on the connection menu comes from
the configuration of the payload system on the truck.

There are also many configuration and download Setting the Date and Time
options available from this screen. The Connection
Menu is updated only when the connection is first
made. It does not update automatically. To view
changes made while connected, the user must close
the window and reconnect to the payload meter.
The connection menu is displayed after a serial con-
nection has been established and the PC software The time shown on the form is the time transmitted
has connected to the payload meter. from the payload when the connection was first
established.
Connecting to the Payload Meter

Communications to the PLMIII requires a laptop
computer running the PDM software. The software
connects to the payload meter through the meter's
serial port #1. This is the same port used by the
speedometer/display gauge. When the laptop is
using the serial port, the lower display on the opera-
tor gauge on the dashboard will be blank. This does
not affect the operation of the speedometer.
The date and time are maintained by a special chip
• Connect the laptop to the system using the on the PLMIII circuit board. The memory for this chip
EF9160 or PC2525 communications harness. is maintained by a large capacitor when the power is
The download connector is typically located on removed from the payload meter. This will maintain
the housing mounted in the cab to the back wall. the date and time settings for approximately 30 days.
The PLMIII system uses the same connection as After this time, it is possible for the payload meter to
the Payload Meter II system.
lose the date and time setting. It is recommended
Configure the Payload Meter that the system be powered every 20 days to main-
tain the date and time. If the date and time is lost,
Configuration of the payload meter requires a serial reset the information using this procedure. It takes
connection to the PLMIII system. Clicking the "Con- approximately 90 minutes to recharge the capacitor.
figure Payload Meter" button will bring up the Truck
Configuration screen and menu. This screen displays Changing the date and time will affect the haul cycle
the latest configuration information stored on the in progress and may produce unexpected results in
payload meter. the statistical information for that one haul cycle.
When changes are made to the configuration, the NOTE: If the truck is equipped with KOMTRAX Plus,
"Save Changes" button must be pressed to save the do not set the time or date in the PLM III controller.
changes into the payload meter. To confirm the The PLM III clock is synchronized by the KOMTRAX
changes, exit to the main menu and re-connect to the Plus clock.
payload meter. To change the time:
1. Click on the digit that needs to be changed.
2. Use the up/down arrows to change or type in
the correct value.
3. Press the "Save Changes" button to save the
new time in the payload meter.
To change the date:
1. Click on the digit that needs to be changed.
2. Type in the correct value or use the pull-down
calendar to select a date.
3. Press the "Save Changes" button to save the
new time in the payload meter.

Setting the Truck Type Setting the Truck Number
Most mining operations assign a number to each
piece of equipment for quick identification. This num-
ber or name can be entered in the Truck Number
field. It is very important to enter a unique truck num-
1. From the Truck Configuration screen, use the
ber for each truck using the PLMIII system. This
pull-down menu to select the truck type that the
number is one of the key fields used within the haul
payload meter is installed on.
cycle database. The field will hold 20 alpha-numeric
2. Press the "Save Changes" button to program characters.
the change into the meter.
1. On the Truck Configuration screen, enter the

Setting the Gauge Display Units truck number in the appropriate field.
The payload meter speedometer / display gauge dis- 2. Press the "Save Changes" button to program
plays the speed on the upper display. The units for the change into the payload meter.
the speed display are selected using a jumper on the
rear of the case.
Setting the Komatsu Distributor
The payload units on the lower display can be
changed from metric to short tons or long tons using This field in the haul cycle record can hold the name
the Truck Configuration screen. This selection also of the Komatsu distributor that helped install the sys-
switches between metric (kg/cm2) and psi (lbs/in 2) tem. Komatsu also assigns a distributor number to
for the live display of pressure on the gauge. each distributor. This number is used on all warranty
claims. This Komatsu distributor number can also be
1. From the Truck Configuration screen, select the put into this field. The field will hold 20 alpha-numeric
payload units to be used on the lower display of characters.
the speedometer/display gauge.
2. Press the "Save Changes" button to program
the change into the payload meter. 1. On the Truck Configuration screen, enter the
distributor name or number in the appropriate
field.
Setting the Frame Serial Number 2. Press the "Save Changes" button to program
the change into the payload meter.
Setting the Komatsu Customer

This field in the haul cycle record can hold the name
of the mine or operation where the truck is in service.
Komatsu also assigns a customer number to each
The frame serial number is located on the plate
customer. This number is used on all warranty
mounted to the truck frame. The plate is outboard on
claims. This Komatsu customer number can also be
the lower right rail facing the right front tire. It is very
put into this field. The field will hold 20 alpha-numeric
important to enter the correct frame serial number.
characters.
This number is one of the key fields used within the
haul cycle database. The field will hold 20 alpha-
numeric characters. 1. On the Truck Configuration screen, enter the
1. On the Truck Configuration screen, enter the customer name or number in the appropriate
truck frame serial number in the appropriate field.
field. 2. Press the "Save Changes" button to program
2. Press the "Save Changes" button to program the change into the payload meter.
the change into the payload meter.

Clean Truck Tare Inclinometer Calibration
The payload meter uses the clean truck tare value to The inclinometer calibration procedure is designed to
calculate carry-back load for each haul cycle. The compensate for variations in the mounting attitude of
carry-back stored in the haul cycle record is the new the inclinometer. The inclinometer input is critical to
empty tare minus the clean truck tare. the payload calculation.
This procedure should be performed after service to This procedure should be performed on relatively flat
the suspensions or when significant changes are ground. Often the maintenance area is an ideal loca-
made to the sprung weight of the truck. Before per- tion for this procedure.
forming this procedure, be sure the suspensions are 1. After cleaning debris from the truck and check-
properly filled with oil and charged. It is critical to pay- ing to see that the suspensions are properly
load measurement that the proper oil height and gas serviced, use the PLMIII software to connect to
pressure be used. the payload meter.
Once the clean tare process is started, the payload 2. From the "Truck Configuration" screen, select
meter will begin to calculate the clean empty sprung "Inclinometer".
weight of the truck. This calculation continues while 3. With the truck stopped and the parking brake
the truck drives to the next loading site. Once the on, press the “Start” button. This instructs the
procedure is started, there is no reason to continue payload meter to sample the inclinometer once.
to monitor the process with the PC. The truck does 4. Turn the truck around. Drive the truck around
not need to be moving to start this procedure. and park in the exact same spot as before, fac-
1. After cleaning debris from the truck and checking the other direction.
ing to see that the suspensions are properly 5. With the truck stopped and the parking brake
serviced, use the PLMIII software to connect to on, press the “Start” button. This instructs the
the payload meter. payload meter to sample the inclinometer
2. From the "Truck Configuration" screen, select again. The payload meter will average the two
"Clean Truck Tare". samples to determine the average offset.
3. Be sure to follow the screen instructions. 6. Be sure to follow the screen instructions.

DATA ANALYSIS
PAYLOAD SUMMARY FORM
The data analysis tools allow the user to monitor the Sorting on Truck Unit Number
performance of the payload systems across the fleet.
The truck unit number is the truck unit number
Analysis begins when the "View Payload Data" but-
entered into the payload meter when it was config-
ton is pressed. This starts an "all trucks, all dates, all
ured at installation. The query can be set to look for
times" query of the database and displays the results
all trucks or one particular truck number. When the
in the Payload Summary Form.
program begins, it searches through the database for
The user can change the query by changing the all the unique truck numbers and creates a list to
dates, times, or trucks to include in the query for dis- select from.
play.
Choosing one particular truck number will limit the
Haul cycles in the data grid box at the bottom can be data in the displays, summaries and reports to the
double-clicked to display the detailed results of that one selected truck. To create reports for truck num-
haul. ber 374, select 374 from the pull-down menu and hit
the "Query Database and Display" button.
Creating a Query
The program defaults to show all trucks, all types, all
dates and all times for the initial query. The display Sorting on Truck Type
can be narrowed by selecting which trucks or types
The truck type is the size of the truck from the family
to view and for what dates and times.
of Komatsu trucks. This allows the user to quickly
The query items are added in the "AND" condition. If view results from different types of trucks on the
the user selects a truck # and date range, the query property. For example, a separate report can be gen-
will sort the data for that truck number AND the date erated for 830E and 930E trucks.
range.

Sorting on Date Range
The default query starts in 1995 and runs through the
current date on the PC. To narrow the range to a
specific date, change the “From” and “To” dates.
For example, to view the haul cycle reports from
truck 374 for the month of July, 2000:
1. Select truck 374 from the Truck Unit pull-down

menu.
3. Change the “To” date to January 8, 2000.
4. Change the “From” time to 06:00.
5. Change the “To” time to 18:00.
6. Press the "Query Database and Display" to

view the results.
2. Change the “From” date to July 1, 2000.
This query will display haul cycles from January 5 to

January 8, from 6:00 AM to 6:00 PM.
Date
Time
Jan 5, 2000 Jan 6, 2000 Jan 7, 2000 Jan 8, 2000 Jan 9, 2000
0:00
6:00
3. Change the “To” date to July 31, 2000.

4. Press the "Query Database and Display" to
view the results. 12:00
Sorting on Time Range

The time range sorts the times of the day for valid 18:00
dates. Changing the time range to 6:00AM to 6:00PM

will limit the payloads displayed to the loads that
occurred between those times for each day of the 24:00
date range. Times are entered in 24:00 format. To
Query : Date: 1/5/00 to 1/8/00
view the haul cycle reports from the first shift for truck Daily Shift Time: 6:00 to 18:00
Haul Cycles Included in the Query
374 from January 5, 2000 to January 8, 2000:

The shift times selected can extend the query past
1. Select truck 374 from the Truck Unit pull-down the original date. If the dates set for the query are
menu. January 5 to January 8 and the times were changed
to query the 6:00 PM (18:00) to 6:00 AM (06:00) shift,
the results would extend into the morning of the 9th.
This can been seen in the following example:
2. Change the “From” date to January 5, 2000.

Creating Reports
Time
Date
Reports can be generated and viewed on the screen
Jan 5, 2000 Jan 6, 2000 Jan 7, 2000 Jan 8, 2000 Jan 9, 2000
0:00
or printed. These reports are generated from the
query displayed on the Payload Summary Screen.
From the example in "Sorting on Time Range", the
report printed would only contain data from truck 374
6:00
during the month of July 2000, from 8:00 AM to 5:00
PM.
12:00
It is important to carefully select the query data and
press the "Query Database & Display" button before
printing a report.
18:00
24:00
Query : Date: 1/5/00 to 1/8/00

Haul Cycles Included in the Query
Daily Shift Time: 18:00 to 6:00
Payload Detail Screen

The Payload Detail screen gives the details for any
individual haul cycle. From the “Payload Summary”
screen, double-click on any haul cycle to display the
detail.

NOTE: Some haul cycles may contain the Sensor
Input warning flag. This indicates that one of the four
pressure sensors or inclinometer was not functioning
properly during the haul cycle. Haul cycles with this
warning are displayed in red on the Payload
Summary window and are not included in the
summary statistics for reports or display.
Summary - one page report

A summary of the queried data can be printed onto 1
page. The cycle data is summarized onto one sheet.
Displayed is the speeds, cycle times, load statistics,
frame and tire data.
Detailed - multi-page report

The detail report starts with the summary report and
follows with pages of data for each haul cycle. The
detailed report prints date, time, payload, cycle
times, and cycle distances, speeds and the number
of swing loads.

Creating Graphs Exporting Data
The PLMIII software can generate graphs that
quickly summarize payload data. These graphs can
be customized for printing. Just like the reports, the
graphs are generated from the query displayed on
the “Payload Summary” screen. From the "Sorting on
Time Range" example, the graph that is printed
would only contain data from truck 374 during the
month of July 2000, from 8:00 AM to 5:00 PM.
It is important to carefully select the query data and
press the "Query Database & Display" button before
creating a graph.
The data from the database can be exported for use
1. From the Payload Summary Screen select the with other software applications. The data is selected
“Graph” button at the bottom. The Histogram from the currently displayed query. The exported
Setup screen will display data can be put into a ".cvs" file or a compressed
".zip" file.
• The “.cvs” format allows data to be easily

imported into spreadsheet applications and word
processing applications.
• The “.zip” format allows data to be transferred
from one computer to the PDM Software
database on another computer. This offers a
compact way to transfer data from one computer
to another.
CSV Export
2. Enter the "Lowest Value". This will be the low-

est payload on the graph. Any payloads less
than this value will be summed in the first bar.
3. Enter the "Highest Value". This will be the high-
est value on the graph. Payloads over this value
will be summed in the last bar.
4. Enter the "Incremental Change". This will deter-
mine the number of bars and the distance
between them. The program limits the number
of bars to 20. This allows graphs to fit on the
screen and print onto 1 page. CSV stands for Comma Separated Value. This is an
ASCII text file format that allows spreadsheet appli-
5. Press the “Create Graph” button.
cations like Excel and Lotus 123 to import data eas-
The graph will be displayed based on the query set- ily. To export the data into a ".csv" file, press the
tings from the Payload Summary screen. The graph "Export" button at the bottom of the payload sum-
can be customized and printed. mary screen and select "To CSV". The program will
request a filename and location for the file.

• Reserved 1-5, 7-10: These values are internal
calculations used in the continued development
of PLMIII and should be ignored.
• Reserved 6: This value is the payload estimate
at the shovel just before the truck begins to
move.
Two sets of data are exported. At the top of the file

will be the haul cycle data. The columns, left to right
are:
• Truck number
• Haul cycle start date The second series of data below the haul cycle data
• Haul cycle start time is the alarms. The alarm columns, left to right are:
• Payload
• Swingloads
• The alarm type
• Operator ID
• The date the alarm was set
• Warning Flags
• The time the alarm was set
• Carry Back
• Alarm description
• Total Haul Cycle time
• The date the alarm was cleared
• Empty Running Time
• The time the alarm was cleared
• Empty stop time
• Loading time
• Loaded running time
Compressed
• Loaded stopped time
• Dumping time
• Loading start time
• Dumping start time
• Loaded haul distance
• Empty haul distance
• Loaded maximum speed
• Time when loaded maximum speed occurred
• Empty maximum speed
• Time when loaded maximum speed occurred
• Maximum + frame torque
• Time when the maximum + frame torque
occurred
• Maximum - frame torque This export function allows the data from one laptop
• Time when the maximum - frame torque to be transferred to another computer. This can be
occurred useful when a service laptop is used to download
• Maximum sprung weight calculation
multiple machines and transfer the data to a central
• Time when the maximum sprung weight
calculation occurred computer for analysis. This can also be used to copy
• Left Front Tire-kilometer-hour haul data from a particular truck onto a diskette for
• Right Front Tire-kilometer-hour analysis.
• Average Rear Tire-kilometer-hour The file format is a compressed binary form of the
• Frame serial number
displayed query. The file can only be imported by
another computer running the PDM Software.

To export data in ZIP format: Deleting Haul Cycle Records
1. Confirm that the data displayed is the query To delete haul cycle records from the main database,
data that needs to be exported. press the "Delete" button at the bottom of the “Pay-
2. From the payload summary screen, press the load Summary” screen. The program will display a
"EXPORT" button and select "To ZIP". summary of the records from the displayed query. To
delete a record, select one at a time and press the
3. The program will ask for a filename and loca- "Delete" button. It is recommended that records be
tion. exported to a .zip file for archival purposes before
deletion. Multiple records may be selected by holding
down the Shift key. Pressing the "Delete All" button
Importing Data
will select all the records from the current query and
This import function allows the data from one laptop delete them.
to be transferred to another computer. This can be
useful when a service laptop is used to download
multiple machines and transfer the data to a central NOTE: There is no recovery for records that have
computer for analysis. This can also be used to copy been deleted from the main database. It is highly
haul data from a particular truck from a diskette into a recommended that all records be exported and
database for analysis. archived in a compressed file format for future
reference before being deleted.
To import data, press the "IMPORT" button at the
bottom of the “Payload Summary” screen. The pro-
gram will ask for a ".zip" file to import, locate the file
and press "Open". The program will only import ".zip"
files created by another computer running the PDM
Software.

Viewing Alarms Deleting Alarm Records
From the Payload Summary screen, click the To delete alarm records from the main database,
“Alarms” button to display the alarm screen. The press the "Delete" button at the bottom of the “Alarm
alarms are sorted by the query settings from the Pay- Display” screen. The program will display a summary
load Summary screen. Alarms can be displayed as of the alarms from the query. To delete an alarm,
Active or Inactive. select one at a time and press the "Delete" button. It
is recommended that the query data be exported to a
“.zip” file for archival purposes before deletion. Multi-
ple records may be selected by holding down the
Shift key. Pressing the "Delete All" button will select
all the alarms from the current query and delete
them.
NOTE: There is no recovery for alarms that have

been deleted from the main database. It is highly
recommended that all records be exported and
archived in a compressed file format for future
reference before being deleted.

TROUBLESHOOTING SECTION
TROUBLESHOOTING Real-Time Data Display
Troubleshooting the PLMIII system is done through

the PC software you can:
• View active alarms.

• View the sensor inputs using the Real-Time Data
Display.
• Test the payload lights.
• Create log files of sensor inputs for further analy-
sis.
• These activities require a connection to the
PLMIII system. The PC software can be used to view the 'live' input
readings from the payload meter. The numbers dis-
played are 1-second averages.
Viewing Active Alarms
1. Connect to the payload meter and start the PC
Active alarms are alarms that have been set, but not software.
yet cleared. Each alarm is set when the conditions
for activation are held for 5 seconds. Each alarm is 2. From the main menu, select "Connect to Pay-
cleared when the condition has been returned to nor- load Meter". The PC will request the latest sta-
mal range for 5 seconds. For example, 5 seconds tus information from the payload meter.
after the left-rear pressure sensor is disconnected, 3. Select the "Real Time Data" button. The data
the LR-Pressure Lo alarm will be activated. This can screen will pop up. The PC will request the pay-
be viewed using to the "Connect to Payload Meter" load meter to begin transmitting data.
screen. 5 seconds after the pressure sensor is re- 4. To exit, press the “Close” button.
connected, the alarm will clear and be recorded in
memory. The units for each measurement are determined by
the setting in the Program Options for the PC soft-
Active alarms are recorded in memory as "cleared" ware. The four suspension pressures and inclinome-
when the key switch is turned off. When power is ter are shown. The status of the Body-Up and Brake-
restored to the payload meter, the alarms will be re- Lock inputs is also shown. The haul cycle state and
activated if the conditions still exist for 5 seconds. speed is displayed. The current sprung weight is dis-
To view active alarms: played. This differs from pure payload. The sprung
weight is a measurement of the weight of the truck
1. Connect to the payload meter and start the PC above the suspension. It does not include the tires,
software. spindles, wheel motors, drive case, or anything
2. From the main menu, select "Connect to Pay- below the suspensions.
tus information from the payload meter. Testing the Payload Lights
3. If there are active alarms, the "Display Active The real time data display also allows the user to
Alarms" button in the lower left corner will be individually power the payload lights. This can be
available. If the button is not available, there are useful for testing the lights. To turn on a particular
no active alarms at the time of connection. The color payload light:
screen does not automatically refresh. If a con-
1. Click the check box beside the color light to
dition changes to cause an alarm, the user must
power.
exit and re-enter the "Connect to Payload
Meter" screen. 2. Press the "Set Lights" button to turn on the light.
3. Uncheck the box and press "Set Lights" to turn
off the light.
The lights will return to their normal state when the
real time data display is closed.

Creating Log Files of Inputs Daily Inspections
The PC software can create a text file of the live data An important part of maintaining the Payload Meter
stream from the payload meter. This can be very III (PLMIII) system is monitoring the basic inputs to
useful for diagnostic purposes. The data is written the system. It is recommended that the truck opera-
into a text data file in comma separated value format. tor walk around the truck and visually inspect the fol-
The data is recorded in metric units at 50 samples lowing:
per second. The data file can grow large very quickly.
• Charging condition of the suspensions - not flat,
Each sample writes one line into the ASCII file in not overcharged.
comma separated format.
• Pressures in the suspensions - check
The order for each line of data in is: suspensions by using the operator gauge and the
• Date operator switch.
• Time
• Sprung Weight
• LF Pressure Periodic Maintenance
• RF Pressure
• LR Pressure It is recommended that the following items be
• RR Pressure checked every 500 hours:
• Incline • Confirm the suspension pressures using external
• Speed gauges.
• Body Up State (1=up)
• Brake Lock State (1=on) • Confirm proper suspension height.
• Payload State • Confirm suspensions do not collapse and make
• Status Flags metal-to-metal contact when the truck is loaded.
• Spare
• Confirm that inclinometer indicates positive (+)
values for truck nose up, and negative (-) values
for truck nose down.
To create a log file:
1. Connect to the payload meter and start the PC
software. In addition, it may be useful to confirm proper opera-
tion of the suspensions by riding the truck during a
2. From the main menu, select "Connect to Pay-
complete haul cycle. Record the suspension pres-
sures using the CSV log file tool in the Payload Data
tus information from the payload meter.
Manager software for the PC. The suspension pres-
3. Select the "Real Time Data" button. The real sures in this log file can be graphed to inspect for flat
time data screen will pop up. The PC will or overcharged suspensions.
request the payload meter to begin transmitting
data.
4. Click the "Set File Name” button and enter a
name and location for the text file. The default
extension is ".txt". This data can be easily
imported into spreadsheets as a comma sepa-
rated value (.csv) format.
5. Once the filename has been entered, the Start
Log and Stop Log buttons will be active.
6. Press the “Start Log” button to start taking data
and recording into the file. Once a file is started,
it cannot be stopped and started again.
7. Press the “Stop Log” button to stop recording
data. Attempting to start the log file again will
overwrite the previous file and erase the previ-
ous data. To gather more data, close the real
time data window, start it again and create a
new log file.

Abnormal Displays at Power-Up
The payload meter performs several internal memory system checks every time it powers-up. In case of error, the
operator gauge may display an error code when power is applied to the PLMIII system.
Er:01 - Bad Truck Configuration error indicates that the meter encountered an error while reading the current truck
configuration record from memory.
Er:02 - Bad Calibration Record error indicates that the meter encountered an error while passing messages
between the microprocessors on the circuit board.
Er:03 - Interprocessor Communications error indicates that the meter encountered an error while passing mes-
sages between the microprocessors on the circuit board.
To resolve these errors:
• If these errors persist after reprogramming, the primary and secondary processors then the payload meter
must be replaced.

No Payload Display When Key Switch is Turned ON
• Confirm battery voltage in PLMIII junction box between TB45-A (positive) and TB45-X (ground).
• Check the 5A circuit breaker (CB A) in PLMIII junction box.
• Check all connectors and terminal connectors in the power circuits to the payload meter.
• If two digit display on payload meter displays 00 then 88 on power up, continue to “No Display on Operator
Display”. This two digit display normally alternates 0 on each display. In the case of active alarms, this display
will show the code for each active alarm. The alarm codes are in the operation section.

No Display on Speedometer
No Display on Operator Display
• If the speedometer works but the operator displays remain blank, confirm payload connections at “No Payload
Display When Key Switch is Turned ON”.

No Communications With PC
In a case where the laptop PC will not properly connect to the PLMIII system:
• Confirm power to the payload meter.
• Confirm laptop serial port setting using the PC software. From the mail menu select "Change Program
Options". Confirm that the selected serial port is correct and that it is available.
• Confirm that a Personal Digital Assistants (PDA) synchronization software is not using the serial port. Often,
PDA software like Palm Pilot’s HotSync software will take control of the serial port and not let other applications
use the serial connection. Close the synchronization software and retry the Payload Data Manager software.
• Confirm Operator Switch use. If this switch works properly, it confirms that the communications wiring between
the payload meter and the junction box is functional.
• Before the beginning of troubleshooting, turn key switch OFF. Wait 1 minute and turn key switch ON.

Load Lights Don’t Light During Loading
• Confirm that the truck operator uses the brake lock switch (NEUTRAL) during loading. Without this input, the
payload meter will not properly recognize swingloads.
• Confirm bulbs in payload lights by using lamp check mode.
• Confirm 15A breaker CB-B in payload junction box.
• To continue troubleshooting, turn on all the payload lights using the lamp check mode of the Payload Data
Manager software.

Load Lights Remain ON
Load Lights Remain ON During Dumping
Display Doesn't Clear When The Load Is Dumped
• Confirm the body up switch signal. When the body up signal is not properly received during dumping, the
payload meter may maintain the lights after the body is lowered.
• Confirm the payload light wiring using the procedures in "Load Lights Don't Light During Loading".

Calibration Problems
• Confirm that the truck is empty and clean.

• Confirm that the payload meter is in the proper haul state. The payload meter must be in the empty, or tare
zone states to begin calibration. This can be checked by using the real-time monitor mode of the Payload Data
Manager software.
• The payload meter can be reset to acknowledge the beginning of a new haul cycle by raising the body when
the truck is empty. This may be necessary after servicing the suspensions.

Alarm 1 - Left Front Pressure High
Alarm 2 - Left Front Pressure Low
Troubleshoot Wiring to Left Front Suspension

These alarms indicate that the current being read by the payload meter is higher than 22ma or lower than 2ma.
The pressure sensor is designed to output 4-20ma over a pressure range of 27 579 kPa (4000 psi).
• Confirm 18V sensor supply at TB46-L in payload junction box.
• Confirm proper connection of signal circuit 39FD from left suspension connection box, TB42-B to payload
junction box TB46-F to payload meter connector R264, pin 39.

Alarm 3 - Right Front Pressure High
Alarm 4 - Right Front Pressure Low
Troubleshoot Wiring to Right Front Suspension

• Confirm proper connection of signal circuit 39FC from right suspension connection box, TB41-B to payload
junction box TB46-G to payload meter connector R264, pin 20.

Alarm 5 -Left Rear Pressure High
Alarm 6 - Left Rear Pressure Low
Troubleshoot Wiring to Left Rear Suspension


Alarm 7 - Right Rear Pressure High
Alarm 8 - Right Rear Pressure Low
Troubleshoot Wiring to Right Rear Suspension


Alarm 9 - Inclinometer High
Alarm 10 - Inclinometer Low
Troubleshoot Inclinometer Wiring

These alarms indicate that the voltage to the payload meter from the inclinometer is out of range. The voltage on
signal 39FE should be greater than 0.5V and less than 5.0V as measured in the junction box between TB46-.

Alarm 13 - Body Up Input Failure
The payload meter senses when the load is dumped without receiving a body-up signal. When the load quickly
drops below 50% without the body up signal, Alarm 13 is set. The alarm will be cleared when a normal dump cycle
is detected. A normal dump cycle will be detected when the body up signal is received, the load drops quickly and
the body down signal is received.

Alarm 16 - Memory Write Failure
Alarm 17 - Memory Read Failure

These alarms indicate that the payload meter has encountered a problem internally with its memory. It is recom-
mended that power to the payload meter be removed for 1 minute. First turn the key switch OFF. Wait 30 seconds,
then turn the battery disconnect OFF. Wait 1 minute before restoring power.
In cases where re-powering the payload meter does not restore normal operation, it may necessary to reprogram
the payload meter. All current data in memory will be lost. This will effectively restart the payload meter.
• See “Troubleshooting Abnormal Displays at Power-Up” for more information.

Alarm 18
Payload meter detected an undercharged suspension condition on the rear right suspension.
The suspension may be in need of servicing. Refer to Section H in the shop manual for information on charging the
suspensions.
Alarm 19
Payload meter detected an undercharged suspension condition on the rear left suspension.
The suspension may be in need of servicing. Refer to Section H in the shop manual for information on charging the
suspensions.
Alarm 22
The payload meter detected an empty carryback load in excess of the user-defined carryback threshold on two
consecutive haul cycles.
Stop the truck and clean any stuck material from the truck body.

Operator Switch Doesn't Work
Alarm 26 - User Switch Fault - SELECT
Alarm 27 - User Switch Fault - SET
• Confirm power to the payload meter speedometer and display gauge.

• Confirm that a laptop is not connected to the PLMIII system.
• Turn key switch OFF. Wait 1 minute and turn key switch ON. Confirm problem still exists.

Connector Map
This diagram shows the general location of connectors, terminal boards and miscellaneous connections.

Connectors

PLMIII CHECK OUT PROCEDURE
General Description 8. Return to the cab and check the speedometer/
display gauge. The gauge will display the cur-
The process consists of attaching dummy loads in
rent payload. With the EJ3057 harnesses
place of the suspension pressure sensors and
attached at the sensor locations, the payload
checking the pressures indicated by the payload
should be 0.
meter. In addition, connecting to the payload meter
using a laptop PC in order to confirm the latest soft- NOTE: The display can be used to quickly show the
ware version and the rest of the inputs and outputs of current readings from the four suspension pressure
the system. sensors and the inclinometer. This can be used
during regularly scheduled service periods to check
Tools Required the state of the suspensions. These displays are live
• Payload Data Manager software and will update as the values change. The display is
changed by pressing the “SELECT” button on the
• EF9160 or PC2525 - Download Harness dashboard. The sequence of displays is:
• EJ3057 - Harness Str, PLMIII test (4 needed).
Checkout Procedure • PL= Payload

• Id= Operator ID
1. Attach one EJ3057 harness to the left-front sus-
pension connection box. The red alligator clip • tL= Total Shift Tons
attaches to the 39F circuit at TB42-A. The white • LC= Shift Load Counter
alligator clip attaches to the 39FD circuit at • LF= Left Front Suspension Pressure
TB42-B. The EJ3057 acts as a dummy load to • rF= Right Front Suspension Pressure
simulate a suspension pressure sensor for the • Lr= Left Rear Suspension Pressure
payload system.
• rr= Right Rear Suspension Pressure
2. Attach one EJ3057 harness to the right-front • In= Inclinometer
suspension connection box. The red alligator
clip attaches to the 39F circuit at TB41-A. The
white alligator clip attaches to the 39FC circuit NOTE: The live displays cannot be cleared and the
at TB41-B. SET button will have no effect.
3. Attach one EJ3057 harness to the left-rear sus-
pension connection in the rear suspension con- NOTE: The units for the display are controlled by the
nection box. The red alligator clip attaches to configuration of the payload meter. The payload
the 39F circuit at TB61-A. The white alligator meter defaults to display metric units, the pressures
clip attaches to the 39FB circuit at TB61-C.
will be displayed in tenths of kg/cm2. For example, if
4. Attach one EJ3057 harness to the right-rear
the display shows 202 the actual value is 20.2 kg/
suspension connection in the rear suspension
connection box. The red alligator clip attaches cm2. If the payload meter is set to display short tons,
to the 39F circuit at TB61-A. The white alligator the pressures will be displayed in psi (lbs/in2). To
clip attaches to the 39FA circuit at TB61-B. convert from kg/cm2 to psi, multiply by 14.2233.
5. In the PLMIII junction box, check the input volt- 14.2233 psi (lbs/in2) = 1 kg/cm2.
age on circuit 39G between TB45-B and TB45-
X. This voltage should be 24VDC from the bat- NOTE: The inclinometer displays whole degrees of
teries. incline. Positive incline is when front of truck is point-
6. Turn the key switch ON. The speedometer/dis- ing up.
play gauge on the dashboard will scroll the
truck type across the lower display. The payload NOTE: The gauge will quickly display the type of
meter defaults to 930E. information being displayed every 1 minute. For
7. In the PLMIII junction box, check the sensor example, if the left-front pressure is being displayed,
supply voltage on circuit 39F between TB46-L LF= will quickly display every minute. Only the pay-
and TB45-X. This voltage should be 18VDC load display, PL= does not display this information.
±1VDC.

9. Press and hold the “SELECT” button on the 15. Press and hold the “SELECT” button on the
dashboard. Id= will be displayed. Release dashboard. rr= will be displayed. Release the
button and the right-rear pressure will be dis-
the button and the Operator ID will be dis-
played. This value should be displayed in metric
played. This value should be 0.
units. Refer to Section H4, Suspension Oiling
10. Press and hold the “SELECT” button on the and Charging Procedures, for the nominal
dashboard. tL= will be displayed. Release charging pressure. The acceptable pressure
range varies according to truck model.
the button and the total tons will be displayed.
This value should be 0. 16. Press and hold the “SELECT” button on the
11. Press and hold the “SELECT” button on the dashboard. In= will be displayed. Release the
dashboard. Lc= will be displayed. Release the button and the inclinometer value will be dis-
button and the number of loads will be displayed. This value is in degrees. The incline will
played. This value should be 0. depend on how the truck is set during assembly.
Values between ±3° are acceptable. It is not
12. Press and hold the “SELECT” button on the
necessary to zero this reading by adjusting the
dashboard. Lf= will be displayed. Release the attitude of the inclinometer in the buddy seat.
button and the left-front pressure will be dis-
played. This value should be displayed in metric 17. Press and hold the “SELECT” button on the
units. Refer to Section H4, Suspension Oiling dashboard. PL= will be displayed. Release the
and Charging Procedures, for the nominal button and the current payload will be dis-
charging pressure. The acceptable pressure played.
range varies according to truck model. 18. Connect a laptop to the PLMIII system. Typi-
13. Press and hold the “SELECT” button on the cally an EF9160 or PC2525 download cable is
used. Refer to Section D11 for the location of
dashboard. rf= will be displayed. Release the
the payload meter connector. The laptop must
button and the right-front pressure will be dis- have the Payload Data Manager software
played. This value should be displayed in metric installed.
and Charging Procedures, for the nominal 19. Run the PC software.
charging pressure. The acceptable pressure 20. From the main menu, select "Connect to Pay-
range varies according to truck model. load Meter".
14. Press and hold the “SELECT” button on the
dashboard. Lr= will be displayed. Release the
button and the left-rear pressure will be dis-
played. This value should be displayed in metric
and Charging Procedures, for the nominal
charging pressure. The acceptable pressure
range varies according to truck model.

21. The Connection Menu will be displayed. Select 24. Setting the Frame Serial Number.
"Configure Payload Meter".
NOTE: The frame serial number is located on a plate

mounted to the truck frame. The plate is outboard on
the lower right rail facing the right front tire. It is very
important to enter the correct frame serial number.
This number is one of the key fields used within the
22. Confirm that the PLMIII software version haul cycle database. The field will hold 20 alpha-
matches the latest available version. As of 26- numeric characters.
June-06 the EJ0575-5 software version will dis- • On the Truck Configuration screen, enter the
play as "EJ0575-5". The latest version can be frame serial number in the appropriate field.
found at the Komatsu Extranet web site. If the • Press the "Save Changes" button to program the
version does not match the latest indicated on change into the payload meter.
the internet, download the latest and update the
PLMIII software using the Flashburn software.
25. Setting the Customer Unit Number.
See Checkout Procedure Confirmation for more
information.
NOTE: Most mining operations assign a number to
23. Using the Truck Configuration menu, set the fol-
each piece of equipment for quick identification. This
lowing:
number or name can be entered in the Customer
Unit Number field. It is very important to enter
customer unit number. This number is one of the key
fields used within the haul cycle database. The field
will hold 20 alpha-numeric characters. If no truck
number has been specified, enter the frame serial
number.
• On the Truck Configuration screen, enter the
truck number in the appropriate field.
• Press the "Save Changes" button to program the
change into the payload meter.
26. Setting the Komatsu Distributor.

NOTE: This field in the haul cycle record can hold the
• Set the time. name of the Komatsu distributor that helped install
• Set the Date to today’s date. the system. Komatsu also assigns a distributor
• Set the Gauge display units to Metric, Short Tons number to each distributor. This number is used on
or Long Tons according to the final destination of all warranty claims. This Komatsu distributor number
the vehicle. If nothing has been specified, set to can also be put into this field. This number is one of
Metric Tons. the key fields used within the haul cycle database.
• Set the truck type to the proper truck model. The field will hold 20 alpha-numeric characters. If the
• Press the “Save Changes” button to program the distributor is not known, enter "UNKNOWN".
change into the payload meter. • On the Truck Configuration screen, enter the dis-
tributor name or number in the appropriate field.
• Press the "Save Changes" button to program the
change into the payload meter.

27. Setting the Komatsu Customer. 32. Confirm that the suspension pressures are
within range. The nominal value should be 23.4
NOTE: This field in the haul cycle record can hold the kg/cm2 (332 psi). Values between 17.6 and
name of the mine or operation where the truck is in
29.2 kg/cm2 (250 and 416 psi) are acceptable.
service. Komatsu also assigns a customer number to
Record the values displayed.
each customer. This number is used on all warranty
claims. This Komatsu customer number can also be 33. Confirm that the inclinometer is within range
put into this field. This number is one of the key fields and record the value.
used within the haul cycle database. The field will 34. Confirm that the body up input is working cor-
hold 20 alpha-numeric characters. If the customer is rectly. Place a steel washer on the body up
not known, enter "UNKNOWN" switch. The real time data screen should indi-
• On the Truck Configuration screen, enter the cate "No". Remove the washer and the real time
customer name or number in the appropriate data screen should indicate "Yes". The Haul
field. Cycle State should change to "Dumping".
• Press the "Save Changes" button to program the 35. Confirm that the brake lock input is working cor-
change into the payload meter. rectly. Turn the brake lock on using the switch
on the dashboard. The real time data screen
28. Press "Save Changes" and close the Truck should indicate ON. Turn the brake lock off. The
Configuration screen and the Connection Menu. real time data screen should indicate OFF.
29. From the main menu select "Connect to Pay- 36. Turn on the green payload lights by checking
load Meter". "Green Light" and pressing the "Set Lights" but-
ton. Check to be sure that only the green pay-
30. From the Connection Menu select "Configure load lights on the truck are illuminated.
Payload Meter". Confirm that all previous
changes have been saved and close the Truck 37. Uncheck the green light and turn on the amber
Configuration form. payload lights by checking "Amber Light" and
pressing the "Set Lights" button. Check to be
31. From the Connection Menu select "Real Time sure that only the amber payload lights are illu-
Data". minated.
38. Uncheck the amber light and turn on the red
payload lights by checking "Red Light" and
pressing the "Set Lights" button. Check to be
sure that only the red payload lights are illumi-
nated.
39. Uncheck all the payload lights and press the
"Set Lights" button. Confirm that all the lights
are off.
40. Use the procedure for speedometer calibration
for the particular truck type to simulate a 40.2
km/h (25 mph) speed signal. Confirm that this
value is displayed by the speedometer on the
dashboard and the real time data screen. The
NOTE: The weight shown on the real time data value can be ±2 km/h (±1 mph). The brake lock
screen is the sprung weight and includes the weight must be off for the PLMIII to recognize speed
of the truck. Given the suspension pressure dummy input.
loads, the nominal value shown should be 101 metric 41. On the PC, close the Real Time Screen and the
tons (112 short tons). Connection Menu and return to the Main Menu.

42. Remove the EJ3057 harness from the left front PLMIII CHECKOUT PROCEDURE
suspension junction box, TB42-A and TB42-B. CONFIRMATION
43. Wait at least 1 minute, then remove the EJ3057
Flashburn Programming
harness from the left rear connections in the
rear junction box, TB61-B and TB61-C. Before beginning, make sure that you have the .kms
44. Wait at least 1 minute, then remove the EJ3057 file required to program the product and you know
harness from the right-rear connections in the where to find it on your computer.
rear junction box, TB61-A and TB61-C. Programming will reset all the truck configuration
45. Wait at least 1 minute, then remove the EJ3057 information.
harness from the right front connections in the NOTE: Before starting this procedure, record the
right-front junction box, TB61-B and TB61-C. Payload Meter configuration information.
46. Wait at least 1 minute. This information can be found using the Payload
47. From the main menu of the PC software, press Data Manager software. After programming, it will be
the "Connect to Payload Meter" button. necessary to restore this information in the payload
meter configuration.
48. From the Connection Menu select "Display
Active Alarms". Confirm that the four alarms
displayed occurred in the proper order:
1. Turn off power to the payload meter by turning
Left-front suspension low the key switch OFF.
Left-rear suspension low 2. Start the Flashburn software installed on the
laptop.
Right-rear suspension low
Right-front suspension low Flashburn
1. Power Before programming, power must be

49. Close all screens and disconnect the laptop turned off to the target device. Be sure
OFF
from the PLMIII system. the power is turned off before continuing.
2. Select
Port
3. Select
File
4. Power
ON
< Back Next > Cancel
3. Confirm that the payload meter power is OFF

and press “NEXT".

4. Confirm the proper communications port for the
programming laptop. This is usually COM 1. Flashburn
Press “NEXT”.
1. Power Turn on power to the target device. This
OFF will start the programming process.
Flashburn
Comm Port: COM 1
2. Select
1. Power Select the serial communications port to Port Filename: 071000A.KMS
OFF use between the computer and the
Steps Status
target device. For most computers this 3. Select
2. Select will be COM 1. Connection: Complete
File
Port Preparation: Complete
COM 1 4. Power
3. Select Programming: Complete
ON
File Verification: Complete
4. Power 61 %
ON
< Back Cancel
7. After successful programming, turn the key

witch OFF.
5. Press “BROWSE” and select the ".kms" file to 8. Wait 20 seconds and turn the key switch ON.
program into the payload meter. Press “NEXT”. 9. The payload meter will need to be configured as
instructed in the manual using the Payload Data
Flashburn Manager software on the laptop computer.
1. Power Select the file that will be used to

OFF program the target device. This file will
end with the ".KMS" extension.
2. Select
Comm Port: COM 1
Port
Filename: *.KMS Browse
3. Select
File
4. Power
ON
6. When instructed, turn the key switch ON in

order to power-up the payload meter. The PC
will begin to reprogram the payload meter. This
process takes approximately 5 minutes.

Confirmation Checklist
Use the Real Time Data Screen in order to verify the
checklist items in the table below.
Checklist Item Value Initials
PLMIII Software Version
User switch and display works properly
Left - Front Pressure
Right - Front Pressure
Left - Rear Pressure
Right - Rear Pressure
Inclinometer
Green light works properly
Amber light works properly
Red light works properly
Brake Lock input works properly
Body Up input works properly
Speed input works properly
Date
Truck
Signature

NOTES
PORTIONS OF THIS PRODUCT RELATING TO PAYLOAD MEASURING

SYSTEMS ARE MANUFACTURED UNDER LICENSE FROM
L.G. HAGENBUCH, holder of U.S. Patent Numbers
5,416,706; 5,528,499; 5,631,832; 5,631,835; 5,644,489; 5,650,928; 5,650,930; 5,742,914

SECTION M31
RESERVE ENGINE OIL SYSTEM
INDEX
RESERVE ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-4
LED Monitor Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-4
Tank Fill Control (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-5
Filling Procedure (Remote fill feature) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-5
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6
Every 10 Hours, or once each shift: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6
Every 500 Hours: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6
Changing Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-7
Circuit Fuse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-7
SYSTEM ELECTRICAL SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-8
M31004 10/07 Reserve Engine Oil System M31-1

NOTES
M31-2 Reserve Engine Oil System 10/07 M31004

RESERVE ENGINE OIL SYSTEM
The reserve engine oil system is designed to add
more oil capacity to the engine sump and to reduce
frequent servicing of the engine oil. The constant cir-
culation of oil between the engine sump and reserve
tank (9, Figure 31-1) increases the total volume of
working oil. This dilutes the effects of contamination
and loss of additives and maintains the oil quality
over longer periods. The system adds or removes oil
from the engine as required to maintain a constant
level which prevents over fills or under fills.
The normal reserve system capacity of oil carried in

the tank can be one half or nearly the same (depend-
ing on tank size) volume inside the engine. In the
process of continuous adjustment of the engine oil
level, there is a constant circulation of oil between
the engine and the reserve tank. The volume of oil in
the tank becomes part of the working oil for the
engine. Oil change intervals may usually be
extended in proportion to the increased working oil
volume. Extension beyond a proportional increase is
often possible, but should be undertaken only as
determined by oil sampling and analysis. Local con-
ditions such as engine application, climate, and fuel
FIGURE 31-1. OIL RESERVE TANK
quality should be taken into consideration before
determining permissible oil life. 1. Suction Line 8. Tank Fill Cap
2. Remote Fill Line 9. Reserve Tank
3. Fill Valve 10. Engine Add Line
4. Engine Add Line 11. Pumping Unit
5. Fill Switch 12. Sight Gauge
6. Air Relief Valve 13. Tank Add Line
7. Tank Fill Line

Operation LED Monitor Light
Engine oil is circulated between engine oil pan (1, • Steady - Pump 1 is withdrawing oil from the
Figure 31-2) and reserve tank (2) by two electrically engine sump and bringing down the oil level.
driven pumps (pump 1 and pump 2) within a single • Regular pulsing - Pump 2 is returning oil to the
pumping unit (4). The pumping unit is mounted on engine sump and raising the oil level.
the side of the reserve tank. The pump unit is
equipped with an LED monitor light on one side. Irregular pulsing - Oil is at the correct running level.
Pump 1 draws oil from the engine oil pan (1) at a pre-
set control point determined by the height of the suc-
tion tube (3). Oil above this point is withdrawn and
transferred to the reserve tank. This lowers the level
in the engine oil pan until air is drawn.
Air reaching the pumping unit activates pump 2,
which returns oil from reserve tank (2) and raises the
engine oil level until air is no longer drawn by pump
1. Pump 2 then turns off. The running level is contin-
uously adjusted at the control point by alternating
between withdrawal and return of oil at the engine oil
pan. The oil returning to the engine oil pan is below
the normal operating level to prevent aeration of the
oil.
FIGURE 31-2. RESERVE SYSTEM SCHEMATIC
1. Engine Oil Pan (Sump) 4. Pumping Unit (1 & 2) A. Oil Suction Line
2. Oil Tank 5. Air Relief Valve B. Oil Return Line
3. Suction Tube C. Engine Oil Level

Tank Fill Control (Optional)
With the reserve oil system the engine oil level is
held constant, with only the reserve tank needing
routine filling. The fill system automatically controls
the filling of remote tank from a convenient ground
level position. Filling of the tank to the proper “full”
level is fast and accurate and accomplished in 2 to 3
minutes.
more oil capacity to the engine to reduce the frequent
servicing of the engine oil. The engine oil level must
still be checked every shift using the dipstick. The oil
level in the reserve tank should also be checked
using the filler cap dipstick.
If the engine oil has been drained from the engine oil
pan, the new oil must be added through the engine
fill tube. After an oil change, both engine and reserve
tank must be at the full level of oil before starting the
engine.
NOTE: DO NOT use the oil in the reserve tank to fill
the engine oil pan.
System switch (2, Figure 31-3) is an illuminated
push-pull POWER-ON switch that powers the fill sys-
tem. Start switch (3) is a momentary push button
switch that opens the fill valve mounted on the
reserve tank to begin the automatic filling of the
reserve tank. Supply oil under pressure flows
through the fill valve and into the tank.
Filling Procedure (Remote Fill Feature) FIGURE 31-3. RESERVE OIL TANK
REMOTE FILL
NOTE: This procedure adds oil to the reserve tank.
1. Connect the pressure supply hose from the new 1. Remote Control Box 4. FULL Light
oil supply to the quick coupler on the truck. 2. System Switch 5. VALVE OPEN Light
Open valve on supply hose to apply pressure. 3. Start Switch
2. Pull out on system switch (2, Figure 31-3) to
turn the fill system on.
3. Push start switch (3). VALVE OPEN light (5)
should illuminate and the filling process will
begin.
4. When the tank is full, the VALVE OPEN light
will turn off and FULL light (4) will illuminate.
5. Close the oil supply valve in the fill hose.
6. Press and hold start switch (3) for a couple of
seconds to relieve oil pressure in the line.
7. Disconnect the new oil supply hose.
8. Push switch (2) in to turn fill system power off.

SERVICE Every 500 Hours
Between oil drains, the only normal servicing 1. Change all engine filters, if applicable.
required is routine replenishment of oil at the reserve 2. More system failures result from bad electrical
supply tank. Maintenance of running levels should be connections than all other causes combined.
checked routinely; manually before starting the Check electrical system connections for tight-
engine and with the LED system monitor on the ness, corrosion and physical damage. Check
reserve tank pumping unit (11, Figure 31-1) when the battery, alternator, oil pressure switch, junction
engine is running. boxes, remote control fill box and circuit break-
There is also an in-line filter (screen) installed at the ers.
inlet of the fill valve (3, Figure 31-1). This filter 3. Examine electrical cables over their length for
requires no periodic maintenance, but it can be possible damage.
cleaned by removing it from the system and back 4. Small hose leaks can cause system malfunc-
flushing through the filter. tion. Examine all hoses, including those on the
reserve tank and the ones leading to and from
the engine for leaks, cracks or damage. Check
all fittings for tightness, leakage or damage.
Changing Oil
Always check the engine oil level before starting 1. Drain both the engine sump and the reserve
engine. Use the engine dipstick. tank. Refill both engine and reserve tank with
new oil to proper levels.
Every 10 Hours, or once each shift:
2. Change engine oil filters as required.
1. Before starting engine, check oil level using the 3. Start engine and check for proper operation.
engine dipstick. Oil level should be in normal
operating range. If not, check the reserve sys- NOTE: Do not use the oil in the reserve tank to fill the
tem for proper operation. engine sump. Both must be at proper level before
2. The engine oil quality will be best if the reserve starting engine.
tank is kept reasonably full. Check the oil level The engine oil level should be checked with the
in the reserve tank. As a minimum guideline, if engine dipstick at every shift change. The oil level in
the oil is below the half-full level, fill the tank the reserve tank must also be checked at every shift
manually according to the filler cap dipstick or change using the fill cap dipstick.
by using the automatic fill control method.
3. After starting and warm-up, check engine oil
level signal (LED) to verify that the engine is
being maintained at the preset running oil level.
The signal should alternate between periods of
‘steady on’ and ‘flashing’.
NOTE: Oil should always be visible in the lower sight

gauge. If the tank is equipped with three sight
gauges, oil should always be visible in the middle
sight gauge.

TROUBLESHOOTING NOTE: There is a condition that would show a level
higher than the controlled point. If both the engine
It is important to understand the LED signal for the
and reserve tank are overfilled, there is no room in
pumping unit. It is used primarily to verify that the
the tank to draw the oil level down in the engine. In
system is maintaining the oil level at the level of the
this case, the LED signal would never start
open end of the withdrawal tube in the engine oil pan.
FLASHING because pump 1 is never receiving air. It
The signal is also a valuable tool in troubleshooting
will continue to pump oil from the engine to the tank,
the system.
but because the tank is full, the oil will be routed back
When the signal is STEADY (not flashing), pump 1 is to the engine via the air relief valve on top of the tank.
running and oil is being withdrawn from the engine
and being transferred to the reserve tank.
When the signal is FLASHING, pump 1 is drawing air There are two explanations for an overfilled tank and
from the suction tube which triggers operation of the engine:
pump 2 to operate and transfer oil back to the engine • When the tank is filled to “FULL” and the engine
from the tank (the flashing is actually the pulses of is overfilled.
pump 2). When the oil is at the correct level in the
engine, air and oil are alternatively entering the suc- • When oil is added directly to the engine between
tion tube, with pump 1 commanding operation of oil changes. The system transfers the oil to the
reserve tank until it can not receive any more and
pump 2 with each portion of air that comes through
the engine remains overfilled. It is, therefore,
the line. important that oil should be added only to the
This is a complete test for proper operation of the reserve tank between oil changes (except if the
pumping unit. This operation can be accomplished engine oil level is extremely low).
without running the engine by jumping the oil pres-
sure switch that activates the system.
1. If the signal light is STEADY, pump 1 should be
pumping oil. Verify by loosening the hose at Circuit Fuse
pump 1 outlet to verify that oil is coming through
The reserve system fill control unit is protected by a
(pump 1 is marked by a groove on its outlet).
15 amp fuse (Fuse Block 2, position 10) located in
2. Loosen the hose at the inlet of pump 1 to admit the auxiliary control cabinet.
air. Pump 2 should then run and the signal
should be flashing. Verify proper pumping of The pump unit is protected by a 15 amp fuse (Fuse
pump 2 by loosening the hose at its outlet to Block 2, position 9) located in the auxiliary control
see that oil is coming through. cabinet.
3. Re-tighten the inlet hose on pump 1. The pump For circuit information, refer to the system schematic
should again receive oil and the flashing should in the back of the shop manual.
stop.

SYSTEM ELECTRICAL SCHEMATICS
FIGURE 31-4. FILL SYSTEM SCHEMATIC

1. Fill Valve 4. Auxiliary Control Box
2. Oil Level Sensor (top of reserve oil tank) 5. Ground Wire
3. 15 Amp Fuse 6. Remote Fill Control Box

SECTION M32
INDEX
RETRACTABLE LADDER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-6
GENERAL SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-6
LADDER SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-6
LADDER SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-6
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-6
Emergency Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-8
Limit Switch Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-8
IN-CAB CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-8
IN-CAB CONTROL PANEL FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-10
Digital Display Screen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-10
Command Buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-10
IN-CAB CONTROL PANEL FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-12
Timing Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-12
Ladder System Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-12
Fault Code Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-12
Ladder System Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-13
In-Cab Control Panel Lockout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-13
Automatic Raising. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-13
Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-13
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-13
USING THE IN-CAB CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-14
Raising the Ladder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-14
Lowering the Ladder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-15
USING THE GROUND LEVEL CONTROL BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-16
Raising the Ladder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-16
Lowering the Ladder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M32-16
M32002 Retractable Ladder System M32-1

POWER PACK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-17
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-21
Safety During Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-21
Unplanned Ladder Movements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-21
Automatic Ladder Raising . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-21
Automatic Accumulator Recharging (Ladder in UP position) . . . . . . . . . . . . . . . . . . . . . . . .M32-22
PREVENTIVE MAINTENANCE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-23
Daily Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-23
250 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-23
5000 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-23
SERVICING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-24
Check Reservoir Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-24
Changing RLS Fluid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-24
Cleaning the RLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-25
RLS DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-25
Description of Diagnostics Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-25
Continuous System Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-26
Historic System Data Review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-27
Comms Integrity Monitoring. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-27
Log and Service Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-27
System Event Logs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-28
SECURITY ACCESS LEVELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-29
Access Level 1 – NONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-29
Access Level 2 – RESTRICTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-29
Access Level 3 – COMPLETE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-29
User Access Privileges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-30
USER ID – PASSWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-31
Sequential Field Value Selection Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-31
Password Character Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-31
USER ID – NEW USER SETUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-32
M32-2 Retractable Ladder System M32002

SYSTEM FAULTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-32
Fault Type 1: Communications error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-33
Fault Type 2: 10A/15A fuse blown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-33
Fault Types 3, 4, 5, 6, 7: Up/Down/In/Out pump coil short or disconnected . . . . . . . . . . . . .M32-34
Fault Type 8: Power pack recharge too long . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-34
Fault Type 9: Inhibit relay fail. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-35
Fault Types 10, 11: Light/Siren relay failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-35
Fault Type 12: Ladder came off upper limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-36
Fault Type 13: Ladder did not reach limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-36
Fault Type 14: Ladder stayed on limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-37
Fault Type 15: Low oil level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-37
Fault Type 16: System voltage over 18V during movement . . . . . . . . . . . . . . . . . . . . . . . . .M32-38
Fault Type 17: System voltage under 18V. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-38
Fault Type 18: System voltage over 31V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-39
Fault Types 19, 20: Remote UP and/or DOWN toggle held too long (when equipped). . . . .M32-39
Fault Type 21: Accumulator recharge > than once/hour . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-40
Fault Type 22: System raised by park brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-40
Fault Types 23, 24: Levels 1 and 2 service overdue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-41
Fault Type 25: Levels 1 and 2 service complete . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-41
DATA MANAGEMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-42
Log Files . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-42
Generating Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-43
MENU DIAGRAMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-49
Controller Config . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-49
Contact Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-49
Show Recent Logs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-49
System Settings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-49
Upload Logs to USB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-49
Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M32-49

NOTES:

FIGURE 32-1. RETRACTABLE LADDER SYSTEM (LOWERED)
(830E-1AC INSTALLATION SHOWN)

GENERAL SAFETY LADDER SYSTEM DESCRIPTION
The following safety procedures, at a minimum, must The RLS is an electro-hydraulic ladder powered by
be followed to ensure safe operation and use of the the truck’s 24VDC electrical system. The RLS pro-
Retractable Ladder System (RLS). vides a safe means to mount and dismount the truck
under normal and emergency conditions. The RLS
1. DO NOT run or jump on the ladder.
consists of two main control components (Refer to
2. DO NOT overload the ladder. Use the ladder Figure 32-2):
one person at a time.
1. The in-cab control panel is a microprocessor
3. Hold onto the handrail when using the ladder.
that controls, monitors, stores and reports lad-
4. Always face the ladder when ascending or der system operational data.
descending.
2. The electro-hydraulic power pack is in a ground
5. DO NOT attempt to ride on the ladder while it is level stainless steel cabinet. It houses the main
being raised or lowered or while the truck is in control hydraulics and electrical components
motion. that lower and raise the ladder.
6. Always visually check the ladder before use to
The RLS also contains wiring harnesses and
ensure the unit has not been damaged.
Deutsch-style plug connectors, hydraulic hoses and
7. Ensure the ladder is in the fully down position an emergency down valve.
before boarding.
8. Keep hands and fingers away from pinch points LADDER SYSTEM OPERATION
while the ladder is in motion.
Normal Operation
9. Always check to ensure no personnel are on or
in the immediate vicinity of the ladder while it is During normal operation, a person can lower or raise
in motion. the RLS by using the:
10. The ladder must be kept clean and free of mois- • In-cab control panel
ture, grease and oil
• Ground level control box located next to the
11. When in the truck’s cab, always use the in-cab battery isolation box
control panel to raise the ladder. • Control switches in the power pack.
12. Report defects to maintenance personnel NOTE: The master disconnect switch located in the
immediately. isolation box and the isolation switch in the power
pack must both be in the ON position for the RLS to
operate.
As an added safety measure, the RLS uses a park-
ing brake interlock that requires the parking brake to
be set before the ladder can be operated under nor-
mal conditions. The RLS will automatically raise the
ladder if the operator releases the parking brake and
fails to press the [UP] button on the in-cab control
panel before attempting to drive the truck.

FIGURE 32-2. POWER PACK AND IN-CAB CONTROL PANEL

Emergency Operation Limit Switch Operation
In an emergency, the RLS ladder can be lowered by The RLS uses an upper limit switch to monitor ladder
using the emergency down valve (1, Figure 32-3) position and to ensure the ladder stays in the UP
mounted on the frame above the left hand side head- position while the truck is moving. When the truck is
light assembly. The emergency down valve relieves in motion, the in-cab control panel display screen will
ladder system hydraulic pressure and allows the lad- indicate ladder position with text and graphic to the
der to smoothly lower to the ground. operator.
If the ladder breaks contact with the limit switch for
more than three seconds, the power pack will
attempt to reposition the ladder. This can occur a
maximum of three times per hour, but no less than
eight minutes apart. These limits protect the power
pack from unnecessary operation and inevitable
burnout of the 24VDC electric motor.
The fault alarm will be activated and the message
“LADDER has come off limit switch” will be displayed
on the in-cab control panel. The alarm must be
acknowledged by pressing the [EXIT] or [ENTER]
buttons on the in-cab control panel.
If the ladder does not contact the limit switch within a
preset time period of three seconds, the alarm will re-
activate.
NOTE: Depending on the reason for the ladder not
contacting the upper limit switch (defective limit
switch, physical damage to the ladder, etc.), even
with a fault alarm, the ladder can still be raised
enough for the vehicle to be driven without the risk of
damaging the RLS. This enables maintenance or
repairs to be done at a more convenient time.
However, it is the sole responsibility of the operator
to investigate the ladder’s condition before
continuing to operate the truck. The RLS fault alarm
is a reminder to the operator that a problem exists
and requires attention at the earliest convenience.
FIGURE 32-3. EMERGENCY DOWN VALVE

1. Emergency Down Valve 2. Grille
IN-CAB CONTROL PANEL
In-cab control panel (1, Figure 32-4) is located on the
left side of the dash and contains a microprocessor
that controls, displays, monitors, stores and reports
To lower the ladder, rotate the handle on the emer-
ladder system operational data. The in-cab control
gency down valve clockwise. The ladder will lower
panel provides real time position of the ladder to the
smoothly until it reaches the ground.
operator.
To reset the ladder, rotate the handle counterclock-
wise to its original position and, with power restored
to the power pack, press the [UP] button to raise the
ladder.
NOTE: The handle on the emergency down valve
must be in the original position before re-activating
the ladder.

FIGURE 32-4. CAB CONTROLS (OPERATOR VIEW)
1. In-cab Control Panel

IN-CAB CONTROL PANEL FEATURES [DOWN] button (3, Figure 32-5) is a dual function
control that is used to lower the ladder during normal
The in-cab control panel features a digital display
operation and scroll through the menu displays.
screen, command buttons ([UP], [DOWN], [ENTER],
Pressing this button and holding it briefly will cause
[EXIT], [LEFT], [RIGHT]) for operating the ladder and
the ladder to lower. Pressing and releasing this but-
navigating through the various menu display
ton one time will scroll down one line of menu dis-
screens, a USB key port and RS 232 port for down-
play, and holding it will result in continuous menu
loading ladder system operational data to a laptop
scrolling.
computer for troubleshooting. The control panel is
connected to an electrical harness with a 15-pin har-
ness plug. Refer to Figure 32-5.
[ENTER] button (6, Figure 32-5) is a multi-function

Digital Display Screen button used for ladder system alarm acknowledge-
ment and menu access when in Display Mode. This
In-cab control panel display screen (1, Figure 32-5) button is also used to confirm or accept changes
provides the user with system status, error/fault mes- shown on the display screen. Press this button to
sages and a visual indicator of the ladder’s position confirm or accept changes listed on the display
(lowered, raised, in motion). screen.
Command Buttons
[UP] button (2, Figure 32-5) is a dual function control [EXIT] button (7, Figure 32-5) is a multi-function but-
that is used to raise the ladder during normal opera- ton used for ladder system alarm acknowledgement
tion and scroll through the menu displays. Pressing and menu access when in Display Mode. This button
this button and holding it briefly will cause the ladder is also used to exit from the menu screens. Press this
to raise. Pressing and releasing this button one time button to exit from menu screens.
will scroll up one line of menu display, and holding it
will result in continuous menu scrolling.

FIGURE 32-5. IN-CAB CONTROL PANEL (FRONT VIEW)
1. Display Screen 4. [LEFT] Button 7. [EXIT] Button

2. [UP] Button 5. [RIGHT] Button 8. USB Port
3. [DOWN] Button 6. [ENTER] Button 9. 15-Pin Harness Plug

[LEFT] button (4, Figure 32-5) is for scrolling left Ladder System Status
when entering a password.
The in-cab control panel shows the ladder system
status/position on the display screen. While the lad-
der is in motion, an animated ladder image indicates
that the ladder is being lowered or raised.
[RIGHT] button (5, Figure 32-5) is for scrolling right
when entering a password.
USB Port (8, Figure 32-5) is located on the side of

the control panel and allows the user to access and
download ladder operational data onto a USB key or
flash drive for analysis.
The control panel is connected to the electrical sys-

tem with 15-pin harness plug (9, Figure 32-5).
IN-CAB CONTROL PANEL FUNCTIONS Fault Code Identification

The normal functions of the in-cab control panel are The in-cab control panel displays system fault codes
as follows: and messages and produces an audible alert signal
when an error or problem has occurred. The system
Timing Control is programmed to diagnose 25 different types of fault
The in-cab control panel automatically controls the codes and messages. System faults must be cor-
timing of the ladder raise and lower operations. rected to ensure uninterrupted ladder operation.
Refer to the Diagnostics section later in this chapter
for additional information.

Ladder System Configuration Automatic Raising
The in-cab control panel allows only authorized The in-cab control panel automatically raises the lad-
persons to alter electro-hydraulic timing, boarding der if the operator releases the parking brake and
light time-out, screen display time-out, and date/time does not press the [UP] button on the control panel
settings. Access is password protected to prevent before driving the truck. This is a safety feature to
unauthorized or accidental system changes. avoid ladder system damage. Raising the ladder in
this manner will cause a fault to be stored in system
memory.
Diagnostics
The in-cab control panel allows the viewing of the last
50 events on the display screen. In addition, a 3,000-
point data log capacity is built into the panel’s non-
volatile memory. Full ladder system diagnostics can
be retrieved via data log download by using a USB
key for analysis in Microsoft® Excel.
In-Cab Control Panel Lockout

To control the ladder operation from the ground level
control only, the in-cab control panel can be locked
out. This action is password protected to prevent
unauthorized in-cab control panel lockout.
Maintenance
The in-cab control panel monitors the ladder system
oil level and counts the number of ladder system
operation cycles. When maintenance is required, an
audible warning will sound and an on-screen mes-
sage will automatically be displayed on the control
panel. Refer to the Servicing section later in this
chapter for additional information.

USING THE IN-CAB CONTROL PANEL Raising the Ladder
While the ladder is in motion, the direction (up or The ladder will typically be in the lowered position on
down) can be changed by pressing the opposite a stationary truck. The in-cab control panel will indi-
direction ([UP] or [DOWN]) button on the control cate that the access is DOWN, as shown here:
panel.
If the IN CAB LOCKOUT message is displayed on
the control panel screen, then the RLS can only be
operated from the ground level control box mounted
next to the battery isolation box. All other control
panel functionality is still available including fault
indication and audible alarms.
When in the operator’s cab, always use the [UP]

button on the control panel to raise the ladder
instead of releasing the parking brake. The auto- To raise the ladder, press and hold (temporarily) the
matic operation of the ladder when the parking [UP] button located on the in-cab control panel. The
brake is released is an emergency feature only. illustrated ladder on the screen will animate and
DO NOT release the parking brake to raise the begin to rise to the UP position and the UP arrow (on
ladder as part of normal operation. the control panel button) will flash. When the ladder
is completely raised, the [UP] button will remain lit
continuously.
When the ladder has reached its raised travel posi-
tion and strikes the limit switch, the control panel will
indicate that the access is UP, as shown here:

The RLS power pack will continue to operate for Lowering the Ladder
three more seconds to charge hydraulic accumulator
(15, Figure 32-9). During this time, the UP arrow will
ladder can be lowered.
continue to flash until the cycle is complete.
To lower the ladder, press and hold (temporarily) the
The RLS uses a limit switch to monitor ladder travel
[DOWN] button located on the in-cab control panel.
to the UP position. If the ladder fails to strike the limit
The illustrated ladder on the screen will animate and
switch or the limit switch fails to close, a fault alarm
begin to lower to the DOWN position and the
will activate after a short delay and the in-cab control
[DOWN] button will flash.
panel will display this message, as shown here:
When the ladder has reached its lowered travel posi-
tion, the control panel will indicate that the access is
DOWN, as shown here:

acknowledged, the fault message will be replaced by
a FAULT IN SYSTEM message. A defective limit
switch will prevent normal RLS operation and must When the ladder is completely lowered, the [DOWN]
be corrected immediately. button will remain lit continuously.

USING THE GROUND LEVEL CONTROL Raising the Ladder
BOX To raise the ladder, push toggle switch (2, Figure 32-
Ground level control box (1, Figure 32-6) is located 6) to the LADDER UP position and release. Ladder
next to the battery isolation box and contains toggle operation via this switch is the same as using the in-
switch (2) that lowers and raises the ladder. cab control panel. Any ladder movement will be
ladder can be lowered. If toggle switch (2) is held in Lowering the Ladder
either position for more than ten seconds, a fault will
be activated and will need to be acknowledged by To lower the ladder, push toggle switch (2, Figure 32-
pressing either the [EXIT] or [ENTER] buttons 6) to the LADDER DOWN position and release. Lad-
located on the in-cab control panel. der operation via this switch is the same as using the
in-cab control panel. Any ladder movement will be
FIGURE 32-6. GROUND LEVEL CONTROL BOX
1. Ground Level Control Box 2. Toggle Switch

POWER PACK OPERATION When the ladder is lowered, directional control valve
(5, Figure 32-9) will change to the DOWN position
The power pack is a ground level stainless steel cab-
and 24VDC motor (14) begins to lower the ladder.
inet that houses the main control hydraulics and elec-
The power pack will cut-off at a predetermined length
trical components. It uses 24VDC from the truck’s
of time and the ladder will continue to lower under its
electrical system to lower and raise the ladder. Refer
own mass controlled by flow control valve (6) [meter-
to Figure 32-8 and Figure 32-9.
ing out].
When the ladder is raised, 24VDC motor (14,
An added feature of the power pack is a thermostati-
Figure 32-9) operates and directional control valve
cally-controlled heater installed on fluid reservoir (11)
(5) moves to the UP position. RLS hydraulic pressure
to heat RLS fluid in cold weather operation. Refer to
is controlled by pressure relief valves (13). Maximum
Figure 32-7.
system operating pressure is set at 17 000 kPa
(2,466 psi), but the system’s actual working pressure
may be lower. RLS hydraulic fluid flows through
directional control valve (5) and flow control valve (6)
[metering out] to the UP side of the actuator and past
a cavity plug. During this time, hydraulic fluid will
charge accumulator (15) and a pressure switch as
the ladder moves to the UP position. FIGURE 32-7. OIL HEATER
Hydraulic accumulator (15, Figure 32-9) keeps the

ladder in the raised position and is automatically
recharged if the accumulator pressure falls below
4 000 kPa (580 psi). If the hydraulic pressure in the
accumulator falls below 4 000 kPa (580 psi), a pres-
sure switch will start the hydraulic pump and
recharge the system. This should only occur three
times per hour and not more than once every eight
minutes. If the ladder breaks contact with the limit
switch, a fault alarm will activate and the in-cab con-
trol panel will display an error message that will have
to be acknowledged.
acknowledged, the fault message will be replaced by
a FAULT IN SYSTEM message.

FIGURE 32-8. POWER PACK (EXPLODED VIEW)

FIGURE 32-8. POWER PACK (EXPLODED VIEW)
1. Cover 24. Suction Cover 47. Pipe Kit

2. Stauf 25. Flat Washer 48. Return Pipe
3. Electrical Cover Plate 26. Spring Washer 49. O-Ring
4. Flat Washer 27. Cap Screw 50. Oil Heater
5. Nut 28. Cap Screw 51. Sight Glass
6. Mount Plate 29. Hose Clamp 52. Plug
7. Control Unit 30. Suction Filter 53. Elbow
8. Cap Screw 31. Suction Pipe 54. Hydraulic Tank
9. Rubber Mount 32. Breather
10. Solenoid 33. Swivel
11. Washer 34. Set Screw
12. Screw 35. Flat Washer
13. Bolt 36. P-Clamp
14. Lifting Lug 37. Flat Washer
15. Nut 38. Nut
16. Motor 39. Breather Hose
17. Spline Coupling 40. Swivel
18. Motor Mount 41. Breather Flow
19. Bolt 42. Bolt
20. Spring Washer 43. Spring Washer
21. O-Ring 44. Cap Screw
22. Shaft Seal 45. Cap Screw
23. Pump Assembly 46. Manifold Assembly

FIGURE 32-9. POWER PACK (ASSEMBLED VIEW)
1. Power Pack 7. Test Points 14. 24VDC Motor

2. 24VDC Motor Solenoid 8. Sight Glass 15. Hydraulic Accumulator
3. Hydraulic Node w/ Isolation 9. Mount Plate 16. Cabinet Door
Switch 10. Oil Heater 17. Tank Breather
4. Harness Cover Plate 11. OIl Reservoir 18. Accumulator Bleed Valve
5. Directional Control Valve 12. Hydraulic Manifold
6. Pilot Stage Relief 13. Adjustable Flow Regulator

MAINTENANCE 4. Prevent dirt or debris from entering the system
by plugging or capping disconnected lines.
Safety During Maintenance
5. DO NOT use the electrical harness or hydraulic
Before attempting to service or perform maintenance lines as a step.
on the ladder system, all personnel must be familiar 6. DO NOT activate the ladder system unless the
with the hazards and precautionary steps required. relief valve is in place.
Servicing or maintaining the ladder must only be per-
7. DO NOT use your hand to check for hydraulic
formed by qualified and authorized personnel.
leaks. Serious injury will result. If a high-pres-
sure injection injury is suspected, seek medical
treatment immediately.
8. Always wear proper eye protection while servic-
ing or performing maintenance on this equip-
ment.
Follow all applicable worksite isolation and tag-
out procedures before attempting to service or
perform maintenance on this equipment. Failure
Unplanned Ladder Movements
to properly isolate the ladder’s energy sources,
electricity and hydraulics may lead to personal During maintenance, the RLS can automatically raise
injury or death. the ladder if the truck’s parking brake is released.
This is normal operation for the ladder system. How-
At a minimum, the following steps are to be followed
ever, unplanned ladder movements pose potential
while servicing or maintaining this equipment:
risk of injury to maintenance personnel.
1. Always isolate the electrical power from the lad-
NOTE: These circumstances would not apply to an
der system, unless it is required for testing or
RLS with its hydraulic system powered from the
adjusting purposes, before attempting any elec-
truck’s hydraulic system unless the truck’s system is
trical or mechanical work on the ladder. Failure
pressurized.
to properly isolate the ladder’s electrical power
can lead to serious injury.
2. DO NOT attempt to repair, loosen or open any
part of the hydraulic system unless both the Automatic Ladder Raising
electrical power and hydraulic supply have Inadvertent raising of the ladder will occur if the park-
been isolated and the hydraulic lines have been ing brake is released and:
depressurized. Ensure the system is depressur-
ized by checking a gauge connected to the • Power has not been isolated from the RLS power
pack, or
immediate line or equipment by opening a test
valve, or by noting that a line is already discon- • Power is restored to the RLS power pack after
nected. DO NOT bleed a pressurized line by previously being isolated.
loosening a fitting. To prevent this unplanned ladder movement, do the
3. Check the ladder’s electrical harness, wiring following:
and hydraulic lines for damage or wear on a
• Isolate electrical power from the RLS before
regular basis. Ensure replacement hydraulic
releasing the parking brake.
lines are the same quality and length as the
original. • Reset the parking brake before restoring
electrical power to the RLS.

Automatic Accumulator Recharging (Ladder in While the RLS hydraulic pressure is low, the ladder
UP position) may move a short distance from its upper limit. The
RLS will sense this movement and reposition the lad-
Hydraulic accumulator (1, Figure 32-10) ensures the
der while the accumulator is being charged. Ladder
ladder is held in the fully raised position. However,
movement is sudden and forceful. Accumulator
pressure loss can occur mainly due to external leaks
recharging occurs normally when the truck is being
in hydraulic lines and fittings. The RLS will automati-
operated. When the truck is stopped and the parking
cally activate the power pack and recharge the accu-
brake is applied, no recharging will occur.
mulator. Refer to Figure 32-10.
During maintenance, if the ladder must be in the UP
position with power on and the ladder moves from its
upper limit, the RLS will sense this movement and
reposition the ladder if the parking brake is inadver-
tently released.
NOTE: This unplanned ladder movement can be
eliminated by ensuring that power has been isolated
from the RLS before attempting maintenance on
other parts of the truck.
FIGURE 32-10. HYDRAULIC ACCUMULATOR
1. Hydraulic Accumulator

PREVENTIVE MAINTENANCE PROCEDURES
Use the following maintenance procedures to ensure 6. Ensure the control box is properly sealed and
proper retractable ladder system operation. free of moisture.
7. Check the truck electrical supply. With the
Daily Inspection
engine on, the alternator supply voltage to the
1. Visually inspect the ladder for mechanical ladder system controls must not exceed
damage. If movement is impaired in any way, 30VDC. With the engine off, the battery supply
the assembly must be removed for repair. voltage must not fall below 21VDC.
2. Visually inspect for cleanliness. Ensure the NOTE: If the battery voltage drops below 21VDC or
ladder is dry and free of grease and oil. exceeds 30VDC, damage to the system’s electronic
3. Ensure the correct oil level is maintained in the components may result. 24 to 28VDC is required for
reservoir, approximately center of the sight proper ladder system operation.
glass. 8. Check all electrical connections in the RLS cir-
4. Raise and lower the ladder. Check for loose cuit for security.
parts or any adverse noise conditions.
5. Ensure the movement alarm and both up and
down LEDs operate properly.
6. Check for any change in equipment
appearance, especially that which will effect the
Ensure the area is clear of equipment and per-
stability of the ladder system.
sonnel prior to this check.
250 Hour Inspection
9. Check the parking brake function by releasing
1. Check for loose or missing hardware, especially
the parking brake with the ladder in the DOWN
those securing the ladder to the truck.
position. The ladder must raise.
2. Operate the ladder through its complete cycle
two times and check for:
a. Adverse noise conditions. 10. Visually inspect all hydraulic lines and fittings for
leaks. Repair any leaks.
b. Bent or misaligned structures, such as steps
and sides, that may restrict the movement of
the ladder. Inspect the operation of the
ladder in a vertical plane (viewed from the
front). The ladder must move up and down
relative to the actuator box.
3. Inspect the actuator box and the ladder for Ensure covers are used when maintenance is
deposits of foreign materials, such as dirt, mud, performed on the hydraulics system to prevent
or debris, that could effect the proper operation dirt and debris from entering the system.
of the ladder. 11. Ensure the correct oil level is maintained in the
4. Check the range of functions of the ladder reservoir. Refer to Check Reservoir Oil Level for
system, including remote switches and parking more information.
brake interlock. Ensure the LED on the remote
switch, as well as the audible alarm, indicate 5000 Hour Inspection
correctly during each cycle. 1. Complete the 250 Hour Inspection.
5. Check the condition of all wiring and electrical 2. Drain, flush and re-fill the hydraulic oil reservoir.
harnesses, inside and outside of the stainless Refer to Changing RLS Fluid.
steel control box, for physical damage.

SERVICING Changing RLS Fluid
Check Reservoir Oil Level Hydraulic oil becomes contaminated over time and
this may impact RLS operation. Therefore, it is rec-
Ensure that all necessary safety guidelines have ommended that the oil in the RLS be changed at
been observed before attempting to check the oil least once a year. During oil replacement, it is recom-
level in oil reservoir (4, Figure 32-11). In addition, mended that the reservoir be flushed to remove any
ensure the ladder is in the fully lowered position. debris that may have accumulated in order to avoid
Visually check all hydraulic oil lines and fittings for contaminating the new oil.
leaks. DO NOT top-off the ladder’s oil reservoir if To change the RLS hydraulic oil:
leaks are found. Replace defective parts and repair
any leaks that are found. After all leaks have been 1. Remove the plug from fill port (2, Figure 32-11).
repaired, service the reservoir’s oil level. 2. Remove oil heater (3) from reservoir (4) and
allow the oil to drain into an acceptable con-
NOTE: It is recommended that any hydraulic oil to be tainer. DO NOT damage the heating end of the
used for filling or adding to the hydraulic system oil heater.
should be routed through a 3-micron filter device
prior to use. 3. Flush the interior of the reservoir with a cleaning
solvent and allow used solvent to drain into an
acceptable container.
4. Re-install oil heater (3). DO NOT overtighten.
5. Re-fill the reservoir through fill port (2) with the
correct quantity and type of clean, filtered
hydraulic oil.
6. Re-install plug in the fill port.
7. Operate the ladder through two complete up
and down cycles.
8. Re-check the oil level through sight glass (1).
Top-off as needed. DO NOT overfill.
NOTE: After changing the oil, the RLS should be
operated through its full range of motion at least two
times. This is to expel any air that may be present,
which would otherwise destroy the seals in the
hydraulic system.
FIGURE 32-11. POWER PACK RESERVOIR
1. Sight Glass 3. Oil Heater

2. Fill Port 4. Reservoir
To service the power pack reservoir:

1. Remove cap from fill port (2, Figure 32-11).
2. Use the MAX indicator mark on the sight glass
to determine the correct oil level approximately
center of the sight glass.
3. If necessary, add the correct quantity and type
of hydraulic oil. DO NOT overfill.
4. Re-install plug.

Cleaning the RLS Diagnostic information is accessible to the user in
four ways:
Depending on the operating environment, the RLS
should be cleaned frequently to extend the life of the 1. Continuous System Monitoring
equipment and to lessen the risk of personal injury Real time RLS status is available via the in-cab
during use. control panel display. Current ladder position
(UP, DOWN, GOING UP or GOING DOWN)
and system faults and/or errors are clearly dis-
played with visual and audible in-cab control
panel indications. No user ID password is
required for this function.
DO NOT aim high-pressure spray equipment at or
near the RLS power pack, actuator box, bearings
or electrical harnesses. Moisture introduced in
the electrical harnesses may result in uncon-
trolled ladder movement.
To clean the RLS:
1. Use an approved degreaser to remove or
loosen unwanted debris from the ladder step
surfaces. Use a nylon bristle brush to remove
debris from the ladder steps if necessary.
2. Use high-pressure spray equipment to remove
the degreaser and debris. DO NOT aim high-
pressure spray equipment at or near the RLS
power pack, actuator box, bearings or electrical 2. Historic System Data Review
harnesses. Moisture introduced into the electri- The last 50 logged RLS events can be viewed
cal harnesses may result in uncontrolled ladder directly from the in-cab control panel display.
movement. Each entry is time and date stamped for easy
identification. No user ID password is required
RLS DIAGNOSTICS for this function.
Description of Diagnostics Features
As mentioned earlier in this chapter, the in-cab con-
trol panel monitors, stores and reports RLS opera-
tional data. The in-cab control panel is designed to
provide the user with RLS maintenance scheduling,
system fault identification and the development of an
information database for individual RLS reporting.

3. Comms Integrity Monitoring Continuous System Monitoring
The ‘Diagnostics’ menu option is accessed from
Real time identification of the current ladder position
the Controller Menu area of the In-Cab Display.
is available via the animated ladder graphic and
A comprehensive list of system events can be
accompanying text on the in-cab control panel dis-
viewed directly on the display providing addi-
play. The following illustrations indicate a ladder in
tional fault finding capabilities. All events are
motion going up (raising) and going down (lowering).
listed as either active or inactive for ease of
While the ladder is in motion, the applicable [UP] or
identification. This function also monitors sys-
[DOWN] button on the control panel will flash.
tem communications integrity between the In-
Cab Control Panel and the Main Control Board
in the Power Pack. The results are displayed as
a percent value for various time periods up to
24 hours. For a healthy system, the percent-
ages should be no lower than 80%. No User ID
password is required.
4. System Event Logs

A continuous data log of system events is
stored in non-volatile memory for download to a
USB key for transfer to a PC or laptop com-
puter. The file can then be translated into a
usable Microsoft Excel file using the Microsoft
Excel interface provided on the USB key sup-
plied with the RLS. The log is capable of storing
up to 3,000 time and date stamped events. Set
up in a rolling log format, the earliest data is When the ladder has reached the raised or lowered
overwritten when the log is full, providing a con- positions, the animated graphic will stop moving and
tinuous bank of data available for review at any the text “UP” or “DOWN” will appear on the display
time. No User ID password is required for this screen. Once the ladder has completed its motion
function. cycle and is either in the up or down position, the
applicable [UP] or [DOWN] button on the control
panel will remain lit continuously.

Historic System Data Review Comms Integrity Monitoring
To view up to 50 of the last logged events: The Comms Integrity interface provides a simple
health check for the communications between the in-
1. Press the [ENTER] or [EXIT] buttons on the in-
cab control panel and the main controller in the
cab control panel.
power pack. To access this screen:
2. From the CONTROLLER MENU screen, use
the [DOWN] button to scroll to “Show Recent 1. From the CONTROLLER MENU screen, use
Logs” and press the [ENTER] button. the [DOWN] button on the in-cab control panel
to scroll down to Diagnostics and press the
3. To view each entry, use the [DOWN] button to
[ENTER] button.
scroll.
2. Use the [DOWN] button to scroll to DIAGNOS-
TICS and press the [ENTER] button. A compre-
hensive list of system events are tagged as
either ‘active’ or ‘inactive’ for quick identification
of system faults that are currently active and
need immediate attention. Comms Integrity is
listed as a percent value. These percent values
indicate communications integrity for the last 30
seconds, 15 minutes, 4 hours and 24 hours.
NOTE: The events are listed from the last time and
date stamped event (1/50) through to the first in the
series (50/50). Pressing and holding the DOWN or
UP button will continuously scroll through the list until
the button is released.
NOTE: The In-Cab Control Node contains a
rechargeable battery to maintain the clock. If the
Date and Time set screens appear on start up the If intermittent, unreliable operation of the ladder,
internal battery will require charging. Charge times stairway or step access system is experienced, a
are as follows: check of the Comms Integrity entries is recom-
Standby Time (Fully Charged) – 3 Weeks mended. For a healthy system, the percentages
Time to fully Charge – 5 Hours should be no lower than 80%.
Minimum Charge Time – 1.5 Hours If the percentages fall below this prescribed value,
NOTE: This battery status only affects Time and the possible symptoms will be:
Date settings. IT DOES NOT AFFECT NORMAL • Intermittent communications errors shown on the
LADDER, STAIRWAY OR STEP OPERATION. controller
• Unreliable/unpredictable ladder operation
• No ladder operation
The possible causes are:
• Poor/degraded wiring
• Substantial electrical interference
• An internal fault with the controller hardware
Log and Service Information ues.

The DIAGNOSTICS screen provides additional infor- These listings are:
mation following the Comms Integrity displayed val-
• When the logs were last cleared.

• The percentage of the logging space currently 3. The message “Please insert a USB key” will
being used. A total of 3,000 logging entries are then be displayed.
available.
• The system software code version.
• The number of operations remaining until the
next level 1 or level 2 service is required.
System Event Logs

The data retrieval feature of the in-cab control panel
allows the simple download of RLS operational data
pertaining to the day-to-day operation of the RLS. All
events, including raising and lowering of the ladder
and fault indications, are time and date stamped to
provide a sequential record of all RLS operations.
To access the data log from the main display screen:
1. Press the [ENTER] or [EXIT] buttons on the in- 4. Insert a USB key in the slot on the right hand
cab control panel. side of the in-cab control panel.
2. From the CONTROLLER MENU screen, use
the [DOWN] button to scroll to “Upload Logs to
USB” and press the [ENTER] button.

5. The logged data will begin to download auto- SECURITY ACCESS LEVELS
matically once the USB key is inserted. Down-
The software program driving the In-Cab and
load progress is displayed as an incremental
Hydraulic Control Nodes is factory configured for
percentage value.
proper RLS operation. If it becomes necessary to
adjust any timing parameters through the In-Cab
Control Panel access will be required to the Control-
ler Config menu option.
To avoid the possibility of accidental or detrimental
changes to timing parameters, graded levels of secu-
rity access can be initiated by the user. There are
three levels of access available NONE,
RESTRICTED and COMPLETE. The three access
levels and their privileges are as follows:
Access Level 1 – NONE

No User ID is required for this level. Privileges:
• View ladder, stairway or step setup (System
6. When the download is complete, press the Settings)
[ENTER] or [EXIT] buttons to confirm the data
transfer and remove the USB key. Data can • Upload logs to USB
now be transferred to a PC or laptop computer • View recent log entries
for review.
• Read Diagnostics
• Clear Level 1 service prompt
Access Level 2 – RESTRICTED

A valid User ID is required for access. (012345 –
Default password) See User ID-Access Privileges
Table for access privileges.
Access Level 3 – COMPLETE

A Master User ID is required for access. See User
ID-Access Privileges Table for access privileges.

User Access Privileges
PARAMETER DESCRIPTION ACCESS LEVEL
Vehicle ID 15 character vehicle identifier RESTRICTED
Ladder type SINGLE action or DOUBLE action ladder RESTRICTED
(Double – Swing Ladder only)
UP movement time for Maximum length of time for Ladder UP movement RESTRICTED
Ladder UP (1-300 sec) Default – 18 secs
IN movement time for Length of time for Ladder IN movement (1-300 sec) RESTRICTED
Ladder UP Default – 6 secs
(Swing Ladder only)
DOWN movement time for Length of time for Ladder DOWN movement into cradle RESTRICTED
Ladder UP (1-300 sec) Default – 3 secs
(Swing Ladder only)
UP movement time for Length of time for Ladder UP movement out of cradle RESTRICTED
Ladder DOWN (1-300 sec) Default – 3 secs
(Swing Ladder only)
OUT movement time for Length of time for Ladder OUT movement (1-300 secs) RESTRICTED
Ladder DOWN Default – 6 secs
(Swing Ladder only)
DOWN movement time for Length of time for Ladder DOWN movement driven by RESTRICTED
Ladder DOWN power pack (1-300 sec) Default – 10 secs
(Swing Ladder only)
DOWN movement time for Length of time for Ladder DOWN movement driven by RESTRICTED
Ladder DOWN power pack (1-300 sec) Default – 2.5 secs
DOWN run-on time for Length of time for Ladder DOWN movement without RESTRICTED
Ladder DOWN power pack (1-300 sec) Default – 4 secs
Wiring Set Up Configure the switching status for the RESTRICTED
Park Brake – NO/NC
E Stop – NO/NC
Inhibit connected – Yes/No
Boarding Light Length of time for boarding light to switch on after RESTRICTED
ladder movement initiated. Default – 30 secs
Menu timeout Period of time without human input after which the RESTRICTED
display reverts to the main screen. Default – 300 secs
Screen timeout Period of time without human input after which the RESTRICTED
display switches off and user information is cleared.
Default – 600 secs
Buzzer time Frequency of buzzer beeps for fault reminder. RESTRICTED
Default – 60 secs
Cabin Lockout If set to ON, user can only initiate a ladder movement RESTRICTED
from a remote control switch panel. If OFF, user may
initiate a ladder movement from the cabin controller.
Date and Time Used for synchronizing data log RESTRICTED
Power Pack Timings Power Pack on-time for accumulator recharge COMPLETE
(1-300 sec) Default – 3 secs
Power Pack Timings Power Pack on-time for accumulator recharge after COMPLETE
ladder UP (1-300 sec) Default – 3 secs

PARAMETER DESCRIPTION ACCESS LEVEL
User Setup In addition to the built-in Master User who has COMPLETE
COMPLETE access, three additional users may be
configured.
Phone Number 15 character contact details COMPLETE
Clear Logs Clear the current log of system event data COMPLETE
Set Defaults Reset the current System configuration to default COMPLETE
settings
Level 1 Service Interval Number of Access System operations before Level 1 COMPLETE
service prompt is displayed on screen
Level 2 Service Interval Number of Access System operations before Level 2 COMPLETE
service prompt is displayed on screen
Overdue Interval Number of operations after Level 1 and Level 2 service COMPLETE
prompts appear before a Service Overdue fault is
logged
USER ID – PASSWORD 2. Use the [DOWN] button to scroll to CONTROL-

LER CONFIG and press [ENTER].
Allowance has been made for up to four, separate
User ID accounts to be configured and managed in A valid User ID can now be entered. A valid User ID
the RLS In-Cab Control Panel. A Master User ID is should consist of up to 6 letters, numbers and/or
pre-configured to allow one user Complete Level 3 characters from the options shown in the Password
Access and a second User (User 1) Restricted Level Character table. Use the [UP] and [DOWN] buttons
2 Access. As with all User ID access a valid pass- to scroll through the list. After selecting the correct
word must be input before access is granted. To value for a password field, use the [RIGHT] button to
access this screen: scroll to the next field until complete. Use the [LEFT]
1. From the In-Cab Control Display Mode press button to scroll back through the fields. When the
either the [ENTER] or [EXIT] buttons to move to password fields are set, press [ENTER] to accept.
the CONTROLLER MENU as shown below.
Sequential Field Value Selection Options

Letters Alphabetical A to Z (Capitals)
Numbers Numerical 0 to 9
Characters :;<=>?@
Password Character Table

From Initial Field Marker: >_ <
Pressing UP _0123456789 : ; < = > ? @ ABCDEFGHIJKLMNOPQRSTUVWXYZ
Pressing DOWN _ZYXWVUTSRQPONMLKJIHGFEDCBA @ ? > = < ; : 9876543210

USER ID – NEW USER SETUP SYSTEM FAULTS
Once access to the CONTROLLER CONFIG options The in-cab control panel is programmed to display,
is complete a series of menu options will be avail- record, store and diagnose 25 different types of
able. To view currently set User ID’s (including the faults. Faults must be acknowledged and corrected
Master User) or add a new User ID: to ensure uninterrupted ladder operation.
1. Use [DOWN] button to scroll to USER SET UP In addition, every normal ladder request is logged. A
and press [ENTER]. To add a new User ID, use maximum of 3,000 log entries may be stored before
[DOWN] button to scroll to the next unassigned data is overwritten. Every detectable fault type is
User ID (from new this will be User 2) and classified as either high or low priority.
assign the password using the same method as
that used to enter the password to access the • A high priority fault will result in a continuous
alarm on the in-cab control panel.
CONTROLLER CONFIG interface.
2. After entering the new User ID password press • A low priority fault will result in a buzzer sounding
at regular intervals.
[ENTER].
All system faults (excluding high or low voltage
Another window will open with a prompt to either
detected with the ladder at rest) require user
[SAVE] the changes or [EXIT] without saving.
acknowledgement. A message will be displayed on
NOTE: The Master User password is fixed and can’t the control panel display screen listing all faults in
be changed. For added security the User 1 default order of priority. All alarm conditions must be
password should be changed as the default is listed acknowledged by pressing the [EXIT] or [ENTER]
in this manual. Copies of any assigned passwords buttons on the in-cab control panel.
should be stored in a secure place to avoid loss as
If a fault condition exists after being acknowledged
the result of personnel moving to new positions or
(for example, the pump coil remains disconnected), a
mine sites.
FAULT IN SYSTEM message will be displayed on
the display screen and the buzzer will continue to
sound.
Refer to the next series of tables for the 25 faults that
must be acknowledged to ensure uninterrupted lad-
der operation.
NOTE: When an alarm indicates that a fault exists, it
is the sole responsibility of the operator to investigate
the condition of the ladder before placing the truck
into service.

Fault Type 1: Communications error
Fault Type 1
Priority High
Description A communications error occurs when the communications link between the in-cab
control panel and the power pack have had no positive transmissions for a period of
two seconds or more.
Possible Cause(s) May be caused by deteriorated or incorrect wiring, large amounts of electrical noise
interference, or an electrical failure in the control system.
Operator Alerting The in-cab control panel will display a fault message and list all of the faults in order of
System Response priority.
The in-cab control panel will sound a continuous alarm.
Resulting Problem(s) Any current ladder movement will be completed, new ladder movements cannot be ini-
tiated.
Operator Yes.
Acknowledgment
Required?
Fault Type 2: 10A/15A fuse blown

Fault Type 2
Priority High
Description
Possible Cause(s) Faulty wiring or a damaged coil can cause this also.
Resulting Problem(s) If the 10A fuse is blown the ladder, stairway or step cannot operate. If the 15A fuse is
blown the light/siren will not operate.
Operator Yes.
Acknowledgment
Required?

Fault Types 3, 4, 5, 6, 7: Up/Down/In/Out pump coil short or disconnected
(In/Out only relevant to Swing Ladder)
Fault Types 3, 4, 5, 6, 7
Priority High
Description This fault occurs when an open or shorted circuit is detected on the corresponding out-
put.
Possible Cause(s) May be caused by a failure of the détente solenoid coil driver or pump solenoid, or
poor wiring.
Resulting Problem(s) Any current ladder movement will be stopped, new ladder movements cannot be initi-
ated. 10A fuse in power pack may blow.
Operator Yes.
Acknowledgment
Required?
Fault Type 8: Power pack recharge too long

Fault Type 8
Priority High
Description This fault occurs when the pump continues to run three seconds after the pump driver
output has been deactivated.
Possible Cause(s) May be caused by frozen contacts in the pump driver coil, or poor wiring.
The in-cab control panel sound provide a continuous alarm.
Resulting Problem(s) None.
Operator Yes.
Acknowledgment
Required?

Fault Type 9: Inhibit relay fail
Fault Type 9
Priority High
Description
Possible Cause(s) May be caused by defective relay coil connected to the inhibit output or internal dam-
age to the controller.
Operator Yes.
Acknowledgment
Required?
Fault Types 10, 11: Light/Siren relay failure

Fault Types 10, 11
Priority High
Description This fault occurs when an open or shorted circuit is detected on the Light or Ladder
Moving (a.k.a. Siren) output.
Possible Cause(s) May be caused by a failure of the light/ladder moving apparatus, or poor wiring.
Resulting Problem(s) Boarding Light or Ladder Moving Contact will not be operated. 15A fuse may blow.
Operator Yes.
Acknowledgment
Required?

Fault Type 12: Ladder came off upper limit
Fault Type 12
Priority High
Description This fault occurs when the UP limit switch opens and the ladder is supposed to be in
the fully raised position.
Possible Cause(s) May be caused by a mechanical failure of the system, low pressure or a fault with the
limit switch or poor wiring.
The in-cab control panel sound provide a continuous alarm.
Resulting Problem(s) The power pack will attempt to re-position the ladder to the fully raised position for the
length of time defined by the “Power Pack Recharge” setting.
Operator Yes.
Acknowledgment
Required?
Fault Type 13: Ladder did not reach limit

Fault Type 13
Priority High
Description This fault occurs when the UP movement of the RLS is completed due to a time-out
rather than the system detecting a closure of the UP limit switch.
Possible Cause(s) May be caused by the ladder having a mechanical obstruction that prevents it from
closing within the allowed time, or a fault with the limit switch or poor wiring.
Operator Yes.
Acknowledgment
Required?

Fault Type 14: Ladder stayed on limit
Fault Type 14
Priority High
Description If the UP limit switch is detected to have remained closed at the completion of a
DOWN ladder, stairway or step operation will continue and be controlled by preset tim-
ing parameters.
Possible Cause(s) A fault with the limit switch or wiring to the limit switch.
Resulting Problem(s) Ladder, stairway or step operation continues but the UP limit switch is disregarded; all
ladder movement is controlled with timers.
Operator Yes.
Acknowledgment
Required?
Fault Type 15: Low oil level

Fault Type 15
Priority High
Description If the oil level input determines that the oil level is too low this error is flagged. The
Park Brake must be set to ensure an accurate reading. When the park brake is
released the system disregards the oil level input.
Possible Cause(s) Reservoir oil level not maintained or an oil leak in the hydraulic system.
Resulting Problem(s) None (until oil level is too low for operation).
Operator Yes.
Acknowledgment
Required?

Fault Type 16: System voltage over 18V during movement
Fault Type 16
Priority Low
Description This fault occurs when the RLS voltage is measured to be under 18VDC during a lad-
der movement.
Possible Cause(s) Often caused when the truck is under an electrical load (for example, cranking for igni-
tion) while the ladder is moving.
The in-cab control panel will sound a buzzer at regular intervals.
Resulting Problem(s) As a continued fault, this may shorten the operational life of the RLS hydraulic pump or
damage the RLS hydraulic pump.
Operator Yes.
Acknowledgment
Required?
Fault Type 17: System voltage under 18V

Fault Type 17
Priority Low
Description This fault occurs when the RLS voltage is measured to be under 18VDC. The RLS
should not be operated under these conditions, but the ladder is not locked-out to pre-
vent use.
Possible Cause(s) Often caused when the truck is under an electrical load (for example, cranking for igni-
tion).
Operator No.
Acknowledgment
Required?

Fault Type 18: System voltage over 31V
Fault Type 18
Priority Low
Description This fault occurs when the RLS voltage is measured to be over 31VDC. The RLS
should not be operated under these conditions, but the ladder is not locked-out to pre-
vent use.
Possible Cause(s) May indicate the truck’s alternator is not functioning correctly.
Operator No.
Acknowledgment
Required?
Fault Types 19, 20: Remote UP and/or DOWN toggle held too long (when equipped)
Fault Types 19, 20
Priority Low
Description This fault occurs when the upper remote access terminal’s toggle switch is held in
either the UP or DOWN position for more than 10 seconds. The logged event and dis-
played error message will distinguish the actual location of the fault.
Possible Cause(s) May be caused by a user holding the toggle switch for too long, an accumulation of
dust/mud in the contact or mechanical damage to the unit.
Resulting Problem(s) Current ladder movement will be completed normally. The toggle switch may not be
used to initiate ladder movement until the fault has been cleared.
Operator Yes.
Acknowledgment
Required?

Fault Type 21: Accumulator recharge > than once/hour
Fault Type 21
Priority Low
Description This fault occurs when the accumulator requires recharging due to low pressure more
than once per hour.
Possible Cause(s) Often caused by a fault with the RLS hydraulic components.
Operator Yes.
Acknowledgment
Required?
Fault Type 22: System raised by park brake

Fault Type 22
Priority Low
Description When the system is in the DOWN position and the park brake is released the ladder,
stairway or step will automatically be raised. This is not the correct operation of the
system so it is logged as a fault.
Possible Cause(s) Use of the park brake instead of the in-cab Control Panel to raise the ladder, stairway
or step.
The in-cab control panel will sound a buzzer spaced at regular intervals.
Operator Yes.
Acknowledgment
Required?

Fault Types 23, 24: Levels 1 and 2 service overdue
Fault Types 23, 24
Priority Low
Description When the first, second and overdue service intervals have been exceeded by the
operations count an error is logged and a user acknowledgement is requested.
Possible Cause(s) Ladder, stairway or step has not been serviced within the acceptable number of opera-
tions. If the service has been completed then the service request has not been cleared
from the system.
Operator Yes.
Acknowledgment
Required?
Fault Type 25: Levels 1 and 2 service complete

Fault Type 25
Priority Low
Description Once the ladder, stairway or step has been serviced a user with the Master User ID
must clear the service request. When the service request is cleared a Level 1 and/or 2
Service Complete entry will be logged.
Possible Cause(s)
Operator Yes.
Acknowledgment
Required?

DATA MANAGEMENT For example, a typical filename could be
To review the downloaded log data from the in-cab 08072302.RLS, which is the 2nd .RLS file created on
control panel, there is a Microsoft Excel interface July 23, 2008.
loaded on the USB key supplied with the RLS unit.
The data is presented in summary view and as the It is important that the correct date and time are set
complete log. The interface allows additional sorting on the in-cab control panel for the following reasons:
of the complete log for custom report development.
• The year, month and day information used in the
Log Files filename is taken from the on-board clock.
Even though the log files can be stored on the USB • The logs are time and date stamped to provide
key supplied with the RLS unit, it is recommended an accurate real time record of ladder system
events. To be of value in troubleshooting faults,
that the log files be transferred to a laptop computer
the logs must correlate with the actual events.
or PC for long-term file management. The standard
file created on the USB key during data download
has the following filename and format:
YYMMDDIN.RLS, where
• YY is the last two digits of the current year
• MM is the current month
• DD is the current day
• IN is the file index. If multiple files are created on
the same USB key, each subsequent file will be
incrementally indexed. If the log is cleared via the
in-cab control panel, the file index will begin
again at 00 for the next download.
• .RLS is the default RLS file format from the raw
hexidecimal-encoded data used in the RLS
operating system.

Generating Reports 1. Open the Komatsu_RLS_1V40.xls file directly
from the USB key or from a stored location on a
Once the .RLS files have been retrieved, they need
laptop computer or PC.
to be translated into a usable format.
NOTE: The file Komatsu_RLS_1V40.xls contains a
The Microsoft Excel file Komatsu_RLS_1V40.xls is
macro which will generate a Windows Security
loaded on the USB key supplied with the RLS unit.
Warning when opened. The Enable Macros option
This interface will generate reports from the .RLS
(Office 2003) or Enable this content option (Office
files.
2007) will have to be chosen in order to continue.
The following sequence describes the generation of
a report from a raw file to an Excel spreadsheet:

2. The Microsoft Excel Home Page interface (in
Office 2007) will then be displayed as shown
below.
3. To load a file to view the logged data, click the

[Load File] button in the Action box as shown
below.

4. After clicking the [Load File] button, the “Clear
Data First?” message will appear. Click [Yes] to
clear previously-loaded data from the spread-
sheet.
5. From the File Open window, browse to the .RLS

file location, choose the required file and dou-
ble-click or click the [Open] button to open the
file in the Komatsu_RLS_1V40.xls interface.

6. The file should open at the Summary Report The tabs located at the bottom of the currently
Page as shown in the figure below. This report opened worksheet provide access to the three avail-
presents a summary of the current RLS timing able worksheet data selections in the
Settings, General system timings, RLS Error Komatsu_RLS_1V40.xls interface. These are the
Counters (all events as indicated at the in-cab Home page, Report page and Log Data page as
control panel) and time and date stamped Log shown in the figure below.
Information.

7. To view the Log Data, click on the Log Data tab
at the bottom of the worksheet as shown in the
figure above. The page should appear as
shown in the figure below.

8. To preview specific events easily, use the High-
light Events drop-down list to choose an event
type. Then select a color highlight and the
[Highlight Events] button to highlight all the
same events throughout the log in the same
color. The [Clear Highlighting] button will
remove the colored highlighting from all the
entries and allow a further selection if required.
The [Remove Events] button will remove all
highlighted events from the log.
Use the [Remove Events] button with extreme

caution as it completely removes events from the
file. To retain the log file in its original state, use
the “Save As” option after removing the events
to ensure the original file remains intact.

9. Events can also be sorted by selecting one of
the four options in the Sort Log dialogue box.
The logged events will then be re-arranged
according the Sort Log selection chosen. By
default, it is set to Log Type.
MENU DIAGRAMS
The following pages contain diagrams to assist the
user in navigating through the various menus of the
in-cab control panel functions.
Controller Config
Figure 32-12 provides information for changing or
updating RLS parameters such as ladder and power
pack timing.
Contact Information
Figure 32-13 provides information for contacting
Komatsu with technical-related issues regarding the
RLS.
Show Recent Logs

Figure 32-14 provides information on viewing RLS
operational data on the in-cab control panel.
System Settings
Figure 32-15 provides information on viewing current
RLS system settings.
Upload Logs to USB

Figure 32-16 provides information on transferring
RLS operational data to a USB key. The data can
then be downloaded to a computer or database for
analysis.
Diagnostics
Figure 32-17 provides a comprehensive list of sys-
tem events and the Comms Integrity of the system
displayed as a percentage.

MAIN ACCESS DISPLAY
Displays current ladder status
To access the CONTROLLER MENU

press the [ENTER]
or [EXIT] buttons
CONTROLLER MENU
Displays Main Root Menu
Options
System Settings
Displays Currently Programmed
System Settings
Use the [DOWN] button to scroll

to Controller Config
then press [ENTER]
Controller Config ENTER USER ID

Password access to change the Enter password for access. Use
System Settings the arrow keys to select.
To change a Controller Configuration Option, use the [UP] and

To return to MAIN ACCESS DISPLAY [DOWN] buttons to set an alpha numeric code or make a selection (the
press the [EXIT] button. [LEFT] and [RIGHT] buttons will move the cursor across the fields).
When complete, press [ENTER] to accept.
CONTROLLER CONFIG OPTIONS

Show Recent Logs
Displays the 50 latest events
time & date stamped Vehicle ID (SET VEHICLE ID)
Ladder Type (SET LADDER TYPE - double action Swing Ladder only)
Ladder Timing (Adjust LADDER TIMING UP drive time in 0.1 sec increments)
Upload Logs to USB Wiring Setup (Set INHIBIT, E STOP, PARK BRAKE Relays)
Allows the download of the data
log via USB Key Inhibit (Yes/No), E Stop (NO/NC), Park Brake (NO/NC)
Power Pack Timing (Adjust POWER PACK TIMING for Accumulator Recharge
in 0.1 sec increments)
Diagnostics Boarding Light (Adjust BOARDING LIGHT ON TIMING in 1 sec increments)
Displays a summary of Events Display Options
and Comms Integrity Set Menu Timeout (Adjust Menu Display Timeout in 10 sec increments)
Set Screen Timeout (Adjust Screen Display Timeout in 10 sec increments)
Set Beep Pause Time (Adjust Menu Display Timeout in 1 sec increments)
Ph: +555-555-1212 In Cab Lock (Set IN CAB Lockout to ON or OFF)
Displays Komatsu Contact User Set Up (View Password Access for the Master User and Restricted User 1
Details plus set Password Access for additional Users 2 and 3)
Set Date/Time (Set Date and Time for Data Log Synchronization)
Set Phone Number (Change Phone Number for Komatsu Service)
Clear Logs (Clear current data log - Press [ENTER] to clear or [EXIT] to escape)
Set Defaults (Return all Settings to their Default Values)
Servicing Setup (Set Service Interval Indicators)
Set Level 1 Service Interval (0 to 30,000 operations)
Set Level 2 Service Interval (0 to 30,000 operations)
Set Service Overdue Interval (20 to 5,000 operations)
FIGURE 32-12. Control Panel Menu Structure - Controller Config

MAIN ACCESS DISPLAY

press the [ENTER]
or [EXIT] buttons
To view the Recent Logs, use the [UP] and [DOWN] buttons to scroll through the
CONTROLLER MENU logged data for the last 50 entries.
Options SHOW RECENT LOGS OPTION
System Settings
System Settings
Controller Config
Password access to change the
System Settings
Show Recent Logs

Displays the 50 latest events
time & date stamped
Upload Logs to USB

log via USB Key
CONTACT DETAILS
For Technical assistance,
call: The Contact Detail information is displayed as
Diagnostics +555-555-1212 shown in the text box to the left. Should you
Displays a summary of Events require technical assistance you can call
and Comms Integrity Or visit Komatsu using the displayed number.
www.abc123.com
for contact details
Use the [DOWN] button to scroll to
Ph Number then press [ENTER]
Ph: +555-555-1212
Displays Komatsu Contact
Details
NOTE: The Technical Assistance contact phone number can be changed

To return to MAIN ACCESS DISPLAY through Controller Config. Password access will be required to enter the
press the [EXIT] button. Controller Config sub menu options. If Komatsu approved Technical
Assistance is available locally, input that contact number.
FIGURE 32-13. Control Panel Menu Structure - Contact Information

MAIN ACCESS DISPLAY

press the [ENTER]
or [EXIT] buttons
CONTROLLER MENU To view the current Recent Logs press the [UP] or [DOWN] buttons to scroll through
Displays Main Root Menu the logged data for the last 50 entries
Options
SHOW RECENT LOGS OPTIONS

System Settings
System Settings
Controller Config
System Settings

Upload Logs then
press [ENTER]
50 LATEST EVENTS
1/50, 19/06/2008
Show Recent Logs 14:31:34 Access Sys The Recent Log information is displayed as shown in
Displays the 50 latest events Raised by Command the text box to the left with two time and date stamped
time & date stamped vents being displayed simultaneously. Scrolling down
2/50, 19/06/2008 will drop the top event and display the next two events.
16:55:23 Access Sys
Lowered by Command
To return to MAIN ACCESS DISPLAY
press the [EXIT] button.
Upload Logs to USB

log via USB Key
Diagnostics
Displays a summary of Events
and Comms Integrity
NOTE: The log is a rolling log. When full, it overwrites the earliest logged data.
Ph: +555-555-1212 The actual data log capacity is 3,000 data points and is stored in a non-volatile
Displays Komatsu Contact memory providing a continuous bank of time and date stamped data available
Details for download to a USB Key.
FIGURE 32-14. Control Panel Menu Structure - Show Recent Logs

MAIN ACCESS DISPLAY

press the [ENTER]
or [EXIT] buttons
CONTROLLER MENU To view the current System Settings press the [UP] or [DOWN] buttons
Displays Main Root Menu to scroll through the options
Options
SYSTEM SETTINGS OPTIONS

Upload Logs then press [ENTER]
ID (displays vehicle number if set)
Single or Double Action System (double action Swing Ladder only)
System Settings
Displays Currently Programmed System IS - (Displays current ladder position – Up or Down)
System Settings
In Cab Lock - On or Off (default set to OFF)
Solenoid ON Times
To return to MAIN ACCESS DISPLAY System UP
press the [EXIT] button. UP (default set at 18 seconds)
IN (default set at 3 seconds) (Swing Ladder Only)
DOWN (default set at 3 seconds) (Swing Ladder Only)
Controller Config System DOWN
Password access to change the UP (default set at 3 seconds) (Swing Ladder Only)
System Settings
OUT (default set at 3 seconds) (Swing Ladder Only)
DOWN (default set at 4 seconds)
RUN ON (default set at 10 seconds)
Show Recent Logs
Displays the 50 latest events Power Pack ON Times
time & date stamped Acc Recharge (default set at 3 seconds)
System UP (default set at 3 seconds)
Upload Logs to USB Boarding Light (default set at 30 seconds)

log via USB Key Menu Timeout (default set at 300 seconds)
Screen Timeout (default set at 600 seconds)
Diagnostics Buzzer Pause (default set at 60 seconds)
and Comms Integrity NOTE: All System Settings are User adjustable - see Controller Config
Ph: +555-555-1212
Details
FIGURE 32-15. Control Panel Menu Structure - System Settings

MAIN ACCESS DISPLAY

press the [ENTER]
or [EXIT] buttons
CONTROLLER MENU To Upload Logs to USB, a USB Key will be required and is placed in the
Displays Main Root Menu port on the lower right hand side of the In Cap Control Panel. Only insert
Options the USB Key once the on screen prompt indicates to do so.
System Settings UPLOAD LOGS TO USB OPTION

System Settings
Transferring data to USB Processing

Controller Config Complete
USB key: X% complete Enter/Exit to confirm
System Settings
Show Recent Logs

Displays the 50 latest events After inserting the USB Key the data
time & date stamped transfer is automatic through the
USB Device found,
Initializing transfer following three screen displays. On
completion, press the [ENTER] or
Use the [DOWN] button to scroll [EXIT] buttons to confirm the download.
to Upload Logs
then press [ENTER]
USB data transfer

Upload Logs to USB Failed,
Please Insert a USB
Allows the download of the data Key General Error
log via USB Key Error Code: 12
Enter/Exit to Confirm

After pressing the [ENTER] button the If there is no response to this screen
display above should appear. Insert the prompt, the option will time out and
USB Key into the USB port. the error message above will appear.
Ph: +555-555-1212
Details
NOTE: Once the above sequence is complete simply remove the USB Key from
the Port.
FIGURE 32-16. Control Panel Menu Structure - Upload Logs to USB

MAIN ACCESS DISPLAY
Displays current ladder/stairway status

press the [ENTER]
or [EXIT] buttons
CONTROLLER MENU
Options
To view the current System Settings press the [UP] or [DOWN] buttons
to scroll through the options
System Settings
System Settings
DIAGNOSTICS RECORDS OPTIONS
Controller Config Active Events (A comprehensive list of system events indicated whether cur-
Password access to change the rently active or inactive). Comms Failed, 10A Fuse Blown, 15A Fuse Blown,
System Settings Up Coil Failed, Down Coil Failed, In Coil Failed [Swing Ladder only], Out Coil
Failed [Swing Ladder only], Pump Coil Failed, Power Pack Failed, Inhibit Re-
lay Failed, Ladder Off Limit, Did Not Reach Limit, Stay on Limit, Low Oil Level
Show Recent Logs [Future Inclusion], Under Voltage at Command, Under Volts, Over Volts, Top
Displays the 50 latest events Remote UP Held, Top Remote DOWN Held, Low Remote UP Held, Low Re-
time & date stamped mote DOWN Held, Pressure Recharge > 1 Hour, Raised by Park Brake, L1
Service Overdue, L2 Service Overdue.
Comms Integrity (Monitors system communications integrity between the In-
Upload Logs to USB Cab Control Panel and the Main Control Board in the Power Pack. The results
Allows the download of the data are displayed as a percent value for various time periods up to 24 hours. For
log via USB Key a healthy system, the percentages should be no lower than 80%). Time inter-
vals displayed are 30 seconds, 15 minutes, 4 hours and 24 hours.
Log Last Cleared (Displays the date when the log was last cleared)
Use the [DOWN] button to scroll to Total Log Space (Displays the log storage space remaining as a percent)
Diagnostics then press [ENTER]. Code Versions (Displays the current software code versions for the In-Cab
and Hydraulic Control Nodes)
Operations Until L1 Service Due (Displays the remaining access system op-
Diagnostics erations before Service Level 1 Indicator is activated)
and Comms Integrity Operations Until L2 Service Due (Displays the remaining access system op-
erations before Service Level 2 Indicator is activated)

Ph: +555-555-1212
Details
FIGURE 32-17. Control Panel Menu Structure - Diagnostics

NOTES:

SECTION N
OPERATOR CAB
INDEX
TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-1
OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
OPERATOR CAB CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
N01020 Index N1-1

NOTES
N1-2 Index N01020

SECTION N2
TRUCK CAB AND COMPONENTS
INDEX
TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-5
CAB DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Door Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Door Jamb Bolt Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-7
Door Handle Plunger Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-8
Replace Door Glass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-9
Replace Door Window Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-13
Replacing the Door Handle or Latch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14
Replacing the Door and Door Hinge Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14
Removing the Door Opening Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15
GLASS REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16
Adhesive-bonded Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16
Replacement Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16
WINDSHIELD & REAR GLASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-18
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-18
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-18
N02019 4/10 Truck Cab N2-1

NOTES:
N2-2 Truck Cab 4/10 N02019

TRUCK CAB AND COMPONENTS
TRUCK CAB
Description
The truck cab is a fully insulated design incorporating
an integral ROPS structure for maximum operator
comfort and safety. All gauges, switches, and con- DO NOT attempt to modify or repair damage to
trols have been designed to simplify operation and the ROPS structure without written approval from
are placed within easy reach of the operator. Servic- the manufacturer. Unauthorized repairs to the
ing of cab and associated electrical systems is sim- ROPS structure will void certification. If modifica-
plified by use of heavy-duty connectors on the tion or repairs are required, contact the servicing
various wiring harnesses. Hydraulic components are Komatsu Distributor.
located outside of the interior and are accessed
through covers (2, Figure 2-1) on the front of the cab.
FIGURE 2-1. CAB ASSEMBLY

1. Mounting Pad 6. Retard Light (Retarder Applied)
2. Access Covers 7. Lifting Eye
3. Filter Cover 8. Rear, Side Glass
4. Windshield Wiper Arms 9. Front, Side Glass
5. Stop Light (Service Brakes Applied)
N02019 4/10 Truck Cab N2-3

Prior to cab removal or repair procedures, it may be 7. Close heater shutoff valves located at the water
necessary to remove the body to provide clearance pump inlet housing on the right side of the
for lifting equipment to be used. If body removal is engine and at the water manifold. Disconnect
not required, the body should be raised and the heater hoses at each valve and drain coolant
safety cables installed at the rear of the truck. into a container.
8. Remove clamps and heater hoses from fittings
underside of deck, below heater.
Do not attempt to work in deck area until body

safety cables have been installed.
Federal regulations prohibit venting air condi-

Removal tioning system refrigerants into the atmosphere.
An approved recovery/recycle station must be
NOTE: The following procedure describes removal of
used to remove the refrigerant from the air condi-
the cab as a complete module with the hydraulic
tioning system.
brake cabinet attached. All hoses and wire
harnesses should be marked prior to removal for 9. Evacuate the air conditioning system as follows:
identification to ensure correct reinstallation: a. Attach a recycle/recovery station at the air
1. Turn the key switch to the OFF position and conditioning compressor service valves.
allow at least 90 seconds to bleed the steering (Refer to "Heater/Air Conditioning System" in
accumulator. Turn the steering wheel to be sure this section for detailed instructions.)
no pressure remains. b. Evacuate air conditioning system refrigerant.
2. Block truck securely, and open the brake accu- c. Remove the air conditioner system hoses
mulator bleed down valves on the accumulators routed to the cab from the receiver/drier and
located in the cabinet mounted on the rear of compressor. Cap all hoses and fittings to
the cab. Allow sufficient time for accumulators prevent contamination.
to bleed down completely.
10. Attach a lifting device to the lifting eyes provided
3. Disconnect the batteries by activating the bat-
on top of the cab.
tery disconnect switches located at one end on
the battery box.
4. Disconnect hydraulic hoses routed to frame
from fittings at rear of cab under brake cabinet
(3, Figure 2-2). (It is not necessary to discon-
nect hoses (4) attached to, and routed under The cab assembly weighs approximately 2270 kg
the cab.) Cap all fittings and plug hoses to pre- (5000 lbs). Be sure lifting device is capable of lift-
vent contamination. ing the load.
5. Disconnect the wire harnesses at connectors 11. Remove the cap screws and washers from each
(5) located under hydraulic cabinet. mounting pad (1, Figure 2-1) at the corners of
the cab.
6. Remove cable and hose clamps as needed for
cab removal NOTE: The tool group shipped with the truck
contains the following tools which may be used to
remove the inner cap screws, as clearance is limited:
• TZ3535 - 1-1/2" offset wrench
• TZ2733 - Tubular Handle
• TZ2734 - 3/4" torque wrench Adaptor
N2-4 Truck Cab 4/10 N02019

FIGURE 2-2. CAB HYDRAULIC AND ELECTRICAL CONNECTIONS
1. Cab 4. Hoist Valve Hoses
2. Steering Control Valve 5. Electrical Harness Connectors
3. Hydraulic Components Cabinet
12. Check for any other hoses or wiring which may 2. After cab is positioned, measure the gap
interfere with cab removal. between each cab mounting pad and the frame.
Insert 1 mm (0.040 in.) shims as required so
13. Lift the cab assembly off the truck and move to
gap at each pad is less than 1 mm (0.040 in.).
an area for further service.
3. Insert the remaining cap screws and hardened
14. Place blocking under each corner of the cab to
washers. (32 total). Tighten the cap screws to
prevent damage to floor pan and hoses before
1017 N·m (750 ft lb) torque.
cab is lowered to the floor.
4. Route the wire harnesses to the electrical con-
Installation nectors on the rear corner of the cab (5, Figure
2-2). Align cable connector plug key with recep-
1. Lift the cab assembly and align the mounting tacle key and push plug onto receptacle. Care-
pad holes with tapped pads. Insert at least one fully thread retainer onto receptacle and tighten
cap screw and hardened washer at each of the securely. Install clamps if removed during cab
four pads prior to lowering cab onto the truck. removal.
NOTE: The tool group shipped with the truck 5. Remove the caps from the hydraulic hoses and
contains the following tools which may be used to tubes and reinstall the hoses and tubes.
install the inner cap screws, as clearance is limited: Reinstall any hose clamps as required.
• PB8326 - 1-1/2" offset wrench
• TZ2733 - Tubular Handle
• TZ2734 - 3/4" torque wrench Adaptor
N02019 4/10 Truck Cab N2-5

6. Install the heater hoses and clamps on the 5. Insert a lifting sling through the door and attach
fittings on the underside of the cab. Connect the it to a hoist. Remove the capscrews (a swivel
other end of each hose to the fittings at the socket works best) that secure the door hinge to
shutoff valves on the engine. Open the heater the cab. Lift the door from the cab.
shutoff valves. Connect the air cleaner 6. Place the door on blocks or on a work bench to
restriction indicator hoses. protect the window glass and allow access to
7. Remove the caps and reinstall the air condition- internal components for repair.
ing system hoses to the compressor and
receiver/drier. Refer to “Heater/Air Conditioning
System” for detailed instructions about evacua-
tion and recharging with refrigerant.
Installation
8. Close the brake accumulator bleed down
valves. 1. Attach a lifting sling and hoist to the door
9. Deactivate the battery disconnect switches. assembly. Lift the door up to the deck and posi-
tion the door hinges on the cab.
10. Service the hydraulic tank and engine coolant
2. Align the door hinges with the cab and install
as required.
the capscrews that secure the door to the cab.
11. Start the engine and verify proper operation of
3. Attach the travel limiting strap with the bolt and
all controls.
clip that were removed previously. Some straps
12. Ensure that the air conditioning system is prop- may have extra loops at the end to allow adjust-
erly recharged. ment of how wide the door swings open.
4. Connect the door harness to the receptacle
mounted in the cab floor. Ensure the harness is
routed through the bottom loop of the door
strap.
CAB DOOR
5. Verify proper operation of the power window
The cab door assemblies are similar except for the and door latch adjustment.
hinge side. Each is hinged on the rear edge with a 6. Install the door panel.
heavy duty hinge. For repairs on the door latches or
window controls it is usually better, but not neces- 7. If an adjustment is necessary to ensure tight
sary, to remove the door from the cab and lower it to closure of the door, refer to "Door Jamb Bolt
the floor for service. Adjustment".
8. A rubber sealer strip is mounted with adhesive
Removal around the perimeter of the door assembly to
1. If overhead space is available, raise the body to keep out dirt and drafts. This sealer strip should
allow access to the door with an overhead hoist. be replaced if it becomes damaged.
Secure the body in the raised position with
safety cables.
2. Lower the door glass far enough to allow
insertion of a lifting sling when the door is Door Adjustment
removed.
If adjustment is necessary to insure tight closure of
3. Remove the door panel for access to the power
door, loosen striker bolt in the door jamb, adjust, and
window motor harness connector. Disconnect
retighten.
the door harness from the floor.
4. Remove the retainer clip and bolt clip from the A rubber sealer strip is mounted with adhesive
travel limiting strap. around the perimeter of the door assembly to
exclude dirt and drafts. This sealer strip should be
kept in good condition and replaced if it becomes
torn or otherwise damaged.
N2-6 Truck Cab 4/10 N02019

Door Jamb Bolt Adjustment 4. The door seal should firmly grip the paper all
along the top, front, and bottom edge of the
Over a period of time, the door latch mechanism and
door. If the paper is loose all around, REPEAT
door seals may wear and allow dirt and moisture to
STEP 2. If the paper is firmly gripped, but can
enter the cab. To insure proper sealing of the door
be removed without tearing it, open door and
seals, the door jamb bolt may need to be adjusted
tighten the jamb bolt completely without affect-
periodically.
ing the adjustment.
5. If the paper slips out from the door seal easily
along the top and not at the bottom, the door
itself will have to be "adjusted". Or if the paper
slips out easier at the bottom than at the top,
the door will have to be "adjusted".
• If seals are tight at bottom of door, but not at top,
place a 4 x 4 block of wood at the bottom edge of
the door, below the handle. Close the door on the
wood block and press firmly inward on the top
corner of the door. Press in one or two times,
then remove the wood block and check seal
tension again using the paper method. Seal
compression should be equal all the way around
the door. If seal is still loose at the top, repeat
procedure again until seal compression is the
FIGURE 2-3. DOOR JAMB BOLT ADJUSTMENT same all the way around.
1. Washer 3. Frame • If seal compression is greater at the top than at
2. Striker Bolt 4. Seal the bottom of the door, place a 4 x 4 block of
wood at the top corner of the cab door. Then
press firmly inward on the lower corner of the
door. Press in one or two times, then remove the
Step A. If the door closes, but not tightly enough to wood block and check seal compression again.
give a good seal between the seal on the door and Seal compression should be equal all the way
the cab skin: around the door. If seal is still loose at the bottom,
repeat procedure again until seal compression is
1. Mark the washer location (1, Figure 2-3) portion uniform all the way around.
of the door jamb bolt with a marker, pen, or pen-
cil by circumscribing the outside edge of the
Step B. If the door springs back when trying to close
washer onto the jamb.
it, the striker bolt (2, Figure 2-4) has probably loos-
2. Loosen the door jamb bolt (2) and move straight ened and slipped down from where the catch can
inwards 1/16" and retighten. engage with the bolt.
3. Hold a piece of paper such as a dollar bill
1. Open the door and close both claws (3 & 5, Fig-
between where the door seal (4) will hit the skin
ure 2-4) on the catch until they are both fully
of the cab and firmly close the door ensuring
closed.
that it latches on the second catch. (The door
latch mechanism has a double catch mecha-
nism.)
N02019 4/10 Truck Cab N2-7

2. Transfer the center of this opening onto the skin Door Handle Plunger Adjustment
of the cab nearest where the door jamb bolt is
If the door handle becomes inoperative, it can either
located. Use a T-square or other measuring
be adjusted or replaced. The following is a procedure
equipment and mark on the cab with a pencil.
for adjusting the exterior door handle plunger.
NOTE: Release the door catch before trying to
close the door. 1. Determine the amount of free play in the door
release plunger by pushing in on the plunger
until it just contacts the door release mecha-
nism. Measure the distance that the plunger
travels (Figure 2-5) from this position to where
the plunger is fully released.
FIGURE 2-5. MEASURING TRAVEL DISTANCE OF

PLUNGER
2. Remove the door panel as follows:
FIGURE 2-4. DOOR JAMB BOLT ADJUSTMENT a. Remove hair pin clip (1, Figure 2-6) and bolt
(2) from the door check strap closest to the
1. Washer 3. Frame door.
2. Striker Bolt 4. Seal
b. Remove two cap screws (3), which hold the
door strap bracket to the door.
3. Loosen and vertically align (center) the door
jamb bolt with this mark and tighten it firmly c. Disconnect wiring harness (4) to the window
enough to hold it in place but still allow some regulator.
slippage. d. Open the door as far as possible in and
4. Carefully try to close door (4) and determine remove the internal door panel.
whether this adjustment has helped the e. Before removing all door panel mounting
“springing” problem. If the door latches but not screws, support the panel to prevent the
firmly enough, follow the procedure in Step 1. If assembly from dropping. Remove 15 mount-
the door latch does not catch, move the bolt ing screws (5).
outward and try again. When corrected, follow
the adjustment procedures in Step 1 to ensure a
good seal.
By design, if both seals are in good condition,
proper adjustment of the outside seal will
ensure good contact on the inside seal to
prevent dust and moisture from entering the
cab.
N2-8 Truck Cab 4/10 N02019

NOTE: Remove panel screws across the top last. Replace Door Glass
1. Remove hair pin clip (1, Figure 2-6) and bolt (2)
from the door check strap closes to the door.
NOTE: Door glass and internal door panel will

drop when door panel screws are removed.
f. Carefully lower the door panel a few inches.

Hold glass at top to prevent it from dropping.
Slide the door panel toward the cab to disen-
gage the window regulator roller (Figure 2-7)
from the track on the bottom of the glass.
Slide the panel away from the cab to disen-
gage the other top roller and lower roller from
its tracks. Place the panel out of the way
after removal.
g. Lift door glass and support at the top of the
frame.
h. Remove 2 screws (Figure 2-8) holding the
roller track to the bottom of the door glass.
3. Remove the cap screw and nut from inside
release lever (1, Figure 2-14). FIGURE 2-6.
4. Remove the four mounting screws that holds 1. Hair Pin Clip 4. Wiring Harness
the latch mechanism in the door (2). 2. Door Strap Bolt 5. Panel Screws
5. Remove door latch mechanism (4). Check to 3. Strap Bracket 6. Window Regulator
see if door latch mechanism works properly by Mounting Screw
performing the following test.
a. Close latch mechanism pawls 2. Remove 2 M8X12 cap screws (3), which hold
b. Operate inside door release lever to see if the door strap bracket to the door.
pawls open. If pawls do not open, replace 3. Disconnect wiring harness (4) to the window
assembly. regulator.
c. Close pawls again. 4. Open the door as far as possible in order to
remove the internal door panel.
d. Press the outside door button to see if pawls
open.
e. If mechanism operates properly go on to
STEP 6. If mechanism does not work prop-
erly, replace with a new door latch assembly
then continue with STEP 6.
6. Remove mounting screws (3) from the outside Door glass and internal door panel will drop
door handle. With the door handle removed, when door panel screws are removed.
adjust the plunger counter clock wise to
increase the height of the door handle release
button. Lock the plunger cap screw with locking
nut. Apply lock tight to prevent screw from work-
ing loose.
7. Reassemble the door assembly by reversing
the previous steps.
N02019 4/10 Truck Cab N2-9

5. Before removing all door panel mounting 7. Remove two screws (Figure 2-8) holding the
screws, support the panel to prevent the roller track to the bottom of the door glass.
assembly from dropping. Remove 15 mounting
screws (5).
NOTE: Remove panel screws across the top last.
6. Carefully lower the door panel a few inches.
Hold the glass at the top to prevent it from drop-
ping. Slide the door panel toward the cab to dis-
engage the window regulator roller (Figure 2-7)
from the track on the bottom of the glass. Slide
the panel away from the cab to disengage the
other top roller and lower roller from its tracks.
Place the panel out of the way after removal.
FIGURE 2-8.
8. Support the glass in the door frame with support

block (1, Figure 2-9) as shown. Remove screws
(2) that hold the adapter for the window regula-
tor track.
FIGURE 2-7.
FIGURE 2-9.
1. Support Block 2. Screws
N2-10 Truck Cab 4/10 N02019

11. Lift door glass up in window frame (1, Figure 2-
12) so that it is near the top. While holding the
glass in place, tilt frame out at the top. Lift the
frame and glass straight up and out of door.
Bracket (2, Figure 2-12) at bottom of glass must

clear the door frame, if still on glass.
FIGURE 2-10.
1. Screws 2. Rubber Felt Insert
9. Remove the screw at the lower end of the win-

dow channels. It is necessary to pull the rubber
felt insert (2, Figure 2-10) out of the channel in
order to be able to remove the screws.
10. Remove the trim material covering the screws
holding the window frame to the door. Remove
screws (1, Figure 2-11) holding window frame to
the door.
NOTE: The screws along the bottom of the window
frame may be shorter than the screws along the top
and sides.
FIGURE 2-12.
1. Window Frame 2. Window Bracket
12. Move the window glass and frame to a work

area where the glass can be removed. Slide the
glass down and out of the window channels.
13. Before installing new window glass, inspect the
window frame. In each corner there is an “L”
shaped bracket (1, Figure 2-13) with two screws
in it to hold the corners of the frame together.
Check the screws to ensure that they are tight.
Also ensure that rubber felt insert (2, Figure 2-
10) in the window channels is in good condition.
Replace it if necessary.
FIGURE 2-11.
1. Screws
N02019 4/10 Truck Cab N2-11

14. Slide the new window glass into the window 17. Install screws (1, Figure 2-10) that secure the
frame glass channels. Move the glass to the top window frame to the door frame.
of the frame.
15. While holding the glass at the top of the frame,
lift the window frame and lower the assembly
into the door. The screws along the outer bottom of the window
frame may be shorter than the ones along the
sides and top. These screws must be used in this
area to prevent the window glass from being
scratched or cracked. See Figure 2-11.
18. Install the trim material over the top of screws
that hold the window frame to the door. Use a
flat blade screwdriver to assist with installing the
trim material. See Figure 2-15.
NOTE: Be careful not to cut the retainer lip on the
trim material.
FIGURE 2-13.
1. “L” Shaped Brackets
Ensure the one channel (5, Figure 2-14) which is

next to the door latch passes to the inside of the
latch assembly (4).
16. Lower the glass in the frame and support it with
a support block as shown in Figure 2-9.
FIGURE 2-14.
1. Cap Screw & Nut 3. Mounting Screw - Out-
2. Mounting Screws - side Door Handle
Latch 4. Latch Assembly
5. Window Frame
N2-12 Truck Cab 4/10 N02019

19. Install the two screws that were removed in 23. Lift up the door panel, regulator and glass to
Step 8. Ensure that the rubber felt insert is back align the screw holes in the panel with the holes
in place after the screws are installed. in the door frame. Install the screws that secure
the panel to the door frame.
20. Install the window regulator track bracket as
shown in Figure 2-7. Ensure that the nylon 24. Hook up the electrical connector for the window
bushings and gaskets are installed properly to regulator. Install the two capscrews that hold
prevent damage to the glass. the door strap bracket to the door frame.
21. Lift the window glass in the frame and install the 25. Align the door check strap opening with the
window regulator roller track onto the bracket holes in the bracket and install the bolt. Install
installed in Step 20. See Figure 2-8. the hair pin clip. See Figure 2-6.
22. While holding the window glass as shown in
Figure 2-9 (a few inches from the top), install
the lower and upper regulator rollers in their
tracks. Start by moving the door panel (with the
Replace Door Window Regulator
window regulator) away from the cab just far
enough to allow the rollers to enter their tracks. 1. Perform Steps 1 through 6 in the procedure
Then, with the rollers in the tracks, slide the “Replacing the Door Glass”.
panel toward the cab. Move the panel just far 2. Move the inner panel assembly to a work area.
enough to allow the upper regulator roller to go 3. Remove four mounting screws (6, Figure 2-6).
into the track on the bottom of the glass.
4. If replacing the motor assembly of the window
regulator, ensure that the worm gear on the
motor is engaged properly into the regulator
gear. Also, the regulator should be in the UP
position before replacing the motor assembly.
Ensure that the motor mounting screws are
tight.
5. If replacing the window regulator assembly, the
new regulator should be in the UP position
before being mounted.
6. Mount the window regulator to the inner panel
with the four mounting screws that were
removed in Step 3. Ensure that the screws are
tight.
7. Perform Steps 22 through 25 in the procedure
“Replacing the Door Glass”.
FIGURE 2-15.
N02019 4/10 Truck Cab N2-13

Replacing the Door Handle or Latch Assembly Replacing the Door and Door Hinge Seal
The cab doors are equipped with serviceable latch 1. The door assembly seal has only three
handle assemblies (inner and outer). If they become members to it (sides and top) and is glued on
inoperative, they should be replaced. The outer latch the door. This seal can be replaced by peeling
handle assembly on each door has a key-operated the seal away from the door frame. Then use a
lock. suitable cleaner to remove the remaining seal
and glue material.
“Replacing the Door Glass”. 2. The area where the door seal mounts should be
free of dirt and oil. Spread or spray a glue which
2. Remove cap screw and nut (1, Figure 2-14)
is quick drying and waterproof onto the area
from the inside door handle.
where the seal is to installed.
3. Remove four mounting screws (2) for the latch.
3. Install the seal so that the corners of the seal fit
Remove the latch assembly.
up into the corners of door frame (3, Figure 2-
4. If replacing the latch assembly, proceed to Step 16).
5.
4. Door hinge seal (2, Figure 2-17) is glued to the
If replacing the outside door handle, remove hinge. Use the same procedure as above for
three screws (3) that secure the handle to the this seal.
door panel.
Note: Only one screw is shown. The other two are
behind the latch assembly.
5. Install a new latch assembly and align the
mounting holes. Install four mounting screws (2,
Figure 2-14). Ensure that they are tight.
6. Align the inside door handle and install
capscrew and nut (3).
“Replacing the Door Glass”.
N2-14 Truck Cab 4/10 N02019

Removing the Door Opening Seal
1. Starting at the lower center of the door opening,
pull up on one end of the seal. The seal should
pull loose from the cab opening lip. Pull the seal
loose all the way around opening (1, Figures 2-
16 and 2-17).
2. Inspect the cab opening lip for damage, dirt,
and oil. Repair or clean the cab opening as nec-
essary. Remove all dirt and old sealant Ensure
that the perimeter of the opening is clean and
free of burrs.
Installation
1. Install the seal material around the door open-
ing in the cab. Start at the bottom center of the
cab opening and work the seal lip over the edge
of the opening. Go all the way around the open-
ing. Ensure that the seal fits tightly in the cor- FIGURE 2-16.
ners. A soft face tool may be used to work the
seal up into the corners. 1. Door Opening Seal 3. Door Assembly Seal
2. Continue going all the way around the opening.
When the ends of the seal meet at the bottom
center of the cab opening, it may be necessary
to trim off some of the seal.
NOTE: The ends of the seal material need to be
square-cut to assure a proper fit.
3. Fit both ends so that they meet squarely. Then
while holding the ends together, push them
firmly into the center of the opening.
FIGURE 2-17.
1. Door Opening Seal 2. Door Hinge Seal
N02019 4/10 Truck Cab N2-15

GLASS REPLACEMENT Replacement Procedure
Adhesive-bonded Windows
Recommended Tools/Supplies
The first concern with all glass replacement is
• Cold knife, pneumatic knife, or a piano wire SAFETY! Wear heavy protective gloves and
cutting device, long knife. Cutout tools are
safety eyeglass goggles when working with
available at an auto glass supply store.
glass.
• Heavy protective gloves
1. Use a cut-out tool to slice into the existing ure-
• Safety eyeglass goggles thane adhesive and remove the window.
• Windshield adhesives, proper cleaners, primers 2. Carefully clean and remove all broken glass
& application gun chips from any remaining window adhesive.
• SM2897 glass installation bumpers (6 - 7 per The surface should be smooth and even. Use
window) only clean water.
• Window glass (Refer to Parts Catalog) NOTE: Removal of all old adhesive is not required;
just enough to provide an even bedding base.
Recommended adhesives
• SikaTack Ultrafast or Ultrafast II (both heated). 3. Use a long knife to cut the remaining urethane
Vehicle can be put into service in 4 hours under from the opening, leaving a bed 2 - 4 mm (0.08 -
optimum conditions. Heated adhesives require a 0.15 in.) thick. If the existing urethane is loose,
Sika approved oven to heat adhesive to 80° C completely remove it. Leave the installation
(176° F).
bumpers in place, if possible.
• Sikaflex 255FC or Drive (unheated). Vehicle can 4. Clean the metal with Sika Aktivator. Allow it to
be put into service in 8 hours under optimum dry for ten minutes. Then paint on a thin coat of
conditions. Sika Primer 206G+P and allow it to dry for ten
Sika Corporation minutes.
30800 Stephenson Hwy.
5. Using only the new side window(s) which are to
Madison Heights, MI 48071
be bonded in place, center the new glass over
Toll Free Number: 1-800-688-7452
the opening in the cab. Use a permanent
Fax number: 248-616-7452
marker to mark on the cab skin along all the
http://www.sika.com or
edges of the new glass that is to be installed. All
http://www.sikasolutions.com
edges must be marked on the cab in order to
apply the adhesive in the proper location.
6. Use Sika Primer 206G+P to touch up any bright
metal scratches on the metal frame of the truck.
Do not prime the existing urethane bed. Allow it
to dry for ten minutes.
Due to the severe duty application of off-highway 7. Use a clean, lint free cloth to apply Sika
vehicles, the cure times listed by the adhesive Aktivator to the black ceramic Frit surrounding
manufacturer should be doubled before a truck is the new window. Use a clean, dry cloth and
moved. If the cure time is not doubled, vibration wipe off the Sika Aktivator. Allow it to dry for ten
or movement from a moving truck will weaken minutes.
the adhesive bond before it cures, and the glass
may fall off the cab.
If another adhesive manufacturer is used, be cer-
tain to follow that manufacturer's instructions for
use, including the use of any primers, and double
the allowances for proper curing time.
N2-16 Truck Cab 4/10 N02019

8. For the side windows, use six or seven glass NOTE: Do not allow the truck to move until double
installation bumpers (SM2897). Space them the cure time for the adhesive has passed.
equally around the previously marked glass Otherwise, vibration or movement from a moving
perimeter, approximately 19 mm (0.75 in.) truck will weaken the adhesive bond and the glass
inboard from where the edge of the glass will be may fall off the cab.
when it is installed.
NOTE: Be careful not to place the adhesive too far
inboard, as it will make any future glass replacement
more difficult.
9. Apply a continuous, even bead of adhesive Be certain to follow all the adhesive manufac-
(approximately 10 mm (0.38 in.) in diameter) to turer's instructions for use, including full allow-
the cab skin at a distance of 13 - 16 mm (0.50 - ances for proper curing time. The curing time
0.63 in.) inboard from the previously marked may be as long as 48 hours (24 hours for some
final location of the glass edges from Step 4. adhesives, then double it) before a truck can be
10. Immediately install the glass. Carefully locate driven.
the glass in place with the black masking side
toward the adhesive. Press firmly, but not 12. Remove tape or prop from glass after the cure
abruptly, into place to ensure that the glass is time has expired.
properly seated. Do not pound the glass into
place.
11. Use a wooden prop and duct tape to hold the
glass in place for at least two hours or double
the adhesive manufacturer’s curing time, which-
ever time is longer.
N02019 4/10 Truck Cab N2-17

WINDSHIELD & REAR GLASS Installation
NOTE: Two people are required to remove and install 1. If the weatherstrip that was previously removed
the windshield or rear glass. One person inside the is broken, weathered, or damaged in any way,
cab, and the other person on the outside. install a new rubber weatherstrip.
Special tools are available from local tool suppliers NOTE: Using a non-oily rubber lubricant on the
that are helpful in removing and installing automotive weatherstrip material and cab opening will make the
glass. following installation easier:
a. Install weatherstrip (3, Figure 2-18 or 2-19)
around the window opening. Start with one
Removal end of the weatherstrip at the center, lower
1. If the windshield is to be replaced, lift the wind- part of the window opening and press the
shield wiper arms out of the way. weatherstrip over the edge of the opening.
2. Starting at the lower center of the glass, pull out b. Continue installing the weatherstrip all
weatherstrip locking lip (2, Figure 2-18 or 2-19). around the opening. When the ends of the
Use a non-oily rubber lubricant and a screw- weatherstrip meet at the lower, center part of
driver to release the locking lip. the window opening, there must be 12.7 mm
(0.5 in.) of overlapping material.
3. Remove glass (1) from weatherstrip (3) by
pushing it out from inside the cab. NOTE: The ends of the weatherstrip material need to
4. Clean all dirt and old sealant from the weather- be square-cut to assure a proper fit.
strip grooves. Ensure that the perimeter of the c. Lift both ends so that they meet squarely.
window opening is clean and free of burrs. Then, while holding the ends together, force
them back over the lip of the opening.
2. Lubricate the groove of the weatherstrip where
the glass is to be seated.
3. Lower the glass into the groove along the bot-
tom of the window opening.
4. Two people should be used for glass installa-
tion. Have one person on the outside of the cab
pushing in on the glass against the opening,
while one person on the inside uses a soft flat
tool (such as a plastic knife) to work the weath-
erstrip over the edge of the glass all the way
around.
FIGURE 2-18. Front Windshield

1. Glass 3. Weatherstrip Material
2. Locking Lip 4. Sheet Metal
N2-18 Truck Cab 4/10 N02019

5. After the glass is in place, go around the weath-
erstrip and push in on the locking lip (2, Figure
2-18 or 2-19) to secure the glass in the weather-
strip.
6. If windshield was being replaced, lower wind-
shield wiper arms/blades back to the glass.
FIGURE 2-19. Rear Window
1. Glass 3. Weatherstrip Material

2. Locking Lip 4. Sheet Metal
N02019 4/10 Truck Cab N2-19

NOTES:
N2-20 Truck Cab 4/10 N02019

SECTION N3
CAB COMPONENTS
INDEX
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
WINDSHIELD WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
WIPER MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
WIPER ARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
WIPER LINKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
WINDSHIELD WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
OPERATOR SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7
PASSENGER SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-8
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-8
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-8
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-8
SEAT BELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-9
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-9
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-9
N03029 2/10 Heater/Air Conditioner N3-1

NOTES
N3-2 Heater/Air Conditioner 2/10 N03029

CAB COMPONENTS
WINDSHIELD WIPERS 3. While holding the linkage stationary, remove nut

(10, Figure 4-1) and disconnect the linkage from
The windshield wipers are operated by a 24 volt elec- the motor.
tric motor. The wipers can be adjusted for a variable
4. Remove three cap screws (6) with washers
intermittent delay or a constant low or high speed by
attaching the wiper motor to plate (5). Remove
the switch mounted on the turn signal lever.
the motor assembly.
WIPER MOTOR Installation
Removal 1. Place wiper motor (1, Figure 4-1) into position
1. Remove the large access panel from the front on plate (5).
of the cab. 2. Install three cap screws (6) with flat washers (7)
2. Disconnect the wiper motor harness connector. and lock washers (8). Tighten the cap screws to
8 - 9 N·m (71 - 79 in. lb).
3. Align the motor output shaft with the wiper link-
age. Install nut (10) and while holding the link-
age stationary, tighten the nut to 22 - 24 N·m
(16 - 18 ft lb).
4. Reconnect the wiper motor harness connector.
5. Verify the wipers operate properly and park in
the proper position. Refer to Figure 4-3.
WIPER ARM
Removal
1. Note the parked position of wiper arm (1, Figure
4-2).
2. Lift the wiper arm cover and remove nut (2) and
washer (3).
3. Disconnect the washer hose, and remove wiper
arm (1).
FIGURE 3-1. WINDSHIELD WIPER INSTALLATION

1. Wiper Motor 6. Cap Screw FIGURE 3-2. WIPER ARM DETAIL
2. Cap Screw 7. Flat Washer 1. Wiper Arm 4. Cap
3. Flat Washer 8. Lock Washer 2. Nut 5. Washer
4. Lock Washer 9. Linkage 3. Spring Washer 6. Nut
5. Plate 10. Nut

Installation WIPER LINKAGE
1. Place wiper arm (1, Figure 4-2) into the position Removal
noted during removal. Install washer (3) and nut
(2). Tighten the nut to 16 - 20 N·m (142 - 177 in. 1. Remove the wiper arms. Refer to Wiper Arm
lb). Close the cover. Removal in this section.
2. Connect the washer hose to the wiper arm. 2. Remove wiper retainer (8, Figure 4-3) and dis-
connect the wiper linkage from the wiper motor
3. Ensure the wipers arms operate properly and
drive arm.
park in the proper position after installation is
complete. Refer to Figure 4-3. 3. Remove nut (6, Figure 4-2) and washer (5) from
each wiper shaft.
4. Remove cap screws (3, Figure 4-3) with wash-
ers.
5. Remove wiper assembly from cab.
Installation
1. Place the wiper assembly into position in the
wiper compartment.
2. Install cap screws (3, Figure 4-3) with lock
washers (4) and flat washers (5) and tighten
cap screws.
3. Install washer (5, Figure 4-2) and nut (6) on
each wiper shaft and tighten finger-tight.
Tighten the nuts to 18 - 20 N·m (160 - 177 in.
lb). DO NOT overtighten. The threads on the
shafts are easily stripped when improperly tight-
ened. Install cap (4) over nut (6).
4. Align the linkage and attach to the wiper motor
drive arm using retainer (8, Figure 4-3).
NOTE: When the motor is parked, the drive arm will
be in the 3 o’clock position as shown in Figure 4-3.
FIGURE 3-3. PARK POSITION 5. Install the wiper arms. Refer to Wiper Arm
Installation. Ensure the wipers arms operate
A. Park Position (7°) 5. Flat Washer
properly and park in the proper position after
1. Wiper Motor 6. Wiper Arm
installation is complete.
2. Wiper Blade 7. Nozzle
3. Cap Screw 8. Retainer
4. Lock Washer 9. Hose

WINDSHIELD WASHER
Operation
The windshield washer, mounted on the right side of
the hydraulic components cabinet behind the cab,
has a 3.8 liter (1 gal) plastic reservoir (1, Figure 4-4)
with a 24 volt electric pump (2).
The washer is controlled by the windshield wiper
switch mounted on the turn signal lever. When the
switch is activated, washing solution is pumped
through outlet hose (3) and fed to a jet located in
each of the windshield wiper arms.
Service
If windshield washer maintenance is required, check
the strainer opening for obstructions and inspect the
hoses for damage. Check the voltage to the pump
from the control switch. If the pump is inoperable,
replace it with a new pump assembly.
Note: The pump is only available as an assembly
and cannot be repaired.
FIGURE 3-4. WINDSHIELD WASHER FLUID

RESERVOIR AND PUMP
1. Reservoir 3. Outlet Hose
2. Pump 4. Filler Cap

OPERATOR SEAT 9. Seat Cushion Tilt - Lift and hold lever (9) and
tilt the seat cushion to a comfortable position.
The operator's seat provides a fully adjustable cush- Release the lever to lock the position adjust-
ioned ride for driver comfort and easy operation. ment.
Adjustment 10. Fore/Aft Location of Seat - Lift and hold lever
(10) and move the seat to a comfortable height.
The following adjustments must be made while sitting
Release the lever to lock the height adjustment.
in the seat. Refer to Figure 3-5.
NOTE: The seat compressor must be allowed to cool
1. Headrest - Move headrest (1) up, down, fore,
down for ten minutes for every one minute of
or aft to the desired position.
continuous operation. The compressor must not be
2. Seat Height - Push and hold switch (2) to operated continuously for more than three minutes.
adjust the height of the seat. Release the switch
when the desired height is reached.
Optimum ride height is obtained when the
suspension is at the middle of its stroke. To
properly adjust, raise the seat to its highest
level. Then, lower the seat approximately 51
mm (2 in.) to the middle of the suspension
stroke.
3. Lumbar Support - Move dial (3) to adjust the
lumbar support to the desired position.
4. Armrest Tilt - Rotate adjusting knob (4) until
the armrest is in desired position.
5. Seat Belt - The operator must always have seat
belt (5) buckled and properly adjusted when-
ever the truck is being operated.
6. Backrest Recline - Lift handle (6) to select the
desired backrest recline. Release the handle to
set the position.
7. Fore/Aft Location of Seat Cushion - Lift and
hold lever (7) and move the seat cushion to a
comfortable position. Release the lever to lock
the position adjustment.
8. Suspension Dampener - Adjust suspension
dampener (8) to obtain the desired stiffness of
the adjustable shock absorber. Move the lever
upward to stiffen the absorbency of the shock.
Move the lever downward to soften the ride.
Five detented settings are available. FIGURE 3-5. OPERATOR’S SEAT ADJUSTMENT
NOTE: This seat contains a fixed rate shock CONTROLS
absorber in addition to the adjustable shock 1. Headrest 7. Seat Cushion Fore
absorber that is controlled by the suspension 2. Seat Height and Aft
dampener. 3. Lumbar Support 8. Suspension Dampener
4. Armrest Tilt 9. Seat Tilt
5. Seat Belt 10. Fore and Aft
6. Backrest Recline

Inspection 2. Install cap screws (2), flat washers (3) and lock
washers (4) that secure the riser to the floor.
1. Inspect the seat for wear or damage. Replace
Tighten the cap screws to the standard torque.
worn or damaged parts on the seat.
3. Connect seat harness (7).
2. Inspect the seat belts and buckles for proper
operation. Also check for worn or frayed fabric. 4. Fasten seat belt tethers (6) to eye bolts in the
Replace all worn or damaged parts. cab floor. Install cotter pins (5).
3. Inspect the date of manufacture on the seat 5. If the door was removed, install the door. Refer
belt. If the seat belt is over five years old, to the index in this chapter for door installation
replace the seat belt. Or, if the seat belt has instructions.
been in service for more than three years,
replace the seat belt.
4. Inspect the seat tethers. If worn or damaged,
replace the tethers.
Do not remove the handrail from the deck to

allow room to remove the operator seat from the
cab. Remove the cab door to gain clearance for
seat removal. There is a risk to personnel of fall-
ing if the handrail is removed.
Removal
1. Disconnect the door stop strap so the door can
swing open wider. If necessary, remove the
door from the cab to allow room to remove the
seat. Refer to the index in this chapter for door
removal instructions.
2. Remove cotter pins (5, Figure 3-6) so that seat
belt tethers (6) can be disconnected from the
eye bolts in the cab floor.
3. Disconnect seat harness (7) at the cab floor.
4. Remove cap screws (2), flat washers (3) and
lock washers (4) that secure the riser to the
floor.
5. The seat weighs approximately 58 kg (128 lb).
Remove the seat from the cab. Then use a suit-
able lifting device to lift the seat from the deck
down to the ground. Do not lift the seat by using
the arm rests, as they could be damaged.
Installation
FIGURE 3-6. SEAT INSTALLATION
Use a suitable lifting device to lift the seat from 1. Seat Assembly 5. Cotter Pin
the ground up to the deck. Place seat assembly 2. Cap Screw 6. Seat Belt Tether
in position in the cab. 3. Flat Washer 7. Seat Harness
4. Lock Washer

PASSENGER SEAT 3. Fasten seat belt tethers (2) to eye bolts in the
cab floor. Install cotter pins (3).
Inspection 4. Install the door stop strap. The strap has three
1. Inspect the seat for wear or damage. Replace holes on each end for adjustment of how wide
worn or damaged parts on the seat. the door can swing open. Install the pin in the
door stop strap where desired.
2. Inspect the seat belts and buckles for proper
operation. Also check for worn or frayed fabric. 5. If disconnected, route power window wires
Replace all worn or damaged parts. through the loop in the bottom of the door stop
strap.
3. Inspect the date of manufacture on the seat
belt. If the seat belt is over five years old,
replace the seat belt. Or, if the seat belt has
been in service for more than three years,
replace the seat belt.
4. Inspect the seat tethers. If worn or damaged,
replace the tethers.
Removal
1. Disconnect the door stop strap so the door can
swing open wider.
2. Remove cotter pins (3, Figure 3-7) so that seat
belt tethers (2) can be disconnected from the
eye bolts in the cab floor.
3. Remove cap screws (4), flat washers (6) and
lock washers (5) that secure the riser to the
floor.
Remove the seat from the cab. Then use a suit-
able lifting device to lift the seat from the deck
down to the ground.
Installation
Use a suitable lifting device to lift the seat from
the ground up to the deck. Place seat assembly
in position in the cab. FIGURE 3-7. PASSENGER SEAT INSTALLATION
2. Install cap screws (4), flat washers (6) and lock
washers (5) that secure the riser to the floor.
1. Seat Assembly 4. Cap Screw
Tighten the cap screws to the standard torque.
2. Seat Belt Tether 5. Lock Washer
3. Cotter Pin 6. Flat Washer

SEAT BELT Installation
Inspect the date of manufacture on the seat belt. If 1. Install tether and seat belt buckle (11, Figure 3-
the seat belt is over five years old, replace the seat 9) to seat with cap screw (12). Tether belt is to
belt. Or, if the seat belt has been in service for more be positioned at 45 degree angle. Tighten cap
than three years, replace the seat belt. screw (12) to 68 N·m (50 ft lb).
2. If required, install bracket (3, Figure 3-8) with
Removal cap screws (2) and nuts. Tighten cap screws to
1. Remove cap screw, flat washer and nut (4, Fig- 47 N·m (35 ft lb).
ure 3-8). Then remove shoulder belt retractor 3. Install seat belt retractor (10, Figure 3-9) and
(1). tether (9) using flat washer (7) and cap screw
2. Recline back of seat forward. Remove screws (8). Tether belt is to be positioned at 45 degree
(5, Figure 3-9). Then remove pad (4). angle. Tighten cap screw (8) to 68 N·m (50 ft
lb).
3. Remove nut (6), cap screw (2) and then spacer
(3). Place loose shoulder belt on seat cushion.
4. Remove cap screw (8), seat belt retractor (10),
flat washer (7) and tether (9) and from seat. It
may be necessary to also remove cap screws
(2, Figure 3-8) and nuts and bracket (3).
Remove seat belt and shoulder belt from seat.
5. Remove cap screw (12, Figure 3-9) and remove
seat belt buckle (11) and the other tether.
FIGURE 3-8. SHOULDER BELT

1. Shoulder Belt 3. Bracket
Retractor 4. Cap Screw, Nut, FIGURE 3-9. SEAT BELTS
2. Cap Screw Flat Washer
1. Seat 7. Flat Washer
2. Cap Screw 8. Cap Screw
3. Spacer 9. Tether
4. Pad 10. Seat Belt Retractor
5. Screws 11. Seat Belt Buckle
6. Nut 12. Cap Screw

4. While installing the top shoulder belt bracket, 6. Ensure the shoulder belt is not twisted. Slowly
ensure that the seat belt is not twisted. Install extend the shoulder belt and install shoulder
the top shoulder belt bracket to upright support belt retractor (1, Figure 3-8) to bracket (3).
with cap screw (2) and nut (6), with spacer (3) Install cap screw, nut and flat washer (4).
inside the support. Tighten nut to 68 N·m (50 ft Tighten nut to 68 N·m (50 ft lb).
lb). 7. Test the seat belt function by buckling and
5. Install top pad (4) to support bar with screws unbuckling the seat belt, and fully extending it.
(5). Also, rapidly pull on the shoulder belt to check
the locking function. Remove the cardboard
warning tag from the belt.

SECTION N4
OPERATOR COMFORT
INDEX
OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
HEATER / AIR CONDITIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Fan Speed Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Temperature Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Air Flow Directional Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Heater/Air Conditioner Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Fuse and Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Relays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Heater Core . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Fan Motor And Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Cab Air Filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
ENVIRONMENTAL IMPACT OF AIR CONDITIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
AIR CONDITIONING FOR OFF-HIGHWAY VEHICLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
PRINCIPLES OF REFRIGERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
Refrigeration - The Act Of Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9
The Refrigeration Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9
AIR CONDITIONER SYSTEM COMPONENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Compressor (Refrigerant Pump) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Expansion Block Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11
Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11
Evaporator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11
ELECTRICAL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Trinary™ Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-13
SYSTEM SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-14
SERVICE TOOLS AND EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Recovery/Recycle Station. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17
Installing Manifold Gauge Set. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-18
Purging Air From Service Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-18
SYSTEM PERFORMANCE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-19
N04035 10/11 Operator Comfort N4-1

SYSTEM OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
Handling and Reusing PAG Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
Oil Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
Checking System Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
REFRIGERANT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
Recycled Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
Reclaimed Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
Refrigerant Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
R-134a Refrigerant Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
SYSTEM LEAK TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
Electronic Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Tracer Dyes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Soap and Water. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
RECOVERING AND RECYCLING THE REFRIGERANT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Draining Oil from the Previous Recovery Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Performing the Recovery Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Performing the Recycling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
Evacuating and Charging the A/C System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
SYSTEM REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
System Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
A/C DRIVE BELT CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25
Pulley Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25
Belt Tension Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25
COMPONENT REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
Hoses and Fittings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
Expansion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Accumulator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Servicing the Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29
Pulley Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-31
Clutch Coil Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-32
Pulley Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-32
Clutch Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-32
EVACUATING THE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-34
CHARGING THE A/C SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-36
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-37
Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-37
Diagnosis Of Gauge Readings And System Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-37
TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-38
PREVENTIVE MAINTENANCE SCHEDULE FOR A/C SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-44
N4-2 Operator Comfort 10/11 N04035

OPERATOR COMFORT
HEATER / AIR CONDITIONER
The heater/air conditioner compartment contains
heater/air conditioner controls and some of the
heater/air conditioner components, such as the
blower motor assembly and the heater coil. Optimum
cab air climate can be selected by using the following
controls in various combinations.
Fan Speed Control Knob

Fan speed control knob (1, Figure 4-1) is provided to
control the cab air fan motor. The fan motor is a 3-
speed motor (low, medium and high). Speeds are
selected by rotating the control knob clockwise to the
desired position. OFF is in the full counter-clockwise
position. The control knob must be switched ON for
the air conditioner to function.
Temperature Control Knob

Temperature control knob (2, Figure 4-1) allows the
operator to select a comfortable air temperature.
The control knob determines the operation of the air
conditioning and heater modes.
Rotating the control knob counter-clockwise (blue
zone (3)) will cause the A/C compressor to operate
and result in cooler air temperatures. Full counter-
clockwise position is the coldest air setting.
Rotating the control knob clockwise (red zone (4))
will affect coolant flow through the heater core and
result in warmer air temperatures. The full clockwise
position is the warmest heater setting.
Air Flow Directional Knob

Air flow directional knob (5, Figure 4-1) controls the
direction of airflow as follows:
Provides airflow to floor vents, only.
Provides airflow to upper vents and floor

vents. FIGURE 4-1. A/C & HEATER CONTROLS
(Blue Icon) Provides dehumidified air to
upper and lower vents. 1. Fan Speed Control 4. Red Zone
Knob 5. Air Flow Directional
Defrost - Provides dehumidified air to the 2. Temperature Con- Knob
windshield. trol Knob 6. Vents
Defrost - Provides dehumidified air to the 3. Blue Zone
windshield as well as to floor vents.

Heater/Air Conditioner Vents Relays
Heater/air conditioner vents (6, Figure 4-1) may be Three relays (8, Figure 4-2) control the damper
rotated 360°. There are three vents in the heater/air doors, A/C compressor clutch, temperature control
conditioner compartment, four vents across the top of switch, water (heater) valve and the actuator motors.
the instrument panel, and one vent each in the RH
and LH instrument panels. There are also an addi- Heater Core
tional four vents under the instrument panel. Air flow Heater core (2, Figure 4-4) receives engine coolant
through the vents is controlled by manually opening, through water valve (33) when heat is selected. If
closing or turning the louvers. temperature control knob (2, Figure 4-1) is placed in
between the red and blue area, or turned counter-
COMPONENTS clockwise to the blue area, coolant flow should be
Figure 4-2 and Figure 4-4 illustrate both the heater blocked.
system and air conditioning system parts contained
If temperature control knob (2) and water valve (33,
in the cab mounted enclosure. Refer to the air condi-
Figure 4-4) appear to be working properly, yet no
tioning system topics later in this section for addi-
heat is apparent in heater core (2), the core may be
tional information regarding air conditioning system
restricted. Remove and clean or replace the core.
components, maintenance and repair.
Fuse and Circuit Breaker

Before attempting to troubleshoot the electrical circuit
in the heater enclosure, turn the key switch ON and
verify that the fuse is not burned out. Refer to the
electrical schematic for more detailed information.
FIGURE 4-2. CAB HEATER/AIR

CONDITIONER COMPONENTS
1. Enclosure
2. Water (Heater) Valve
3. A/C Refrigerant Hoses
4. Water Outlet (To Engine)
5. Water Inlet (From Engine Water Pump
6. Evaporator Core
7. Heater Core
8. Relays

Fan Motor And Speed Control Cab Air Filter
Fan speed is controlled by the position of the fan Recirculation air filter (5, Figure 4-4) and fresh air fil-
speed control knob (1, Figure 4-1). ter (2, Figure 4-3) in the front access panel of the cab
need periodic cleaning to prevent restrictions in air
If blower assembly (3, Figure 4-4) does not operate
circulation. Restricted filters will decrease the perfor-
at any of the speed selections, verify that battery
mance of the heater and air conditioner. The recom-
voltage is available at the switches and relay. Refer
mended interval for cleaning and inspection is 250
to the electrical schematic in Section R. If voltage is
hours, but in extremely dusty conditions the filters
present, the blower assembly is probably defective
may need daily service and inspection, especially the
and should be removed and replaced.
outer panel filter on the cab shell. The filter elements
should be cleaned with water and dried in a dust free
environment before reinstallation. Replace the filter
Actuators element every 2000 hours, or sooner if inspection
Two rotary actuator motors (9, Figure 4-4) are indicates a clogged or damaged filter.
installed inside the heater housing and are used to
actuate the damper doors for the following:
• Defroster outlet
• Bi-level or floor outlets
A failure to switch one of the above modes of
operation may be caused by a faulty actuator.
Visually inspect damper doors (35, 36) and the
linkage for the function being diagnosed. Ensure that
the damper door is not binding or obstructed,
preventing movement from one mode to the other.
Verify that 24 VDC is present at the actuator when air
flow directional knob (5, Figure 4-1) is moved
through its various positions of operation.
If the correct voltages are present during operation of
the switch, disconnect the actuator from the damper
door and verify that actuator force is comparable to a
known (new) actuator. If it is not, install a new FIGURE 4-3. CAB FILTER LOCATION
actuator.
1. Access Cover 2. Cab Filter

FIGURE 4-4. HEATER/AIR CONDITIONER ASSEMBLY
1. Evaporator Core 10. Louver 21. Foam 32. Punched Strip

2. Heater Core 11. Thermostat 22. Bracket 33. Water Valve
3. Blower Assembly 12. LH Seal 23. Case 34. Drive Adapter
4. Outer Recirculation 13. Front Seal 24. Bracket 35. Damper Door (Up)
Grille 14. Top Seal 25. Control Panel Harness 36. Damper Door (Side)
5. Recirculation Filter 15. Screw 26. Main Unit Harness 37. Punched Strip
6. Inner Recirculation 16. Screw 27. Seal 38. Punched Strip
Grille 17. Cover 28. Screw 39. Blower Retainer
7. Expansion Block Valve 18. Knob 29. Screw 40. Control Panel
8. Relay 19. Seal 30. Bulb 41. Grommet
9. Actuator 20. Foam 31. Pivot Bushing

FIGURE 4-5. 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 18. Accumulator

ENVIRONMENTAL IMPACT OF AIR The general cleanliness of the system and compo-
CONDITIONING nents is important. Dust or dirt collected in the con-
denser, evaporator, or air filters decreases the
Environmental studies have indicated a weakening of
system's cooling capacity.
the earth’s protective Ozone (O3) layer in the outer
stratosphere. Chloro-flouro-carbon compounds The compressor, condenser, evaporator units, hoses
(CFC’s), such as R-12 refrigerant (Freon), commonly and fittings must be installed clean and tight and be
used in mobile equipment air conditioning systems, capable of withstanding the strain and abuse they
have been identified as a possible contributing factor are subjected to on off-highway vehicles.
of the Ozone depletion.
Equipment downtime costs are high enough to
Consequently, legislative bodies in more than 130 encourage service areas to perform preventative
countries have mandated that the production and maintenance at regular intervals on vehicle Air Con-
distribution of R-12 refrigerant be discontinued after ditioning (A/C) systems. (Cleaning, checking belt
1995. Therefore, a more environmentally-friendly tightness, and operation of electrical components).
hydro-flouro-carbon.
(HFC) refrigerant, commonly identified as HFC-134a
or R-134a, is being used in most current mobile air PRINCIPLES OF REFRIGERATION
conditioning systems. Additionally, the practice of A brief review of the principles of air conditioning is
releasing either refrigerant to the atmosphere during necessary to relate the function of the components,
the charging/recharging procedure is prohibited. the technique of troubleshooting and the corrective
These restrictions require the use of equipment and action necessary to put the A/C unit into top operat-
procedures which are significantly different from ing efficiency.
those traditionally used in air conditioning service Too frequently, the operator and the serviceman
techniques. The use of new equipment and tech- overlook the primary fact that no A/C system will
niques allows for complete recovery of refrigerants, function properly unless it is operated within a com-
which will not only help to protect the environment, pletely controlled cab environment. The circulation of
but through the recycling of the refrigerant will pre- air must be a directed flow. The cab must be sealed
serve the physical supply, and help to reduce the against seepage of ambient air. The cab interior must
cost of the refrigerant. be kept free of dust and dirt which, if picked up in the
air system, will clog the intake side of the evaporator
coil.
AIR CONDITIONING FOR OFF-HIGHWAY
VEHICLES
Mining and construction vehicles have unique char- Air Conditioning
acteristics of vibration, shock-loading, operator Air conditioning is a form of environmental control. As
changes, and climate conditions that present differ- applied to the cab, it refers to the control of tempera-
ent design and installation problems for air condition- ture, humidity, cleanliness, and circulation of air. In
ing systems. Off-highway equipment, in general, is the broad sense, a heating unit is as much an air
unique enough that normal automotive or highway conditioner as is a cooling unit. The term “air condi-
truck engineering is not sufficient to provide the reli- tioner” is commonly used to identify an air cooling
ability to endure the various work cycles encoun- unit. To be consistent with common usage, the term
tered. “air conditioner” will refer to the cooling unit utilizing
The cab tightness, insulation, and isolation from heat the principles of refrigeration; sometimes referred to
sources is very important to the efficiency of the sys- as the evaporator unit.
tem. It is advisable to close all vents, even the
intakes of pressurization systems, when there are
high humidity conditions.

Refrigeration - The Act Of Cooling Ambient air, passing through the condenser removes
heat from the circulating refrigerant resulting in the
• There is no process for producing cold; there is
conversion of the refrigerant from gas to liquid.
only heat removal.
• Heat always travels toward cooler temperatures. The liquid refrigerant moves on to the receiver drier
This principle is the basis for the operation of a where impurities are filtered out, and moisture
cooling unit. As long as one object has a removed. This component also serves as the tempo-
temperature lower than another, this heat transfer rary storage unit for some liquid refrigerant.
will occur.
The liquid refrigerant, still under high pressure, then
• Temperature is the measurement of the intensity flows to the expansion valve. This valve meters the
of heat in degrees. The most common measuring amount of refrigerant entering the evaporator. As the
device is the thermometer. refrigerant passes through the valve, it becomes a
• All liquids have a point at which they will turn to low temperature, low pressure liquid and saturated
vapor. Water boiling is the most common vapor. This causes the refrigerant to become cold.
example of heating until vapor is formed. Boiling
The remaining low pressure liquid immediately starts
is a rapid form of evaporation. Steam is a great
deal hotter than boiling water. The water will not to boil and vaporize as it approaches the evaporator,
increase in temperature once brought to a boil. adding to the cooling. The hot, humid air of the cab is
The heat energy is used in the vaporization pulled through the evaporator by the evaporator
process. The boiling point of a liquid is directly blower. Since the refrigerant is colder than the air, it
affected by pressure. By changing pressure, we absorbs the heat from the air producing cool air
can control the boiling point and temperature at which is pushed back into the cab. The moisture in
which a vapor will condense. When a liquid is the air condenses upon movement into the evapora-
heated and vaporizes, the gas will absorb heat tor and drops into the drain pan from which it drains
without changing pressure. out of the cab.
• Reversing the process, when heat is removed Refrigerant leaving the evaporator enters the accu-
from water vapor, it will return to the liquid state.
mulator. The accumulator functions as a sump for liq-
Heat from air moves to a cooler object. Usually
the moisture in the cooled air will condense on uid refrigerant in the system. Because of its design,
the cooler object. the accumulator only allows vaporized refrigerant to
return to the compressor, preventing compressor
• Refrigerant - Only R-134a should be used in the slugging from occurring. Desiccant is located at the
new mobile systems which are designed for this bottom of the accumulators to remove moisture that
refrigerant.
is trapped in the system.
The cycle is completed when the heated low pres-
sure gas is again drawn into the compressor through
the suction side.
The Refrigeration Cycle
This simplified explanation of the principles of refrig-
In an air conditioning system, the refrigerant is circu- eration does not call attention to the fine points of
lated under pressure through the five major compo- refrigeration technology. Some of these will be cov-
nents in a closed circuit. At these points in the ered in the following discussions of the components,
system, the refrigerant undergoes predetermined controls, and techniques involved in preparing the
pressure and temperature changes. unit for efficient operation.
The compressor (refrigerant pump) takes in low pres-
sure heat laden refrigerant gas through the suction
valve (low side), and as its name indicates, pressur-
izes the heat laden refrigerant and forces it through
the discharge valve (high side) on to the condenser.

AIR CONDITIONER SYSTEM Ram air condensers depend upon the vehicle move-
COMPONENTS ment to force a large volume of air past the fins and
tubes of the condenser. The condenser is usually
Compressor (Refrigerant Pump) located in front of the radiator or on the roof of the
The compressor is where the low pressure side of truck.
the system changes to high pressure. It concentrates Condensing of the refrigerant is the change of state
the refrigerant returning from the evaporator (low of the refrigerant from a vapor to a liquid. The action
side) creating high pressure and a temperature much is affected by the pressure of the refrigerant in the
higher than the outside air temperature. The high coil and air flow through the condenser. Condensing
temperature differential between the refrigerant and pressure in an A/C system is the controlled pressure
the outside air is necessary to aid rapid heat flow in of the refrigerant which affects the temperature at
the condenser from the hot refrigerant gas to much which it condenses to liquid, giving off large quanti-
cooler outside air. ties of heat in the process. The condensing point is
To create high pressure concentration, the compres- sufficiently high to create a wide temperature differ-
sor draws in refrigerant from the evaporator through ential between the hot refrigerant vapor and the air
the suction valve and during compression strokes, passing over the condenser fins and tubes. This dif-
forces it out through the discharge valve to the con- ference permits rapid heat transfer from the refriger-
denser. The pressure from the compressor action ant to ambient air.
moves the refrigerant through the condenser,
receiver-drier and connecting hoses to the expansion
valve. Receiver-Drier
The compressor is driven by the engine through a v- The receiver-drier is an important part of the air con-
belt driving an electrically operated clutch mounted ditioning system. The drier receives the liquid refrig-
on the compressor drive shaft. erant from the condenser and removes any moisture
and foreign matter present which may have entered
the system. The receiver section of the tank is
Service Valves designed to store extra refrigerant until it is needed
by the evaporator. The storage of this refrigerant is
Quick-connect hose end fittings with integral service temporary and is dependent on the demand of the
valves attach to system service ports for servicing expansion valve.
the unit. A manifold gauge set is connected into the
system at the service valve ports and all procedures, A desiccant is a solid substance capable of removing
such as discharging, evacuating and charging the moisture from gas, liquid or solid. It is held in place
system, are performed through the service valves. within the receiver between two screens, which also
act as strainers.
The receiver-drier is also equipped with a sight glass
Condenser and a moisture indicator. The sight glass can give a
good indication of the charge of the system. If the
The condenser receives the high pressure, high-tem- sight glass is not clear, the system is low on refriger-
perature refrigerant vapor from the compressor and ant.
condenses it to high pressure, hot liquid.
The moisture indicator is a device to notify service
It is designed to allow heat movement from the hot personnel that the drier is full of moisture and must
refrigerant vapor to the cooler outside air. The cool- be replaced. The indicator is blue when the compo-
ing of the refrigerant changes the vapor to liquid. nent is free from moisture. When the indicator turns
Heat exchange is accomplished using cooler air flow- beige or tan, the drier must be replaced.
ing through the condenser. Condenser cooling is
achieved by air flowing from the radiator fan along
with ram air provided by vehicle movement. The radi-
ator fan moves more than 50% of condenser air flow
unless travel speed is at least 25 mph.

Expansion Block Valve The storage of the liquid refrigerant is temporary.
When the liquid vaporizes into a gas it will be pulled
The expansion block valve controls the amount of
from the bottom of the accumulator into the compres-
refrigerant entering the evaporator coil. Both inter-
sor. This process not only allows the accumulator to
nally and externally equalized valves are used.
act as a storage device, but also protects the com-
The expansion valve is located near the inlet of the pressor from liquid slugging.
evaporator and provides the functions of throttling,
The low side service port is also located on the accu-
modulating, and controlling the liquid refrigerant to
mulator.
the evaporator coil.
The refrigerant flows through a restriction creating a
pressure drop across the valve. Since the expansion Evaporator
valve also separates the high side of the system from
the low side, the state of the refrigerant entering the The evaporator cools and dehumidifies the air before
valve is warm to hot high pressure liquid; exiting it is it enters the cab. Cooling a large area requires that
low pressure liquid and gas. The change to low pres- large volumes of air be passed through the evapora-
sure allows the flowing refrigerant to immediately tor coil for heat exchange. Therefore, a blower
begin changing to gas as it moves toward the evapo- becomes a vital part of the evaporator assembly. It
rator. This produces the desired cooling effect. not only draws heat laden air into the evaporator, but
also forces this air over the evaporator fins and coils
The amount of refrigerant metered into the evapora- where the heat is surrendered to the refrigerant. The
tor varies with different heat loads. The valve modu- blower forces the cooled air out of the evaporator into
lates from wide open to the nearly closed position, the cab.
seeking a point between for proper metering of the
refrigerant. Heat exchange, as explained under condenser oper-
ation, depends upon a temperature differential of the
As the load increases, the valve responds by open- air and the refrigerant. The greater the temperature
ing wider to allow more refrigerant to pass into the differential, the greater will be the amount of heat
evaporator. As the load decreases, the valve reacts exchanged between the air and the refrigerant. A
and allows less refrigerant into the evaporator. It is high heat load condition, as is generally encountered
this controlling action that provides the proper pres- when the air conditioning system is turned on, will
sure and temperature control in the evaporator. allow rapid heat transfer between the air and the
This system uses an internally equalized, block type cooler refrigerant.
expansion valve. With this type valve, the refrigerant The change of state of the refrigerant in and going
leaving the evaporator coil is also directed back through the evaporator coil is as important as that of
through the valve so the temperature of the refriger- the air flow over the coil.
ant is monitored internally rather than by a remote
sensing bulb. The expansion valve is controlled by All or most of the liquid that did not change to vapor
both the temperature of the power element bulb and in the expansion valve or connecting tubes boils
the pressure of the liquid in the evaporator. (expands) and vaporizes immediately in the evapora-
tor, becoming very cold. As the process of heat loss
NOTE: It is important that the sensing bulb, if from the air to the evaporator coil surface is taking
present, is tight against the output line and protected place, any moisture (humidity) in the air condenses
from ambient temperatures with insulation tape. on the cool outside surface of the evaporator coil and
is drained off as water.
At atmospheric pressure, refrigerant boils at a point
Accumulator
lower than water freezes. Therefore, the temperature
As the accumulator receives vaporized refrigerant in the evaporator must be controlled so that the water
from the evaporator, moisture and/or any residual liq- collecting on the coil surface does not freeze on and
uid refrigerant is collected at the bottom of the com- between the fins and restrict air flow. The evaporator
ponent. The moisture is absorbed by the desiccant temperature is controlled through pressure inside the
where it is safely isolated from the rest of the system. evaporator, and temperature and pressure at the out-
let of the evaporator.

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.
This switch is mounted on the receiver-drier and has
three functions, as implied by the name: • High Pressure - This switch opens and
disengages the compressor clutch if system
1. Disengage the compressor clutch when system pressure rises above the 2068-2413 kPa (300-
pressure is too high. 350 psi) range. After system pressure drops to
2. Disengage the compressor clutch when system 1448-1724 kPa (210-250 psi), the switch contacts
pressure is too low. will close and the clutch will engage.
3. Engage and disengage the radiator fan drive The switch functions will automatically reset when
clutch during normal variation of system pres- system pressure returns to normal.
sure. OPENS CLOSES
The Trinary™ switch performs three distinct func- Low 103-207 kPa 276 kPa
tions to monitor and control refrigerant pressure in Pressure (15-30 psi) (40 psi)
the system. This switch is installed on the receiver- descending rising pressure
drier. The switch functions are: pressure
Terminals 1 & 2 are connected internally through two, High 2068-2413 kPa 1448-1724 kPa
normally closed pressure switches in series, the low Pressure (300-350 psi) (210-250 psi)
pressure switch and the high pressure switch. 241-414 kPa 1379-1586 kPa
Fan Clutch (35-60 psi) (200-230 psi)
below closing rising pressure
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.
Terminals 3 & 4 are connected internally through a
normally open switch that is used to control the
NOTE: One other pressure controlling device is
clutch that drives the radiator fan. This switch closes
installed within the compressor. A mechanical relief
and causes the cooling fan clutch to engage when
valve is located on the back of the compressor. The
system pressure rises to 1379-1586 kPa (200-230
relief valve will open at 3447-3792 kPa (500 - 550
psi). When pressure falls to 965-1344 kPa (140-195
psi). The purpose of this valve is to protect the
psi), the switch contacts open, and the cooling fan
compressor in the event that pressure should be
clutch disengages.
allowed to rise to that level. Damage to the
• Low Pressure - This switch opens and compressor will occur if pressure exceeds 550 psi.
disengages the compressor clutch if system
pressure drops into the 103-207 kPa (15-30 psi)
range. When pressure rises above 276 kPa (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 Ensure sufficient ventilation whenever refriger-
ant is being discharged from a system, keeping
Servicing an air conditioning system really means
in mind refrigerant is heavier than air and will fall
closely monitoring refrigerant flow. For this reason,
to low-lying areas.
the following procedures deal extensively with the
proper use, handling, care and safety factors When exposed to flames or sparks, the compo-
involved in the R-134a refrigerant quality and quan- nents of refrigerant change and become deadly
tity in an air conditioning system. phosgene gas. This poison gas will damage the
respiratory system if inhaled. NEVER smoke in
Because the refrigerant in an air conditioning system an area where refrigerant is used or stored.
must remain pressurized and sealed within the unit to
Never direct a steam cleaning hose or torch in
function properly, safety is a major consideration
direct contact with components in the air condi-
when anything causes this pressurized, sealed con-
tioning system. Localized heat can raise the
dition to change. The following warnings are pro-
pressure to a dangerous level.
vided here to alert service personnel to their
importance before learning the correct procedures. Do not heat or store refrigerant containers above
Read, remember, and observe each warning before 49° C (120° F).
beginning actual system servicing. Do not flush or pressure test the system using
shop air or another compressed air source. Cer-
NOTE: If the mine operates a fleet with some trucks
tain mixtures of air and R-134a refrigerant are
using R-12 and others using R-134a refrigerant, it is
combustible when slightly pressurized. Shop air
essential that servicing tools that come into contact
supplies also contain moisture and other con-
with the refrigerant (gauge sets, charging equipment,
taminants that could damage system compo-
recycle/recovery equipment etc.) be dedicated to one
nents.
type refrigerant only, to prevent cross contamination.
Federal regulations prohibit venting R-12 and

R-134a refrigerant into the atmosphere. An SAE Trucks operating in cold weather climates must
and UL approved recovery/recycle station must continue to keep the A/C system charged during
be used to remove refrigerant from the A/C sys- cold weather months. Keeping the system
tem. Refrigerant is stored in a container on the charged helps prevent moisture intrusion into
unit for recycling, reclaiming, or transporting. In system oil and desiccants.
addition, technicians servicing A/C systems
must be certified they have been properly trained
to service the system.
Although accidental release of refrigerant is a
remote possibility when proper procedures are
followed, the following warnings must be
observed when servicing A/C systems:
Provide appropriate protection for your eyes
(goggles or face shield) when working around
refrigerant.
A drop of the liquid refrigerant on your skin will
produce frostbite. Wear gloves and exercise
extreme care when handling refrigerant.
If even the slightest trace of refrigerant enters in
your eye, flood the eye immediately with cool
water and seek medical attention as soon as pos-
sible.

SERVICE TOOLS AND EQUIPMENT
Recovery/Recycle Station
Whenever refrigerant must be removed from the sys-
tem, a dual purpose station as shown in Figure 4-6, 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 (SAE) and carry a UL approved label. The basic prin-
largest refrigeration shops. cipals of operation remain the same for all machines,
Equipment is also available to just remove or extract even 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 A/C system prior to servicing. Leak Detector
The electronic detector (Figure 4-7) 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 4-6. RECOVERY/RECYCLE STATION FIGURE 4-7. TYPICAL ELECTRONIC LEAK

DETECTOR

FIGURE 4-9. VACUUM PUMP
FIGURE 4-8. R-134a SERVICE VALVE
1. System Service Port 3. Service Hose Co

Fitting nection
2. Quick Connect Vacuum Pump
The vacuum pump (Figure 4-9) is used to completely
evacuate all of the refrigerant, air, and moisture from
the system by deliberately lowering the pressure
within the system to the point where water turns to a
Service Valves vapor (boils) and together with all air and refrigerant
Because an air conditioning system is a sealed sys- is withdrawn (pumped) from the system.
tem, two service valves are provided on the com-
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 4-8)
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 4-10) 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 4-10. MANIFOLD GAUGE SET
hoses and fittings are designed to minimize refriger-
ant loss and to preclude putting the wrong refrigerant
in a system.
NOTE: When hose replacement becomes necessary, Low Side Gauge

the new hoses must be marked “SAE J2916 R-
134a.” The low side gauge, registers both vacuum and pres-
sure. The vacuum side of the scale is calibrated from
0 to 30 inches of mercury (in. Hg). The pressure side
Functions of the manifold gauge set are included in of the scale is calibrated to 150 psi.
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 4. Connect the two service hoses from the mani-
fold to the correct service valves on the com-
Before attempting to service the air conditioning sys-
pressor and accumulator, as shown in Figure 4-
tem, a visual inspection of both the engine and A/C
11. (High side to compressor discharge valve
system components is recommended. Particular
and low side to accumulator.) Do not open the
attention should be given to the belts, hoses, tubing
service valves at this time.
and all attaching hardware as well as the radiator
cap, fan clutch, and thermostat. Inspect both the con-
denser and the radiator for any obstructions or poten-
This gauge hook-up process will be the same,
tial contamination. Minimize all the possibilities for
regardless of the gauge set being installed. Whether
error or malfunction of components in the air condi-
it is a recovery station or individual gauges, the con-
tioning system.
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.
Shut off engine. DO NOT attempt to connect ser- Using only a set of gauges will limit the servicing to
vice equipment when the engine is running. only adding refrigerant or observing pressures.
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 Purging Air From Service Hoses
tightness. The purpose of this procedure is to remove all the air
3. Locate the low and high side system service fit- trapped in the hoses prior to actual system testing.
tings and remove their protective caps. Environmental regulations require that all service
hoses have a shutoff valve within 12 inches of the
service end. These valves are required to ensure
only a minimal amount of refrigerant is lost to the
atmosphere. R-134a gauge sets have a combination
quick disconnect and shutoff valve on the high and
low sides. The center hose also requires a valve.
The initial purging is best accomplished when con-
nected to recovery or recycle equipment. With the
center hose connected to the recovery station, ser-
vice hoses connected to the high and low sides of the
system, we can begin the purging. The manifold
valves and service valves should be closed. Activat-
ing the vacuum pump will now pull any air or mois-
ture out of the center hose. This will require only a
few minutes of time. The hose is the only area that is
being placed in a vacuum and this will not require a
lengthy process. Closing the valve will then insure
the hose is purged. It is now safe to open the other
manifold valves.
FIGURE 4-11. SERVICE HOSE HOOK-UP

SYSTEM PERFORMANCE TEST 8. Feel the hoses and components on the low
side. They should be cool to the touch. Check
This test is performed to establish the condition of all
connections near the expansion valve; the inlet
components in the system. Observe these conditions
side should be warm and the outlet side cold.
during testing:
9. After a minimum of 10 minutes has elapsed and
1. Place a fan in front of the condenser to simulate the system has stabilized, observe the gauge
normal ram air flow and allow the system to sta- readings. Compare the readings to the specifi-
bilize. cations in Table 1.
2. Install a thermometer into the air conditioning
vent closest to the evaporator.
NOTE: Pressures may be slightly higher in very
3. Start the engine and operate at 1000 rpm.
humid conditions and lower in very dry conditions.
4. Evaluate the readings obtained from the Pressures listed in Table 1 are during compressor
gauges to see if they match the readings for the clutch engagement.
ambient temperature.
5. Set air conditioning system at maximum cooling
and maximum blower speed operation. 10. Check the cab vents for cool air. Outlet air tem-
6. Close all windows and doors to the cab. perature should be approximately 16 - 22° C
(30 - 40° F) below ambient air temperature.
7. Carefully feel the hoses and components on the
high side. All should be warm-hot to the touch. 11. If pressures and temperatures are not within the
Check the inlet and outlet of receiver-drier for specified ranges, the system is not operating
even temperatures, if outlet is cooler than inlet, properly. Refer to Preliminary Checks near the
a restriction is indicated. end of this chapter for tips on diagnosing poor
system performance.
Use extreme caution when placing hands on high

side components and hoses. Under most normal
conditions these items can be extremely hot.
TABLE 1. NOMINAL R-134a PRESSURE RANGES
Ambient Air Temperature High Side Pressure Low Side Pressure
21° C (70° F) 820 - 1300 kPa (120 - 190 psi) 70 - 138 kPa (10 - 20 psi)
27° C (80° F) 950 - 1450 kPa (140 - 210 psi) 70 - 173 kPa (10 - 25 psi)
1175 - 1650 kPa (170 - 240

32° C (90° F) 105 - 210 kPa (15 - 30 psi)
psi)
1300 - 1850 kPa (190 - 270

38° C (100° F) 105 - 210 kPa (15 - 30 psi)
psi)
1450 - 2075 kPa (210 - 300

43° C (110° F) 105 - 210 kPa (15 - 30 psi)
psi)
NOTE: All pressures in this chart are for reference, only. Weight is the only absolute means of
determining proper refrigerant charge.

SYSTEM OIL Checking System Oil
R-134a air conditioning systems require the use of
Polyalkylene Glycol (PAG) lubricating oil. This is the
only oil recommended for use in this system. The
Komatsu PAG oil (PC2212) is the oil that is furnished
in the system on Komatsu trucks. The receiver-drier and accumulator must be
replaced each time the system is opened.
Handling and Reusing PAG Oil
1. Remove the compressor from the truck. With
• Avoid skin contact and inhalation of PAG oil, as
the compressor positioned horizontally, remove
these are normal precautions with any chemical.
the drain plug, and capture the oil in a clear
• PAG oil removed from new or old components graduated container. Rock the compressor back
must not be retained for re-use. It must be stored and forth, and rotate the shaft to facilitate oil
in a marked container and properly sealed. PAG removal.
oil is an environmental pollutant and must be
properly disposed of after use.
• PAG oil in containers or in an air conditioning
system must not be left exposed to the
atmosphere any longer than necessary. PAG oil Under no circumstances should the A/C com-
absorbs moisture very rapidly, and therefore, any pressor be stood upright onto the clutch assem-
absorbed moisture could cause damage to an air bly. Damage to the compressor clutch will result,
conditioning system. leading to premature compressor failures.
2. Inspect the oil for any foreign particles. If parti-

Oil Quantity cles are found, further investigation and service
It is critical to keep the correct amount of lubricant in are necessary to determine the source. After
the air conditioning system at all times. Failure to do repair, the system will need to be flushed. Refer
so could result in damage to the compressor. to System Flushing. If no particles are found,
proceed to the next step.
Damage to the compressor can be a result from not 3. Add 207 ml (7oz.) of PAG oil to the compressor
only a lack of oil, but from too much oil, also. A lack sump. Add the oil through the drain port, and
of oil will cause excess friction and wear on moving install the drain plug. It is important to only add
parts. Excessive oil can result in slugging the com- the specified amount to ensure optimal system
pressor. This condition occurs when the compressor performance. Too much oil will result in a reduc-
attempts to compress liquid oil as opposed to vapor- tion in cooling. Too little oil will result in com-
ized refrigerant. Since liquid cannot be compressed, pressor failure.
damage to internal parts results.
4. Determine the correct amount of additional oil
to add to the system by using the Replacing Oil
listed in Table 2. Add this extra oil to the inlet
side of the receiver drier or accumulator.
NOTE: If truck is being assembled for the first time,
add 207 ml (7oz.) of PAG oil to the inlet side of the
receiver-drier or to the accumulator.
EXAMPLE - If only the accumulator and receiver
drier were replaced, then add 120 ml (4 oz.) of PAG
oil to the inlet side of the receiver-drier or to the accu-
mulator. If the evaporator was also replaced at this
time, then add 150 ml (5 oz.) of PAG oil to the inlet
side of the receiver-drier or to the accumulator.
NOTE: The proper quantity of oil may be injected into
the system during charging as an alternate method of
adding oil.

REFRIGERANT
Recycled Refrigerant
Recycled refrigerant has been extracted from a
mobile air conditioning system using a recovery unit.
When installing a new compressor, the compres- The refrigerant is cleaned by the recovery unit as it
sor must be completely drained of its oil before passes through filters located on the unit that meet
installation. Add 207 ml (7 oz.) of new PAG oil to specifications stipulated by Society of Automotive
the compressor to ensure proper system oil Engineers, SAE J2099. The refrigerant that has
level. Failure to adjust the amount of oil in the passed through the filtering process has only been
compressor will lead to excessive system oil and cleaned of contaminants that are associated with
poor A/C performance. Additionally, a new mobile systems. Therefore, recycled refrigerant from
receiver-drier and accumulator must be installed mobile systems is only acceptable for reuse in mobile
and oil added to both of these components. systems.
Reclaimed Refrigerant
TABLE 2. REPLACING OIL Reclaimed refrigerant has been filtered through a
more thorough filtering process and has been pro-
Component Oil to add
cessed to the same standards of purity as virgin
Condenser 60-90 ml (2-3 ounces) refrigerant. Because of this, reclaimed refrigerant is
acceptable for use in all systems, not just mobile.
Evaporator 30 ml (1 ounce) The reclaiming equipment used for this process is
expensive, and therefore, not common among nor-
Receiver-Drier 60 ml (2 ounces)
mal maintenance shops. Equipment such as this is
Accumulator 60 ml (2 ounces) more commonly found in air conditioning specialty
shops.
Compressor 207 ml (7 ounces)
Block Valve
Adding oil is not necessary
(Expansion)
Drain and measure amount Always use new, recycled, or reclaimed refriger-
Hoses
removed ant when charging a system. Failure to adhere to
5. Connect all hoses and components in the sys- this recommendation may result in premature
tem. Lubricate O-Rings with clean mineral oil wear or damage to air conditioning system com-
before assembly. ponents and poor cooling performance.
NOTE: Do not use PAG oil to lubricate O-Rings or

fittings. PAG oil will attract moisture and will corrode
Refrigerant Quantity
fittings when used externally. Use only clean mineral
oil to lubricate fittings and O-Rings during assembly. If not enough refrigerant is charged into the system,
cooling ability will be diminished. If too much refriger-
ant is charged into the system, the system will oper-
6. Evacuate the system. Refer to Evacuating The ate at higher pressures, and in some cases, may
System. damage system components. Exceeding the speci-
fied refrigerant charge will not provide better cooling.

If an incorrect charge is suspected, recover the SYSTEM LEAK TESTING
refrigerant from the system, and charge the system
Refrigerant leaks are probably the most common
with the correct operating weight 3.4 kg (7.4 lb). This
cause of air conditioning problems, resulting from
is not only the recommended procedure, but it is also
improper or no cooling, to major internal component
the best way to ensure that the system is operating
damage. Leaks most commonly develop in two or
with the proper charge and providing optimum cool-
three places. The first is around the compressor shaft
ing. Using the sight glass to determine the charge is
seal, often accompanied by an indication of fresh
not an accurate method.
refrigerant oil. If a system is not operated for a while
(winter months), the shaft seal may dry out and leak
slightly. The centrifugal force of the clutch pulley
spinning can also cause the problem. When the sys-
tem is operated and lubricant wets the seal, the leak
may stop. Such leaks can often be located visually,
or by feeling with your fingers around the shaft for
An unclear sight glass on R-134a systems can
traces of oil. (The R-134a itself is invisible, odorless,
indicate that the system may be low on refriger-
and leaves no trace when it leaks, but has a great
ant. However, the sight glass should not be used
affinity for refrigerant oil.)
as a gauge for charging the system. Charging the
system must be done with a scale to ensure the A second common place for leaks is the nylon and
proper amount of refrigerant has been added. rubber hoses where they are crimped or clamped to
the fittings, or where routing allows abrasion. Other
threaded joints or areas where gaskets are used
should be visually and physically examined. Moving
your fingers along the bottom of the condenser and
R-134a Refrigerant Containers evaporator, particularly near the drain hole for the
Two basic, readily available containers are used to condensate will quickly indicate the condition of the
store R-134a: the 14 or 28 kg (30 or 60 lb) bulk canis- evaporator. Any trace of fresh oil here is a clear indi-
ters (Figure 4-12). cation of a leak.
Always read the container label to verify the contents Usually, a 50% charged system is enough to find
are correct for the system being serviced. Note the most leaks. If the system is empty, connect the mani-
containers for R-134a are painted light blue. fold gauge set to the system and charge at least 1.6
kg (3.5 lbs) of refrigerant into the system.
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.
FIGURE 4-12. R-134a CONTAINERS
1. 14 kg (30 lb) 2. 28 kg (60 lb)

Cylinder Cylinder

Electronic Leak Detector 6. When the pressure reaches 34-69 kPa (5-10
psi), open the “oil drain” valve, collect the oil in
(Refer to Figure 4-7). As the test probe is moved into
an appropriate container, and dispose of con-
an area where traces of refrigerant are present, a
tainer as indicated by local, state or federal reg-
visual or audible announcement indicates a leak.
ulation. The oil is not reusable due to
Audible units usually change tone or speed as inten-
contaminants absorbed during use.
sity changes.
Performing the Recovery Cycle
Tracer Dyes
1. Be sure the equipment being used is designed
Tracer dyes are available that can be added to the
for the refrigerant you intend to recover.
system as refrigerant is added. The system is then
operated to thoroughly circulate the dye. As refriger- 2. Observe the sight glass oil level. Having
ant escapes, it leaves a trace of the dye at the point drained it, it should be zero.
of leakage, which is then detected using an ultravio- 3. Check the cylinder refrigerant level before
let light (black light), revealing a bright fluorescent beginning recovery to make sure you have
glow. enough capacity.
4. Confirm that all shut-off valves are closed
Soap and Water before connecting to the A/C system.
Soap and water can be mixed together and applied 5. Attach the appropriate hoses to the system
to system components. Bubbles will appear to pin- being recovered.
point the specific location of leaks. 6. Start the recovery process by operating the
After determining the location or source of leak(s), equipment as per the manufacturer's instruc-
repair or replace leaking component(s). tions.
7. Continue extraction until a vacuum exists in the
NOTE: The length of the hose will affect the
A/C system.
refrigerant capacity. When replacing hoses, always
use the same hose length, if possible. 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.
Before system assembly, check the compressor 9. Check the system pressure after the recovery
oil level and fill to specifications. equipment stops. After five minutes, system
pressure should not rise above “0” gauge pres-
sure. If the pressure continues to rise, restart
and begin the recovery sequence again. This
RECOVERING AND RECYCLING THE cycle should continue until the system is void of
REFRIGERANT refrigerant.
Draining Oil from the Previous Recovery Cycle 10. Check the sight glass oil level to determine the
amount of oil that needs to be replaced. (The
1. Place the power switch and the controller on the
amount of oil that was lost during the recovery
recovery unit in the OFF position.
cycle must be replaced back into the system).
2. Plug in the recovery station to the correct
11. Mark the cylinder with a “RECOVERED” (red)
power source.
magnetic label to reduce the chance of charging
3. Drain the recovered oil through the valve a system with contaminated refrigerant. Record
marked “oil drain” on the front of the machine. the amount of refrigerant recovered.
4. Place the controller knob in the ON position.
The low pressure gauge will show a rise.
5. Immediately switch to the OFF position and
allow the pressure to stabilize. If the pressure
does not rise to between 34-69 kPa (5-10 psi),
switch the controller ON and OFF again.

Performing the Recycling Procedure System Flushing
The recovered refrigerant contained in the cylinder If any contaminants are found in system hoses, com-
must undergo the recycle procedure before it can be ponents or oil, the entire system must be flushed.
reused. The recycle or clean mode is a continuous Major components such as the compressor are
loop design and cleans the refrigerant rapidly. Follow extremely susceptible to foreign particles and must
the equipment manufacturer's instructions for this be replaced. If contaminated, the evaporator and
procedure. condenser must also be replaced. The evaporator
and condenser are multi-pass units, and they can not
Evacuating and Charging the A/C System be properly cleaned by flushing.
Evacuate the system once the air conditioner compo-
nents are repaired or replacement parts are secured,
and the A/C system is reassembled. Evacuation
removes air and moisture from the system. Then, the
A/C system is ready for the charging process, which
adds new refrigerant to the system. Only SAE and/or Mobile Air Conditioning Society
(MACS) approved flushing methods with the
appropriate refrigerants are to be performed
when removing debris from the system. Other
SYSTEM REPAIR methods may be harmful to the environment, as
The following service and repair procedures are not well as air conditioning components.
any different than typical vehicle service work. How- 1. Remove the compressor, receiver-drier, expan-
ever, A/C system components are made of soft met- sion valve, and accumulator.
als (copper, aluminum, brass, etc.). Comments and
2. Inspect all other components such as the con-
tips that follow will make the job easier and reduce
denser, evaporator, hoses and fittings. If any of
unnecessary component replacement.
these items are damaged or highly contami-
nated, replace the components.
3. Flush the remaining hoses with a flushing unit.
Use only R-134a as a flushing agent.
All of the service procedures described are only
4. After flushing, blow out the system with dry
performed after the system has been discharged.
shop air for 5 to 10 minutes.
Never use any lubricant or joint compound to
lubricate or seal any A/C connections. 5. If the expansion valve has been removed of all
foreign contamination, it may be re-installed
NOTE: To help prevent air, moisture or debris from back into the system. If contamination is still
entering an open system, cap or plug open lines, present, replace the valve.
fittings, components and lubricant containers. Keep
6. Install a new compressor, receiver-drier, and
all connections, caps, and plugs clean.
accumulator.
7. Add oil to the system as outlined in Checking
System Oil.
Never leave a/c components, hoses, oil, etc.

exposed to the atmosphere. Always keep sealed
or plugged until the components are to be
installed and the system is ready for evacuation
and charging. PAG oil and receiver-drier desic-
cants attract moisture. Leaving system compo-
nents open to the atmosphere will allow moisture
to invade the system, resulting in component and
system failures.

A/C DRIVE BELT CHECKOUT PROCEDURE
This procedure must be performed each time any
component in the accessory drive is serviced, such
as replacing a belt or removing the compressor. In
addition, a 250 hour inspection of the AC drive belt is
mandatory. The belts must be inspected for
indications of wear and damage that may hinder
performance. Replace as necessary and perform the
following procedure.
Pulley Alignment
1. Install alignment tool (EL8868) onto the pulleys
to check the alignment. Refer to Figure 4-15. If
misalignment of the pulleys exceeds 3 mm
(0.13 in.), the position of the compressor must
be adjusted.
FIGURE 4-14. DEFLECTION MEASUREMENT
Belt Tension Check
NOTE: This procedure has been written for use with
4. Find the approximate center of the belt between
belt tension tool (XA3379), shown in Figure 4-13.
the two pulleys. Place the tip of the tool onto the
Other tension tools may differ in functionality.
outer face of the belt and apply pressure, as
shown in Figure 4-14. The tool must be
perpendicular to the belt. Push on the tool until
the bottom edge of the deflection scale O-Ring
is even with the outer face of the adjacent drive
belt. If only one belt is used, rest a straight edge
across both pulleys to serve as the indicating
plane.
5. The O-Ring on the force scale indicates the
force used to deflect the belt. The belt must
deflect 5.3 mm (0.21 in.) under a force of 1.6 ±
0.1 kg f (3.44 ± 0.11 lbf). If not, adjust the belt
accordingly and recheck the tension.
FIGURE 4-13. BELT TENSION TOOL - XA3379
2. Refer to Figure 4-16 for the proper distance

from the centerline of the drive pulley to the
centerline of the compressor pulley. Set the
tension tool accordingly on the deflection scale
by moving the deflection O-Ring to the
corresponding distance on the scale.
3. Slide the O-Ring for the "force" scale to zero.

FIGURE 4-15. BELT ALIGNMENT TOOL
1. AC Compressor Pulley 2. Drive Pulley 3. Alignment Tool
346 mm (13.63 in.)
FIGURE 4-16. BELT TENSION DIMENSIONS

COMPONENT REPLACEMENT
Hoses and Fittings Receiver-Drier
When replacing hoses, be sure to use the same type The receiver-drier can not be serviced or repaired. It
and ID hose you removed. When hoses or fittings are must be replaced whenever the system is opened for
shielded or clamped to prevent vibration damage, be any service. The receiver-drier has a pressure switch
sure these are in position or secured. to control the clutch, and should be removed and
installed onto the new unit.
Lines
Always use two wrenches when disconnecting or
connecting A/C fittings attached to metal lines. Cop- NOTE: Do not use PAG oil to lubricate O-Rings or fit-
per and aluminum tubing can kink or break very eas- tings. PAG oil will attract moisture and will corrode fit-
ily. When grommets or clamps are used to prevent tings when used externally. Use only clean mineral
line vibration, be certain these are in place and oil to lubricate fittings and O-Rings during assembly.
secure.
Thermostat
A thermostat can be stuck open or closed due to con-
tact point wear or fusion. The thermostat temperature
It is important to always tighten the fittings to the sensing element (capillary tube) may be broken or
proper torque. Failure to do this may result in kinked closed and therefore unable to sense evapo-
improper contact between mating parts and leak- rator temperature.
age may occur. Refer to the following torque When thermostat contact points are stuck open or
chart for tightening specifications. the sensing element can not sense temperature in
the evaporator, the clutch will not engage (no A/C
system operation). Causes are a loss of charge in
the capillary tube or a kink, burned thermostat con-
Fitting Size Foot Pounds Newton Meters tact or just no contact. When troubleshooting, bypass
the thermostat by hot wiring the clutch coil with a
6 10 - 15 ft.lbs. 14 - 20 Nm
fused lead. If the clutch engages, replace the thermo-
8 24 - 29 ft.lbs. 33 - 39 Nm stat.
10 26 - 31 ft.lbs. 36 - 42 Nm Thermostat contact points may be fused (burned)

closed and the clutch will not disengage. Causes are
12 30 - 35 ft.lbs. 41 - 47 Nm a faulty switch that could be due to fatigue. The ther-
mostat must be replaced. When the clutch will not
Installation torque for the single M10 or 3/8 in. cap disengage you may also note that condensate has
screws securing the inlet and outlet fittings onto the frozen on the evaporator fins and blocked air flow.
compressor ports is 15-34 N·m (11-25 ft lbs). There will also be below normal pressure on the low
side of the system. Side effects can be compressor
damage caused by oil accumulation (refrigeration oil
Expansion Valve tends to accumulate at the coldest spot inside the
system) and lower than normal suction pressure that
When removing the expansion valve from the sys- can starve the compressor of oil.
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 pres-
ent) 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.

Compressor Accumulator
The compressor can fail due to shaft seal leaks (no The accumulator can not be serviced or repaired. It
refrigerant in the system), defective valve plates, must be replaced whenever the system is opened for
bearings, or other internal parts or problems associ- any service.
ated with high or low pressure, heat, or lack of lubri-
cation. Be sure the compressor is securely mounted
and the clutch pulley is properly aligned with the Clutch
drive pulley.
Clutch problems include electrical failure in the clutch
Use a mechanic's stethoscope to listen for noises coil or lead wire, clutch pulley bearing failure, worn or
inside the compressor. warped clutch plate or loss of clutch plate spring tem-
per. Defective clutch assembly parts may be
replaced or the whole assembly replaced. If the
clutch shows obvious signs of excessive heat dam-
age, replace the whole assembly.
When installing a new compressor, the compres-
sor must be completely drained of its oil before The fast way to check electrical failure in the lead
installation. Add 207 ml (7 oz.) of new PAG oil to wire or clutch coil is to hot wire the coil with a fused
the compressor to ensure proper system oil lead. This procedure enables you to bypass clutch
level. Failure to adjust the amount of oil in the circuit control devices.
compressor will lead to excessive system oil and Clutch pulley bearing failure is indicated by bearing
poor A/C performance. noise when the A/C system is off or the clutch is not
engaged. Premature bearing failure may be caused
by poor alignment of the clutch and clutch drive pul-
ley.
Sometimes it may be necessary to use shims or
Under no circumstances should the A/C com- enlarge the slots in the compressor mounting bracket
pressor be stood upright onto the clutch assem- to achieve proper alignment.
bly. Damage to the compressor clutch will result, Excessive clutch plate wear is caused by the plate
leading to premature compressor failures. rubbing on the clutch pulley when the clutch is not
engaged or the clutch plate slipping when the clutch
coil is energized. A gap that is too small or too large
between the plate and clutch pulley or a loss of clutch
plate spring temper are possible causes. The ideal
air gap between the clutch pulley and the clutch plate
is 1.02 ± 0.043 mm (0.023 to 0.057 in.). If the gap is
too wide, the magnetic field created when the clutch
coil is energized will not be strong enough to pull and
lock the clutch plate to the clutch pulley.
NOTE: Some compressors may be discarded

because it is suspected that internal components
within the compressor have seized. Ensure that
the compressor clutch is working properly before
discarding a compressor for internal seizure. The
normal compressor life span should be about
twice as long as the normal life span of the com-
pressor clutch.
FIGURE 4-17. A/C COMPRESSOR
It is important to note that often times a weak clutch
1. Hose to Condenser 2. Hose from Accumu-
coil may be mistaken for a seized compressor. When
lator

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.
Use the proper tools to remove and replace
Before a compressor is dismissed as being seized, a clutch components. Using the recommended
check for proper voltage to the coil should be per- tooling helps prevent damage to compressor
formed. In addition, the coil should be ohm checked components during maintenance.
for proper electrical resistance. The coil should fall Do not drive or pound on the clutch plate, hub
within the following range: assembly, or shaft. Internal damage to the com-
12.0 ± 0.37 Ohms @ 20° C (68° F) pressor may result.
16.1 ± 0.62 Ohms @ 116° C (240° F) 1. Remove the belt guard from the front of the air
The temperatures specified above are roughly typical conditioning compressor.
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
* RECOMMENDED TOOLS FOR COMPRESSOR

CLUTCH REMOVAL AND INSTALLATION
J-9399 Thin Wall Socket
**J-9403 Spanner Wrench FIGURE 4-18.
**J-25030 Clutch Hub Holding Tool 1. Belt Pulley 3. Shaft

2. Clutch Hub/Drive Plate 4. Locknut
Clutch Plate and Hub Assembly
J-9401
Remover
J-8433 Pulley Puller
J-9395 Puller Pilot 2. Remove the drive belt from compressor belt
***J-24092 Puller Legs pulley (1, Figure 4-18).
3. Remove locknut (4, Figure 4-18) using thin wall
J-8092 Universal Handle socket (1, Figure 4-19) or the equivalent.
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.

4. Use clutch hub holding tool (2, Figure 4-19), 5. Thread clutch plate and hub assembly remover
spanner wrench (J-9403), or the equivalent to (2, Figure 4-20) into the hub of clutch assembly
hold clutch hub (3) while removing the locknut. (1). Hold the body of the remover with a wrench
It is recommended that the locknut be replaced and tighten the center screw to pull the clutch
after it has been removed. plate and hub assembly from the compressor.
FIGURE 4-20.
1. Clutch Assembly 2. Clutch Plate & Hub

Assembly Remover
FIGURE 4-19.
1. Thin Wall Socket

2. Clutch Hub Holding Tool 6. Remove square key (1, Figure 4-21) from the
3. Clutch Hub keyways.
FIGURE 4-21.
1. Square Key 2. Keyway in Shaft

7. Inspect the friction surface on the clutch hub Pulley Removal
and the friction surface on the pulley. Scoring on 8. Use retaining ring pliers (3, Figure 4-23) to
the friction surfaces is normal. DO NOT replace remove pulley retainer ring (2) from pulley (1).
these components for this condition only.
Inspect the steel friction surface on the clutch

and ensure that it is not damaged by excessive
heat. Inspect the other components near the
clutch for damage due to heat. If signs of 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 4-23.
1. Pulley 3. Retaining Ring Pliers
2. Pulley Retainer Ring
9. Pry the absorbent sleeve retainer from the neck

of the compressor, and remove the sleeve.
10. Install pulley puller (1, Figure 4-24) and puller
pilot (3) onto the compressor, as shown. If a
multiple groove pulley is used, install puller legs
(J-24092) onto the puller in place of the stan-
dard legs. Extend the puller legs to the back
side of the pulley. DO NOT use the belt grooves
to pull the pulley from the compressor.
FIGURE 4-22.
1. Clutch Hub 2. Pulley
FIGURE 4-24.
1. Pulley Puller 3. Puller Pilot
2. Pulley Assembly

11. Tighten the center screw on the puller against 2. Ensure the pulley rotates freely. If the pulley
the shaft of the compressor to remove the pul- does not rotate freely, remove the pulley and
ley. check for damaged components. Replace any
damaged components and reinstall the pulley.
12. Clean the pulley and pulley bearing with sol-
vent. Inspect the assembly for damage. Check 3. Install the pulley retainer ring and ensure that
the bearing for brinneling, excessive looseness, the ring is properly seated.
noise, and lubricant leakage. Replace the 4. Install the absorbent sleeve into the neck of the
assembly if any of these warning signs are evi- compressor. Install the sleeve retainer.
dent.
Clutch Coil Check

13. Use a multi-meter to ohm check the clutch coil.
The resistance should be as follows: Clutch Assembly Installation
12 ± 0.37 ohms @ 20° C (68° F)
1. Insert square key (1, Figure 4-21) into the key-
16.1 ± 0.62 ohms @ 115° C (239° F)
way in the clutch hub. Allow the key to protrude
If the resistance of the coil is not within the specifica- about 4.5 mm (0.18 in.) from the outer edge of
tions, the clutch will not operate properly. Remove the hub. Use petroleum jelly to hold the key in
the retaining ring and replace the coil. place.
Pulley Installation
FIGURE 4-25.
FIGURE 4-26.
1. Bearing Installer 2. Universal Handle
1. Drive Plate Installer 2. Spacer
1. Place the pulley assembly into position on the
compressor. Use bearing installer (1, Figure 4-
25), 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 2. Place the clutch assembly into position on the
equivalent ensures that the force driving the compressor. Align the square key with the key-
bearing into position acts on the inner race of way on the shaft.
the bearing. Applying force to the outer race of
3. Thread drive plate installer (1, Figure 4-25) onto
the bearing will result in bearing damage.
the shaft of the compressor. Spacer (2) should
be in place under the hex nut on the tool.

4. Press the clutch onto the compressor using 5. Install locknut (4, Figure 4-18) and tighten the
installer (1). Continue to press the clutch plate nut until it seats. The gap should now measure
until a 2 mm (0.079 in.) gap remains between 1.02 ± 0.043 mm (0.040 ± 0.017 in.). If the gap
the clutch friction surface and the pulley friction is not within the specification, check for proper
surface. Refer to Figure 4-27. installation of the square key.
NOTE: The outer threads of installer (J-9480-01) are 6. Install the drive belt onto the compressor.
left handed threads. 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.
FIGURE 4-27. CLUTCH GAP

EVACUATING THE SYSTEM 2. Open the discharge valve on the vacuum pump
or remove the dust cap from the discharge out-
Evacuating the complete air conditioning system is
let. Turn the pump on and watch the low side
required in all new system installations, and when
gauge. The pump should pull the system into a
repairs are made on systems requiring a component
vacuum. If not, the system has a leak. Find the
replacement (system opened), or a major loss of
source of the leak, repair, and attempt to evacu-
refrigerant has occurred. All these conditions will
ate the system again.
require that a vacuum be pulled using a vacuum
pump that completely removes any moisture from the 3. Allow the vacuum pump to run for at least 45
system. Once properly evacuated, the system can be minutes.
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 (100°C, 212°F at sea level with
14.7 psi). In a vacuum, water will boil at a lower tem-
perature depending upon how much of a vacuum is
created.
As an example, if the ambient air outside the truck is
24°C (75°F) at sea level, by creating a vacuum in the
system so that the pressure is below that of the out-
side air (in this case, at least 749.3 mm (29.5 in.) of
vacuum is needed), the boiling point of water will be
lowered to 22°C (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 fol-
lowing steps indicate the proper procedure for evacu-
ating all moisture from the heavy duty air conditioning
systems.
FIGURE 4-28. VACUUM PUMP HOOKUP
Do not attempt to use the air conditioning com-

pressor as a vacuum pump or the compressor
will be damaged.
NOTE: Refer to Table 3 for optimal vacuum
specifications at various altitudes.
1. With the manifold gauge set still connected
(after discharging the system), connect the cen-
ter hose to the inlet fitting of the vacuum pump
as shown in Figure 4-28. Then open both hand
valves to maximum.

4. Close both valves on the manifold gauge set. NOTE: In some cases, 45 minutes of evacuation may
Turn the vacuum pump off and observe the not be sufficient to vaporize all of the moisture and
gauges. The system should hold the vacuum draw it out of the system. If it has been verified that
within 5 cm Hg (2.0 in. Hg) of the optimal vac- no system leaks exist and gauge readings increase
uum for 5 minutes. If the vacuum does not hold, after 45 minutes, extend the evacuation time to
moisture may still be present in the system. ensure total moisture removal.
Repeat the previous step. If the vacuum still
does not hold, a leak may be present in the sys-
tem. Find the source of the leak, repair, and
evacuate the system, again.
TABLE 3. ALTITUDE VACUUM VARIATIONS
Altitude Optimal Vacuum
Meters (Feet) Above Sea Level Cm Hg. (In. Hg.)
0 76.0 (29.92)
305 (1000) 73.5 (28.92)
610 (2000) 70.7 (27.82)
914 (3000) 68.1 (26.82)
1219 (4000) 65.6 (25.82)
1524 (5000) 63.3 (24.92)
1829 (6000) 60.8 (23.92)
2134 (7000) 58.5 (23.02)
2438 (8000) 56.4 (22.22)
2743 (9000) 54.2 (21.32)
NOTE: The chart indicates the expected gauge readings at altitude to obtain the optimal
vacuum.

CHARGING THE A/C SYSTEM 1. Charge the A/C system with 3.4 kg (7.4 lbs) of
R-134a refrigerant.
The proper method for charging refrigerant into a R-
134a system is to first, recover all of the refrigerant NOTE: Charging is to be performed with the engine
from the system. The charging refrigerant should and compressor operating. Charge the A/C system
then be weighed on a scale to ensure the proper through the low side service port. Trucks equipped
amount is charged into the system. Most recovery with accumulators may charge the refrigerant as a
units include a scale within the apparatus, thus mak- liquid or as a vapor.
ing it very easy to charge the correct amount every
time. If equipment such as this is not available, a
2. Check the system for leaks. Refer to System
common scale can be used to determine the weight
Leak Testing.
of charge. Simply weigh the charging tank, subtract
the weight of the proper charge, and charge the sys- 3. If no leaks are found, verify the system’s cooling
tem until the difference is shown on the scale. On capacity meets requirements. Refer to System
certain types of equipment, it is also possible to add Performance Testing.
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
Preliminary Checks • Cab filters - Ensure the outside air filter and
inside recirculation filter are clean and free of
If the system indicates insufficient cooling, or no cool- restriction.
ing, the following points should be checked before
proceeding with the system diagnosis procedures. • Condenser - Check the condenser for debris and
clogging. Air must be able to flow freely through
NOTE: If the truck being serviced is a model 830E- the condenser.
AC or a 930E, be certain the rest switch in the cab is
• Evaporator - Check the evaporator for debris and
ON. Place the GF cutout switch in the CUTOUT
clogging. Air must be able to flow freely through
position. the condenser.
Some simple, but effective checks can be performed
to help determine the cause of poor system perfor-
mance. Check the following to ensure proper system
operation.
Diagnosis Of Gauge Readings And System
• Compressor belt - Must be tight, and aligned. Performance
• Compressor clutch - The clutch must engage. If it Successfully servicing an air conditioning system,
does not, check fuses, wiring, and switches. beyond the basic procedures outlined in the previous
• Oil leaks - Inspect all connection or components section, requires additional knowledge of system
for refrigeration oil leaks (especially in the area of testing and diagnosis.
the compressor shaft). A leak indicates a
A good working knowledge of the manifold gauge set
refrigerant leak.
is required to correctly test and diagnose an air con-
• Electrical check - Check all wires and ditioning system. An accurate testing sequence is
connections for possible open circuits or shorts. usually the quickest way to diagnose an internal
Check all system fuses. problem. When correctly done, diagnosis becomes
• Cooling system - Check for correct cooling an accurate procedure rather than guesswork.
system operation. Inspect the radiator hoses,
The following Troubleshooting Chart lists typical mal-
heater hoses, clamps, belts, water pump,
thermostat and radiator for condition or proper functions encountered in air conditioning systems.
operation. Indications and or problems may differ from one sys-
tem to the next. Read all applicable situations, ser-
• Radiator shutters - Inspect for correct operation vice procedures, and explanations to gain a full
and controls, if equipped. understanding of the system malfunction. Refer to
• Fan and shroud - Check for proper operation of information listed under “Suggested Corrective
fan clutch. Check installation of fan and shroud. Action” for service procedures.
• Heater/water valve - Check for malfunction or
leaking. With the heat switch set to COLD, the
heater hoses should be cool.
• System ducts and doors - Check the ducts and
doors for proper function.
• Refrigerant charge - Make sure system is
properly charged with the correct amount of
refrigerant.

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 A/C 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
A/C 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
A/C 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 A/C 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 A/C 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 A/C 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 A/C 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 A/C
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 A/C 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 A/C 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.

PREVENTIVE MAINTENANCE SCHEDULE FOR A/C 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
5. 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 6. 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
7. 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
4. Accumulator
Check the inlet line from the
evaporator. It should be cool
to cold.
Replace the accumulator
each time the system is
opened.

SECTION N5
OPERATOR CAB CONTROLS
INDEX
OPERATOR CAB AND CONTROLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4
STEERING WHEEL AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5

Horn Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
Tilt / Telescope Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
Multi-Function Turn Signal Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
STEERING COLUMN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Steering Column Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
STEERING WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
PEDALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
Service Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
Dynamic Retarding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
Dynamic Retard Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
Throttle/Accelerator Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
GRADE/SPEED RETARD CHART. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
OVERHEAD PANEL AND DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Radio Speakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Warning Alarm Buzzer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Cab Radio. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Warning Light Dimmer Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Status/Warning Indicator Light Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Air Cleaner Vacuum Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Windshield Wipers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
CENTER CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Directional Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Override/Fault Reset Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Engine Stop Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
L.H. Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
R.H. Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Hoist Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Raising The Dump Body. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Lowering The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Retard Speed Control (RSC) Adjust Dial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
Retard Speed Control (RSC) Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
Data Store Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
N05092 12/11 Operator Controls N5-1

VHMS Snapshot In Progress Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Link Energized Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Service Engine Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
DIAGNOSTIC PORTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
VHMS Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Interface Module (IM) Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Payload Meter Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Truck Control Interface (TCI) Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Propulsion System Controller (PSC) Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Engine Diagnostic Port (CENSE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Engine Diagnostic Port (QUANTUM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
HEATER / AIR CONDITIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Fan Speed Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Temperature Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Air Flow Directional Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Heater/Air Conditioner Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Control Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Key Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Rotating Beacon Light Switch (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Heated Mirror Switch (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Rest Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Wheel Brake Lock Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Hazard Warning Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Cab/Air Conditioner Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Engine Oil Pressure Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Right Turn Signal Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
High Beam Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Speedometer/Payload Meter Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Left Turn Signal Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Water Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Lamp Test Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Ladder Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Manual Backup Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Fog Lights (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Payload Meter Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Panel Light Dimmer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Hydraulic Oil Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Hourmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Fuel Level Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
N5-2 Operator Controls 12/11 N05092

OVERHEAD STATUS / WARNING INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
Status / Warning Indicator Light Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24
KOMTRAX PLUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-30
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-30
Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-31
Basic Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-31

OPERATOR CAB AND CONTROLS
FIGURE 5-1. CAB INTERIOR - OPERATOR VIEW

1. Steering Wheel 6. Heater/Air Conditioner Controls 11. AM/FM Radio / CD Player
2. Service Brake Pedal 7. Instrument Panel 12. Warning Lights Dimmer Control
3. Retard Pedal 8. Grade/Speed Retard Chart 13. Warning/Status Indicator Lights
4. Throttle/Accelerator Pedal 9. Radio Speakers 14. Air Cleaner Vacuum Gauges
5. Heater/Air Conditioner Vents 10. Warning Alarm Buzzer 15. Windshield Wipers

STEERING WHEEL AND CONTROLS Multi-Function Turn Signal Switch
Steering wheel (1, Figure 5-2) can be telescoped "in"
and "out" and the lilt angle can be adjusted to provide
a comfortable steering wheel position for most opera-
tors.
Horn Button
Multi-function turn signal switch (4, Figure 5-2) is
Horn (2, Figure 5-2) is actuated by pushing the but- used to activate the turn signal lights, the windshield
ton in the center of the steering wheel. Ensure that wipers, and to select either high or low beam head-
the horn operates before moving the truck. Observe lights.
all local safety rules regarding the use of the horn as
a warning signal device before starting the engine Turn Signal Operation
and moving the vehicle.
Move the lever upward to signal a right turn.
Tilt / Telescope Lever An indicator in the top, center of the instrument

panel will illuminate to indicate turn direction
The steering column can be telescoped or the wheel selected. Refer to Instrument Panel and Indicator
tilted with lever (3, Figure 5-2). Lights in this section.
Adjust the tilt of the steering wheel by pulling the le-
ver toward the steering wheel and moving the wheel Move the lever downward to signal a left
to the desired angle. Releasing the lever will lock the turn.
wheel in the desired location.
NOTE: The turn signal does not automatically
Adjust the telescope function by pushing the lever
cancel after the turn has been completed.
forward to unlock. After positioning as desired,
release the lever to the lock position. High Beam Headlight Operation
Pulling the lever inward (toward the

rear of the cab) changes the head-
lights to high beam. When the high
beams are selected, the indicator in the top cen-
ter of the instrument panel will illuminate. Moving
the switch back to the original position will return
the headlights to low beam.
Windshield Wiper Operation

Windshield Wipers OFF
Intermittent - Long Delay
Intermittent -Medium Delay
Intermittent -Short Delay
Low Speed
High Speed
FIGURE 5-2. STEERING WHEEL & CONTROLS
Depressing the button at the end of the
1. Steering Wheel 3. Tilt/Telescope Lever
lever will activate the windshield washer.
2. Horn Button 4. Multi-Function Turn
Signal Switch

STEERING COLUMN Steering Column Inspection
Whenever the steering column or steering control
Removal
unit is removed for service, the steering column shaft
1. Shut the engine off by turning the key switch to splines must be inspected for excessive wear.
OFF and allow at least 90 seconds for the steer-
ing accumulators to bleed down. Turn the steer- 1. With steering column assembly removed from
ing wheel to ensure no pressure remains. truck, thoroughly clean splines on steering col-
umn shaft and inspect for damage or excessive
2. Open the battery disconnect switch. wear.
3. Remove the access cover (15, Figure 5-3) from 2. Using an outside micrometer or dial caliper,
the front of the cab. If steering control unit is measure the outside diameter of the male
OK, DO NOT disconnect any hydraulic lines. splines on the steering column shaft.
4. Loosen cap screws (10) on steering control unit
• Minimum diameter: 24.13 mm (0.950 in.)
(7) and move it out of the way.
5. Disconnect wire harness(es) from the steering
column. 3. If splines are smaller than minimum diameter
6. Remove screws retaining trim cover (14) where specification, replace steering column.
steering column enters the instrument panel
and remove cover.
7. Remove four cap screws (4). Access to these
screws is from the front of the cab through the
Installation
access opening. Also remove cap screws (12).
8. Lift the steering column out of the instrument 1. Insert cap screw (10, Figure 5-3) with lockwash-
panel. ers (11) and flatwashers (5) through brackets (8
& 9) and then through steering column flange.
Add second flat washer (5) and nut (13) to each
cap screw to hold parts together. Tighten nuts
securely.
2. Slide the entire assembly down the tapered
blocks until the brackets (8 & 9) contact the
mounting surface in the cab. Install cap screws
(4) and (12) with washers (5) and (6). Only
tighten cap screws (4).
3. Inspect brackets (8 & 9) to see if they contact
the mounting surface evenly, and are flat and
inline with the surface. If so, then tighten cap
screws (12). If brackets are not quite parallel,
then install flat washers (as needed) between
brackets and mounting surface to eliminate any
gaps. Tighten cap screws (12) to standard
torque.
4. After cap screws (4 & 12) are tightened to stan-
dard torque, remove nuts (13) and flatwashers
(5) that were holding the steering column to the
FIGURE 5-3. STEERING COLUMN INSTALLATION two brackets. DO NOT remove cap screws (10)
1. Steering Wheel 9. Bracket R.H. from the brackets.
2. Button Horn 10. Cap Screw 5. Lubricate the male splines on the end of the
3. Steering Column 11. Lock Washer steering column shaft.
4. Cap Screw 12. Cap Screw
5. Flat Washer 13. Nut
6. Lock Washer 14. Trim Cover
7. Steering Control Unit 15. Access Cover
8. Bracket L.H.

NOTE: There is no lower end bearing in this new Installation
steering column assembly, therefore the male end of
1. A new, more relable horn contact is available.
the shaft will have to be guided into the mating
Some trucks may have the previous horn con-
female part of the steering control unit (7).
tact, which is a stick design (1, Figure 5-5). The
6. Without removing cap screws (10) from the new horn contact uses a roller (2). Install the
holes, move the steering control unit (7) into new horn contact as shown in Figure 5-6.
place and start each of the cap screws.
2. Place steering wheel (1, Figure 5-4) into posi-
7. Tighten four cap screws (10). tion on the steering column shaft while guiding
8. Check for proper steering wheel rotation without horn wire (3) through the access hole in the
binding. Ensure wheel returns to neutral after steering wheel. Align the serrations and push
rotating 1/4 turn left and right. the steering wheel onto the shaft.
9. If disconnected, re-connect the hoses to the 3. Install nut (2). Tighten the nut to 81 ± 7 N·m (60
steering control unit. ± 5 ft lb).
10. Connect the steering column wire harness(es) 4. Connect horn wire (3) to horn button (4).
to the harness(es) in the cab. 5. Install the horn button onto the steering wheel.
11. Install access cover (15) and trim cover (14). Turn on the battery disconnect switch and verify
that the horn functions properly.
STEERING WHEEL
Removal
1. Turn off the battery disconnect switch to remove
battery power from the horn circuit.
2. Use a pocket screwdriver to pry horn button (4,
Figure 5-4) from steering wheel (1).
3. Disconnect horn wire (3) and set the horn but-
ton aside.
4. Remove nut (2).
5. Pull the steering wheel from the column. If the
steering wheel will not slide off the shaft it may
be necessary to install a puller into the tapped FIGURE 5-4. STEERING WHEEL RETAINER NUT
holes (5/16" - 24NF) in the steering wheel. 1. Steering Wheel 3. Horn Wire
2. Nut 4. Horn Button

FIGURE 5-5. HORN CONTACTS
1. Stick Contact (XA4889) 2. Roller Contact (XA5621)
FIGURE 5-6. INSTALLATION LOCATION

PEDALS Dynamic Retard Pedal
Service Brake Pedal Dynamic retard pedal (3, Figure 5-1) is a foot oper-
ated pedal which allows the operator to slow the
The service brake pedal (2, Figure 5-1) is a foot truck and maintain a safe productive speed without
operated pedal which applies the service brakes. the use of the service brakes. For normal truck oper-
Service brakes must only be applied when dynamic ation, only dynamic retarding must be used to slow
retarding requires additional braking force to slow the and control the speed of the truck. The Grade/Speed
truck speed quickly. They must also be used to bring Retard Chart (8, Figure 5-1) must always be followed
the truck to a complete stop once the speed is less to determine MAXIMUM safe truck speeds for de-
than 4.8 kph (3 mph). scending various grades with a loaded truck. Service
brakes must be applied only when dynamic retarding
Dynamic Retarding requires additional braking force to slow the truck
Dynamic retarding is a braking torque (not a brake) speed quickly or to bring the truck to a complete stop.
produced through electrical generation by the wheel- When dynamic retarding is in operation, the engine
motors when the truck motion (momentum) is the rpm will automatically go to an advance rpm retard
propelling force. speed setting (usually 1250 rpm)*. Dynamic retarding
For normal truck operation, dynamic retarding will be applied automatically, if the speed of the truck
must be used to slow and control truck speed. reaches the predetermined overspeed retard setting.
Dynamic Retarding is available in FORWARD/
Dynamic retarding is available in FORWARD/ REVERSE at all truck speeds above 0 kph/mph, but
REVERSE at all truck speeds above 0 kph/mph; is available in NEUTRAL only when truck speed is
however, as the truck speed slows below 4.8 kph (3 above 4.8 kph (3 mph).
mph), the available retarding force may not be effec-
tive. Use the service brakes to bring the truck to a Throttle/Accelerator Pedal
complete stop.
Throttle/accelerator pedal (4, Figure 5-1), and shown
Dynamic retarding will not hold a stationary truck on below, is a foot-operated pedal which allows the
an incline.Use the parking brake or wheel brake lock operator to control engine rpm depending on pedal
for this purpose. depression.
Dynamic retarding is available in NEUTRAL only It is used by the operator to request torque from the
when truck speed is above 4.8 kph (3 mph). motors when in forward or reverse. In this mode, the
When dynamic retarding is in operation, engine rpm propulsion system controller commands the correct
will automatically go to an advance retard speed set- engine speed for the power required. In NEUTRAL,
ting. This rpm will vary depending on temperature of this pedal controls engine speed directly.
several electrical system components.
Dynamic retarding will be applied automatically if the
speed of the truck obtains the maximum speed set-
ting programmed in the control system software.
When dynamic retarding is activated, an indicator
light in the overhead display will illuminate. The
grade/speed retard chart must always be used to
determine safe downhill speeds. Refer to Grade/
Speed Retard Chart in this chapter.

GRADE/SPEED RETARD CHART The "short term" numbers listed on the chart indicate
the combination of speeds and grades which the
Grade/Speed Retard Chart (8, Figure 5-1), and
vehicle can safely negotiate for a short duration
shown below, provides the recommended MAXIMUM
before system components reach the maximum
retarding limits at various truck speeds and grades
allowable temperature during retarding. These
with a fully loaded truck.
speeds are faster than the "continuous" values,
This decal in the truck may differ from the decal reflecting the thermal capacity of various system
below due to optional truck equipment such as: components. System components can accept heat-
wheel motor drive train ratios, retarder grids, tire ing at a higher-than-continuous rate for a short period
sizes, etc. Always refer to this decal in the operator's of time. Beyond this short duration of time, the sys-
cab and follow these recommendations for truck tem would become overheated.
operation.
If the vehicle is operated at "short term" grade and
The operator must reference this chart before speed limits for a period of time, it is possible to
descending any grade with a loaded truck. Proper exceed the thermal capacity of the drive system com-
use of dynamic retarding will maintain a safe speed. ponents. The Propulsion System Controller (PSC)
will then gradually reduce the retarding effort from
Two speed lists are provided, one for continuous
"short term" to "continuous". The "retard @ continu-
retarding, and the second for short term retarding.
ous" indicator light will flash for 15 seconds, then illu-
Both lists are matched to the truck at maximum
minate steadily alerting the operator of the reduction
Gross Vehicle Weight (GVW). The two ratings are
in retarding performance and the need for a reduc-
guidelines for proper usage of the retard function on
tion in speed. The operator must control the speed of
downhill grades.
the truck in accordance to the “continuous speeds”
on the grade/speed chart. The operator must use the
service brakes to quickly slow the truck to the maxi-
mum "continuous" retarding limits (or less) based on
the grade the truck is currently on.
DO NOT LIGHTLY apply the service brakes when

attempting to slow the truck on a downhill grade.
Overheating of the brakes will result. FULLY
apply the brakes (within safe limits for road con-
ditions) in order to quickly slow the truck to max-
imum "continuous" retarding limits or less.
The "short term" rating will successfully accommo-
date most downhill loaded hauls. If actual time on the
grade exceeds the allowable limits, the grade will
need to be negotiated at the "continuous" speed.
The "continuous" numbers on the chart indicate the
combination of speeds and grades which the vehicle
can safely negotiate for unlimited time or distance
during retarding.
DO NOT exceed these recommended MAXIMUM
speeds when descending grades with a loaded truck.

OVERHEAD PANEL AND DISPLAYS Status/Warning Indicator Light Panel
The items listed below are located on the overhead Panel (13, Figure 5-1) contains an array of indicator
panel. Refer to Figure 5-1 for the location of each lights to provide the operator with important status
item. A brief description of each component is docu- messages concerning selected truck functions. Refer
mented below. to Instrument Panel and Indicator Lights in this sec-
tion for a detailed description of these indicators.
Radio Speakers
Radio speakers (9, Figure 5-1) for the AM/FM Radio /
CD Player are located at the far left and right of the Air Cleaner Vacuum Gauges
overhead panel.
Air cleaner vacuum gauges
(14, Figure 5-1) provide a con-
tinuous reading of the maxi-
Warning Alarm Buzzer mum air cleaner restriction
Warning alarm buzzer (10, Figure 5-1) will sound reached during operation. The
when activated by any one of several truck functions. air cleaner(s) must be ser-
Refer to Instrument Panel and Indicator Lights in this viced when the gauge(s)
section for a detailed description of functions and shows the maximum recommended restriction of
indicators that will activate this alarm. 635 mm (25 in.) of H 2O vacuum.
NOTE: After service, push the reset button on face of

gauge to allow the gauge to return to zero.
Cab Radio
This panel will normally contain AM/FM Radio / CD
Player (11, Figure 5-1). Refer to Section 70 for a Windshield Wipers
more complete description of the radio and its func- Windshield wipers (15, Figure 5-1) are powered by
tions. Individual customers may use this area for an electric motor. Refer to Steering Wheel And Con-
other purposes, such as a two-way communications trols in this section for a location and description of
radio. the windshield wiper and washer controls.
Warning Light Dimmer Control

Warning light dimmer control (12, Figure 5-1) permits
the operator to adjust the brightness of warning indi-
cator lights (13).

CENTER CONSOLE Directional Control Lever
Directional Control Lever (2, Figure 5-7) is mounted
on a console to the right of the operator's seat. It is a
four position lever that controls the park, reverse,
neutral, and forward motion of the truck. Before mov-
ing the directional control lever, apply the service
brakes to completely stop the truck. Depress the but-
ton on the side to release the detent lock, then move
the control lever to the desired position. When the
control lever is in the center N position, it is in NEU-
TRAL. When the control lever is in the P position, it is
in PARK, and the parking brake will be applied. The
parking brake is spring applied and hydraulically
released. It is designed to hold the truck stationary
when the engine is off and the key switch is turned
OFF. The truck must be completely stopped before
moving the control lever to PARK, or damage may
occur to the park brake. When the key switch is ON,
and the control lever is in PARK, the parking brake
indicator light (A3, overhead panel, Figure 5-11) will
be illuminated.
FIGURE 5-7. CENTER CONSOLE

The directional control lever must be in PARK to
start the engine.
1. Center Console
NOTE: DO NOT move the directional control lever to
2. Directional Control Lever
the PARK position at the shovel or dump.
3. Override/Fault Reset Switch
4. Engine Stop Switch The operator can select FORWARD drive by moving
5. L.H. Window Control Switch the control lever to the F position.
6. R.H. Window Control Switch
The operator can select REVERSE drive by moving
7. Hoist Control Lever
the control lever to the R position. DO NOT allow the
8. Retarder Speed Control Dial
control lever to travel too far and go into the PARK
9. RSC Switch
position when REVERSE is desired.
10. Data Store Button
11. VHMS Snapshot In Progress Light NOTE: The truck must be completely stopped before
12. Link Energized Light (Red) the control lever is moved to a drive position or into
13. Service Engine Light (Blue) PARK. A GE fault will be recorded if the control lever
14. 12V Auxiliary Power Outlets is placed into the PARK position while the truck is still
moving.
NOTE: The center console contains an access hole
for a wiring harness resistor. This resistor is to
reduce the current flow to the directional control lever
contacts, increasing their service life.

Override/Fault Reset Switch R.H. Window Control Switch
Switch (3, Figure 5- Switch (6, Figure 5-7) is spring-loaded to the OFF
7) is spring-loaded position.
to the OFF posi-
• Pushing the front of the switch raises the right
tion. When pushed
side cab window.
in and held, this
switch may be used • Pushing the rear of the switch lowers the window.
for several functions.
1. This switch permits the operator to override the
body-up limit switch and move the truck forward Hoist Control Lever
when the directional control lever is in FOR- Hoist control (7, Figure 5-7) is a four position hand-
WARD, the dump body is raised, and the operated lever located between the operator seat
brakes are released. and the center console (see illustration below).
Use of the override switch for this purpose is
intended for emergency situations only!
2. The push button deactivates the retard pedal
function when the speed of the truck is below
4.8 kph (3 mph).
3. The override switch is also used to reset an
electric system fault when indicated by a red
warning light. Refer to Overhead Status/Warn-
ing Indicators in this section.
Engine Stop Switch

Switch (4, Figure 5-7) is used to
stop the engine. Pull the switch up
to stop the engine. Push the Raising The Dump Body
switch back down to enable
engine operation. 1. Pull the lever to the rear to actuate hoist circuit.
(Releasing the lever anywhere during "hoist up"
Use this switch to stop the engine will place the body in HOLD at that position.)
if the key switch fails to operate, or to stop the engine
2. Raise engine rpm to increase hoist speed.
without turning off the 24 VDC electrical circuits.
3. Reduce engine rpm as the last stage of the
A ground level engine stop switch is also located at hoist cylinders begin to extend and then let the
the right front corner of the truck. engine go to low idle as the last stage reaches
half-extension.
4. Release hoist lever as the last stage reaches
full extension.
L.H. Window Control Switch 5. After material being dumped clears the body,
lower the body to frame.
Switch (5, Figure 5-7) is spring-loaded to the OFF
position. Refer to Operating Instructions - Dumping, for more
complete details concerning this control
• Pushing the front of the switch raises the left side
cab window.
• Pushing the rear of the switch lowers the window. Lowering The Dump Body
Move hoist lever forward to DOWN position and
release. Releasing the lever places hoist control
valve in the FLOAT position allowing the body to
return to frame.

Retard Speed Control (RSC) Adjust Dial With RSC switch on and dial adjusted, the system
will function as follows: As truck speed increases to
Dial (8, Figure 5-7) allows the operator to vary the
the "set" speed and throttle pedal released, dynamic
downhill truck speed that the retard speed control
retarding will apply. As truck speed tries to increase,
system will maintain when descending a grade. This
the amount of retarding effort will automatically adjust
function can be overridden by either the accelerator
to keep the selected speed. When truck speed
or retard pedal.
decreases, the retarding effort is reduced to maintain
When the dial is rotated counter- the selected speed. If truck speed continues to
clockwise toward this symbol, the decrease to approximately 4.8 kph (3 mph) below
truck will descend a grade at "set" speed, dynamic retarding will turn off automati-
lower speeds. cally. If truck speed must be reduced further, the
operator can turn the adjust dial to a new setting or
depress the foot operated retard pedal.
When the dial is rotated clockwise If the operator depresses the foot operated retard
toward this symbol, the truck pedal and the retard effort called for is greater than
speed will increase. that from the automatic system, the foot pedal retard
will override RSC.
Always refer to the Grade/Speed
Retard Chart in the operator's cab
and follow the recommendations for truck operation.
DO NOT exceed these recommended MAXIMUM
speeds when descending grades with a loaded truck.
Retard Speed Control (RSC) Switch
Throttle pedal position will override RSC setting. If
operator depresses throttle pedal to increase truck Switch (9, Figure 5-7) turns the system on and off.
speed, dynamic retarding will not come on unless Push the knob in for OFF and pull the knob out to
truck overspeed setting is reached or foot operated turn the system ON.
retard pedal is used. When throttle pedal is released
and RSC switch is on, dynamic retarding will come
on at, or above, the RSC dialed speed and will adjust
truck speed to, and maintain, the dialed speed.
To adjust RSC control, pull switch (9) ON and start
with dial (8) rotated toward fastest speed while driv-
ing truck at desired maximum speed. Relax throttle
pedal to let truck coast and turn RSC adjusting dial
slowly counterclockwise until dynamic retarding is
activated. Dynamic retarding will now be activated
automatically anytime the "set" speed is reached, the
RSC switch is on, and throttle pedal is released.

Data Store Button Truck Control Interface (TCI) Diagnostic Port
Button (10, Figure 5-7) is for use by qualified mainte- Diagnostic port (4) is used to access diagnostic infor-
nance personnel to record in memory a “snap-shot” mation for the Truck Control Interface (TCI).
of the AC drive system. It will also trigger the VHMS
system to store a snap-shot of the truck operating Propulsion System Controller (PSC)
system. Light (11, Figure 5-7) will stay illuminated Diagnostic Port
while the VHMS system is recording the snap-shot. Diagnostic port (5) is used to access diagnostic infor-
mation for the Propulsion System Controller (PSC).
VHMS Snapshot In Progress Light
Light (11, Figure 5-7) is an indicator that will illumi- Engine Diagnostic Port (CENSE)
nate while the VHMS system is in the process of tak- Diagnostic port (6) is a three pin connector used to
ing a snapshot of machine data. access diagnostic information for the engine monitor-
ing system.
Link Energized Light
Light (12, Figure 5-7) is a red indictor that, when illu- Engine Diagnostic Port (QUANTUM)
minated, indicates that the AC drive system is ener- Diagnostic port (7) is a nine pin connector used to
gized. No one is permitted to work on the AC drive access diagnostic information for the engine control
system while this light is illuminated. system.
Service Engine Light
Light (13, Figure 5-7) is a blue indicator that will illu-

minate if a problem is detected by the electronic
engine monitoring system.
Electric propulsion and dynamic retarding will still be

available.
If this light is ON, notify maintenance personnel so
they can diagnose and repair the problem the next
time the truck is in the shop for repairs or at the next
PM (Preventive Maintenance) interval.
DIAGNOSTIC PORTS
The diagnostic ports shown in Figure 5-8 are located FIGURE 5-8. DIAGNOSTIC PORTS
on the back wall of the cab next to the D.I.D. Panel.
1. VHMS Diagnostic Port 5. PSC Diagnostic Port
VHMS Diagnostic Port 2. IM Diagnostic Port 6. Engine Diagnostic Port
3. Payload Meter (CENSE)
Diagnostic port (1, Figure 5-8) is used to download Diagnostic Port 7. Engine Diagnostic Port
truck operation data from the VHMS controller. 4. TCI Diagnostic Port (QUANTUM)
Interface Module (IM) Diagnostic Port

Diagnostic port (2) is used to connect the interface
module to a computer for installing software.
Payload Meter Diagnostic Port

Diagnostic port (3) is used to download data from the
payload meter system. Refer to Section 60, Payload
Meter III, for a more complete description of the pay-
load meter and its functions.

HEATER / AIR CONDITIONER Heater/Air Conditioner Vents
The heater/air conditioner compartment contains Heater/air conditioner vents (6, Figure 5-9) may be
heater/air conditioner controls and some of the rotated 360°. There are three vents in the heater/air
heater/air conditioner components, such as the conditioner compartment, four vents across the top of
blower motor assembly and the heater coil. Optimum the instrument panel, and one vent each in the RH
cab air climate can be selected by using the following and LH instrument panels. There are also an addi-
controls in various combinations. tional four vents under the instrument panel. Air flow
through the vents is controlled by manually opening,
Fan Speed Control Knob closing or turning the louvers.
Fan speed control knob (1, Figure 5-9) is provided to
control the cab air fan motor. The fan motor is a 3-
speed motor (low, medium and high). Speeds are
selected by rotating the control knob clockwise to the
desired position. OFF is in the full counter-clockwise
position. The control knob must be switched ON for
the air conditioner to function.
Temperature Control Knob

Temperature control knob (2, Figure 5-9) allows the
operator to select a comfortable air temperature.
The control knob determines the operation of the air
conditioning and heater modes.
Rotating the control knob counter-clockwise (blue
zone (3)) will cause the A/C compressor to operate
and result in cooler air temperatures. Full counter-
clockwise position is the coldest air setting.
Rotating the control knob clockwise (red zone (4))
will affect coolant flow through the heater core and
result in warmer air temperatures. The full clockwise
position is the warmest heater setting.
Air Flow Directional Knob

Air flow directional knob (5, Figure 5-9) controls the
direction of airflow as follows:
Provides airflow to floor vents only.
Provides airflow to upper vents and floor

vents.
(Blue Icon) Provides dehumidified air to
the upper vents and the floor vents.
Defrost - Provides dehumidified air to the
upper vents only.
Defrost - Provides dehumidified air to the
upper vents and the floor vents.
FIGURE 5-9. A/C & HEATER CONTROLS
1. Fan Speed Control 4. Red Zone
Knob 5. Air Flow Directional
2. Temperature Con- Knob
trol Knob 6. Vents
3. Blue Zone

INSTRUMENT PANEL This symbol when it appears on an
indicator or control identifies that
Control Symbols this indicator or control is NOT
The operator must understand the function and oper- used.
ation of each instrument and control. Many control
functions are identified with international symbols
that the operator must learn to recognize immedi-
ately. This knowledge is essential for proper and safe
operation.
This symbol identifies a rotary
Items that are marked optional do not apply to every control or switch. Rotate the knob
truck. clockwise or counterclockwise for
The following symbols are general indicators and functions.
may appear in multiple locations and combinations
on the instrument panel.
Most switches have two LED lights inside them, one
amber and one green in color. The amber is located
in the top portion of the switch and indicates that This symbol identifies a switch
function has been activated. The green LED is used to test or check a function.
located in the lower portion of the switch and indi- Press the switch on the side near
cates that function has not been activated. the symbol to perform the test.
• To activate a function, push on the top portion of
the switch. At this time, the amber LED will be
illuminated, and the green LED will be OFF.
• To de-activate a function, push on the lower
portion of the switch. At this time, the green LED
will be illuminated, and the amber LED will be
OFF.
NOTE: The green LED light in the hazard light
switch, head light switch and the ladder light switch
will be illuminated when battery power is connected
to the truck. The LED lights in the other switches will
illuminate when the key switch is turned to the ON
position.

FIGURE 5-10. PANEL GAUGES, INDICATORS, AND CONTROLS
1. Key Switch 13. Left Turn Signal Indicator Light

2. Rotating Beacon Switch (Optional) 14. Water Temperature Gauge
3. Heated Mirrors Switch (Optional) 15. Lamp Check Switch
4. AC Drive System Rest Switch 16. Headlight/Panel Illumination Lights Switch (3-Way)
5. Wheel Brake Lock Switch 17. Ladder Light Switch
6. Hazard Lights Switch 18. Backup Light Switch
7. Heater/Air Conditioner Vents 19. Fog Light Switch (Optional)
8. Engine Oil Pressure Gauge 20. Payload Meter Switch
9. Right Turn Signal Indicator Light 21. Panel Illumination Lights Dimmer Switch
10. Digital Tachometer 22. Hydraulic Oil Temperature Gauge
11. High Beam Headlight Indicator 23. Engine Hourmeter
12. Speedometer/Payload Meter Display 24. Fuel Level Gauge

Key Switch Rotating Beacon Light Switch
(Optional)
Rotating beacon switch (2, Figure 5-
10) is used to activate the rotating
beacon (if equipped) on top of the
operator cab.
Heated Mirror Switch (Optional)

Heated mirrors switch (3, Figure 5-
10) is used to activate the heated mir-
rors (if equipped) on both sides of the
truck.
Rest Switch
Starting Switch (4, Figure 5-10) is a rocker
type switch with a locking device for
Key switch (1, Figure 5-8) is a four-position switch
the OFF (lower side pressed in)
(ACC, OFF, RUN, START). The ACC position is not
position. There is no LED light to
currently used.
illuminate when this switch is in the
When the switch is rotated one position clockwise, it OFF position. A small red tab must
is in the RUN position and all electrical circuits except be pushed up to unlock the switch
START are activated. before the top side can be
1. With the directional control lever in PARK, depressed to the rest position.
rotate key switch fully clockwise to the START When in the rest (ON) position, an internal amber
position, and hold this position until the engine lamp will illuminate. The switch must be activated to
starts. The START position is spring-loaded to de-energize the AC drive system whenever the
return to RUN when the key is released. If the engine is to be turned off or parked for a length of
engine is equipped with a prelube system, a time with the engine running.
noticeable delay will occur before engine crank- The directional control lever must be in PARK and
ing begins. the vehicle not moving to enable this function. This
2. After engine has started, place rest switch (4, will allow the engine to continue running while the AC
Figure 5-10) in the OFF position, which will de- drive system is de-energized.
activate the rest mode of operation. Refer to the
discussion of rest switch later in this chapter.
NOTE: The electric cranking motors have a 30 sec-

ond time limit. If the 30 second limit is reached,
cranking will be prohibited for two minutes. After two Activation of the rest switch alone DOES NOT
minutes, cranking will be allowed. If the 30 second completely ensure that the drive system is safe
limit is reached seven consecutive times, the key to work on. Refer to Section 20, Safety, for more
switch must be turned to the OFF position. This will information on servicing an 830E truck. Check all
allow the interface module to power down and reset, "link-on", or "link energized", indicator lights to
which requires seven minutes to complete. verify the AC drive system is de-engergized
before performing any maintenance on the drive
system. DO NOT activate the rest switch while
the truck is moving! The truck may unintention-
ally enter the “rest” mode after stopping.

An amber (yellow) indicator light in Hazard Warning Lights
the overhead panel (B6, Figure 5-
Switch (6, Figure 5-10) flashes all
11) will illuminate when the "rest"
the turn signal lights. Pressing the
state has been requested and
top side of the rocker switch acti-
entered.
vates these lights. When these lights
are on, a red LED light will be illumi-
nated inside the switch. Pressing on
the lower side of the rocker switch
Wheel Brake Lock Control turns these lights off, and a green
LED light will be illuminated.
Switch (5, Figure 5-10) must be used
when the engine is running during
dumping and loading operations
only. The brake lock switch actuates
the hydraulic brake system which Cab/Air Conditioner Vents
locks the rear wheel service brakes
Vents (7, Figure 5-10) may be directed by the opera-
only. When pulling into the shovel or
tor to provide the most comfortable cabin air flow.
dump area, stop the truck using the
foot-operated service brake pedal.
When the truck is completely
stopped and in the loading position, apply the brake Engine Oil Pressure Gauge
lock by pressing on the top of the rocker switch. Gauge (8, Figure 5-10) indicates
Move the directional control lever to NEUTRAL. DO pressure in the engine lubrication
NOT place the directional control lever in PARK. To system in pounds per square inch
release, press the lower part of the rocker switch. (psi).
Normal operating pressure after
engine warm up must be:
Idle - 138 kPa (20 psi) Minimum
Rated Speed - 310 - 483 kPa (45 to 70 psi)
DO NOT use this switch to stop the truck unless
the foot-operated treadle valve is inoperative.
Use of this switch applies rear service brakes at a Right Turn Signal Indicator
reduced, unmodulated pressure. DO NOT use the
brake lock for parking. With the engine stopped, Indicator (9, Figure 5-10) illuminates to indicate that
hydraulic pressure will bleed down, allowing the the right turn signals are operating when the turn sig-
brakes to release. nal lever on the steering column is moved upward.
Moving the lever to its center position will turn the
indicator off.
Use at shovel and dump only to hold the truck in

position. Tachometer
NOTE: The wheel brake lock will not apply when the Tachometer (10, Figure 5-10) displays engine crank-
directional control lever is placed in the PARK shaft speed in revolutions per minute (rpm).
position, or when the key switch is OFF, or when the Governed rpm
engine is not running.
Low Idle - 750 rpm
High Idle - 1910 rpm
Full Load - 1900 rpm

High Beam Indicator Lamp Test Switch
Indicator (11, Figure 5-10) illuminates to indicate that Switch (15, Figure 5-10) is provided
the truck headlights are on high beam. To switch the to allow the operator to test the indi-
headlights to high beam, push the turn indicator lever cator lamps prior to starting the
away from the steering wheel. For low beam, pull the engine. To test the lamps and the
lever toward the steering wheel. warning horn, turn key switch (1,
Figure 5-10) to the RUN position
and press the top side of the rocker
Speedometer/Payload Meter Display switch for the CHECK position. All
lamps must illuminate except those
Speedometer/payload meter display (12, Figure 5- which are for optional equipment
10) indicates the truck speed in kilometers per hour that may not be installed. The warning horn must
(kph) or in miles per hour (mph). The display also also sound. Any lamp bulbs which do not illuminate
shows payload meter information. For more informa- must be replaced before operating the truck. Releas-
tion, see Section 60, Payload Meter III, in this man- ing the spring-loaded switch will allow the switch to
ual. return to the OFF position. A green LED will illumi-
nate in both switch positions.
NOTE: DO NOT use the lamp check switch while the
Left Turn Signal Indicator engine is on. Pressing this switch while the engine is
Indicator (13, Figure 5-10) illuminates to indicate that on will cause false electrical system faults. Warning
the left turn signals are operating when the turn sig- light (D5, Figure 5-11) will illuminate and engine
nal lever on the steering column is moved downward. shutdown is required to turn it off.
Moving the lever to its center position will turn the
indicator off.
Light Switch
The instrument panel lights, clear-
Water Temperature Gauge ance lights, and the headlights are
Gauge (14, Figure 5-10) indicates controlled by this three-position
the temperature of the coolant in rocker type switch (16, Figure 5-10).
the engine cooling system. The OFF is selected by pressing the bot-
temperature range after engine tom of the switch. Press the top of
warm-up and truck operating the switch until it reaches the first
under normal conditions must be: detent to select the panel lights,
clearance lights and tail lights only.
85°-97°C (185°-207°F) Press the top of the switch again
until it reaches the second detent to select head-
lights, panel lights, clearance lights and tail lights.
Ladder Light Switch

Ladder light switch (17, Figure 5-10)
turns the ladder lights on or off.
Pressing the top of the rocker switch
turns the lights on. Pressing the bot-
tom of the switch turns the lights off.
A green LED light will illuminate in
both switch positions. Another ladder
light switch is mounted at the right
front corner of the truck near the
base of ladder.

Manual Backup Switch • Rotating the knob to the full clockwise position
turns the panel lights on to the brightest
Manual backup switch (18, condition.
Figure 5-10) allows the backup
lights to be turned on for added visi- • Rotating the knob counterclockwise continually
bility and safety when the direc- dims the lights until OFF position is reached at
full counterclockwise rotation.
tional control lever (see Operator
Controls) is not in REVERSE posi- Hydraulic Oil Temperature
tion. When the switch is in the ON Gauge
position, the manual back up light
indicator (B4, overhead panel, Hydraulic oil temperature gauge
Figure 5-11) will be illuminated. (22, Figure 5-10) indicates oil
temperature in the hydraulic tank.
Fog Lights (Optional) There are two colored bands:
green and red.
Fog lights (19, Figure 5-10) are
optional equipment that are useful in Green indicates normal operation.
foggy conditions and heavy rain.
As the needle approaches the red zone, minimum
Pressing the top of the rocker switch
engine idle speed will increase to help cool the oil.
turns the fog lights on. Pressing the
bottom of the switch turns the lights Red indicates high oil temperature in the hydraulic
off. tank. Continued operation could damage compo-
nents in the hydraulic system. There is also a red
temperature warning light in the overhead panel (A1,
Payload Meter Switch Figure 5-11) that will illuminate when the temperature
exceeds a certain level (when the needle enters the
Payload meter switch (20, Figure 5- red zone). If this condition occurs, the operator must
10) is a two-way, momentary rocker safely stop the truck, move the directional control
switch. The top position is the lever to PARK, and operate engine at 1200 - 1500
SELECT position. The SELECT rpm to reduce system temperature.
position is used to step through the
different displays. The lower posi- If temperature gauge does not move into the
tion is the SET position. The SET green range after a few minutes, and the red
position is used to set the operator overhead indicator light does not go out, stop the
ID, or clear the load and total ton engine and notify maintenance personnel imme-
counters. Refer to Section 60, Pay- diately.
load Meter III, for a more complete description of the
payload meter system and its functions. Hourmeter
Hourmeter (23, Figure 5-10) regis-
ters the total number of hours the
engine has been in operation.
Panel Light Dimmer
Panel light dimmer (21, Figure 5-10) is
Fuel Level Gauge
a rheostat which allows the operator to
vary the brightness of the instruments Fuel level gauge (24, Figure 5-10)
and panel lights. indicates how much diesel fuel is
in the fuel tank.
The fuel tank capacity is 4542
liters (1,200 gallons).

OVERHEAD STATUS / WARNING INDICATORS
FIGURE 5-11. OVERHEAD STATUS / WARNING INDICATOR
Row / Indicator Indicator Color Row / Indicator Indicator Color

Column Description Wire Index Column Description Wire Index
A1* Hydraulic Oil Temp. High Red-24VIM/34TL A5 No Propel/ No Retard Red-12M/75-6P1
B1* Low Steering Pressure Red-12F/33A B5 Propulsion System Amber-12F/79WI
C1 Low Accumulator Press. Red-12F/33K Warning
D1 Not Used C5 Propulsion System Amber -12F/34TW1

Temperature
E1 Low Brake Pressure Red-12F/33L
D5 System/Component Red-24VIM/311MLI
A2* Low Hydraulic Oil Level Red-12F4/34LL Failure
B2* Low Automatic Amber-12MD8/ E5 Battery Charge System Red-24VIM/11BCF1
Lubrication Pressure 68LLP Failure
C2* Circuit Breaker Tripped Amber-12MD3/31CB A6 NO PROPEL Red-12M/75NPI
D2* Hydraulic Oil Filter Amber-12MD/39 B6 Propulsion System @ Amber-12M/72PR1
E2* Low Fuel Amber-24VIM/38 Rest
A3* Park Brake Applied Amber-24VIM/52AL C6* Propulsion System Not Amber-12MD/72NR1
Ready
B3* Service Brake Applied Amber-12MD/44L
D6* Reduced Propulsion Amber-12MD/72LP1
C3* Body Up Amber-12MD6/63L
System
D3* Dynamic Retarding Amber-12MD/44DL
E6* Retard @ Continuous Amber-12MD/76LR1
E3 Stop Engine Red-12M/31MT Level
A4* Starter Failure Amber-21SL/24VIM D7 Brake Check Light
B4* Manual Back-Up Lights Amber-12MD/47L E7 Maintenance Monitor Amber-24VIM/
C4* Shutdown Timer Amber-12MD/23L1 311ML2
D4* Retard Speed Control Amber-12MD/31R * Brightness for these indicator lamps can be
E4* Check Engine Amber-12MD7/419 adjusted by using dimmer control (12, Figure 5-1).

Status / Warning Indicator Light Symbols B1. Low Steering Pressure
Amber indicator lights alert the operator that the indi- When the key switch is turned
cated truck function requires some precaution when ON, the low steering pressure
lighted. warning light will illuminate until
the steering system hydraulic
Red indicator lights alert the operator that the indi-
pressure reaches 15 858 kPa
cated truck function requires immediate action by
(2,300 psi). The warning alarm will
the operator. Safely stop the truck and turn the
also turn on, and both will remain on, until the accu-
engine off.
mulator has been filled with hydraulic oil.
DO NOT OPERATE THE TRUCK WITH A RED
During truck operation, the low steering pressure
WARNING LIGHT ILLUMINATED!
warning light and warning horn will turn on if the
Refer to Figure 5-11 and the descriptions below it for steering system hydraulic pressure drops below
explanations of the symbols. Location of the symbols 15 858 kPa (2,300 psi).
are described by rows (A - E) and columns (1 - 7).
• If the light illuminates momentarily (flickers) while
turning the steering wheel while at low truck
speed and low engine rpm, truck operation may
A1. High Hydraulic Oil Temperature
continue. This may be considered normal.
This red warning light indicates • If the indicator light illuminates at higher truck
high oil temperature in the hydrau- speed and high engine rpm, DO NOT OPERATE
lic tank. Continued operation could THE TRUCK.
damage components in the
hydraulic system.
The light illuminates at 107°C
(225°F) If the low steering warning light continues to illu-
If this condition occurs, the operator must safely stop minate and the alarm continues to sound, low
the truck, move the directional control lever to PARK, steering pressure is indicated. The remaining
and operate engine at 1200 - 1500 rpm to reduce pressure in the accumulators allows the operator
system temperature. to control the truck to a stop. If the oil pressure
continues to decrease, the brake auto-apply fea-
ture will activate and the service brakes will apply
automatically to stop the truck. DO NOT attempt
further operation until the malfunction is located
and corrected.
If temperature gauge does not move into the
1. Stop the truck as quickly as possible by using
green range after a few minutes, and the red
the foot pedal to apply the service brakes. If
overhead indicator light does not go out, stop the
possible, steer the truck to the side of the road
engine and notify maintenance personnel imme-
while braking.
diately.
2. As soon as the truck has stopped moving, shift
the directional control lever to PARK. This will
apply the parking brake.
3. Slowly release the service brakes to check the
capacity of the parking brake. If the parking
brake can not hold the truck stationary, apply
the service brakes and hold them ON. DO NOT
turn the key switch OFF, and DO NOT release
the service brakes.

4. Notify maintenance personnel immediately. D1. Not Used
5. If the truck is on level ground, or if the parking This light is reserved for future use.
brake can hold the truck stationary and the truck
is in a stable condition, it is then OK to turn the
key switch OFF.
E1. Low Brake Pressure
6. If safe to do so, have maintenance personnel
place wheel chocks or other mechanisms in This red indicator light indicates a
front or behind the wheels to reduce the risk of malfunction within the hydraulic
the truck rolling. brake circuit. If this light illumi-
nates and the buzzer sounds,
7. If traffic is excessive near the disabled machine,
stop the truck, shift to PARK,
mark the truck with warning flags during day-
and turn the engine off. Notify
light hours or use flares at night. Adhere to local
maintenance personnel.
regulations.
NOTE: Adequate hydraulic fluid is stored to allow the
NOTE: If the engine is stopped, and the key switch is
operator to safely stop the truck.
OFF and the light is flashing, a malfunction has been
detected in the accumulator bleeddown system,
indicating there is still hydraulic pressure in the
system. The system/component system failure light
will also be illuminated, and the warning horn will be
A2. Low Hydraulic Tank Level
on. DO NOT operate the truck, and notify
maintenance personnel. This warning light indicates the oil
level in the hydraulic tank is below
recommended level. Damage to
hydraulic pumps may occur if
C1. Low Accumulator
operation continues. Stop the
Precharge Pressure
truck and turn the engine off. Notify maintenance per-
The low accumulator precharge sonnel immediately.
warning light, if illuminated, indi-
cates low nitrogen precharge for
the steering accumulator(s). To
check for proper accumulator
nitrogen precharge, the engine must be stopped and B2. Automatic Lubrication
the hydraulic system completely bled down. Turn the System Pressure
key switch to the RUN position. The warning light will
This amber light will illuminate if
not illuminate if the accumulators are properly
the automatic lubrication system
charged. The warning light will flash if the nitrogen
fails to reach 13 790 kPa (2,000
precharge within the accumulator(s) is below 7585 ±
psi) at the junction block located
310 kPa (1,100 ± 45 psi).
on the rear axle housing within a
specified time after the lube timer initiates a cycle of
grease. To turn the light off, turn key switch OFF, then
back to ON again. Notify maintenance personnel at
earliest opportunity after light comes on.
If the low accumulator precharge warning light
flashes, notify maintenance personnel immedi-
ately. DO NOT attempt further operation until the
accumulators have been recharged with nitro-
gen. Refer to the shop manual for proper charg- C2. Circuit Breaker Tripped
ing instructions. If nitrogen precharge pressure
is low, sufficient oil for emergency steering may This amber light will illuminate if
not be available. any of the circuit breakers in the
relay circuit control boards are
tripped. The relay circuit boards
are located in the electrical control
cabinet.

D2. Hydraulic Oil Filter Monitor A3. Parking Brake
This amber light indicates a This amber parking brake indica-
restriction in the high pressure fil- tor will illuminate when the parking
ter assembly for either the steer- brake is applied. The parking
ing or hoist circuit. This light will brake is applied by placing the
illuminate before filters start to directional control lever in the
bypass. Notify maintenance personnel at earliest PARK position.
opportunity after the light illuminates.
If the parking brake light is flashing, that is an indica-
NOTE: The filter monitor warning light may also tion that the parking brake is requested, but has not
illuminate after the engine is initially started if the oil applied.
is cold. If the light turns off after the oil is warmed,
If the parking brake light is flashing, the operator
filter maintenance is not required.
must not leave the cab. Notify maintenance person-
nel immediately.
E2. Low Fuel This light will flash if the interface module (IM)
detects any parking brake abnormalities. This light
When the usable fuel remaining in will also flash along with service brake indicator light
the tank is approximately 950 liters (B3) and system/component failure indicator light
(250 gallons), this amber indicator (D5) to indicate that the service brakes, wheel brake
light will flash twice and the warn- lock or parking brake should be applied under the
ing buzzer will also sound twice. current operating conditions, but are not applied.
Then, the warning buzzer will
sound once more and the indicator light will remain
illuminated. This will repeat every 15 minutes while
B3. Service Brake
the fuel level is still low.
This amber indicator light will
illuminate when the service brake
pedal is applied or when wheel
brake lock or emergency brake is
applied. Do not attempt to drive
the truck from a stopped position
with the service brakes applied, except as noted in
Section 30, Operating Instructions - Starting On A
Grade With A Loaded Truck.
This light will flash if the interface module (IM)
detects any service brake abnormalities. This light
will also flash along with parking brake indicator light
(A3) and system/component failure indicator light
(D5) to indicate that the service brakes, wheel brake
lock or parking brake should be applied under the
current operating conditions, but are not applied.
C3. Body Up
This amber body up indicator,
when illuminated, indicates that
the body is not completely down
on the frame. The truck must not
be driven until body is down and
the light is off.

D3. Dynamic Retarding A4. Cranking Motor Failure
This amber dynamic retarding This amber indicator will illumi-
indicator light illuminates when- nate when either starter motor (of
ever the retarder pedal is oper- two) fails to crank the engine,
ated, RSC is activated, or the leaving just one cranking motor to
automatic overspeed retarding cir- start the engine. With only one
cuit is energized. It indicates that cranking motor doing the work of
the dynamic retarding function of the truck is being two, the motor life will be shortened. If this indicator
used. illuminates, truck operation may continue, but main-
tenance personnel must be alerted as soon as possi-
ble.
E3. Stop Engine This light will also illuminate if the cranking motors
This red engine monitor warning have been operational for more than 30 seconds at a
light will illuminate if a serious time, or if seven attempts at starting for the full 30
engine malfunction is detected in seconds is reached.
the electronic engine control sys-
tem.
• Electric propulsion to the wheelmotors will be
discontinued. B4. Manual Backup Lights
• Dynamic retarding will still be available if needed This amber indicator will illumi-
to slow or stop the truck. nate when the manually operated
manual backup light switch (18,
Figure 5-10) is turned ON.
1. Stop the truck as quickly as possible in a

safe area and shift to PARK.
C4. Engine Shutdown Timer
2. PULL UP ON THE ENGINE STOP SWITCH
ON THE CENTER CONSOLE TO STOP THE When the key switch has been
ENGINE, THEN TURN THE KEY SWITCH turned OFF, and certain conditions
OFF. Additional engine damage is likely to have been met, this indicator light
occur if operation is continued. will illuminate to indicate that the
3. Notify maintenance personnel immediately. shutdown timing sequence has
started. The engine could operate
for up to three minutes.
Listed below are a few conditions that could cause • If the directional control lever is moved out of
the stop engine light to illuminate: PARK, the engine will stop immediately.
• Low Oil Pressure - red warning light will • If the key switch is turned back ON, the engine
illuminate, but the engine does not stop. stop sequence will be terminated, and the engine
will remain running.
• Low Coolant Level - red warning light will
illuminate, but the engine does not stop.
• Low Coolant Pressure - red warning light will
• High Coolant Temperature - red warning light will

D4. Retard Speed Control (RSC) C5. Propulsion System Temperature
Indicator
This amber AC drive system tem-
This amber light is illuminated perature warning light indicates
when the RSC switch mounted on the drive system temperature is
the console is pulled out to the ON above a certain level. When this
position. The light indicates the condition occurs, the operator
retarder is active. It is for feedback must consider modifying truck
only and does not signal a problem. operation in order to reduce sys-
tem temperature. The operator is not required to stop
the truck at this time.
E4. Check Engine

This amber check engine indicator
D5. System/Component
will illuminate if a malfunction is
Failure
detected by the engine electronic
control system. This red warning light indicates
that the interface module system
If this indicator illuminates, truck
detected a failure somewhere on
operation may continue, but maintenance personnel
the truck. There are many condi-
must be alerted as soon as possible.
tions that could trigger the light to
illuminate. If this light illuminates, the operator must
safely stop the truck, move selector switch to PARK,
shut the engine off, and notify maintenance person-
A5. No Power nel immediately.
This red “no retard/no propel” indi-

cator light indicates a fault has
E5. Battery Charging System Failure
occurred which has eliminated the
retarding and propulsion capability. The red battery charging system
A warning buzzer will also sound. light indicates a problem has been
detected in the charging system,
If this condition occurs, the operator must safely stop
and system voltage is outside the
the truck, move directional control lever to PARK,
normal operating range. If this
shutdown the engine, and notify maintenance per-
light illuminates, the operator must
sonnel immediately.
safely stop the truck, move the
selector switch to PARK, shut the engine off, and
notify maintenance personnel immediately. If truck
B5. Propulsion System Warning operation continues, and the battery voltage drops
This amber indicator light indi- below 20.0 volts, the propulsion system will not oper-
cates a drive system fault has ate, but retarding will still be available.
occurred. Many faults will result in The following conditions will also illuminate this light:
a speed limit restriction, which
could be as low as 16 kmh (10 • Battery voltage below 24.5V, engine rpm above
1450. Resets at 26V.
mph). The operator must notify
maintenance personnel immedi- • Battery voltage below 23V with engine off.
ately. Resets at 25.5V.
• Battery voltage above 32V with engine operating.
Resets at 27.5V.

A6. No Propel E6. Retard At Continuous Level
The red “no propel” light indicates When the drive system detects
a fault has occurred which has that any of its components has
eliminated the propulsion capabil- reached maximum temperature,
ity. If this condition occurs, the this amber indicator light will flash
operator must safely stop the for 15 seconds, then illuminate
truck, move the directional control steadily when the retarding perfor-
lever to PARK, shut down the mance is limited to the continuous
engine, and notify maintenance personnel, immedi- level. The operator should control the speed of the
ately. truck in accordance to the “continuous speeds” on
the grade/speed chart.
B6. Propel System @ Rest

E7. Brake Test Light
The amber “propel system @ rest” (If Equipped)
light is used to indicate that the AC
drive system is de-energized and The amber light is used to indi-
propulsion is not available. This cate when the truck is in the
light is activated when the instru- brake test mode. When illumi-
ment panel rest switch is turned nated, a brake test is ready.
ON and the AC drive system is de- When flashing, the brake test is at
energized. The three link ener- the validation point, or the retard
gized lights (one on rear of the center console inside system test is finished.
the operator cab, and two on the deck-mounted con-
trol cabinets) must NOT be illuminated at this time.
E7. Maintenance Monitor

The indicator light will illuminate if
C6. Propel System Not Ready a “repair” fault is detected, which
The amber indicator light func- must be corrected after the opera-
tions during start-up much like the tor’s shift is done.
hour glass icon on a computer
screen. This light indicates the
computer is in the process of per-
forming the self-diagnostics and
8. Brake Test Switch
set-up functions at start-up. Pro-
(If Equipped)
pulsion will not be available at this
time. Used to initiate a brake test.
Press on the momentary switch
to enter the brake test mode. If
certain conditions are met, the
operator can enter a brake test
D6. Reduced Propulsion sequence.
The amber “reduced propulsion”
light is used to indicate that the full
AC drive system performance in
propulsion is not available. At this
time, the only event that will acti-
vate this light is the use of “limp
home mode”. This mode of opera-
tion requires a technician to enable.

KOMTRAX PLUS During normal truck operation, the red LED digits on
the VHMS controller will count from 00-99 continu-
Operation ously.
This system uses VHMS controller (2, Figure 5-13) to When the key switch is turned OFF, the VHMS con-
gather data about the operation of the truck from troller will remain on while it finishes processing inter-
sensors and other controllers installed on the truck. nal data and saves the recent data into permanent
The data stored in the VHMS controller is collected memory. When the data has been safely stored, the
by a laptop personal computer (PC) or transmitted two digit LED display will turn OFF. This process
directly by communications satellite (utilizing the Orb- could take up to three minutes to complete.
comm controller). This data is then compiled at the
Komatsu computer server. Based on this information,
the servicing Komatsu distributor will suggest
improvements and provide information aimed at
reducing machine repair costs and downtime. If 24V power is disconnected (using the battery
disconnect switches) from the VHMS controller
When the data-store button (1, Figure 5-12) is before it has completed it’s shut down proce-
pressed on the back side of the center console, it will dure, the VHMS controller will lose all data gath-
store a “snapshot” of the Statex III drive system. It will ered since the key switch was last turned ON. DO
also trigger the VHMS system to store a “snapshot” NOT disconnect battery power until the VHMS
of the truck operating system. A light (2, Figure 5-12) controller has completed the shut down proce-
will stay illuminated while the VHMS system is dure and has turned the LED digits off.
recording the “snapshot”, which lasts for 7.5 minutes.
The VHMS system is turned on by the truck key
switch. Immediately after receiving 24V power from
the key switch, the VHMS controller begins the
power-up initialization sequence. This sequence
takes about three seconds, during which time the red
LED digits (4, Figure 5-13) display a circular
sequence of flashing LED segments.
FIGURE 5-13. VHMS COMPONENT LOCATION

FIGURE 5-12. CENTER CONSOLE, REAR VIEW 1. Orbcomm Controller 4. Red LED Lights
1. Data Store Button 2. VHMS Controller 5. Green LED Light
2. VHMS Snapshot In Progress Light 3. Interface Module

The Orbcomm controller (1, Figure 5-13) transmits Basic Precautions
data through antenna (1, Figure 5-14) mounted on
• When using this truck, there is no particular need
top of the cab. The antenna coaxial cable is routed
to operate the VHMS system.
through the cab structure to protect it from damage. If
the antenna or coaxial cable is damaged, replace the • Never disassemble, repair, or modify the VHMS
parts. system. This may cause failure or fire on the
machine or this system.
• Do not touch the system when operating the
machine.
• Do not pull on the wiring harnesses, connectors.
or sensors of this system. This may cause short
circuits or disconnections that lead to failure or
fire on the machine or this system.
• Do not get water, dirt or oil on the system
controllers.
• If there is any abnormality with the VHMS
system, please consult the servicing Komatsu
distributor.
FIGURE 5-14. ORBCOMM ANTENNA

1. Orbcomm Antenna 2. Magnetic Base
Interface Module
Interface module (3, Figure 5-13) receives data from
the sensors installed on the truck and sends this FIGURE 5-15. DIAGNOSTIC PORTS
information to the VHMS controller. There is a small (D.I.D. PANEL AT REAR OF CAB)
green LED light on the face of the controller. With the
key switch ON, the light must be blinking. If the light 1. IM Diagnostic Port
is continuously illuminated, there is a problem in the 2. VHMS Diagnostic Port
controller.
When a new interface module controller is installed
on the truck, new software has to be installed inside
the controller. IM-Diag connector (1, Figure 5-15) is
used to connect the interface module to a laptop PC
for installing software.

NOTES:

SECTION P
LUBRICATION AND SERVICE
INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-1
P01024 Index P1-1

NOTES
P1-2 Index P01024

SECTION P2
INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
830E SERVICE CAPACITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
HYDRAULIC TANK SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Adding Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
COOLANT LEVEL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
Radiator Filling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
Coolant Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
Unacceptable Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
WHEEL MOTOR SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
RESERVE ENGINE OIL SYSTEM (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
Reserve Oil Tank Filling Procedure (Remote fill) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
Inline Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
QUICK FILL SERVICE CENTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-6
LUBRICATION CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-7
10 HOUR (DAILY) INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-8
INITIAL 50 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . .P2-11
INITIAL 100 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . P2-12
250 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . P2-13
500 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . P2-17
500 HOUR LUBRICATION AND MAINTENANCE CHECKS (Continued) . . . . . . . . . . . . . . . . P2-18
1000 HOURS LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . P2-19
2500 HOUR MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-20
5000 HOUR MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-20
P02060 12/11 Lubrication and Service P2-1

NOTES:
P2-2 Lubrication and Service 12/11 P02060

Recommended preventive maintenance will contrib- HYDRAULIC TANK SERVICE
ute to the long life and dependability of the truck and
its components. The use of proper lubricants and the There are two sight gauges on the side of the
performance of checks and adjustments at the rec- hydraulic tank. With the engine stopped, key switch
ommended intervals is most important. OFF, hydraulic system bled down and body down, oil
should be visible in the top sight gauge. If hydraulic
Lubrication requirements are referenced to the lube oil is not visible in the top sight gauge, follow Adding
key found in the Lubrication Chart (page P2-5). For Oil instructions below.
detailed service requirements for specific compo-
nents, refer to the service manual section for that Adding Oil
component (i.e. Section H for suspensions, Section L
for hydraulic system, etc.). Keep the system open to the atmosphere only as
long as absolutely necessary to lessen the chances
Refer to the manufacturer's shop manual when servic- of system contamination.
ing any components of the General Electric system.
Service the tank with clean Type C-4 hydraulic oil
Refer to the engine manufacturer's service manual only. All oil being put into the hydraulic tank must be
when servicing the engine or any of its components. filtered through filters rated at three microns.
1. Ensure that the engine is stopped, key switch is
The service intervals presented here are in hours of OFF, hydraulic accumulators depressurized,
operation. These intervals are recommended in and body is down.
lieu of an oil analysis program which may deter-
mine different intervals. However, if the truck is 2. Remove fill cap (2, Figure 2-1) and add
being operated under extreme conditions, some or hydraulic oil until the oil level is visible in the
all, of the intervals may need to be shortened and the center of the top sight gauge.
service performed more frequently. 3. Install the fill cap.
4. Start the engine. Raise and lower the dump
The 830E truck is equipped with an automatic lubri- body three times.
cation system. The initial setup for this system pro-
5. Check the hydraulic oil level again with the
vides for nominal amounts of lubricant to be
engine stopped, key switch OFF, hydraulic
delivered to each serviced point. The lubrication
accumulators depressurized, and body down.
injectors can be adjusted to vary the amount of lubri-
cant delivered. In addition, the timer for lubrication 6. Repeat Steps 1 - 5 until the oil level is main-
intervals is normally adjustable. For adjustments to tained in the center of the top sight gauge.
these devices, refer to Automatic Lubrication System
later in this manual.
830E SERVICE CAPACITIES
Crankcase: (including 4 oil filters) Liters U.S.

Komatsu SDA16V160 or Gallons
SSDA16V160 Engines 280 74
Cooling System: 568 150
Komatsu SDA16V160 or
SSDA16V160 Engine
Hydraulic System: 947 250
Refer to “Hydraulic Tank Service”
Wheel Motor: (each side) 38 10
Fuel Tank (Diesel Fuel Only) 4542 1200
FIGURE 2-1. HYDRAULIC TANK SERVICE
Retractable Ladder System 8 2
Hydraulic Oil Reservoir 1. Sight Gauges 2. Fill Cap

COOLANT LEVEL CHECK Coolant Specifications
Inspect the coolant sight gauge. If coolant cannot be • For ambient temperatures of -32° C (-25° F) and
seen in the sight gauge, it is necessary to add cool- above, use a standard 50/50 anti-freeze-to-water
mixture.
ant to the system before truck operation. Refer to the
procedure below for the proper filling procedure. • For arctic climates with ambient temperatures
between -32° C (-25° F) and -54° C (-65° F), use
Radiator Filling Procedure a 60/40 anti-freeze-to-water mixture.
NOTE: Do not use propylene glycol coolant in arctic
climates. Only use ethylene glycol coolants.
The cooling system is pressurized due to thermal Unacceptable Practices

expansion of coolant. Do not remove the radiator • Use of high-silicate anti-freeze.
cap while the engine and coolant are hot. Severe
burns may result. • Under concentration or over concentration of
Extended Service Additive (SCA).
NOTE: If coolant is added using the Wiggins service
center, the radiator cap must still be removed before • Use of anti-freezes/coolants that are not fully
formulated for extended service intervals.
adding coolant.
• Use of sealing additives (stop-leak) in the cooling
Engine coolant must always be visible in the sight system.
gauge before truck operation.
• Use of soluble oils in the cooling system.
1. With the engine and coolant at ambient
temperature, remove the radiator cap (2, Figure • Use of poor-quality water. See the engine
2-2). manufacturer’s specifications for water quality
requirements.
2. Fill the radiator with the proper coolant mixture
until coolant is visible in the sight gauge. • Use of anti-freeze, Extended Service Additive
(SCA) or coolant filter(s) that do not meet the
3. Install the radiator cap. engine manufacturer’s specifications.
4. Run the engine for five minutes, then check the
• Use of Treated Water coolant.
coolant level.
5. If coolant is not visible in the sight gauge, • Use of coolants with less than 40 percent
repeat Steps 1 - 4. Any excess coolant will be antifreeze.
discharged through the vent hose after the
engine reaches normal operating temperature.
WHEEL MOTOR SERVICE

Due to differences in gear ratio and component evo-
lution/design, wheel motor service intervals may be
unit number and/or mine specific. Because of the
wide variety of factors involved, it is necessary to
consult your area Komatsu representative for all
wheel motor service intervals and instructions. Gen-
eral intervals for oil service and sampling are listed in
the interval charts.
FIGURE 2-2. COOLING SYSTEM SERVICE

1. Sight Gauge 2. Radiator Cap

RESERVE ENGINE OIL SYSTEM (Optional) Oil should always be visible in the bottom sight
gauge. If not, add oil to the reserve oil tank until oil is
visible in the top sight gauge.
more oil capacity to the engine to reduce the frequent
servicing of the engine oil. The engine oil level must • Never add oil to the engine unless it has been
still be checked every shift using the dipstick. If completely drained.
engine oil level is not correct, check for proper opera- • If the engine oil has been drained from the oil
tion of the reserve oil system. Never add oil to the pan, new oil must be added to the oil pan. Do not
engine unless it has been drained. use the oil in the reserve oil tank to fill an
If the engine oil has been drained from the oil pan, empty engine oil pan.
the new oil must be added to the engine oil pan After an oil change, both the engine and reserve oil
before starting. DO NOT use the oil in the reserve tank must be full of oil before starting the engine.
tank to fill an empty engine with oil. After an oil
change, both the engine and reserve tank must be Reserve Oil Tank Filling Procedure (Remote fill)
full of oil before starting the engine. 1. Connect the pressure supply hose from the
With the engine running, check the operation of the new oil supply to the quick coupler on the truck.
red LED light on the pump. Open valve on supply hose to apply pressure.
2. Pull out on switch (2, Figure 2-3) to turn the sys-
• Continuously on - Pump 1 is withdrawing oil
from the engine sump and bringing down the oil tem on.
level. 3. Push start switch (3). The VALVE OPEN light
(5) should illuminate and the filling process will
• Regular pulsing - Pump 2 is returning oil to the
engine sump and raising the oil level. begin.
4. When tank is full, the VALVE OPEN light will
• Irregular pulsing - Oil is at the correct running
turn off and FULL light (4) will illuminate.
level.
5. Close the oil supply valve in the fill hose.
6. Press and hold start switch (3) for a couple of
seconds.
7. Disconnect the new oil supply hose.
8. Push switch (2) in to turn system power OFF.
Inline Screen
There is an inline screen located at the inlet of the fill
valve. This screen does not require periodic mainte-
nance, but it can be cleaned by removing the screen
and back flushing.
FIGURE 2-3. CONTROL PANEL

1. Remote Control Box 4. “FULL” Light
2. System Switch 5. “VALVE OPEN” Light
3. Start Switch

QUICK FILL SERVICE CENTER
The service center can be located on either side of
TABLE 1: MAXIMUM FIll PRESSURES
the machine (Figure 2-4) and is used to fill system
fluids. Table 1 shows the maximum recomended fill Fill System kPa psi
pressures for the service center. Engine Crankcase 345 50
Reserve Tank 862 125
Hydraulic Tank 345 50
Coolant 345 50
Grease 10 342 1,500
Fuel 103 15
FIGURE 2-4. SERVICE CENTER

1. Hydraulic Oil 3. Engine Oil
2. Radiator Coolant 4. Grease

LUBRICATION CHART

10 HOUR (DAILY) INSPECTION
Truck Serial Number______________________ Site Unit Number_______________ Date_______________
Hourmeter_____________ Name of Service Technician___________________________________
TASK COMMENTS CHECKED INITIALS

1. MACHINE - Inspect the entire machine for leaks,
worn parts, and damage. Repair as necessary.
2. TURBOCHARGERS - Check for leaks, vibration or
unusual noise.
3. RADIATOR - Check the coolant level and fill with the
proper mixture as shown in the Cooling System Rec-
ommendation Chart in this chapter. Refer to the
engine manual for proper coolant additives.
4. ENGINE -
a. Check the oil level. To obtain an accurate
measurement, remove the dipstick and wipe
it off. Then reinsert the dipstick and remove it
again to check the oil level. Refer to the
engine manual for oil recommendations.
(Lube Key “A”).
NOTE: If the truck is equipped with a reserve engine
oil tank, check the oil level with the reserve tank
dipstick. If necessary, add oil to the reserve tank.
Also, with the engine running, check operation of the
LED indicator light. See below for description of LED
light signals. Refer to Figure 2-1.
LED Light Signals:
• Steady - Pump 1 is withdrawing oil from the
engine sump and bringing down the oil level.
• Regular pulsing - Pump 2 is returning oil to the
engine sump and raising the oil level.
• Irregular pulsing - Oil is at the correct operating
level.
b. Inspect exhaust piping for integrity.

c. Check for abnormal noises and fluid leaks.
d. Eliminator Filter - Check operating indicator.
5. HYDRAULIC TANK - Check the oil level in the tank.
Add oil if necessary. Refer to Hydraulic Tank Service -
Adding Oil. Oil should be visible in the top sight glass.
- DO NOT overfill. Lube Key “B”.
6. WHEELS AND TIRES -
a. Inspect tires for proper inflation and wear.
b. Check for embedded debris in tread and remove.
c. Inspect for damaged, loose, or missing wheel
mounting nuts and studs.

10 HOUR (DAILY) INSPECTION (Continued)


7. COOLING AIR DUCTWORK - Inspect ductwork from
the blower to the rear drive case. Ensure that duct-
work is secure, free of damage, and unrestricted.
8. AIR CLEANERS - Check the air cleaner vacuum
gauges in the operator cab, Figure 2-5. The air
cleaner(s) must be serviced if the gauge(s) shows the
following maximum restriction:
Komatsu SDA16V160 or SSDA16V160 Engines:
. . . . . . . . . . . . . . . . . . . . . . . . 25 in. of H2O vacuum.
Refer to Section C in the shop manual for servicing

instructions for the air cleaner elements. Empty the air
cleaner dust caps.
NOTE: After service, push the reset button on face of

gauge to allow the gauge to return to zero.
9. WIPER & WASHER - Inspect the wiper blades for
wear or damage. Replace if necessary. Check the
windshield washer fluid level. If below 1/2 full, add
windshield washer fluid.
FIGURE 2-5.

10 HOUR (DAILY) INSPECTION (Continued)


10. FUEL FILTERS (Fuel Separators) - Drain water from
the bottom drain valve on each fuel separator.
11. AUTOMATIC LUBE SYSTEM -
• Check the grease reservoir; fill as required. Lube
Key “D”.
• When filling the reservoir, check the grease filter
indicator. Clean or replace the grease filter if the
indicator detects a problem.
• Inspect the system and check for proper
operation. Ensure the following important areas
are receiving adequate amounts of grease. Lube
Key “D”.
Steering Linkage
Final Drive Pivot Pin
Rear Suspension Pin Joints - Upper & Lower
Body Hinge Pins - Both Sides
Hoist Cylinders Pins - Upper & Lower
Anti-sway Bar - Both Ends
12. RETRACTABLE LADDER SYSTEM (If equipped) -
• Check hydraulic oil reservoir; fill as required.
• Operate the ladder. Check for loose parts and
adverse noise conditions.

INITIAL 50 HOUR LUBRICATION AND MAINTENANCE CHECKS
These checks are required only after the initial 50 hours of operation (such as: the commissioning of a new
truck, or after a new or rebuilt component installation).


1. FUEL FILTERS - Change the fuel filters, (fuel
separators).
Refer to engine manufacturer's maintenance manual
for fuel filter replacement instructions.
2. HYDRAULIC SYSTEM FILTERS - Replace filter ele-
ments only, after the initial 50, 100, and 250 hours of
operation; then at each 500 hours of operation there-
after.
3 FAN DRIVE ASSEMBLY - Check torque for the six
fan mounting cap screws: 237 N·m (175 ft. lbs.). See
Figure 2-6.
4. Check to ensure the wheel nut torque on all wheels is
746 N·m (550 ft lb).
FIGURE 2-6. COOLING FAN

INITIAL 100 HOUR LUBRICATION AND MAINTENANCE CHECKS
These checks are required only after the initial 100 hours of operation (such as: the commissioning of a new
truck, or after a new or rebuilt component installation).


*1. HYDRAULIC SYSTEM FILTERS - Replace filter ele-
ments only, after the initial 100 and 250 hours of
operation; then at each 500 hours of operation there-
after.

250 HOUR LUBRICATION AND MAINTENANCE CHECKS
The 10 hour lubrication and maintenance checks should also be performed at this time.
NOTE: “Lube Key” references are to the lubrication chart.


1. ENGINE - Refer to the engine manufacturer’s Opera-
tion & Maintenance manual for complete specifica-
tions regarding engine lube oil specifications.
NOTE: If the engine is equipped with the *Centinel™
oil system and/or the Eliminator™ filter system,
engine oil and filter change intervals are extended
beyond 250 hours. Take an engine oil sample for
analysis. Refer to engine Operation & Maintenance
manual for specific oil and filter change intervals.
* The Centinel™ system is a duty-cycle-dependent
lubrication management system whereby oil is
blended with the fuel and burned and an extension of
oil change intervals can occur.
a. Change engine oil. Lube Key “A”.
b. Replace engine oil filters.
NOTE: When installing spin-on filter elements, follow
the instructions as specified by the filter manufacturer.
The tightening instructions are normally printed on the
outside of the filter. Do not use a wrench or strap to
tighten filter elements.
c. Check belt tension and condition of each
accessory belt. Refer to engine Operation &
Maintenance manual for specific adjustment
instructions.
d. Check the torque on the cooling fan mounting
cap screws (1, Figure 2-6). Tighten cap
screws (2) to 237 N·m (175 ft lbs).
(CONTINUED NEXT PAGE)

250 HOUR LUBRICATION AND MAINTENANCE (Continued)

2. COOLING SYSTEM -
a. COOLANT MIXTURE - Check for proper
coolant mixture. Add coolant as required.
b. COOLANT FILTERS - Change coolant filters.
c. COOLING SYSTEM HOSES - Check cooling
system hoses for damage and signs of deteri-
oration.
Refer to the engine maintenance manual for coolant
filter replacement instructions and proper coolant mix-
ture instructions.
3. FUEL FILTERS - Change the fuel filters (fuel separa-
tors). Refer to engine Operation & Maintenance man-
ual for specific filter replacement instructions.
4. FUEL TANK - Drain water and sediment from the fuel
tank. Refer to Shop Manual, Section B, Fuel Tank -
Cleaning.
5. STEERING LINKAGE - Check the torque on pin
retaining nuts (1, Figure 2-7) on the steering linkage -
712 N·m (525 ft lbs). Check the torque on tie rod
retaining nuts (2) - 420 N·m (310 ft lbs).
6. CAB RECIRCULATION AIR FILTER - Under normal
operating conditions, clean every 250 hours. In
extremely dusty conditions, service as frequently as
required. Clean the filter element with mild soap and
water. Rinse completely clean and allow to air dry
before use.
7. CAB AIR FILTER - Under normal operating condi-
tions, clean every 250 hours. In extremely dusty con-
ditions, service as frequently as required. Clean the
filter element with mild soap and water. Rinse com-
pletely clean and air dry with a maximum of 275 kPa
(40 psi). Reinstall the filter. Refer to Figure 2-8.
FIGURE 2-7. FIGURE 2-8.

1. Filter Cover 2. Cab Filter


8. HYDRAULIC PUMP DRIVESHAFT & U-JOINTS -
Add one or two applications of grease to each grease
fitting. Non - moly grease only. Check that each bear-
ing of the cross & bearing assembly is receiving
grease. Replace bearings if any wear is detected.
9. MOTORIZED WHEEL GEAR CASE - Refer to the
G.E. Planned Maintenance Manual and specific
motorized wheel shop manual. Check for correct oil
level. Lube key “C”.
10. HYDRAULIC SYSTEM FILTERS - Replace filter ele-
ments only after the initial 250 hours of operation;
then at each 500 hours of operation thereafter. Check
oil level. Add oil as necessary. Lube Key “B”.
11. BATTERIES - Check the electrolyte level and add
water if necessary.
12. BODY-UP & HOIST LIMIT SWITCHES - Check oper-
ation of the switches. Clean the sensing areas of any
dirt accumulation and inspect the wiring for any signs
of damage.
13. DUMP BODY PADS - Check the pads, shims and
mounting hardware for wear and proper tightening.
14. AC DRIVE BELT - Check the belt for wear or damage.
Verify the belt tension is correctly set. Ensure the pul-
leys are aligned with each other within 3 mm (0.13
in.).
15. BATTERY CHARGING ALTERNATOR DRIVE BELT -
Check the belt for wear, cracks, glazing, tears or cuts.
Refer to engine Operation & Maintenance manual for
specific instructions.
16. AUTOMATIC LUBE SYSTEM - Perform 250 hour
checks as outlined in Automatic Lubrication System,
Section P, in this manual.
17. FRONT WHEELS - Check the oil level. Position the fill
plug at the 12 o’clock position. The floating ball in the
sight gauge must be at its highest position. Add oil as
necessary. Remove and inspect magnetic plug for
contamination, if equipped. Use Lube key E.


18. AIR INTAKE PIPING - Check all mounting hardware,
joints, and connections. Ensure no air leaks exist and
all hardware is properly tightened. Figure 2-9.
19. G.E. PREFILTER BLOWER (If equipped) - Add one to
two applications of grease to the grease fitting. Lube
key “D”.
20. WHEEL MOTOR BLOWER (If equipped) - Grease
motor blower shaft bearings. Lube key “D”.
Check the ladder system for:
a. Loose or missing hardware.
b. Bent or misaligned structures.
c. Foreign materials such as dirt, mud, etc., that
could effect proper operation of ladder.
d. Damaged wiring and harnesses.
e. Power pack box free of moisture and is prop-
erly sealed.
f. System voltage of 21VDC (off) 30VDC max
(operating).
Operate the ladder system through two complete
cycles and check for:
a. Adverse noise conditions.
b. Proper movement in a vertical plane ( viewed
from front of ladder); the ladder must move
up and down central to the actuator box.
c. Range of functions, including remote
switches and park-brake interlock.
FIGURE 2-9.

500 HOUR LUBRICATION AND MAINTENANCE CHECKS
Maintenance requirements for every 10 & 250 hour Lubrication and Maintenance Checks should also be performed
at this time.


1. FINAL DRIVE CASE BREATHERS - Remove the
breather elements for the motorized wheels. Clean or
replace the elements.
2. HYDRAULIC SYSTEM OIL FILTERS - Replace the
high pressure filter elements. Check the hydraulic
tank oil level. Add oil as necessary. Lube Key “B”.
3. HYDRAULIC TANK BREATHER - Replace the
breather elements.
4. HYDRAIR® SUSPENSION - Check for the proper
piston extension (front and rear). Refer to Section H4
in the service manual for more information on proper
suspension extension and maintenance procedures.
5. THROTTLE AND BRAKE PEDAL - Lubricate the trea-
dle roller and hinge pins with lubricating oil. Lift the
boot from the mounting plate and apply a few drops of
lubricating oil between the mounting plate and the
plunger.
6. HOIST ACTUATOR LINKAGE - Check operation.
Clean, lubricate, and adjust as necessary.
7. PARKING BRAKE - Refer to Section J, Parking Brake
Maintenance. Perform the recommended inspections.
8. RESERVE ENGINE OIL SYSTEM (OPTION)
a. Check electrical system connections for tight-
ness, corrosion and physical damage. Check
the battery, oil pressure switch, junction
boxes, remote control fill box and the circuit
breakers.
b. Examine all electrical cables over their entire
length for possible damage.
c. Examine all hoses, including those on the
reserve tank and the ones leading to and
from the engine. Check for leaks, cracks or
other damage. Check all fittings for tightness,
leakage or damage.
9. ACCUMULATOR PRECHARGE - Check all steering
and brake system accumulator pre-charge pressures.
Refer to shop manual for details.

500 HOUR LUBRICATION AND MAINTENANCE CHECKS (Continued)


10. WHEEL MOTOR OIL SAMPLING - Refer to shop
manual Section G5, Wheel Motor, for oil sampling
information.
Refer to G.E. Motorized Wheel Service & Mainte-
nance manual, Planned Maintenance section for
additional required service tasks.
11. WHEEL MOTOR OIL (Initial 500 hours only) -
Change or filter wheel motor gear oil only after initial
500 hours of operation.
12. HVAC -
a. Ensure the air conditioner cab drains are
clear of any obstructions.
b. Also wash the air conditioner condensor with
a low pressure hose. Check for any obstruc-
tions to airflow, clean as required.
13. FRONT BRAKE DISC - Measure the thickness of the
disc. If 20 to 25% of the disc wear surface is worn
below 28.7 (1.13 in.), the disc must be replaced.
Refer to the shop manual, Parking Brake, Section J,
for additional information.
14. FRONT WHEELS - Take an oil sample of the front
wheel bearing oil. Refer to Section G in this shop
manual for detailed instructions.
15. COOLING SYSTEM - Wash the radiator fins with a
low pressure hose. Check for any obstructions to air-
flow, clean as required.
16. FUEL SYSTEM - Wash the fuel cooler, located on the
front side of the radiator, with a low pressure hose.
Check for any obstructions to airflow, clean as
required.
17. FRAME AND AXLE BOX INSPECTION - Wash the
truck, clean all of the weld joints, and visually inspect
the entire frame and axle box for cracking or damage.
18. KOMTRAX Plus DATA DOWNLOAD - Using a laptop
PC with the VHMS Technical Analysis Tool Box pro-
gram, perform a data download from the KOMTRAX
Plus controller. Send the data to WebCARE using the
FTP feature. Refer to Section D in the shop manual
for more detailed instructions.

1000 HOURS LUBRICATION AND MAINTENANCE CHECKS
Maintenance for every 10, 250, & 500 hour Lubrication and Maintenance Checks should also be performed at this
time.


1. HYDRAULIC TANK - Drain the hydraulic tank and
clean the inlet strainer. Refill the tank with new oil;
approximate capacity 901 l (238 gal). Use Lube Key
B.
NOTE: Oil change interval can be extended to 2,500

hours if oil is sampled at every 250 hour intervals and
no abnormalities are detected.
2. RADIATOR - Clean the cooling system with a quality
cleaning compound. Flush with water. Refill the sys-
tem with anti-freeze and water solution. Check the
Coolant Specifications in this section for the correct
mixture. Refer to the engine Operation and Mainte-
nance Manual for the correct additive mixture.
3. FUEL TANK - Remove the breather and clean in sol-
vent. Dry with pressurized air and reinstall.
4. OPERATOR'S SEAT - Apply grease to the slide rails.
Lube Key D.
5. AUTOMATIC BRAKE APPLICATION - Ensure the
brakes are automatically applied when brake pres-
sure decreases below the specified limit. Refer to the
appropriate Shop Manual, Section J, Brake Check-
out Procedure.
6. FRONT ENGINE MOUNT TRUNION - Add one or
two applications of grease at fitting. Lube key “D”.
7. AUTOMATIC LUBE SYSTEM PUMP - Check pump
housing oil level with dipstick or to bottom of level
plug. If necessary, add SAE 10W-30 motor oil.
8. ELIMINATOR FILTER - Clean and check centrifuge.
Refer to engine manufacture’s Operation & Mainte-
nance Manual. (Service interval is dependent on duty
cycle, oil quality, etc.)

2500 HOUR MAINTENANCE CHECKS
Maintenance for every 10, 250, & 500 hour Lubrication and Maintenance Checks should also be performed at this
time.
NOTE: Lube Key references are to the lubrication chart.

1. FRONT WHEELS - Drain and refill with oil. Refer to
Section G in this manual for detailed instructions on
changing the oil.
NOTE: Oil may need to be changed more frequently,
depending on mine conditions and the results of the
oil sample tests.
5000 HOUR MAINTENANCE CHECKS

Maintenance for every 10, 250, 500 1,000 & 2,500 hour Lubrication and Maintenance Checks should also be per-
formed at this time.


1. AIR CLEANERS - Clean the Donaclone tubes in the
pre-cleaner section of the air filter. Use low pressure
cold water or low pressure air to clean the tubes.
Refer to Section C, Air Cleaners.
NOTE: Do not use a hot pressure washer or high
pressure air to clean the tubes. Hot water/high pres-
sure causes the pre-cleaner tubes to distort.
2. FRONT WHEELS -
If oil sampling is done every 500 hours - And the con-
tamination trends are not rising, do not replace the
wheel bearings. Refer to Section G of the service
manual for more detailed instructions on oil sampling.
If oil samples are not taken - Drain oil and completely

disassemble the front wheel bearings and check all
parts for wear or damage. Refer to Section G of the
service manual for disassembly and assembly proce-
dures. Refill with oil. Check the oil level at the oil level
plug on wheel hub. Lube key E.
Drain, flush and re-fill the hydraulic oil reservoir.

SECTION P3
AUTOMATIC LUBRICATION SYSTEM
INDEX
AUTOMATIC LUBRICATION SYSTEM 3
GENERAL DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3
SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Hydraulic Motor and Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Grease Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Pressure Reducing Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Flow Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Solenoid Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Vent Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Lubrication Cycle Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Over Pressure Cut Off Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Grease Pressure Failure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Relief Valve (unloader valve) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6
Lubricant Required For System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7
System Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7
Filter Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7
LUBRICANT PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
Pump Housing Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
Pump Pressure Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
P03033 10/11 Automatic Lubrication System P3-1

INJECTORS (SL-1 Series “H”) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9
Injector Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9
Injector Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9
INJECTOR OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10
PREVENTIVE MAINTENANCE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11
Daily Lubrication System Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11
250 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11
1000 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11
SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
Lubrication Controller Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
Lubrication Controller Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
Lubrication Controller Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
SYSTEM TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-14
P3-2 Automatic Lubrication System 10/11 P03033

AUTOMATIC LUBRICATION SYSTEM
GENERAL DESCRIPTION During the down stroke, the pump cylinder is
extended into the grease. Through the combination
The automatic lubrication system is a pressurized
of shovel action and vacuum generated in the pump
lubricant delivery system which delivers a controlled
cylinder chamber, the grease is forced into the pump
amount of lubricant to designated lube points. The
cylinder. Simultaneously, grease is discharged
system is controlled by an electronic timer which
through the outlet of the pump. The volume of grease
signals a solenoid valve to operate a hydraulic motor
during intake is twice the amount of grease output
powered grease pump. Hydraulic oil for pump
during one cycle. During the upstroke, the inlet check
operation is supplied by the truck steering circuit.
valve closes. One half of the grease taken in during
Grease output is proportional to the hydraulic motor the previous stroke is transferred through the outlet
input flow. A pump control manifold, mounted on top check and discharged to the outlet port.
of the hydraulic motor, controls input flow and
pressure. A 24VDC solenoid mounted on the
manifold turns the pump on and off.
The pump is driven by the rotary motion of the Over-pressurizing the system, modifying parts,
hydraulic motor, which is then converted to using incompatible chemicals and fluids, or
reciprocating motion through an eccentric crank using worn or damaged parts may result in
mechanism. The reciprocating action causes the equipment damage and/or serious personal
pump cylinder to move up and down. The pump is a injury.
positive displacement, double-acting type as grease
output occurs on both the up and the down stroke.
• DO NOT exceed the stated maximum
working pressure of the pump or the
lowest rated component in the system.
• Do not alter or modify any part of this
system unless approved by the factory.
• Do not attempt to repair or disassemble
the equipment while the system is
pressurized.
• Make sure that all fluid connections are
securely tightened before using this
equipment.
• Always read and follow the fluid
manufacturer's recommendations
regarding fluid compatibility and the use
of protective clothing and equipment.
• Check all equipment regularly. Repair or
replace worn or damaged parts
immediately.
This equipment generates very high grease
pressure. Extreme caution must be used when
operating this equipment as material leaks from
loose or ruptured components can inject fluid
FIGURE 3-1. PUMP & RESERVOIR COMPONENTS through the skin and into the body causing
serious bodily injury including possible need for
1. Hose From Filter 6. Override Switch amputation. Adequate protection is
2. Vent Hose 7. Vent Valve recommended to prevent splashing of material
3. Hydraulic Motor 8. Pipe Plug onto skin or into the eyes.
4. Pressure Reducing 9. Pump Assembly If any fluid appears to penetrate the skin, get
Valve 10. Flow Control Valve emergency medical care immediately! Do not
5. Solenoid Valve 11. Pressure Switch treat as a simple cut. Tell attending physician
12. Grease Reservoir exactly what fluid was injected.

FIGURE 3-2. AUTOMATIC LUBRICATION SYSTEM INSTALLATION
NOTE: The above illustration shows the standard location for the lube pump and reservoir
(right platform). This assembly may be located on the left platform on some models.
1. L.H. Suspension, Bottom Bearing 13. R.H. Anti-Sway Bar Bearing

2. L.H. Hoist Cylinder, Top Bearing 14. R.H. Suspension, Top Bearing
3. L.H. Hoist Cylinder, Bottom Bearing 15. Truck Frame
4. L.H. Anti-Sway Bar Bearing 16. Vent Hose
5. L.H. Suspension, Top Bearing 17. Pipe Plug (Oil Level)
6. L.H. Body Pivot Pin 18. Pressure Switch, N.O. - 20 684 kPa (3,000 psi)
7. R.H. Body Pivot Pin 19. Grease Pump
8. Grease Supply From Pump 20. Vent Valve
9. R.H. Suspension, Bottom Bearing 21. Filter
10. R.H. Hoist Cylinder, Top Bearing 22. Grease Supply to Injectors
11. R.H. Hoist Cylinder, Bottom Bearing 23. Injectors
12. Rear Axle Pivot Pin 24. Pressure Switch, N.O. - 13 790 kPa (2,000 psi)

SYSTEM COMPONENTS Flow Control Valve
Filter Flow control valve (10, Figure 3-1), mounted on the

manifold, controls the amount of oil flow to the
Filter assembly (21, Figure 3-2), mounted on the hydraulic motor. The flow control valve has been
grease reservoir, filters the grease prior to refilling the factory adjusted and the setting should not be
reservoir from the shop supply. A bypass indicator disturbed.
alerts service personnel when the filter requires
replacement. Solenoid Valve
Hydraulic Motor and Pump Solenoid valve (5, Figure 3-1), when energized,
allows oil to flow to the hydraulic motor.
Rotary hydraulic pump (3 & 9, Figure 3-1) is a fully
hydraulically operated grease pump. An integrated Vent Valve
pump control manifold is incorporated with the motor
With vent valve (7, Figure 3-1) closed, the pump
to control input flow and pressure.
continues to operate until maximum grease pressure
NOTE: The pump crankcase oil level must be is achieved. As this occurs, the vent valve opens and
maintained to the level of the pipe plug (17, Figure 3- allows the grease pressure to drop to zero, so the
2). If necessary, refill with 10W-30 motor oil. injectors can recharge for their next output cycle.
Lubrication Cycle Timer

The solid state lubrication cycle timer provides a 24
VDC timed-interval signal to energize solenoid valve
(3, Figure 3-3) providing oil flow to operate the
Hydraulic oil supply inlet pressure must not grease pump motor. This timer is mounted in the
exceed 24 132 kPa (3500 psi). Exceeding the Electrical Interface Cabinet.
rated pressure may result in damage to the
system components and personal injury. Over Pressure Cut Off Switch
Pressure switch (18, Figure 3-2) is a normally open
switch set at 20 684 kPa (3,000 psi). This switch de-
Grease Reservoir energizes the pump solenoid relay if the grease line
pressure reaches the switch pressure setting, turning
Reservoir (12, Figure 3-1) has an approximate
off the motor and pump.
capacity of 41 kg (90 lb) of grease. When the grease
supply is replenished by filling the system at the Grease Pressure Failure Switch
service center, the grease is passed through the filter
to remove contaminants before it flows into the Pressure switch (24, Figure 3-2) is a normally open
reservoir. switch set at 13 789 kPa (2,000 psi). If the
appropriate grease pressure is not achieved during
Pressure Reducing Valve the normal pump cycle, the warning system will be
activated, illuminating the warning lamp in the
Pressure reducing valve (4, Figure 3-1), located on
overhead display to notify the operator a problem
the manifold, reduces the hydraulic supply pressure
exists in the lube system.
(from the truck steering circuit) to a suitable operating
pressure for the hydraulic motor used to drive the Injectors
lubricant pump. The pressure control valve has
been factory adjusted and the setting should not Each injector (23, Figure 3-2) delivers a controlled
be disturbed unless grease output pressure is amount of pressurized lubricant to a designated lube
outside the recommendations. point. Refer to Figure 3-2 for locations.
A pressure gauge can be installed where pipe plug Relief Valve (unloader valve)
(8, Figure 3-1) is located. The pressure gauge will
indicate hydraulic oil pressure to the inlet of the Relief valve (14, Figure 3-3) protects the pump from
hydraulic motor. Normal pressure is 2241 - 2413 kPa high pressures. This relief valve is set at 27 580 kPa
(325 - 350 psi). (4,000 psi).

SYSTEM OPERATION 6. When grease pressure reaches pressure switch
(18, Figure 3-2) setting, the switch contacts will
Normal Operation close and energize the relay RB7-K5, removing
1. During truck operation, the lubrication cycle power from the hydraulic motor/pump solenoid
timer will energize the system at a preset time and the pump will stop. The relay will remain
interval. energized until grease pressure drops
(pressure switch opens again) and the timer
2. The timer provides 24 VDC to energize the
turns off.
pump solenoid valve (3, Figure 3-3), allowing
hydraulic oil provided by the truck steering 7. After the pump solenoid valve is de-energized,
pump circuit to flow to the pump motor and hydraulic pressure in the manifold drops and
initiate a pumping cycle. vent valve (11, Figure 3-3) will open, releasing
grease pressure in the lines to the injector
3. The hydraulic oil from the steering circuit is
banks. When this occurs, the injectors are then
directed through the pressure reducing valve
able to recharge for the next lubrication cycle.
(4) and flow control valve (6) before entering the
motor. Pump pressure can be read on optional 8. The system will remain at rest until the
pressure gauge (5) mounted on the manifold. lubrication cycle timer turns on and initiates a
new grease cycle.
4. With oil flowing into the hydraulic motor, the
grease pump will operate, pumping grease from 9. During the normal lubrication cycle, if grease
the reservoir to the injectors (13), through a pressure fails to reach 13 790 kPa (2,000 psi)
check valve (10) and to the vent valve (11). within 120 seconds at the pressure switch
located on the rear axle housing, an amber
5. During this period, the injectors will meter the
indicator light will illuminate on the overhead
appropriate amount of grease to each
panel.
lubrication point.
FIGURE 3-3. HYDRAULIC SCHEMATIC

1. Hydraulic Oil Return 6. Flow Control Valve 11. Vent Valve
2. Hydraulic Oil Supply 7. Hydraulic Motor 12. Orifice
3. Pump Solenoid Valve 8. Grease Pump 13. Injector Bank
4. Pressure Reducing Valve 9. Pressure Switch (N.O.) 14. Relief Valve
5. Motor Pressure Gauge 10. Check Valve

GENERAL INSTRUCTIONS
Lubricant Required For System
Grease requirements will depend on ambient
temperatures encountered during truck operation:
• Above 32°C (90°F) - Use NLGI No. 2
multipurpose grease (MPG).
• -32° to 32°C (-25° to 90°F) - Use NLGI No. 1
multipurpose grease (MPG).
• Below -32°C (-25°F) - Refer to local
supplier for extreme cold weather
lubricant requirements.
System Priming
The system must be full of grease and free of air
pockets to function properly. After maintenance, if the
primary or secondary lubrication lines were replaced,
it will be necessary to prime the system to eject all
entrapped air.
1. Fill lube reservoir with lubricant, if necessary.
2. To purge air from the main supply line, remove
the main supply line at the grease canister.
Connect an external grease supply to the line.
3. Remove plugs from each injector group in
sequence (right front, left front, and rear axle).
4. Using the external grease source, pump grease
until grease appears at the group of injectors
and re-install the pipe plug. Repeat for
remaining injector groups.
5. Remove the caps from each injector and
connect an external grease supply to the zerk
on the injector and pump until grease appears
at the far end of the individual grease hose or FIGURE 3-4. FILTER ASSEMBLY
the joint being greased.
1. Housing 6. Spring
2. Bypass Indicator 7. Bowl
3. O-Ring 8. O-Ring
Filter Assembly 4. Backup Ring 9. Plug
Filter element (5, Figure 3-4) must be replaced if 5. Element
bypass indicator (2) shows excessive element
restriction.

LUBRICANT PUMP
Pump Housing Oil Level
The pump housing must be filled to the proper level
with SAE 10W-30 motor oil. Check the oil level at at
the 1,000 hour maintenance interval. To add oil,
remove dipstick (4, Figure 3-5) on top of the pump
housing and fill the housing to the proper level
marked on the dipstick.
NOTE: If the pump is not equipped with dipstick (4),
remove oil level plug (5) and fill the housing to the
bottom of the plug hole.
Pump Pressure Control

High pressure hydraulic fluid from the truck steering
system is reduced by the pressure reducing valve
located on the manifold on top of the pump motor.
This pressure can be read if pipe plug (3) is removed,
and a gauge is installed on the manifold.
FIGURE 3-5. AUTO LUBE PUMP CONTROLS
1. Pump Pressure Control 4. Dipstick
2. Override Switch 5. Oil Level Plug
3. Pipe Plug (Gauge Port) 6. Flow Control Valve

INJECTORS (SL-1 Series “H”)
Injector Specifications
• Each lube injector services only one
grease point. In case of pump
malfunction, each injector is equipped
with a covered grease fitting to allow the
use of external lubricating equipment.
• Injector output volume:
Maximum output = . . . . . 1.31 cc (0.08 in3).
Minimum output = . . . . 0.13 cc (0.008 in3).
• Operating Pressure:
Minimum - . . . . . . . 12 755 kPa (1,850 psi)
Maximum - . . . . . . . 24 133 kPa (3,500 psi)
Recommended - . . .17 238 kPa (2,500 psi)
• Maximum Vent Pressure - (Recharge)
. . . . . . . . . . . . . . . . . . . 4 137 kPa (600 psi)
Injector Adjustment
The injectors may be adjusted to supply from 0.13 -
FIGURE 3-6. TYPE SL-1 INJECTOR
1.31 cc (0.008 - 0.08 in3) of lubricant per injection
cycle. The injector piston travel distance determines 1. Adjusting Screw 11. Spring Seat
the amount of lubricant supplied. This travel is in turn 2. Locknut 12. Plunger
controlled by an adjusting screw in the top of the 3. Piston Stop Plug 13. Viton Packing
injector housing. 4. Gasket 14. Inlet Disc
5. Washer 15. Viton Packing
Turn adjusting screw (1, Figure 3-6) 6. Viton O-Ring 16. Washer
counterclockwise to increase lubricant amount 7. Injector Body Assy. 17. Gasket
delivered and clockwise to decrease the lubricant 8. Piston Assembly 18. Adapter Bolt
amount. 9. Fitting Assembly 19. Adapter
When the injector is not pressurized, maximum 10. Plunger Spring 20. Viton Packing
injector delivery volume is attained by turning the
adjusting screw (1) fully counterclockwise until the NOTE: The piston assembly (8) has a visible
indicating pin just touches the adjusting screw. At the indicator pin at the top of the assembly to verify
maximum delivery point, about 9.7 mm (0.38 in.) injector operation.
adjusting screw threads should be showing.
Decrease the delivered lubricant amount by turning
the adjusting screw clockwise to limit injector piston
travel. If only half the lubricant is needed, turn the
adjusting screw to the point where about 4.8 mm
(0.19 inch) threads are showing. The injector will be
set at minimum delivery point with about 0.22 mm
(0.009 in.) thread showing.
NOTE: The above information concerns adjustment
of injector delivery volume. The timer adjustment
should also be changed, if overall lubricant delivery is
too little or too much. Injector output should not be
adjusted to less than 1/4 capacity.

INJECTOR OPERATION
STAGE 1.
The injector piston (2) is in its normal
or “rest” position. The discharge
chamber (3) is filled with lubricant
from the previous cycle. Under the
pressure of incoming lubricant (6),
the slide valve (5) is about to open
the passage (4) leading to the
measuring chamber (1) above the
injector piston (2).
STAGE 2.
When the slide valve (5) uncovers the
passage (4), lubricant (6) is admitted
to the measuring chamber (1) above
the injector piston (2) which forces
lubricant from the discharge chamber
(3) through the outlet port (7) to the
bearing.
STAGE 3.
As the injector piston (2) completes
its stroke, it pushes the slide valve (5)
past the passage (4), cutting off
further admission of lubricant (6) to
the passage (4) and measuring
chamber (1). The injector piston (2)
and slide valve (5) remain in this
position until lubricant pressure in the
supply line (6) is vented.
STAGE 4.
After venting, the injector spring
expands, causing the slide valve (5)
to move, so that the passage (4) and
discharge chamber (3) are connected
by a valve port (8). Further expansion
of the spring causes the piston to
move upward, forcing the lubricant in
the measuring chamber (1) through
the passage (4) and valve port (8) to
refill the discharge chamber (3).
Injector is now ready for the next

cycle.

PREVENTIVE MAINTENANCE PROCEDURES
Use the following maintenance procedures to ensure 4. Inspect all bearing points for a bead of lubricant
proper system operation. around the bearing seal.
Daily Lubrication System Inspection NOTE: It is good practice to manually lube each
bearing point at the grease fitting provided on each
1. Check the grease reservoir level after each shift Injector. This will indicate whether there are any
of operation. Grease usage should be frozen or plugged bearings, and it will help flush the
consistent from day-to-day operations. Lack of bearings of contaminants.
lubricant usage would indicate an inoperative
5. System Checkout
system. Excessive usage would indicate a
broken supply line. a. Remove all SL-1 injector cover caps to allow
2. Check the filter bypass indicator when filling the visual inspection of the injector cycle
reservoir. Replace the element if bypassing. indicator pins during system operation.
3. Check all grease hoses from the SL-1 Injectors b. Start the engine.
to the lubrication points. c. Actuate lube system override switch (6,
a. Repair or replace all damaged feed line Figure 3-1). The hydraulic motor and grease
hoses. pump should operate.
b. Ensure that all air is purged and all new feed d. With the grease under pressure, check each
line hoses are filled with grease before SL-1 injector assembly. The cycle indicator
returning the truck to service. pin should be retracted inside the injector
4. Inspect the key lubrication points for a bead of body.
lubricant around the seal. If a lubrication point e. When the system is at 16 203 - 17 237 kPa
appears dry, troubleshoot and repair the (2,350 - 2,500 psi), the pump should shut off
problem. and the pressure in the system should drop
to zero, venting back to the grease reservoir.
250 Hour Inspection
f. After the system has vented, check the SL-1
1. Check all grease hoses from the SL-1 Injectors injector indicator pins. All of the pins should
to the lubrication points (see Figure 3-2). be visible. Replace or repair any defective
a. Repair or replace all worn or broken hoses. injectors.
b. Ensure that all air is purged and all new feed g. Install all injector cover caps.
line hoses are filled with grease before h. Check the lubrication timer operation.
returning the truck to service.
NOTE: With the engine on, the lube system should
2. Check all grease supply line hoses from the
activate within five minutes. The system should build
pump to the SL-1 injectors.
to 13 790 kPa (2,000 psi) at the rear axle during
a. Repair or replace all worn or broken supply normal pump cycle.
lines.
• If the system is working properly, the machine is
b. Ensure that all air is purged and all new ready for operation.
supply line hoses are filled with grease
• If the system is malfunctioning, refer to the
before returning the truck to service. troubleshooting chart.
3. Check the grease reservoir level.
1000 Hour Inspection
a. Fill the reservoir if the grease level is low.
Check the filter bypass indicator when filling 1. Check the pump housing oil level using the
the reservoir. Replace the element if dipstick on top of the pump unit. If necessary,
bypassing. add SAE 10W-30 motor oil.
b. Check the reservoir for contaminants. Clean
the reservoir, if required.
c. Ensure that all filler plugs, covers and
breather vents on the reservoir are intact and
free of contaminants.

SYSTEM CHECKOUT The time between lube events is determined by the
setting of the Off Time rotary switch (1, Figure 3-7).
To check system operation (not including timer),
Off time switch is used to select units of time.
proceed as follows:
Possible time intervals are: 0.5, 1, 2, 4, 8, 15, 24 or
1. Remove the dust covers from the injectors. 30 minutes.
2. Start the engine. Cover (3) contains three LED windows and a manual
3. Actuate the manual override button at the pump lube switch. The LEDs indicate system operation and
assembly and observe pin movement at each status. When power is on, a green LED will
injector. illuminate. When the pump is on, another green LED
4. Check for pump, hose or injector damage or will illuminate. A red LED will illuminate when an
leakage with the system under pressure. alarm condition occurs.
5. After checking system, stop the engine.
Observing normal precautions regarding high
voltage present in the propulsion system before Lubrication Controller Adjustment
attempting to repair lube system.
The lubrication controller is factory set to the
6. Re-install the injector dust covers. following switch settings:
Lubrication Controller Check Dip Switch 1 - 120 SEC (not adjustable)
Pressing the manual lube button on the enclosure Dip Switch 2 - CONTROLLER (not adjustable)
cover will initiate a lube event (see Figure 3-7). Dip Switch 3 - MINUTES (not adjustable)
Lubrication Controller Components Dip Switch 4 - MEMORY OFF
Mode switch (2, Figure 3-7) consists of four dip Rotary Switch - 15 minutes
switches. The first, second and third dip switches are
not functional. These settings have been pre-set and
are not changeable. NOTE: Only dip switch 4 and the rotary switch are
adjustable.
The fourth dip switch is used to select “memory off”
or “memory on”. When the switch is set to “memory
off”, a lube cycle will occur each time power is turned
on. The lube cycle will start at the beginning of the on
time setting.
When the switch is set to “memory on”, the controller
will function as follows:
1. When power is turned off during ‘off time’
(between cycles), the lube cycle will resume at
the point of interruption after power is restored.
In other words, the controller will remember its
position in the cycle.
2. When power is turned off during ‘on time’
(during a cycle), the controller will reset to the
beginning of the lube cycle after power is
restored.

FIGURE 3-7. LUBRICATION CYCLE TIMER
1. Off Time Switch 3. Cover

2. Mode Switch

SYSTEM TROUBLESHOOTING CHART
If the following procedures do not correct the problem, contact a factory authorized service center.
TROUBLE POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION

Lube system is not grounded. Correct grounding connections to pump
assembly and truck chassis.
Electrical power loss. Locate cause of power loss and repair. 24
VDC power required. Ensure key switch is
ON.
Timer malfunction. Replace timer assembly.
Solenoid valve malfunction. Replace the solenoid valve assembly.
Pump Does Not Operate
Relay malfunction. Replace relay.
Motor or pump malfunction. Repair or replace motor and/or pump
assembly. (Refer to shop manual for
rebuild instructions.)
NOTE: On initial startup of the lube system, the timing capacitor will not contain a
charge, therefore the first timing cycle will be about double in length compared to
the normal interval. Subsequent timer cycles should be as specified.
Low lubricant supply Dirt in reservoir, pump inlet clogged, filter
Pump Will Not Prime clogged.
Trapped air in lubricant supply line. Prime system to remove trapped air.
Lubricant supply line is leaking. Check lines and connections to repair
Pump Will Not Build leakage.
Pressure Vent valve is leaking. Clean or replace vent valve.
Pump is worn or scored. Repair or replace pump assembly. (Refer
to shop manual for rebuild instructions.)
NOTE: Normally, during operation, the injector indicator stem will move into the
body of the injector when pressure builds properly. When the system vents
(pressure release) the indicator stem will again move out into the adjusting yoke.
Malfunctioning injector - Usually Replace individual injector assembly.
Injector Indicator Stem indicated by the pump building
Does Not Operate pressure and then venting.
All injectors inoperative - Service and/or replace pump assembly.
Pump build up not sufficient to cycle (Refer to shop manual for rebuild instruc-
injectors. tions.)
No system pressure to pump motor. Check hydraulic hose from steering
No 24 VDC signal at pump sole- system.
Pressure Gauge Does Not noid. Determine problem in 24 VDC electric
Register Pressure system.
Pressure reducing valve setting is
(pressure gauge not
too low. Refer to “Pressure Control Valve
included with pump)
24V Relay (RB7K8 or RB7K5) may Adjustment”.
be defective. Replace relay.

TROUBLE POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
Pump Pressure Builds No signal at solenoid. Check timer.

Very Slowly Or Not At All
Turn on electric power to pump. “POWER”

Controller Does Not LED should light, “PUMP ON” LED should
Operate No electric power to controller.
light when “MANUAL LUBE” is pressed.
“PUMP ON” LED Lights,

But Load Connected To Printed circuit board failure. Remove and replace.
Terminals 3 & 4 Will Not
Energize
Load Connected To Failure of the printed circuit board or Remove and replace.
Terminals 3 & 4 keypad.
Energized, But “PUMP
ON” LED Does Not Light
Controller memory mode is OFF. Switch controller memory mode to ON.
Bearing Points
Excessively Lubricated
Injector output adjustment setting is Readjust to lower setting.
too high.
Timer/controller cycle time setting is Set to longer cycle time or reevaluate lube
too low. requirements.
Injector output adjustment setting is Readjust injector output setting.

too low.
Bearing Points Are Not

Sufficiently Lubricated
Timer/controller cycle time setting Set to shorter cycle time or reevaluate
does not deliver lubricant often lube requirements.
enough.
System is too large for pump output. Calculate system requirements per
planning manual.

NOTES

SECTION Q
ALPHABETICAL INDEX
A Brake Pad Conditioning,
Front Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-9
Accelerator Pedal, Electronic . . . . . . . . . . . . . . . E2-46
Rear Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-30
Accumulator, Steering . . . . . . . . . . . . . . . . . . . . . . L5-4
Brakes, Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-1
Accumulator, Brake . . . . . . . . . . . . . . . . . . . . . . . J3-19
Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
AID System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
Test and Adjustment . . . . . . . . . . . . . . . . . . . . . J3-13
Air Cleaners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Air Conditioning System . . . . . . . . . . . . . . . . . . . . N4-3
Component Service . . . . . . . . . . . . . . . . . . . . . N4-10
Alarm Indicating Device (AID) . . . . . . . . . . . . . . . . D3-7 C
Antifreeze Recommendations . . . . . . . . . . . . . . . . P2-4 Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
Anti-sway Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6 Door Repair. . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Automatic Lubrication System . . . . . . . . . . . . . . . . P3-1 Glass Replacement . . . . . . . . . . . . . . . . . . . . . N2-9
Axle, Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3 Capacities, Service . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Charging Procedure
Brake Accumulators . . . . . . . . . . . . . . . . . . . . . J3-19
Steering Accumulators . . . . . . . . . . . . . . . . . . . . L5-9
B Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 Checkout Procedures
Disconnect Switches . . . . . . . . . . . . . . . . . . . . . . D2-7 Brake Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-3
Maintenance and Service . . . . . . . . . . . . . . . . . . D2-3 Hoist Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . L10-16
Bearing, Wheel Electrical Propulsion System . . . . . . . . . . . . . . . E3-3
Front, Installation . . . . . . . . . . . . . . . . . . . . . . . . G3-5 Steering Circuit . . . . . . . . . . . . . . . . . . . . . . . . . L10-3
Front, Adjustment . . . . . . . . . . . . . . . . . . . . . . . G3-11 Circuit Breaker Chart . . . . . . . . . . . . . . . . . . . . . . D3-19
Bleeddown Manifold Valve . . . . . . . . . . . . . . . . . . L5-3 Console Controls . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Body, Dump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3 Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4
Body Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7 Counterbalance Valve . . . . . . . . . . . . . . . . . . . . . . L7-7
Body Pad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-23
Body Position Indicator . . . . . . . . . . . . . . . . . . . . . B3-8 Adjustment Procedure . . . . . . . . . . . . . . . . . . L10-18
Body Sling Cable . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7 Cranking (Starter) Motors . . . . . . . . . . . . . . . . . . D2-12
Body-Up Switch . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15 Cylinders
Brake Accumulators . . . . . . . . . . . . . . . . . . . . . . J3-19 Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-14
Brake Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3 Steering. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-25
Bleeding Procedures
Front . . . . . . . . . . . . . . . . . . ...... ....... . J5-10
Rear . . . . . . . . . . . . . . . . . . ...... ....... . J6-32
Checkout Procedure . . . . . . . ...... ....... . . J4-3
Troubleshooting . . . . . . . . . . ...... ....... . . J4-9
Brakes, Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
Brake Manifold. . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Q01065 Alphabetical Index Q1-1

D Hoist Pilot Valve . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Hoist Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14
Decks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Hoist Relief Valve . . . . . . . . . . . . . . . . . . . . . . . .L10-16
Diode Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Dump Body. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Hub, Wheel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
HYDRAIR® II Suspensions
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
E
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
Electrical Propulsion Components . . . . . . . . . . . E2-38 Oil and Nitrogen Specifications . . . . . . . . . . . H4-11
Electric Start System (with Prelub™) . . . . . . . . . . D2-8 Hydraulic,
Electrical System Schematic . . . . . . . . . . . . . . . . R1-1 Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3 Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1-1
Engine/Alternator Mating . . . . . . . . . . . . . . . . . . C4-5 Steering & Brake Pump . . . . . . . . . . . . . . . . . . .L4-15
Engine Specifications. . . . . . . . . . . . . . . . . . . . . A2-3 Strainer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
System Flushing . . . . . . . . . . . . . . . . . . . . . . .L10-22
Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
F Troubleshooting
Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-16
Fan Steering System. . . . . . . . . . . . . . . . . . . . . . . .L10-10
Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Filters
Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Hoist Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-19 I
Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-26 Indicator Lights . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
5 Minute Idle Timer . . . . . . . . . . . . . . . . . D3-4, N5-12 Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-14 Isolation Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Flushing, Hydraulic System . . . . . . . . . . . . . . . .L10-22
Front Suspension, HYDRAIR® II . . . . . . . . . . . . . H2-3
Front Wheel Brakes . . . . . . . . . . . . . . . . . . . . . . . . J5-1 L
Front Wheel Hub and Spindle. . . . . . . . . . . . . . . . G3-3 Ladders. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Front Wheels and Tires . . . . . . . . . . . . . . . . . . . . G2-1 Lever, Propel Lockout. . . . . . . . . . . . . . . . . . . . . . D2-7
Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3 Lubrication and Service . . . . . . . . . . . . . . . . . . . . P2-1
Lubrication Chart . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
Lubrication System, Automatic . . . . . . . . . . . . . . . P3-1
H
Heater/Air Conditioner . . . . . . . . . . . . . . . . . . . . . N4-3
Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Hoist Circuit Operation . . . . . . . . . . . . . . . . . . . . . .L7-1
Hoist Cylinder Limit Switch . . . . . . . . . . . . . . . . . D3-16
Q1-2 Alphabetical Index Q01065

M Pump, Hoist System . . . . . . . . . . . . . . . . . . . . . . . L3-3
Manifold, Pump, Steering/Brake System. . . . . . . . . L4-15, L5-28
Bleeddown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-3
Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Counterbalance Valve . . . . . . . . . . . . . . . . . . . . . L7-7
R
Metric Conversion . . . . . . . . . . . . . . . . . . . . . . . . . A5-1
Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-5
Rear Axle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G4-1
Rear HYDRAIR® II Suspension. . . . . . . . . . . . . . . H3-1
Rear Tire and Rim . . . . . . . . . . . . . . . . . . . . . . . . .G2-5
N Retarder Pedal, Electronic. . . . . . . . . . . . . . . . . . E2-46
Nitrogen Specifications . . . . . . . . . . . . . . . . . . . . H4-11 Rims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G2-8
Rock Ejector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-8
Reserve Engine Oil System. . . . . . . . . . . . . . . . .M31-1
O
Oiling and Charging Procedure, HYDRAIR® II . . . H4-3
S
Operator Controls . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
Optional Equipment Safety Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5
Engine Heaters . . . . . . . . . . . ...... ....... . .M7-1 Software, Propulsion Control System . . . . . . . . . E2-26
Fire Control System . . . . . . . ...... ....... . .M2-1 Seat, Operator . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Payload Meter III. . . . . . . . . . ...... ....... .M20-1 Service Capacities . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Radiator Shutters . . . . . . . . . ...... ....... .M19-1 Solenoid
Reserve Engine Oil System . ...... ....... .M31-1 Bleeddown . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-14
Outlet Strainer (Hydraulic Tank). . . . . . . . . . . . . . L3-17 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M8-1
Counterbalance Valve . . . . . . . . . . . . . . . . . . . . . . L7-7 Specifications
Overhead Display . . . . . . . . . . . . . . . . . . . . . . . . N5-23 HYDRAIR® II Oil . . . . . . . . . . . . . . . . . . . . . . . H4-11
HYDRAIR® II Nitrogen . . . . . . . . . . . . . . . . . . . H4-11
Hydraulic Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
P Lubrication Chart. . . . . . . . . . . . . . . . . . . . . . . . . P2-5
Pedal Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-3
Service Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3 Spindle, Front Wheel Hub . . . . . . . . . . . . . . . . . . .G3-3
Throttle, Electronic . . . . . . . . . . . . . . . . . . . . . . E2-46 Starter (Cranking) Motors . . . . . . . . . . . . . . . . . . D2-12
Retarder, Electronic . . . . . . . . . . . . . . . . . . . . . E2-46 Status/Warning Indicator Lights . . . . . . . . . . . . . . N5-22
Pin, Pivot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3 Steering
Plates, Warning and Caution . . . . . . . . . . . . . . . . . A4-1 Accumulator Charging Procedure . . . . . . . . . . . . L5-9
Power Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3 Column . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
Power Train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3 Hydraulic Check-Out Procedure . . . . . . . . . . . . L10-3
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3 Cylinders . . . . . . . . . . . . . . . . . . . . . . . . G3-15, L5-25
Engine/Alternator Mating . . . . . . . . . . . . . . . . . C4-5 Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-28
Prelub™ System . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8 Troubleshooting Chart (Steering Circuit). . . . . L10-10
Propel Lockout Lever. . . . . . . . . . . . . . . . . . . . . . . D2-7 Strainer, Hydraulic Tank. . . . . . . . . . . . . . . . . . . . L3-17
Q01065 Alphabetical Index Q1-3

Suspension, HYDRAIR® II
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3 V
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3 Valves
Switch Bleeddown Solenoid . . . . . . . . . . . . . . . . . . . . .L4-14
Accumulator Pressure . . . . . . . . . . . . . . . . . . . .L4-15 Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-3
Battery Disconnect. . . . . . . . . . . . . . . . . . . . . . . D2-7 Flow Amplifier . . . . . . . . . . . . . . . . . . . . . L4-4, L5-14
Body-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15 Hoist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Emergency Shutdown . . . . . . . . . . . . . . . . . . . . D2-7 Hoist Pilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Low Steering Pressure. . . . . . . . . . . . . . . . . . . .L4-15 Adjustment Procedure (Power Down) . . . . . .L10-17
Hoist Relief. . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-16
Adjustment Procedure . . . . . . . . . . . . . . . . . .L10-16
Counterbalance . . . . . . . . . . . . . . . . . . . . . . . . . .L7-7
T
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-23
Tank Adjustment Procedure . . . . . . . . . . . . . . . . . .L10-19
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3 Steering Control Unit . . . . . . . . . . . . . . . . . . . . .L5-18
Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16 KOMTRAX Plus System. . . . . . . . . . . . . . . . . . . D11-1
Tie Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-15
Tires and Rims
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5 W
Toe-In Adjustment. . . . . . . . . . . . . . . . . . . . . . . . G3-18 Warnings and Cautions . . . . . . . . . . . . . . . . . . . . A4-1
Tools, Special . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1 Weights (Truck) . . . . . . . . . . . . . . . . . . . . . . . . . . A2-4
Torque Table (Standard) . . . . . . . . . . . . . . . . . . . . A5-1 Wheel Bearing Adjustment, Front
Troubleshooting Tire Removed. . . . . . . . . . . . . . . . . . . . . . . . . . G3-11
Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-8 Tire Mounted . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12
Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-7 Wheel Hub and Spindle . . . . . . . . . . . . . . . . . . . . G3-3
Cranking Motors. . . . . . . . . . . . . . . . . . . . . . . . D2-12 Wheel Motor Removal/Installation . . . . . . . . . . . . G5-4
Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-16 Wheels and Tires
Lincoln Lube. . . . . . . . . . . . . . . . . . . . . . . . . . . P3-14 Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
Prelube Starter Circuit . . . . . . . . . . . . . . . . . . . . D2-9 Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Steering Circuit. . . . . . . . . . . . . . . . . . . . . . . . . .L10-3 Windshield and Rear Window Service . . . . . . . . N2-18
2-Digit Display Panel . . . . . . . . . . . . . . . . . . . . . . E2-7 Windshield Washer. . . . . . . . . . . . . . . . . . . . . . . . N3-5
Windshield Wiper . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Q1-4 Alphabetical Index Q01065

SECTION R
SYSTEM SCHEMATICS
INDEX
HEATER A/C CONTROLS SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HE484
HYDRAULIC BRAKE SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH360
HYDRAULIC SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH366
RETRACTABLE LADDER SYSTEM - HYDRAULIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH364
RETRACTABLE LADDER SYSTEM - ELECTRICAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HE485
830E-1AC ELECTRICAL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XS6300
R01107 12/11 System Schematics R1-1

NOTES
R1-2 System Schematics 12/11 R01107

HD1500-7 A30049 and UP
730E A30552 and UP
830E A30891 and UP
830E-AC A30174 and UP
930E-4 A30693 and UP
HE484 FEB 07
ELECTRICAL SCHEMATIC
HEATER / AIR CONDITIONER CONTROLS
Sheet 1 of 1
TREADLE and PILOT
ACTIVATED DUAL
CONTROLLER
PX
P1 P2
0 - 10,894 kPa B1 B2 0 - 20,648 kPa

(0 - 1580 psi) (0 - 3000 psi)
Park
BR BF Brake
STOP LOW BRAKE LOCK
LIGHT APPLY SWITCH
SW Service
6895 ± 172 kPa Brake
517 ± 34 kPa
FRONT (1000 ± 25 psi)
(75 ± 5 psi)
BRAKE
CALIPERS
REAR
BRAKE
CALIPERS
BRAKE LOCK
PRESSURE BRAKE LOCK
10,342 kPa SOLENOID 9653 kPa
9653 kPa (1500 psi) N.C. (1400 psi)
(1400 psi) NITROGEN
NITROGEN SV1
ORF2 PP3
AR2 PR1 BL AF2
AR1 AF1
T1
LOW BRAKE
PRESS SW
Closes below
T3
15,858 kPa LAP2
(2300 psi) PR2
HS1 PARK BRAKE
LAP1 PRESSURE REGULATOR
17,237 kPa
(2500 psi)
SP3 PK1
ORF1 PARK BRAKE
PK2 PRESSURE
SWITCH
BRAKE Closes
MANIFOLD below
8618 kPa
CV1 LS1 CV2 CV3 (1250 psi)
PS1 SV2
NV1 AA NV2 PARK BRAKE
STEERING SOLENOID
AUTOMATIC
PRESSURE
APPLY
SWITCH SP1
14,479 ± 517 kPa
Closes SUPPLY
(2100 ± 75 psi)
below
15,858 kPa HH360 JAN 06
(2300 psi) Hydraulic Schematic
22,063 to
NOTE: Solenoids and switches shown in their STEERING 24,132 kPa
Brake System
non-energized, non-pressurized positions. BLEEDOWN 830E-AC
(3200 to
MANIFOLD 3500 psi) Effective with A30001 & UP
1. Steering Control Valve 6
2. Pressure Switch 517 kPa (75 psi)
3. Bleed Down Solenoid
4. Q.D. To Brake Circuit Supply 7 10 11 12
5. Q.D. Supply (from outside source)
6. Precharge Switch 7580 kPa (1,100 psi)
7. Accumulators 8
8. Supply to Automatic Lube
9. Check Valve
10. Supply to Brake Circuit 5
11. Q.D. Supply for Brake Circuit 1 9
12. Pressure Switch 15 860 kPa (2,300 psi) 2 4 13
13. Test Port (TP3)
14. Pressure Sensor (VHMS)
15. Relief Valve 27 580 kPa (4,000 psi)
16. Piloted Check Valve
17. Relief Valve 4137 kPa (600 psi) 3
18. Q.D. Return
19. Bleed Down Manifold
20. High Pressure Filter (Steering) 14
21. Test Port (GPA) 16 15
22. Steering/Brake Pump (66 GPM) 19
23. Compensator
24. Hoist Pump (120 gpm each section)
25. Shut Off Valves 17
26. Suction Screens 21 kPa (3 psi) bypass
27. Hydarulic Tank
28. Relief Valve 17 240 kPa (2500 psi) 18
29. Priority Valve
30. Directional Spool
31. Amplifier Spool
32. Flow Amplifier Valve
29 20
30
21
22
34 34
23
36
35 33
24
28 26 25
25
27
33. Shock & Suction Valves 20 000 kPa (2900 psi) 32 31 26 HH366 MAY 10
34. Test Ports (Steering Circuit) HYDRAULIC SCHEMATIC
35. Steering Cylinder Manifold STEERING AND BRAKES
36. Steering Cylinders 830E-1AC
A30109 & UP
SHEET 1 OF 2
1. Hoist Pump (120 gpm each section)
2. High Pressure Filters (Hoist)
3. Pressure Sensor (VHMS)
4. Hoist Valve 3 4
5. Hoist Relief Valve 17 240 kPa (2500 psi)
8. Q.D. Power Down
9. Test Port (TPD)
10. Overcenter Manifold
11. Counterbalance Valve 5
12. Hoist Cylinders
13. Test Port (TCBVP) 12
14. Test Port (TCBV) 6
15. Test Port (TR)
16. Test Port (TPU)
17. Q.D. Power Up 7
18. Spool Valve 8 9 10 11
19. Pilot Operated Check Valve 24
20. Hoist Limit Solenoid
21. Hoist Pilot Valve Lever Cable
2
22. Power Down Relief Valve 10 342 kPa (1500 psi)
23. Hoist Pilot Valve Spool 23 22
24. Hoist Pilot Valve
13
2
18 14
19
15
12
17 16
7
21 20
HH366 MAY 10
HYDRAULIC SCHEMATIC
STEERING AND BRAKES
830E-1AC
A30109 & UP
SHEET 2 OF 2
DOWN
P P
DOWN
A A
B A34 B A34
72.2 72.3
85
85 UP 78 78
MA1 DOWN MB1 IN OUT
G1/4 G1/4 G1/4 G1/4 G1/4 G1/4
#8SAE
50 67
75 1 62
bar
S8-3 62 S4-2
3 2 200
bar S4-2
68
76
77 A B
G1/4
SZ6 69
PS
60 71 A B
P
bar SZ6
S8-3 2 66 70
P T
G1/4
ACC
a b
74 P T SZ6
Pc (P1) = 55 BAR
V = 0.35 LTR 73 1 3
G1/4
MA
72.1 2
63
S8-2
1
65
S8-2
1
NOTE: VALVE NORMALLY CLOSED
64
S10-2
1
61
170
G1/4 bar G3/8
79 P T
40
26
P
23
S
25
HH364 SEPT 08
42 HYDRAULIC SCHEMATIC
SHEET 1 OF 1
DEUTSCH CONNECTOR PIN-OUTS
REMOTE (I) LIGHT/SIREN (10A) (K)
- TO BATTERY ISOLATOR 1. REM-UP, 14 1. LIGHT+, 6
2. REM-DOWN, 15 2. LIGHT-, 7
+ TO BATTERY ISOLATOR 3. REM-COMM, 6 3. SIREN+, 9
4. 0V, WHITE 4. SIREN-, 10
HYDRAULICS COMPARTMENT COMMS (J)

1. DA, 20
UP LIMIT (L)
1. NOT CONNECTED
2. DB, 10 2. NOT CONNECTED
3. 24V, 1 3. UP LIMIT +, 1
4. 0V, 9 4. UP LIMIT -, 8
PANEL RECEPTACLE (PIN CONTACTS)

13 17 24V POWER PACK MOTOR
PLUG (SOCKET CONTACTS)

24V SOLENOID
UTG 14-12- PIN-OUTS UTG 16-19 PIN-OUTS
A. [1] LIMIT + A. [1] PRESSURE +,
B. [2] 0V B. [2] IN -,2
C. [3] 24V C. [3] DOWN -,
HYDRAULICS NODE D. [4] DB D. [4] UP -
A00968 UTG0-14-12-PH E. [5] DA E. [5] UP +
UTG6-14-12-SN
F. [6] LIGHT + F. [6] OUT -
G. [7] LIGHT - G. [7] PUMP VOLTS
H. [8] POWER + H. [8] REM-DOWN -
1 J. [9] POWER - J. [9] REM-DOWN +
H. 1-CORE, 0.5m, FOR PUMP VOLTAGE 1
2 K. [10] LIMIT - K. [10] REM-UP +
UTG0-16-19-PH UTG6-16-19-SN 2
I. 4-CORE, 0.6m, FOR REMOTE (GREEN) L. [11] SIREN + L. [11] REM-UP -
3 M. [12] SIREN - M. [12] PRESSURE -
4 N. [13] PUMP -
P. [14] IN +
R. [15] DOWN +
5 S. [16] OUT +
1
4 T. [17] PUMP +
J. 4-CORE, 0.6m, FOR COMMS (WHITE) 2 U. FUTURE USE
3 V. FUTURE USE
3
WIRE LENGTH 150mm 2
BARE TERMINATED 4
WIRE TYPE/COLOUR AS PER PLUG SIDE
LABELLED WITH CONNECTOR TERMINAL NUMBER
6
1
7
K. 4-CORE, 0.6m, FOR LIGHT & SIREN 10A (YELLOW) 2
9
3
4 x 4-WAY DEUTSCH BULKHEAD CONNECTIONS
4
1
L. 2-CORE, 0.6m, FOR UP LIMIT (BLUE) 2
1
3
14 8
1 1 4
2
2 2
16
3 3
6
4 4
5 1
5 5
6 12 NOTES
6 6
7 7
LOW PRESSURE SWITCH 8-WAY FEMALE DEUTSCH CONNECTION 15 3 4 5 Access leads: 15A, unshielded 4-core, Deutsch terminated both ends, PVC braid shielding.
8 8
PRESSURE HIGH
Where current rating is omitted, current does not exceed 100mA in normal operation.
DOWN SOLENOID UP SOLENOID
HE485 SEPT 08
ELECTRICAL SCHEMATIC
SHEET 1 OF 2
CABIN
CABIN CONTROLLER NODE INSULATION (TO BE DETERMINED)

TO REAR OF DB15, LENGTH 500mm NOM.
A00966
CABLE I: BARE TERMINATED, 2-CORE, 4m, FOR PARK BRAKE

CABLE II: BARE TERMINATED, 2-CORE, 4m, FOR E-STOP
CABLE III: BARE TERMINATED, 2-CORE, 4m, FOR LADDER MOVING INHIBIT
CABLE IV: BULKHEAD TERMINATED, 4-CORE, 4m, FOR REMOTE
CABLE V: BULKHEAD TERMINATED, 4-CORE, 4m, FOR PARK BRAKE
PARK BRAKE (ORANGE)

REMOTE (GREEN)
DB15 PINOUT:
COMMS (WHITE)
1. 24V 9. 0V
INHIBIT (GRAY)
E-STOP (RED)
2. DA, 10. DB,
DB15 FEMALE (SKT CONTACT) 3. E STOP, CABLE II 11. E STOP COMMON
ON CABLE SIDE INTEGRATED 4. P BRAKE, 12. P BRAKE COMMON
WITH MOUNTING BRACKET. 5. LADDER MOVING INHIBIT 13. LADDER MOVING INHIBIT
NO IP RATING REQUIRED 6. REMOTE UP 14. REMOTE UP COMMON
7. REMOTE DOWN 15. REMOTE DOWN COMMON
8. DRAIN COMMON (0V)
1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
PANEL RECEPTACLE (PIN CONTACTS)
1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
PLUG (SKT CONTACTS)
4 x 4-WAY 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
4 x 4-WAY
DEUTSCH BULKHEAD CONNECTORS
IP67/MDG15
1
EXTERNAL/INTERCONNECT 1
CABLE PIN-OUTS 2
PLUGS INTO 2 COMMS (WHITE)
S/S POWER PACK 3
1. BLUE 3
2. WHITE 4
4
3. BROWN
4. GREEN UP
1 1
1
2 2
COMM 2 REMOTE (GREEN)
3 3
3
4 4
DOWN 4
1
CABLINE COMPONENTS: 1
2
1. CABIN COMPARTMENT LOOM, BR1585 2 INHIBIT (GREY)
2. HYDRAULICS COMPARTMENT CABLE HARNESS, BR1586 3
3
3. HYDRAULICS PCB WIRING, BR1581 4
4
4. 4m ACCESS LEAD, 15A, BR1587
5. 6m ACCESS LEAD, 15A, BR1588
6. 8m ACCESS LEAD, 15A, BR1582 1 1
7. 10m ACCESS LEAD, 15A, BR1583 1
2 2
8. 12m ACCESS LEAD, 15A, BR1584 2 E-STOP (RED)
3
3
4
4
N/C
DOOR CLOSED
1 1
1
2 2
2 PARK BRAKE (ORANGE)
3
3
4
4
HE485 SEPT 08
N/C ELECTRICAL SCHEMATIC
PARK BRAKE APPLIED
SHEET 2 OF 2
XS6301-0 SEPT 08
ELECTRIC SCHEMATIC
INDEX AND SYMBOLS
830E-1AC
A30240 & UP
SHEET 1 OF 35
XS6302-0 SEPT 08
ELECTRIC SCHEMATIC
GE SYSTEM BLOCK DIAGRAM
830E-1AC
A30240 & UP
SHEET 2 OF 35
XS6303-0 SEPT 08
ELECTRIC SCHEMATIC
MAIN PROPULSION SCHEMATIC
830E-1AC
A30240 & UP
SHEET 3 OF 35
XS6304-0 SEPT 08
ELECTRIC SCHEMATIC
GE 24/15V POWER DISTRIBUTION
830E-1AC
A30240 & UP
SHEET 4 OF 35
XS6305-0 SEPT 08
ELECTRIC SCHEMATIC
GE INVERTER FIRING
830E-1AC
A30240 & UP
SHEET 5 OF 35
XS6306-0 SEPT 08
ELECTRIC SCHEMATIC
GE INVERTER FIRING
830E-1AC
A30240 & UP
SHEET 6 OF 35
XS6307-2 MAR 10
ELECTRIC SCHEMATIC
ENGINE - I/O
830E-1AC
A30240 & UP
SHEET 7 OF 35
XS6308-0 SEPT 08
ELECTRIC SCHEMATIC
GE/24V - DIGITAL I/O
830E-1AC
A30240 & UP
SHEET 8 OF 35
XS6309-0 SEPT 08
ELECTRIC SCHEMATIC
CONTROL PANEL - ANALOG INPUTS
830E-1AC
A30240 & UP
SHEET 9 OF 35
XS6310-1 MAR 10
ELECTRIC SCHEMATIC
24V POWER DISTRIB. & CKT PROTECT
830E-1AC
A30240 & UP
SHEET 10 OF 35
A.I.D. MODULE
TB35-H TBB TBA

SHT 10 12M 12M BATT POWER
13 1
B-12
12M SHT 14
C-1
GE ICP
34LL SHT 32
CNF CN304
DIGITAL 33H C-9 LOW HYDRAULIC
81 g
I/O #5 99 TANK LEVEL
17FB104 TBD CN07 CN201
34LL 34LL 12F4 THIS SHT
2 A 13 R
2 1 C-3
33H SHT 25 TB35-N
33H L6
B-3 LOW HYD.
LAMP TEST SWITCH (LOW = 92.7 GAL)
TANK LEVEL
GREEN
33H SHT 15 HYD. LEVEL SENSOR
TBB TB28-L
71LS 0 C-1 34L 34L 0
A B 2
0 3
CN04 TBD
2 33H 33H TB22-R 33H
1 9 12 LAMP TEST
GB10
TB44-N
39L SHT 32
6 A-7
SHT 16 712P CN04
B-6 5 528 528 SHT 32
4 10 39L 39L
C-9
SHT 16 71LS 0
C D 2 2
D-2
JB6E
CN35 GREEN CN35 D66 D65
1 2 3 4 5 6
HOIST FILTER #1
1 1
D34
12F 12F4 THIS SHT 0
2 1 A B
B-9 39BP 39HP
CN201 30 HOIST FILTER #2
TB43-B TB43-A (35PSI)
12F THIS SHT
0 0
ELECTRIC SHT 16
F-2 39HP1 A B
SYSTEM FAULT 39HP A-8
THIS SHT 12F
CN201 CN07 TB35-K TBA ELECT.
E-10 12F 12F 79V 79V 79V 79V
R 11 C 7 SYS. 39BP 39HP (35PSI) STEERING FILTER
1 2
39HP2
FAULT 1 CN730
L4 B1 39BP 0 0 0
CN730 A B 4
12F THIS SHT B2 GND
D-2 39BP
5
(35PSI)
CN730
SHT 32
D-14
CIRCUIT BREAKER
DB1 TRIPPED
RB9-K3 LOW STEERING RB9-K6 D33
TBC TB26-T CN06 CN201
TB43-C NC PRESSURE NC CB 31CB 31CB 12MD3 12MD SHT 13
SHT 32 24VIM 24VIM CN07 CN201 CN201 CN07 32VIM
COM TB40-S COM P1 8 U 15 Y 1 2
A-9 24LS 24LS 33LS 33LS D21 OPEN 2 1 C-5
E 7 R 9 W 33A 2
1 2 33A L8
TB40-T
THIS SHT 12F NO L2 NO P3 TB27-M TBC
TB35-S STEERING
33F 33F
E-8 - - 1 2 LOW PRESSURE
+ 86 86 + 0
WARNING
SHT 8 0 33L D23 D22 33F
3 TB43-G 31CB 31CB
A-3 TB37-K
86 SHT 10
RB1 P1-G P4-5 RB3
LOW STEERING LOW STEERING
C-14 2 P3
PRESSURE RELAY PRESSURE RELAY
BRAKE
(POWER) (GROUND) 0 33F
WARNING 31CB 31CB
SHT 32 GND2 RB5 P1-F P3-2 RB4
A B C
C-5 D22
0 31ISA 11BCF SHT 32
LOW BRAKE 2 1
33F A-5
PRESSURE
CN201 CN07 TB35-R
THIS SHT 12F 33L 33L 33L 33L
R 12 B 33 TB32-V D23
C-2 1 2 VHMS CONTROLLED TBA 31ISA 34TL
31ISA SHT 32
LIGHTS NON-HYDRAULIC 2 2 1
L5 LOW STEERING B-4
WITH SOUND
PRESSURE SW.
(2300 psi)
D78 CN07 TB25-B TBC
THIS SHT 33ISA 33 33 33 IND SYS
2 1 T 6 WARNING
E-9
ALARM
JB4A
33 SHT 32 1 2 3 4
TB30-H CN240 CN240 B-4 12F SHT 13
LOW SERVICE 33BP 33BP 33 33
S D B-6
BRAKE PRESS. SW. DR5
33BP 33 12F THIS SHT
1 2
33BP D-1 12F THIS SHT
0 33BP
A C-1
0 33 FLASHING TBB CN06
B LIGHT POWER 12F 12F 12F 12F
12 B
(1850 psi) GB8 2
C 4 3 2 1 4 3 2 1 TB35-G SONALERT #1
JB4F JB4B TBD TB38-A CN06 D79 (CAB OVERHEAD)
31A 31A 31A 33ISA 1
SONALERT 13 W 1 2
BRAKE LOCK
CN240 TB27-J DEGRADATION
NC 33T 33T PRESSURE SW.
COM N
33 33ISA THIS SHT
33T D-3
A 0
NO
B
SHT 18 52B + - (1000 psi)
0
C
C-4
GB8
HYD. R11
BRAKE WARNING TBB
OIL 34T 0
RELAY 3
TEMP. 2 1
WARNING 2K
LOW ACCUMULATOR
PRE-CHARGE PRESSURE TBB R13
CN201 CN07 D33 TB44-P 31CL 0
TB35-P TBD
THIS SHT 12F 33K 33K 33K 33KL 33KL 11
1 2
R 10 D 2 1 10
C-2 1 2 2K
}
L3
LOW ACCUMULATOR 33KL SHT 32 LOW STRG.

TBD
8
31T
1
R12
2
0
XS6311-2 APRIL 11
ELECTRIC SCHEMATIC
PRE-CHARGE #1 C-9 PRECHARGE 2K
TB28-B ACC.PRESS.
0 51A1
OP-CAB OVERHEAD WARNING LIGHTS

2 1
LOW ACCUMULATOR TBB AIDGND
51A 0
PRE-CHARGE #2 10
(1100 psi)
0
2 1
51A2
TB28-C GB33
830E-1AC
GND1
(1100 psi)
A.I.D. MODULE
A30240 & UP
SHEET 11 OF 35
XS6312-1 MAR 10
ELECTRIC SCHEMATIC
OPER. CAB/OVERHEAD WARNING LIGHTS
830E-1AC
A30240 & UP
SHEET 12 OF 35
XS6313-0 SEPT 08
ELECTRIC SCHEMATIC
830E-1AC
A30240 & UP
SHEET 13 OF 35
XS6314-0 SEPT 08
ELECTRIC SCHEMATIC
830E-1AC
A30240 & UP
SHEET 14 OF 35
XS6315-1 MAR 10
ELECTRIC SCHEMATIC
LINCOLN LUBE SYSTEM
830E-1AC
A30240 & UP
SHEET 15 OF 35
XS6316-1 MARCH 09
ELECTRIC SCHEMATIC
OPER. CAB GAUGES, OPTION SWITCHES
830E-1AC
A30240 & UP
SHEET 16 OF 35
XS6317-2 MAR 10
ELECTRIC SCHEMATIC
HEATER, AIR CONDITIONER CONTROLS
830E-1AC
A30240 & UP
SHEET 17 OF 35
XS6318-0 SEPT 08
ELECTRIC SCHEMATIC
WORK LIGHT AND HORN
830E-1AC
A30240 & UP
SHEET 18 OF 35
XS6319-0 SEPT 08
ELECTRIC SCHEMATIC
RETARD LIGHTS, BACKUP LTS & HORNS
830E-1AC
A30240 & UP
SHEET 19 OF 35
XS6320-1 MAR 10
ELECTRIC SCHEMATIC
OPERATOR DRIVE SYSTEM CONTROLS
830E-1AC
A30240 & UP
SHEET 20 OF 35
XS6321-0 SEPT 08
ELECTRIC SCHEMATIC
RADIO & WINDOWS
830E-1AC
A30240 & UP
SHEET 21 OF 35
XS6322-1 APRIL 09
ELECTRIC SCHEMATIC
CLEARANCE LIGHTS
830E-1AC
A30240 & UP
SHEET 22 OF 35
XS6323-0 SEPT 08
ELECTRIC SCHEMATIC
FOG LIGHTS AND HEAD LIGHTS
830E-1AC
A30240 & UP
SHEET 23 OF 35
XS6324-1 MAR 10
ELECTRIC SCHEMATIC
OPERATOR CAB - INSTRUMENT LIGHTS
830E-1AC
A30240 & UP
SHEET 24 OF 35
XS6325-1 MAR 10
ELECTRIC SCHEMATIC
KEY SW & TIMED ENGINE SHUTDOWN
830E-1AC
A30240 & UP
SHEET 25 OF 35
XS6326-1 MAY 10
ELECTRIC SCHEMATIC
START CIRCUIT
830E-1AC
A30240 & UP
SHEET 26 (pg. 1) OF 35
XS6326-2 MAY 10
ELECTRIC SCHEMATIC
START CIRCUIT
830E-1AC
A30240 & UP
SHEET 26 (pg. 2) OF 35
XS6327-2 MAR 10
ELECTRIC SCHEMATIC
ENGINE CIRCUITS
830E-1AC
A30240 & UP
SHEET 27 OF 35
XS6328-0 SEPT 08
ELECTRIC SCHEMATIC
PAYLOAD METER 3 CIRCUITS
830E-1AC
A30240 & UP
SHEET 28 OF 35
XS6329-0 SEPT 08
ELECTRIC SCHEMATIC
DIAG PORTS & DISPATCH SYSTEM
830E-1AC
A30240 & UP
SHEET 29 OF 35
XS6330-0 SEPT 08
ELECTRIC SCHEMATIC
RESERVE OIL SYST & GE I/O
830E-1AC
A30240 & UP
SHEET 30 OF 35
XS6331-0 SEPT 08
ELECTRIC SCHEMATIC
WINDSHIELD WIPER & TURN SIG. CONTROLS
830E-1AC
A30240 & UP
SHEET 31 OF 35
XS6332-2 MAR 10
ELECTRIC SCHEMATIC
VHMS, INTERFACE ORBCOMM MODULES
830E-1AC
A30240 & UP
SHEET 32 OF 35
XS6333-0 SEPT 08
ELECTRIC SCHEMATIC
CIRCUIT LOCATOR SHEET
830E-1AC
A30240 & UP
SHEET 33 OF 35
XS6334-0 SEPT 08
ELECTRIC SCHEMATIC
COMPONENT LOCATOR SHEET
830E-1AC
A30240 & UP
SHEET 34 OF 35
XS6335-0 SEPT 08
ELECTRIC SCHEMATIC
HOT START OPTION
830E-1AC
A30240 & UP
SHEET 35 OF 35

830e-1ac SM A30240-A30560 Ing Cebm021903

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830e-1ac SM A30240-A30560 Ing Cebm021903

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CEBM021903

SERIAL NUMBERS A30240 - A30560

Replacement parts manufactured and supplied by unauthorized sources may not be

A00045 Introduction A-1

“DANGER” identifies a specific potential hazard WHICH WILL

“WARNING” identifies a specific potential hazard WHICH

“CAUTION” is used for general reminders of proper safety

A-2 Introduction A00045

ENGINE, FUEL, COOLING AND AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C

ELECTRIC SYSTEM (24 VDC. NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D

ELECTRIC PROPULSION AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E

DRIVE AXLE, SPINDLES AND WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G

OPTIONS AND SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M

LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P

A00045 Introduction A-3

A-4 Introduction A00045

MAJOR COMPONENTS & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2

SAFETY AND OPERATING INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3

WARNINGS AND CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4

TORQUE TABLES AND CONVERSION CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5

STORAGE AND IDLE MACHINE PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7

A01001 8/10 Index A1-1

A1-2 Index 8/10 A01001

A02081 Major Component Description A2-1

A2-2 Major Component Description A02081

A02081 Major Component Description A2-3

*Nominal payload is defined by Komatsu America

OVERALL TRUCK DIMENSIONS

A2-4 Major Component Description A02081

GENERAL SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5

Safety Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5

Truck Safety Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5

Clothing And Personal Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5

Unauthorized Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5

Leaving The Operator’s Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5

Mounting And Dismounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6

Fire Extinguishers And First Aid Kits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6

Precautions For High Temperature Fluids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6

Asbestos Dust Hazard Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6

Fire Prevention For Fuel And Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7

ROPS Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7

Preventing Injury From Work Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7

Precautions For Optional Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7

Precautions When Starting The Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7

PRECAUTIONS FOR TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8

Safety Is Thinking Ahead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8

Safety At The Worksite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8

Fire Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8

Preparing For Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8

Ventilation For Enclosed Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8

Mirrors, Windows, And Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9

In The Operator’s Cab - Before Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9

A03043 11/11 General Safety and Operating Instructions A3-1

Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9

Truck Operation - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9

Traveling In The Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10

Precautions When Traveling In Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10

Traveling On Slopes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10

Ensuring Good Visibility. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-11