Shop Manual 830E-1 A40851 & UP PDF

CEBM027400
Shop
Manual
DUMP TRUCK
SERIAL NUMBERS
A40851 & UP
This material is proprietary to Komatsu America

Corp (KAC), and is not to be reproduced, used, or
disclosed except in accordance with written authorization from KAC.
It is the policy of the Company to improve products whenever it is possible and practical to do so.
The Company reserves the right to make changes
or add improvements at any time without incurring
any 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 distributor 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 personnel 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 problems. 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 systems.
Replacement parts manufactured and supplied by unauthorized sources may not be
designed, manufactured or assembled to Komatsu's design specifications; accordingly, use of such parts may compromise the safe operation of Komatsu products
and place the operator and others in danger should the part fail.
Komatsu is also aware of repair companies that will rework or modify an OEM part
for reuse in critical systems. Komatsu does not generally authorize such repairs or
modifications for the same reasons as noted above.
Use of non-OEM parts places full responsibility for the safe performance of the Komatsu product on the supplier and user. Komatsu will not in any case accept responsibility for the failure or performance of non-OEM parts in its products, including any
damages or personal injury resulting from such use.
FOREWORD
This Shop Manual is written for use by the service technician and is designed to help the technician become fully
knowledgeable of the truck and all its systems in order to keep it running and in production. All maintenance personnel should read and understand the materials in this manual before performing maintenance and/or operational
checks on the truck. All safety notices, warnings and cautions should be understood and followed when accomplishing repairs on the truck.
The first section covers component descriptions, truck specifications and safe work practices, as well as other general information. The major portion of the manual pertains to disassembly, service and reassembly. Each major serviceable area is dealt with individually. For example: The disassembly, service and reassembly of the radiator
group is discussed as a unit. The same is true of the engine and engine accessories, and so on through the entire
mechanical detail of the truck. Disassembly should be carried only as far as necessary to accomplish needed
repairs.
The illustrations used in this manual are, at times, typical of the component shown and may not necessarily depict
a specific model.
This manual shows dimensioning of 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 Nm (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 designates the Truck Model Number, Product Identification Number (vehicle serial number), and Maximum G.V.W.
(Gross Vehicle Weight) rating.
The KOMATSU Truck Model designation consists of three numbers and one letter (i.e. 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 manufacturing bill of material for this unit. This complete number will be necessary for proper ordering of many service
parts and/or warranty consideration.
The Gross Vehicle Weight (GVW) is what determines the load on the drive train, frame, tires, and other components. The vehicle design and application guidelines are sensitive to the total maximum Gross Vehicle Weight
(GVW) and this means the total weight: the Empty Vehicle Weight + the fuel & lubricants + the payload.
To determine allowable payload: Service all lubricants for proper level and fill fuel tank of empty truck (which
includes all accessories, body liners, tailgates, etc.) and then weigh truck. Record this value and subtract from the
GVW rating. The result is the allowable payload.
NOTE: Accumulations of mud, frozen material, etc. become a part of the GVW and reduces allowable
payload. To maximize payload and to keep from exceeding the GVW rating, these accumulations should be
removed as often as practical.
Exceeding the allowable payload will reduce expected life of truck components.
A00046
Introduction
A-1
This ALERT symbol is used with the signal words,

DANGER, WARNING, and CAUTION in this manual to alert the reader to hazards arising from improper
operating and maintenance practices.
DANGER identifies a specific potential hazard WHICH WILL

RESULT IN EITHER INJURY OR DEATH if proper precautions
are not taken.
WARNING identifies a specific potential hazard WHICH

MAY RESULT IN EITHER INJURY OR DEATH if proper precautions are not taken.
CAUTION is used for general reminders of proper safety

practices OR to direct the readers attention to avoid unsafe
or improper practices which may result in damage to the
equipment.
A-2
Introduction
A00046
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
A00046
Introduction
A-3
KOMATSU MODEL 830E-AC TRUCK
A-4
Introduction
A00046
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

dump truck with AC Electric Drive. The gross vehicle
weight is 385 852 kg (850,650 lbs.). The engine is a
Komatsu SDA16V160 rated @ 1865 kW (2500 HP).
The operator cab has been engineered for operator

comfort and to allow for efficient and safe operation
of the truck. The cab provides wide visibility, with an
integral 4-post ROPS/FOPS structure, and an
advanced analog operator environment. It includes a
tinted safety-glass windshield and power-operated
side windows, a deluxe interior with a fully adjustable
seat with lumbar support, a fully adjustable tilt/telescope steering wheel, controls mounted within easy
reach of the operator, and an analog instrument
panel which provides the operator with all instruments and gauges which are necessary to control
and/or monitor the truck's operating systems.
Traction Alternator (G.E. GTA-41)

The diesel engine drives an in-line alternator at
engine speed. The alternator produces AC current
which is rectified to DC within the main control cabinet.
Cooling air for the control / power group and wheel
motors, as well as the alternator itself, is provided by
a fan mounted on the alternator shaft.
Main Control Cabinet

Each phase module contains paired positive and
negative semiconductor switches referred to as insulated gate bipolar transistors (IGBT). The IGBTs
cycle on and off at varying frequencies to create an
AC power signal from the DC supply.
The AC power signal produced by each inverter is a
variable-voltage, variable-frequency (VVVF) signal.
Frequency and voltage are changed to suit the operating conditions.
AC Induction Traction Motorized Wheels

The alternator output supplies electrical energy to the
two wheel motors attached to the rear axle housing.
The motorized wheels use three-phase AC induction
motors with full-wave AC power.
The two wheel motors convert electrical energy back
to mechanical energy through built-in gear trains
within the wheel motor assembly. The direction of the
wheel motors is controlled by the directional control
lever located on the center console.
Suspension
HYDRAIRII suspension cylinders located at each
wheel provide a smooth and comfortable ride for the
operator and dampens shock loads to the chassis
during loading and operation.
A02089
Power Steering
The truck is equipped with a full time power steering
system which provides positive steering control with
minimum operator effort. The system includes nitrogen-charged accumulators which automatically provide emergency power if the steering hydraulic
pressure is reduced below an established minimum.
Dynamic Retarding
The dynamic retarding is used to slow the truck during normal operation or control speed coming down a
grade. The dynamic retarding ability of the electric
system is controlled by the operator through the activation of the retarder pedal in the operators cab and
by setting the RSC (Retarder Speed Control).
Dynamic retarding is automatically activated, if the
truck speed goes to a preset overspeed setting.
Brake System
The braking system consists of an all hydraulic actuation system. Depressing the brake pedal actuates
wheel-speed single disc front brakes and armaturespeed 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 system pressure decreases below a preset minimum.
The parking brake is integral with the service brake
caliper, and is spring-applied and hydraulicallyreleased. The park brake is applied by moving the
directional control lever to the PARK position.
Major Component Description
A2-1
1.
2.
3.
4.
5.
6.
7.
Operator Cab
Reserve Oil System
Steps and Ladder
Radiator
Auto Lubrication
Engine
Suspension
A2-2
FIGURE 16-1. TRUCK COMPONENTS

14. Fuel Tank
15. Hoist Cylinder
10. Steering Linkage
16. Rear Axle Housing
11. Alternator
17. Disc Brake
12. Hoist Filters
18. Rear Tires
13. Steering Filter
19. Rear Suspension
8. Wheel Hub
9. Disc Brake
20. Rear Axle Hatch

21. Hydraulic Tank
22. Hoist and Steering
Pump
23. Steering
Accumulators
A02089
SPECIFICATIONS
These specifications are for the standard Komatsu
830E-AC Truck. Customer Options may change this
listing.
ENGINE
Komatsu SDA16V160
(Optional SSDA16V160)
No. of Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Operating Cycle. . . . . . . . . . . . . . . . . . . . . . 4-Stroke
Rated Brake HP. . . . 1865 kW (2500 hp)@ 1900 rpm
Flywheel HP . . . . . 1761 kW (2360 hp) @ 1900 rpm
Weight* (Wet)
8 558 kg (18,867 lbs)
* Weight does not include Radiator, Sub-frame, or
Alternator
AC ELECTRIC DRIVE SYSTEM

(AC/DC Current)
SERVICE CAPACITIES
. . . . . . . . . . . . . . . . . . . . . . . . . . . Liters. (U.S. Gal.)
Crankcase * . . . . . . . . . . . . . . . . . 280.0. . . . . (74.0)
* Includes Lube Oil Filters
Cooling System . . . . . . . . . . . . . . . . 568. . . . . (150)
Fuel . . . . . . . . . . . . . . . . . . . . . . . . 4542. . . . (1200)
Hydraulic System . . . . . . . . . . . . . . . 946. . . . . (250)
Hydraulic Tank . . . . . . . . . . . . . . . . . 901. . . . . (238)
Wheel Motor Gear Box (each) . . . . . . 38. . . . . . (10)
HYDRAULIC SYSTEMS*
Pumps
Hoist . . . . . . . . . . . . . . . . . . . . . Tandem Gear Pump
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
. . . . . . . . . . . . . . . . . . . . . . . .18 961 kPa (2,750 psi)
System Relief Pressures
Alternator . . . . . . . . . . . . .General Electric GTA - 41

Dual Impeller, In-Line Blower 255 m3/min (9000 cfm)
Motorized Wheels . . . .GEB25 AC Induction Traction
Motors
Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31.875:1
Maximum Speed* . . . . . . . . . 64.5 km/h (40 mph)
(*w/40.00-57 Tires and 31.875:1 gear train)
*NOTE: Wheel motor application depends upon GVW, haul road
grade and length, rolling resistance, and other parameters. Komatsu & G.E. must analyze each job condition to assure proper
application.
DYNAMIC RETARDING
Electric Dynamic Retarding . . . . . . . . . . . . . Standard
Maximum Rating . . . . . . . . . . . . . 3207 kW (4300 hp)
24 VDC ELECTRIC SYSTEM
Batteries . . . . 4 x 8D 1450 CCA, 12 volt batteries in
Series/Parallel w/Disconnect Switch
Alternator . . . . . . . . . . . 24 Volt, 250 Ampere Output
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24 Volt
Cranking Motors (2). . . . . . . . . . . . . . . . . . . . .24 Volt
Hoist . . . . . . . . . . . . . . . . . . . .17 240 kPa (2,500 psi)

Steering/Brakes . . . . . . . . . . .27 580 kPa (4,000 psi)
Hoist Cylinders (2) . . . . . . . . . . . . . . . . . . . . 3-Stage
Tank (Vertical/Cylindrical) . . . . . . . . Non-Pressurized
Filtration . . . . . . . . . . . . In-line replaceable elements
Suction . . . . . . . . . . . .Single, Full Flow, 100 Mesh
Hoist & Steering . . . . . . . . Full Flow, Dual In-Line,
. . . . . . . . . . . High Pressure Beta 12 Rating =200
*With Quick Disconnects for powering disabled truck
and system diagnostics.
SERVICE BRAKES
Actuation . . . . . . . . . . . . . . . . . . . . . . . .All Hydraulic
Front . . . . . . . . . . . . . . . . Wheel Speed, Single Disc
Inboard Mounted . . . . . . . . . . . . . . . . . 3 Calipers
Disc Diameter, O.D. . . . . . . . 1213 mm (47.75 in.)
Rear . . . . . . . . . . . . . . . Armature Speed, Dual Disc
Disc Diameter, O.D. . . . . . . . . 635 mm (25.00 in.)
Emergency Brake- Automatically Applied (Standard)
Wheel Brake Lock . . . . . . Manual Switch on Panel
. . . . . . . . . . . . . . . . . . . . . . . (Loading and Dumping)
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.
A02089
A2-3
DUMP BODY CAPACITIES AND DIMENSIONS

Standard, Heaped @ 2:1 (SAE) . . 147 m3 (193 yd3)
Struck . . . . . . . . . . . . . . . . . . . . . 117 m3 (153 yd3)
Loading Height Empty . . . . . . . . 6.61 m (21 ft. 8 in.)
Dumping Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Non-heated body w/exhaust mufflers . . . . . Standard
TIRES
Radial Tires (standard) . . . . . . . . . . . . . . . 40.00 R57
Optional Tires . . . . . . . . . . . . . . . . . . . . . . 46/90 R57
Rock Service, Deep Tread . . . . . . . . . . . . . Tubeless
Rims, standard 5 piece. . Rated to 827 kPa (120 psi)
WEIGHT DISTRIBUTION
Empty Vehicle . . . . Kilograms. . . . . . . . (Pounds)
Front Axle . . . . . . . . . . . 82 747. . . . . . . . (182,426)
Rear Axle. . . . . . . . . . . . 82 902. . . . . . . . (182,768)
Total (100% fuel) . . . . . 165 649. . . . . . . . (365,194)
Standard Komatsu body 27 669. . . . . . . . . (61,000)
Standard tire weight. . . . 21 081. . . . . . . . . (46,476)
Loaded Vehicle . . . Kilograms. . . . . . . . (Pounds)
Front Axle . . . . . . . . . . 127 330. . . . . . . . (280,715)
Rear Axle. . . . . . . . . . . 258 522. . . . . . . . (569,935)
Total * . . . . . . . . . . . . . 385 852. . . . . . . . (850,650)
Nominal Payload *. . . . 220 199. . . . . . . . (485,456)
. . . . . . . . . . . . . (242 U.S. Ton)
*Nominal payload is defined by Komatsu America
Corporations payload policy documentation. In general, 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 . . . . . . . . . . . . . . . . . . . . . . . . . .
Width . . . . . . . . . . . . . . . . . . . . . . . . . . .
Height with Canopy . . . . . . . . . . . . . . . .
Height with Dump Body Up . . . . . . . . . .
Turning Circle (on front track) . . . . . . . .
A2-4
14.4 m (47 ft. 3 in.)

7.32 m (24 ft. 0 in.)
6.96 m (22 ft. 10 in.)
13.52 m (44 ft. 4 in.)
28.4 m (93 ft. 0 in.)
A02089
SECTION A3
GENERAL SAFETY AND
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 Operators 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 Operators Cab - Before Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9
OPERATING THE MACHINE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9
Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9
Truck Operation - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9
Traveling In The Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
A03052
General Safety and Operating Instructions
A3-1
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
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
A3-2
A03052
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
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-20
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
CAPACITOR DISCHARGE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-26
Necessary Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-26
MANUAL DC LINK CAPACITOR DISCHARGE PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . A3-28
CAPACITOR CHARGE LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-30
FAILURE OF DISCHARGE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-31
MANUAL DISCHARGE OF CAPACITORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-32
SHORT ISOLATED CAPACITOR TERMINALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-34
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
A03052
A3-3
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
A3-4
A03052
GENERAL SAFETY
Safety records of most organizations will show that
the greatest percentage of accidents are caused by
unsafe acts of persons. The remainder are caused
by unsafe mechanical or physical conditions. Report
all unsafe conditions to the proper authority.
The following safety rules are provided as a guide for
the operator. However, local conditions and regulations may add many more to this list.
Read and follow all safety precautions. Failure to

do so may result in serious injury or death.
Safety Rules
Only trained and authorized personnel can
operate and maintain the machine.
Follow all safety rules, precautions and
instructions when operating or performing
maintenance on the machine.
When working with another operator or a person
on work site traffic duty, ensure all personnel
understand all hand signals that are to be used.
Truck Safety Features
Clothing And Personal Items

Avoid wearing loose
clothing, jewelry, and
loose long hair. They
can catch on controls
or in moving parts and
cause serious injury
or death. Additionally,
never
wear
oily
clothes as they are
flammable.
Wear a hard hat, safety glasses, safety shoes, a
mask and gloves when operating or maintaining
a machine. Always wear safety goggles, a hard
hat and heavy gloves if your job involves
scattering metal chips or minute materials. This is
particularly important when driving pins with a
hammer or when cleaning air cleaner elements
with compressed air. Also, ensure that the work
area is free of other personnel during such tasks.
Unauthorized Modification
Any modification made to this vehicle without
authorization from Komatsu America Corp. can
possibly create hazards.
Before making any modification, consult your
authorized regional Komatsu America Corp.
distributor. Komatsu will not be responsible for
any injury or damage caused by any
unauthorized modification.
Ensure all guards and covers are in their proper

position. Repair any damaged guards and
covers. (Refer to Walk-Around Inspection, later in
this section.)
Leaving The Operators Seat
Learn the proper use of safety features such as

safety locks, safety pins, and seat belts. Always
use these safety features, properly.
While leaving the operator's seat, DO NOT touch any

controls. To prevent accidental operations from
occurring, always perform the following:
Never remove any safety features. Always keep

safety features in good operating condition.
Move the directional control lever to the PARK

position (this will apply the parking brake). DO
NOT apply the wheel brake lock.
Improper use of safety features may result in

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.
A03052
A3-5
Precautions For High Temperature Fluids
Mounting And Dismounting

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

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.
A3-6
A03052
Fire Prevention For Fuel And Oil

Fuel, oil, and antifreeze can be ignited by a
flame. These fluids are extremely flammable and
hazardous.
Keep flames away from flammable fluids.
When modifying or repairing the ROPS, always

consult your nearest Komatsu distributor.
Even with the ROPS installed, the operator must
always use the seat belt when operating the
machine.
Stop the engine while refueling.

Preventing Injury From Work Equipment
Never smoke while refueling

Tighten all fuel and oil tank caps securely.
Refuel and maintain oil in well ventilated areas.
Keep oil and fuel in a designated location. DO
NOT allow unauthorized persons to enter.
Never position any part of your body between

movable parts such as the dump body, chassis or
cylinders. If the work equipment is operated,
clearances will change and may cause serious
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.
ROPS Precautions
The Rollover Protection Structure (ROPS) must
be properly installed for machine operation.
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
absorb the energy of the impact.
ROPS structures installed on equipment
manufactured and designed by Komatsu fulfills
all of the regulations and standards for all
countries. If it is modified or repaired without
authorization from Komatsu, or is damaged when
the machine rolls over, the strength of the
structure will be compromised and will not be
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.
A03052
Any injuries, accidents, and product failures

resulting from the use of unauthorized
attachments will not be the responsibility of
Komatsu America Corp., or the authorized
regional Komatsu distributor.
Precautions When Starting The Machine

Start the engine from the
operators seat, only.
Never attempt to start the
engine by shorting across the
starter terminals. This may
cause fire, or serious injury or
death to anyone in the
machines path.
A3-7
PRECAUTIONS FOR TRUCK OPERATION

Safety Is Thinking Ahead
Prevention is the best safety program. Prevent a
potential accident by knowing the employer's safety
requirements and all necessary job site regulations.
In addition, know the proper use and care of all the
safety equipment on the truck. Only qualified operators or technicians may attempt to operate or maintain a Komatsu machine.
Safe practices start before the operator gets to the
equipment!
Fire Prevention
Remove all wood chips,
leaves, paper and other
flammable
items
accumulated in the engine
compartment, as they could
cause a fire.
Check fuel, lubrication, and hydraulic systems for
leaks. Repair any leaks. Clean any excess oil,
fuel or other flammable fluids, and dispose of
properly.
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
operator is visible.
Before starting the engine, thoroughly check the
area for any unusual conditions that could be
dangerous.
Examine the road surface at the job site and
determine the best and safest method of
operation.
Choose an area where the ground is as
horizontal and firm as possible before performing
the operation.
If you need to operate on or near a public road,
protect pedestrians and cars by designating a
person for work site traffic duty or by installing
fences around the work site.
The operator must personally check the work
position, the roads to be used, and existence of
obstacles before starting operations.
Always determine the travel roads to be used at
the work site. Travel roads must be maintained in
order to ensure safe machine travel.
Preparing For Operation

Always mount and dismount while facing the
truck. Never attempt to mount or dismount the
truck while it is in motion. Always use handrails
and ladders when mounting or dismounting the
truck.
Check the deck areas for debris, loose hardware,
and tools. Check for people and objects that
remain on or around the truck.
Become familiar with and use all protective
equipment devices on the truck and ensure that
these items (anti-skid material, grab bars, seat
belts, etc.) are securely in place.
Ventilation For Enclosed Areas

If it is necessary to start the
engine in an enclosed area,
provide adequate ventilation.
Exhaust fumes from the
engine can kill.
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.
A3-8
A03052
Mirrors, Windows, And Lights

Remove any dirt from the surface of the
windshield, cab windows, mirrors and lights.
Good visibility may prevent an accident.
Adjust the mirrors to a position where the
operator can see best from the operator's seat.
Ensure headlights, work lights and taillights are in
proper working order. Ensure that the machine is
equipped with the proper work lamps needed for
the operating conditions.
Replace any broken mirrors, windows or lights.
In The Operators Cab - Before Starting The
Engine
DO NOT leave tools or spare parts lying around
or allow trash to accumulate in the cab of the
truck. Keep all unauthorized reading material out
of the truck cab.
Keep the cab floor, controls, steps, and handrails
free of oil, grease, snow, and excess dirt.
Read and understand the contents of the
Operation & Maintenance manual. Read safety
and operating instructions with special attention.
Become thoroughly acquainted with all gauges,
instruments and controls before attempting
operation of the truck.
Read and understand the WARNING and
CAUTION decals in the operator's cab.
Ensure the steering wheel, horn, controls and
pedals are free of any oil, grease or mud.
Check operation of the windshield wiper,
condition of wiper blades, and check the washer
fluid reservoir level.
Be familiar with all steering and brake system
controls, warning devices, road speeds and
loading capabilities, before operating the truck.
If equipped, ensure the Retractable Ladder
System (RLS) is raised.
Seat Belts
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.
into the shoulder harness belt, near the retractor

end.
OPERATING THE MACHINE

Starting The Engine
NEVER ATTEMPT TO START THE MACHINE
BY SHORTING ACROSS THE STARTER
TERMINALS. This may cause fire, or serious
injury or death to anyone in machines path.
NEVER start the engine if a warning tag has
been attached to the controls.
When starting the engine, sound the horn as an
alert.
Start and operate the machine only while seated
in the operators seat.
DO NOT allow any unauthorized persons in the
operator's compartment or any other place on the
machine.
Truck Operation - General

WEAR SEAT BELTS AT ALL TIMES.
Only authorized persons are allowed to ride in
the truck. Passengers must be in the cab and
belted in the passenger seat.
DO NOT allow anyone to ride on the decks or on
the steps of the truck.
DO NOT allow anyone to get on or off the truck
while it is in motion.
DO NOT move the truck in or out of a building
without a signal person present.
Know and obey hand signal communications
between the operator and spotter. When other
machines and personnel are present, the
operator must move in and out of buildings,
loading areas and through traffic, under the
direction of a signal person. Courtesy at all
times is a safety precaution!
Immediately report any adverse conditions on
haul road, pit or dump area that may cause an
operating hazard.
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
A03052
A3-9
Check for flat tires periodically during a shift. If

the truck has been operating on a flat, the truck
must not be parked indoors until the tire cools. If
the tire must be changed, DO NOT stand in front
of the rim and locking ring when inflating a tire
mounted on the machine. Observers must not be
permitted in the area and must be kept away
from the side of such tires.
If the engine stops when the machine is in

motion, the emergency steering system will be
activated. Apply the brakes immediately and stop
the machine as quickly and safely as possible (off
of the haul road, if possible). Apply the parking
brake.
Precautions When Traveling In Reverse
Before operating the
machine
or
work
equipment, do as follows:
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
rubber or excessively hot brakes is evident.
If the truck must be approached, such as to fight
a fire, those personnel must do so only while facing the tread area of the tire (front or back),
unless protected by use of large heavy equipment as a shield. Stay at least 15 m (50 ft) from
the tread of the tire.
In the event of fire in the tire and wheel area
(including brake fires), stay away from the truck
for at least eight hours or until the tire and wheel
are cool.
Keep serviceable fire fighting equipment on
hand. Report used extinguishers for replacement
or refilling.
Always move the directional control lever to
PARK (this will apply the parking brake) when the
truck is parked and unattended. DO NOT leave
the truck unattended while the engine is running.
NOTE: DO NOT use wheel brake lock when parking
the truck.
Park the truck a safe distance away from other
vehicles as determined by the supervisor.
Stay alert at all times! In the event of an
emergency, be prepared to react quickly and
avoid accidents. If an emergency arises, know
where to get prompt assistance.
Traveling In The Truck
When traveling on rough ground, travel at low
speeds. When changing direction, avoid turning
suddenly.
Ensure the backup alarm works properly.

Sound the horn to warn people in the area.
Check for personnel near the machine. Do a
thorough check behind the machine.
When necessary, designate a person to watch
the area for the truck operator. This is particularly
necessary when traveling in reverse.
When operating in hazardous areas and areas
with poor visibility, designate a person to direct
work site traffic.
DO NOT allow any one to enter the line of travel
of the machine. This rule must be strictly obeyed
even with machines equipped with a back-up
alarm or rear view mirror.
Traveling On Slopes
Traveling on slopes could result in the machine
tipping over or slipping.
DO NOT change direction on slopes. To ensure
safety, drive to level ground before turning.
DO NOT travel up and down on grass, fallen
leaves, or wet steel plates. These materials may
make the machine slip on even the slightest
slope. Avoid traveling sideways, and always keep
travel speed low.
When traveling downhill, use the retarder to
reduce speed. DO NOT turn the steering wheel
suddenly. DO NOT use the foot brake except in
an emergency.
If the engine stops on a slope, apply the service
brakes to fully stop the machine. Move the
directional control lever to the PARK position (this
will apply the parking brake).
Lower the dump body and move the dump lever

to the FLOAT position before traveling.
A3-10
A03052
Ensuring Good Visibility
Driving Near High Voltage Cables
When working in dark places, install work lamps

and head lamps.
Discontinue operations if visibility is poor, such as

in mist, snow, or rain. Wait for the weather to
improve to allow the operation to be performed
safely.
Operating On Snow
When working on snowy or icy roads, there is
danger that the machine may slip to the side on
even the slightest slope. Always travel slowly and
avoid sudden starting, turning, or stopping in
these conditions.
Be extremely careful when clearing snow. The
road shoulder and other objects are buried in the
snow and cannot be seen.
Driving near high-voltage cables can cause

electric shock. Always maintain the safe
distances between the machine and the electric
cable as listed below.
Voltage
Minimum Safe Distance
6.6 kV
3m
10 ft.
33.0 kV
4m
14 ft.
66.0 kV
5m
17 ft.
154.0 kV
8m
27 ft.
275.0 kV
10 m
33 ft.
The following actions are effective in preventing accidents while working near high voltages:
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

When working in tunnels, on bridges, under
electric cables, or when entering an enclosed
area where there are height limits, always use
extreme caution. The dump body must be
completely lowered before driving.
Driving with a raised dump body or raising the

dump body in an enclosed area, may result in
serious damage and bodily injury or death.
Always drive with the dump body resting on the
frame.
If the work equipment touches an electric cable,

the operator must not leave the cab.
When performing operations near high voltage
cables, DO NOT allow anyone to approach the
machine.
Check
with
the
electrical
maintenance
department about the voltage of the cables
before starting operations.
When Loading The Truck
Ensure the surrounding area is safe. If so, stop
the machine in the correct loading position and
evenly load the body.
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.
A03052
A3-11
Working On Loose Ground

Avoid operating the machine near cliffs,
overhangs, and deep ditches. If these areas
collapse, the machine could fall or tip over and
result in serious injury or death. Remember that
ground surfaces in these areas may be
weakened after heavy rain or blasting.
Freshly laid soil and the soil near ditches is loose.
It can collapse under the weight or vibration of
the machine. Avoid these areas whenever
possible.
Turn the key switch to the OFF position and wait

for the engine to stop. This could take up to three
minutes for a hot engine to cool down. 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.
Place wheel chocks around the wheels to
prevent the truck from rolling.
Parking The Machine

Ensure the truck body is empty. Completely lower
the dump body by placing the hoist control lever
in the FLOAT position.
Choose a horizontal road surface to park the
machine. If the machine must be parked on a
slope, follow local regulations to secure the truck
to prevent the machine from moving.
Move the directional control lever to PARK (this
will apply the parking brake).
NOTE: DO NOT apply the wheel brake lock.
TOWING
Improper towing methods may lead to serious personal injury and/or damage.
Tow with a solid tow bar. DO NOT tow with a
cable.
Use a towing device with ample strength for the
weight of this machine.
Never tow a machine on a slope.
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, refer to Operating Instructions Towing later in this section.)
A3-12
A03052
WORKING NEAR BATTERIES

Battery Hazard Prevention
Battery electrolyte contains sulfuric acid and can
quickly burn the skin and eat holes in clothing. If electrolyte comes in contact with skin, immediately flush
the area with water.
Battery acid can cause blindness if splashed into the
eyes. If acid gets into the eyes, flush them immediately with large quantities of water and see a doctor
immediately.
If acid is accidentally ingested, drink a large
quantity of water, milk, beaten eggs or vegetable
oil. Call a doctor or poison prevention center
immediately.
Always wear safety glasses or goggles when
working with batteries.
When removing or installing a battery, positively

identify the positive (+) terminal and negative (-)
terminal and use precautions not to short circuit
between the terminals.
This truck is equipped with a master disconnect
switch (3, Figure 3-2) on the battery ground
circuit. When disconnecting battery cables,
always move the master disconnect switch to the
OFF position (1, Figure 3-1). First, disconnect the
positive (+) battery cables, then the negative (-)
battery cables last.
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.
When connecting battery cables, always move
the master disconnect switch (3, Figure 3-2) to
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
no warning lights illuminate, then turn the battery
disconnect switches to the OFF position.
FIGURE 3-1. MASTER DISCONNECT SWITCH

1. Off
2. On
Avoid short-circuiting the battery terminals

through accidental contact with metallic objects,
such as tools, across the terminals.
A03052
A3-13
Jump Starting With Booster Cables
Jump Starting With Receptacles

starting the machine with booster cables.

starting the machine with booster cables.
While jump starting with another machine, DO

NOT allow the two machines to touch.
While jump starting with another machine, DO

NOT allow the two machines to touch.
Ensure the parking brake is applied on both

machines. The engine on the good machine is to
be operating.
Ensure the parking brake is applied on both

machines. The engine on the good machine is to
be operating.
Ensure the size of the booster cables and clips

are suitable for the battery size. Inspect the
cables and clips for any damage or corrosion.
Inspect the cables and connectors for any

damage or corrosion.
Ensure the key switch and master battery

disconnect switch (3, Figure 3-2) on the disabled
machine is in the OFF position.
Connect the batteries in parallel: positive to
positive and negative to negative.
Connect the positive (24VDC +) cable from the
good machine to the (24VDC +) on the disabled
machine first.
Then connect the ground cable from the negative
(-) battery terminal on the good machine to the
frame of the disabled machine, as far away as
possible from the batteries. This will prevent a
spark from possibly starting a battery fire.
Move the master battery disconnect switch (3,
Figure 3-2) to the ON position. Allow time for the
batteries to charge.
If starting with a booster cable, perform the
operation with two people. One person in the cab
of the disabled machine, the other person
working with the jumper cables.
If the batteries are low, DO NOT attempt starting
the machine with only one set of jumper cables
installed. Install the second set of jumper cables
in the same way as already described.
Attempt starting the disabled machine.
For booster cable
removal,
disconnect
the
ground or negative
(-) cable first, then
the (24VDC +)
cable last.
Ensure the key switch and master battery

disconnect switch (3, Figure 3-2) on the disabled
machine is in the OFF position.
Connect the jumper cable to the receptacle on
the good machine to the receptacle on the
disabled machine.
Allow time for the batteries to charge.
NOTE: The batteries will charge even with the
master battery disconnect switch is in the OFF
position.
If starting with a booster cable, perform the
operation with two people. One person in the cab
of the disabled machine, the other person
working with the jumper cables.
If the batteries are low, DO NOT attempt starting
the machine with only one set of jumper cables
installed. Install the second set of jumper cables
in the same way as already described.
Turn the master battery disconnect switch (3,
Figure 3-2) to the ON position and attempt
starting.
For booster cable removal, disconnect the cables
from each machine.
If any tool touches between the positive (+)
terminal and the chassis, it will cause sparks.
Always use caution when using tools near the
batteries.
If any tool touches between the positive (+)

terminal and the chassis, it will cause sparks.
Always use caution when using tools near the
batteries.
A3-14
A03052
PRECAUTIONS FOR MAINTENANCE

BEFORE PERFORMING MAINTENANCE
Stopping The Engine Before Service
Before performing inspections or maintenance,
stop the machine on firm, flat ground. Lower the
dump body, place the directional control lever to
the PARK position (this will apply the parking
brake), and turn the key switch to the OFF
position and wait for the engine to stop.
Wait two minutes after the engine has stopped,
and if no warning lights illuminate, then turn the
battery disconnect switches to the OFF position.
Verify that the disconnects are functioning.
Place wheel chocks around the wheels to
prevent the truck from rolling.
If the engine must be operated during
maintenance, always move the directional control
lever to the PARK position (this will apply the
parking brake). Always perform this work with two
people. One person must be in the operator's
seat to stop the engine if necessary. Never move
any controls not related to the task at hand during
these situations. Apply the propel lockout lever
(5, Figure 3-2) to prevent the truck from moving if
the engine must operate during maintenance.
When the propel lockout lever is in the OFF
position and LED light (8) is illuminated, the drive
system is locked out and the truck will not propel.
When the propel lockout lever is in the ON
position and LED light (7) is illuminated, the drive
system is active and the truck can be driven.
When servicing the machine, use care not to
touch any moving parts. Never wear loose
clothing.
When performing service with the dump body
raised, always place the dump lever in the HOLD
position, and apply the lock (if equipped). Install
the body-up safety cable securely.
A03052
Electrical Systems Isolation

Isolation box (6, Figure 3-2) contains master
disconnect switch (3), starter disconnect switch
(4) and propel lockout lever (5). The isolation box
is located on top of the front bumper, on the left
hand side. Move both disconnect switches and
the propel lockout lever to the OFF position to
disable the 24VDC electrical system, starters and
the AC electric drive system. When the switches
and propel lockout lever are in the OFF position,
LED lights (8) will be illuminated. The battery
disconnect switches and propel lockout lever can
be padlocked in the OFF position to prevent
unauthorized truck operation. When the switches
and the propel lockout lever are in the ON
position, LED lights (7) will be illuminated. Refer
to the following table to ensure the correct
disconnect is used to isolate a desired circuit or
system.
NOTE: This is the recommended usage of the
battery disconnect and propel lockout switches.
Local regulations may be different.
Action
Recommended
Isolation
24V Electrical
Troubleshooting
Starter Lockout
24V Electrical
Maintenance/Repair
Master Lockout
High Voltage/Propulsion
Troubleshooting
None
High Voltage
Maintenance/Repair
Master Lockout
Hydraulic Troubleshooting
Propel Lockout
Hydraulic
Maintenance/Repair
Starter Lockout
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
A3-15
FIGURE 3-2. ISOLATION BOX ASSEMBLY (COVERS REMOVED)

1. Engine Shutdown Switch
2. Access Ladder Light
Switch
A3-16
3. Master Disconnect Switch

4. Starter Disconnect Switch
5. Propel Lockout Lever
6. Isolation Box
7. LED Lights (on)
8. LED Lights (off)
A03052
Securing The Dump Body
Warning Tag
Never start the
engine or operate
the controls while
a
person
is
performing
maintenance.
Serious injury or
death may result.
Always attach a warning tag to the control lever
in the operator's cab to alert others that you are
working on the machine. Attach additional
warning tags around the machine, if necessary.
These tags are available from your Komatsu
distributor. Part No. 09963-03001
Proper Tools
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
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 it's maximum height.
Use only tools suited to

the
task.
Using
damaged, low quality,
faulty, or makeshift tools
can cause personal
injury.
2. Install two shackles (2, Figure 3-3) and body

retention sling (3) between rear body ear (1)
and the axle housing.
3. Secure the shackle pins with cotter pins.
Extra precaution must be used when grinding,

welding, and using a sledge-hammer.
4. Move the hoist lever to the FLOAT position to

slowly lower the body until the cable is supporting the full weight of the body. Then move the
hoist lever to the HOLD position.
5. After maintenance work is completed, return the
sling to stored position.
FIGURE 3-3. SAFETY CABLE

1. Rear Body Ear
2. Shackle And Pin
A03052
3. Body Retention
Sling
A3-17
DURING MAINTENANCE
Personnel
Only authorized personnel can service and repair
the machine.
Attachments
Place attachments that have
been removed from the machine
in a safe place and manner to
prevent them from falling.
Working Under The Machine
Always lower all movable work
equipment to the ground or to
their lowest position before
performing service or repairs
under the machine.
Always block the tires of the machine securely.
Never work under the machine if the machine is
poorly supported.
Keeping The Machine Clean
Use extreme care when washing the electrical

control cabinet. DO NOT allow water to enter the
control cabinet around the doors or vents. DO
NOT allow any water to enter the cooling air inlet
duct above the electrical control cabinet. If water
enters the control cabinet (through any opening
or crevice) major damage to the electrical
components may occur.
Never spray water into the rear wheel electric
motor covers. Damage to the wheel motor
armatures may occur.
DO NOT spray water into the retarding grids.
Excess water in the retarding grids can cause a
ground fault, which will prevent propulsion.
Rules To Follow When Adding Fuel Or Oil
Spilled fuel and oil may cause slipping. Always
clean up spills, immediately.
Always tighten the cap of the fuel and oil fillers
securely.
Never use fuel for washing any parts.
Always 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 System (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.
Always
keep
your
machine clean and tidy.
Radiator Coolant Level
If water gets into the

electrical system, there is
danger that the machine may move unexpectedly
and/or damage to components may occur. DO
NOT use water or steam to clean any sensors,
connectors, or the inside of the operator's
compartment.
If it is necessary to
coolant to the radiator,
the engine. Allow
engine and radiator to
down before adding
coolant.
add
stop
the
cool
the
Depress the pressure relief button on the radiator

cap to relieve any pressure.
Slowly loosen the cap to relieve pressure during
removal.
A3-18
A03052
Use Of Lighting
When checking fuel, oil, coolant, or battery
electrolyte, always use lighting with antiexplosion specifications. If lighting without this
protection is used, there is a danger of explosion.
Small, high pressure pin-hole leaks are extremely

dangerous. The jet stream of high-pressure oil
can pierce the skin and eyes. Always wear safety
glasses and thick gloves. Use a piece of
cardboard or a sheet of wood to check for oil
leakage.
If you are hit by a jet of high-pressure oil, consult
a doctor immediately for medical attention.
Maintenance Near High Temperatures And High

Pressures
Precautions With The Battery

Before repairing the
electrical
system
or
when
performing
welding, turn the key
switch to the OFF
position.
Wait
two
minutes after the engine
has stopped, and if no
warning lights illuminate, then turn the master
disconnect switch (3, Figure 3-2) and starter
disconnect switch (4) located in the isolation box
(6) to the OFF position. When the switches are in
the OFF position, LED lights (8) will be
illuminated.
Immediately after stopping the

truck, the engine coolant and
operating oils are at high
temperature and under high
pressure. In these conditions,
opening
the
system
or
replacing filters may result in
burns or other injury. Wait for the temperature to
cool and pressure to subside before performing
the inspection and/or maintenance as outlined in
the service manual.
Rotating Fan And Belts

Handling High Pressure Hoses
DO NOT bend high-pressure hoses or hit them
with hard objects. DO NOT use any bent or
cracked piping, tubes or hoses. They may burst
during use.
Keep a safe distance from

rotating parts such as the
radiator fan and fan belts.
Serious bodily injury may
result from direct or indirect
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
Precautions With High Pressure Oil
Always remember that work equipment circuits
are always under pressure.
DO NOT add oil, drain oil, or perform
maintenance or inspections before completely
releasing the internal pressure.
Never dump oil or

other harmful fluids
into a sewer system,
rivers, etc.
Obey
appropriate
laws and regulations
when disposing of
harmful 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.
A03052
A3-19
TIRES
Handling Tires
Rim and tire maintenance can be hazardous unless the
correct procedures are followed by trained personnel.
Improperly maintained or inflated tires can overheat
and burst due to excessive pressure. Improper inflation can also result in cuts in the tire caused by sharp
stones. Both of these conditions can lead to tire damage, serious personal injury, or even death.
To safely maintain a tire, adhere to the following conditions:
Before a tire is removed from a vehicle for tire
repair, the valve core must be partially removed
to allow deflation, and then the tire/rim assembly
can be removed. During deflation, persons must
stand outside of the potential trajectory of the
locking ring of a multi-piece wheel rim.
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.
The tire inflation pressure and permissible speeds,

given in this manual, are general values. The actual
values may differ, depending on the type of tire and
the specific operating conditions. For details, please
consult the tire manufacturer.
When the tires become overheated, a flammable gas
is produced inside the tire which can ignite. It is particularly dangerous if the tires become overheated
while the tires are pressurized. If the gas generated
inside the tire ignites, the internal pressure will suddenly rise, and the tire will explode, resulting in danger and/or death to personnel in the area. Explosions
differ from punctures or tire bursts because the
destructive force of the explosion is extremely large.
Therefore, the following operations are strictly prohibited when the tire is pressurized:
Welding the rim
Welding near the wheel or tire.
Smoking
flames
or
creating
open
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 person to stand outside of the potential trajectory of
the wheel components.
Use the specified tires.
A3-20
A03052
Tire Maintenance
Storing Tires After Removal
If the proper procedure for performing maintenance

or replacement of the wheel or tire is not used, the
wheel or tire may burst, causing damage, serious
injury, or even death. When performing such maintenance, consult your authorized regional Komatsu distributor, or the tire manufacturer.
As a basic rule, store the tires in a warehouse in

which unauthorized persons cannot enter. If the
tires are stored outside, erect a fence around the
tires with No Entry and other warning signs.
Refer to the Society of Automotive Engineers (SAE),

SAE J1337, Off-Road Rim Maintenance Procedures
and Service Precautions, Section 4.2 for additional
information on demounting the tires and rim assemblies. Also, refer to Section 4.4 of SAE J1337 for
assembly and inflation recommendations.
If the tire falls, flee the area as quickly as

possible. The tires for mining equipment are
extremely heavy. DO NOT attempt to hold a tire
upright when the tire is falling. The weight of
these tires may lead to serious injury or death.
Stand the tire on level ground, and block it

securely so that it cannot roll or fall over.
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.
DO NOT stand in front of a rim and locking ring

when inflating a tire mounted on the machine.
Observers must not be permitted in the area.
DO NOT weld or heat the rim assembly with the tire
mounted on the rim. Resulting gases inside the tire
may ignite, causing explosion of the tire and rim.
A03052
Mounted tires stored as spares must be inflated to

the minimum inflation pressure necessary to keep
the tire beads properly seated. Maximum inflation
pressure of the stored tire must, in no instance,
exceed 15% of the tires cold inflation pressure.
A3-21
ADDITIONAL JOB SITE RULES
Use this space to add any additional job site rules not covered in any of the previous discussions.
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A3-22
A03052
WHEN REPAIRS ARE NECESSARY

1. Only qualified maintenance personnel who
understand the systems being repaired must
attempt repairs.
2. Many components on the Komatsu truck are
large and heavy. Ensure that lifting equipment hoists, slings, chains, lifting eyes - are of adequate capacity to handle the lift.
3. DO NOT stand under a suspended load. DO
NOT work under raised body unless body
safety cables, props, or pins are in place to hold
the body in up position.
4. DO NOT repair or service the truck while the
engine is running, except when adjustments
can only be made under such conditions. Keep
a safe distance from moving parts.
5. When servicing any air conditioning system with
refrigerant, wear a face shield and cold resistant
gloves for protection against freezing. Ensure
all current regulations for handling and recycling
refrigerants are followed.
9. If a truck is to be towed for any reason, use a

rigid tow bar. Check the truck cab for decals for
special towing precautions. (Also refer to the
Operation and Maintenance Manual, Operating
Instructions - Towing.)
10. Drain, clean and ventilate fuel tanks and/or
hydraulic tanks before making any welding
repairs.
Any operating fluid, such as hydraulic oil or

brake fluid escaping under pressure, can have
sufficient force to enter a person's body by penetrating the skin. Serious injury and possibly
death may result if proper medical treatment by a
physician familiar with this injury is not received
immediately.
6. Follow package directions carefully when using

cleaning solvents.
11. Relieve pressure in lines or hoses before making any disconnects.
7. If an auxiliary battery assist is needed, refer to

Jump Starting With Booster Cables or Jump
Starting With Receptacles earlier in this section.
12. After adjustments or repairs, replace all shields,

screens and clamps.
8. Before performing any welding on the truck,

always turn the battery disconnect switches to
the OFF position and disconnect the alternator
positive cable. Failure to do so may seriously
damage the battery and electrical equipment. It
is not necessary to disconnect or remove any
control circuit cards on electric drive dump
trucks 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
clamp must be attached as near as possible to
the weld area. Never allow welding current to
pass through ball bearings, roller bearings, suspensions, or hydraulic cylinders. Always avoid
laying welding cables over or near the vehicle
electrical harnesses. Welding voltage could be
induced into the electrical harness and cause
damage to components.
A03052
13. Working near tires can be dangerous. Use

extreme caution when working around tires.
DO NOT stand in front of a rim and locking ring

when inflating a tire mounted on the machine.
Observers must not be permitted in the area.
DO NOT weld or apply heat to the rim assembly
with the tire mounted on the rim. Resulting gases
inside the tire may ignite, causing explosion of
the tire and rim.
14. Only a qualified operator or experienced maintenance personnel who are also qualified in
operation can move the truck under its own
power in the repair facility or during road testing
after repairs are complete.
A3-23
SPECIAL PRECAUTIONS FOR WORKING ON AN 830E-1AC TRUCK

Preliminary Procedures before Welding or Performing Maintenance
Engine Shutdown Procedure before Welding or

Performing Maintenance
Prior to welding and/or repairing an 830E-1AC dump

truck, maintenance personnel must attempt to notify
a Komatsu service representative. Only qualified personnel, specifically trained for servicing the AC drive
system, must perform this service.
Normal operation of the drive system at shutdown

leaves the system safe to maintain. However, in the
event of a system failure, performing the following
procedure prior to any maintenance activities will
ensure that no hazardous voltages are present in the
AC drive system.
If it is necessary to perform welding or repair to the

truck without the field engineer present, the following
procedures must be followed to ensure that the truck
is safe for maintenance personnel to work on and to
reduce the chance for damage to equipment.
Anytime the engine is operating:
DO NOT open any of the cabinet doors or

remove any covers.
DO NOT use any of the power cables for hand

holds or foot steps.
DO NOT touch the retarding grid elements.
Before opening any cabinets or touching a grid

element or a power cable, the engine must be
shutdown and the red drive system warning
lights must not be illuminated.
1. Before shutting down the engine, verify the status of all the drive system warning lights on the
overhead display panel. Use the lamp test
switch to verify that all lamps are functioning
properly.
If any of the red drive system warning lights
remain on, DO NOT attempt to open any cabinets, disconnect any cables, or reach inside the
retarder grid cabinet without a trained drive system technician present - even if engine is off.
Only qualified personnel, specifically trained for
servicing the AC drive system, must perform
this service.
2. If all red drive system warning lights are off, follow 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
exterior of the main control cabinet and rear of
the center console. If all lights are off, the retard
grids, wheel motors, alternator, and related
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 cabinet. Place the switch in the CUTOUT position.
This will prevent the alternator from re-energizing 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 disconnects are functioning.
6. Before doing any welding on the truck, always
disconnect the battery charging alternator lead
wire.
A3-24
A03052
7. DO NOT weld on the rear of the control cabinet!

The metal panels on the back of the cabinet are
part of capacitors and cannot be heated.
8. DO NOT weld on the retard grid exhaust louvers - they are made of stainless steel. Some
power cable panels throughout the truck are
also made of aluminum or stainless steel. They
must be repaired with the same material or the
power cables may be damaged.
9. Power cables must be cleated in wood or other
non-ferrous materials. DO NOT repair cable
cleats by encircling the power cables with metal
clamps or hardware. Always inspect power
cable insulation prior to servicing the cables and
prior to returning the truck to service. Discard
cables with broken insulation.
10. Power cables and wiring harnesses must be
protected from weld spatter and heat.
the weld area.
11. If the red lights on the exterior of the control cabinet and/or the back wall of the center console
continue to be illuminated after following the
above procedure, a fault has occurred.
Leave all cabinet doors in place; DO NOT touch
the retard grid elements; DO NOT disconnect
any power cables, or use them as hand or foot
holds.
Notify your Komatsu service representative,

immediately. Only qualified personnel, specifically trained for servicing the AC drive system,
must perform this service.
12. Replace all covers and doors and place the GF
cutout switch and battery disconnect switches
in their original positions. Reconnect all harnesses prior to starting the truck.
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 harness and cause damage to components.
Never allow welding current to pass through
ball bearings, roller bearings, suspensions, or
hydraulic cylinders.
A03052
A3-25
CAPACITOR DISCHARGE SYSTEM

The control cabinets are equipped with two capacitor
charge lights, one on the exterior of the cabinet and
one in the interior. The capacitor charge lights, when
off, indicate to service personnel that the drive system is safe to work on. Certain drive system failures,
however, can result in a condition where one or more
capacitors can remain in a charged state even
though the capacitor charge lights are off.
Personal Protective Equipment (PPE) for working

with 2000 VDC meter
(safety shoes, high voltage gloves, and safety
glasses)
Multimeter for ground resistance measurement
Because a danger can still exist with the capacitor

charge lights off, it is necessary to adhere to the following instructions before touching or servicing drive
system components. Only authorized service personnel 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 Kit (Figure 3-4 and Figure 3-5)

(Komatsu p/n 58B-06-00800)
FIGURE 3-5. DISCHARGE STICKS
FIGURE 3-4. VOLT METER
A3-26
A03052
Warnings And Cautions

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
instructions. WARNING indicates the potential for
personal injury and CAUTION indicates the potential
for equipment damage. Read the following warnings
prior to working on this drive system.
Hazardous voltages are present in this equipment. Ensure that the Control Power Switch
(CPS) is in the OFF position and that the Generator Field Contactor (GFCO) switch is in the CUTOUT position before attempting any work on the
drive system components. Check that Capacitor
Charge Lights (CCLs) are not illuminated.
Use measurement and protective equipment
rated for 2000 VDC minimum to verify that no
voltage is present before touching any terminal.
Verify functionality of the measurement equipment using site-approved procedures both
before and after performing control group measurements.
Failure to observe these precautions may result
in death or serious personal injury.

Hazardous voltages are present in this equipment. 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.
Hazardous voltages may be present in this equipment even if the engine and capacitor charge
lights are off.
Verify that the Capacitor Charge Light (CCL)

above the high voltage contactor area is not illuminated before opening the doors to the high
voltage area or the high voltage contactor area.
Voltages in excess of 1500 VDC may be present.

Any measurement and/or protective equipment
used must be rated at 2000 VDC minimum.



A03052

A3-27
MANUAL DC LINK CAPACITOR

DISCHARGE PROCEDURE
Preparation
Follow any and all local and site specific procedures
and requirements for working on off-highway mining
equipment.
Verify that:
1. The engine is off and the parking brake is on.
2. Verify that the generator field contactor (GF)

switch (2, Figure 3-6) in the low voltage area of
the control cabinet is in the CUTOUT position.
NOTE: The generator field is cut out via GF cutout
switch (2, Figure 3-6) in the low voltage area of the
control cabinet.
3. Apply control power for a minimum of 30 seconds. Then, turn off control power using control
power switch (1) on the switch panel.
With control power on, an RP contactor closes
and discharges the DC link through the retarding grids in less than 10 seconds.
FIGURE 3-6. INFORMATION DISPLAY PANEL

1. Control Power Switch
2. GF Cutout Switch
A3-28
3. Capacitor Charge Light
A03052
In most control cabinets, RP2 is the normal discharge 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
A03052
A3-29
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
3-8.

Hazardous voltages may be present in this equipment even if the engine and capacitor charge
lights are off.
FIGURE 3-8. CAPACITOR CHARGE LIGHTS

1. Exterior Capacitor Charge Light (CCL2)
2. Interior Capacitor Charge Light (CCL1)
A3-30
3. Information Display Panel

4. DC Link Capacitors
A03052
FAILURE OF DISCHARGE SYSTEM

If the capacitor charge lights remain illuminated, a
failure of the normal (fast) capacitor discharge system (RP discharge path) has likely occurred. The
slow discharge resistors that are hard wired across
the DC link should then discharge the capacitors.
The slow discharge resistors will discharge the DC
link to less than 1 VDC in under 7.5 minutes. If after
7.5 minutes, the capacitor charge lights are still illuminated, it must be assumed that the automatic discharge system is not working and that high voltage is
present in the high voltage area.
Measuring Dc Voltage On Capacitors
1. Use volt meter tester (58B-06-00770), test the
volt meter for proper operation. Voltage should
read 100 VDC. If the voltmeter fails the test,
repair or replace the volt meter. Do not proceed
to Step 3 unless the volt meter is functioning
properly.
2. Open the high voltage area doors.
3. With a suitable high voltage meter rated for at

least 2000 VDC, such as PC3186 or equivalent,
plus suitable protective equipment, measure the
voltage across each of the DC link capacitors.
Place one meter lead on the positive (+) capacitor terminal, and the other meter lead on the
negative (-) capacitor terminal, and observe the
voltage. See Figure 3-9 and Figure 3-10.
4. After checking all DC link capacitors, test the
volt meter again using the volt meter tester
(58B-06-00770). Voltage should read 100 VDC.
If the voltmeter does not indicate 100 VDC,
repair or replace the volt meter. Do not proceed
beyond this step unless the volt meter is functioning properly.
5. If the voltage is less than 1.0 V the capacitor is
sufficiently discharged. Repeat on all DC Link
capacitors. If the voltage of any capacitor is
above 1.0 V, manually discharge the capacitor
as described in MANUAL DISCHARGE OF
CAPICTORS.
FIGURE 3-9. DC METER ON CAPACITOR
FIGURE 3-10. CAPACITOR TERMINAL POLARITY
A03052
A3-31
MANUAL DISCHARGE OF CAPACITORS

If the voltage is greater than 1V on any of the capacitors, the capacitor must be manually discharged.
With a suitable capacitor discharge device, such as
ground stick pair (PC3299) or (58B-06-00800), discharge the capacitors where needed per the following instructions:

1. Determine which capacitors must be discharged by check for voltage starting at MANUAL DC LINK CAPACITOR DISCHARGE
PROCEDURE.

2. With the control cabinet high voltage compartment doors closed, connect the ground stick
pair ground lead to ground. The most convenient location is the middle top bolt that
attaches the door center post to the control cabinet frame.
3. Verify the ground connection and ground stick
resistance levels. Measure the resistance
between each individual ground stick tip to
either the GND1 or GND2 ground block in the
low voltage compartment of the control cabinet
using a multimeter (Figure 3-11). Ensure that
the resistance is within the manufacturers
specifications for the ground sticks. If the readings are not within specifications, repair or
replace the grounding sticks. Do not proceed
any further until the grounding sticks are within
specifications.
For (PC3299) or (58B-06-00800) grounding
sticks, the valid range is 80 to 125 ohms per
stick.

4. Discharge the relevant capacitors. Open the
door(s) and place one grounding stick on one of
the positive (+) capacitor terminals and the
other on the diagonally located negative (-) terminal. Refer to Figure 3-10 and Figure 3-12.
Attempt to minimize the time between application of the positive stick and the negative stick
so that the current flow will be positive to negative rather than either to ground. Leave sticks in
place until capacitors are discharged. Refer to
Figure 3-12.
NOTE: On the capacitors located behind the door
post, it is difficult to access diagonal terminals on the
same capacitor. If using adjacent terminals, use care
to keep the tips separated while discharging or else
use a positive terminal on one capacitor and negative
terminal of the adjacent capacitor on the same bus
bar.
For (PC3299) or (58B-06-00800) grounding sticks,
the discharge times from 2000 volts are:
Hazardous voltages are present in this equipment. 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.
15 seconds (maximum) for 2 capacitors

75 seconds (maximum) for 10 capacitors
5. To ensure the discharge tool is working properly, verify the ground connection and ground
stick resistance levels. Measure the resistance
between each individual ground stick tip to
either the GND1 or GND2 ground block in the
low voltage compartment of the control cabinet
using a multimeter (Figure 3-11). Ensure that
the resistance is within the manufacturers
specifications for the ground sticks.
For grounding sticks (PC3299) or (58B-0600800), the valid range is 80 to 125 ohms per
stick.
A3-32
A03052
FIGURE 3-11. GROUNDING STICK LEAD CONNECTION AND CHECK

6. Re-test for voltage on all capacitors as
described in MANUAL DC LINK CAPACITOR
DISCHARGE PROCEDURE. The discharge
procedure must be repeated on all capacitors
that indicated 1 VDC or higher.
FIGURE 3-12. APPLICATION OF GROUNDING

STICKS TO CAPACITOR TERMINALS
7. After it is confirmed that all capacitors are fully

discharged, proceed to SHORT ISOLATED
CAPACITOR TERMINALS.
A03052
A3-33
SHORT ISOLATED CAPACITOR

TERMINALS
Hazardous voltages may be present in this equipment even if the engine and Capacitor Charge
lights are off.
1. Before performing and service work, any capacitor that is isolated from the DC link and confirmed discharged must have its terminals
electrically shorted together to prevent static
charge build up. Use bare wire to jumper all four
terminals on the capacitor. See Figure 3-13.
2. Proceed to troubleshoot and repair the control
group to restore it to original functionality.
3. After repairs are completed, remove the bare
wires before starting the engine.

FIGURE 3-13. JUMPER ALL TERMINALS ON

ISOLATED CAPACITOR
A3-34
A03052
A03052
A3-35
TRUCK OPERATION
PREPARING FOR OPERATION
The safest trucks are those which have been properly prepared for operation. At the beginning of each
shift, a careful check of the truck must be made by
the operator before starting the engine.
Local work practices may prevent an operator from

performing all tasks suggested here. To the extent
permitted, the operator must follow this or a similar
routine.
Safety Is Thinking Ahead

Prevention is the best safety program. Prevent a
potential accident by knowing the employer's safety
requirements, all necessary job site regulations, as
well as use and care of the safety equipment on the
truck. Only qualified operators or technicians can
operate or maintain a Komatsu truck.
Safe practices start before the operator gets to the
equipment!
Wear the proper clothing. Loose fitting clothing,
unbuttoned sleeves and jackets, jewelry, etc.,
can catch on a protrusion and cause a potential
hazard.
Always use the personal safety equipment
provided for the operator such as hard hats,
safety shoes, safety glasses or goggles. There
are some conditions when protective hearing
devices must also be worn for operator safety.
When walking to and from the truck, maintain a
safe distance from all machines, even if the
operator is visible.
WALK AROUND INSPECTION

At the beginning of each shift, a careful walk around
inspection of the truck must be performed before the
operator attempts engine start-up. A walk around
inspection is a systematic ground level inspection of
the truck and its components to ensure that the truck
is safe to operate before entering the operator's cab.
Start at the left front corner of the truck (see illustration, next page), and move in a counter-clockwise
direction. Move front-to-rear, across the rear, and
continuing forward up the opposite side of the truck
to the original starting point.
If these steps are performed in sequence, and are
repeated from the same point and in the same direction before every shift, many potential problems may
be avoided, or scheduled for maintenance. Unscheduled downtime and loss of production can be
reduced as a result.
A3-36
High voltage may be present on this truck! DO

NOT open any electrical cabinet doors on the
truck while the engine is operating! Never climb
on any power cables or use power cables for
hand holds or footholds, unless the engine has
been shut off and the system has been verified as
at rest!
1. Start at left front of the truck. While performing

the walk around inspection, visually inspect all
lights and safety equipment for external damage from rocks or misuse. Ensure lenses are
clean and unbroken.
Empty the dust pans on the air cleaners located
on the left side of the truck.
Ensure the ground level engine shutdown button is pulled up. If equipped, inspect the fire
control actuator to ensure the safety pin is in
place and the plastic tie that prevents accidental actuation is in place and in good condition.
Ensure the battery disconnect switches and
propel lockout lever are ON.
2. Move behind the front of the left front tire.
Inspect the hub and brake assemblies for leaks
and any abnormal conditions.
3. Check that all suspension attaching hardware is
secure and inspect the mounting key area for
evidence of wear. Check that the suspension
rod extension is correct, and that there are no
leaks. Ensure the suspension protective boot is
in good condition.
4. Inspect the anchor end of the steering cylinder
for proper greasing and all parts are secure.
5. With the engine stopped, check the engine 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. Use the service light if necessary.
A03052
FIGURE 3-14. WALK AROUND INSPECTION
A03052
A3-37
FIGURE 3-1. WALK AROUND INSPECTION

1.
2.
3.
4.
5.
6.
7.
8.
9.
Operator Cab
Reserve Oil System
Steps and Ladder
Radiator
Auto Lubrication
Engine
Suspension
Wheel Hub
Disc Brake
10. Steering Linkage

11. Alternator
12. Hoist Filters
13. Steering Filter
14. Fuel Tank

15. Hoist Cylinder
17. Disc Brake
18. Rear Tires
19. Rear Suspension
20. Rear Axle Hatch
21. Hydraulic Tank
22. Hoist and Steering
Pump
23. Steering
Accumulators
6. Inspect air conditioner belts for correct tension,

obvious wear, and tracking. Inspect fan guard
security and condition. When leaving this point,
ensure the service light is off, if used.
7. Move outboard of the front wheel. Inspect
attaching lugs/wedges to ensure all are tight
and complete. Inspect the tires for cuts, damage or bubbles. Check tire inflation pressure.
Check sight glass for front wheel oil level.
8. Move behind the front wheel and inspect the
steering cylinder. Check for proper greasing
and inspect the mounting hardware to ensure it
is all in place. Inspect all steering linkage joints
(10) for proper greasing. Inspect the suspension mounting hardware to ensure it is all in
place. Ensure the suspension protective boot is
in good condition. Inspect the hub and brakes
for any unusual conditions. Check the entire
area for leaks.
9. Inspect the sight glass on hydraulic tank (21).
With the engine stopped and body down,
hydraulic fluid must be visible in the upper sight
glass.
10. Verify all hydraulic tank shut off valves are
locked in their fully open positions.
11. Move around the hydraulic tank and in front of
the rear dual tires. Inspect hoist cylinder (15) for
any damage and leaks. Inspect both upper and
lower hoist cylinder pins for integrity and for
proper greasing.
A3-38
12. Before leaving this position, look under the

lower edge of the chassis to ensure the flexible
duct that carries the air from the blower to the
final drive housing is in good condition with no
holes or breakage. Also, look up at the main
hydraulic pumps (22) to see that there is no
leakage or any other unusual condition with the
pumps or the pump drive shafts.
13. Move around the dual tires, and check to see
that all lugs/wedges are in place and tight.
Inspect latches on the wheel cover to be sure
they are properly latched. Inspect the wheel for
any oil that would indicate brake leakage or
wheel motor leakage.
Check the dual tires (18) for cuts, damage or
bubbles. Verify that inflation appears to be correct. If the truck has been operating on a flat
tire, the tire must be cool before moving the
truck inside a building. Check for any rocks that
might be lodged between the dual tires. Inspect
the rock ejector condition and straightness so
that it can not damage a tire.
14. Inspect the left rear suspension (19) for damage
and for correct rod extension. Check for leaks.
Ensure that the covers over the chrome piston
rod are in good condition. Inspect for proper
greasing.
15. Open the rear hatch cover (20), turn on the work
light if necessary. Inspect for leaks around
wheel motor mounting to rear housing, and also
brake hoses and fittings. Ensure that covers on
wheel motor sump are in place, and that there
are no rags or tools left behind. Inspect condition of hatch cover gasket, report any bad gasket to maintenance. Turn off work light if used,
close and latch hatch.
16. While standing in front of the rear hatch, look up
to see that rear lights are in good condition,
along with the back-up horns. Look up at the
panhard rod to see that it is getting proper
greasing. Also look at both body hinge pins for
greasing and any abnormal condition. Check
hoist limit switch and clear any mud/debris from
contacts.
17. Perform the same inspection on the right rear
suspension (19) as done on the left.
A03052
18. Move around the right dual tires. Inspect

between the tires for rocks, and check the condition of the rock ejector. Inspect the tires for
cuts or damage, and for correct inflation.
19. Perform the same inspection for wheel lugs/
wedges, wheel cover latches, and wheel leaks
that was done on the left hand dual wheels.
20. Move in front of the right dual tires and inspect
hoist cylinder (15) in the same manner as the
left side. Check integrity and condition of the
body-up limit switch. Remove any mud/dirt
accumulation from the switch.
21. Move around fuel tank (14). Inspect the fuel
sight gauge, (this must agree with the gauge in
the cab). Inspect the attaching hardware for the
fuel tank at the upper saddles, and then at the
lower back of the tank for the security and condition of the mounts. Check the hoist filters for
leaks.
22. Move behind the right front wheel, and inspect
the steering cylinder and linkage (10). Check for
proper greasing and inspect the mounting hardware. Check the suspension mounting hardware and suspension extension. Ensure the
suspension protective boot is in good condition.
Inspect the hub and brakes for any unusual
conditions. Check the entire area for leaks.
23. Move around the right front wheel; check that all
lugs/wedges are in place and tight.
24. Move in behind the front of the right front wheel,
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.
25. Inspect the auto lube system and reservoir (5).
Refer to Automatic Lubrication System in Section P, for specific details concerning the auto
lube system.
26. Move around to the right front of the truck, drop
the air cleaner pans and empty. Ensure the battery box covers are in place and secure.
A03052
27. While in front of radiator (4), inspect for any

debris in the radiator and remove. Check for
any coolant leaks. Inspect headlights and fog
lights. Inspect the battery box cover for damage
and ensure it is in place and secure.
28. Always use grab rails and the ladder when
mounting or dismounting the truck. Clean ladder and steps (3) and hand rails of any foreign
material, such as ice, snow, oil or mud. If the
truck is equipped with a reserve engine oil tank,
check the oil level with the reserve tank dipstick.
29. If equipped with the retractable ladder system:
a. Visually inspect the ladder for mechanical
damage. If movement is impaired in any way,
the ladder must be repaired.
b. Visually inspect for cleanliness. Ensure the
ladder is dry and free from grease and oil.
c. Ensure correct oil level is maintained in the
reservoir.
d. Raise and lower the ladder system. Check
for loose parts or any adverse noise conditions.
e. Ensure the movement alarm and both UP
and DOWN LEDs operate correctly.
f. Check for any change in equipment appearance, especially that which will effect ladder
system stability.
30. Use the stairs and handrails while climbing from
the first level to the cab deck.
Always mount and dismount ladders facing the

truck. Never attempt to mount or dismount while
the truck is in motion.
31. When checking the coolant level in the radiator,

use the coolant level sight gauge. If it is necessary to remove the radiator cap, relieve coolant
pressure by depressing the pressure relief button, and then slowly removing the radiator cap.
A3-39
1. The in-cab control panel is a microprocessor

that controls, monitors, stores and reports ladder system operational data.
If the engine has been running, allow the coolant

to cool before removing the fill cap or draining
the radiator. Serious burns may result if skin
comes in contact with hot coolant.
2. The electro-hydraulic power pack is in a ground

level stainless steel cabinet. It houses the main
control hydraulics and electrical components
that lower and raise the ladder.
3. The RLS also contains wiring harnesses,
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 supplies 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 control 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 trucks 24VDC electrical system. The RLS provides 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.
A3-40
FIGURE 3-15. RETRACTABLE LADDER SYSTEM
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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
that controls, displays, monitors, stores and reports
ladder system operational data. The in-cab control
panel provides real time position of the ladder to the
operator.
During normal operation, a person can lower or raise

the RLS by using the:
In-cab control panel
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 parking brake interlock that requires the parking brake to
be set before the ladder can be operated under normal 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.
8. Keep hands and fingers away from pinch points
while the ladder is in motion.
9. Always check to ensure no personnel are on or
in the immediate vicinity of the ladder while it is
in motion.
FIGURE 3-16. CAB CONTROLS

(OPERATOR VIEW)
1. In-cab Control Panel
10. The ladder must be kept clean and free of moisture, grease and oil
11. When in the trucks cab, always use the in-cab
control panel to raise the ladder.
12. Report defects
immediately.
A03052
to
maintenance
personnel
A3-41
IN-CAB CONTROL PANEL FEATURES

The in-cab control panel features a digital display
screen, command buttons ([UP], [DOWN], [ENTER],
[EXIT], [LEFT], [RIGHT]) for operating the ladder and
navigating through the various menu display
screens, a USB key port and RS 232 port for downloading ladder system operational data to a laptop
computer for troubleshooting. Refer to Figure 3-17.
Digital Display Screen
In-cab control panel display screen (1, Figure 3-17)
provides the user with system status, error/fault messages and a visual indicator of the ladders position
(lowered, raised, in motion).
Command Buttons
[UP] button (2, Figure 3-17) is a dual function control
that is used to raise the ladder during normal operation and scroll through the menu displays. Pressing
this button and holding it briefly will cause the ladder
to raise. Pressing and releasing this button one time
will scroll up one line of menu display, and holding it
will result in continuous menu scrolling.
[DOWN] button (3, Figure 3-17) is a dual function
control that is used to lower the ladder during normal
operation and scroll through the menu displays.
Pressing this button and holding it briefly will cause
the ladder to lower. Pressing and releasing this button one time will scroll down one line of menu dis-
play, and holding it will result in continuous menu

scrolling.
the ladder to lower. Pressing and releasing this button one time will scroll down one line of menu display, and holding it will result in continuous menu
scrolling.
[ENTER] button (6, Figure 3-17) is a multi-function
button used for ladder system alarm acknowledgement and menu access when in Display Mode. This
button is also used to confirm or accept changes
shown on the display screen. Press this button to
confirm or accept changes listed on the display
screen.
[EXIT] button (7, Figure 3-17) is a multi-function button used for ladder system alarm acknowledgement
and menu access when in Display Mode. This button
is also used to exit from the menu screens. Press this
button to exit from menu screens.
[LEFT] button (4, Figure 3-17) is for scrolling left
when entering a password.
[RIGHT] button (5, Figure 3-17) is for scrolling right
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
A3-42
A03052
USING THE IN-CAB CONTROL PANEL
Raising the Ladder
While the ladder is in motion, the direction (up or

down) can be changed by pressing the opposite
direction ([UP] or [DOWN]) button on the control
panel.
The ladder will typically be in the lowered position on

a stationary truck. The in-cab control panel will indicate that the access is DOWN, as shown here:
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 operators cab, always use the [UP]

button on the control panel to raise the ladder
instead of releasing the parking brake. The automatic operation of the ladder when the parking
brake is released is an emergency feature only.
DO NOT release the parking brake to raise the
ladder as part of normal operation.
To raise the ladder, press and hold (temporarily) the

[UP] button located on the in-cab control panel. The
illustrated ladder on the screen will animate and
begin to rise to the UP position and the UP arrow (on
the control panel button) will flash. When the ladder
is completely raised, the [UP] button will remain illuminated continuously.
When the ladder has reached its raised travel position and strikes the limit switch, the control panel will
indicate that the access is UP, as shown here:
A03052
A3-43
The RLS power pack will continue to operate for

three more seconds to charge hydraulic accumulator.
During this time, the UP arrow will continue to flash
until the cycle is complete.
The RLS uses a limit switch to monitor ladder travel
to the UP position. If the ladder fails to strike the limit
switch or the limit switch fails to close, a fault alarm
will activate after a short delay and the in-cab control
panel will display this message, as shown here:
Lowering the Ladder

NOTE: The parking brake must be applied before the
ladder can be lowered.
To lower the ladder, press and hold (temporarily) the
[DOWN] button located on the in-cab control panel.
The illustrated ladder on the screen will animate and
begin to lower to the DOWN position and the
[DOWN] button will flash.
When the ladder has reached its lowered travel position, 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
a FAULT IN SYSTEM message. A defective limit
switch will prevent normal RLS operation and must
be corrected immediately.
A3-44
When the ladder is completely lowered, the [DOWN]

button will remain illuminated continuously.
A03052
USING THE GROUND LEVEL CONTROL

BOX
Ground level control box (1, Figure 3-18) is located
next to the battery isolation box and contains toggle
switch (2) that lowers and raises the ladder.
ladder can be lowered. If toggle switch (2) is held in
either position for more than ten seconds, a fault will
be activated and will need to be acknowledged by
pressing either the [EXIT] or [ENTER] buttons
located on the in-cab control panel.
Raising the Ladder

To raise the ladder, push toggle switch (2, Figure 318) to the LADDER UP position and release. Ladder
operation via this switch is the same as using the incab control panel. Any ladder movement will be
shown on the in-cab control panel.
Lowering the Ladder
To lower the ladder, push toggle switch (2, Figure 318) to the LADDER DOWN position and release.
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
A03052
2. Toggle Switch
A3-45
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 headlight assembly. The emergency down valve relieves
ladder system hydraulic pressure and allows the ladder to smoothly lower to the ground.
To lower the ladder, rotate the handle on the emergency down valve clockwise. The ladder will lower
smoothly until it reaches the ground.
To reset the ladder, rotate the handle counterclockwise 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
A3-46
2. Grille
A03052
ENGINE START-UP SAFETY PRACTICES
Never attempt to start the engine by shorting

across the cranking motor terminals. This may
cause a fire, or serious injury or death to anyone
in the machines path.
Start the engine from the operators seat only.
1. Ensure all personnel are clear of the truck
before starting the engine. Always sound the
horn as a warning before actuating any operational controls. If the truck is in an enclosure,
ensure there is adequate ventilation before
start-up. Exhaust fumes are dangerous!
2. The directional control lever must be in the
PARK position before starting.
NOTE: The park brake will always be applied
whenever the directional control lever is in the park
position and the truck is moving slower than 0.5 mph.
Move the rest switch to the ON position to put
the drive system in rest mode of operation.
Refer to discussion of the rest switch in Section
N, Operator Cab Controls.
3. If the truck is equipped with auxiliary cold
weather heater system(s), DO NOT attempt to
start the engine while the heaters are in operation. Damage to coolant heaters will result!
a. Turn key switch to the RUN (not START)

position.
b. With the directional control lever in PARK,
rotate the key switch fully clockwise to the
START position, and hold this position until
the engine starts (see NOTE below). The
START position is spring-loaded and will
return to RUN when the key is released.
NOTE: This truck is equipped with an engine prelube
system. With this feature, a noticeable time delay
may occur (while engine lube oil passages are being
filled and pressurized) before engine cranking will
begin.
c. After the engine has started, place the rest
switch in the OFF position to enable the drive
system. Refer to the discussion on the rest
switch in Section N, Operator Cab Controls.
NOTE: In cold ambient conditions and when the
engine is cold, the engine rpm will not increase
above low idle speed until the engine controller
determines it is safe to do so. This time delay will
vary from 30 seconds to 11 minutes which allows the
coolant and engine oil to warm up. A warning light
will also be illuminated indicating that the engine is
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.
4. The key switch is a four position (ACC, OFF,

RUN, START) switch. (The ACC position is not
currently used.) When the switch is rotated one
position clockwise, it is in the RUN position and
all electrical circuits (except START) are activated.
A03052
A3-47
AFTER ENGINE HAS STARTED

1. Become thoroughly familiar with steering and
emergency controls. After the engine has been
started, DO NOT accelerate engine speed or
drive truck until low pressure and warning systems are normal, and the coolant temperature
is at least 71C (160F).
2. Test the truck steering in extreme right and left
directions. If the steering system is not operating properly, shut the engine off immediately.
Determine the steering system problem and
have it repaired before resuming operation.
3. Operate each of the truck's brake circuits at
least twice prior to operating and moving the
truck. These circuits include individual activation from the operator's cab of the service
brake, parking brake, and wheel brake lock.
With the engine running and with the hydraulic
circuit fully charged, activate each circuit individually.
4. If any application or release of any brake circuit

appears sluggish or improper, or if warning
alarms are activated on application or release,
shut the engine off and notify maintenance personnel. DO NOT operate the truck until the
brake circuit in question is fully operational.
5. Check the gauges, warning lights and instruments before moving the truck to ensure proper
system operation and proper instrument functioning. Pay special attention to braking and
steering circuit hydraulic warning lights. If warning lights come on, shut off the engine immediately and determine the cause.
6. Ensure the headlights, work lights and taillights
are in proper working order. Good visibility may
prevent an accident. Check operation of the
windshield wipers.
a. Park the truck on level ground.

b. To operate the park brake, place the directional 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 directional control lever to PARK.
A3-48
A03052
PRE-SHIFT BRAKE CHECK

(if equipped)
NOTE: Komatsu recommends that operators perform
static brake tests to verify that the braking systems
are adequate at the beginning of each shift before
operating the truck.
The static brake test allows the operator to check the
service brake, parking brake and the dynamic
retarder. The purpose of these tests is to verify the
functionality of the service brake, parking brake and
retarder systems at the time they are tested.
After performing each test, it is the operators
responsibility 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 matter. Each brake test is a separate test, where one
brake system or all three can be tested at any time.
If an operator has questions during brake testing,
refer to the drive system Diagnostic Information Display (DID) panel, located on the back wall of the cab
for guidance.
OPERATION
The static brake test utilizes a momentary switch and
a check light located in the overhead display panel.
Brake Test Switch

Pre-shift brake test switch is 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 sequence.
The amber light in the top of the switch is used to

indicate when the truck is in brake test mode, and is
referred to as the brake check light. When illuminated, a brake test is ready. When flashing, the brake
test is at the validation point, or the retard system test
is finished.
Description
If the truck fails any brake test, notify maintenance personnel immediately. Do not resume
operation unless the truck passes all brake tests.
Events
The following events have been added to the drive
system software to support the brake test feature.
645-1 Service Brake test Performed
645-2 Parking Brake Test Performed
645-3 Retard Test Performed
645-4 Brake Test Switch stuck closed
The operator can choose which brake test to perform, and will set the truck controls based on the settings in Table 1. The drive system will detect the
position of the directional control lever, and will prepare for the appropriate test. The operator will then
press the brake test switch.
If the brake check light is illuminated solid after
pressing the brake test switch, the system is in brake
test mode and is ready for the chosen test to be initiated by the operator. After testing, the operator will
then determine if the truck passed the brake tests,
and if it is safe for operation.
If the brake check light does not illuminate immediately after pressing the brake test switch, there is
most likely a problem with the setup. Refer to the
setup conditions and take action to prepare the truck
for a brake test.
The Events Log will record when and which brake

tests have been performed.
A03052
A3-49
PERFORMING THE BRAKE TESTS
If there is a problem with the truck setup, the DID

panel will display the problem.
Setup
For example if the engine is off:
Before performing any brake test, the following conditions must be met:
ERROR Entering Brake Test

Engine not running
Dump body empty

If the Truck is loaded:
NOTE: The drive system will not enter any 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 displayed. For example, if the service brake and parking
brake are both applied together:

Set Brakes for Test
Ensure the area around the truck is free of personnel and objects. Some truck movement could
occur during brake testing.
Brake Test Exit Criteria

The drive system is unable to determine if the
truck is on a hill or in a parking ditch. Testing
during these conditions will affect test results.
Numerous conditions can occur which may interrupt

a brake test, including the following:
Any of the setup conditions becoming false
Drive system fault which restricts the LINK or
Propel mode
Before performing any brake test, the truck must be

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)

Dump body down
Brake test requested, but not initiated by the

operator within 60 seconds after pressing the
brake test switch
No drive system warning lights ON

(Can not be in LIMP mode.)
Zero ground speed
TABLE 1: BRAKE TEST SETTINGS

Test Type
Wheel Brake
Lock
Service Brake
Pedal
Directional
Control Lever
Service Brake
OFF
FULLY APPLIED
NEUTRAL
Parking Brake
OFF
RELEASED
PARK
Retard Test
OFF
RELEASED
PARK
A3-50
A03052
Service Brake Test

1. Firmly depress the service brake pedal.
9. Release the accelerator pedal and the torque

will be reduced, the test will stop and the brake
check light will turn off.
2. Place the directional control lever in the NEUTRAL position. Ensure the wheel brake lock
switch is OFF.
10. Place the directional control lever in the PARK

position. Release the service brake pedal.
3. Press the brake test switch and wait for the

brake check light to be on solid.
11. If the truck failed the service brake test, notify

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 service brake test results.
5. The DID panel will display:
Service Brake Test READY
Press Accel Pedal to Start
6. With the service brake pedal still fully applied,
fully depress the accelerator pedal. The drive
system controller will enter propel mode and
generate torque up to the service brake limit.
Maintain full service brake pressure during the
test.
NOTE: The drive system can only detect if the
service brakes are applied. It can not detect the
percentage of application. It is up to the operator to
press hard enough on the service brake pedal to
achieve a full brake application.
Service Brake Test ACTIVE
Check Truck Movement when Light Flashes
8. Once torque has reached the limit for the service 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 fails the service brake test, notify

maintenance personnel immediately. Do not
resume operation unless the truck passes all
brake tests.
NOTE: If the operator partially or fully releases the

accelerator pedal during the test, torque will be
reduced and the brake check light will go back on
solid when torque falls below the test set point. The
operator can re-apply the accelerator pedal to
increase torque and the brake check light will again
flash when the torque is at the test limit.
If the test exits abnormally, or if the operator simply

does not press the accelerator pedal far enough to
achieve the torque level for the service brake test,
the DID panel will display:
Brake Test ERROR
Test did NOT complete
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.
A03052
A3-51
Retard System Test:
Parking Brake Test

position.

position.


Parking Brake or Retard Test READY

Press Accel or Retard Pedal to Start
4. Fully depress the accelerator pedal. The drive
system controller will enter propel mode and
generate torque up to the park brake limit.
Park Brake Test ACTIVE
Check Truck Movement when Light Flashes
6. Once the torque has reached the limit for the
parking 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 parking brake system.
If the truck did not move:
The park brake system passed the test.
If the truck moved during the test:
The park brake test has failed. Release the
accelerator pedal. If the truck starts to roll, apply
the service brakes to hold the truck stationary.
Notify maintenance personnel immediately.
Parking Brake or Retard Test READY

Press Accel or Retard Pedal to Start
4. Fully depress the retard pedal. The drive system controller will ramp up the engine speed,
close CM1, close CM2, close CM3 close CM4,
turn on the choppers, and test the retarding system. The system will verify current flow through
each grid leg and the grid blower motor.
5. The DID panel will display the current status of
the test.
Retard System Test ACTIVE
CM1 CM2 CM3 CM4 CHOP
(Elements are added as the test progresses.)
6. Upon successful completion of the test, the light
will flash for 10 seconds indicating a successful
test. The DID panel will display:
Retard System Test PASSED
or
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

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.
If the truck fails the retard system test, notify

brake tests.
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 maintenance personnel immediately. Do not resume
operation unless the truck passes all brake
tests.
A3-52
A03052
EMERGENCY STEERING SYSTEM

Operation
This truck is equipped with an emergency steering
system. This system is a backup in the event of loss
of oil supply to the main steering system. The
emergency steering system was designed to meet or
exceed SAE J1511 and ISO 5010 standards.
If the low steering system pressure indicator light and
alarm are activated, a failure in the hydraulic oil
supply to the steering and brake system exists. When
the alarm is activated, typically there is enough
hydraulic pressure stored in the brake and steering
accumulators to allow brief operation of the steering
and brake functions. However, this oil supply is
limited. Therefore, it is important to stop the truck as
quickly and safely as possible after the alarm is first
activated.
If the oil supply pressure drops to a predetermined
level, the low brake pressure warning light will also
illuminate. If the oil pressure continues to decrease,
the brake auto-apply feature will activate the service
brakes to stop the truck.
Pre-Operation Testing
NOTE: Komatsu recommends that operators perform
this test to verify that the steering accumulator
precharge pressure is adequate at the beginning of
each shift before operating the truck.
2. Wait at least 90 seconds to verify that all

hydraulic pressure has been relieved from the
steering accumulators. Turn the steering wheel
from stop to stop. If the front wheels do not
move, there is no hydraulic pressure.
3. Check the hydraulic tank oil level. The oil level
must be visible in the center of the upper sight
glass and must not cover the entire upper sight
glass. Add oil if necessary. DO NOT overfill.
4. Turn the key switch to the ON position, but DO
NOT start the engine.
a. Steering system pressure: Verify that the low
steering
pressure
warning
light
is
illuminated. If it is not illuminated,
immediately notify maintenance personnel.
DO NOT operate the truck until the problem
is corrected.
b. Steering accumulator precharge: Verify that
the low accumulator precharge warning light
is not illuminated and the warning buzzer is
not sounding. If the warning light is
illuminated and the buzzer is sounding,
immediately notify maintenance personnel.
is corrected.
5. Start the engine and allow the steering
accumulators to fully charge. Turn the steering
wheel so that the front wheels are straight.
6. Check the hydraulic tank oil level while the
engine is on.
Ensure no one is near the front tires during this

test. All personnel are warned that the clearances
change when the truck is steered and this could
cause serious injury.
This test can only be performed with an empty truck.
1. Park the empty truck on flat, level ground.
Lower the dump body onto the frame and stop
the engine. Ensure that the key switch is in the
OFF position.
A03052
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
are adequately charged. Proceed to Step 7.
b. If the oil level is below the lower sight glass,
the
steering
accumulators
are
not
adequately charged. Turn the key switch to
the OFF position and stop the engine.
Immediately notify maintenance personnel.
is corrected.
A3-53
7. Shut the engine off by using the engine stop

button located on the center console. Leave the
key switch in the ON position. This allows the
steering accumulators to retain their hydraulic
charge.
MACHINE OPERATION SAFETY

PRECAUTIONS
After the truck engine is started and all systems are
functioning properly, the operator must follow all local
safety rules to ensure safe machine operation.
a. If the warning light and buzzer do activate,

turn the key switch OFF and notify maintenance personnel. DO NOT operate the truck
until the problem is corrected.
b. If the steering accumulators are adequately
charged, the low steering pressure warning
light and the low accumulator precharge
warning light will not illuminate. Continue to
the next step.
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.
If the front wheels cannot be turned fully to the
left and right, or if the warning light and buzzer
do not activate, immediately notify maintenance
personnel. DO NOT operate the truck until the
problem is corrected.
If the truck passes this test, the emergency steering
system is functioning properly.
If any of the red warning lights illuminate or if any

gauge reads in the red area during truck operation, a malfunction is indicated. Stop the truck as
soon as safety permits, and stop the engine.
Have the problem corrected before resuming
truck operation.
The truck is equipped with "slip/slide" control. If

this function becomes inoperative, operating the
truck with stalled or free spinning wheel motors
may cause serious damage to wheel motors! If
the truck does not begin to move within ten seconds after depressing the throttle pedal (directional control lever in a drive position), release
the throttle pedal and allow wheels to regain traction before accelerating again.
1. When the truck body is raised, DO NOT allow

anyone below it unless the body-up retaining
cable is in place.
1. Always look to the rear before reversing the

truck. Watch for and obey the ground spotter's
hand signals before traveling in reverse. Sound
the horn (three blasts). The spotter will have a
clear view of the total area at the rear of the
truck.
2. DO NOT use the fire extinguisher for any purpose other than putting out a fire! If an extinguisher is discharged, report the occurrence so
the used unit can be refilled or replaced.
2. Operate the truck only while properly seated

with seat belt fastened. Keep hands and feet
inside the cab compartment while the truck is in
operation.
Additional Guidelines
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. Passengers 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.
A3-54
A03052
4. Observe all regulations pertaining to the job

site's traffic patterns. Be alert to any unusual
traffic patterns. Obey the spotter's signals.
4. Before traveling in reverse, give a back-up signal of three blasts on the horn. Before starting
forward, signal with two blasts on the horn.
These signals must be given each time the
truck is moved forward or backward.
5. Match the truck speed to haul road conditions

and slow the truck in congested areas. Keep a
firm grip on the steering wheel at all times.
5. Use extreme caution when approaching a haul

road intersection. Maintain a safe distance from
oncoming vehicles.
6. DO NOT allow the engine to run at idle for

extended periods of time.
6. Maintain a safe distance when following

another vehicle. Never approach another vehicle from the rear, in the same lane, closer than
15 m (50 ft). When driving on a down grade, this
distance must not be less than 30 m (100 ft).
3. Check gauges and instruments frequently during operation for proper readings.
7. Check the brake lock performance periodically

to ensure safe loading and dumping.
DO NOT use the brake lock for parking. When the

engine is turned off, hydraulic pressure will bleed
down, allowing the brakes to release!
8. Proceed slowly on rough terrain to avoid deep
ruts or large obstacles. Avoid traveling close to
soft edges and near the edges of a fill area.
9. Truck operation requires a concentrated effort
by the driver. Avoid distractions of any kind
while operating the truck.
MACHINE OPERATION ON THE HAUL

ROAD
1. Always stay alert! If unfamiliar with the haul
road, drive with extreme caution. Cab doors
must remain closed at all times if the truck is in
motion or unattended.
2. Obey all road signs. Keep the truck under control at all times. Govern truck speed by the road
conditions, weather and visibility. Report poor
haul road conditions immediately. Muddy or icy
roads, pot holes or other obstructions can present hazards.
3. Initial propulsion with a loaded truck must begin
from a level surface whenever possible. At
times, starting on a hill or grade cannot be
avoided. Refer to Starting On A Grade With A
Loaded Truck later in this section.
A03052
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 directional control lever to PARK, and shut the
engine off before leaving the cab. Block the
wheels securely and notify maintenance personnel for assistance.
8. While driving on a slope, maintain a speed that
will ensure safe driving and provide effective
retarding under all conditions (Refer to Dynamic
Retarding, in Section 32 Operator Cab Controls.) Refer to the grade/speed retard chart in
the operator's cab to determine maximum safe
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
all headlights, clearance lights, and tail lights
are on. DO NOT back the truck if the back-up
horn or lights are inoperative. Always dim the
headlights when approaching oncoming vehicles.
10. If the emergency steering light and/or low brake
pressure warning light illuminate during operation, immediately steer the truck to a safe stopping area, away from other traffic if possible.
Refer to item 7 above.
11. Check the tires for proper inflation during each
shift. If the truck has been operating on a flat or
under-inflated tire, the truck must remain outside of any buildings until the tire cools.
A3-55
STARTING ON A GRADE WITH A LOADED

TRUCK
Initial propulsion with a loaded truck must begin from
a level surface whenever possible. There are circumstances when starting on a hill or grade cannot be
avoided. In these instances use the following procedure:
1. Fully depress the service brake pedal (DO NOT
use retarder lever) to hold the truck on the
grade. With the service brakes fully applied,
move the directional control lever to a drive
position (FORWARD/REVERSE) and increase
engine rpm with the throttle pedal.
2. As engine rpm approaches maximum, and
when propulsion effort is felt working against
the brakes, release the brakes and allow truck
movement. Ensure the service brake pedal is
completely released. As truck speed increases
above 5-8 kph (3-5 mph) the PSC will drop propulsion if the retarder is still applied.
5. During loading, the operator must stay in the

truck cab with the engine running. Place the
directional control lever in NEUTRAL and apply
the brake lock.
6. When loaded, pull away from the shovel as
quickly as possible with extreme caution.
DUMPING
Raising The Dump Body
1. Approach the dump area with extreme caution.
Ensure the area is clear of persons and
obstructions, including overhead utility lines.
Obey signals as directed by the spotter, if present.
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.
NOTE: Releasing and reapplying dynamic retarding

during a hill start will result in loss of propulsion.
As the body raises, the truck center of gravity will
move. The truck must be on level surface to prevent tipping/rolling!
PASSING
1. DO NOT pass another truck on a hill or on a
blind curve!
2. Before passing, ensure the road ahead is clear.
If a disabled truck is blocking your lane, slow
down and pass with extreme caution.
3. Use only the areas designated for passing.
LOADING
1. Approach the loading area with caution.
Remain at a safe distance while the truck
ahead is being loaded.
2. DO NOT drive over unprotected power cables.
3. When approaching or leaving a loading area,
watch for other vehicles and for personnel working in the area.
4. When pulling in under a loader or shovel, follow
the spotters or the shovel operators signals.
The truck operator may speed up loading by
observing the location and loading cycle of the
truck being loaded ahead, and then following a
similar pattern.
A3-56
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 position, apply the brake lock and move the directional control lever to the NEUTRAL position.
The dumping of very large rocks (10% of payload,

or greater) or sticky material (loads that do not
flow freely from the body) may allow the material
to move too fast and cause the body to move
RAPIDLY and SUDDENLY. This sudden movement may jolt the truck violently and cause possible injury to the operator, and/or damage to the
hoist cylinders, frame, and/or body hinge pins. If
it is necessary to dump this kind of material,
slowly accelerate engine rpm while raising the
body. When the material starts to move, release
the hoist lever to the HOLD position. If the material does not continue moving and clear the body,
repeat this procedure until the material has been
dumped.
A03052
5. Pull the lever (Figure 3-20) to the rear (to

RAISE position) to actuate the hoist circuit.
(Releasing the lever anywhere during the raise
cycle will hold the body at that position.)
2. Move the hoist lever forward to the DOWN position and release. Releasing the lever places the
hoist control valve in the FLOAT position allowing the body to return to the frame.
NOTE: If dumped material builds
up at the rear of the body and the
body cannot be lowered, perform
Steps a & b below:
a. Move the hoist lever back to the RAISE position 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 FORWARD, 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.
FIGURE 3-20. HOIST LEVER POSITION
1. Raise
2. Hold
3. Float
4. Lower
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 halfextension.
8. Release the hoist lever as the last stage of the
hoist cylinder reaches full extension.
NOTE: If the directional control lever is in REVERSE
when the dump body is raised, reverse propel is
inhibited. To deactivate, lower the dump body and
move the directional control lever out of REVERSE.
The truck is not to be moved with the dump body

raised except for emergency purposes only. Failure to lower the body before moving the truck
may cause damage to the hoist cylinders, frame
and/or body hinge pins.
3. With the body returned to the frame, move the
directional control lever to FORWARD, release
the brake lock, and carefully leave the dump
area.
Lowering The Dump Body
(When dumping on flat ground):
(When dumping over a berm or into a crusher):
It is very likely when dumping on flat ground that the

dumped material will build up enough to prevent the
body from lowering. In this case, the truck will have to
be driven forward a short distance (just enough to
clear the material) before the body can be lowered.
1. Shift the directional control lever to FORWARD,
release the brake lock, depress the override
button and drive just far enough forward for the
body to clear the material. Stop, shift the directional control lever to NEUTRAL, and apply the
brake lock.
A03052
1. Move the hoist lever to the DOWN position and

release. Releasing the lever places the hoist
control valve in the FLOAT position allowing the
body to return to the frame.
NOTE: If dumped material builds
up at the rear of the body and the
body cannot be lowered, perform
Steps a & b below:
A3-57
a. Move the hoist lever back to the HOIST position to fully raise the dump body. Release the
hoist lever to return it to the HOLD position.
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 FORWARD, release the brake lock. Depress the
override button and drive forward to clear the
material. Stop, shift 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.
CAUTION! DO NOT move the truck with the dump

body raised except for emergency purposes
only. Failure to lower the body before moving the
truck may cause damage to the hoist cylinders,
frame and/or body hinge pins.
2. With the body returned to the frame, move the
directional control lever to FORWARD, release
the brake lock, and carefully leave the dump
area.
SUDDEN LOSS OF ENGINE POWER

If the engine suddenly stops, there is enough hydraulic pressure stored in the brake and steering accumulators to allow the operation of the steering and brake
functions. However, this oil supply is limited so it is
important to stop the truck as quickly and safely as
possible after the loss of engine power.
If the brake supply pressure drops to a pre-determined level, the low brake pressure warning light will
illuminate and a buzzer will sound. If the brake pressure continues to decrease, the auto-apply feature
will activate and the service brakes will apply automatically to stop the truck.
1. Bring the truck to a safe stop as quickly as possible by using the foot pedal to apply the service brakes. If possible, safely steer the truck to
the side of the road while braking.
Dynamic retarding will not be available! DO NOT

use the service brakes for continuous retarding
purposes.
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.
5. If the truck is on level ground, or if the parking
brake can hold the truck stationary and the
truck is in a stable condition, it is then OK to turn
the key switch OFF.
6. If safe to do so, have maintenance personnel
place wheel chocks or other mechanisms in
front or behind the wheels to reduce the risk of
the truck rolling.
7. If traffic is heavy near the disabled machine,
mark the truck with warning flags during daylight hours or use flares at night. Adhere to local
regulations.
A3-58
A03052
FUEL DEPLETION
SAFE PARKING PROCEDURES
The high pressure injection (HPI) fuel system uses

fuel to adjust fuel delivery timing by creating a
hydraulic link between the upper plunger and the
timing plunger. Metered fuel is also used for
lubricating the injector plunger and barrel. The
maximum demand for metered fuel is required during
high speed / low load conditions.
The operator must continue to use safety precautions when preparing for parking and stopping the
engine.
In the event that the equipment is being used in consecutive shifts, any questionable truck performance
the operator may have noticed must be checked by
maintenance personnel before the truck is released
to another operator.
1. 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.
Operating the truck to fuel depletion forces the

injector train into a no-follow* condition. No fuel
flow between the plungers may cause damage to
the injectors and the overhead due to adhesive
wear, resulting in costly repairs and unnecessary
downtime.
Allowing the Komatsu truck to operate until fuel

depletion can lead to unsafe operating conditions possibly resulting in an uncontrollable
vehicle and/or personal injury.
2. Stop the truck using the service brakes. Place

the directional control lever in the PARK position. This will apply the parking brake. Slowly
release the service brakes. If the truck starts to
roll, apply the service brakes and notify maintenance personnel immediately.
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
the parking brake to prevent truck roll away and to
silence the alarms.
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 distance 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 procedure.
A03052
A3-59
NORMAL ENGINE SHUTDOWN

PROCEDURE
The following procedure must be followed to shut the
engine off.
1. Stop the truck out of the way of other traffic.
Park on a level surface, free of overhead power
lines or other objects that could prevent raising
the dump body.
a. Reduce engine speed to idle.
b. Place the directional control lever in PARK.
This will apply the parking brake. DO NOT
apply the wheel brake lock.
NOTE: If the truck starts to roll, apply the service
brakes
and
notify
maintenance
personnel
immediately.
c. Ensure the parking brake applied indicator
light in the overhead display panel is illuminated.
2. Place the rest switch in the ON position to put
the AC drive system in rest mode. Ensure the
rest indicator light in the overhead panel is illuminated.
3. Turn the key switch counterclockwise to the
OFF position to stop the engine.
The engine may continue to run for up to three
minutes after the key switch is turned OFF, if the
parking brake has been set. The engine may
stop before three minutes has elapsed if the
engine coolant is not too hot, and the engine
rpms and fuel delivery has been low for a
period of time before the key switch was placed
in the OFF position. The engine shutdown light
in the overhead panel will be illuminated during
the shutdown sequence.
NOTE: If the engine must be shut down immediately,

stop the truck, shift the directional control lever to
PARK, turn the key switch OFF, then pull up on the
engine stop switch located in the operator cab center
console. Push the switch back down to enable
engine operation.
NOTE: There is also an engine stop switch

located at ground level at the left front corner of
the truck. When this switch is activated, the
engine will stop immediately, with no cooling off
time.
4. With the key switch OFF and engine stopped,
wait at least two minutes. If any warning lights
are illuminated, notify maintenance personnel
immediately.
NOTE: When the key switch is turned OFF, the
parking brake will automatically be set, even if it was
not set already by the operator. The wheel brake lock
will be disabled, even if it was set by the operator.
5. Ensure the steering circuit is completely bled
down by turning the steering wheel back and
forth several times. No front wheel movement
will occur when hydraulic pressure is relieved. If
the front tires continue to steer after the engine
is stopped, notify maintenance personnel.
6. Verify all link voltage lights are off (one on the
back side of the center console inside the operator cab, two on the electrical cabinet), and
notify maintenance personnel if the lights
remain illuminated longer than five minutes
after the engine has been stopped.
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.
A3-60
A03052
DISABLED TRUCK CONNECTORS

GENERAL
Refer to Section L for repair and troubleshooting procedures for the hoist system components and steering system components. Refer to Section J for repair
and troubleshooting procedures for the hydraulic
brake system components.
6. To disconnect the hoses, stop the engine(s).

Wait two minutes for the hydraulic system to
bleed down. Ensure all hydraulic pressure has
been relieved before disconnecting the hoses.
7. Ensure the brake system jumper hose is
removed when the supply and return hoses are
disconnected from the truck.
STEERING AND BRAKE SYSTEM

Ports are provided on the bleeddown manifold to
allow operation of the steering and brake circuits for
temporary truck operation if the steering/brake pump
is not operational. To use this feature, two hoses
(supply and return) from the disabled truck 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 connecting any hoses.
NOTE: Maximum hydraulic pressure is not to exceed
24 304 kPa (3,525 psi).
2. Connect the hydraulic supply hose from the
good truck to the supply port (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 from the good truck to
the return port (3).
NOTE: Because there are check valves incorporated
into the bleed down manifold, the pressurized fluid
supplied by the hydraulic source using supply port (4)
will not supply oil to the brake system. To enable
brake system operation, a jumper hose must be
installed between the brake ports (1 & 2). Once the
jumper hose is installed, pressurized oil from the
hydraulic pressure source will be supplied to both the
steering and the brake circuits.
4. If operable brakes are needed on the disabled
truck, connect a jumper hose from brake port
(1) to brake port (2).
5. Start the engine on the good truck and check
the operation of the steering and brake system
before moving the disabled truck.
A03052
FIGURE 3-21. BLEEDDOWN MANIFOLD

1. Brake Port( # 1)
2. Brake Port (# 2)
3. Return Port
4. Supply/Inlet Port
A3-61
HOIST SYSTEM
Hookup
Sometimes it is necessary to dump a load from the

body of a truck when the hoist system is inoperable.
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).
Ensure there is an adequate, clear area to dump the

loaded box. 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 connecting hoses.
Quick disconnect fittings (1 & 2, Figure 3-22) are provided on the overcenter valve to allow operation of
the hoist circuit for temporary truck operation if the
hoist pump, hoist valve or other hoist system component is not operational. This will allow maintenance
personnel to raise the truck body to dump the load
1. With the good truck parked as close as possible

to the disabled truck, attach a hose from the
power up quick disconnect (1, Figure 3-22) to
the power down circuit of the disabled truck.
(Hose must be rated to withstand 17 237 kPa
(2,500 psi) or greater pressure.
In the example, Figure 3-22 illustrates a typical

hookup from the good truck. The disabled truck may
be another Model 830E, or a different Komatsu electric drive truck model.
The hoist circuit relief valves are adjusted to 17 240
kPa (2,500 psi).
NOTE: The power down circuit will use a smaller

diameter hose (tube) than the power up circuit.
2. Connect another hose from the power down
quick disconnect (2) to the power up circuit of
the disabled truck.
NOTE: If both trucks are a Model 830E, the hoses
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.
FIGURE 3-22. HOIST CONNECTIONS

1. Power Up Quick Disconnect
2. Power Down Quick Disconnect
3. Over Center Valve
b. Remove the cap from the hoist pilot valve

relief valve located in the hydraulics components cabinet behind the cab. While counting
the number of turns, slowly screw the relief
valve adjustment screw clockwise until it bottoms.
5. Repeat Step 4 to dump the disabled truck.
NOTE: The matching quick disconnect couplings for

items (1 & 2) is PB4684.
A3-62
A03052
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 accelerate 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.
A03052
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.
A3-63
TOWING
Special Wiring Harness
Before towing a truck, many factors must be

carefully considered. Serious personal injury
and/or significant property damage may result if
important safety practices, procedures and
preparation for moving heavy equipment are not
observed.
A disabled machine may be towed after the following
precautions have been taken.
Do not tow the truck any faster than 8 kph (5
mph).
Tow with a solid tow bar. DO NOT tow with a
cable. Use a towing device with ample strength
for the weight of this truck.
Never tow a truck on a slope.
Before towing, a special wiring harness must be

made in order to release the parking brake. The
harness will require approximately 9 meters (30 ft) of
#14 wire, and one ON/OFF switch (capable of
carrying 2 amps of current) and two ring terminals.
Refer to Figure 3-23. Using a ring terminal, one end
of the wire must connect to a 24VDC bus bar (1) in
the auxiliary control cabinet to supply 24V to the
solenoid. Switch (2) must be positioned in the
harness so the operator can operate the switch while
seated in the operators seat. The harness must be
fitted with a connector (4) to allow it to be plugged
into parking brake solenoid (3) inside the brake
cabinet. Wire (5) leading from this connector is to be
connected to the ground block using a ring terminal.
Refer to Figure 3-11 for an overview of the special
wiring harness when installed on the truck.
Inspect towing components, such as tow bars

and couplings, for any signs of damage. Never
use damaged or worn components to tow a
disabled vehicle.
The parts required to connect to the solenoid are: 1

housing (PB8538), 2 sockets (0819105430) and 1
wedge (PB8540).
Keep a safe distance from the trucks and towing

apparatus while towing a vehicle.
Towing Procedure
After connecting a truck that is to be towed, do

not allow anyone to go between the tow vehicle
and the disabled vehicle.
Set the coupling of the truck being towed in a
straight line with the towing portion of the tow
truck, and secure it in position.
An operator is to remain in the cab of the towed
vehicle at all times during the towing procedure.
1. Shut the engine off.

2. Block the wheels on the disabled truck to
prevent movement while preparing the truck for
towing and while attaching the tow bar.
3. Ensure the towing vehicle has adequate
capacity to both move and stop the towed truck
under all conditions.
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.
FIGURE 3-23. PARKING BRAKE HARNESS

1. 24VDC Connection
2. Switch (ON/OFF)
3. Park Brake Solenoid
A3-64
4. Connector
5. Ground Wire
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
manifold in the brake cabinet. Ensure proper
pressure is displayed on the gauge when
depressing the brake pedal.
A03052
FIGURE 3-24. PARKING BRAKE WIRING FOR TOWING

1. Switch
2. Ground Wire
3. Harness
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 3-24) 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 3-25).
Connect special wiring harness (3, Figure
Figure 3-24) to the parking brake solenoid.
Attach the short lead (2) to ground.
d. WIth the window lowered, place the end of
the special wiring harness inside the cab so
the operator can control the parking brake
with switch (1).
A03052
FIGURE 3-25. BRAKE CABINET

1. Brake Manifold
A3-65
10. Ensure the operator in the towing vehicle has 2way radio communications with the driver in the
disabled truck.
11. When ready to tow the disabled truck, remove
blocking from the wheels.
12. The operator in the disabled truck should now
move switch (1, Figure 3-24) to the ON position.
This will release the parking brakes.
13. Tow the disabled truck. Sudden movement may
cause tow bar failure. Smooth, gradual truck
movement is preferred. Do not tow the truck
any faster than 8 kph (5 mph).
15. When the desired location has been reached,

the operator in the towed vehicle is to apply the
service brakes, then turn switch (1) to the OFF
position. This will apply the parking brakes.
16. Block the wheels on the towing vehicle and the
disabled truck to prevent roll-away.
17. Shut down the engine in the towing vehicle.
Disconnect the hydraulic hoses.
18. Disconnect special wiring harness (3) from the
truck. Connect the truck wiring harness back to
the parking brake solenoid.
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.
A3-66
A03052
RESERVE ENGINE OIL SYSTEM (Optional)

The reserve oil tank for the engine is designed to add
more oil capacity to the engine and to make less frequent servicing of the engine oil. The circulation of oil
between the engine sump and reserve tank
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.
Operation
Engine oil is circulated between the engine sump and
the reserve tank by two electrically driven pumps
within a single pumping unit (11, Figure 3-26). The
pump unit is mounted on the side of the reserve tank,
and is equipped with an LED monitor light on one
side.
Pump 1 (in the pump unit) draws oil from the engine
sump at a preset control point determined by the
height of the suction tube. Oil above this point is withdrawn and transferred to reserve tank (9). This lowers the level in the engine sump until air is drawn.
NOTE: DO NOT use the oil in the reserve tank to fill

the engine sump. Both must be at proper level before
starting the engine.
4. The engine oil level must be checked with the
engine dipstick at every shift change. If the oil
level in the engine is incorrect, check for proper
operation of the reserve engine oil system.
5. The oil level in the reserve tank must also be
checked at every shift change. Use dipstick on
fill cap (8) to check oil level. If necessary, add oil
to the reserve tank by using the quick fill system
utilizing tank fill valve (3). For filling instructions,
refer to Section 40, Lubrication and Service in
the Operation and Maintenance Manual.
NOTE: Oil must always be visible in lower sight
gauge (12). If the tank is equipped with three sight
gauges, the oil must always be visible in the middle
sight gauge.
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 operating 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.
2. Change engine filters as required.
3. Start the engine and check for proper operation.
A03052
FIGURE 3-26. RESERVE ENGINE OIL SYSTEM

1. Oil Suction
2. Oil Tank Fill
3. Fill Valve
4. Engine Fill Line
5. Oil Level Sensor
6. Air Valve
7. Tank Fill Line
8. Fill Cap
9. Reserve Oil Tank
10. Engine Fill Line
11. Pump Unit
12. Sight Gauge
13. Tank Return Line
A3-67
NOTES:
A3-68
A03052
WARNINGS AND CAUTIONS

The following pages give an explanation of the warning, caution, and service instruction plates and
decals attached to the truck. The plates and decals
listed here are typical of this Komatsu model, but
because of customer options, individual trucks may
have plates and decals that are different from those
shown here.
The plates and decals must be kept clean and legible. If any decal or plate becomes illegible or damaged, it must be replaced with a new one.
A warning decal is located below the key switch on
the instrument panel. The warning stresses the
importance of reading 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 recommended 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.
A04066 3/11
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 connect the negative (-) lead of the auxiliary power cable
to a good frame ground. Do not connect to the negative posts of the truck battery or a ground near
the battery box. This hookup completes the circuit
but minimizes danger of sparks near the batteries.
Sulfuric acid is corrosive and toxic. Use proper safety
gear, goggles, rubber gloves and rubber apron when
handling and servicing batteries. Get proper medical
help immediately, if required.
This plate is placed on both battery boxes and near

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

details the correct procedure for disconnecting the
battery cables from the batteries. Before disconnecting 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 disconnect switches to the OFF position.
Wireless signals from the trucks 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.
A4-2
3/11 A04066
This decal is placed on the cover for the ground level

engine shutdown switch to indicate where the emergency 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 isolation box contains the disconnect switches that can be
used to isolate the starter, battery and propulsion
system circuits.
A04066 3/11
A4-3
These plates are located above the battery disconnect 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 starting, but will allow for diagnostic testing of the electrical 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 minutes, 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 module 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 positions of the lever. When this lever is placed in the
OFF position, the trucks AC electric drive system is
locked out and the truck will not propel. When the
lever is placed in the ON position, the trucks AC
electric drive system will function and the truck can
be driven.
A4-4
3/11 A04066
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 (cable/sling) is in position.
This decal is located by the emergency ladder on

both sides of the truck.
A04066 3/11
A4-5
These danger plates are mounted on the outside of

each frame rail to alert technicians to read the warning labels attached to the side of each of the accumulators (see below) prior to releasing internal nitrogen
pressure or disconnecting any hydraulic lines or
hardware. There are similar decals mounted on top
of each of the accumulators (both steering and
brake) with the same danger message.
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 filling instructions, if oil level is below top of sight glass.
A4-6
3/11 A04066
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, escaping under pressure can have sufficient force to
enter a person's body by penetrating the skin.
Serious injury and possibly death may result if
proper medical treatment by a physician familiar
with this injury is not received 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 accumulators 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 pressure. It further warns not to over-tighten the drain
valves to prevent damage to the valve seat(s).
A04066 3/11
A4-7
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 hydraulic 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 hydraulic power.
This decal is located on the automatic lubrication reservoir 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 STORED ENERGY HAZARD warning decal is

located below the battery disconnect switches to
warn personnel not to disconnect the batteries during
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 position.
The first 90 seconds after the key switch is turned off
is the bleeddown process. Turning the battery disconnect switches off within 90 seconds could interrupt the bleeddown process and leave stored energy
in the accumulator. Wait two minutes after the engine
has stopped, then observe for bleeddown malfunction 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 problem that was detected during the bleeddown process.
A4-8
3/11 A04066
This caution decal is placed near the battery disconnect switches on the right side of the front bumper to
alert servicing technicians that before doing any
welding on the truck, always disconnect the battery
charging alternator lead wire and isolate electronic
control components before making welding repairs.
In addition, always disconnect the positive and negative battery cables of the vehicle. Failure to do so
may seriously damage the battery and electrical
equipment.
Always fasten the welding machine ground (-) lead to
the piece being welded; grounding clamp must be
attached as near as possible to the weld area.
Never allow welding current to pass through ball
bearings, roller bearings, suspensions, or hydraulic
cylinders. Always avoid laying welding cables over or
near the vehicle electrical harnesses. Welding voltage could be induced into the electrical harness and
possibly cause damage to components.
A high voltage danger plate is attached to the door of

the rear hatch cover. High voltage may be present!
Only authorized personnel 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 cabinets.
A04066 3/11
A4-9
This caution decal is placed on the back of the control cabinet to alert service technicians that this area
contains capacitors and must not be disturbed in any
manner.
This 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 should be exercised!
A4-10
3/11 A04066
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 immediately.
Maintenance personnel must follow these lifting
instructions.
A04066 3/11
A4-11
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).
NOTE: This product identification plate may vary
depending on engine options.
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 Factory Code (FC). The FC identifies the Komatsu factory 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.
A4-12
3/11 A04066
A caution decal is also attached to the door of the

rear hatch cover to alert personnel that hot exhaust
air is present and may cause injury.
This caution decal is also placed around the retarding grid cabinet.
This decal is placed on both front wheel hubs to warn

about hot oil inside the wheel hubs. Remove the oil
level plug carefully to avoid injury.
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.
A04066 3/11
A4-13
NOTES:
A4-14
3/11 A04066
TORQUE TABLES AND CONVERSION CHARTS
This manual provides dual dimensioning for many

specifications. Metric units are specified first, with
U.S. standard units in parentheses. When torque values are not specified in the assembly instructions
contained in this manual, use the standard torque
value for the hardware being used. Standard value
torque tables are contained in this chapter for metric
and SAE hardware.
References throughout the manual to standard

torques or other standard values will be to one of
the following tables. Do not use standard values
to replace specific torque values in assembly
instructions.
NOTE: This truck is assembled with both metric and

SAE (U.S.) hardware. Reference the correct table
when determining the proper torque value.
For values not shown in any of the charts or tables,

standard conversion factors for most commonly used
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 1/13
Torque Tables and Conversion Charts
A5-1
EFFECT OF SPECIAL LUBRICANTS

On Fasteners and Standard Torque Values
STANDARD TIGHTENING TORQUES

For Class 10.9 Cap screws & Class 10 Nuts
The Komatsu engineering department does not

recommend the use of special friction-reducing
lubricants, such as Copper Coat, Never-Seez, and
other similar products, on the threads of standard
fasteners where standard torque values are applied.
The use of special friction-reducing lubricants will
significantly alter the clamping force being applied to
fasteners during the tightening process.
The following specifications apply to required

assembly torques for all metric class 10.9 finished
hexagon head cap screws and class 10 nuts.
If special friction-reducing lubricants are used with

the standard torque values listed in this chapter,
excessive stress and possible breakage of the
fasteners may result.
Where the torque tables specify Lubricated
Threads for the standard torque values listed, these
standard torque values are to be used with simple
lithium base chassis grease (multi-purpose EP NLGI)
or a rust-preventive grease (see below) on the
threads and seats unless specified otherwise.
NOTE: Ensure the threads of fasteners and tapped
holes are free of burrs and other imperfections before
assembling.
Cap screw threads and seats shall not be

lubricated when assembled. These specifications
are based on all cap screws, nuts, and hardened
washers being phosphate and oil coated.
If zinc-plated hardware is used, each piece must
be lubricated with simple lithium base chassis
grease (multi-purpose EP NLGI) or a rust
preventive grease (see list, this page) to achieve
the same clamping forces provided below.
Torques are calculated to give a clamping force
of approximately 75% of proof load.
The maximum torque tolerance shall be within
10% of the torque value shown.
In the following table under Cap Screw Size, the
first number represents the shank diameter
(mm). The second number represents threads
per millimeter.
Example: M20 x 2.25
Suggested* Sources for Rust Preventive Grease:
M20 = shank diameter (20 mm)
American Anti-Rust Grease #3-X from Standard

Oil Company (also American Oil Co.)
2.25 = thread pitch in millimeter
Gulf NoRust #3 from Gulf Oil Company.

Mobilarma 355, Product No. 66705 from Mobil
Oil Corporation.
Rust Ban 326 from Humble Oil Company.
Rustolene B Grease from Sinclair Oil Co.
Rust Preventive Grease - Code 312 from the
Southwest Grease and Oil Company.
NOTE: This list represents the current engineering
approved sources for use in Komatsu manufacture. It
is not exclusive. Other products may meet the same
specifications of this list.
A5-2
TABLE 1.
Standard Tightening Torque
for Metric Class 10.9 Cap screws & Class 10 Nuts
Cap Screw
Size
Torque
Nm
Torque
ft lb
Torque
kgm
M6 x1
12
1.22
M8 x 1.25
30
22
3.06
M10 x 1.5
55
40
5.61
M12 x 1.75
95
70
9.69
M14 x 2
155
114
15.81
M16 x 2
240
177
24.48
M20 x 2.5
465
343
47.43
M24 x 3
800
590
81.6
M30 x 3.5
1600
1180
163.2
M36 x 4
2750
2028
280.5
1/13 A05001

For SAE Grade 5 and Grade 8 Cap screws
The following specifications apply to required assembly torques for all grade 5 and grade 8 cap screws.
The maximum torque tolerance shall be 10% of

the torque value shown.
Cap screw threads and seats shall be lubri-
In the following table under Cap Screw Size, the

first number represents the shank diameter (in.).
The second number represents threads per inch.
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, previous page) on the threads.
Example: 7/16 - 20
7/16 = shank diameter (7/16 inch (0.438 inch))
20 = threads per inch

TABLE 2.
for SAE Hex Head Cap Screw And Nut Assembly
Cap
Screw
Size
Torque Grade 5
Nm
Torque Grade 8
ft lb
kgm
Nm
ft lb
Torque Grade 5
Torque Grade 8
kgm
Cap
Screw
Size
Nm
ft lb
kgm
Nm
ft lb
kgm
1/4-20
9.5
0.97
13.6
10
1.38
3/4-16
319
235
32.5
454
335
46.3
1/4-28
10.8
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
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 kgm = 1.356 N.m
A05001 1/13
A5-3

For SAE Grade 9 Cap screws
The following specifications apply to required assembly torques for all 12-point, grade 9 (170,000 psi minimum tensile), cap screws.
Cap screw threads and seats shall be lubricated when assembled.

Unless
instructions
specifically
recommend
otherwise, these standard torque values are to be
used with simple lithium base chassis grease (multipurpose EP NLGI) or a rust- preventive grease (see
list, this page) on the threads.

The maximum torque tolerance shall be 10%

of the torque value shown.
TABLE 3.
for 12-Point, Grade 9 Cap Screws
Cap Screw Size*
Torque
Nm
Torque
ft lb
Torque
kgm
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
A5-4
1/13 A05001
TABLE 4.
Tightening Torque For
T-Bolt Type Hose Clamp (SAE J1508 Type TB)
Thread Size
Band Width
Newton meters
(Nm)
Inch Pounds
(in. lb)
0.25-28 UNF
19.05 mm (0.75 in.)
8.5 0.6 Nm
75 5 in lb
Cap Screw Thread

Diameter
(mm)
10
12
16
Thread
Diameter of Nut
(mm)
14
18
22
24
30
33
36
42
A05001 1/13
Width
Across Flat
(mm)
14
17
22
TABLE 5.
Split Flange Clamp Bolts
Newton meters
(Nm)
Tolerances 10%
66
112
279
Foot Pounds
(ft lb)
Tolerances 10%
48
83
206
Kilogram meters
(kgm)
Tolerances 10%
6.7
11.5
28.5
Width
Across Flat
(mm)
19
24
27
32
36
41
46
55
TABLE 6.
Flared Tube And Hose Fittings
Newton meters
(Nm)
Tolerances 10%
25
50
80
140
175
195
245
295
Foot Pounds
(ft lb)
Tolerances 10%
18
36
58
101
130
145
180
215
Kilogram meters
(kgm)
Tolerances 10%
2.5
5
8
14
18
20
25
30
A5-5
TABLE 7.
Torque Chart For JIC 37 Swivel NutS
With Or Without O-ring Seals
Size
Code
Tube Size
(OD)
Threads UNF-2B
Newton meters
(Nm)
Foot Pounds
(ft lb)
0.125
0.312 24
51
41
0.188
0.375 24
11 4
83
0.250
0.438 20
16 4
12 3
0.312
0.500 20
20 4
15 3
0.375
0.562 18
24 7
18 5
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
A5-6
Size
Code
Pipe Thread
Size
With Sealant
Nm
With Sealant
ft lb
Without Sealant
Nm
Without Sealant
ft lb
0.125 27
20 4
15 3
27 7
20 5
0.250 18
27 7
20 5
34 7
25 5
0.375 18
34 7
25 5
48 7
35 5
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
1/13 A05001
TABLE 9.
Torque Chart For
O-ring Boss Fittings
Size
Code
Tube Size (OD) Threads UNF-2B
Newton meters
(Nm)
Foot Pounds
(ft lb)
0.125
0.312 24
43
42
0.188
0.375 24
73
52
0.250
0.438 20
11 4
83
0.312
0.500 20
14 4
10 3
0.375
0.562 18
18 4
13 3
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
A05001 1/13
Size
CodeE
Tube Size
(O.D.)
Threads UNF-2B
Newton meters
(Nm)
Foot Pounds
(ft lb)
0.250
0.438 20
15 1
11 1
0.375
0.562 18
24 3
18 2
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
A5-7
TABLE11.
Common Conversion Multipliers
Metric To English
To Convert From
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
square centimeters (cm )
square inch (in. )
0.1550
square centimeters (cm2)
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 (Nm)
kilogram meters (kgm)
0.102
Newton meters (Nm)
foot pounds (ft lb)
0.7376
foot pounds (ft lb)
7.2329
Newton meters (Nm)
9.807
kilopascals (kPa)
pounds/square inch (psi)
0.1450
megapascals (MPa)
145.038
kilograms/cm2 (kg/cm2)
14.2231
kilopascals (kPa)
98.068
kilograms/cm2
A5-8
Multiply
By
To
(kg/cm2)
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
1/13 A05001
TABLE 12.
Common Conversion Multipliers
English to Metric
To
Multiply
By
inch (in.)
millimeter (mm)
25.40
inch (in.)
centimeter (cm)
2.54
To Convert
From
foot (ft)
meter (m)
0.3048
yard (yd)
meter (m)
0.914
mile (mi)
kilometer (km)
1.61
square centimeters (cm )
6.45
square feet (ft2)
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 (Nm)
0.113
foot pounds (ft lb)
Newton meters (Nm)
1.356
foot pounds (ft lb)
0.138
Newton meters (Nm)
9.807
kilopascals (kPa)
6.895
square inch
(in.2
megapascals (MPa)
0.007
kilograms/square centimeter
0.0704
(kg/cm2)
A05001 1/13
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
A5-9
Celsius
C
121
118
116
113
110
107
104
102
99
96
93
91
88
85
82
79
77
74
71
68
66
250
245
240
235
230
225
220
215
210
205
200
195
190
185
180
175
170
165
160
155
150
TABLE 13.
Temperature Conversions
Formula: F - 32 1.8 = C or C x 1.8 + 32 = F
Fahrenheit
Celsius
Fahrenheit
Celsius
F
C
F
C
482
63
145
293
4
473
60
140
284
2
464
57
135
275
1
455
54
130
266
4
446
52
125
257
7
437
49
120
248
9
428
46
115
239
12
419
43
110
230
15
410
41
105
221
18
401
38
100
212
21
392
35
95
293
23
383
32
90
194
26
374
29
85
185
29
365
27
80
176
32
356
24
75
167
34
347
21
70
158
37
338
18
65
149
40
329
15
60
140
43
320
13
55
131
46
311
10
50
122
48
302
7
45
113
51
40
35
30
25
20
15
10
5
0
5
10
15
20
25
30
35
40
45
50
55
60
Fahrenheit
F
104
95
86
77
68
59
50
41
32
23
14
5
4
13
22
31
40
49
58
67
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.
A5-10
1/13 A05001
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
machine to be idle for an extended period of time.
Properly prepared, a stored machine may promptly
and safely be put back into operational service.
Improper preparation, or complete lack of preparation, can make the job of getting the vehicle back to
operating status difficult.
1. Keep the vehicle fully serviced.
The following information outlines the essential

proper steps for preparing a unit for extended storage, and the necessary steps to bring it back to operational status. Additional information is given to help
restore those machines which were not put into storage, merely shut down and left idle for a long period
of time.
3. Operate all hydraulic functions through complete range to insure that cylinder rams and all
seals are fully lubricated.
2. On a weekly schedule, perform a visual check

of the vehicle, start and run the engine until both
the engine and transmission are up to operating
temperature. Move the vehicle around the yard
for a few minutes to insure that all internal gears
and bearings are freshly lubricated.
Much of this material is of a general nature since the

environment, where the machine has been standing
idle, will play a big part in its overall condition. Hot,
humid climate will affect vehicle components much
differently than the dry desert atmosphere or a cold
arctic environment. These climatic aspects must be
considered, and appropriate actions taken when
restoring a long term idle vehicle.
These instructions are not intended to be all inclusive, but are furnished to provide the minimum guide
lines. The final aim should always be to provide the
operator with a safe, fully productive vehicle, that he
can rely on.
4. Check and operate all systems.

5. Once a month, perform the 10 hour service
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.
A07006
Storage Procedures
A7-3
PREPARATION FOR STORAGE

For long term idle periods, proper preparation will
pay large dividends in time and money when future
operation of the vehicle is scheduled.
Refer to Section P, Lubrication and Service, for the

proper anti-freeze and conditioner concentrations.
After refilling the system, always operate the engine
until the thermostats open to circulate the solution
through the cooling system.
1. Engine should be prepared for storage according to instructions found in the engine manufacturers manual.
2. The transmission should be prepared for storage. Refer to the instructions in this chapter.
3. The vehicle should be in top operating condition
with all discrepancies corrected. Paint should
be in good condition with no rust or corrosion.
All exposed, machined or unpainted surfaces
should be coated with a good rust preventative
grease.
Never store a vehicle with a dry cooling system.

8. New hydraulic filters should be installed and the
hydraulic tank fully serviced with type C-4 oil as
specified in Section P, Lubrication and Service.
4. After the vehicle has been parked in its storage

location, all hydraulic cylinders, including Hydrair suspensions, should be retracted as much
as possible (steering cylinders centered). Wipe
the exposed portion of all cylinder rams clean
and, coat (including seals on ends of barrel)
with good preservative grease.
Any operating fluid, such as hydraulic oil, escaping under pressure can have sufficient force to
enter a person's body by pentrating the skin.
Serious injury and possible death may result if
proper medical treatment by a physician familiar
with this injury is not received, immediately.
5. If long term storage is anticipated, the vehicle

should be blocked up with the tires clear of the
ground or floor to remove vehicle weight from
the tires. Lower air pressure in the tires to 15-25
psi (103-172 kPa). Completely cover the tires
with tarpolins to minimize rubber oxidation and
deterioration.
9. Disconnect batteries, If possible, batteries

should be removed and stored in a battery shop
or a cool dry location on wooden blocks. Do not
store batteries on a concrete floor. Clean battery compartment, remove all corrosion and
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.
A7-4
Storage Procedures
A07006
13. Relieve tension from all drive belts. The engine

manufacturer recommends insertion of heavy
kraft paper between belts and pulleys to prevent
sticking.
14. All vandalism covers and locks should be in
place and secured.
15. Cab windows should be closed, locked and
sealed and the cab door locked to prevent vandalism and weather effects.
16. The vehicle fuel tanks should be completely
drained of fuel, fogged with preservative lubricant, ("NOX-RUST" MOTOR STOR., SAE10)
and closed tightly. All fuel filters should be
replaced.
17. If at all possible, to aid those who will eventually
place the unit back in operation, all available
service publications (vehicle, engine and transmission) and a current parts catalog should be
packaged in a moisture proof package and
placed in the vehicle cab.
18. Be certain water drain holes in the body are
open.
4. The cooling system should be completely

drained, chemically flushed, and refilled with a
conditioned water/antifreeze solution suitable
for the lowest temperature anticipated. Refer to
Fluid Specifications in Section P, Lubrication
and Service, for the proper anti-freeze and conditioner concentrations. After refilling the system, always operate the engine until the
thermostats open to circulate the solution
through the cooling system.
5. Refer to instructions for returning the transmission to operation at the end of this chapter.
6. Thoroughly inspect all drive belts, hydraulic, air
and oil lines for evidence of damage, wear or
deterioration. Replace any suspected lines.
Don't take chances on ruptures or blow-outs.
7. New hydraulic filters should be installed and the
hydraulic tank (reservoir) checked and serviced
with type C-4 oil as specified in Section P,
Lubrication and Service.
8. Drain on fuel tank should be opened to remove
any build up of moisture or sediment that may
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
reversing these steps.
NOTE: Before starting the job or restoring a vehicle
to operation, obtain copies of the Operation and
Maintenance Manual, Engine and Transmission
Manuals and/or the Parts Book and follow all special
instructions regarding servicing the vehicle and its
components.
In addition to removing the storage materials, the following actions should be performed.
Never blend gasoline, gasohol and/or alcohol

with diesel fuel. This practice creates an extreme
fire hazard and under certain conditions may
cause an explosion.
9. Make certain that all hydraulic controls, steering
linkage, and throttle linkage points are lubricated and operate freely before engine start-up.
10. All electrical connections must be clean and
tight. Check secureness of all ground straps
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.
A07006
Storage Procedures
A7-5
11. Install fully charged batteries in unit. Clean connectors and connect battery cables. Compartment must be free of corrosion. Secure
batteries with hold downs.
12. Check all electrical cables for weathering,

cracks and/or damage. Replace any defective
cables.
Air pressure must be released from any tires with

bad cuts or wear that extends into the plies,
before removing from the vehicle. Also, do not
allow personnel to stand in removal path of tires.
13. Check all tires, carefully for serviceability and
inflate to proper pressure.
14. If disconnected, reconnect the parking brake
linkage.
15. Completely service the vehicle as recommended in Section P, Lubrication and Service,
for both 10 and 100 hour inspections.
18. Use the Operation and Maintenance Manual for

guidance on engine start and vehicle checkout.
Make a thorough check of all hose and line connections for leakage when the engine is running.
19. Before moving the vehicle, cycle all hydraulic

controls and steering to verify proper operation.
Verify proper operation of service brakes, emergency braking system and parking brake.
Check all system instruments to insure that all
systems are operational.
20. When all systems are operational and all discrepancies are corrected, road test the vehicle
in a smooth, level, unobstructed area (with qualified, experienced operator only) to check steering response, transmission shifting, service
brake efficiency, and hydraulic functions. Only
when it is assured that the vehicle is in safe
operational condition should it be turned over to
an operator.
21. Fire protection equipment on a machine which
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.
A7-6
Storage Procedures
A07006
RECONDITIONING AN IDLE VEHICLE
Never attempt operation of a vehicle which has

been standing idle for a long period until all systems which affect steering, brakes, engine, transmission and running gear have been completely
reconditioned. An unsafe vehicle can cause serious injuries and/or major property damage DON'T TAKE CHANCES!
At times a vehicle is subjected to long idle periods
without being properly serviced for storage - merely
shut down and left to the elements for an extended
period. Reconditioning of this vehicle can and does
present a major expenditure of time and money when
it is to be put into operating condition.
1. Remove all trash and thoroughly clean the vehicle before starting any inspection or maintenance.
2. Remove vehicle batteries and move to battery
shop for service and charging or replacement
as necessary.
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.
Do not mix rim parts of different rim manufacturers. Rim parts may resemble those of a different
manufacturer, but the required tolerances may be
wrong. Use of mismatched rim parts is hazardous.
b. If tires are dismounted, all wheel components must be cleaned, inspected, all rust
and corrosion removed and parts repainted
as applicable before remounting the tires.
Follow the safety rules when mounting and
inflating tires.
c. Mount and inflate tires as shown in the service manual.
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 corrosion.
b. Treadle valves must operate smoothly and
show no internal or external damage or contamination. Leakage limitations are shown in
Section J, Brake System.
Do not disassemble an inflated tire. Remove
valve core slowly, and allow pressure to bleed off
before attempting to remove the lockring. Also,
eye protection should be worn during tire deflation to protect against any foreign object being
projected into the eyes.
A07006
c. The parking brake actuator must cycle

smoothly when actuated by the parking
brake valve.
Storage Procedures
A7-7
5. The vehicle engine should be inspected and

serviced according to the Engine Manufacturer's Operation And Maintenance Manuals.
a. Insure that exhaust is clear and clean with no
foreign materials. If water entry is suspected,
disconnect air tubes at the turbochargers to
check for water damage before attempting
startup.
b. Replace fuel filters. Fill filter cans with fresh
fuel for engine priming.
Have a new safety filter (secondary) filter element

on hand before removing old one. Do not keep
intake system open to atmosphere any longer
than absolutely necessary.
c. Remove and replace both the primary and
safety filter (secondary) elements in the air
cleaners. Check all intake lines between air
cleaners and engine. All clamps must be
tight.
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 visible. If clogging is evident, the precleaner
must be cleaned. Clean the precleaner
according to instructions in Section C.
e. Drain and flush the engine cooling system.
Fill with coolant and inhibitors after checking
all lines, hoses and connections. Refer to
Section P, Lubrication and Service, for antifreeze recommendations. Radiator cores
must be clear of dirt and trash.
To prevent injuries, always release spring tension before replacing the fan belt.
f. Check and tighten engine fan drive belts,
and install a new belt set if necessary.
g. Check and tighten the engine mounts.
6. Inspect and service the transmission according
to the Transmission service manual.
NOTE: If a hydraulic pump or the engine is
inoperative, the dump body should be raised with a
crane so body holding devices can be installed.
A7-8
a. Check all transmission electrical connections

for corrosion, cleanliness and tightness.
Check electrical cables for weathering, damage and proper clamping.
b. Check drive lines for worn U-joints and
proper hardware torque.
c. Check the condition of the transmission
mounts.
7. If fuel was left in the tank, it must be removed.
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 sediment and contamination. If the fuel was contaminated, the lines should be disconnected
and blown clear.
b. Check all fuel lines for deterioration or damage. Replace lines as necessary.
c. Replace inspection covers, and install new
gaskets.
d. Fill the tank with specified diesel fuel.
e. Replace fuel filters.
Any operating fluid, such as hydraulic oil or

brake fluid escaping under pressure, can have
sufficient force to enter a person's body by penetrating the skin. Serious injury and possible
death may result if proper medical treatment by a
physician familiar with this injury is not received,
immediately.
8. The hydraulic tank should be drained. If oil is
not contaminated and is stored in clean containers, it may be reused if filtered through 3-micron
filter elements when being pumped back into
the tank. Do not attempt to use contaminated
hydraulic oil, especially if water entry into the
system is suspected.
NOTE: If filling is required, use clean hydraulic oil
only. Refer to the Lubrication chart in Section P,
Lubrication and Service, for proper oil specifications.
a. Replace hydraulic filter elements and clean
suction strainer elements. While suction
strainers are removed, inspect and clean the
interior of the tank thoroughly to remove all
sediment and foreign material.
b. Inspect all hydraulic lines for deterioration or
damage. Replace suspect lines - don't risk
hose ruptures or blow outs.
Storage Procedures
A07006
c. Check all hydraulic components - pumps,

valves and cylinders for damage and corrosion. Secure all mountings and connections.
Control valves in the cab must be free moving with no binding.
ENGINE OPERATION
d. Check exposed portions of all hydraulic cylinder rams for rust, pitting and corrosion. If
plating is deteriorated, the cylinder should be
removed and overhauled or replaced; pitted
or scored plating will cause leakage at the
cylinder seals.
Insure that all tools and loose equipment have

been removed prior to engine start-up. Sound
horn prior to engine start. Make sure emergency
shut down is reset. Cables must be free moving
in their housings.
9. Check the front wheel hub, final drive and wheel

axle lubricant. If contamination is suspected, oil
should be drained completely and the component serviced with clean prescribed lubricant. If
major contamination is present, disassembly
and overhaul will be in order.
When all reconditioning operations have been completed, a static check of engine operation along with
operation of systems as well as verification of braking
and steering must be done before the vehicle is
moved.
10. Check the parking brake. Since it is springapplied, 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 deterioration. The alternator rotor must be free, with no
binding or roughness. Inspect, install and properly tension the alternator drive belts.
13. Check secureness of steering cylinder ball
joints, link, and hydraulic connections.
14. Examine Hydrair suspensions for signs of damage.
a. Discharge nitrogen from suspensions as outlined in Section H. Check the condition of the
suspension oil and cylinder wipers. If wipers
are cracked or hardened, the suspension
must be rebuilt. Recharge the suspension
with new oil if old oil is deteriorated.
b. Check exposed chrome portions of the cylinder for rust, pitting and corrosion. If plating is
deteriorated the suspension should be
removed and overhauled or replaced; pitted
or scored plating will rapidly cause leakage
at the seals.
c. Recharge suspensions as outlined in the
service manual.
15. If not previously done, install fully charged batteries and completely charge air tank (if
equipped) with shop air.
A07006
1. Insure all personnel are clear of equipment

before starting engine. Always sound the horn
as a warning before actuating any operational
controls.
Before starting engine, clear the immediate area

of personnel and obstructions.
Never start the engine in a building unless the
doors and windows are open and ventilation is
adequate.
2. Turn key switch ON. Warning lights for low
brake, and steering pressure should illuminate
and the horn should sound. If the horn does not
sound, check all components in the circuit and
correct the discrepancy before continuing.
3. Start the engine, and watch the engine oil pressure gauge; if pressure does not show on the
gauge within 10 - 15 seconds, shut down the
engine and locate the problem.
Storage Procedures
A7-9
4. While the engine is warming up, check the

engine and related components for any leaks.
Check the hydraulic pump for leakage as well
as all hydraulic lines.
5. Listen for any abnormal engine noises.
6. Check the transmission and piping for leakage.
If leakage is evident, shut down the engine and
correct before continuing the checkout. Listen
for unusual sounds, which may indicate problems in components.
7. When the engine is up to operating temperature, check operation of the throttle circuit acceleration should be smooth. Watch the
gauges closely for any abnormal activity.
Proper temperatures and pressures are shown
in the Engine Operation and Maintenance Manual.
AFTER ENGINE HAS STARTED

Any machine which is unsafe and/or not in top operating condition should not be assigned to an operator
for production use.
1. Become thoroughly familiar with steering and
emergency controls. Test the steering in
extreme right and left directions. If the steering
system is not operating properly, shut the
engine down, immediately. Determine the steering system problem and have repairs made
before resuming operation.
2. Operate each of the brake circuits at least twice
prior to operating and moving the machine.
These circuits include individual activation of
the service brake and parking brake from the
operator's cab.
a. Activate each circuit individually with the
engine running and with the hydraulic circuit
fully charged.
b. If any application or release of any brake circuit does not appear proper or if sluggishness is apparent on application or release,
shut the engine down and notify maintenance personnel. Do not operate the
machine until the brake circuit in question is
fully operational.
3. Check gauges, warning lights and instruments

before moving the machine to insure proper
system operation and proper gauge functioning.
Give special attention to braking and steering
circuit warning lights. If warning lights come on,
shut down the engine immediately and determine the cause.
4. Cycle hoist controls and steering several times
to remove trapped air. Complete steering cycles
in both directions to verify steering response,
smoothness and reliability. Check seals and
lines for leaks.
5. When satisfied that all discrepancies have been
corrected, the vehicle is ready for a road test.
This test should be done only by a capable and
experienced operator and should be accomplished in a large open area where plenty of
maneuvering room is available. Some of the
road test items which should be covered will
include:
a. Repeated test of braking efficiency at progressively higher speeds. Start at slow
speeds. Don't take chances with higher
speeds until the machine has been determined to be completely safe.
b. Progressive upshifting and downshifting
through all speed ranges to insure proper
transmission shifting and synchronization.
6. When all tests and checks have been made and
the vehicle is ready for work, it should be visually rechecked and fully serviced according to
Section P, Lubrication and Service.
Some of the conditions (others may be found) which

might be encountered after a machine has been
exposed to the elements for a long period would
include:
Increased corrosion and fungus growth on
electrical components in humid/tropical areas.
Accelerated rust formation in humid climates.
Increased sand and dust infiltration in windy, dry
dusty areas. (These conditions can approach
sand blasting effects.)
Deterioration of rubber products in extreme cold
areas. Cables, hoses, O- rings, seals and tires
may become weather checked and brittle.
Animal or bird's nests in unsealed openings.
A7-10
Storage Procedures
A07006
ENGINE STORAGE
Engine Storage-(Short Term)
1 Month to 6 Months
11. Disconnect the electrical wiring from the fuel

pump solenoid.
This procedure describes the proper method for the

short term storage of an engine.
12. Turn the fuel pump manual shutoff valve counterclockwise until it stops.
Prepare the Engine for Short Term Storage
13. Crank the engine slowly. Spray lubricating oil

into the intake manifold and the inlet of the air
compressor.
1. Operate the engine at high idle until the coolant

temperature is 160 F (70 C).
14. Cover all of the openings with tape to prevent

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

and the injector return line.
4. Use a preservative oil. Use Dauber T Chemical
NoxRust No. 518, or equivalent. The oil must
meet Military Specification MIL-L-644, Type P9.
5. Fill two containers, one with diesel fuel, and the
second with preservative oil. Put both fuel lines
in the container of diesel fuel.
NOTE: It is not necessary to drain the coolant if it is a

permanent type antifreeze with a rust inhibitor.
16. Store the engine in an area that is dry and has a
uniform temperature.
17. Bar turn the Crankshaft two or three revolutions
every 3 to 4 weeks.
6. Start the engine.

7. After the engine is operating smoothly, transfer
the fuel supply line to the container of preservative oil. Operate the engine until the preservative oil flows out of the injector return line.
8. Turn the engine off. Connect the fuel lines to
the fuel filter and the injector return line.
9. Drain the oil pan sump, oil filters, and fuel filters.
10. Install the drain plugs in the oil sump. The sump
can remain empty until the engine is ready to be
returned to service.
Remove the Engine from Short Term Storage

1. Prime the lubricating system. Refer to Cummins
Engine Shop Manual, (Section 14-01, Engine
Run-in-Period).
2. Fill the coolant system if necessary.
3. Adjust the injector and the valve clearance.
Refer to Cummins Engine Shop Manual, (Section 00-02, Engine Assembly).
4. Tighten the intake manifold mounting cap
screws to specified torques, refer to the Cummins Service Manual for specifications.
Put a warning tag on the engine. The tag must

indicate:
5. Fill the oil pan sump, oil filters, and fuel filters
with recommended lubricants and fuels.
The engine does not contain oil.

Do not operate the engine.
A07006
Storage Procedures
A7-11
Engine Storage- (Long Term)

6 Months to 24 Months
This procedure describes the proper method for the
long term storage of an engine.
Prepare the Engine for Long Term Storage

1. Operate the engine at high idle until the coolant
temperature is 160 F (70 C).
2. Turn engine off.
3. 3. Drain the oil. Install the drain plugs. Use Shell
66202 or equivalent, preservative oil. The oil
must meet Military Specification MIL-L-21260,
Type P-10, Grade 2, SAE 30. Fill the engine to
the "HIGH" mark.
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.
6. Fill two (2) containers: one with diesel fuel, the
second with preservative oil. Put both fuel lines
in the container of diesel fuel.
8. After the engine is operating smoothly, transfer
the fuel supply line to the container of preservative oil. Operate the engine until the preservative oil flows out of the injector return line.
9. Turn the engine off. Connect the fuel lines to
the fuel filter and the injector return.
10. Drain the preservative oil from the engine oil
pan sump, the air compressor and the oil filters.
11. Remove the intake and exhaust manifolds.
Spray preservative oil into the intake and
exhaust ports in the cylinder heads and in the
manifolds.
12. Spray preservative oil in the intake port on the
air compressor.
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.
Put a WARNING tag on the engine. The tag must

indicate:
The engine has been treated with
preservatives.
Do not bar turn the crankshaft.
The coolant has been removed.
The date of treatment.
Do not operate the engine.
16. Store the engine in an area that is dry and has a
uniform temperature.
Remove the Engine from Long Term Storage

1. Use clean diesel fuel. Flush the fuel system
until all of the preservative oil is removed.
2. Remove the plug from the main oil rifle passage. Use a hot, lightweight mineral oil. To flush
all of the preservative oil from the engine: Bar
the engine crankshaft three to four revolutions
during the flushing procedure.
3. Fill the oil pan sump, oil filters, and fuel filters.
4. Drain the rust preventative compound from the
cooling system. Fill the cooling system with
coolant.
5. Prime the lubricating system. Refer to Cummins
Engine Shop Manual, (Section 14-01, Engine
Run-in-Period).
6. Adjust the injector and the valve clearance.
Refer to Cummins Engine Shop Manual, (Section 00-02, Engine Assembly).
7. Tighten the intake manifold mounting cap
screws.
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.
A7-12
Storage Procedures
A07006
ELECTRIC DRIVE TRUCKS

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

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

OTHER PROTECTIVE MATERIALS TO AREAS
NOT SPECIFICALLY RECOMMENDED.
It is also important to note that these instructions
cannot possibly anticipate every type of storage condition and, therefore, cannot prevent all equipment
deterioration problems caused by inadequate storage. However, these instructions should be considered as a minimum procedure to achieve the best
possible equipment life and the lowest operating cost
when the equipment is returned to service.
NOTE: Local conditions and/or experience may
require ADDITIONAL procedures and/or additional
storage precautions.
A07006
1. When storing a truck that is operational.

2. When storing a truck that is not operational.
3. When storing major components (Motorized
Wheel, alternator, etc.).
These three major categories are the basis for determining required protective measures.
NOTE: In addition to these instructions, refer to truck
storage instructions.
When Storing A Truck That Is Operational
When a fully operational truck is being placed into
storage for less than three months, the best protective measure which can be taken is to drive the truck
once a week for at least 30 minutes. Prior to driving
the truck, the rotating equipment should be Meggered and:
1. If greater than 2 megohms, run normally.
2. If less than 2 megohms, isolate condition and
correct before running.
Driving the truck circulates oil in the gear case to
keep gears and bearings lubricated and free from
rust. It also prevents deterioration of the brushes,
commutators and slip rings.
When a fully operational truck is being placed into
storage for three months or longer, and the truck
cannot be operated weekly throughout the storage
period as indicated above, perform the following
instructions:
1. Drain oil from the gear case and install rust preventive 4161 (product of Van Straaten Chemical Co.)or equivalent. Fill per General Electric
Motorized Wheel Service Manual.
2. Megger the wheels as indicated in the instructions above. Operate the truck for at least 30
minutes to insure that the rust preventive compound has been thoroughly circulated throughout the gear case. Stop the truck and drain the
rust preventive compound.
NOTE: Do not run a LOADED truck with rust
preventive compound in Motorized Wheel gear
cases.
Storage Procedures
A7-13
When Storing A Truck That Is Not Operational
Do not operate trucks without oil in the Motorized

Wheel gear cases.
3. Perform a megohmmeter test. Refer to the
truck's Vehicle Test instructions for the correct
procedure. Record the Megger readings for
future reference. They will be helpful in determining if deterioration is being experienced
when additional Megger tests are made as part
of the periodic inspection.
4. Lift all brushes in the Motorized Wheels, blowers and the alternator. They must be removed
from the brush holder. Disconnecting brush pigtails is not required.
5. Cover any open ductwork with screening material to prevent rodents from entering. Then tape
over the screen to prevent the entry of water
and dirt (allow breathing).
6. Examine all exposed machined surfaces for
rust or other dirt accumulation. Remove all dirt
as necessary. Remove rust by using a fine
abrasive paper. Old flushing compound can be
removed with mineral spirits (GE-D5B8). Methanol should be used to remove all residue.
When clean, coat with Tarp B rust preventive.
Refer to General Electric Motorized Wheel Service Manual for specifications.
When a truck which is not fully operational is being

stored for a period of any length, perform the following:
1. Drain the oil from the gear case and install rust
preventive compound 4161 (or equivalent). Fill
per General Electric Motorized Wheel Service
Manual.
2. Jack each side of the truck (one side at a time)
enough to rotate the tires.
3. Connect a D-C welder as described in the Vehicle Test Instructions (Wheel Motor inst. 400A,
arm & field in stress 900- 1000 rpm arm).
4. Rotate each Motorized Wheel (one at a time)
for at least 30 minutes to insure that the rust
preventive compound has been thoroughly circulated throughout the gear case. Disconnect
the welder. Remove the jacks. Drain the gear
case.
5. If the truck is partially dismantled, pay careful
attention to ductwork, blower shrouds, etc.,
which may be exposed to weather conditions as
a consequence. These areas will require the
same sealing measures as in Step 5 above
which deals with protecting ductwork. Cover
exposed blower housings to prevent entry of
water and dirt.
6. Perform Steps 3 through 11 under When Storing a Truck that is Operational.
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

groups which house electronic control equipment. These heat sources are to be energized
below 32 F (0 C) and de-energized above 41
F (5 C).
When storing a Motorized Wheel, alternator, blower

or control group for a period of any length, always
store it inside a warm, climate-controlled environment. Do not attempt to store individual components
where they would be exposed to inclement weather,
climatic changes, high humidity and/or temperature
extremes.
10. Install a 500 watt heat source inside the commutator chamber of both Motorized Wheels and
inside the alternator slip ring chamber. This will
minimize the accumulation of moisture. A hole
in the bottom of the hubcap will accommodate
the electrical cord for the heat source in the
Motorized Wheels. These heat sources are to
be energized continuously.
11. Seal compartment doors with a weatherproof
tape to prevent entry of rain, snow and dirt
(allow breathing).
A7-14
Storage Procedures
A07006
Periodic Inspections
It is important that periodic inspections (every three
months) of stored equipment be performed to insure
the continued serviceability of all protective measures initially taken when the storage period began.
Items which should be checked at each inspection
interval are listed as follows:
1. Remove the weatherproof tape from the compartment doors and preform a Megger test as
described in the Vehicle Test Instructions.
Record the test results and compare them with
the recorded Megger readings taken when storage first began, and those taken throughout the
storage period. Remove all test equipment and
close up the compartment. Reseal the compartment doors with new weatherproof tape. If
Megger readings indicate a deterioration of
insulation quality, to below 2.0 megohms then
consideration should be given to providing
more protection.
2. Check all other weatherproofing tape. Replace
any that has become loose or is missing completely.
3. Check all heat sources. Replace or repair any
units which have become inoperative.
4. Check all machine surfaces which were coated
with flushing compound when storage began. If
compound appears to be deteriorating, it must
be cleaned off and renewed.
Placing Equipment Into Service After Storage
When taking equipment out of storage, perform the
following procedures:
amount oil to be used. This oil should be

drained and new oil should be added after 500
hours of operation.
5. Clean all Motorized Wheel grease fittings in the
axle box. Insure that all grease lines are completely full of grease. Then add the recommended amount of grease to all fittings.
6. Install brushes in the Motorized Wheels, blowers and the alternator. Make sure that brushes
move freely in their carbonways and that they
have enough length to serve until the truck's
next inspection period. Install new brushes if
necessary. Insure that all brush pigtail screws
are tight.
7. Perform a megohmmeter test. Refer to the
truck's Vehicle Test Instructions for the correct
procedure. If Megger readings are less than 2.0
megohms, the problem could be an accumulation of moisture in motor or alternator. If this is
the case, the faulty component will have to be
isolated and dried out using procedures recommended in the G.E.Service Manual.
8. Perform a thorough inspection of the Motorized
Wheels, alternator, blowers and control compartments. Look for:
a. Rust or dirt accumulation on machine surfaces
b. Damaged insulation
c. An accumulation of moisture or debris
d. Loose wiring and cables
e. Any rust on electrical connectors in the control compartment
When A Truck Is Operational
f. Any loose cards in the card panels
If a truck has been operated weekly throughout the

storage period, perform a complete visual inspection
of the Motorized Wheels, blowers, alternator and
control compartments. Repair any defects found,
then place the truck directly into service.
g. Any accumulation of moisture or debris in

ductwork.
When A Truck Is Not Operational

If the truck was not operated weekly throughout the
storage period, perform the following procedures:
1. Remove all weatherproofing tape from control
compartment doors and ductworks.
2. Remove all screening material from ductwork.
3. Remove all heat sources from Motorized
Wheels, control compartments and the alternator.
Clean and make repairs as necessary.

9. Check retarding grids and insulators for loose
connections and dirt accumulation. Clean and
make corrections as necessary.
10. Where applicable, check exciter drive belts for
cracks, and deterioration. If acceptable, set belt
tension to specification.
11. Before starting engine, turn on control power.
Check that contactors and relays pick up and
drop out normally.
4. Fill with recommended oil. Refer to the Motorized Wheel Service Manual for the type and
A07006
Storage Procedures
A7-15
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 service. It is recommended, however, that the truck be
driven unloaded at a low speed (10 mph) for the first
hour of operation.
A7-16
Storage Procedures
A07006
TRANSMISSION PRESERVATION AND

STORAGE
5. Continue running the engine at 1500 rpm with

the transmission in neutral until normal operating 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 provides adequate protection to safely store the transmission for up to one year (stored inside the
conditions of normal climate and with all shipping
plugs installed) without further treatment.
Preservation Methods. When the transmission is to
be stored or remain inactive for an extended period
(one or more years), specific preservation methods
are recommended to prevent damage due to rust,
corrosion, and organic growth in the oil. Preservation
methods are presented for storage with and without
transmission fluid.
If the unit does not have a converter-out temperature gage, do not stall the converter.
6. If normal operating temperature is less than
225 F (107 C), shift the transmission to the
highest forward range and stall the converter.When the converter-out temperature
reaches 225 F (107 C), stop the engine. Do
not exceed 225 F (107 C).
7. As soon as the transmission is cool enough to
touch, seal all openings and the breather with
moisture-proof tape.
8. Coat all exposed, unpainted surfaces with preservative grease such as petrolatum (MIL-C11796, Class 2).
Storage, One Year -- Without Oil

1. Drain the oil.
2. Spray two ounces (60 milliliters) of VCI #10
through the fill tube.
3. Seal all openings and the breather with moisture-proof tape.
4. Coat all exposed, unpainted surfaces with preservative grease such as petroleum (MIL-C11796, Class 2).
5. If additional storage time is required, repeat
steps (2), (3) and (4) at yearly intervals.
9. If additional storage time is required, repeat

steps (2) through (8) at yearly intervals; except,
it is not necessary to drain the transmission
each year. Just add Motorstor and Biobor Jf (or
equivalents).
Restoring Transmission to Service

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

chassis)
1. Drain the oil and replace the oil filter element(s).
2. Fill the transmission to operating level with a
mixture of one part VCI #10 (or equivalent) to
30 parts C-3 transmission fluid. Add 1/4 teaspoon of Biobor JF (or equivalent) for each 3
gallons (11 liters) of fluid in the system.
NOTE: When calculating the amount of Biobor JF
required, use the total volume of the system, not just
the quantity required to fill the transmission. Include
external lines, filters, and the cooler.
3. If the transmission is new, drain the residual

preservative oil. Refill the transmission to the
proper level with C-4 transmission fluid.
4. If the transmission was prepared for storage
without oil, drain the residual oil and replace the
oil filter elements. Refill the transmission to the
proper level with C-4 transmission fluid.
5. If the transmission was prepared for storage
with oil, it is not necessary to drain and refill the
transmission with new transmission fluid. Check
for proper fluid level. Add or drain transmission
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.
A07006
Storage Procedures
A7-17
NOTES
A7-18
Storage Procedures
A07006
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
8/08 B02031
STRUCTURAL COMPONENTS
The 830E deck components are removable in sections as shown in Figure 2-1. The following removal
and installation instructions detail the steps to be
taken before the decks and hood can be removed.
Additional steps may be required before the deck or
another major structure is removed, depending on
optional equipment installed on the truck at the factory or after delivery.
The anti-slip material on the decks must be

inspected and maintained for the safety of all personnel.
Prior to removal or repair procedures, it may be necessary to remove the body to provide clearance for
lifting equipment to be used. If body removal is not
required, the body must be raised and the safety
cables installed at the rear of the truck.
Before performing any welding on the truck,

always turn the battery disconnect switches to
the OFF position and disconnect the alternator
positive cable. Failure to do so may seriously
damage the battery and electrical equipment. It is
not necessary to disconnect or remove any
control circuit cards on electric drive dump trucks
or any of the Alarm Indicating Device (AID) circuit
control cards.
the weld area. Never allow welding current to
pass through ball bearings, roller bearings,
suspensions, or hydraulic cylinders. Always
avoid laying welding cables over or near the
vehicle electrical harnesses. Welding voltage
could be induced into the electrical harness and
cause damage to components.
Read and observe the following instructions

before attempting any repairs!
DO NOT attempt to work in deck area until

body safety cables have been installed.
DO NOT step on or use any power cable as a
handhold when the engine is running.
DO NOT open any electrical cabinet covers or
touch the retarding grid elements until all
shutdown procedures have been followed.
All removal, repairs and installation of
propulsion system electrical components,
cables etc. must be performed by an
electrical maintenance technician properly
trained to service the system.
In the event of a propulsion system
malfunction, a qualified technician must
inspect the truck and verify the propulsion
system does not have dangerous voltage
levels present before repairs are started.
After the truck is parked in position for the repairs,

the truck must be shut down properly to ensure the
safety of those working in the areas of the deck, electrical cabinet and retarding grids. The following procedures will ensure the electrical system is properly
discharged before repairs are started.
B02031 8/08
All hoses and mating fittings must be capped as

they are removed to prevent possible system
contamination.
It is important to tag and visually verify all cables,

harnesses, hoses etc. have been removed
before the structure is lifted off the truck.
For cab removal instructions, refer to Section N,

Truck Cab, in this manual.
Preparation
1. Reduce the engine speed to idle. Place the
selector switch in PARK. Ensure the parking
brake applied indicator lamp in the overhead
panel is illuminated.
2. Place the drive system in the rest mode by turning the rest switch on the instrument panel ON.
Ensure the rest warning lamp is illuminated.
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.
B2-3
4. Verify the link voltage lights are off. If they

remain on longer than 5 minutes after shutdown, notify the electrical department.
5. Disconnect ladder light wiring and any other

wiring harnesses, hoses, etc. that may be
attached.
5. Verify the steering accumulators have bled

down by attempting to steer.
6. Remove mounting hardware and lift ladder off

truck.
6. Bleed down the brake accumulators using the

manual bleed valves on the brake manifold.
Installation
7. Open the battery disconnect switches.
LADDERS
A diagonally mounted ladder (7, Figure 2-1) provides
an easy and safe path for the operator to mount and
dismount the truck. In addition, vertical ladders (6)
are available as additional exits from the cab if necessary. 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.
Perform the removal proceduress in reverse order for

installation of components. Tighten all attaching
hardware to standard torque values listed in Section
A.
Reinstall all wiring and hoses removed and be certain all clamps are installed and secure.
RIGHT DECK
The diagonal ladder must be removed from the truck
if it becomes necessary to remove the radiator or the
complete power module for major repairs.
When removing the ladder(s), check to ensure all
wiring and hoses which may be attached to the structure have been removed.
NOTE: Some trucks may be equipped with different
boarding equipment than shown in Figure 2-1. Refer
to Options Section for additional information.
The procedure below describes the sequence to follow for complete removal of all the right hand deck
components. If complete disassembly is not required,
select the appropriate steps for removal of the
desired component. Additional removal of equipment, wiring, hoses etc. may be required depending
on optional factory installed and field installed equipment.
Refer to Figure 2-1 for location and nomenclature of
parts described.
Removal
Before performing deck removal or repairs,
ensure the battery disconnect switch is open and
all hydraulic pressure has been released prior to
removing any hoses, electrical harness connectors, etc.
1. Shut down engine following all the procedures

listed on page B2-3 in this section of the manual.
Removal
3. Remove clamps and electrical cables.
2. Open battery disconnect switch located in the

isolation at the battery box on the front bumper.
1. Remove handrails (8, Figure 2-1) attached to

diagonal ladder handrail and the platform.
a. Remove power cables routed to retarding

grids (3, Figure 2-2).
2. Attach a lifting device to ladder structure (7).

3. Remove all attaching hardware and lift diagonal
ladder from mounts.
b. Remove all 24 volt wiring (clearance lights,

ground straps, etc.) that will interfere with
deck and ladder removal.
4. If vertical ladder removal is necessary, attach a

lifting device to ladder structure (6).
c. Remove hoses or wiring routed to optional

equipment; fire suppression system etc.
B2-4
8/08 B02031
FIGURE 2-1. ACCESS LADDERS AND DECKS

1. Right Deck
2. Center Deck
3. Left Deck Components
B02031 8/08
4. Deck Handrail
5. Platform
6. Vertical Ladder
7. Diagonal Ladder
8. Ladder Handrail
9. Grille Structure
B2-5
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-ferrous cable cleats. If clamps are cracked and broken, oil soaked or otherwise damaged, replace
them with new parts. Inspect cable insulation and
replace cable if insulation is damaged.
LEFT DECK
FIGURE 2-2. RH DECK MOUNTING

1. Right Deck Structure
2. Mounting Hardware
3. Retard Grid Package
4. Diagonal Ladder
Structure
4. Attach overhead hoist to lifting eyes on grid

package (3).
5. Remove hardware attaching grid package to
the deck, lift assembly off deck and move to
storage or work area.
NOTE: If grid assembly or cooling blower repairs are
required refer to applicable G.E. publication for
service and maintenance procedures.
6. Install lifting device at eyes at each corner of the
deck and take up slack. DO NOT attach lifting
device to the hand rail structure.
Removal
NOTE: The left deck mounting arrangement is nearly
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
sections.
1. Shut down engine following all the procedures
listed on page B2-3 of this Section of the manual.
2. Ensure the brake system accumulators have
been bled down to release pressure.
3. Tag and disconnect all hydraulic lines and electrical cables which will interfere with deck
removal. Cap all lines to prevent entrance of
foreign material.
7. Remove plugs covering deck mounting hardware (see Figure 2-2).

8. Verify all wiring harnesses, cables or hoses
have been removed. Carefully raise deck and
remove from deck supports.
Installation
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
installation.
mating
surfaces
before
Clean mounting area before installing ground

cables.
B2-6
If equipped with air conditioning and air conditioning system components are to be removed,
refer to Section N, Operator Comfort, for special
instructions on discharging the air conditioning
system prior to disconnecting any air conditioning lines.
4. Install lifting device to lift eyes at each corner of
the deck and take up slack. DO NOT attach lifting device to the hand rail structure.
5. Remove deck mounting hardware at frame support and front upright.
8/08 B02031
6. Verify all wiring harnesses, cables or hoses

have been removed. Carefully raise deck and
remove from deck supports.
CENTER DECK
Center deck removal only requires removal of any
attached hoses cables etc. before removing the
mounting hardware and lifting the deck structure off.
Follow proper shutdown
described on page B2-3.
Installation
procedures
as
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
installation.
mating
surfaces
before
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.
B02031 8/08
B2-7
NOTES:
B2-8
8/08 B02031
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
B03027 7/11
Dump Body
B3-1
NOTE:
B3-2
Dump Body
7/11 B03027
DUMP BODY
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.
Removal
2. Remove mud flaps and rock ejectors from both

sides of the body. Remove electrical cables,
lubrication hoses, etc, attached to the body.
Inspect all lifting devices. Slings, chains, and/or

cables used for lifting components must be
inspected daily for serviceable condition. Refer
to the manufacturer's manual for correct capacities and safety procedures when lifting components. Replace any questionable items.
Slings, chains, and/or cables used for lifting
components must be rated to supply a safety factor of approximately 2X the weight being lifted.
When in doubt as to the weight of components or
any assembly procedure, contact the Komatsu
area representative for further information.
Lifting eyes and hooks should be fabricated from
the proper materials and rated to lift the load
being placed on them.
Never stand beneath a suspended load. Use of
guy ropes are recommended for guiding and
positioning a suspended load.
Before raising or lifting the body, be sure there is
adequate clearance between the body and overhead structures or electric power lines.
Be sure that the lifting device is rated for at least
a 45 ton capacity.
3. Attach chains around upper end of hoist cylinders to support them after the mounting pins are
removed.
4. At each of the upper hoist cylinder mounting
eyes, remove shoulder bolt (4, Figure 3-2), flat
washer (5) and nut (6). With adequate means of
supporting the hoist cylinders in place, remove
both pins (2).
FIGURE 3-2. HOIST CYLINDER MOUNTING

(UPPER)
FIGURE 3-1. DUMP BODY REMOVAL

1. Lifting Cables
B03027 7/11
2. Guide Rope
1. Dump Body
2. Pin
3. Hoist Cylinder
Dump Body
4. Shoulder Bolt
5. Flat Washer
6. Locknut
B3-3
5. Remove shoulder bolts (1, Figure 3-3), flat

washer (10) and nuts (2) from each body pivot
pin.
6. Remove 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.
7. Lift dump body clear of the chassis and move to
storage or work area. Block the body to prevent
damage to the body guide etc.
8. Inspect bushings (5, 8, and 9) for excessive
wear or damage. Replace as required.
FIGURE 3-3. DUMP BODY PIVOT PIN

1. Shoulder Bolt
2. Locknut
3. Pivot Pin
4. Body Ear
5. Bushing
Installation
Inspect all lifting devices. Slings, chains, and/or

cables used for lifting components must be
inspected daily for serviceable condition. Refer
to the manufacturer's manual for correct capacities and safety procedures when lifting components. Replace any questionable items.
Slings, chains, and/or cables used for lifting
components must be rated to supply a safety factor of approximately 2X the weight being lifted.
When in doubt as to the weight of components or
any assembly procedure, contact the Komatsu
area representative for further information.
Lifting eyes and hooks should be fabricated from
the proper materials and rated to lift the load
being placed on them.
Never stand beneath a suspended load. Use of
guy ropes are recommended for guiding and
positioning a suspended load.
Before raising or lifting the body, be sure there is
adequate clearance between the body and overhead structures or electric power lines.
Be sure that the lifting device is rated for at least
a 45 ton capacity.
6. Shim
7. Frame Pivot
8. Body Pivot Bushing
9. Bushing
10. Flat Washer
1. Park truck on a hard, level surface and block all

the wheels.
2. Attach cables and a lifting device to the dump
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.
B3-4
Dump Body
7/11 B03027
4. Align the hole in pivot pin (3) with bolt hole in

body pivot flange. Push the pivot pin through
the shims (6), frame pivot (7), and into the pivot
bushing (9).
5. Install shoulder bolt (1) through each pin.
Ensure locknuts (2) are in good condition.
Install flat washers (10) and locknuts (2). Fully
install locknut so 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.
BODY PADS
It is not necessary to remove the dump body to
replace the body pads. The body pads should be
inspected during scheduled maintenance inspections
and replaced if worn excessively. If the body pads
are worn unevenly, adjustment of the body pad shims
will be required.
Removal
1. Raise the body to a height sufficient to allow
access to all pads.
NOTE: If Locknut (2) is not a self-locking nut, tighten

the nut to 340 Nm (250 ft lb).
6. Align hoist cylinder upper bushings with the
hole through the body. With pin retaining bolt
hole and the retaining hole in dump body
aligned, install pin (2, Figure 3-2).
Place blocks between the body and frame.

Secure blocks in place. Never work under a
raised body unless safety device(s) are in position to prevent dump body from lowering.
2. Remove hardware attaching pads to the dump
body. (Refer to Figure 3-4.)
7. Install shoulder bolt (4) through each pin.

8. Ensure locknuts (6) are in good condition.
Install flat washers (5) and locknuts (6). Fully
install locknut so 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.
NOTE: If nut (6) is not a self-locking nut, tighten the
nut to 340 Nm (250 ft lb).
3. Remove body pad(s) and shim(s). Note number

of shims installed at each pad location. (The
rear pad on each side should have one less
shim than the other pads.)
Installation
9. Install mud flaps, rock ejectors, electrical cables

and lubrication hoses.
1. Install new pads with the same number of shims

as removed in Step 3.
2. Install the mounting hardware and tighten to 88
Nm (65 ft lb) torque.
3. Remove blocks from frame and lower body onto
the frame.
FIGURE 3-4. BODY PAD MOUNTING

1. Nut
2. Lock Washer
3. Shim(s)
B03027 7/11
Dump Body
4. Body Pad
5. Flat Washer
6. Cap Screw
B3-5
NOTE: The frame rail and the body bolster do not

have to be parallel.
Adjustment
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 measurement B. There will be a total of eight B
measurements per side.
Proper body pad to frame contact is required to

assure maximum pad life.
1. Without any body pads installed, bolt two
spacer blocks (2, Figure 3-5) using the body
pad mounting holes closest to the front of the
dump body. After the spacer blocks are
installed, lower the body completely.
NOTE: The spacer blocks can be made locally. Refer
to the Special Tools section for detailed information
on how to make the spacer blocks.
2. After lowering the dump body with the spacer
bocks installed, check the dump bodys position
and fit on the truck. If there is any interference
when the body is resting on the spacer blocks,
contact your local Komatsu distributor to resolve
the issue.
5. Divide measurement B by the shim thickness

of 1.5 mm (0.06 in.) to determine the number of
shims required for each position.
6. Assemble a shim pack for each body pad location as determined in the previous step. On the
rear most body pad mounting location (4, Figure
3-7), remove one shim from the calculation.
NOTE: Using half shims is allowed if necessary. Half
shims must be installed at the top of the stack.
7. Install the body pads and shims at each location
using mounting hardware shown in (Figure 3-4).
Tighten nuts (6) to 88 Nm (65 ft lb) torque.
3. With the body lowered, measure and record the

distance from the frame rail to the dump bodys
pad mounting hole locations as shown in Figure
3-7. This will be measurement A. Refer to Figure 3-6. There will be a total of eight A measurements 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
2. Spacer Block
(XC2293)
B3-6
3. Truck Frame
Dump Body
7/11 B03027
FIGURE 3-7. BODY PAD LOCATIONS

1. Body Pad Position 1

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
2. Body Guide
B03027 7/11
Dump Body
3. Body Guide Wear

Plates
B3-7
BODY-UP RETENTION CABLE
BODY POSITION INDICATOR
To avoid serious personal injury or death, the

body up retention cable must be installed anytime personnel are required to perform maintenance 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 it's maximum height.
2. Install two shackles (2, Figure 3-9) and body
retention sling (3) between rear body ear (1)
and the axle housing.
The Body Position Indicator is a device mounted on

the canopy of the dump body. When the body is lowered, 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.
3. Secure the shackle pins with cotter pins.

4. Move the hoist lever to the FLOAT position to
slowly lower the body until the cable is supporting the full weight of the body. Then move the
hoist lever to the HOLD position.
5. After maintenance work is completed, return the
sling to stored position.
FIGURE 3-9. BODY-UP CABLE INSTALLATION

1. Rear Body Ear
3. Body Retention
2. Shackle And Pin
Sling
B3-8
Dump Body
7/11 B03027
ROCK EJECTORS
3. If the rock ejector 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
between the tires. Failure to maintain the rock ejectors could allow debris to build up between the dual
wheels and cause damage to the tires.
4. The wear plates (2) must be replaced if

severely worn.
5. Inspect the mounting brackets (4, Figure 3-11),
pins (2) and stops (3) for wear and/or damage
and repair as necessary.
Inspection
6. With rock ejector hanging vertical as shown,

there must be NO GAP between stop block (3).
and the rock ejector. Adjust stop block as necessary to obtain NO GAP.
1. The rock ejectors (1, Figure 3-10) must be positioned 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
rock ejector should be approximately 88 mm
(3.50 in.) from the wheel spacer ring (3) when
hanging vertical.
FIGURE 3-11. ROCK EJECTOR MOUNTING

BRACKET (Detail View)
1. Rock Ejector Arm
2. Pin
3. Stop Block
4. Mounting Bracket
FIGURE 3-10. ROCK EJECTOR

1. Rock Ejector
2. Wear Plate
B03027 7/11
3. Rear Wheel Spacer

Ring
Dump Body
B3-9
NOTES:
B3-10
Dump Body
7/11 B03027
SECTION B4
FUEL TANK
INDEX
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
FUEL TANK BREATHER VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
FUEL GAUGE SENDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
Specifications: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
QUICK FILL FUEL RECEIVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-7
B04034
Fuel Tank
B4-1
FUEL TANK
Installation
Removal
1. Raise the truck body and install the body retention sling.
2. Drain sediment from the fuel tank and dispose
of properly.
3. Loosen filler cap (5, Figure 4-1) and open the
drain cock on the bottom of fuel tank (1) to drain
the fuel from the tank into clean containers.
Tighten the filler cap when the fuel is completely
drained.
The weight of the empty fuel tank is approximately 1 711 kg (3,772 lb). Use lifting devices with
adequate capacity to remove the fuel tank.
4. Disconnect the wire harness from hoist circuit

filter assemblies (11) and steering circuit filter
assembly (12). Remove ground wire (13).
5. If equipped, close the in-line shutoff valves.
Remove fuel return hose (6), fuel supply hose
(7) and quick fill hose (10). Cap the hoses and
tank fittings to prevent contamination.
6. Remove hoist circuit filter assemblies (11) and
steering circuit filter assembly (12) from the fuel
tank. Support the filter assemblies by placing a
chain over the frame rail. It is not necessary to
remove the hydraulic hoses.
1. Thoroughly clean the frame mounting brackets

and the mounting hardware holes. Re-tap the
threads if damaged.
2. Attach a lifting device to the lifting eyes on each
side of the tank. Lift the fuel tank into position
over the frame trunnion mounts and lower it into
position.
3. Install mounting caps (4, Figure 4-1), flat washers (3) and cap screws (2). Do not tighten the
cap screws at this time.
4. Install rubber mounts (18), large washers (17),
flat washers (16), lockwashers (15) and
capscrews (14). Tighten the lower mounting
cap screws to 800 80 Nm (590 59 ft lb).
5. Tighten upper mounting cap screws (2) to 712
72 Nm (525 53 ft lb).
6. Attach ground wire (17), and connect wire harness (13). Install wire harness clamps.
The weight of the empty fuel tank is

approximately 1 711 kg (3,772 lb). Use lifting
devices with adequate capacity to remove the
fuel tank.
7. Attach a lifting device to the lifting eyes on each
side of the tank.
8. Remove cap screws (14), lock washers (15),
flat washers (16), large washers (17) and
rubber mounts (18). Remove cap screws (2),
flat washers (3) and mounting caps (4).
7. Attach fuel supply hose (7), return hose (6) and

quick fill hose (10). If equipped, open the in line
shutoff valves.
8. Attach hoist circuit filter assemblies (11) and
steering circuit filter assembly (12) to the fuel
tank.
9. Refill the fuel tank with clean fuel.
9. Lift the fuel tank from the brackets and move it

to a work area.
10. Inspect rubber mounts (18) and replace if necessary.
B4-2
Fuel Tank
B04034
FIGURE 4-1. FUEL TANK

1. Fuel Tank
2. Cap Screw
3. Flat Washer
4. Mounting Cap
5. Filler Cap
6. Fuel Return Hose
B04034
7. Fuel Supply Hose

8. Vent Assembly
9. Overflow Tube
10. Quick Fill Hose
11. Hoist Circuit Filter Assemblies
12. Steering Circuit Filter Assembly
Fuel Tank
13. Ground Wire

14. Cap Screw
15. Lock Washer
16. Flat Washer
17. Large Washer
18. Rubber Mount
B4-3
Assembly
Repair
If a fuel tank has been damaged and requires structural repair, perform such repairs before final cleaning.
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).
If a tank is to be weld repaired, special precautions are necessary to prevent fire or explosion.
Consult local authorities for safety regulations
before proceeding.
Cleaning
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.
The fuel tank is provided with a drain cock and a

cleaning port in the side that allows steam or solvent
to be utilized in cleaning tanks that have accumulated foreign material.
It is not necessary to remove the tank from the truck
for cleaning of sediment. However, rust and scale on
the walls and baffles may require complete tank
removal. This allows cleaning solutions to be in contact with all interior surfaces by rotating the tank in
various positions.
Prior to a cleaning procedure of this type, the vent
assembly, fuel gauge sender and hose connections
must be removed and temporarily sealed. After all
scale, rust, and foreign material has been removed,
the temporary plugs can be removed.
If the tank is to remain out of service, a small amount
of light oil should be sprayed into the tank to prevent
rust. Seal all openings for rust prevention.
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).
FIGURE 4-2. BREATHER VALVE
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).
B4-4
Fuel Tank
1. Fitting
2. Body
3. Valve Spring
4. O-Ring
5. End Fitting
6. Stem
7. O-Ring
8. Ball Cage
9. Solid Ball
10. Float Ball
B04034
FUEL GAUGE SENDER
Installation
Fuel gauge sender (1, Figure 4-3) is mounted on the

top of the fuel tank and provides an electrical signal
to operate the fuel level gauge on the instrument
panel.
Removal
Never work under a raised body unless safety

device(s) are in position to prevent the dump
body from lowering.
1. Raise the dump body all the way. Secure the

dump body in the fully raised position using the
body sling.
Never work under a raised body unless safety

device(s) are in position to prevent the dump
body from lowering.
2. Remove the fuel gauge cover from the top of
the fuel tank.
3. Disconnect wiring harness (4, Figure 4-3) from
connector (3) on the fuel gauge sender.
4. Remove fuel gauge sender mounting hardware
(2). Carefully remove sender (1) and the gasket.
1. Clean the fuel gauge sending mating surface on

the fuel tank. If reinstalling the same fuel gauge
sender, clean the mating surface on the sender
and install a new gasket (2, Figure 4-4). (New
fuel gauge senders are supplied with a new
gasket.)
2. Install fuel gauge sender (1, Figure 4-3) into the
tank. Ensure the guide on the bottom of the fuel
sender is seated in the cup in the bottom of the
fuel tank. If it is not seated in the cup, the
mounting flange on the sender will not be level
with the mounting surface on the fuel tank.
3. Install sender mounting hardware (2) and
tighten the cap screws to the standard torque.
4. Connect wiring harness (4) to connector (3)
attached to the sender.
5. Install the cover on the top of the sender.
6. Remove the body up sling and completely lower
the dump body.
FIGURE 4-3. FUEL GAUGE SENDER

1. Fuel Gauge Sender
2. Mounting Cap Screws
B04034
Fuel Tank
3. Wire Connector
4. Wire Harness
B4-5
Operation
Float (4, Figure 4-4) moves up and down as the fuel
level changes. The resistance value in the fuel gauge
sender changes with the level of fuel in the tank.
The fuel gauge sender is equipped with one 30 ohm
resistor (2, Figure 4-5) which is always connected to
the sender circuit.
There are also 16 bi-stable reed switches (3) evenly
spaced inside the fuel sender tube. Each reed switch
is wired to a 13 ohm resistor (1). As the float moves
up with the fuel level, the float will open the individual
reed switches, and 13 ohms of resistance is added to
the circuit. When the float is at the very top, all of the
reed switches will be latched open.
As the fuel level goes down, the float will move downward past the reed switches again. This will switch
them to the closed position and it will reduce the
resistance value by 13 ohms as each switch is
closed.
Specifications:
Minimum Resistance: 30 ohms (float at bottom)
Maximum Resistance: 238 ohms (float at top)
FIGURE 4-5. FUEL GAUGE SENDER SCHEMATIC

1. Resistors (13 Ohm)
3. Reed Switch (NC)
2. Resistor (30 Ohm)
FIGURE 4-4. FUEL GAUGE SENDER

1. Connector
4. Float
2. Gasket
5. Guide
3. Tube
B4-6
Fuel Tank
B04034
QUICK FILL FUEL RECEIVERS

Fuel receiver assembly (4, Figure 4-6) is mounted on
the RH face of the fuel tank. If equipped, fuel receiver
assembly (6) is mounted to the bottom of the
hydraulic tank. It is connected to the rear of the fuel
tank by hose (2).
The quick fill fuel system is a pressurized system that
is rated at a maximum of 568 l/m (150 gpm). When
filling the tank, vent assembly (1) allows air to escape
to prevent the tank from over-pressurizing. When the
fuel level reaches the float balls in the vent, the balls
rise with the fuel. When the fuel level reaches its
maximum level, the 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 should turn off.
If the nozzle fails to turn off and fuel continues to fill

the tank, a relief valve in the vent will open at 79 kPa
(11.5 psi) to prevent over-pressurization of the tank.
If filling persists and the fuel reaches the top of the
tank, fuel will flow out of the vent until the nozzle is
turned off.
If fuel spills from the vent, or if the tank does not
completely fill, check the vent to see whether the
float balls are in place and overflow tube is clean. If
the vent is operating properly, the problem will most
likely be in the fuel supply system.
NOTE: Keep the cap on each fuel receiver to prevent
dirt buildup in valve area and nozzle grooves.
FIGURE 4-6. FUEL GAUGE SENDER & QUICK FILL FUEL

1. Vent Assembly
2. Quick Fill Hose
B04034
3. Fuel Receiver Cap

4. RH Fuel Receiver Assembly
Fuel Tank
5. Adapter Plate
6. LH Fuel Receiver Assembly
B4-7
NOTES:
B4-8
Fuel Tank
B04034
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 assemblies are mounted on a roller equipped subframe
which is contained within the truck's main frame and
is referred to as a Power Module. This arrangement
permits removal and installation of these components
with a minimum amount of disconnect being made
and by utilizing the unique Roll In/Roll Out feature.
Although the instructions in this section are primarily
based upon the Rollout method for major component removal, the radiator and fan may be removed
as separate items. Instructions for radiator and fan
removal are contained later in this section.
4. It is not necessary to remove the grille or radiator prior to the removal of the power module. If
radiator removal is desired or if only radiator
repair is necessary, refer to Cooling System in
this section.
Removal
1. Disconnect batteries using the following procedure 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 terminals of two batteries to the ground bus bar
in the bottom of the battery box. Disconnect
these ground cables from the negative terminal of each battery.
PREPARATION
c. Disconnect the ground cables from below

the battery box.
The complete power module weighs approximately 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.
Also disconnect three wiring harness from
the battery box.
1. Position the truck in a work area with a flat, level

surface and adequate overhead clearance to
permit raising the dump body.
2. Apply parking brake and block wheels to prevent truck movement. Raise body and install
safety lock pin and body cable.
e. Remove mounting cap screws and remove

battery box from front bumper.
2. Follow the steps below to remove main alternator inlet duct (2, Figure 2-1):
Do not work under raised body without first making sure the body lock pin and body cable is
installed.
3. Tag or mark all oil lines, fuel lines and electrical
connections to ensure correct hookup at time of
power module installation. Plug all ports and
cover all hose fittings or connections when disconnected to prevent dirt or foreign material
from entering.
C02027 11/11
Power Module
a. Remove cover and disconnect cables

(routed to main alternator) from front side of
transition structure (4). Disconnect air sensor
from left side of inlet duct.
b. Remove clamps and disconnect air hose (6)
at electrical cabinet and transition structure
(3).
c. Remove mounting hardware and remove
transition structure (3).
C2-3
d. Attach hoist to lifting eyes on blower inlet

duct assembly. Remove hardware attaching
duct to main alternator inlet. Remove hardware attaching upper duct mounts to electrical cabinet. Remove hardware attaching
duct to deck at right and left sides.
4. Disconnect all (already marked) electric, oil and

fuel lines that would interfere with power module removal. Cover or plug all lines and their
connections to prevent entrance of dirt or foreign material. To simplify this procedure, most
connections utilize quick disconnects.
e. Recheck for any other cables or hoses and

lift duct assembly from the truck. Cover all
openings to prevent entrance of foreign
material.
5. Disconnect the air cleaner restriction gauge

hoses. Disconnect electrical wiring and hoses
etc. that would interfere with front center deck
removal.
f. Remove mounting hardware and remove

transition duct (4) from alternator.
6. Remove air inlet duct support rods on underside of center deck.
3. Remove clamp and remove the outlet hose to

rear axle on the blower assembly.
7. Attach hoist to the front center deck. Remove all

cap screws, flat washers, lockwashers and nuts
securing the deck. Check for any remaining wiring, hoses or other items on underside of deck.
Lift deck and remove from truck.
8. Close both cab heater shutoff water valves disconnect 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 turbocharger exhaust openings to prevent entrance
of foreign material.
FIGURE 2-1. MAIN ALTERNATOR BLOWER DUCT

1. Electrical Cabinet
2. Inlet Duct
3. Transition Structure
C2-4
4. Transition Duct
5. Air Hose
Power Module
11/11 C02027
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 support to main frame.
Install safety chain around the front engine subframe 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 subframe.
16. Check engine and alternator to make sure all
cables, wires, hoses, tubing and linkages have
been disconnected.
FIGURE 2-2. EXHAUST DUCTS

(Heated Body Exhaust Shown)
1. LH Exhaust Duct
2. Cap Screws
3. RH Exhaust Duct
17. Remove the mounting hardware at the diagonal

ladder mounting pads. Lift the diagonal ladder
from the truck and move it to a storage area.
4. Support Clamp
5. V Band Clamp
6. Frame Rails
11. Remove clamps (6, Figure 2-3) securing the air

intake ducts (3) to turbochargers (4). Remove
clamps at hump hoses (1). and remove air
intake ducts. Cover inlets on turbochargers and
ducts to air cleaners to prevent contamination.
12. Remove upper radiator support struts (12, Figure 2-4).
13. Disconnect grounding strap located near the
front subframe mount.
Federal regulations prohibit venting air

conditioning system refrigerants into the
atmosphere. An approved recovery/recycle
station must be used to remove the refrigerant
from the air conditioning system.
18. Refer to Section N, Operator Comfort, for the
procedures required to properly remove the
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.
C02027 11/11
Power Module
C2-5
19. Disconnect hydraulic pump drive shaft (1, Figure 2-4) at the drive shaft U-joint companion
flange.
Only lift power module at the lifting points on

subframe and engine/alternator cradle structure.
(Refer to Figure 2-6.)
20. Attach hoist to lift points (2, Figure 2-4) at

engine/alternator cradle structure. Raise the
rear portion of engine subframe and install subframe 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
after use, as shown in Figure 2-5.
Note: Illustration shows engine

equipped with two-stage turbochargers. Single stage turbocharger equipped engine ducts
and supports are similar.
1. Hump Hose
2. Support Rods
3. Air Intake Ducts
C2-6
FIGURE 2-3. AIR INTAKE DUCTS

4. Turbocharger
7. T-Bolt Clamp
5. Center Deck Structure
8. Air Cleaner Assembly
6. Clamp
Power Module
11/11 C02027
21. Reposition hoist to front subframe lifting points

(8, Figure 2-4). Raise the engine subframe until
the engine is on a level plane. Remove the
safety chain.
22. Roll the power module forward sufficiently so

that adequate clearance is provided for the lifting device to be attached to the engine/alternator cradle structure and front subframe lifting
points. Place stands or block under front of subframe and lower hoist until front of subframe is
supported. Install safety chain to prevent subframe from rolling.
The engine, alternator, radiator and subframe

weigh approximately 16 760 kg (36,950 lbs.).
Make sure the lifting device used is of an adequate capacity.
FIGURE 2-4. ENGINE MODULE INSTALLATION

1. Pump Driveshaft
2. Rear Module Lift Eye
3. Cap
4. cap screws
5. Bushing
C02027 11/11
6. Rear Subframe Mount Bracket 11. Grille Structure

12. Upper Radiator Support Rod
7. Module Subframe
13. Engine
8. Front Module Lift Eye
9. Front Mount cap screws
10. Cover
Power Module
C2-7
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 manual.
Installation
1. Inspect the main frame guide rails. Remove any
debris which would interfere with power module
installation.
2. Clean the main frame rear support brackets.
Apply a light film of soap solution to each rubber
bushing (5, Figure 2-4) located at the rear of the
subframe.
FIGURE 2-5. SUBFRAME ROLLERS

1. Roller Assembly
2. Subframe
3. cap screws
3. Check the subframe rollers making sure they

roll freely and are in the roll-out position. (Figure 2-5).
23. Attach lifting device to hoist and attach to

engine/alternator cradle structure and front subframe lifting points as shown in Figure 2-6.
Remove safety chain.
4. Attach a lifting device to engine/alternator cradle structure and front subframe lifting points.
(Figure 2-6)
The complete power module weighs approximately 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 contact frame cross member.
FIGURE 2-6. POWER MODULE LIFT POINTS
1. Module Lifting Tool
2. Main Alternator
3. Module Lift Points
C2-8
4. Engine
5. Power Module Subframe
Power Module
11/11 C02027
7. Place stands or blocking under front of subframe to support assembly while repositioning
hoist.
8. Install a safety chain around the truck frame
and the front subframe cross member. The
safety chain will prevent the power unit from
rolling forward.
17. Install the rear subframe mounting caps (3) and

secure caps in place with lubricated cap screws
(4). Tighten cap screws to 551 21 Nm (407
15 ft lbs) torque.
18. Install radiator support struts (12).
9. Place a small block behind each rear subframe

roller to prevent rolling.
19. Install exhaust ducts (1 & 3, Figure 2-2) Install

cap screws (2) washers and nuts to secure
ducts to turbochargers. Install V band clamps
(5) and support clamps (4).
10. Lower hoist to allow subframe to rest on stands

and rollers. Remove lifting device.
20. Connect the cab heater inlet and outlet hoses

and open both valves.
11. Attach hoist to front lifting eyes on subframe.
21. Connect the hydraulic pump drive shaft (1, Figure 2-4) to the companion flange on the alternator. Tighten cap screws to standard torque.
12. Remove the small blocks behind the subframe

rollers, remove safety chain, and slowly roll the
power module into position over the main frame
mounts. Lower hoist until front subframe mount
is aligned and seated on the front, main frame
mount. Reinstall safety chain.
13. Relocate hoist to the rear portion of the engine/
alternator cradle structure and raise just enough
to permit removing the subframe rollers.
22. Connect wheel motor cooling blower air outlet

hose. Tighten all clamps securely to insure a
positive air seal.
23. Install diagonal ladder on front of truck.
24. Install transition duct (4, Figure 2-1) to alternator.
14. Lower the rear portion of the subframe until the

subframe rubber bushings are seated in the
rear mounting brackets located on the main
frame of the truck.
25. Install transition structure (3) to alternator.
15. After subframe is seated in frame mounts, the

safety chain may be removed from the front
subframe member.
27. Install control cabinet air hose (5), electrical

cables and any other hoses and wiring removed
during power module removal.
16. Install cap screws (9, Figure 2-4) and lockwashers in the front mount and tighten cap screws to
298 30 Nm (220 22 ft lbs) torque. Install
ground strap between frame and subframe.
Reinstall air dam. Install cover (10) if grille is
installed.
28. Connect all remaining electric, oil, and fuel

lines.
26. Lift main alternator blower intake duct (2) into

position and install all mounting hardware at
mounts.
29. Attach hoist to the front center deck and lift into
position. Align the rear center deck mounting
holes with the support structure in front of the
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.
C02027 11/11
Power Module
C2-9
31. Install battery box on front bumper with mounting hardware. Connect the batteries as follows:
a. Connect the three positive battery cables to
the bus bar outside the battery box. Also
connect the three wiring harness to the battery box.
b. Connect the ground cables below the battery
box.
c. Ensure the battery disconnect switches are
in the OFF position. Inside the battery box,
connect both battery negative ground cables
to the battery posts.
d. Close battery disconnect switch.
32. Install air intake duct supports (2, Figure 2-3).
Install engine air intake ducts (3). Position
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 example of correct installation and alignment.
33. Connect the air filter restriction gauge hoses.

34. Install the exhaust system piping and hangers.
Tighten all hardware to standard torque.
35. Install exhaust blankets (6, 7, 8, 9 & 11, Figure
2-8). Then install blankets (5) and (10). Blankets
should have 50 mm (2 in.) overlap on the ends.
36. Install the remaining exhaust blankets.
37. Refill the radiator with coolant and service the
engine with the appropriate fluids. Refer to Section P, Lubrication and Service, for capacity and
fluid specifications.
procedures to properly recharge the air
conditioning system.
39. NOTE: System contains HFC-134A refrigerant.
FIGURE 2-7. AIR INLET PIPING CONNECTIONS
C2-10
Power Module
11/11 C02027
FIGURE 2-8. EXHAUST BLANKETS

1. Exhaust Blanket
2. Exhaust Blanket
3. Exhaust Blanket
4. Exhaust Blanket
5. Exhaust Blanket
6. Exhaust Blanket
C02027 11/11
7. Exhaust Blanket
8. Exhaust Blanket
9. Exhaust Blanket
10. Exhaust Blanket
11. Exhaust Blanket
12. Exhaust Blanket
Power Module
13. Exhaust Blanket

14. Exhaust Blanket
15. Exhaust Blanket
16. Exhaust Blanket
C2-11
NOTES:
C2-12
Power Module
11/11 C02027
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

The standard 830E engine is a Komatsu model
SDA16V160 single stage turbocharged engine
equipped with aftercoolers.
The engine cooling radiator assembly contains two
cores; A low temperature core (2, Figure 3-1) is
connected to the four aftercoolers (7). There are two
aftercoolers located on each cylinder bank. This coolant is circulated by the engines LTA (Low Temperature Aftercooler) water pump (6). The LTA
thermostats (4) begin to open at 46 C (115 F) and
are fully open at 57 C (135 F).
A second, high temperature core (3), located at the

rear of the radiator assembly is used for the engine
coolant circuit. In this circuit, the engine water pump
(10) circulates coolant through the engine block (9)
(heads, liners, internal oil coolers etc.). The engine
coolant thermostats (5) begin to open at 82 C (180
F) and are fully open at 94 C (202 F).
In addition, a fuel cooler, located on the lower right
corner of the radiator assembly reduces fuel temperature after fuel leaves the engine, before it is
returned to the tank. The air conditioning system
refrigerant condenser is mounted on the lower left
corner of the radiator assembly.
FIGURE 3-1. COOLING SYSTEM DIAGRAM

1. Surge/Fill Tank
2. Low Temperature Core (LTA)
3. High Temperature Core
4. Low Temperature Thermostats
C03035
5. Engine (Hi Temp) Thermostats

6. LTA Circuit Water Pump
7. Aftercooler
8. Engine Oil Coolers
Cooling System
9. Engine Block (Heads, Liners)

10. Engine Circuit Water Pump
C3-3
RADIATOR
Removal
1. Place battery disconnect switch in the OFF
position.
4. Disconnect surge tank vent hoses and electrical

cable attached to coolant level probe (6).
Remove clamps (5) securing hoses and electrical cables to fan shroud, tubes and support
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 system 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
2. Mount Hardware
3. Low Temp Core Tubes
4. High Temp Core T
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
2. Grille Structure
3. Coolant Drain Cock
4. Water Pump Inlet
C3-4
5. Clamp
6. Coolant Level Probe
7. Surge Tank Cover
Cooling System
C03035
NOTE: The system is charged with HFC-134A

refrigerant.
Federal regulations prohibit venting air conditioning system refrigerants into the atmosphere.
An approved recovery/recycle station must be
used to remove the refrigerant from the air conditioning system.
8. After system is evacuated, remove hoses from

condenser and cap all openings to prevent contamination. Unclamp hoses and remove from
radiator area to prevent interference when radiator is removed.

procedures required to properly remove the
refrigerant from the air conditioning system.
FIGURE 3-4. RADIATOR AND SHROUD (Rear View)

1. Shroud
2. Fan Guard Str.
3. Support Rod
4. Clamp
C03035
5. Hose
6. Lift Points
7. Upper Tubes
8. Vent Hoses
Cooling System
9. Level Sensor
10. Receiver/Drier
11. Pressure Switch
C3-5
9. Remove fan guard (2, Figure 3-4) from shroud:

a. Guard can be completely removed from the
truck by separating the halves and removing.
b. If complete removal is not necessary,
remove hardware attaching guard to shroud
and slide assembly toward the engine and
allow it to hang on the fan clutch.
10. Disconnect batteries using the following procedure in this order:
14. Remove hardware attaching grille structure to

radiator assembly, attach overhead crane, and
lift slightly. Move grille structure forward to clear
radiator assembly. Lift grille structure off truck
and set aside.
15. Install lift eyes (included in truck tool group) in
tapped blocks (6, Figure 3-4) at upper corners
of radiator assembly and attach overhead
crane.
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 terminals of two batteries to the ground bus bar
in the bottom of the battery box. Disconnect
these ground cables from the negative terminal of each battery.
c. Disconnect the ground cables from below
the battery box.
d. Disconnect the three positive battery cables
from the bus bar outside the battery box.
Also disconnect three wiring harness from
the battery box.
e. Remove mounting cap screws and remove
battery box from front bumper.
11. Disconnect hoses and pressure switch at
receiver/drier located on fan shroud.
The radiator assembly weighs approximately

1907 kg (4,200 lbs) Ensure lifting device is capable of lifting the load.
16. Remove radiator support struts (3), upper support rods, and hardware (2, Figure 3-3) attaching radiator assembly to power module
subframe.
17. Lift radiator enough to separate from mounts on
subframe and move forward until shroud clears
the engine fan.
Do not allow shroud to contact fan blades.
18. Move assembly to a work area. Remove air
conditioner condenser and fuel cooler.
12. Remove lower right grille section and disconnect 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.
C3-6
Cooling System
C03035
Installation
1. Reinstall shroud (1, Figure 3-4), air conditioner
condenser, and fuel cooler. Install air conditioner receiver/drier (10) if removed.
9. Position fan guard against shroud and tighten

mounting hardware to 55 Nm (40 ft lbs) torque.
(If halves of guard were disassembled, tighten
cap screws clamping halves together to 34 Nm
(25 ft lbs) torque.
10. Attach hoses to fuel cooler.
The radiator assembly weighs approximately

1907 kg (4,200 lbs) Ensure lifting device is capable of lifting the load.
2. Attach lifting eyes in tapped blocks at upper corners of radiator assembly (6, Figure 3-4). Attach
hoist and lift into place on power module subframe.
3. Position radiator assembly to equalize gap
between tip of fan blades and shroud at right
and left sides. Install mounting hardware (2,
Figure 3-3) through lower mounts and tighten to
298 Nm (220 ft lbs) torque.
4. Install radiator support rods (3, Figure 3-4). If
necessary, adjust to position radiator perpendicular to the subframe. Tighten the support strut
locknuts. Install upper support rods to brackets
on front upright supports.
5. Adjust fan shroud ring vertically to equalize gap
between tip of fan blades and ring.
6. Lift grille structure (2, Figure 3-2) into position
and install mounting hardware.
7. Route headlight wire harness to lights. Attach
connectors to lights and clamp harness at weld
studs.
11. Route A/C condenser hoses to condenser and

attach. Install lower grille sections. Install
receiver/drier (10) hoses. Connect pressure
switch (11).
12. Install surge tank hoses and electrical wiring to
the coolant level probe (9, Figure 3-4). Clamp
hoses and electrical cables to the shroud. Install
surge tank cover.
13. Make sure all coolant drains are closed, hoses
are installed, and all wiring reconnected. Close
drain valve on main air tank.
14. If the truck is equipped with air conditioning, the
system must be evacuated and recharged.
Refer to Heater/Air Conditioning System in
Section M for detailed instructions for recharging with refrigerant.
15. Service the cooling system per the instructions
below.
16. Check for static leakage and correct any leaks.
After servicing is complete, start the engine and
run until normal operating temperature is
reached. Repeat check for leaks and correct as
required.
8. Install upper and lower radiator piping. Seat

hoses and clamps securely.
C03035
Cooling System
C3-7
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 temperature, remove radiator cap.
Note: If coolant is added using the Wiggins quick fill
system, the radiator cap MUST be removed prior to
adding coolant.
2. Fill radiator with proper coolant mixture (as
specified by the engine manufacturer) until
coolant is visible in the sight gauge.
3. Install radiator cap.
4. Run engine for 5 minutes, check coolant level.
5. If coolant is not visible in the sight gauge,
repeat steps 1 through 4. Any excess coolant
will be discharged through the vent hose after
the engine reaches normal operating temperature.
Engine coolant must always be visible in the
sight gauge before truck operation.
C3-8
Cooling System
C03035
REPAIRING THE RADIATOR

Radiator service is a specialized function usually not
accomplished by most maintenance shops. The
large size and weight of the off-road truck radiators
requires that a radiator repair shop equipped with
special tools and handling equipment be used for
service and repair.
Internal Inspection
If desired, an internal inspection can be performed on
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 perform this inspection, remove four random
tubes from the air inlet side of the radiator. Remove
tubes from both the top and bottom cores, and near
each end of the radiator. Refer to Disassembly and
Assembly in this section for the proper instructions
for removing and installing tubes. Analyze any
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
radiator will result. Completely rinse the cleaned
tube or core in clean water after removing it from the
boil-out tank.
As an alternative to boil-out tanks, radiators can be
cleaned externally with a high pressure washer and
soap. In most cases, it may be best to blow out any
dry dirt with a high pressure air gun prior to washing
the core with the high pressure washer.
C03035
Pressure washers should not exceed 8275 kPa

(1200 psi). Unlike conventional cores, the spray
nozzle can be used right up next to the core. Starting
from the air exit side, place the high pressure washer
nozzle next to the fins. Concentrate on a small area,
slowly working from the top down. Spray straight into
the core, not at an angle. Continue washing until the
exit water is free of dirt. Repeat from the opposite
side.
Disassembly
To aid in removal of the tubes, clean the radiator

prior to disassembly. Heating the seals with hot
water helps to loosen the grip on the tubes.
Cleaning the radiator prior to disassembly also
reduces the risk of internal contamination. After
cleaning, spray lubricating oil at the top end of
the tubes.
FIGURE 3-5. BREAKER TOOL (XA2307)
1. Start at the top row of tubes. Use the breaker

tool (XA2307) to loosen the tube to be removed.
When using the breaker tool, position it at the
top or bottom of the tube. Never position it in the
middle of the tube or damage may result. Use
the breaker tool to lightly twist the tube back
and forth within the seals to loosen the grip.
Refer to Figure 3-5.
Cooling System
C3-9
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.
FIGURE 3-6. INSTALLATION TOOL (VJ6567)

2. After the tube is loose, position the installation
tool (VJ6567) at the bottom of the tube to be
removed. Refer to Figure 3-6. The upper jaw of
the installation tool should be positioned just
below the rectangular section of the tube. The
bottom jaw should rest on the seal. Squeeze
the installation tool just enough to allow the
bottom of the tube to be removed from the
bottom seal.
NOTE: To ease in the removal of tubes, use the
breaker tool and installation tool simultaneously.
3. Check for signs of internal blockage in the tubes

and tanks. If desired, you may cut open tubes
for inspection. If contamination is present, the
tube should be analyzed. The radiator must be
properly flushed of all contaminants and
corrective action must be taken to prevent such
contamination from occurring in the future.
Refer to Internal Inspection in this section.
4. Buff the tube ends with a polishing wheel and a
copper polishing compound. If any debris can
not be removed by buffing, using an emery
cloth, steel wool or a wire wheel with a wire size
of 0.15 - 0.20 mm (0.006 - 0.008 in.) is
acceptable. Be careful not to mar the tube ends.
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.
FIGURE 3-7. ANGLING TUBE DURING REMOVAL

3. Pull the tube from the top seal while
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.
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
convex. Improperly installed seals are concave
with a smaller diameter hole. Refer to Figure 38.
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.
C3-10
Cooling System
C03035
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.
FIGURE 3-8. PROPER SEAL INSTALLATION
2. Use a 13 mm (1/2 in.) diameter brush to

lubricate the seals with lube/release agent
(XA2308).
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
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
aiding in installation. Refer to Figure 3-9.
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
tube angle excessive during installation and/or
tube not centered in seal.
Inspect the seals and tube ends for damage
before trying to reinstall a tube. Replace as
necessary.
C03035
FIGURE 3-9. USING INSTALLATION TOOL TO

INSTALL TUBE
7. Ensure that all tube beads are seated in their
respective bottom seals. Align and straighten all
tubes during the installation of each row to allow
maximum air flow through the radiator.
8. Install tube stay ends. Install the felt air baffles
behind the front and back rows while
completing tube installation.
Cooling System
C3-11
Pressure Testing
The radiator should be pressure tested at 103 kPa
(15 psi) for 30 minutes. Various methods of pressure
testing include the following:
Pressurize the radiator and submerge into a test
tank. Watch for leaks.
COOLANT SYSTEM
TROUBLESHOOTING
If abnormal coolant temperatures are experienced,
perform the following visual inspections and tests:
1. Check the coolant level and thoroughly inspect
the system for leaks.
Lay the front side of the radiator on the floor. Cap

off ports, and fill the radiator with hot water.
Pressurize the radiator and check for leaks.
Cap off radiator ports. Install an air pressure
gauge and pressurize to 103 kPa (15 psi).
Remove the air source and monitor the pressure
gauge.
Pressurize the radiator with air, and spray sealed
joints with soapy water.
a. Check for proper coolant/antifreeze mixture.

b. Follow the recommendations of the engine
manufacturer regarding use of cooling
system additives.
2. Inspect the radiator fins for restrictions. Ensure
the air flow through the radiator is not restricted
by debris or bent radiator fins.
3. Inspect the fan blades for damage.
4. Check the radiator cap sealing surfaces.
Additional service information can be found on

the L&M Radiator website at www.mesabi.com.
5. If equipped with a fan clutch, refer to Section N,

Operator Comfort, for complete instructions for
testing and repairs, if required.
6. Refer to the engine manufacturer's Service
Manual for information about testing and
replacing the cooling system thermostats.
C3-12
Cooling System
C03035
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 module has been removed from the truck. (Refer to Figure 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 alternator lifting eyes (7, Figure 4-2).
2. Block under rear of engine
a. Loosen cradle adjustments setscrews (3,
Figure 4-1).
FIGURE 4-1. CRADLE STRUCTURE

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

4-2).
FIGURE 4-2. ENGINE AND ALTERNATOR

1. Cap Screws and Lockwashers
2. Cradle Structure
3. Cap Screws
C04034 11/11
4. Flywheel Housing
5. Subframe
6. Engine
Power Train
7. Alternator Lift Eyes

8. Alternator/Blower
C4-3
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
2. Access Hole
3. Flywheel Housing
4. Reach through the access opening and remove

12 cap screws (6, Figure 4-4) joining the engine
drive ring (7) to the alternator rotor (8). (Rotate
crankshaft with barring tool to align each cap
screw with access hole.)
FIGURE 4-4. ALTERNATOR TO ENGINE

MOUNTING
1. Alternator
2. Flywheel Housing
Adapter
3. Cap Screw (16 each)
4. Flywheel Housing
Ensure all cap screws have been removed!

5. Remove 16 cap screws (3) securing flywheel
housing adapter (2) to the alternator housing
(1).
NOTE: The clearance between the head of the cap
screw (3) and the flywheel housing (4) will not permit
complete removal of the cap screws at all locations.
Be sure all the cap screw threads are completely
disengaged from the alternator housing (1).
C4-4
Power Train
5. Cap Screw
6. Cap Screw (12 each)
7. Engine Drive Ring
8. Alternator Rotor
6. Take up slack in hoist and remove cap screws

and lockwashers (1, Figure 4-2) securing the
alternator to the cradle structures.
7. Keep alternator as level as possible and move
away from engine.
8. Note shim location and quantity. Retain shims
for possible use during reinstallation.
9. For further disassembly instructions for the
alternator refer to the General Electric Service
Manual.
11/11 C04034
ENGINE/ALTERNATOR MATING
Measuring Procedure
Komatsu SSDA16V160 or SDA16V160 Engine
1. Thoroughly clean the alternator housing mounting surface, rotor drive adapter mounting surface and flywheel housing adapter mounting
surfaces.
The following instructions must be followed to

ensure proper alignment and engine crankshaft
endplay. Failure to follow these instructions can
result in serious damage to the engine and/or
alternator.
General Instructions
2. With magnetic base mounted on the front of the

engine and the dial indicator on the front of the
crankshaft, measure total crankshaft end-play:
Verify end play is within 0.13 - 0.38 mm (0.005 0.015 in.).
Record Total Crankshaft End-play: ____________
3. Refer to Figure 4-5. Move the engine crankshaft to the rear of its end travel.
a. Carefully measure Dimension C at four
locations, 90 apart:
Never pry on the engine crankshaft damper!

Loosen or remove fan belt prior to measuring
crankshaft end-play to insure that the crankshaft moves easily and completely.
1st measurement:_________________________
2nd measurement: ________________________
When taking measurements, always take four

equally spaced readings and average them.
3rd measurement: ________________________
Always measure from mating surface to mating

surface.
Dimension Cavg: _________________ Average
4th measurement:_________________________
References to crankshaft rotation; clockwise

(CW), or counterclockwise (CCW), is the direction of rotation when looking at the front
(damper end) of engine.
b. Add 1/2 (one-half) of Total Crankshaft Endplay from Step 2 to Dimension Cavg.
c. Record (Step 3a + Step 3b) as
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

Eccentricity
0.66 mm
(0.026 in.)
Max. Face Runout, Flywheel

Housing
0.25 mm
(0.010 in.)
Max. Eccentricity of Flywheel

(Coupling Assembly)
0.18 mm
(0.007 in.)
Max. Axial Runout of Flywheel

Face (Coupling Assembly)
0.25 mm
(0.010 in.)
C04034 11/11
FIGURE 4-5. SHIM LOCATION

1. Alternator Housing
2. Alternator Rotor
3. Flywheel Housing
Adapter
4. Flywheel Housing
Power Train
A: Dimension A
B: Dimension B
C: Dimension C
D: Dimension D
C4-5
4. Refer to Figure 4-6. Alternator End-play:

a. Using flat steel bar (3, Figure 4-6) bolted rigidly to the alternator rotor (2), install a 5/8" 11 cap screw (4) at each end into the alternator housing (1). Leave cap screws fingertight.
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 Nm (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-turnat-a-time, until all torque is released. Carefully 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: _________________________
2nd measurement: ________________________
3rd measurement: ________________________
4th measurement:_________________________
FIGURE 4-6. ALTERNATOR END-PLAY

2. Alternator Rotor
3. Steel Bar
4. Cap Screw
Dimension Aavg: _________________ Average

e. Add 0.25 mm (0.010 in.)
Aavg.
to Dimension
f. Record (Step 4d + 4e) as

Measurement A
5. To determine the correct shims to use, compare Measurement C (Step 3c) with Measurement A (Step 4f).
a. If C is greater than A, subtract: (C - A) = B
B = _____________ Shim pack thickness to
be installed at location B, Figure 4-5.
b. If A is greater than C, subtract: (A - C) = D

D = ___________ Shim pack thickness to
be installed at location D, Figure 4-5.
Alternator-to-Flywheel Housing Adapter,

Location D
Shim Part Number
Rotor-to-Drive Ring, Location B

Shim Part Number
C4-6
Shim Thickness
TM3466
0.10 mm (0.004 in.)
TM3468
0.78 mm (0.007 in.)
Shim Thickness
TM3467
0.10 mm (0.004 in.)
TM3469
0.18 mm (0.007 in.)
Power Train
11/11 C04034
8. Compare the step 7 value to the measurement

taken before alternator was installed on engine.
Joining Alternator and Komatsu SSDA16V160 or

SDA16V160 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 Nm
(175 ft lbs) torque.
4. Install cap screws (5) through engine drive ring
(6) into the alternator rotor adapter (7). Rotate
crankshaft to access and align holes. Tighten
cap screws (5) to 237 Nm (175 ft lbs) torque.
5. Install alternator-to-cradle structure mounting
cap screws and washers (1, Figure 4-2) and
tighten to 1017 Nm (750 ft lbs) torque.
6. Tighten engine-to-cradle structure mounting
cap screws (3, Figure 4-2) to 465 Nm (345 ft
lbs) torque.
Never pry on the engine crankshaft damper!

7. With magnetic base mounted on the front of the
engine and the dial indicator on the front of the
crankshaft, measure total crankshaft end-play:
FIGURE 4-7. ALTERNATOR TO ENGINE

MOUNTING
2. Cap Screw
3. Flywheel Housing
Adapter
4. Engine Flywheel
Housing
5. Cap Screw
7. Alternator Rotor
B Drive Shims
D Housing Shims
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
engine are assembled is less than 0.51 mm (0.020
in.), and less than the starting engine crankshaft
end-play, RESHIMMING IS REQUIRED.
Record Total Crankshaft End-play: ____________
C04034 11/11
Power Train
C4-7
9. Rotate the crankshaft one full revolution and listen for any unusual noise caused by moving
components contacting stationary parts.
10. Install engine sidecover, if removed. Install lockwire on all alternator mounting cap screws.
11. Remove barring tool and install access covers
on flywheel housing.
ENGINE
Removal
Refer to instructions in previous sections for removal
instructions for the Power Module, alternator, and
radiator assembly.
12. Reinstall fan belt. Refer to engine manufacturers Operation and maintenance Manual.
The engine weighs approximately 9616 kg
(21,200 lbs) wet. Ensure lifting devices are capable of handling the load safely.
1. Disconnect any remaining wiring or hoses
between the engine and subframe.
2. Remove cap screws and lockwashers (5, Figure 4-7) securing front engine mount to subframe.
3. Attach spreader bar with lifting straps at front lift
hooks and rear lift hooks (6) on engine.
Remove 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.
C4-8
Power Train
11/11 C04034
2. Install alternator on engine following instructions for Engine/Alternator Mating.
Service
Complete instructions covering the disassembly,
assembly and maintenance of the engine and its
components can be found in the engine manufacturer's service manual.
Installation
1. Align engine to subframe and install front
mounting cap screws and lockwashers (5, Figure 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 Nm (345 ft lbs)
torque.
3. Tighten rear engine mounting cap screws (2) to

465 Nm (345 ft lbs) torque after alternator is
installed.
4. Adjust setscrew (3, Figure 4-1) to equalize gap
(5) between cradle structure (1) and subframe
(4) at left and right side. Lock setscrew with jam
nut (2).
FIGURE 4-8. ENGINE MOUNTING

1. Cradle Structure
C04034 11/11
3. Engine Module Subframe

4. Engine
Power Train

6. Engine Lift Points
C4-9
NOTES:
C4-10
Power Train
11/11 C04034
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
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
filter cartridges.
The engine demand for air creates a vacuum in the
air cleaners and causes outside air to be drawn in
through air inlets on the air cleaners. Dirty air entering here is drawn through a series of tubes that are
designed to produce a cyclonic action. As the air
passes through the outer portion of the tubes, a circular motion is set up causing dust and dirt particles
to be thrown from the air stream into dust collectors
(1, Figure 5-1). At the same time, the air stream turns
and is directed up through the center of the tubes into
the filter chamber. Here the air passes through the
main filter element and safety filter element and out
the clean air outlet to the engine's air intake system.
The function of the safety filter is to increase overall
reliability and engine protection.
The engine must be turned off before servicing

the air cleaner assemblies or opening the engine
air intake system. Never start the engine with the
filter elements removed. Serious engine damage
can result.
Inspect and empty the dust cups at regular
intervals. Daily inspection is recommended.
Never allow the dust level to build up to the tube
(precleaner) chamber.
During operation or after the engine has been
turned off, observe the air filter restriction gauges
mounted on the overhead panel in the cab. When
a gauge shows maximum restriction, filter service
is required.
Check all engine air inlet tubes, hoses and
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
2. Precleaner Section
C05020 9/10
3. Air Intake Cover

4. Element Covers
C5-3
Replacing The Elements

NOTE: The function of the safety element is to
increase overall reliability and engine protection. If
the safety element indicator shows red, the element
has become clogged and should be replaced with a
new one.
1. Turn off the engine. Clean any dirt and dust
from the area around the element cover.
2. Loosen the clips on element cover (1, Figure 52) and remove the element cover. Pull primary
element (2) from air cleaner assembly (4).
3. Inspect the primary element carefully for
damage, holes or breaks which might affect
reuse of the element. If the element appears
serviceable, proceed with the cleaning
procedure. If defects are found in the element,
replace the element.
FIGURE 5-2. AIR CLEANER ASSEMBLY

1. Element Cover
2. Primary Element
3. Safety Element
4. Air Cleaner Assembly
C5-4
5. Gasket (long strips)

6. Gasket (short strips)
7. Precleaner Section
8. Clamp
9. O-Ring
10. Dust Cup
11. Dust Cup Valve
12. Air Intake Cover
9/10 C05020
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.
4. If the safety element must be replaced, remove
and discard the safety element. Do not clean
the damaged or dirty safety element.
5. Install the new safety element.
6. Install primary element (2) into the air cleaner. If
the original element is being reused, ensure the
sealing gasket is not damaged. The gasket
must seal completely.
7. If open, close and latch dust cup valves (11) on
the bottom of dust cups (10).
Only the primary elements may be cleaned, and

then only if they are structurally intact. Do not
reuse an element that is damaged. Do not clean
and reuse the safety elements. Replace them
with new parts if necessary.
After inspection, determine the condition of the
primary element. Choose either the washing method
or compressed air method for cleaning the element.
If the element is clogged with carbon, soot, oil and/or
dust, the complete washing procedure will produce
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 60C (140F) and must be
circulated continually. Do not use a light bulb to
dry elements.
C05020 9/10
C5-5
4. After cleaning, inspect the element thoroughly

for the slightest ruptures and damaged gaskets.
A good method for detecting paper ruptures is
to place a light inside the filter element, as
shown in Figure 5-3, and inspect the outer
surface of the filter element. If holes or ruptures
are found, do not reuse the element. Discard
and replace with a new element.
.
Clean dust loaded elements with dry filtered

compressed air as follows:
1. Maximum nozzle pressure must not exceed
207 kPa (30 psi). The distance from the nozzle
to the surface of the filter element must be at
least 25 mm (1 in.) to prevent damage to the
filter material.
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 ruptures 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
C5-6
9/10 C05020
Precleaner Section Cleaning

The tubes in precleaner section (7, Figure 5-2)
should be cleaned at least once per year and at each
engine overhaul. More frequent cleaning may be
necessary depending upon operating conditions and
and the local environment.
To inspect the tubes in the precleaner section,
remove the primary element. Do not remove the
safety element. Loosen clamps (8) and remove dust
cups (10) and O-rings (9). Use a light to inspect the
tubes. All tubes should be clear and the light should
be visible.
NOTE: Both the primary and safety elements must
be installed in the air cleaner while Steps 1 and 2 are
being accomplished to prevent any possibility of dirt
being forced into the engine intake area.
Dust can be removed with a stiff fiber brush (see
Figure 5-5). Do not use a wire brush. Dust may also
be removed effectively using compressed air.
Heavy plugging of the tubes may require soaking and
washing the entire precleaner section. Refer to the
following procedure.
NOTE: The precleaner section may be separated

from the air cleaner assembly without removing the
entire air cleaner from the truck.
1. Remove air intake cover (12, Figure 5-2).
Remove the mounting hardware that secures
precleaner section (7) to air cleaner assembly
(4). Remove the precleaner section. The safety
element must remain in place to protect the
engine intake.
2. Loosen clamps (8) and remove dust cups (10)
and O-rings (9) from the precleaner section.
Wash the dust cups with a water and liquid soap
solution.
3. Submerge the precleaner section in a solution
of Donaldson D-1400 and warm water (see
Figure 5-6). Mix the solution according to the
directions on the package. The tube section
must be down. Soak for 30 minutes, then
remove the precleaner section from the
solution. Rinse thoroughly with fresh water and
blow dry.
Severe plugging may require the use of an
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
C05020 9/10
C5-7
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 sealing.
3. Check the primary and safety elements for ruptures, holes or cracks.
4. Check air cleaner assembly for structural damage, cracks, breaks or other defects which
could allow air leakage. Check all mounting
hardware for tightness.
C5-8
9/10 C05020
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
TOOL
C07001
FRONT
SLEEVE
BEARING
REAR
SLEEVE
BEARING
Fan Clutch
C7-3
TOOL C - FRONT AND REAR SLEEVE BEARING REMOVER
TOOL D - WEAR SLEEVE AND RETAINER/SEAL ASSEMBLY INSTALLER;

BEARING REMOVER; ASSEMBLY PUSHER TOOL
C7-4
Fan Clutch
C07001
TOOL E - BEARING INSTALLER
TOOL
C07001
BEARING
Fan Clutch
INSTALLER
C7-5
DISASSEMBLY
FIGURE 7-1. FAN CLUTCH EXPLODED VIEW

1. Orifice Fitting
2. Dowel Pin (Rear)
3. Pitot Tube
4. Wear Sleeve
5. Retainer/Seal Assembly
6. Shaft Assembly
7. Name Plate Kit
8. Washer
9. Bolt
10. Oil Seal
11. Bearing Retainer (Rear)
12. Bearing Spacer
(External Snap Ring)
13. O-Ring Seal
14. Main Bearing (Rear)
15. Internal Snap Ring
C7-6
16. External Snap Ring (Spacer)

17. Seal Ring (Hook-Type)
18. Bolt
19. Washer
20. Pulley
21. Pulley Adapter
22. Seal Ring (Large)
23. Piston
24. Seal Ring (Small)
25. Spring Washer
26. Shim
27. External Snap Ring
29. Clutch Hub
30. Facing Plate
31. Steel Clutch Plate
Fan Clutch

33. Main Bearing (Front)
34. O-Ring Seal
35. Bearing Retainer (Front)
36. Oil Seal
37. Washer
38. Bolt
39. Wear Sleeve
41. Sleeve Bearing (Rear, Short)
42. Fan Mounting Hub
43. Dowel Pin (Front)
44. Sleeve Bearing (Front, Long)
45. End Cap
C07001
3. Pitot Tube
4. Wear Sleeve
5. Retainer/Seal
Assembly
6. Shaft Assembly
8. Washer
9. Bolt
10. Oil Seal
11. Bearing Retainer
13. O-Ring Seal
C07001
FIGURE 7-1. FAN CLUTCH CUTAWAY (Typical)

14. Main Bearing
29. Clutch Hub
17. Seal Ring (Hook-Type) 30. Facing Plate
31. Steel Clutch Plate
20. Pulley
22. Seal Ring (Large)
33. Main Bearing
23. Piston
34. O-Ring Seal
24. Seal Ring (Small)
35. Bearing Retainer
25. Spring Washer
36. Oil Seal
26. Shim
Fan Clutch
37. Washer
38. Bolt
39. Wear Sleeve
41. Sleeve Bearing
(Rear, Short)
42. Fan Mounting Hub
44. Sleeve Bearing
(Front, Long)
45. End Cap
C7-7
FIGURE 7-4.
FIGURE 7-2.
1. Support the fan clutch on a bench with fan
mounting hub (42) facing upward. Support the
assembly beneath the pulley. Remove bolts
(38) and washers (37).
FIGURE 7-5.
FIGURE 7-3.
2. Install lifting eyes, and attach a hoist and chains
to front bearing retainer (35). Use a small
screwdriver to separate the front bearing
retainer from pulley adapter (21), and set it
aside on a bench.
C7-8
3. Remove O-ring seal (34).
Fan Clutch
4. Position the bearing retainer and hub assembly

on the bench with clutch hub (29) up. Remove
external snap ring (28).
C07001
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).
C07001
Fan Clutch
C7-9
FIGURE 7-10.
FIGURE 7-12.
9. Turn bearing retainer (35) over on the press

bed. Press front bearing (33) out of the bearing
retainer using tooling (D).
11. Remove front retainer/seal assembly (40).

Wedge a large chisel or other appropriate tool
behind the retainer to force it off fan mounting
hub (42).
FIGURE 7-13.
Use a chisel to make three indentations in wear
sleeve (39) in order to loosen the sleeve. The
indentations should be approximately 120
degrees apart from one another. Remove the
wear sleeve.
FIGURE 7-11.
10. Support beneath the fan mounting hub with end
cap (45) down, but approximately 50 mm (2 in.)
above the press bed. Using a solid steel bar or
equivalent, press the end cap from the fan
mounting hub.
C7-10
NOTE: Use caution when using the chisel. Do not cut

through the sleeve. Damage to the shaft can cause
future leaks.
Fan Clutch
C07001
FIGURE 7-14.
12. Inspect sleeve bearing (44) and sleeve bearing
(41). Compare the color of each bearing to the
chart above. The lighter the appearance of the
bearing, the more worn it is. If either bearing
needs replacing, proceed to the next step. If the
bearings are in good condition, skip the next
step.
FIGURE 7-16.
14. Remove the stack of facing plates (30) and
steel clutch plates (31) from inside the pulley.
FIGURE 7-17.
15. Remove external snap ring (27), shim (26), and

spring washer (25).
FIGURE 7-15.
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.
C07001
Fan Clutch
C7-11
FIGURE 7-20.
FIGURE 7-18.
16. Attach wire lifting hooks to piston (23). Use the
lifting hooks to pull the piston from pulley
adapter (21).
18. Support beneath the pulley to prevent it from

dropping to the bench. Remove bolts (9) and
lockwashers (8).
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 Oring seal (13).
NOTE: It may be necessary to use a soft rubber
mallet to separate the shaft and bearing retainer from
the pulley.
C7-12
Fan Clutch
C07001
FIGURE 7-22.
20. Position the shaft as shown. Insert a phillipshead 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
remove the pitot tubes from the hole in the
shaft.
FIGURE 7-24.
22. Remove external snap ring (16).
FIGURE 7-25.
FIGURE 7-23.
21. Remove both seal rings (17).
C07001
23. Remove internal snap ring (15).
Fan Clutch
C7-13
FIGURE 7-28.
26. Use tooling (E) to press rear bearing (14) out of

rear bearing retainer (11).
FIGURE 7-26.
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
another. Remove the wear sleeve.
FIGURE 7-27.
25. Remove oil seal (10) from bearing retainer (11).
C7-14
NOTE: Use caution when using the chisel. Do not cut

through the sleeve. Damage to the shaft can cause
future leaks.
Fan Clutch
C07001
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.
C07001
Fan Clutch
C7-15
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.
C7-16
Fan Clutch
C07001
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.
C07001
Fan Clutch
C7-17
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).
C7-18
Fan Clutch
C07001
FIGURE 7-37.
11. Inspect front bearing retainer (35).

12. Inspect end cap (45) for any wear or raised
nicks.
C07001
Fan Clutch
C7-19
ASSEMBLY
NOTE: The fan clutch is reassembled using Loctite
(or equivalent) sealants. Follow manufacturer's
recommendations regarding minimum cure time to
prevent oil from washing the sealant from the sealing
surfaces.
1. Place end cap (45) in a freezer or on dry ice to
prepare for installation in the following steps.
2. If removed, install dowel pin (43) into fan

mounting hub assembly (42). Refer to Figure 738. Press the pin into the hub, leaving 2.3 mm
(0.090 in.) exposed.
If the shaft did not originally come with
pinned bearings, install the dowel per
instructions in Figures 7-38 and 7-39.
FIGURE 7-39.
FIGURE 7-38.
C7-20
Fan Clutch
C07001
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.
C07001
Fan Clutch
C7-21
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.
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.
FIGURE 7-45.
6. Coat the inside diameter of front wear sleeve

(39) and the wear sleeve diameter of the shaft
with Loctite Primer N and #242 (or equivalent).
Using tooling (D), press the wear sleeve onto
the shaft until it is flush with the shoulder.
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.
C7-22
Fan Clutch
C07001
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
surfaces of front bearing (33) and front bearing
retainer (35). Place the bearing into position on
the retainer with the notch for the bearing pin
facing downward.
10. Turn the retainer over on the press bed. Coat

the outside diameter of front oil seal (36) and
the mating surface on the bearing retainer with
Loctite Primer N and #242 (or equivalent).
Press the front bearing into the bearing retainer

using tooling (E) or equivalent. Press ONLY on
the outer race of the bearing until it seats at the
bottom of the bore.
Use tooling (E) to press the oil seal into the front
bearing retainer until it is flush with the front
face. Ensure that the lip of the seal is dry.
Wipe any excess Loctite from the seal area and
remove any rubber strings from the seal.
C07001
Fan Clutch
C7-23
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
front bearing retainer sub-assembly into
position on the fan mounting hub. Ensure the
notch in the bearing is aligned with the bearing
dowel pin. Do not allow the seal lip to come in
contact with the Loctite. Press the bearing onto
the hub using tooling (D) until it contacts the
wear sleeve.
FIGURE 7-51.
12. Install clutch hub (29) on the fan mounting hub

assembly (42) with the open end down. (No
special timing is necessary.)
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.
C7-24
Fan Clutch
C07001
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
after assembly.
FIGURE 7-54.
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.
C07001
Fan Clutch
C7-25
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
lube hole in the shoulder. Using tooling (D),
press the wear sleeve onto the fan mounting
hub until it is flush with the shoulder.
C7-26
FIGURE 7-58.
18. Install internal snap ring (15).
Fan Clutch
C07001
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)
with Loctite Primer N and #242 (or equivalent).
Use tooling (E) or an equivalent to install the oil
seal in the rear bearing retainer until it is flush
with the rear face.
21. If a bearing spacer is used instead of a snap

ring (as explained in Step 19), place the spacer
into position in the groove on shaft assembly
(6). Note the location of the spacer in Figure 761.
Do not lubricate the seal. The seal is made of

teflon and must be installed dry.
C07001
Fan Clutch
C7-27
FIGURE 7-62.
FIGURE 7-63.
22. Place the shaft sub-assembly on the press bed.

Coat the inside diameter of the bearing and the
bearing journal on the shaft with Loctite Primer
N and #609 (or equivalent).
23. Install external snap ring (16). Ensure that the

snap ring is fully seated in the groove. It may be
necessary to tap on the snap ring with a
screwdriver to fully seat it.
Carefully, lower the rear bearing retainer subassembly 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
interference is found, remove the bearing
retainer and eliminate the point of interference.
C7-28
FIGURE 7-64.
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.
Fan Clutch
C07001
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
another.
FIGURE 7-67.
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.
C07001
Fan Clutch
C7-29
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.
Then, rotate the bearing retainer (and piston)
until the bolt holes align in the bearing retainer
and pulley. Carefully remove the bearing
retainer sub-assembly.
FIGURE 7-70.
31. Place the front bearing retainer sub-assembly
on the bench with the clutch hub up. Install one
steel clutch plate (31) in place in the bearing
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.
C7-30
Fan Clutch
C07001
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.
C07001
Fan Clutch
C7-31
FIGURE 7-76.
FIGURE 7-74.
36. Install bolts (9) with lockwashers (8). Tighten

each bolt to 49 - 58 Nm (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
assembly. Carefully lower the shaft subassembly into the pulley bore and onto the
pulley until the retainer rests on the pulley.
37. If removed, install orifice fitting (1) in the oil in

port of the bracket.
Use caution when lowering. Damage to the

sleeve bearings may result if the shaft is cocked
during installation.
C7-32
Fan Clutch
C07001
FIGURE 7-78.
38. Turn the assembly over on the bench. Install remaining bolts (38) and lockwashers (37). Tighten each bolt to
49 - 58 Nm (36 - 43 ft lbs).
C07001
Fan Clutch
C7-33
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.
C7-34
Fan Clutch
C07001
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 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.

Never open any electrical cabinet covers or touch the retarding grid elements. Additional procedures are required before it is safe to do so. Refer to Section E for additional propulsion
system safety checks to be performed by a technician trained to service the system.
ALL removal, repairs and installation of propulsion system electrical components, cables etc.
must be performed by an electrical maintenance technician properly trained to service the
system.
In the event of a propulsion system malfunction, a qualified technician should inspect the
truck and verify the propulsion system does not have dangerous voltage levels present
before repairs are started.
Prior to welding on the truck, maintenance personnel should attempt to notify the Komatsu
Factory Representative. The welding ground electrode should be attached as close as possible to the area to be welded. Never weld on the rear of the electrical control cabinet or the
retard grid exhaust air louvers.
After the truck is parked in position for the repairs, the truck must be shut down properly to ensure the
safety of 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.
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
24VDC Auxiliary Battery Receptacles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Engine Start Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
ISOLATION BOX ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Engine Shutdown Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Access Ladder Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Battery Disconnect Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Propel Lockout Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
LED Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
AUXILIARY CONTROL CABINET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
24VDC to 12VDC Converter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
24VDC ELECTRIC CRANKING MOTOR SYSTEM (WITH PRELUBE). . . . . . . . . . . . . . . . . . . . D2-9
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-9
Engine Oil Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-9
Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-9
D02044
24VDC Electric Supply System
D2-1
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-9
Prelube System Operation Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-9
Check Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-9
TROUBLESHOOTING PRELUBE CRANKING MOTOR CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-10
24VDC ELECTRIC START SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-12
CRANKING MOTORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-12
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-12
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-12
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-12
CRANKING MOTOR TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13
Preliminary Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13
No-Load Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13
Interpreting Results of Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-14
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-14
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-15
Armature Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-17
Field Coil Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-17
Field Coil Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-17
SOLENOID CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-18
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-18
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19
Bearing Replacement: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19
Motor Assembly: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19
Pinion Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20
MAGNETIC SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20
Coil Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-21
D2-2
D02044
24VDC ELECTRIC SUPPLY SYSTEM

ELECTRICAL SYSTEM DESCRIPTION
The truck uses a 24VDC electrical system which supplies power for engine starting circuits and most nonpropulsion electrical components. The 24VDC
engine starting circuit is supplied by four heavy duty,
Type 8D, 12-volt storage batteries. Several components require 12VDC electrical power and are supplied by a 60 amp 24VDC to 12VDC converter.
The batteries are of the lead-acid type, each containing six 2-volt cells. With the engine off, power is supplied by the batteries. During engine cranking, power
is supplied by the four engine cranking batteries only.
When the engine is running, power is supplied by a
high capacity alternator that is driven by the engine.
DO NOT SMOKE or allow flame around a dead

battery or during the recharging process. The
expelled gas from a dead cell is extremely explosive.
Excessive consumption of water indicates leakage or
overcharging. Normal water usage for a unit operating eight hours per day is about 30 to 60 cm3 (1 to 2
oz.) per cell per month. For heavy duty operation (24
hours per day), normal consumption will be approximately 30 to 60 cm3 (1 to 2 oz.) per cell per week.
Any appreciable increase over these figures are considered a danger signal.
Troubleshooting
Lead-acid storage batteries contain sulfuric acid

which, if handled improperly, may cause serious
burns on skin or other serious injuries to personnel. Wear protective gloves, aprons and eye protection when handling and servicing lead-acid
storage batteries. See the precautions in Section
A of this manual to ensure proper handling of
batteries and accidents involving sulfuric acid.
During operation, the storage batteries function as an
electrochemical device that converts chemical
energy into the electrical energy that is required for
operating the accessories when the engine is off.
Two most common problems that occur in the charging system are undercharging and overcharging of
the truck's batteries.
An undercharged battery is incapable of providing
sufficient power to the truck's electrical system.
Some possible causes for an undercharged battery
are:
Sulfated battery plates
Loose or corroded battery connections
Defective wire in electrical system
Loose alternator drive belt
Defective alternator
BATTERIES
Maintenance and Service
The electrolyte level of each cell must be checked at
the interval specified in Section P, Lubrication and
Service. Add water if necessary. The proper level to
maintain is 10 to 13 mm (3/8 to 1/2 in.) above the
plates. To ensure maximum battery life, use only distilled water or other types of water recommended by
the battery manufacturer. After adding water in freezing weather, operate the engine for at least 30 minutes to thoroughly mix the electrolyte.
D02044
Overcharging, which causes overheating, is first indicated by excessive use of water. If allowed to continue, the cell covers will push up at the positive ends
and, in extreme cases, the battery container will
become distorted and cracked.
Leakage can be detected by continual wetness of the
battery or excessive corrosion of the terminals, battery carrier and surrounding area. (A slight amount of
corrosion is normal in lead-acid batteries). Inspect
the case, covers and sealing compound for holes,
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 leaking battery must be replaced.
D2-3
To remove corrosion, clean the battery with a solution of ordinary baking soda and a stiff, non-wire
brush and flush with clean water. Ensure that none of
the soda solution is allowed to enter the battery cells.
Ensure that the terminals are clean and tight. Clean
terminals are very important in a voltage regulated
system. Corrosion creates resistance in the charging
circuit, which causes undercharging and gradual
starvation of the battery.
NOTE: When washing batteries, ensure that the cell
caps are tight to prevent cleaning solution from
entering the cells.
Addition of acid will be necessary if considerable
electrolyte has been lost through spillage. Before
adding acid, ensure that the battery is fully charged
by putting the battery on charge and taking hourly
specific gravity readings on each cell. When all the
cells are gassing freely and three successive hourly
readings show no rise in specific gravity, the battery
is considered charged. Additional acid may now be
added. Continue charging for another hour and
check specific gravity again. Repeat the above procedure until all cells indicate a specific gravity of
1.260 - 1.265 corrected to 27C (80F).
Use 1.400 strength sulfuric acid when making
specific gravity adjustments. Acid of higher strength
will attack the plates and separators before it has a
chance to diffuse into the solution.
If the temperature of the electrolyte is not reasonably
close to 27C (80F) when the specific gravity is
taken, temperature must be corrected to 27C (80F)
as follows:
For every 5C (10F) below 27C (80F), 0.004
must be SUBTRACTED from the specific gravity
reading.
The rate of self-discharge of a battery kept at 38C

(100F) is about six times that of a battery kept at
10C (50F), and self-discharge of a battery kept at
27C (80F) is about four times that one at 10C
(50F). Over a 30 day period, the average self-discharge runs about 0.002 specific gravity per day at
27C (80F).
To offset the results of self-discharge, idle batteries
must receive a booster charge (not a quick charge)
at least once every 30 days. Batteries allowed to
stand for long periods in a discharged condition are
attacked by a crystallization of the lead sulfate on the
plates. Such batteries are called sulfated and are,
in the majority of cases, irreparably damaged. In less
severe cases, the sulfated battery may be restored to
limited service by prolonged charging at a low rate
(approximately 1/2 normal rate).
An undercharged battery is extremely susceptible to
freezing when allowed to stand in cold weather.
The electrolyte of a battery in various stages of
charge will start to freeze at temperatures indicated
in the table below.
The temperatures in the table below indicate the
points at which the first ice crystals appear. Lower
temperatures must be reached for a solid freeze.
Solid freezing of the electrolyte may crack the battery
case and damage the positive plates. As will be
noted, a charged battery is in no danger of freezing.
Therefore, a battery must be kept charged, especially during winter weather.
SPECIFIC GRAVITY
Corrected to 27C (80F)
FREEZING
TEMPERATURE
1.280
-70C (-94F)
1.250
-54C (-65F)
1.200
-27C (-16F)
1.150
-15C (+5F)
1.100
-7C (+19F)
For every 5C (10F) above 27C (80F), 0.004

must be ADDED to the reading.
Idle batteries must not be allowed to stand
unattended. If equipment is to stand unused for more
than two weeks, the batteries must be removed and
placed in a cool, dry place where they may be
checked periodically and charged when necessary.
Remember, all lead-acid batteries discharge slowly
when not in use. This self-discharge takes place
even though the battery is not connected in a circuit,
and it is more pronounced in warm weather than in
cold weather.
D2-4
D02044
BATTERY SUPPLY SYSTEM

24VDC Battery Charging Alternator
The battery charging alternator is a 26-Volt (250
Amp) alternator.
Battery Box
Four type 8D batteries (2, Figure 2-1) for the 24VDC
engine cranking circuit are located in the battery box
(1) in the center of the front platform. For access to
the batteries, remove the hardware from the front of
the battery box and open the hinged cover.
When maintenance or repairs are performed, the
batteries can be quickly disconnected from the
cranking motor or control circuits by using the disconnect switches located on the isolation station.
An external battery charger may also be connected
to auxiliary battery receptacles (7) located on battery
control box (3).
Removal
This truck is equipped with a master disconnect
switch (3, Figure 2-2) on the battery ground circuit.
1. Battery Box
2. Batteries
3. Battery Control Box
D02044
When removing or installing a battery, positively

identify the positive (+) terminal and negative (-)
terminal and use precautions not to cause a
short circuit between the terminals.
1. When disconnecting battery cables, always

move the battery master disconnect switch to
the OFF position.
2. At the battery terminals, disconnect the two
positive (+) battery cables that connect the batteries to the bus bar inside the battery control
box.
3. At the battery terminals, disconnect the two
negative (-) battery cables that connect the batteries to the bus bar inside the battery control
box.
NOTE: The negative battery cables are to be
disconnected last. 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.
FIGURE 2-1. BATTERY BOX & BATTERY CONTROL BOX

4. 24VDC Bus Bar
7. Auxiliary Battery Receptacles
5. Engine Start Relays
8. Battery Pallet
6. Negative Bus Bar
9. Mounting Hardware
D2-5
4. Remove mounting hardware (9, Figure 2-1).
Engine Start Relay
5. To remove all four batteries by using a forklift

and picking up the battery pallet (8).
Engine start relays (5) receives the signal to begin

cranking from the pre-lube pressure switch.
Installation
1. Before connecting battery cables, always move
the battery master disconnect switch (3,
Figure 2-2) to the OFF position.
When the pre-lube pressure switch closes, it provides current to the two engine start relays. The
engine start relays then give current to the cranking
motor solenoids. The Cranking motor solenoids
engage the cranking motors to begin cranking the
engine.
2. Using a forklift, install battery pallet (8, Figure 21) into position on the truck. Tighten mounting
hardware (9).
3. Ensure all battery cable clamps and battery
posts are clean.
ISOLATION BOX ASSEMBLY
4. Connect the two negative (-) cables to the batteries. Then connect the two positive cables (+)
last. Tighten battery terminals securely. Loose
terminals can generate sparks and could lead to
an explosion.
Isolation box (6, Figure 2-2) is located on top of the

front bumper, on the left hand side. This box contains
battery disconnect switches (3 & 4) and other components listed below. Access ladder light switch (2) is
mounted on the isolation box. Propel lockout lever (5)
is located on the front panel.
5. Tighten all battery caps securely.

6. Lower the battery box cover and secure with
mounting hardware.
Battery Control Box

Battery control box (3, Figure 2-1) is located to the
left of the battery box. This box contains the components listed below.
24VDC Auxiliary Battery Receptacles
Two pairs of receptacles (7), located on the battery
control box, are provided to attach battery charger
leads for charging the batteries.
These receptacles can also be used for connecting
external batteries to aid engine starting during cold
weather. When external batteries are used, they
must be of the same type (8D) as the batteries
installed on the truck. Two pairs of batteries must be
used. Each pair must be connected in series to provide 24VDC, with one pair connected to the front
receptacle and the other pair connected to the rear
receptacle on the truck.
D2-6
Engine Shutdown Switch

Engine shutdown switch (1, Figure 2-2) is a push-pull
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 2-2) provides a
ground level means to operate the light for the
access ladder.
Battery Disconnect Switches
Battery disconnect switches (3 & 4, Figure 2-2) provide a convenient method of disconnecting the truck
batteries from the truck electrical circuits without having 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 disconnect 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.
D02044
Propel Lockout Lever
LED Lights
Propel lockout lever (5, Figure 2-2) provides a convenient 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 (7, Figure 2-2) provide a positive, visual

indicator when a selected switch is in the ON position. LED lights (8) provide a positive, visual indicator
when a selected switch is in the OFF position.
FIGURE 2-2. ISOLATION BOX ASSEMBLY (COVERS REMOVED)

1. Engine Shutdown Switch
2. Access Ladder Light Switch
3. Master Disconnect Switch
D02044
4. Starter Disconnect Switch

5. Propel Lockout Lever
6. Isolation Box
7. LED Lights (on)

8. LED Lights (off)
D2-7
AUXILIARY CONTROL CABINET

24VDC to 12VDC Converter
24VDC to 12VDC converter (3, Figure 2-3) is used to
convert the 24 volt battery system voltage to 12 volts
for various truck components such as the AM/FM
Radio / CD Player and the auxiliary power receptacles in the cab.
The converter is powered by the control power relay,
and is protected by CB60, a 50 amp circuit breaker
(4).
Observe and verify polarity, connection points,

and correct circuit numbers if relay replacement
is necessary. Incorrect hookup will damage the
solid state relay.
FIGURE 2-3. AUXILIARY CONTROL CABINET

(LEFT WALL)
1. Interface Module
2. Payload Meter
3. 24VDC to 12VDC Converter
4. 50 Amp Circuit Breaker
5. Timer
D2-8
D02044
24VDC ELECTRIC CRANKING MOTOR

SYSTEM (WITH PRELUBE)
The Komatsu SDA16V160 engine includes an
engine pre-lubrication system designed to reduce
wear due to dry starts.
The prelube system automatically, safely and quickly
fills filters and all oil passages prior to cranking at
each engine startup. In addition, the system prevents
startup if no oil is present in the engine.
The prelube system includes:
Check Valve
The oil pressure supply hose will have a check valve
installed between the prelube pump and the engine.
The check valve prevents the passage of oil from the
engine back through the prelube pump to the pan
after the engine is started. Check valve leakage back
to the prelube pump will cause extensive damage to
the pump.
MAINTENANCE
Remote mounted 24VDC powered pump

Pre-Lube Magnetic Switch
Oil pressure switch
Prelube system maintenance must be performed

annually or at 5000 hour intervals as described
below.
Oil suction line

Oil outlet line
Prelube System Operation Checks
Check valve
Verify system operates according to the two phases

of operation as listed in Troubleshooting Prelube
Cranking Motor Circuit on the following page. If a
problem exists, refer to the list of problems and possible causes for troubleshooting system components.
Electrical harness.
Pre-Lube Relay
If system is operating properly, continue with the

inspection of component parts below:
Operation
The prelube system is activated when the operator
turns the key switch and holds it in the start position. This allows the current to flow to the prelube
cranking motor solenoid. When this pre-lube solenoid
is activated, current flows through fusible link to the
prelube motor, driving the prelube pump, but does
not allow the cranking motor motors to engage the
cranking motor pinion gears at this time. The prelube
pump supplies oil from the engine oil pan to fill the
engine oil filters and oil passages prior to cranking.
When the pressure in the engine cam oil rifle reaches
31 kPa (4.5 psi), the current is supplied to the cranking motor solenoids (8); the cranking motors will then
be activated and the pinion gears will be engaged
into the flywheel ring gear. Normal cranking will now
occur with sufficient lubrication to protect the engine
bearings and other components.
Check Valve
Verify no internal leakage exists in the check valve
when the engine is running. Check valve leakage
back to the prelube pump will cause extensive damage to the pump.
If check valve replacement is required, ensure the
valve is installed with the arrow pointed toward the
engine, and NOT toward the pump.
Engine Oil Pressure Switch

The pressure switch is a 31 kPa (4.5 psi), normally
closed (N.C.) switch, located so that it can sense oil
pressure after the engine oil has passed through the
filters. (Normally, this location is the cam cover at the
rear of the engine block.)
D02044
D2-9
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

or crank.
Indicates oil pressure is not sufficient to open the pressure 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
regardless of key switch position.
continuously
Indicates Prelube relay contacts have 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

prelubrication mode.
and
cranks.
Starting circuit is irregular when in crank mode.
No
If an operator indicates the ignition is totally dead,

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 circuit between the switch terminal and the
switch base. If open, replace pressure switch.
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.
D2-10
D02044
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 connections, 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

and no crank.
If the cranking motor is totally inoperative and no prelubrication, no delay and crank, this indicates a possible 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

not crank.
Indication is either a timer failure, or a cranking motor

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.
D02044
D2-11
24VDC ELECTRIC START SYSTEM

CRANKING MOTORS
Operation
Heavy duty batteries supply 24VDC to each of the
two cranking motors through magnetic switches activated 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 2-6) 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 contacts 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
spring causes the drive pinion to disengage.
After the engine is running, a normally closed pressure switch senses engine oil pressure and opens
the electrical circuit to prevent actuation of the
motor(s) after the engine has started.
Removal
FIGURE 2-4. CRANKING MOTORS

1. Cap Screws
3. Solenoid
2. Cranking Motor
Installation
1. Disconnect battery power:

a. Open the battery disconnect switch to
remove power from the system.
b. Disconnect the negative (-) battery cables
first.
c. Disconnect the battery positive (+) battery
cables last.
2. Mark wires and cables and remove from cranking motor (2, Figure 2-4) and solenoid (3) terminals.
3. Remove cranking motor mounting cap screws
(1).
1. Align cranking motor (2, Figure 2-6) housing

with the flywheel housing adaptor mounting
holes and slide into position.
2. Insert cranking motor cap screws (1).
3. Connect marked wires and cables to cranking
motor and solenoid terminals.
4. Install in the following sequence:
a. Connect the battery positive (+) cables first.
b. Connect the battery negative (-) cables.
5. Close the battery disconnect switch.
4. Remove cranking motor assembly from flywheel housing.
D2-12
D02044
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
to be the cause of the problem, remove the motor
and perform the following tests prior to disassembly
to determine the condition of the motor and solenoid
and repairs required.
FIGURE 2-5. 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.
b. Pry the pinion gear to be certain the armature can be rotated.
DO NOT apply voltages in excess of 20 volts.

Excessive voltage may cause the armature to
throw windings.
2. If the armature does not turn freely, the cranking

motor must be disassembled immediately.
d. Connect the motor and an ammeter in series

with two fully charged 12 volt batteries.
3. If the armature can be rotated, perform the NoLoad Test before disassembly.
No-Load Test
Refer to Figure 2-5 for the following test setup.
e. Connect a switch in the open position from

the solenoid battery terminal to the solenoid
switch terminal.
2. Close the switch and compare the RPM, current, and voltage reading to the following specifications:
RPM: 5500 Minimum to 7500 Maximum
AMPS: 95 Minimum to 120 Maximum
Be certain switch is open before connections or

disconnections are made during the following
procedures.
VOLTS: 20VDC
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.
D02044
D2-13
Disassembly
Interpreting Results of Tests

1. Rated current draw and no-load speed indicates normal condition of the cranking motor.
The cranking motor must be disassembled only as

far as necessary to repair or replace defective parts.
2. Low free speed and high current draw indicates:
1. Note the relative position of the solenoid (53,

Figure 2-6), lever housing (78), nose housing
(69), and C.E. frame (1) so the motor can be
reassembled in the same manner.
a. Too much friction; tight, dirty, or worn bearings, bent armature shaft or loose pole
shoes allowing armature to drag.
b. Shorted armature. This can be further
checked on a growler after disassembly.
c. Grounded armature or fields. Check Further
after disassembly.
3. Failure to operate with high current draw indicates:
a. A direct ground in the terminal or fields.
2. Disconnect field coil connector (42) from solenoid motor terminal, and lead from solenoid
ground terminal.
3. Remove the brush inspection plug (52), and
brush lead screws (15).
4. Remove the attaching bolts (34) and separate
the commutator end frame (1) from the field
frame (35).
b. Frozen bearings (are determined by turning

the armature by hand).
5. Separate the nose housing (69) and field frame

(35) from lever housing (78) by removing
attaching bolts (70).
4. Failure to operate with no current draw indicates:
6. Remove armature (45) and drive assembly (71)

from lever housing (78).
a. Open field circuit. This can be checked after

disassembly by inspecting internal connections and tracing circuit with a test lamp.
7. Separate solenoid (53) from lever housing by

pulling apart.
b. Open armature coils. Inspect the commutator 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 contact between the brushes and commutator.
5. Low no-load speed and low current draw indicates:
a. High internal resistance due to poor connections, 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.
D2-14
D02044

1. Drive (71), armature (45) and fields (46) must
not be cleaned in any degreasing tank, or with
grease dissolving solvents, since these will dissolve the lubricant in the drive and damage the
insulation in the armature and field coils.
2. All parts except the drive must be cleaned with
mineral spirits and a clean cloth.
3. If the commutator is dirty, it may be cleaned with
No. 00 sandpaper.
NOTE: DO NOT use emery cloth to clean the
commutator.
4. Inspect brushes (13, Figure 2-6) for wear.
a. If worn excessively when compared with a
new brush, they must be replaced.
b. Ensure the brush holders (10) are clean and
the brushes are not binding in the holders.
c. The full brush surface must ride on the commutator. Check by hand to insure that brush
springs (16) are giving firm contact between
brushes (13) and commutator.
d. If springs (16) are distorted or discolored,
they must be replaced.
D02044
FIGURE 2-6 CRANKING MOTOR ASSEMBLY

1. C.E. Frame
2. Washers
3. O-Rings
4. Insulator
5. Support Plate
6. Brush Plate Insulator
7. Washers
8. Plate & Stud
9. Plate
10. Brush Holder
11. Lockwasher
12. Screw
13. Brush (12 required)
14. Lockwasher
15. Screw
16. Brush Spring
17. Screw
18. Screw
19. Screw
20. Lockwashers
21. Plate
22. Brush Holder Insulator
23. Screw
24. Lockwasher
25. Washer
26. O-Ring
27. Bushing
28. Insulator
29. Washer
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
52. Inspection Plug
53. Solenoid Housing
54. Lockwasher
55. Screw
56. Plunger
57. Washer
58. Boot
59. Washer
60. Spring
61. Retainer
62. Snap Ring
63. Shift Lever
64. Nut
65. O-Ring
66. O-Ring
67. Snap Ring
68. Lever Shaft
69. Drive Housing
70. Screw
71. Drive Assembly
72. Gasket
73. Plug
74. Gasket
75. Brake Washer
76. Screw
77. Lockwasher
78. Lever Housing
79. Washer
80. O-Ring
D2-15
FIGURE 2-6. CRANKING MOTOR ASSEMBLY
D2-16
D02044
Armature Servicing
If the armature commutator is worn, dirty, out of
round, or has high insulation, the armature (45,
Figure 2-6) must be put on a lathe and the commutator turned down. The insulation must then be undercut 0.79 mm (0.031 in.) wide and 0.79 mm (0.031 in.)
deep, and the slots cleaned out to remove any trace
of dirt or copper dust. As a final step in this procedure, the commutator must be sanded lightly with No.
00 sandpaper to remove any burrs left as a result of
the undercutting procedure.
Check the armature for opens, short circuits and
grounds as follows:
1. Opens are usually caused by excessively long
cranking periods. The most likely place for an
open to occur is at the commutator riser bars.
Inspect the points where the conductors are
joined to the commutator bars for loose connections. Poor connections cause arcing and burning of the commutator as the cranking motor is
used. If the bars are not too badly burned,
repair can often be effected by resoldering or
welding the leads in the riser bars (using rosin
flux), and turning down the commutator in a
lathe to remove the burned material. The insulation must then be undercut.
2. Short circuits in the armature are located by use
of a growler. When the armature is revolved in
the growler with a steel strip such as a hacksaw
blade held above it, the blade will vibrate above
the area of the armature core in which the short
circuit is located. Shorts between bars are
sometimes produced by brush dust or copper
between the bars. These shorts can be eliminated by cleaning out the slots.
D02044
3. Grounds in the armature can be detected by the

use of a 110-volt test lamp and test points. If the
lamp lights when one test point is placed on the
commutator with the other point on the core or
shaft, the armature is grounded. Grounds occur
as a result of insulation failure which is often
brought about by overheating of the cranking
motor produced by excessively long cranking
periods or by accumulation of brush dust
between the commutator bars and the steel
commutator ring.
Field Coil Checks

Field coils (46, Figure 2-6) can be checked for
grounds and opens by using a test lamp.
1. Grounds - The ground connections must be
disconnected during this check. Connect one
lead of the 110 volt test lamp to field frame (35)
and the other lead to field connector (42). If the
lamp lights, at least one field coil is grounded
and must be repaired or replaced.
2. Opens - Connect test lamp leads to ends of
field coils (46). If lamp does not light, the field
coils are open.
Field Coil Removal

Field coils can be removed from the field frame
assembly by using a pole shoe screwdriver. A pole
shoe spreader must also be used to prevent distortion of the field frame. Careful installation of the field
coils is necessary to prevent shorting or grounding of
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.
D2-17
5. To check for grounds, move battery lead from

G (Figure 2-8) and from MTR (Figure 2-9) to
the solenoid case. Ammeter must read zero. If
not, the winding is grounded.
FIGURE 2-7. SIMPLIFIED SOLENOID CIRCUIT
SOLENOID CHECKS
A basic solenoid circuit is shown in Figure 2-7. Solenoids can be checked electrically using the following
procedure.
Test
1. With all leads disconnected from the solenoid,
make test connections as shown to the solenoid, switch terminal and to the second switch
terminal G, to check the hold-in winding
(Figure 2-8).
FIGURE 2-8. SOLENOID HOLD-IN WINDING TEST
2. Use the carbon pile to decrease the battery voltage to 20 volts. Close the switch and read current.
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 2-9).
To prevent overheating, DO NOT leave the pull-in

winding energized more than 15 seconds. The
current draw will decrease as the winding temperature increases.
4. Use the carbon pile to decrease the battery voltage to 5 volts. Close the switch and read current.
The ammeter must read 9.0 to 11.5 amps.
NOTE: High readings indicate a shorted winding.
Low readings indicate excessive resistance.
D2-18
FIGURE 2-9. SOLENOID PULL-IN WINDING

TEST
D02044
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 bearings. 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:
a. Insert armature (45, Figure 2-6) into field
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
against the field frame.
c. Insert screws (34) and washers (33) and
tighten securely.
2. Assemble lever (63) into lever housing (78) If
removed.
3. Place washer (79) on armature shaft and install
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).
FIGURE 2-10. PINION CLEARANCE CHECK

CIRCUIT
5. Using a new gasket (72), install drive housing

(69) and secure with screws (70).
6. Assemble field coil connector (42) to solenoid.
7. Adjust pinion clearance per instructions on the
following page.
8. After pinion clearance has been adjusted, install
gasket (74) and plug (73).
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).
D02044
D2-19
MAGNETIC SWITCH
The magnetic switch is a sealed unit and not repairable.
FIGURE 2-11. CHECKING PINION CLEARANCE

FIGURE 2-12. MAGNETIC SWITCH ASSEMBLY
Removal
Pinion Clearance
To adjust pinion clearance, follow the steps listed
below.
1. Remove battery power as described in Cranking Motor Removal.
1. Make connections as shown in Figure 2-10.
2. Disconnect cables from the switch terminals

and wires from coil terminals (Figure 2-12).
2. Momentarily flash a jumper lead from terminal

G to terminal MTR. The drive will now shift
into cranking position and remain so until the
batteries are disconnected.
3. Push the pinion or drive back towards the commutator end to eliminate slack movement.
4. The distance between the drive pinion and
housing must be between 8.3 mm to 9.9 mm
(0.330 to 0.390 in.) as shown in Figure 2-11.
5. Adjust clearance by turning shaft nut (64,
Figure 2-6).
NOTE: If the magnetic switch being removed has a

diode across the coil terminals, mark the leads prior
to removal to ensure correct polarity during
installation.
3. Remove mounting cap screws and washers.
Remove switch from mounting bracket.
4. The switch coil circuit can be tested as
described below.
Installation
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 2-5).
4. Connect battery power as described in Cranking Motor Installation.
D2-20
D02044
Coil Test
1. Using an ohmmeter, measure the coil resistance across the coil terminals.
a. The coil must read approximately 28 at
22.2C (72F).
b. If the ohmmeter reads , the coil is open
and the switch must be replaced.
c. If the ohmmeter reads 0 , the coil is shorted
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.
2. Place one of the ohmmeter probes on a coil terminal and another on the switch mounting
bracket. If the meter displays any resistance
reading, the coil is grounded and the switch
must be replaced.
D02044
D2-21
NOTES:
D2-22
D02044
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
Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
24VDC to 12VDC Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Circuit Breaker (CB60) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Vehicle Electrical Center (VEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5
Pump Module Service Light Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5
Power Distribution Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5
Ground Terminal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5
Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
Engine Service Light Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
RTMR1 - VEC Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
VEC-89 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
VEC-90 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
VEC-91 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-12
MAGNETIC SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-14
Body position switches (With proximity switch and magnet) . . . . . . . . . . . . . . . . . . . . . . . . . . D3-14
Proximity switch operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-14
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-14
D03051
24VDC Electrical System Components
D3-1
BODY-UP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15

Adjust the body up switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
HOIST LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Adjust the hoist limit switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17
D3-2
D03051
24 VDC ELECTRICAL SYSTEM COMPONENTS

AUXILIARY CONTROL CABINET
COMPONENTS
Do not attempt repairs until the truck is properly

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

1. Reduce the engine speed to idle. Move the
directional control lever in PARK. Make sure
that the parking brake applied indicator light in
the overhead panel is illuminated.
Ensure that the rest mode indicator light is illuminated.
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
behind the cab. The auxiliary control cabinet houses
various components for the 24VDC circuits, engine
related devices, and terminal strips that connect truck
wiring harnesses with the main control cabinet and
cab.
The following information describes the components
in the auxiliary control cabinet and their operation.
Additional detailed information for operation and troubleshooting procedures not included below can be
found in Section E, Electrical Propulsion System, the
engine manufacturer's service publications, and the
appropriate GE publications. The electrical schematics in Section R should be used when troubleshooting problems with the following 24VDC electrical
system components.
3. Stop the engine using the key switch. The

engine could continure to operator for up to
three minutes to cool down. If, for some reason
the engine does not stop after three minutes,
use the stop switch on the center console.
4. Verify the link voltage lights on the electrical
cabinet and next to the DID panel in the cab are
OFF. If they remain on longer than 5 minutes
after shutdown, the propulsion system must be
inspected by a technician trained to investigate
the cause.
5. Place the GF cutout switch in the CUTOUT
position throughout test and troubleshooting
procedures.
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 hydraulic service brake system. This buzzer is located
inside the radio module in the overhead panel. Refer
to Section J for additional details.
D03051
D3-3
Interface Module
The interface module (IM) (1, Figure 3-1) collects
data from various sensors and sends this information
to the KOMTRAX Plus controller through the main
wiring harness. Refer to Interface Module later in this
Section.
Payload Meter
The Payload Meter (PLM) (2) collects data from various sensors and sends this information to the KOMTRAX Plus controller through the main wiring
harness. Refer to Payload Meter later in this Section.
24VDC to 12VDC Converter

A 24VDC to 12VDC converter (3) is used to convert
the 24 volt battery system voltage to 12 volts for various truck components. The converter is powered by
the control power relay.
Circuit Breaker (CB60)

Circuit breaker(4) CB60 is a 50 amp circuit breaker
that protects the 24VDC to 12VDC converter.
Inclinometer
The inclinometer (5) measures the tilt of the truck
and sends the information to the payload meter system.
D3-4
FIGURE 3-1. AUXILIARY CONTROL CABINET LEFT WALL

1. Interface Module
2. Payload Meter
3. 24V to 12V DC Converter
4. Circuit Breaker CB60
5. Inclinometer
6. Diagnostic Ports
(Komtrax Plus, IM, PLMIII)
D03051
Vehicle Electrical Center (VEC)

There are three VECs located inside the auxiliary
control cabinet (1, 2 & 4, Figure 3-2). Each VEC contains relays and fuses for various circuits.
For details on the relays, refer to Figure 3-3.
Pump Module Service Light Timer

This timer (3) will turn off the hydraulic pump service
lights after two hours of operation.
Power Distribution Terminals

24VDC terminal (5) is mounted on the right wall of
the cabinet. These terminals distribute 24VDC battery voltage. The 24VDC terminal is a convenient test
point for measuring battery voltage during troubleshooting procedures.
Ground Terminal
Ground terminals (6) are mounted on the right wall of
the cabinet. These terminals create a good ground
location for many circuits. The ground terminals are a
convenient test point during troubleshooting procedures.
RTMR VEC Block

This VEC (7) contains two relays. There are empty
spaces to add diodes, fuses and relays to add additional circuits. For the location of the relays, refer to
Figure 3-4.
Mounting holes are provided to add an additional
RTMR-VEC block above the existing RTMR-VEC
block.
D03051
FIGURE 3-2. AUXILIARY CONTROL CABINET RIGHT WALL

1. VEC Block 90
2. VEC Block 89
3. Pump Module Light Timer
4. VEC Block 91
5. 24VDC Terminal
6. Ground Terminal
7. RTMR VEC Block
D3-5
Relays
Relays (2-8, Figure 3-3) control various items on the
truck. These relays are rated at 24V and 50 amps or
200 amps and are used to switch heavy loads.
Key switch power relay (3) is switched on/off by the
key switch. This relay powers most 24VDC systems.
Control power relay (4) is energized when the control
power switch, located in the main control cabinet, is
turned ON. This relay isolates the GE control power
from the truck circuits and provides power to nonpropulsion system 24VDC components.
12VDC Power Relay (5) switches the 12VDC power
on/off that is provided to VEC-91.
Low mounted low beam light relay (6) switches the
power on/off to these lights.
High mounted low beam light relay (7) switches the
power on/off to these lights.
Backup light relay (8) switches the power on/off to
these lights.
Relay (9) is a 200 amp relay that switches the power
on/off to the ladder and deck mounted lights.
Relay (10) is a 200 amp relay that switches the
power on/off to the high beam headlights.
Engine Service Light Timer

This timer (11) will turn off the engine service lights
after two hours of operation.
D3-6
FIGURE 3-3. AUXILIARY CONTROL CABINET RIGHT WALL DETAIL

1. Plug (AHT)
2. Horn Relay
3. Key Switch Power Relay
4. Control Power Relay
5. 12V Power Relay
6. Low Mtd Headlight Relay
7. High Mtd Headlight Relay
8. Back Up Light Relay
9. 200 A Ladder/Deck Light Relay
10. 200 A Headlight Hi-Beam Relay
11. Engine Service Light Timer
D03051
RTMR1 - VEC Block
FIGURE 3-4. RTMR - VEC BLOCK

1. RTMR-VEC Block
2. Relay R1 (A/C Shutter Control)
3. Relay R2 (930E Park Brake Protection)
D03051
D3-7
VEC-89
VEC-89 contains replaceable relays, diodes and
fuses that are mounted on a plug-in connector for
easy replacement.
All diodes are used to control the flow of current in a
circuit as required.
The relays switch on/off circuits that require control

logic on the truck. The relays in the VEC are replaceable.
The following briefly describes each component and
its function. Refer to Section R, Schematics, for the
circuit components described below.
The fuses protect various circuits on the truck.

Always replace a blown fuse with a new one of the
same rating. Spare fuses are provided in the VECs.
84052
FIGURE 3-5. VEC-89
Table 1: VEC-89
LOCATION
AMPS
F2
25
Back-Up Lamps
F3
15
Back-Up Horn
F4
15
Left Low Beam Headlights
D3-8
DEVICES(S) PROTECTED
F5
15
Right Low Beam Headlights
F6
10
Hi-Beam Headlights
F8
15
Marker & Tail Lights
F9
10
Brake Light
F10
20
Ladder Lights
F11
15
Turn Signal Hazard
F12
10
Steering Bleed Down
F13
10
Retard Lamps
F20
10
Auto Lube
F42
Auto Lube
F43
Direction Selector Switch
F44
Display Mode Switch, Camera Switch and Switch LED Lights
F45
15
GE Drive Control & Feedback
D03051
F53
20
Heated Mirror
F56
10
Operator Seat
F57
10
Pre-Shift Brake Test
F61
Left Rear Wheel Speed
F62
15
Fog Lamp
F63
15
Customer Seat Belt Alarm
F64
Headlight Switch
SP1
Spare
SP2
Spare
SP3
Spare
SP4
Spare
SP5
10
Spare
SP6
15
Spare
SP7
20
Spare
SP8
25
Spare
D14
Back-Up Diode 1
D15
Back-Up Diode 2
R3
Back-Up Horn Micro Relay
R8
Marker & Tail Light Micro Relay
R9
Brake Light Micro Relay
R11
Left Turn Micro Relay
R12
Right Turn Micro Relay
R13
Turn Signal Hazard Flasher Relay
R14
Steering Bleed Down Micro Relay
R15
Retard Lamps Micro Relay
R29
Auto Lube Micro Relay
R39
Heated Mirror Micro Relay
R40
Fog Lamp Micro Relay
R41
Seat Belt Alarm Micro Relay
D03051
D3-9
VEC-90
84053
FIGURE 3-6. VEC-90
Table 2: VEC-90
LOCATION
D3-10
AMPS
F14
25
Payload Lamps
F15
15
Park Brake Status
F17
15
Payload Meter
F18
15
Ground Level Shutdown Switch
F19
10
Park Brake Control
F46
15
Payload Meter Key Switch Power
F47
10
VHMS Key Switch Power
F48
20
Modular Mining Conn Key Switch Power
SP1
Spare
SP2
Spare
SP3
10
Spare
SP4
10
Spare
SP5
10
Spare
SP6
15
Spare
SP7
15
Spare
SP8
15
Spare
D1
Key Switch Run Diode
D2
Shift Selector Reverse Diode
D3
Shift Selector Neutral Diode
D4
Shift Selector Forward Diode
D5
Park Brake Diode
D03051
D6
Truck Moving Diode
D7
Brake Lock Diode
D8
Park Brake Latch Diode
D9
GE True Forward Signal Diode
D10
GE True Reverse Signal Diode
D11
GE Propel System At Rest Diode
D12
GE Propel System Not Ready Diode
D13
Forward, Neutral, Reverse Signal Diode
D14
Engine Running Diode
R16
Payload Red Lamp Relay
R17
Payload Amber Lamp Relay
R18
Payload Green Lamp Relay
R19
Engine Interlock Relay
R20
Timed Engine Shutdown Relay
R21
Engine Running Relay
R22
Park Brake Request Relay
R23
Park Brake Release Relay
R24
Park Brake Switch Relay
R25
Truck Moving Relay
R26
Park Brake Latch Relay
R27
GE Interface Relay
R28
Park Brake Status Relay
D03051
D3-11
VEC-91
84054
FIGURE 3-7. VEC-91
Table 3: VEC-91
LOCATION
AMPS
F21
10
D3-12
Ether Start
F22
20
Op-Cab Communication Radio 12V
F23
10
Entertainment Radio 12V
F24
10
A/C Compressor
F25
10
Shutter Control
F26
15
Electronic Gauge Display Un-Switch
F27
10
IM Un-switched # 1
F28
10
IM Un-switched # 2
F29
10
VHMS & Orbcomm
F30
20
Modular Mining Un-switch
F31
15
Engine Oil Reserve Pump Motor
F32
15
Engine Oil Reserve Controller
F33
15
Vehicle Horn / Service Lamps
F34
15
Engine Service Lamps / Hydraulic Mod Lamp
F35
15
Ladder & Hazard Lamp Control Switch
F36
20
Engine Un-switched Power Fuse #1
F37
20
F38
20
F39
20
F40
20
Op-Cab Communication Radio 24V
D03051
F41
Op-Cab Fire Suppression
F49
15
Operator Cab HVAC Key Switch
F50
10
Windshield Wipers
F51
10
Hoist Limit Switch
F52
Turn Signal Switch
F54
Electronic Gauge Display Key Switch
F55
Aux Box Dome Lamps
F56
20
Electric Window - Left
F58
Right Front Wheel Speed
F59
Left Front Wheel Speed
F60
Left Rear Wheel Speed
F62
20
Electric Window - Right
F63
20
Auxiliary Power Port 12V
SP1
Spare
SP2
Spare
SP3
10
Spare
SP4
10
Spare
SP5
10
Spare
SP6
15
Spare
SP7
15
Spare
SP8
15
Spare
D13
Turn Signal Switch Diode
D14
Key Switch Power Or Diode
D15
GE Control Power Or Diode
R30
Starter Enable Relay
R34
GE Payload 70% Signal Relay
R35
GE Payload 100% Signal Relay
R36
Ether Start Relay
R37
Entertainment Radio Relay
R38
A/C Compressor Relay
R39
Shutter Control Relay
D03051
D3-13
MAGNETIC SWITCHES
Body position switches
(With proximity switch and magnet)
Proximity switch operation

The body position switches on these trucks are magnetic 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.). Therefore, use of a magnet target allows the switch to activate 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 dominates the rocker into the normal position. Refer to
Figure 3-8.
When the field of the dominate magnet becomes
distracted by a target, (a ferrous plate, or an opposite
polarity magnet field (south pole), the weaker 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.
FIGURE 3-8. SWITCH CONTACTS - NORMAL

AND SENSED POSITIONS
Service
Keep the sensing area clean and free of metallic dust
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.
D3-14
D03051
BODY-UP SWITCH
Adjust the body up switch.
Operation
Figure 3-9 shows the body-up switch (2) and the

magnet (1) used to activate the switch. If switch
adjustment is necessary, follow the procedure below:
A magnetically activated proximity switch senses the

position of the truck dump body. Body-up switch (2,
Figure 3-9) is located inside the right frame rail, forward of the body pivot. This switch provides a "body
seated" signal when the body is resting on the frame.
When the body is raised above the frame rail, the
magnetic field is removed from the switch sensing
area. The switch sends a "body float" signal and a
warning lamp in the dash illuminates to inform the
operator.
NOTE: The body float lamp will also illuminate if the
hoist control is not in the FLOAT position or if there is
an open circuit between the switch controller.
1. With the body resting completely on the frame,

loosen switch mounting bracket cap screws and
the magnet adjustment cap screws.
2. Position the upper edge of the magnet (1) 131.5
mm (5.18 in.) (Dimension A) from the bottom of
mounting bracket. Tighten cap screws.
3. Adjust the proximity switch (2) so the passing
distance between the two targets is 45 mm
(1.77 in) (Dimension B). Tighten the cap
screws.
The body-up switch is designed to prevent propulsion 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 button is depressed and held.
The switch must be properly adjusted at all times.
Improper adjustment or loose mounting bolts may
cause false signals or damage to the switch assembly.
FIGURE 3-9. BODY-UP SWITCH ADJU
1. Magnet
D03051
2. Body-Up Switch
D3-15
HOIST LIMIT SWITCH

Operation
Hoist limit proximity switch (1, Figure 3-11) 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 solenoid 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 switch 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 3-10. The sensing field
boundary limit takes on the same curved sensing
area shape of the magnet field. The curved sensing
area results in the actuation of the switch
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.
D3-16
FIGURE 3-10. HOIST LIMIT SWITCH OPTIMUM

SETTING ADJUSTMENT
D03051
Adjust the hoist limit switch

1. Prior to adjustment, the dump body must be
raised to 152 mm (6 in.) of the maximum hoist
cylinder extension and supported in that location. Ensure there is adequate overhead clearance to fully raise the dump body.
2. Loosen proximity switch adjustment cap screws
(4, Figure 3-11). Slide switch (1) up or down to
position the top of the switch 30 mm (1.18 in.)
(Dimension B) away from the lower edge of
magnet (2). Tighten cap screws when in position.
4. Tighten the cap screws when adjusted properly.

If necessary, additional cap screws could also
be loosened to move the magnet to obtain the
correct gap.
5. Lower the body onto the frame.
6. Check the operation of the proximity switch to
verify that the hoist cylinders stop before reaching maximum cylinder stroke. If the cylinders
extend to full stroke, adjust the proximity switch
as necessary to prevent full cylinder extension.
3. Loosen cap screws (2, Figure 3-12). Slide the

switch to the left or right until the passing distance between the two targets is 45 mm (1.77
in.) (Dimension A).
FIGURE 3-11. HOIST LIMIT SWITCH (SIDE VIEW)

1. Proximity Switch
2. Magnet
D03051
3. Cap Screws
4. Cap Screws
5. Dump Body
D3-17
FIGURE 3-12. HOIST LIMIT SWITCH (REAR VIEW)

1. Magnet
2. Cap Screws
D3-18
3. Proximity Switch
D03051
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
D11013
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
D11013

KOMTRAX Plus BASIC FEATURES
Convert and Record Data
The center of the KOMTRAX Plus (previously called

VHMS) system is the controller which gathers data
about the operation of the truck from sensors and
other controllers installed on the truck. Refer to
Figure 11-1 for an overview of the KOMTRAX Plus
system components.
KOMTRAX Plus controller (2, Figure 11-1) processes

data received from external controllers and stores
the following data in internal memory:
For instructions on how to use KOMTRAX Plus software programs, refer to KOMTRAX Plus Software
elsewhere in this section. For error codes and troubleshooting procedures, refer to KOMTRAX Plus &
Interface Module Error Codes and Troubleshooting
elsewhere in this section.
Fault codes from the engine, Interface Module,

and PLM III
Snapshots of data when specific fault codes
occur
Trends of
parameters
specific
engine
and
chassis
Load map and other measures of engine and

chassis usage
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 vehicle and KOMTRAX usage, including:
Gather Data
The KOMTRAX Plus controller gathers data from
four sources. Real-time and alarm data from each
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.
Key ON and engine ON record

KOMTRAX Plus configuration changes
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
84050
FIGURE 11-1. KOMTRAX Plus SYSTEM

COMPONENTS
1. ORBCOMM Controller 2. KOMTRAX Plus
Controller
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
disconnected and/or removed from the truck..
D11013
D11-3
Communicate Data to Off-Board Systems

The KOMTRAX Plus has two methods to communicate data to off-board systems:
Via satellite to the WebCARE database
Download to a laptop PC running the VHMS
Technical Analysis Toolbox software
Communication to the satellite (using ORBCOMM)
occurs automatically, but only sends critical data
items. ORBCOMM controller (1, Figure 11-1) is
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).
NOTE: The ORBCOMM controller installed at the
factory on all new trucks may not be approved for
use in certain countries of the world. Local regulation
may prohibit the use of the ORBCOMM controller/
satellite communicator. The controller and antenna
may be disconnected and/or removed.
D11-4
Communication to a laptop PC occurs whenever a

user connects a laptop PC to the KOMTRAX Plus
controller and requests a data download. All KOMTRAX Plus data is available for download to a laptop
PC. Once downloaded to a laptop PC, the information is then sent to Komatsu via FTP. This data is
then compiled at the Komatsu computer server.
Based on this information, the local Komatsu distributor will suggest improvements and provide information aimed at reducing machine repair costs and
downtime.
In order to collect all the necessary machine data, a

preventative maintenance (P.M.) snapshot needs to
be recorded every 500 hours of operation. The snapshot and other data is then downloaded into a laptop
PC. This data is to be sent to Komatsu via the FTP
program which is a part of the VHMS Technical Analysis Tool Box program. Refer to the check-out procedure for more detailed information regarding a P.M.
snapshot.
D11013
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 KOMTRAX Plus controller begins its power-up initialization sequence. This sequence takes about three
seconds, during which time the red LED digits on the
top of the KOMTRAX Plus controller unit will display
a circular sequence of flashing LED segments. The
controller will not support a connection from a laptop
PC or a manual snapshot during 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 controller has the ability to turn itself off, and will do so
automatically within three minutes after the key
switch is turned off.
FIGURE 11-3. ORBCOMM ANTENNA

1. Orbcomm Antenna
2. Magnetic Mount
USING THE KOMTRAX Plus SYSTEM

The primary tool for configuring, downloading, and
viewing KOMTRAX Plus data is the VHMS Technical
Analysis Toolbox software. Use of this software
requires:
A laptop PC running Windows 95/98/2000/ME/
XP operating system
A serial cable to connect the laptop PC to the
KOMTRAX Plus controller
Refer to the VHMS Technical Analysis Tool Box
instruction manual for additional information about
using this software.
NOTE: It is recommended that the engine be OFF
when downloading or configuring the KOMTRAX
Plus controller.
The battery disconnect switch, located at the

truck battery box, will remove 24 volt power from
the KOMTRAX Plus controller and cause the controller 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.
Normal KOMTRAX Plus Operation
The red LED digits on the top of the controller indicate the current condition of the KOMTRAX Plus system. The possible conditions are shown in Table 1.
Table 1: KOMTRAX Plus STATUS

LED DISPLAY
DESCRIPTION
Flashing LED segments in circular

sequence
Power-on initialization
Numeric display,
counting 00 - 99 at
rate of 10 numbers
per second
Normal Operation
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.
D11013
D11-5
Turning the KOMTRAX Plus System OFF
Downloading from the KOMTRAX Plus Controller
The KOMTRAX Plus controller is connected directly

to the truck batteries, but will remain in normal operation only if the truck key switch input (circuit 712) is
on. When the controller senses that the truck key
switch has been turned off, it finishes its internal processing and then saves recent data into permanent
memory. This process can take up to three minutes.
Downloading data requires a laptop PC running Windows 95/98/2000/ME/XP operating system, the
VHMS Technical Analysis Toolbox software, and a
serial cable to connect the laptop PC to the KOMTRAX Plus controller. Refer to the VHMS Technical
Analysis Tool Box instruction manual for additional
information about using this software.
If 24 volt power is removed from the KOMTRAX Plus

controller before it has time to save data to permanent memory, data loss or corruption may occur.
When a download to a laptop PC is performed, certain files are generated to store data. A listing of the
file types and data is shown in Table 2.
The controller will turn off the red LED digits when it
is off.
KOMTRAX Plus diagnostic port (2, Figure 11-4),

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
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
D11-6
Changes in engine speed
D11013
KOMTRAX Plus DATA ITEMS

Fault Codes
The KOMTRAX Plus controller maintains a history of
the most recent 600 fault codes. For each fault code,
the controller records the following information:
Serious fault conditions will be sent to WebCARE via

the ORBCOMM satellite network, as well as being
recorded in permanent memory. Some fault codes
are configured to generate a snapshot when they
occur. Refer to Table 6 for detailed information showing 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
Time/Date when the fault occurred
SMR (service meter reading) when the fault
cleared
Machine History
the most recent 400 Key ON and Engine ON conditions.
Time/Date when the fault cleared

KOMTRAX Plus History
If a fault occurs more than once within 30 minutes,
the KOMTRAX Plus controller will only maintain a
single fault entry, but will count the number of times
the fault occurred and cleared. This feature prevents
an intermittent fault that occurs repeatedly from filling
up the fault memory.

the most recent 400 KOMTRAX Plus configuration
changes. The controller will record a history entry
each time one of the following configuration changes
occurs:
Changing the date or time of the KOMTRAX Plus
controller
Changing the ORBCOMM satellite settings
Performing a KOMTRAX Plus memory clear
operation
D11013
D11-7
Snapshots
Manual Snapshots
A snapshot is a time history of real-time data that is

recorded before and after the instant that a fault code
occurs. The KOMTRAX Plus controller is continually
recording real-time data for various engine data
items. This allows the KOMTRAX Plus controller to
record data for the time period before and after a
fault code occurred.
A manual snapshot is taken by pressing the data

store button (1, Figure 11-5), located at the rear of
the center console. When the 7.5 minute snapshot is
being recorded by the KOMTRAX Plus controller,
KOMTRAX Plus snapshot in progress light (located
on the status indicator light panel) will be illuminated.
During the first five minutes, the LED will be on continuously. During the next two minutes, the LED will
flash slowly. During the last 30 seconds, the LED will
flash rapidly.
Only certain fault codes generate snapshots. When a

snapshot enabled fault code occurs, the KOMTRAX
Plus controller will record data for 330 seconds (5.5
minutes) before the fault to 120 seconds (2 minutes)
after the fault.
In order to conserve storage memory, the KOMTRAX
Plus controller records snapshot data at two different
sample rates. Each data item is recorded at a rate of
one sample every 10 seconds up until 30 seconds
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 occurrence.
Manual snapshots are used to record current

machine data, and can then be downloaded and
stored in a laptop PC. These snapshots can be used
to observe current conditions on a machine. Over
time, these snapshots can be compared and trends
can be monitored. During the snapshot recording
period, the machine must be driven over a variety of
conditions so useful data can be collected.
If a snapshot enabled fault condition occurs more

than one time, the KOMTRAX Plus controller will
record the snapshot for the first (earliest) fault occurrence. The only exception is the manual snapshot
button, in which case the controller will record the latest (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
D11-8
D11013
Table 3: Snapshot Data

Data Item
Data Source
Model Note
Engine Coolant Temperature
Engine QUANTUM Controller
Engine Oil Pressure
Accelerator Position%
Engine Speed
Exhaust Gas Temperature (Left Front)
Engine CENSE Controller
Exhaust Gas Temperature (Left Rear)
Exhaust Gas Temperature (Right Front)
Exhaust Gas Temperature (Right Rear)
Engine Oil Temperature
Fuel Rate
Boost Pressure
Blow-by Pressure
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
D11013
830E Only
D11-9
Trends
The KOMTRAX Plus controller develops trends by
monitoring real-time data, and reducing the data into
20 hour statistical values. For each trended data
item, the controller can determine the maximum
value, minimum value, and average value during the
preceding 20 hour period. Table 4 shows the type of
statistical data recorded for each item.
NOTE: Trend data is only collected when the engine
is running.
Histogram (Load Map) Data
The KOMTRAX Plus controller develops histograms
by sampling data every 100ms while the engine is
running. The data is presented as a two dimensional
histogram showing time-at-level for various combinations of the two input data items.
The KOMTRAX Plus controller maintains an engine

speed vs. fuel rate histogram called the Engine Load
Map, and a brake pressure vs. speed histogram.
The Engine Load Map histogram shows time-at-level
for specific engine speed and fuel rate combinations.
The Brake Pressure vs. Speed histogram shows
time-at-level for specific brake pressure and vehicle
speed combinations.
Two engine load maps are maintained in the KOMTRAX Plus controller. The Permanent Load Map
contains load map data for the life of the engine. The
Temporary Load Map contains load map data since
the most recent memory clear action.
Although the engine data is sampled every 100ms
internally, the histograms are only updated every two
hours.
Table 4: Trend Data

Data Item
Data Source
MAX
AVG
MIN
Model
Notes
Engine Coolant Temperature
QUANTUM Controller
Engine Oil Pressure
QUANTUM Controller
Engine Speed
QUANTUM Controller
Atmospheric Pressure
QUANTUM Controller
Exhaust Gas Temperature
CENSE Controller
Engine Oil Temperature
CENSE Controller
Fuel Rate
QUANTUM Controller
Boost Pressure
QUANTUM Controller
Blow-by Pressure
QUANTUM Controller
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
D11-10
X
830E Only
D11013
Haul Cycle Data

The KOMTRAX Plus controller downloads haul cycle
data from Payload Meter III one time every 24 hours,
at a time specified by the VHMS Setting Tool software. The data consists of a summary report of all
haul cycles completed in the past 24 hours. The
summary data items are listed in Table 5.
After receiving the haul cycle summary data from
Payload Meter III, the KOMTRAX Plus controller
immediately attempts to send the data to WebCARE
via the ORBCOMM satellite. The haul cycle summary data is also stored in controller internal memory.
The KOMTRAX Plus controller maintains a record of

the payload summary data from the past 100 daily
transmissions to ORBCOMM.
NOTE: The haul cycle summary statistics exclude
haul cycles that the Payload Meter III controller has
marked as 'not trusted'. The total number of haul
cycles that occurred during the summary period, but
were excluded from the summary, are indicated in
the 'Total Excluded Cycles' field. See the Payload
Meter III coverage in Section M, Options, for more
information on excluded cycles.
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
Reserved_2
Future Use
Reserved_3
Future Use
D11013
D11-11
Alarm and Snapshot Triggers
Satellite Features
Serious fault conditions will be sent to WebCARE via

the ORBCOMM satellite network, as well as being
recorded in permanent memory. Some fault codes
are configured to generate a snapshot when they
occur.
The KOMTRAX Plus controller sends data to WebCARE via the ORBCOMM satellite network in the following conditions:
Table 6 shows which fault codes trigger a snapshot

and which fault codes will be sent to WebCARE via
satellite.
A periodic event occurs, such as reception of

daily PLM III summary data or a 20 hour trend.
A fault code occurs that has been configured for

transmission via ORBCOMM.
A remote request for data is received via the

satellite network.
Table 6: Alarm and Snapshot Triggers

VHMS
Fault Code
KOMTRAX Fault Description
Source
Sent via
ORBCOMM
Snapshot
Trigger
Model Notes
#A018
RR Flat Cylinder Warning
PLM III
830E-AC
#A019
LR Flat Cylinder Warning
PLM III
830E-AC
#A101
Pump Filter Switches
IM
830E-AC
#A107
Propel System Caution
IM
830E-AC
#A108
Propel System Temp Caution
IM
830E-AC
#A109
Propel System Reduced Level
IM
830E-AC
#A115
Low Steering Precharge
IM
830E-AC
#A124
No Propel / Retard
IM
830E-AC
#A125
No Propel
IM
830E-AC
#A126
Hydraulic Tank Level
IM
830E-AC
#A127
IM Sensor +5V Low
IM
830E-AC
#A128
IM Sensor +5V High
IM
830E-AC
#A190
Auto Lube Switch
IM
830E-AC
#A193
High Hydraulic Tank Oil Temp
IM
830E-AC
MFA0
Manual Trigger
Manual
All
C00115
Speed Signal Lost
Engine
All
C00135
Oil Pressure Circuit Failed High
Engine
All
Continued
D11-12
D11013
Table 6: Alarm and Snapshot Triggers (Continued)

KOMTRAX KOMTRAX Plus Fault Description
Fault Code
Source
Sent via
ORBCOMM
Snapshot
Trigger
Model Notes
C00143
Low Oil Pressure
Engine
All
C00151
High Coolant Temperature
Engine
All
C00155
High IMT LBF
Engine
All
C00158
High IMT LBR
Engine
All
C00162
High IMT RBF
Engine
All
C00165
High IMT RBR
Engine
All
C00214
High Oil Temperature
Engine
All
C00219
Remote Oil Level Low
Engine
All
C00233
Low Coolant Pressure
Engine
All
C00234
Engine Overspeed
Engine
All
C00235
Low Coolant Level
Engine
All
C00261
High Fuel Temperature
Engine
All
C00292
OEM Temp out of Range
Engine
All
C00293
OEM Temp Failed High
Engine
All
C00294
OEM Temp Failed Low
Engine
All
C00296
OEM Pressure Out of Range
Engine
All
C00297
OEM Pressure Failed High
Engine
All
C00298
OEM Pressure Failed Low
Engine
All
C00473
Remote Oil Level Signal Invalid
Engine
All
C00555
High Blow-by Pressure
Engine
All
C00639
Intake Air Leak LBR
Engine
All
C00641
High Exh Temp #1 LB
Engine
All
C00642
High Exh Temp #2 LB
Engine
All
C00643
High Exh Temp #3 LB
Engine
All
C00644
High Exh Temp #4 LB
Engine
All
C00645
High Exh Temp #5 LB
Engine
All
C00646
High Exh Temp #6 LB
Engine
All
C00647
High Exh Temp #7 LB
Engine
All
C00648
High Exh Temp #8 LB
Engine
All
C00651
High Exh Temp #1 RB
Engine
All
C00652
High Exh Temp #2 RB
Engine
All
C00653
High Exh Temp #3 RB
Engine
All
C00654
High Exh Temp #4 RB
Engine
All
C00655
High Exh Temp #5 RB
Engine
All
C00656
High Exh Temp #6 RB
Engine
All
C00657
High Exh Temp #7 RB
Engine
All
C00658
High Exh Temp #8 RB
Engine
All
D11013
D11-13
KOMTRAX Plus DIAGNOSTIC FEATURES
KOMTRAX Plus CONTROLLER
The KOMTRAX Plus system provides several basic

data items that are useful for troubleshooting failures
in the KOMTRAX Plus system itself.
The KOMTRAX Plus controller collects and stores

signals from sensors and data from other controllers.
It also gives commands for transmitting the accumulated 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 complete listing of all the error codes, refer to the KOMTRAX Plus Troubleshooting and Checkout
Procedures in this section.
KOMTRAX Plus LED Digits

The KOMTRAX Plus controller indicates some system 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 Procedures 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

OFF - no communication with ORBCOMM
controller
ON - communication with ORBCOMM controller
FLASHING - satellite in view
D11-14
1. KOMTRAX Plus
Controller
2. LED Digit Display
3. Connector CN3B
4. Connector CN3A
5. Connector CN4B
6. Connector CN4A
7. Connector CN1
8. Connector CN2A
9. Connector CN2B
10. PLM III Light
11. ORBCOMM Light
D11013
Installation
Removal
If the KOMTRAX Plus controller has to be replaced,
the following steps must be performed in order to
maintain accurate information after the controller has
been replaced. If the new KOMTRAX Plus controller
is not set up correctly (like the one being removed),
the data in the controller and at WebCARE may not
be usable.
Some steps will require using a laptop PC and the
VHMS Setting Tool software or the VHMS Technical
Analysis Tool Box software. For more detailed
instructions on performing these steps with a laptop
PC and software, refer to KOMTRAX Plus Software
During the controller replacement process, two data
downloads will have to be taken (one before, one
after) and sent to WebCARE. Also, a KOMTRAX
Plus Initialization form will have to be filled out and
sent to Komatsu North America as shown on the
form.
1. With the key switch OFF, connect a laptop PC

to the KOMTRAX Plus controller using the
serial cable.
2. Using a laptop PC and the VHMS Technical
Analysis Tool Box software, perform a complete
data download from the KOMTRAX Plus controller.
3. Save this data so it can be sent to WebCARE at
a later time when a connection to the internet is
available.
4. Using the VHMS Setting Tool software, enter
the Service ID and choose the Save/Load
function.
5. From the File menu, select Save.
6. Capture a screen shot (Alt and Print Screen
keys at the same time) of the Save Confirmation window, paste it into a Microsoft Word document and save it.
1. Install the new KOMTRAX Plus controller and

connect the wiring harnesses to it. Connect the
laptop PC to the KOMTRAX Plus controller with
the serial cable.
2. Connect battery power. Turn the key switch ON,
but do not start the engine.
3. With the VHMS Setting Tool software, enter the
Service ID and choose the Save/Load function.
4. From the file menu, select Load.
5. Capture a screen shot (Alt and Print Screen
keys at the same time) of the Save Confirmation window, paste it into a Microsoft Word document and save it.
6. Click the [OK] button to load the settings.
7. Click the [Apply] button to reset the controller,
then click the [OK] and [Yes] buttons to confirm.
Then select the [Close] button.
8. Fill out a KOMTRAX Plus Initialization form
and send it to Komatsu as instructed on the
form.
9. Exit the VHMS Setting Tool program.
10. Turn the key switch OFF and wait three minutes.
11. Turn the key switch ON. Wait three minutes and
watch for any error messages on the KOMTRAX Plus controller LED lights that might indicate a problem in the system.
12. If there are no error messages, continue to Step
13. If there are error messages, refer to the
KOMTRAX Plus Checkout procedures or KOMTRAX Plus Error Codes elsewhere in this section.
13. Using a laptop PC and the VHMS Technical
Analysis Tool Box software, perform a complete
data download from the KOMTRAX Plus controller.
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.
D11013
D11-15
14. Confirm the download data is good by using the

VHMS Technical Analysis Tool Box software.
Ensure the settings are correctly applied by
looking at the date, time, SMR, etc.
15. Turn the key switch OFF. Disconnect the laptop
PC from the KOMTRAX Plus controller.
16. Use internet access available to the laptop PC

to send the download data set that was taken
before the KOMTRAX Plus controller was
removed from the truck to WebCARE. Use the
FTP feature built into the VHMS Technical Analysis Tool Box program to send the files.
17. Use the FTP program to send the download
data set that was taken after the new KOMTRAX Plus controller was installed to WebCARE.
D11-16
D11013
KOMTRAX Plus SOFTWARE

To work with the KOMTRAX Plus system, several
special tools and software programs are required.
Refer to Table 7 and Table 8 for detailed information
on KOMTRAX Plus software and tools.
The data files, application code and flashburn software are only required if the interface module is
being replaced. Replacement interface modules from
Komatsu do not have any software installed in them.
Refer to the following pages for detailed information

on how to perform certain procedures using KOMTRAX Plus specific software.
NOTE: Be aware that the software and data files are

updated periodically. Check with the local Komatsu
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

Analysis Tool Box
To maintain KOMTRAX Plus system
Komatsu Distributor
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

Part Number
D11013
Name
Description
Source
Laptop PC
200 MHz or higher

64 MB RAM or more
Serial or USB Port
CD/DVD -Rom drive
Floppy Drive
Windows 95/98/2000/ME/XP
Purchased Locally
Serial cable
(RS232) Purchase locally

Male DB9 connector at one end
Female DB9 connector at other end
Purchased Locally
Adaptor
USB port to RS232 (serial) port adapter

(If laptop PC does not have an RS232 port,
this adaptor is required)
Purchased Locally
D11-17
KOMTRAX Plus SYSTEM SET UP
KOMTRAX Plus SETTING TOOL
The following topics are covered in detail.
Installation
KOMTRAX Plus Setting Tool
1. Insert the CD. If the VHMS Technical Analysis

Tool Box software begins installing automatically, select the [Cancel] button to stop the
installation process.
KOMTRAX Plus Initialization Procedure
2. Open My Computer.
KOMTRAX Plus Controller

KOMTRAX Plus Tool Box
KOMTRAX Plus Snapshot Procedure

KOMTRAX Plus Download Procedure
Location of Download Files
KOMTRAX Plus FTP Upload Procedure
3. Right-click on the CD drive and select Open.

4. Open the Setting Tool folder.
5. Double-click on the Setup.exe file.
6. Accept the recommended defaults and finish
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 automatically.
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.
D11-18
D11013
KOMTRAX Plus INITIALIZATION

PROCEDURE
1. KOMTRAX Plus CONTROLLER SETUP

PROCEDURE
When a new KOMTRAX Plus equipped machine is

being assembled, there are several procedures to
perform in order to initialize the KOMTRAX Plus system. Following the procedures will ensure a smooth
initialization process which will not take longer than
an hour to complete. To ensure the initialization process has been completed properly, check off each
item on the list below as it is done. It is important to
complete the entire procedure at one time. Submitting a data download with a date and SMR that does
not match the KOMTRAX Plus Initialization form will
not allow the system to be initialized.
KOMTRAX Plus Setting Tool software program
NOTE: The interface module must be fully

operational before initializing the KOMTRAX Plus
controller.
1. Start the VHMS Setting Tool software program.

There will be three choices to choose from.
Use the [VHMS Setting] function to initialize a
machine or change a machine's settings.
Use the [When KOMTRAX Plus needs to be
replaced] function when replacing a machine's
KOMTRAX Plus controller.
Use the [Review setting information] function
when only needing to view a machine's settings.
Select Operation
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
D11013
D11-19
Machine Information Setting(2)
KOMTRAX Plus Setting Function

3. Select Set up & All clear if initializing a machine,
then click [Next].
5. Verify that the Machine Information Settings are

correct. If not, enter the correct settings. Then
click [Next].

4. Verify that the Machine Information Settings are
correct. If not, enter the correct settings. Then
click [Next].
NOTE: Serial number must be included, and is case
sensitive. Use all upper case letters.
Date & Time Setting

6. Enter the correct Time Zone, Date and Time.
Check [DST (Summer Time)] if the machine's
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.
D11-20
D11013
9. Click [YES].
GCC Setting
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].
D11013
D11-21
2. KOMTRAX Plus SNAPSHOT PROCEDURE
c. Lower the dump body to the frame, then hold

it in the power down position momentarily.
A snapshot through the KOMTRAX Plus system

records important data about different systems on
the machine. Take snapshots on a periodic schedule
and store them as part of the machine history. These
snapshots can then be compared and trends can be
analyzed to predict future repairs.
d. Turn the steering wheel to full left, then full

right against the stops momentarily.
A single snapshot records machine data for 7.5 minutes.
g. On an 830E-AC truck, perform a horsepower

check using a laptop PC connected to the
GE drive system.
NOTE: On a 830E-AC drive truck, a laptop PC must

also be connected to the GE drive system to allow for
maximum horsepower check of the engine during the
snapshot recording process.
1. Allow the machine to run until it is at normal

operating temperatures.
2. Press and hold the GE data store switch for
three seconds, then release. The white data
store in progress LED will illuminate.
3. While the manual snapshot is being taken,
operate the machine.
e. Travel forward to maximum speed and apply

the brakes hard.
f. Travel in reverse.
4. The white LED will begin flashing slowly after

five minutes has elapsed, then flash rapidly during the last 30 seconds.
5. Wait until the LED has finished flashing. After
one more minute, turn the key switch OFF to
stop the engine. Verify the KOMTRAX Plus controller red LED display is off.
6. Use VHMS Technical Analysis Tool Box program to download the snapshot data into a laptop PC. Use the FTP feature to send the
download data to WebCARE.
a. Operate the engine at high and low idle.

b. Raise the dump body to the full dump position.
D11-22
D11013
3. KOMTRAX Plus DOWNLOAD PROCEDURE
16. Select the [Machine History] option from the list

on the left side of the screen.
NOTE: Always verify a full download has been taken

before disconnecting the laptop PC from the
machine.
17. Verify that the key ON/OFF and engine ON/OFF

records are recorded correctly.
1. Turn the key switch to the OFF position to stop

the engine.
19. Verify a full download has been taken. Refer to

Location of Downloaded Files on Computer for
more detailed instructions.

3. Allow the KOMTRAX Plus controller to start up.
This will take about one minute. Verify the red
LED display starts counting up.
18. Exit any open windows on the laptop PC.
20. Disconnect the KOMTRAX Plus cable from the

laptop PC and from the machine.
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 PCs serial port.
5. Double-click on the VHMS Technical Analysis
Tool Box icon on the laptop PC's desktop.
6. Enter the appropriate User Name and Password and click the [OK] button.
7. Double-click on the [Download] icon.
8. Select the COM port in the Port No. drop-down
box and click the [Connection] button.
9. Verify that the date and time is correct for current local date and time. Also verify that the displayed service meter hours are equal to the
value entered previously.
10. If this is the first time this laptop PC has connected to the machine, you will need to download its definition file by clicking the [OK] button.
11. Verify that a manual snapshot (MFAO) has been
recorded. The display will show an item named
Snapshot with the code MFAO and text Manual Trigger.
12. On the Download screen, click the [Select All]
button. All items will become checked.
13. Click the [Download] button. The download may
take one to ten minutes. Generally, if there are
several snapshots in the download items, the
download will take longer.
14. Click the [OK] button to complete the download.
15. Verify that the Download Completed message
is displayed. Click on [Exit].
4. LOCATION OF DOWNLOAD FILES

When a download using VHMS Technical Analysis
Tool Box is performed, several files are downloaded
onto the computer. They are organized in a specific
way so that they can be used by VHMS Technical
Analysis Tool Box at a later time. This structure is
created automatically when the computer is used to
perform the download from the KOMTRAX Plus controller. The situation may arise where the files need
to be sent to someone, or someone gives these files
to you.
1. Open Windows Explorer by right-clicking on the
Start button and choosing Explore.
2. In the left frame, the computer's file structure
will be displayed. The right frame will show the
details for the folder that is highlighted in the left
frame.
3. In the left frame, navigate to the download files.
The basic path is as follows:

- Desktop
- My Computer
- Local Disk (C:)
- VHMS_Data
- Model
- Serial Number
- Date
- Check Number
NOTE: The Date folder is named in the format
YYYYMMDD.
D11013
D11-23
5. KOMTRAX Plus FTP UPLOAD PROCEDURE

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 WebCARE. 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 perform 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.
The screenshot shows the location of where the

KOMTRAX Plus download files reside on a computer. The Check Number folder is named in the format CHK000#. Each time a download is taken, it is
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.

Tool Box icon on the laptop PC's desktop.
2. Enter the appropriate user name and password
and click the [OK] button.
3. Double click the [FTP] icon.
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
through e-mail or on a disk, the same folder organization must be created in order to view them in
VHMS Technical Analysis Tool Box.
4. At the ftp Client Login window, enter the ftp

User ID and Password.
User ID = komatsu
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.
D11-24
D11013
d. Double-click the appropriate date folder to

drop down the check number folders.
e. Double-click the appropriate check number
folder to display its contents in the files window.
6. Some models will automatically create a sending file during the download process. Others
need to have the sending file created at this
time. A sending file is just a compressed version 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.
9. If the sending file was uploaded successfully,

the file will appear in the OK window. If the
sending file was not uploaded successfully, the
file will appear in the NG (No Good) window.
Ensure the laptop PC has an internet connection.
10. Click the [OK] button, then the [Exit] button.

Close all other open windows.
6. KOMTRAX Plus INITIALIZATION FORMS

NOTE: The compressed sending file will look similar
to this file name, and will always end with a .K.
P_830E_-_A30761_1105208857.K
Complete the initialization check list and initialization

forms found in this section. Send the initialization
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.
D11013
D11-25
WHEN REPLACING A KOMTRAX Plus

CONTROLLER
3. Click the [Save] button.
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 controller to the new controller.
1. Select the [When VHMS

Replaced] function.
Needs
To Be
4. Click the [OK] button.
2. Select the [Save current setting before replacement of VHMS controller] function.
D11-26
5. Replace the KOMTRAX Plus controller as

described elsewhere in this section. After the
new KOMTRAX Plus controller is installed, proceed to Step 6.
D11013
6. Select the [Use previous setting after replacement of VHMS controller] function.
8. If the correct data is not showing, click the

[Select File] button and choose the correct data.
Then click the [Next] button.
7. Verify that the data showing is the data to be

loaded and then click the [Next] button.
9. Enter the correct Time Zone, Date and Time

information. Check [DST (Summer Time)] if the
machine's location uses Daylight Savings Time.
Click the [Apply] button.
D11013
D11-27
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.
D11-28
D11013
3. After selecting one of the following choices,

click the [Next] button.
[Date & Time]
5. Satellite: Select the correct country location

from the drop-down menu, then click the [Apply]
button to change the setting.
[Satellite]
Payload Meter
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.
D11013
6. Payload Meter: Set Start Time to 0, and Interval to 1. Then click the [Apply] button to save
the setting.
D11-29
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.
D11-30
D11013
KOMTRAX Plus CONTROLLER CHECKOUT

KOMTRAX Plus Controller
The KOMTRAX Plus controller (1, Figure 11-7) collects and stores signals from sensors and data from
other controllers. It also gives commands for transmitting the accumulated data through the communications 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
Controller
2. LED Display
3. Connector CN3B
4. Connector CN3A
5. Connector CN4B
6. Connector CN4A
D11013
7. Connector CN1
8. Connector CN2A
9. Connector CN2B
10. PLM III Light
11. OrbComm Light
D11-31
The interface module must be fully functional before

performing the this checkout procedure. The KOMTRAX Plus controller must be initialized and fully
functional before performing this checkout procedure.
9. Select the [Review setting information] function

and then click the [Next] button.
Preliminary
the engine. With the key switch OFF, verify the
seven segment LED display on the KOMTRAX
Plus controller is off.
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,
Figure 11-4), and the other end to the laptop
PCs serial port.
Tool Box icon on the computer's desktop.
10. Review the settings for accuracy.

If everything is correct, click the [Exit] button.
The checkout procedure is complete.
If a setting is not correct, click the [Back] button,
select the appropriate category and reset the
information to the correct settings. Then
proceed to the next step.
7. Check for any active fault codes. If any are

found, these circuits must be analyzed to determine the cause of the fault and they must be
repaired before continuing.
8. Start the VHMS Setting Tool program by clicking on the icon on the laptop PC screen.
D11-32
D11013
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
changed, a new KOMTRAX Plus Initialization
Form must be filled out and submitted to Komatsu America Service Systems Support Team.
KOMTRAX Plus controller replaced
6. At the prompt, >, type "ver". Something similar

to the following will be displayed:
>ver
VHMS OS Ver 1.6.5.1 Mar 01 2004 16:37:25
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 Initialization form to Komatsu America Service
Systems Support Team.
D11013
D11-33
7. At the prompt type "dispvhmsinf". Information

similar to the following will be displayed:
8. The KOMTRAX Plus controller also has two red

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
connection.
---- MACHINE INFORMATION --------
ON - communication with the PLM III controller is

good.
PRODUCT GROUP: Dumptruck

MACHINE_MODEL: 830AC-
Light (11) ORBCOMM
MACHINE_SERIAL:
OFF - no communication with ORBCOMM

controller.
Troubleshoot
and
repair
the
connection.
ENG_MODEL: QSK60
ENG_SERIAL_NO1:
ON - communication with ORBCOMM controller

is good.
ENG_SERIAL_NO2:
PRG_NO1: 12000100100
FLASHING - satellite in
established, which is good.
PRG_NO2: 782613R290
view
and
signal
---- 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.
D11-34
D11013
ORBCOMM CONTROLLER
Installation
The ORBCOMM controller (1, Figure 11-8) receives

data from the KOMTRAX Plus controller and sends
this data through the antenna to the Komatsu computer center.
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
disconnected and/or removed from the truck..
Removal
1. Turn the key switch OFF. Disconnect battery
power by using the battery disconnect switches.
2. Disconnect the wire harnesses from the ORBCOMM controller.
3. Remove the ORBCOMM controller.
1. Install the ORBCOMM controller. Connect the

wire harnesses to the controller.
2. Turn the key switch ON, but do not start engine.
Wait three minutes and watch for any error
messages on the KOMTRAX Plus controller
LED lights that might indicate a problem with
the ORBCOMM controller or communications to
the controller.
3. If there are no error messages, turn the key
switch OFF. If there are error messages, refer to
the KOMTRAX Plus Troubleshooting and
Checkout Procedures elsewhere in this section.
4. Fill out the KOMTRAX Plus Initialization form
and send it to Komatsu as instructed on the
form. Failure to submit the form to Komatsu will
prevent machine data from being sent to the
Komatsu computer center.
NOTE: The new controller comes with a special
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 activate 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
Controller
2. Connector CN1A
D11013
3. Connector CN1B
4. Antenna Connector
D11-35
NOTES:
D11-36
D11013
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 12/12
INTERFACE MODULE
D12-1
NOTES:
D12-2
INTERFACE MODULE
12/12 D12006
INTERFACE MODULE
The interface module (IM) (1, Figure 12-1) collects
data from various sensors and sends this information
to the KOMTRAX Plus controller through the main
wiring harness.
If a new interface module is purchased, the operating
system (software) has to be installed into the new
interface module. To install the operating system, a
laptop PC must be connected to the IM diagnostic
port (1, Figure 12-5). Two software programs are
required to install the software: the operating system
and the program to perform the installation of the
software (flashburn).
6. Turn the key switch OFF and wait one minute.

7. Turn the key switch ON, but do not start the
engine. Wait three minutes and watch for any
error messages on the KOMTRAX Plus controller LED lights that might indicate a problem in
the system.
8. If there are no error messages, turn the key
switch OFF. If there are error messages, refer to
the KOMTRAX Plus & Interface Module Troubleshooting and Error Codes elsewhere in this
section.
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 disconnect switch.
3. Disconnect the wiring harnesses from the interface module.
4. Remove the mounting hardware and remove
the interface module.
Installation
1. Install the interface module. Attach all wire harnesses to the interface module.
2. Refer to the KOMTRAX Plus Software instructions 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
engine.
5. Run the flashburn program to install the application 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.
D12006 12/12
FIGURE 12-1. INTERFACE MODULE

1. Interface Module
2. Connector IM1
INTERFACE MODULE
3. Connector IM2
4. Connector IM3
D12-3
SENSORS
Pressure Sensors
Temperature Sensors
Four pressure sensors (Figure 12-3) have been

added to the truck to monitor various hydraulic circuits. The four circuits are:
Temperature sensors (Figure 12-2) monitor the

ambient air temperature and the hydraulic oil temperature. An ambient air temperature sensor is located
on the left side of the air blower inlet duct for the traction alternator. The hydraulic oil temperature sensors
are located at each wheel to measure the oil temperature as it leaves each brake assembly.
both inlets to the hoist valve

steering supply circuit
front brake apply circuit
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 junction block in the hydraulic cabinet behind the cab.
The steering pressure sensor is located on the bleeddown manifold in the port labeled TP2.
FIGURE 12-2. TEMPERATURE SENSOR
FIGURE 12-3. PRESSURE SENSOR

1. Pin 1, Input (Brown)
2. Pin 2, Signal (Red)
D12-4
INTERFACE MODULE
3. Sensor
12/12 D12006
INTERFACE MODULE SOFTWARE

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

Part Number
Name
Description
Source
1.1.0.0 Install.exe
(or higher)
Use to watch inputs and outputs in the interInterface Module

Realtime Data Moni- face module
tor Software Version
1.1.0.0 Install.exe
Komatsu Distributor
EJ3055-2.exe
Flashburn Software
To install application code in interface module
Komatsu Distributor
A30001 - A30108
A30109 - A30209
830E-AC
Application Code
Application code for interface module
Komatsu Distributor
A30210 - A30850
XB0253-0
Komatsu Distributor
IM830_T1_EDP_11
_21_12
A40851 & Up
Trucks with Tier 1 engines
Komatsu Distributor
IM830_T2_EDP_10 Trucks with Tier 2 engines

_26_12
Komatsu Distributor
NOTE: There are four 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

Part Number
D12006 12/12
Name
Description
Source
Laptop PC
200 MHz or higher

64 MB RAM or more
Serial or USB Port
CD/DVD -Rom drive
Floppy Drive
Windows 95/98/2000/ME/XP
Purchased Locally
Serial cable
(RS232) Purchase locally

Male DB9 connector at one end
Female DB9 connector at other end
Purchased Locally
Adaptor
USB port to RS232 (serial) port adapter

(If laptop PC does not have an RS232 port,
this adaptor is required)
Purchased Locally
INTERFACE MODULE
D12-5
FLASHBURN PROGRAM
Installation
The Flashburn program is used to install the application 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 program.
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.
1. Using a laptop PC, save the application code
files to a folder on a local hard drive (such as
C:\temp).
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.
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
C:\temp).
3. Using a serial cable, connect the laptop PC to
the IM-Diag connector located near the interface module.
4. Start the Flashburn program.
5. Select [Download Application to Product].
INTERFACE MODULE REALTIME DATA

MONITOR SOFTWARE PROGRAM
The Interface Module Realtime Data Monitor Software is used to display the data going into and out of
the interface module. The program is installed onto a
laptop PC.
Installation
1. Copy the file onto the laptop PC hard drive.
2. Double click on the file and follow the screen
prompts to install the software.
Using The Program

1. Start the Interface Module Realtime Monitor
program.
2. Click on the [Select Serial Port] menu item.
Select the correct communication port. It will
usually be Com1.
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.
D12-6
INTERFACE MODULE
12/12 D12006
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 wiring 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
software
Serial cable (RS232)
(male DB9 connector on one end, female
connector on the other end)
FIGURE 12-4. INTERFACE MODULE

1. Interface Module
2. Connector IM1
3. Connector IM2
4. Connector IM3
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 application code installed. If not, refer to the Interface
Module Application Code for installation instructions.
D12006 12/12
INTERFACE MODULE
D12-7
Preliminary
the engine.
3. Allow the KOMTRAX Plus controller to start up.
This should take about one minute. Verify the
red LED display starts counting up.
machine's KOMTRAX Plus diagnostic port (2,
Figure 12-5), and the other end to the laptop
PCs serial port.
7. Check for fault codes associated with the interface module.

a. Perform a KOMTRAX Plus download with
the VHMS Technical Analysis Toolbox program. Refer to KOMTRAX Plus Download
for detailed instructions on performing a
download.
b. In the download data, view the fault history
and confirm that there are no fault codes
associated with the interface module. If any
are found, these circuits should be analyzed
to determine the cause of the fault and
repaired.
c. Confirm that there are no fault codes associated 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 PCs serial port.
2. KOMTRAX Plus
Diagnostic Port
2. Start the Interface Module Real Time Data

Monitor program by double-clicking on the
shortcut. The program begins with a blank window. On the menu bar, there are five items:
Select Serial Port, Start/Stop, Logging, Screenshot, and Units.

Tool Box icon on the computer's desktop.
3. Click on [Select Serial Port] in the menu bar.

Select the correct communication port. It will
usually be Com1.
4. Click on [Start/Stop] in the menu bar and select

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.
D12-8
INTERFACE MODULE
12/12 D12006
Check Digital Inputs To The Interface Module

1. Hydraulic Tank Level (IM2-K) - short wire 34LL
to ground at TB35-N momentarily and confirm
state change (one to zero).
2. No Propel / Retard - (IM2-N) short wire 75-6P to
ground at TB26-C momentarily and confirm
3. Reduced Retard - (IM2-R) short wire 76LR to
ground at TB28-D momentarily and confirm
4. Propel System Temp Caution - (IM3-A) short

wire 34TW to ground at TB26-B momentarily
and confirm state change (one to zero).
5. Lamp Test (IM2-R) - actuate lamp test switch
and confirm state change (zero to one).
6. Low Steering Precharge (IM2-W) - short wire
33KL to ground at TB44-P momentarily and
confirm state change (one to zero).
FIGURE 12-6. INTERFACE MODULE REAL TIME DATA MONITOR
D12006 12/12
INTERFACE MODULE
D12-9
7. Pump Filter Switches (IM2-Y) - short wire 39L to

ground at TB44-N momentarily and confirm
10. Reduced Propel System (IM3-B) - short wire

72LP to ground at TB25-W momentarily and
confirm state change (one to zero).
8. No Propel (IM2-p) - short wire 75NP to ground

at TB25-P momentarily and confirm state
change (one to zero).
11. Park Brake Set (IM2-M) - disconnect park brake

pressure switch in brake cabinet at CN240
momentarily and confirm state change toggles
continually (zero to one).
9. Propel System Caution (IM2-t) - short wire 79W

to ground at TB26-D momentarily and confirm
FIGURE 12-7. INTERFACE MODULE REAL TIME DATA MONITOR
D12-10
INTERFACE MODULE
12/12 D12006
12. Park Brake Request (IM3-V) - Short the engine

oil pressure switch wire circuit 36 on TB26-L to
ground. Move shift lever from neutral to park
position and confirm state change (one to zero).
Remove the ground from TB26-L.
20. Steering Bleed Pressure Sw (IM2-Z) - Disconnect the steering bleed down pressure switch
and
confirm
state change (zero to one). Reconnect the
switch.
13. Auto Lube Switch (IM3-Y) - short wire 68LLP1

to ground at TB24-T momentarily and confirm
21. Brake Lock Switch Power Supply (IM3-L) - Use

GE DID to simulate a vehicle speed of 2 kph.
Confirm state change (zero to one). Leave vehicle speed at 2 kph until completion of step 24.
14. GE Batt + (IM3-M) -- confirm this is a one.

15. Starter Motor 1 Energized (IM3-R) - Disconnect
wire 11SM1 from cranking motor to TB29-K at
TB29-K. Momentarily short TB29-K to 24V and
confirm state change (zero to one). Reconnect
disconnected wire.
16. Starter Motor 2 Energized (IM3-S) - Disconnect
wire 11SM2 from cranking motor to TB29-G at
TB29-G. Momentarily short TB29-G to 24V and
confirm state change (zero to one). Reconnect
disconnected wire.
17. Crank Sense (IM3-U) -Open the start battery
disconnect switch so that there is no battery
voltage to the starters. Momentarily short TB32M to 24V and confirm state change (zero to
one). After removing 24V short from TB32-M,
close the start battery disconnect switch.
18. Selector Switch (Park) (IM3-T) - Place shifter
into park position and confirm 1 state then
shift into neutral and confirm 0 state. Return
shifter to park position.
22. Brake Lock (IM2-i) -Actuate brake lock switch

and confirm state change (zero to one). Turn
off brake lock switch. (The Brake Lock Switch
Power Supply test, item 23, must be completed
before this test can be successfully completed.)
Reset vehicle speed to zero.
23. Service Brake Set sw (IM3-C) - Short wire 44R
at TB26-X to 24 volts momentarily and confirm
state change (zero to one).
24. Engine Shutdown (IM3-F) - Disconnect wire
21ISL from the Cummins ECM at TB36-W leaving wire 21ISL to IM connected at TB36-W.
Momentarily short TB36-W to 24V and confirm
state change (zero to one). Reconnect disconnected wire.
25. Secondary Engine Shutdown Switch (IM3-E) Actuate the Secondary Engine Shutdown
switch and confirm state change (zero to one).
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.
D12006 12/12
INTERFACE MODULE
D12-11
Check Analog Inputs To The Interface Module

NOTE: Instead of using a resister in place of a
sensor for verifying pressure readings, a calibrated
pressure gauge can be installed in the hydraulic
circuit to compare system pressures with the
pressures displayed in the Interface Module Real
Time Data Monitor program.
Check CAN RPC & J1939 Interfaces To The IM
1. CAN/J1939 - (IM1-q,r,s): confirm fault A184,

J1939 Not Connected, is not active.
2. CAN/RPC (IM1-I,j,k) - confirm fault A257, Payload 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
simulate vehicle speed and confirm reported
speed matches vehicle speed set using GE DID
+/- 2 kph.
2. Steering Pressure [kPa] (IM3-d): Disconnect
steering pressure sensor and confirm fault
A204, Steering Pressure Sensor Low, is active.
Reconnect sensor.
3. Ambient Air Temp [C] (IM3-e): confirm reported
temperature matches ambient temperature
within 3 C.
4. Fuel Level [%] (IM3-g): confirm reported % level
matches actual fuel level in tank +/- 5%.
5. Battery Voltage A [V] (IM3-h): confirm reported
voltage is +/- 1 volt of actual measured 12 volt
battery voltage.
6. Brake Pressure [kPa] (IM3-p): Disconnect service brake pressure sensor located in brake
cabinet (reference circuit 33SP) and confirm
fault A205, Brake Pressure Sensor Low, is
active. Reconnect sensor.
7. Hydraulic Tank Temp [C] (IM3-m): Disconnect
tank temp sensor and confirm fault A103,
Hydraulic Oil Temp - Tank Sensor Low, is
active. Reconnect sensor.
8. Hoist Pressure 2 [kPa] (IM3-q): Short wire
33HP2 to ground at TB41-J momentarily and
confirm fault A203, Hoist Pressure 2 Sensor
Low, is active.
9. Hoist Pressure 1 [kPa] (IM3-s): Short wire
33HP1 to ground at TB41-A momentarily and
confirm fault A202, Hoist Pressure 1 Sensor
Low, is active.
Check Outputs From The Interface Module

Note: Before performing these next steps, the key
switch must be turned off for at least 7 minutes to
allow the IM to completely shutdown. Confirm that
the IM has shutdown by verifying that the green LED
on the IM controller has stopped flashing. While
performing the following IM output checks, ensure
that no output short circuit fault codes are reported
by the IM Realtime Data Monitor software.
1. Short the engine oil pressure switch wire circuit
36 to ground on TB26-L. Key on and shift into
neutral. Confirm that park brake solenoid is
energized by verifying that coil is magnetized.
Use the GE DID panel to set the truck speed to
a speed above 1 kph. Shift into park. Confirm
that the park brake solenoid remains energized.
Reduce the truck speed to 0 kph. Confirm that
the park brake solenoid de-energizes. Remove
the ground from TB26-L.
2. Connect circuit 528 at TB35-L to 24 volts and
confirm that the Battery Charger Failure lamp
energizes.
3. With circuit 528 at TB35-L still shorted to 24
volts, confirm that the IM Warning lamp energizes.
volts, confirm that the Engine Start Fail lamp
energizes.
volts, confirm that the Low Fuel lamp energizes.
10. Battery Voltage 24V [V] (IMint): confirm

reported voltage is +/- 1 volt of actual measured
battery voltage.
D12-12
INTERFACE MODULE
12/12 D12006
6. Disconnect park brake pressure switch. With

circuit 528 at TB35-L still shorted to 24 volts,
confirm that the Park Brake lamp energizes.
Reconnect pressure switch.
7. With circuit 52B at TB35-L still shorted to 24
volts, confirm that the Hydraulic Filter lamp
energizes.
volts, confirm that the Brake Oil Temp lamp
energizes. Remove 24 volts from TB35-L.
9. Check the Brake Oil Temperature gauge by
placing a 316 ohm resistor (a range of 300 to
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.
11. Crank Enable Output. Disconnect circuit 21A

from pre-lube timer prior to performing this step.
Place shifter in park and confirm that circuit 21A
on TB25-D is 24 volts while cranking. Place
shifter in neutral and confirm that circuit 21A on
TB25-D is 0 volts while cranking. Reconnect circuit 21A to pre-lube timer.
12. Steering Bleeddown Solenoid. Confirm steering
bleeddown solenoid is de-energized. Turn key
switch off and confirm that steering bleeddown
solenoid is energized by verifying that coil is
magnetized.
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. Momentarily 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 illuminates. Remove 24V short and reconnect disconnected wire 21ISL to TB36-W. Remove
short to ground from engine oil pressure switch
circuit 36 at TB26-L. Turn the key switch ON.
D12006 12/12
INTERFACE MODULE
D12-13
NOTES:
D12-14
INTERFACE MODULE
12/12 D12006
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
D13007 9/10
KOMTRAX Plus CHECK-OUT & TROUBLESHOOTING
D13-17
D13-18
D13-19
D13-20
D13-21
D13-1
NOTES
D13-2
9/10 D13007
KOMTRAX Plus AND INTERFACE MODULE ERROR CODES

AND TROUBLESHOOTING
TROUBLESHOOTING
Structure and Purpose
GENERAL
The center of the KOMTRAX Plus system is the controller which gathers data about the operation of the
truck from sensors and other controllers installed on
the truck. Refer to Figure 13-1 for an overview of the
KOMTRAX Plus system components.
For instructions on how to use KOMTRAX Plus software programs, refer to KOMTRAX PLUS System
The checkout procedure is in two parts. The first part

verifies that the interface module is in good working
condition. Refer to the Interface Module Section for
specific checkout instructions. The second part verifies the KOMTRAX Plus controller operation and also
reviews the settings for accuracy. Refer to the
KOMTRAX Plus System Section for specific check
out instructions.
The following areas are covered in this section.

Troubleshooting
Fault Code Tables
Fault Tree Analysis
D13007 9/10
D13-3
TROUBLESHOOTING
The KOMTRAX Plus system basically consists of five
communications networks connected to the
KOMTRAX Plus and ORBCOMM modem controllers.
Figure 13-1 shows the KOMTRAX Plus system block
diagram.
Communications Networks
Each RS232 network uses three wires: transmit,
receive, and ground. Both transmit and receive are
voltage signals, referenced individually to the ground
wire. The shield for the cable is grounded at one end
only.
Each CAN network uses two wires: CAN_High &
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 network have termination resistors.
Effective troubleshooting of RF communications systems can be complex and cannot always be reduced
to a simple check of electrical resistance. However, a
few basic troubleshooting procedures may be helpful
in identifying common problems. The following steps
can help identify a failed coaxial cable. Repair or
replace the cable if any of the following is true:
1. The center conductor is broken. There are more
than two ohms of resistance when measuring
from one end of the coaxial cable to the other.
2. The outer shield is broken.
3. There is an electrical connection between the
center conductor and the outer shield. There
are less than two megohms of resistance when
measuring from the center conductor to the
outer shield.
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 nonconductive 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.
D13-4
9/10 D13007
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
D13007 9/10
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
D13-5
KOMTRAX Plus LED Display Fault Codes

The KOMTRAX Plus controller also indicates some
faults on the two red LED digits on the top of the controller. Fault codes are flashed as a two part
sequence, as shown in the table below.
When no communication errors are occurring, the

KOMTRAX Plus LED digits count from 00 - 99 continuously at a rate of ten numbers per second.
Table 2: KOMTRAX Plus LED Display Error Codes

Fault Code
D13-6
Fault Condition
KOMTRAX Plus LED Display
M101
Truck Frame Number Changed
Alternates n1 and 01
M801
Can-net System (J1939)
M804
Can-net System (RPC)
M806
IM Stopped Real Time Data
M807
Too Much Payload Data For Requested

Period
M808
PLMIII Stopped Real Time Data
M809
Can-net System (QUANTUM)
M80A
Can-net System (CENSE)
Alternates n8 and 0A
M901
Source Voltage Error
M902
VHMS 24V Source System Error
M903
M904
M905
Abnormality in VBAT Voltage (VHMS

VBAT <10V)
M990
Ethernet Power Short
MC10
MEMORY CLEAR: Failure History
Alternates nc and 10
MC31
MEMORY CLEAR: (Load Map)
MC40
MEMORY CLEAR: (Trend Analysis)
MC60
MEMORY CLEAR: (Snap Shot)
MC91
MEMORY CLEAR: (Maintenance History)
ME01
Change Service Meter
Alternates ne and 01
ME02
Change Calendar
ME03
ORBCOMM Settings
ME04
Other Settings
ME05
MEMORY CLEAR: All
ME06
Initialized
MF11
KOMTRAX PLUS Connector Mismatch
Alternates nf and 11
MFA0
Manual Trigger
Alternates nf and A0
9/10 D13007
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
Plus
Fault Code
KOMTRAX Plus Fault Description
Source
#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
D13007 9/10
Sent via
Snapshot
ORBCOMM Trigger
D13-7
Table 3: Chassis Fault Codes (continued)

KOMTRAX Plus
Fault Code
D13-8
Source
Sent via
ORBCOMM
#A101
Hydraulic Oil Filter Differential

Pressure High
IM
#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
#A108
Propel System Temp Caution
IM/GE
#A109
Propel System Reduced Level
IM/GE
#A115
Low Steering Precharge
IM
#A123
Reduced Retard Level
IM/GE
#A124
No Propel / Retard
IM/GE
#A125
No Propel
IM/GE
#A126
Hydraulic Tank Level Low
IM
#A127
IM Sensor +5V Low
IM
#A128
IM Sensor +5V High
IM
#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
#A193
High Hydraulic Tank Oil Temp
IM
#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
Snapshot
Trigger
9/10 D13007

KOMTRA
X Plus
Fault
Code
KOMTRAX PLUS Fault Description
Source
Sent via
ORBCOMM
#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
#A213
Park Brake Not Set When Expected
IM/GE
#A214
Park Brake Not Released When Expected
IM/GE
#A216
Brake Auto Apply Circuit Fail
IM/GE
#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 Shutdown Switch
IM
#A285
Park Brake Not Set When Keyswitch Turned Off
IM
D13007 9/10
Snapshot
Trigger
D13-9

KOMTRAX
Plus
Fault Code
Source
#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
#A361
Output Overload 1T
#A362
Output Overload 1U
IM
#A363
Output Overload 1X
IM
#A364
Output Overload 1Y
IM
#A365
Output Overload 1Z
IM
D13-10
Sent via
ORBCOMM
Snapshot
Trigger
IM
9/10 D13007
Engine Fault Codes

Table 4: Engine Fault Codes
Plus
Fault
Code
Source
Sent via
ORBCOMM
Snapshot
Trigger
Model Notes
C112
Timing Fueling Flow Mismatch
Engine
All
C113
Timing Actuator Circuit Shorted
Engine
All
C115
Speed Signal Lost
Engine
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
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
C136
Pre Filter Oil Press Ckt Failed High
Engine
C137
Pre Filter Oil Press Ckt Failed Low
Engine
All
C141
Oil Press Ckt Failed Low
Engine
All
C143
Low Oil Pressure
Engine
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
C153
LBF IMT Ckt Failed High
Engine
C154
LBF IMT Ckt Failed Low
Engine
C155
High IMT LBF
Engine
C156
LBR IMT Ckt Failed High
Engine
All
C157
LBR IMT Ckt Failed Low
Engine
All
C158
High IMT LBR
Engine
C159
RBF IMT Ckt Failed High
Engine
All
C161
RBF IMT Ckt Failed Low
Engine
All
D13007 9/10
All
All
All
All
All
All
All
All
D13-11
Table 4: Engine Fault Codes (continued)

Plus
Fault Code
Source
Sent via
ORBCOMM
Snapshot
Trigger
Model Notes
C162
High IMT RBF
Engine
C163
RBR IMT Ckt Failed High
Engine
All
C164
RBR IMT Ckt Failed Low
Engine
All
C165
High IMT RBR
Engine
All
All
C212
Oil Temp Ckt Failed High
Engine
All
C213
Oil Temp Ckt Failed Low
Engine
All
C214
High Oil Temperature
Engine
All
C219
Remote Oil Level Low
Engine
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
All
C234
Engine Overspeed
Engine
All
C235
Low Coolant Level
Engine
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
C263
Fuel Temp Ckt Failed High
Engine
C265
Fuel Temp Ckt Failed Low
Engine
C292
OEM Temp out of Range
Engine
C293
OEM Temp Failed High
Engine
All
C294
OEM Temp Failed Low
Engine
All
C296
OEM Pressure Out of Range
Engine
C297
OEM Pressure Failed High
Engine
All
C298
OEM Pressure Failed Low
Engine
All
C299
Hot Shutdown
Engine
All
All
All
All
All
All
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
D13-12
9/10 D13007

Plus
Fault Code
Source
Sent via
ORBCOMM
Snapshot
Trigger
Model Notes
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
C487
Ether Bottle Empty
Engine
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
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
C622
Low Power #2 LB
Engine
All
C623
Low Power #3 LB
Engine
All
C624
Low Power #4 LB
Engine
All
C625
Low Power #5 LB
Engine
All
C626
Low Power #6 LB
Engine
All
C627
Low Power #7 LB
Engine
All
C628
Low Power #8 LB
Engine
All
C631
Low Power #1 RB
Engine
All
C632
Low Power #2 RB
Engine
All
D13007 9/10
All
All
All
D13-13

KOMTRAX
Plus
Fault Code
KOMTRAX PLUS Fault Description
Source
Sent via
ORBCOMM
Snapshot
Trigger
Model Notes
C633
Low Power #3 RB
Engine
All
C634
Low Power #4 RB
Engine
All
C635
Low Power #5 RB
Engine
All
C636
Low Power #6 RB
Engine
All
C637
Low Power #7 RB
Engine
All
C638
Low Power #8 RB
Engine
All
C639
Intake Air Leak LBR
Engine
C641
High Exh Temp #1 LB
C642
C643
All
Engine
All
High Exh Temp #2 LB
Engine
All
High Exh Temp #3 LB
Engine
All
C644
High Exh Temp #4 LB
Engine
All
C645
High Exh Temp #5 LB
Engine
All
C646
High Exh Temp #6 LB
Engine
All
C647
High Exh Temp #7 LB
Engine
All
C648
High Exh Temp #8 LB
Engine
All
C649
Change Lubricating Oil and Filter
Engine
C651
High Exh Temp #1 RB
Engine
All
C652
High Exh Temp #2 RB
Engine
All
C653
High Exh Temp #3 RB
Engine
All
C654
High Exh Temp #4 RB
Engine
All
C655
High Exh Temp #5 RB
Engine
All
C656
High Exh Temp #6 RB
Engine
All
C657
High Exh Temp #7 RB
Engine
All
C658
High Exh Temp #8 RB
Engine
All
C661
High Power #1 LB
Engine
All
C662
High Power #2 LB
Engine
All
C663
High Power #3 LB
Engine
All
C664
High Power #4 LB
Engine
All
C665
High Power #5 LB
Engine
All
C666
High Power #6 LB
Engine
All
C667
High Power #7 LB
Engine
All
C668
High Power #8 LB
Engine
All
C671
Exh Temp Ckt Failed Low #1 LB
Engine
All
C672
Engine
All
C673
Engine
All
C674
Engine
All
C675
Engine
All
D13-14
All
9/10 D13007

KOMTRAX KOMTRAX PLUS Fault Description
PLUS
Fault Code
Source
Sent via
ORBCOMM
Snapshot
Trigger
Model Notes
C676
Engine
All
C677
Engine
All
C678
Engine
All
C694
LBR Turbo Comp Inlet Temp Sensor

Ckt Failed High
Engine
All
C695
LBR Turbo Comp Inlet Temp Sensor

Ckt Failed Low
Engine
All
C711
High Power #1 RB
Engine
All
C712
High Power #2 RB
Engine
All
C713
High Power #3 RB
Engine
All
C714
High Power #4 RB
Engine
All
C715
High Power #5 RB
Engine
All
C716
High Power #6 RB
Engine
All
C717
High Power #7 RB
Engine
All
C718
High Power #8 RB
Engine
All
C719
Blowby Press Ckt Failed High
Engine
All
C721
Exh Temp Ckt Failed Low #1 RB
Engine
All
C722
Engine
All
C723
Engine
All
C724
Engine
All
C725
Engine
All
C726
Engine
All
C727
Engine
All
C728
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
C2146
Engine
All
C2147
Engine
All
C2148
High Power #9 LB
Engine
All
C2149
High Power #9 RB
Engine
All
C2151
Low Power #9 LB
Engine
All
C2152
Low Power #9 RB
Engine
All
D13007 9/10
D13-15

KOMTRAX
PLUS
Fault Code
KOMTRAX PLUS Fault

Description
Source
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
D13-16
Sent via
ORBCOMM
Snapshot
Trigger
Model Notes
9/10 D13007
FAULT TREE ANALYSIS

Unable to connect to KOMTRAX Plus from laptop
PC
D13007 9/10
D13-17
Flashing Error Code N4-23 (PLM III Communications Fault)
D13-18
9/10 D13007
Flashing Error Code N4-22 (Engine Communications Fault)
D13007 9/10
D13-19
No Data Received By WebCARE
D13-20
9/10 D13007
Coaxial Cable Troubleshooting
D13007 9/10
D13-21
NOTES:
D13-22
9/10 D13007
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
8/10 D14003
KOMTRAX PLUS FORMS

The preferred method to submit this form is in
electronic format. This check list and initialization
form are available in PDF format, where the
information can be typed into the form. The form
should then be saved using the model, serial number
and KOMTRAX Plus Initilization to create the file
name.
KOMTRAX PLUS INITIALIZATION

CHECK LIST
This form is used as a check list during the
initialization process. Fill in all information. All
questions should be answered with a YES. If not,
determine the cause and repair as required.
Example:
930E-3SE-A30300-KOMTRAX_Plus
Initilization.pdf.
Each machine model will have a different KOMTRAX

Plus Initialization Check List. Use the correct form for
the model of machine being setup.
The following instructions will help ensure an

accurate and complete form.
1. With the key switch OFF, record all of the data

for item 1.
When a new machine equipped with KOMTRAX Plus

has been assembled, there are several procedures
to perform in order to initialize the KOMTRAX Plus
system. Following the procedures in the order listed
will ensure a smooth initialization process which
should not take longer than one hour to complete.
Check off each item on the list below as it is done. It
is important to complete the entire procedure at one
time. Submitting the download data with a date and
service meter reading (SMR) that do not match the
rest of the forms will not allow the system to be
initialized.
2. Using a serial cable, connect a laptop PC to the

KOMTRAX Plus controller.
3. Turn the key switch ON, check operation of the
LED lights.
4. Start the VHMS Setting Tool program.
a. At the Select Operation screen, select the
VHMS Setting option, then click [Next].
b. Select the Set up & All clear option, then
click [Next].
5. At the Machine Information Setting (1) screen:
1. __ KOMTRAX Plus Initialization Check List
a. Is Product Group correct?
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

weeks. For this reason, it is important to complete
these forms and submit them as early as possible
after new machine assembly.
d. Select the correct Machine Variation Code.

e. Enter the machine serial number.
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].
D14003 8/10
D14-3
KOMTRAX PLUS DATA DOWNLOAD
9. At the Verification screen:

a. Ensure that all information is correct.
b. Click on [Apply].
c. At the confirmation screen, select [Yes].
d. Select [OK].
A manual snapshot must be performed before

downloading any data. For new machines, this
should have been performed during the KOMTRAX
Plus Initialization Check List procedure.
1. Perform a KOMTRAX Plus download. For more
detailed information on how to perform a
download, refer Section D11 in this shop
manual.
e. Select [OK] to close the program.

10. Start the VHMS Setting Tool program.
a. Select VHMS Setting, then click [Next].
b. Select Setup only, then click [Next].
c. Select Payload Meter, then click [Next].
d. Set Start Time to 0.
e. Set Interval to 1.
f. Click [Apply].
g. Click [Exit].
11. Perform a manual snapshot.
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.
2. Start the VHMS Technical Analysis Tool Box

program. Use the view feature to look at the
data and verify the settings are correct, the
SMR is correct, the manual snapshot is
recorded in fault history, and the engine ON/
OFF is stored in machine history file.
3. E-mail the downloaded data files to Komatsu
America Service Systems Support Team at
ServicePrograms@KomatsuNA.com. Refer to
Location of Download Files for more detailed
instructions on locating the files.
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.
D14-4
8/10 D14003
KOMTRAX PLUS INITIALIZATION CHECK LIST

(Page 1 of 2)
Date of set-up
FOR: 730E, 830E, 930E & 960E DUMP TRUCKS
(MM/DD/YY)
Distributor and
Branch
Person performing
initialization
Item
No.
To be checked when
1. Key switch OFF
Check Item
Results
Yes
No
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

controller
Are they properly connected?
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
controller
Is Product Group correct? (Dump truck)

Is Machine Model correct? (ex. 930E)
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)
D14003 8/10
D14-5
KOMTRAX PLUS INITIALIZATION CHECK LIST (Continued)

(Page 2 of 2)
FOR: 730E, 830E, 930E & 960E DUMP TRUCKS
Item
No.
To be checked when
Check Item
11. With engine running, perform quick

PM with manual snapshot switch.
While recording data, the white LED should be

illuminated, indicating snapshot is in recording
stage.
12. Key switch OFF
Red LED turns off?
Result
Yes
No
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
D14-6
Send download data to KAC Service Systems

Support at
ServicePrograms@komatsuNA.com
8/10 D14003
KOMTRAX PLUS INITIALIZATION FORM

This form must be completed and submitted at:
New machine delivery
KOMTRAX Plus controller replacement
Enter the setting date. This should be the date

when the first data download was taken and the
VHMS Setting Tool program was first used.
Enter the setting time. This should be the time
shown in the first data download. Verify that it is
the correct time.
Orbcomm controller replacement

Engine or alternator replacement
Enter the Greenwich Mean Time (GMT) for the

location the machine will be working.
Customer Information
Enter the customer information. All fields are
required.
Distributor Information
Enter the distributor information. All fields are
required.
All distributors are required to have one contact
person who is responsible for coordinating
KOMTRAX Plus, Payload Meter and Fleet
Manager activities for all branches.
Machine Information
Enter machine information. All fields are required.
KOMTRAX Plus controller and Orbcomm
controller part numbers and serial numbers can
be found on a sticker on each controller. Verify
that this matches the information displayed in the
VHMS Setting Tool and download.
D14003 8/10
KOMTRAX Plus Setting Tool Information
Check whether the location where the machine

will be working uses Daylight Savings Time
(DST).
Enter the service meter reading (SMR) at time of
the first download.
Enter the GCC Code. This setting tells the
Orbcomm unit which satellite network to
communicate with. Select the correct location
from the drop down menu list.
Enter the Orbcomm activation date. In the
Orbcomm Activation Date field, enter a date at
least two weeks ahead of today's date
Reason for Form Submittal
Check the reason for submitting the KOMTRAX Plus
initialization form.
D14-7
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-A30300KOMTRAX_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
D14-8
8/10 D14003
SECTION E
ELECTRIC PROPULSION SYSTEM
INDEX
INFORMATION IN THIS SECTION WILL BE PROVIDED AT A LATER REVISION
E01015
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 hand hold 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
E01015
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
checked with an accurate pressure gauge before
each working shift. Tire pressure will vary according
to manufacturer and local working conditions. Consult tire manufacturer for recommended tire pressure.
FRONT TIRES AND RIMS
Insure valve caps are securely applied to valve

stems. The caps protect valves from dirt build up and
damage. DO NOT bleed air from tires which are hot
due to operation; under such circumstances, it is normal for pressure to increase in tire due to expansion.
DO NOT weld or apply heat on the rim assembly

with the tire mounted on the rim. Remaining
gases inside the tire may ignite causing explosion of tire and rim.
DO NOT go near a tire if a brake or wheel motor
has experienced a fire until the tire has cooled.
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
through a cut eventually causing tread or ply separation.
Tires should be stored indoors, if possible. If stored
outdoors, cover tires with tarpaulin to keep out dirt,
water and other foreign materials. Long exposure to
the sun will cause ozone cracks. Storage should be
in a cool, dry, dark, draft free location. Tires should
be stored vertically. If they must be laid on their sides
for a short period, avoid distortion by stacking no
more than three tires on top of one another. Avoid
contact with oil, grease or other petroleum products.
Before storing used tires, clean thoroughly and
inspect for damage. Repair as necessary. When a
truck is placed in storage, it should be blocked to
remove the weight from the deflated tires. If stored
truck cannot be blocked, check air pressure and
inspect tires twice a month for proper inflation pressure.
Removal
When inflating tires always use a safety cage.

Never inflate a tire until the lockring is securely in
place. Do not stand in front of or over the lockring during inflation procedures. Never overinflate a tire. Refer to tire manufacturers
recommendations.
Always keep personnel away from a wheel and
tire assembly when it is being removed or
installed.
The tire and rim weigh approximately 4995 kg
(11,000 lbs). Be certain tire handling equipment is
capable of lifting and maneuvering the load.
Manual tire removal and installation is possible, but
due to the size and weight of the components, special handling equipment is desirable. Consult local
tire vendors for sources of equipment designed
especially to remove, repair, and install large offhighway truck tires.
If the studs in the front wheel hub require replacement, tighten studs to 340 Nm (250 ft lbs) torque.
1. Shift directional control lever to PARK, then
block rear wheels to prevent movement of truck.
G02022 10/11
Tires and Rims
G2-3
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.
3. Place jack under spindle or under frame at the
front cross tube.
4. Raise front end of truck until tires clear ground
and block up securely under frame.
Care should be taken not to damage the inflation

stem during tire removal.
7. Move wheel assembly away from wheel hub
and into clean work area.
5. Visually inspect all brake components for damage or wear. Inspect hydraulic brake lines for
damage or leaking fittings.
6. Secure wheel assembly to hoist or fork lift and
take up slack. Remove wheel nuts (8, Figure 21), and wheel retainer lugs (7) securing wheel
assembly to wheel hub. Remove the clamp that
secures the tire inflation valve to the wheel hub.
Do not attempt to disassemble wheel assembly

until all air pressure is bled off.
Due to its size and weight, always keep personnel away from a wheel assembly when it is being
removed or installed.
FIGURE 2-1. FRONT WHEEL ASSEMBLY

1. Valve Assembly
2. Bead Seat Band
3. Rim
4. O-Ring
5. Side Flange
G2-4
6. Lock Ring
7. Wheel Retainer Lug
8. Nut
9. Cap Screw
10. Flat Washer
11. Lockwasher
12. Nut
13. Clamp
14. Cap Screw
15. Flatwasher
Tires and Rims
16. Lockwasher
17. Bent Plate
18. Hub
10/11 G02022
Installation
REAR TIRES AND RIMS
NOTE: Remove all dirt and rust from mating parts

before installing wheel assembly.
If the studs in the rear wheel motor require replacement, tighten studs to 270-340 Nm (200-250 ft lb)
torque.
1. Inspect the front wheel studs for damage. If the

studs require replacement, tighten the studs to
270-340 Nm (200-250 ft lb) torque.
2. Using a tire handler, lift wheel into position on
wheel hub. Install wheel retainer lugs (7, Figure
2-1) and lubricated nuts (8). Evenly tighten each
nut using the sequence shown in Figure 2-2 to
407 Nm (300 ft lbs) torque.
3. Spin the wheel and check rim run-out. Maximum run-out is 5mm (0.20 in.). If run-out
exceeds specifications, then loosen all nuts and
re-tighten them evenly as shown in Figure 2-2.
4. If run-out is OK, then tighten each nut using the
sequence in Figure 2-2 to 746 Nm (550 ft lbs)
torque.
5. Connect the valve stem to the wheel hub.
6. Operate truck for one load and retighten wheel
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.
Removal
1. Park truck on level ground and block front
wheels. Position a jack in recess of rear suspension mount casting as shown in Figure 2-3.
2. Raise rear axle housing of truck until tires clear
ground. Securely block up rear axle housing
near the wheel motor mounting flange.
3. Disconnect inner wheel valve stem extension
from outer wheel valve stem vinyl clamp by
loosening cap screws. Lift valve extension out
of vinyl clamp.
4. Using a tire handler (or hoist and sling if body
has been removed as shown in Figure 2-4) to
grasp outer wheel assembly. Remove wheel
nuts (10, Figure 2-4) and wedges (11) securing
outer wheel to the wheel motor hub.
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
G02022 10/11
Tires and Rims
G2-5
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 24) onto wheel motor hub. Tap spacer up against
inner dual. Attach tire handler to outer dual and
position onto wheel motor hub.
FIGURE 2-3. JACK LOCATIONS

(BODY REMOVED)
FIGURE 2-4. REAR WHEEL ASSEMBLY

1. Side Flange
2. Outer Wheel Rim
3. Bead Seat Band
4. O-Ring
G2-6
5. Lock Ring
6. Spacer
7. Valve Cap
8. Core
9. Clamp
12. Valve Extension Tube
10. Nut
13. Inner Wheel Rim
11. Wheel Retainer Wedge
Tires and Rims
10/11 G02022
FIGURE 2-5. TIRE LIFTING SLING

(BODY REMOVED)
Due to its size and weight, always keep personnel away from a wheel assembly when it is being
removed and installed.
NOTE: Be sure to position outer dual wheel so that
tire valve bracket aligns with inner wheel inflation
line.
3. Install wedges onto studs and secure in place
with lubricated wheel nuts. Evenly tighten each
nut in an alternating (criss-cross) pattern as
shown in Figure 2-7) to 407 Nm (300 ft lbs)
torque.
4. Spin the wheel and check rim run-out. Maximum 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.
FIGURE 2-6. INNER TIRE REMOVAL AND

INSTALLATION
6. Secure inner and outer dual tire inflation lines to
bracket on outer rim. Tighten cap screws to
standard torque.
7. Install wheel cover. Remove blocks from under
truck and lower truck to the ground.
8. Operate truck for one load and retighten wheel
nuts as specified in Step 5. 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.
5. If run-out is OK, then tighten each nut as shown

in Figure 2-7 to 746 Nm (550 ft lbs) torque.
G02022 10/11
Tires and Rims
G2-7
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 approximately 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).
8. Reposition wheel assembly and repeat removal
procedure on opposite side of tire. Remove tire
from rim.
FIGURE 2-7. REAR WHEEL TIGHTENING

SEQUENCE
Rim And Tire Preparation

The first step in mounting radial off-road tires is to
properly prepare the tire and rim assembly.
RIM AND TIRE
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.
Tire Removal
DO NOT weld or apply heat on the rim assembly

with the tire mounted on the rim. Resulting gases
inside the tire may ignite causing explosion of
tire.
When inflating tires always use a safety cage.
Never inflate a tire until the lockring is securely in
place. Do not stand in front of, or over the lockring during inflation procedures. Never overinflate a tire. Refer to tire manufacturers
recommendations.
Never weld or repair damaged rims.

2. Check rim assembly for damage or corrosion.
Replace any damaged or broken components.
Verify that the rim does not have any burrs.
3. Apply rust inhibitor to any corrosion.
4. Clean the tire and bead area.
1. Place tire and wheel assembly in safety cage

and discharge all air pressure from tire.
5. Check for and remove any object(s) from the

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 damage.
G2-8
Tires and Rims
10/11 G02022
Lubricants
Tire Installation
The proper amount and type of lubricant is key to

successful mounting of radial off-road tires.
The preferred method for mounting tires is horizontally and off of the truck, especially for initial tire
mounting on a new truck. For horizontal tire mounting, a workmans stand is recommended for working
inside the tire. Similar methods and precautions
should be used when mounting tires vertically, on the
truck.
For lubrication, use only water-based or vegetable-based lubricant. Lubricants should be of a

type that vaporize over time and not leave any
residue on the rim or tire surfaces.
1. Paste lubricants should be diluted with water as
per specific lubricant manufacturers recommendations.
2. Only lubricate all parts on the rim that are in
contact with the bead sole area of the tire.
NOTE: With each tire mounting, it is required that a

new O-ring and a new air valve be installed.
1. Before mounting tire to rim, remove all dirt and
rust from rim parts, particularly the O-ring
groove and bead seats. It is advisable to touch
up all metal parts with a good anti-rust paint to
prevent bare metal from being exposed to the
weather.
NOTE: 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.).
1. Valve Assembly
2. Bead Seat Band
3. Rim
4. O-Ring
5. Side Flange
G02022 10/11
FIGURE 2-8. FRONT WHEEL ASSEMBLY

11. Lockwasher
6. Lock Ring
12. Nut
7. Wheel Retainer Lug
13. Clamp
8. Nut
14. Cap Screw
9. Cap Screw
15. Flatwasher
10. Flatwasher
Tires and Rims
16. Lockwasher
17. Bent Plate
18. Hub
G2-9
NOTE: Do not allow paint, rust or other

contamination to cover mating faces of lockring (6)
and rim (3).
6. Install outer flange (5, Figure 2-8) in position

and replace bead seat band (2). Push in on
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.
Check to be sure that proper rim parts are used

for reassembly. Use of incompatible parts may
not properly secure the assembly resulting in
violently flying parts upon inflation
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 Nm
(35 in. lbs) torque.
3. Adjust vinyl clamp and cap screw on valve stem
and rim assembly. Tighten cap screw to standard torque.
4. Install inner flange on rim. Coat beads of tire
with tire mounting soap solution.
Prying against tire bead may cause damage to

tire bead and will cause air leaks.
8. Install lockring (6) and tap into place with lead

hammer. Lockring lug must fit into slot of
rim.
9. Remove valve core from valve stem and inflate
tire to seat beads of tire and O-ring as specified
by tire manufacturer.
Use a safety cage whenever possible. Stand to

one side as tire is being inflated. Never start
inflating unless lockring is securely in place. DO
NOT stand in front of or over lockring when
inflating.
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 recommended tire pressure.
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.
G2-10
Tires and Rims
10/11 G02022
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 1/12
Front Wheel Hub and Spindle
G3-1
NOTES:
G3-2
1/12 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 Section "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
assembly.
1. Bleed down the steering accumulator by shutting down the engine and turn the key switch
OFF and wait for at least 90 seconds. Open
drain valves at the bottom of each of the brake
system accumulators. Allow adequate time for
the accumulators to bleed down.
2. Disconnect the brake lines leading to each caliper and main brake supply line (1, Figure 3-1) at
the junction block. Plug or cap all lines to prevent contamination of the hydraulic system.
FIGURE 3-1. BRAKE SUPPLY LINES

1. Brake Supply Line
2. Junction Block
3. Caliper Supply Lines
4. Lubrication (Grease)
Supply Lines
3. Remove any grease lines being used for a

group lube or automatic lube system for the
steering cylinder and tie rod. Cap all lines.
4. Remove cap screws and washers securing
brake line junction block (2), and main brake
supply line (1) from spindle assembly. Plug or
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 position and remove plug. Allow all oil to drain out.
6. Remove lubrication lines from tie rod and steering cylinder. Disconnect tie rod and steering cylinder rod from spindle being removed. Refer to
"Steering Cylinder and Tie Rod Removal" in this
section.
G03030 1/12
G3-3
7. Position a fork lift under the wheel hub and

spindle assembly as shown in Figure 3-2. The
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.
10. Run the proper size tap into the threaded holes
to ensure clean, good quality threads.
8. Remove cap screws (1, Figure 3-3) securing

retainer plate (2) to spindle structure and suspension. Loosen cap screws in torque increments of 678 Nm (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 Nm (500
ft lb). DO NOT attempt to remove each cap
screw in one sequence.
FIGURE 3-3. WHEEL HUB & SPINDLE REMOVAL

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

5. Retaining Cap Screws
DO NOT remove the cap screws in one step with

an air wrench. Revolve around the circular pattern at least 3 times, gradually loosening the cap
screws during each revolution.
FIGURE 3-4. SPINDLE CAP SCREW SPACING

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

REMOVAL
G3-4
1/12 G03030
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.
Refer to Section "M", Options & Special Tools for
dimensions for fabricating the spindle pusher tool
and spacers (6, Figure 3-5). Special cap screws and
washers are also required.
The hydraulic ram must be a low profile hydraulic
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
408 233 kgf (900,000 lb).
Do not apply pressure to the hydraulic ram until

all 13 cap screws are installed.
15. Install the remaining 10 cap screws and tighten
them to 68 Nm (50 ft lb). This is to ensure all
cap screws will pull evenly when pressure is
applied by the hydraulic ram.
The maximum force that can be applied during

the spindle removal process is not to exceed
408 233 kgf (900,000 lb).
11. Locate 13 cap screws (1, Figure 3-5) and washers (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 washers with chassis grease.
13. Install pusher tool (5) as shown in Figure 3-5
using the only three cap screws (1), three washers (2) and three spacers (6). The three cap
screws must be evenly spaced. Tighten the
three cap screws to 68 Nm (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.
NOTE: If there is a large gap between the reaction
plate and the suspension, it may be necessary to add
steel spacers below the hydraulic ram.
G03030 1/12
FIGURE 3-5. PULLER TOOL WITH RAM

1. Cap Screw
(KC7095)
2. Hardened Washer
(WA0366)
3. Reaction Plate
4. Hydraulic Ram
5. Pusher Tool
6. Spacer
7. Steering Arm
8. Spindle
9. Suspension Piston
10. Area to heat
G3-5
Spindle Removal Procedure (Optional)

(off of the truck)
Heavy structures and high forces are involved in

this procedure. Use caution at all times when
applying force to these parts. Sudden release of
the spindle could cause components to move
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
tapered parts have not separated, slowly and
uniformly apply heat to the spindle as shown
(10, Figure 3-5). Heat must be applied in two
locations 180 degrees apart. Allow heat to penetrate into the spindle. Reapply heat as
required. Do not exceed 454 C (850 F) anywhere on the spindle.
Heating the spindle in excess of 454 C (850 F)

may cause serious damage to the spindle.
17. Use heat as specified in the previous step and a
large hammer to carefully tap the top surface of
the spindle until the spindle breaks free.
NOTE: If the spindle does not separate from the
suspension, the spindle and suspension must be
removed from the truck as an assembly. Then use
the Spindle Removal Procedure (off of the truck)
procedure to separate the spindle from the
suspension.
18. After separation, lower the wheel hub and spindle assembly away from suspension piston rod.
Be careful during removal to prevent damage to
the suspension piston rod taper and the tapered
spindle bore.
19. Move the spindle and hub assembly to a clean
work area for repair.
If the hydraulic ram method (with heat) did not separate the spindle from the suspension, then the suspension and spindle must be removed from the truck
as an assembly. With the suspension on the ground,
the pusher tool can be used to separate the spindle
from the suspension.
Heavy structures and high forces are involved in

this procedure. Use caution at all times when
applying force to these parts. Sudden release of
the spindle could cause components to move
forcefully and unexpectedly.
Refer to Section "M", Options & Special Tools for
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
screw threads and washers with a lubricant such as
chassis lube.
1. Position the suspension and spindle assembly

on the work floor as shown in Figure 3-6. The
suspension and spindle assembly weighs
11 000 kg (24,250 lb). Ensure the lifting device
can handle the load safely.
2. The wheel hub must be supported with an overhead hoist. The spindle assembly weighs
approximately 8,800 kg (19,400 lb). Ensure the
lifting device can handle the load safely.
NOTE: If the spindle is turned so the wheel hub is
resting on the ground, the spindle must still be
attached to an overhead hoist.
3. Install pusher tool (2, Figure 3-6) using cap
screws and washers (1) specified below:
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.
G3-6
1/12 G03030
4. After the tool has been installed, progressively

increase the torque on the cap screws in a circular pattern until the tapered piston breaks
loose, or until the maximum specified torque on
the cap screws of 2 142 Nm (1,580 ft lb) is
reached.
5. If the specified torque is reached and the parts
have not separated, slightly loosen the cap
screws and slowly and uniformly apply heat to
the spindle as shown (3, Figure 3-6). Heat must
be applied in two locations 180 degrees apart.
Allow heat to penetrate into the spindle. Reapply heat as required. Do not exceed 454 C
(850 F) anywhere on the spindle.
6. Tighten the cap screws again to the maximum

specified torque as described in Step 4.
7. Using a large hammer and heat at the specified
locations, carefully tap on the top surface of the
spindle until the piston breaks free.
Note: In extreme cases, it may be necessary to
remove additional steering arm retaining cap screws
and use additional pusher cap screws to apply more
force.
8. After separation, use the lifting device to move
the spindle assembly, to clean work area for
repair.
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
G03030 1/12
G3-7
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 contribute 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.
4. Raise the spindle and wheel hub assembly into
position.
FIGURE 3-7. SPINDLE AND WHEEL HUB

REMOVAL
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 Nm
(500 ft lb) torque.
b. Continue to tighten cap screws in increments
of 339 Nm (250 ft lbs) to obtain a final
torque of 2 142 Nm (1,580 ft lb).
FIGURE 3-8. WHEEL HUB & SPINDLE

INSTALLATION
1. Cap Screws
2. Retainer Plate
3. Spindle
G3-8
4. Spindle Steering Arm

5. Retaining Cap Screws
1/12 G03030
7. If removed, install steering arm (4, Figure 3-8).

Before installing steering arm, clean and check
the tapped holes in bottom of spindle for damaged threads. Retap holes, if necessary.
17. Install junction block (2) with the spacer, cap

screws, and flat washers.
Steering arm threads . . . . . . 1.25 in. - 12NF tap
19. Bleed brakes according to Bleeding Brakes,

Section "J".
8. Lubricate cap screws (5, 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%).
18. Attach supply lines to brake calipers and connect main supply lines to connection on frame.
20. Install wheel and tires as described in "Front

Wheel and Tire Installation".
9. Install cap screws (5) and tighten to 2 705 135

Nm (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 Nm (525
52 ft lb) torque. Connect lubrication lines.
11. Tighten the tie rod clamp cap screws and locknuts to 420 Nm (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.
13. 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. 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

1. Cover
4. Speed Sensor
2. Junction Block
5. Cap Screw
3. Harness
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 sensor and gear.
16. Install sensor harness (3) securely with mounting clamps. Connect sensor harness to chassis
harness.
G03030 1/12
G3-9
FIGURE 3-10. SPINDLE AND WHEEL HUB ASSEMBLY

1. Hub
2. Cap Screws & Lock Washers
3. Cover
4. Oil Fill Plug
5. Cap Screws & Flatwashers
6. Oil Level Sight Gauge
7. Shims
8. Retainer Plate
9. Cone
10. O-Ring
G3-10
11. Cup
12. Disc Brake
13. Brake Support
14. Cap Screw, Flatwasher, & Nut
15. Cap Screw & Flatwasher
16. Seal Assembly
17. Spindle
18. Spacer
19. Cone
20. Cup

23. Brake Disc
24. Oil Drain Plug
25. Bearing Pin, Outboard
26. Bearing Pin, Inboard
27. Relief Valve
28. O-Ring
1/12 G03030
Disassembly
Note: The preferred method for rebuilding the front
wheel hub and spindle assembly is to remove these
components as a complete unit, then support the
assemblies in a fabricated rebuild fixture, allowing
disassembly and reassembly with the axis of the
spindle positioned vertically. If repairs are made with
spindle installed on truck, be certain to observe
CAUTION statement below.
8. Remove face seal, bearing cone (19), and

spacer (18) from spindle.
9. If brake disc replacement is required, attach a
lifting device to the brake disc (1, Figure 3-11),
remove cap screws (2), and lift the brake disc
from hub (3).
10. If brake support replacement is necessary,
remove cap screws and flatwashers (21, Figure
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
handle the load safely. Attach a lifting device to
the wheel hub and carefully lift it straight up and
off the spindle. Remove outboard bearing cup
(11) and cone (9).
If disassembly of the wheel hub is accomplished

while on the truck, the outboard bearing cone
should be supported during wheel hub removal
to prevent cone from dropping and being damaged.
NOTE: Half of the face seal (16) will remain in the
bore of the hub. Do not remove seal unless
replacement is required. Use extreme caution when
handling face seals. Seals must be replaced in a
matched set. If one seal is damaged, both seals
must be replaced.
G03030 1/12
FIGURE 3-11. BRAKE DISC REMOVAL

1. Brake Disc
2. Cap Screws & Flat
Washers
3. Wheel Hub

1. Clean all metal parts in fresh cleaning solvent.
2. Replace any worn or damaged parts.
3. Replace all O-rings and face seals.
4. Inspect wheel hub and spindle for wear or damage.
5. Check all lips and cavities in spindle and wheel
hub for nicks or tool marks that may damage
the rubber seal ring on the face seals.
G3-11
Assembly
1. If removed, install brake support, (13, Figure 310) to the spindle (17).
2. Align the brake support so the center line of one
of the brake head mounting surfaces is above
the horizontal center line, and in line with the
vertical center line of the tapered bore on the
inboard end of the spindle. The completely
machined side of brake support plate should
face the outboard end.
3. Lubricate underside of cap screw (21) heads
and threads with multi-purpose grease Number
2 with 5% Molybdenum Disulphide. Install cap
screws and flat washers and tighten to 2007
Nm (1,480 ft lbs) torque.
NOTE: The mating surfaces between the spindle and
the brake caliper support must be clean and dry, and
with no excess cap screw lubricant on these
surfaces.
c. Check seal seat retaining lip for rough tool

marks or nicks. Smooth any nicks and reclean.
d. Install rubber sealing ring so it seats uniformly in the relief of seal. Be sure that it
rests uniformly against the retaining lip.
e. Using seal installation tool, install the floating
ring seal assembly in the seal seat. The
depth around the circumference of the seal
should be uniform.
f. Before assembling wheel hub and spindle,
wipe the seal faces with lint-free cloth to
remove any foreign material and fingerprints.
g. Place a few drops of light oil on a clean cloth
and completely coat the sealing faces of
seals.
Do not allow oil to contact the rubber sealing ring
or its seats.
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 installation, use the following instructions:
a. Handle all parts with care to avoid damaging
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 nonflammable cleaning solvent, make certain all surfaces are absolutely dry.
G3-12
FIGURE 3-12. INBOARD SEAL INSTALLATION

1. Seal Installation Tool
(TY2150)
2. Spindle
NOTE: To assure bearing lubrication during initial

operation lightly lubricate the bearings with SAE
80W-90 oil.
1/12 G03030
7. If removed, install disc (1, Figure 3-11) on the

wheel hub using cap screws and flat washers
(2). Lubricate the underside of cap screw (2)
heads and threads with multi-purpose grease
Number 2 with 5% Molybdenum Disulphide.
Tighten cap screws to 2007 Nm (1,480 ft lbs)
torque.
NOTE: The mating surfaces between the spindle and
the brake disc must be clean and dry, and with no
excess cap screw lubricant on these surfaces.
13. Install outboard pin (25, Figure 3-10) into slot on

spindle (17) and install inner bearing cone (9)
on spindle over pin (25).
14. Refer to Wheel Bearing Adjustment for final
assembly.
15. After the wheel bearings are adjusted, install
wheel speed sensor bracket. Install wheel
speed sensor in bracket.
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 temperature, press the cups tight against hub shoulder 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 damaging the seal, the spindle and hub should be
level.
NOTE: All parts must be in place before wheel hub
(1) is installed.
G03030 1/12
FIGURE 3-13. WHEEL HUB INSTALLATION

1. Support Chains
2. Wheel Hub
3. Fabricated Support
Stand
G3-13
Wheel Bearing Adjustment (Tire Removed)

1. Install bearing retainer (1, Figure 3-14), without
shims, with the thickness dimension stamp facing toward the outside. Install all six cap screws
(2) with flat washers. Tighten cap screws alternately using the following procedure:
a. Tighten all cap screws to 135 Nm (100 ft
lbs) torque, while rotating hub (3 revolutions
min).
b. Increase torque to 339 Nm (250 ft lbs)
torque, while rotating hub (3 revolutions
min).
c. Repeat step b. above until the torque on all
cap screws is maintained.
2. Loosen all six cap screws until the flat washers
are free. Rotate wheel hub (3 revolutions min).
8. Assemble a shim pack to equal the dimension

in Step 6 within 0.025 mm (0.001 in.).
NOTE: The above procedure results in a shim pack
which will provide a 0.178 mm (0.007 in.) nominal
preload for the bearings.
Shim pack must be compressed when measuring
to obtain an accurate measurement.
9. Remove cap screws and retainer. Install new Oring (28, Figure 3-10) in retainer. Install shim
pack and then re-install retainer, all cap screws,
and hardened washers.
10. In successive increments of 339 Nm (250 ft
lbs) torque, while rotating the hub (3 revolutions
min), tighten cap screws (2, Figure 3-14) alternately to 1017 102 Nm (750 75 ft lbs) final
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 Nm (60 ft
lbs) torque, while rotating the wheel hub (3 revolutions min). Tighten the two cap screws again
to 81 Nm (60 ft lbs) torque.
4. Tighten the same two cap screws to 149 Nm
(110 ft lbs) torque, while rotating the hub (3 revolutions 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 established 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.
G3-14
1/12 G03030
Wheel Bearing Adjustment (Tire mounted)

The following procedure covers adjustment of front
wheel bearings while the tire and rim, hub, and spindle are installed on the truck.
1. Park truck in a level area.
2. Apply the parking brake and block wheels to
prevent movement.
3. Lift the truck until the tire of the wheel being
adjusted is off the ground. Place blocking
securely under truck frame.
4. Rotate wheel to position drain plug (24, Figure
3-10) at the lowest position possible. Remove
the drain plug and drain the oil.
11. Tighten retainer cap screws alternately using

the following procedure:
a. Tighten all cap screws to 81 Nm (60 ft lbs)
torque while rotating the hub.
b. Increase torque on all cap screws to 163
Nm (120 ft lbs) while rotating hub.
c. Increase torque on all cap screwcap screws
to 244 Nm (180 ft lbs) while rotating hub.
d. Increase torque on all cap screws to 325
e. Increase torque on all cap screws to 339
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.
6. Install another chain (3) around the bottom half
of the tire and tighten enough to prevent movement during bearing adjustment procedure.
7. Remove cover (3, Figure 3-10).
FIGURE 3-15. WHEEL SUPPORT CHAIN

INSTALLATION
1. Suspension Support
Chain
2. Chain & Binder

3. Chain & Binder
8. Remove cap screws (5), retainer plate (8), and

shims (7).
9. Reinstall retainer plate (with the thickness
dimension stamp facing toward the outside),
cap screws, and hardened washers. Do not
install shims.
10. Remove tire retaining chains (2 & 3, Figure 315).
G03030 1/12
12. Loosen all six cap screws just enough until the
flat washers are loose enough to turn (approximately 1/2 turn) to allow some movement of the
bearing race to release the preload. Rotate the
wheel hub a minimum of three revolutions.
G3-15
13. Tighten two cap screws 180 apart and adjacent

to the 13 mm (0.50 in.) diameter depth measurement holes (3) to 81 Nm (60 ft lbs). Some
movement of the retainer and bearing race
must be observed. If no movement is observed,
repeat Step 11. Then rotate the wheel hub a
minimum of three revolutions.
14. Tighten the same two cap screws to 149 Nm
(110 ft lbs) while rotating the hub.
15. Using a depth micrometer, measure and record
the depth to the end of the spindle from the face
of the retainer plate through each of the two
holes in the retainer plate adjacent to the cap
screws tightened in Step 12.
16. Add the two depth dimensions measured in step
13 and divide the total by 2, to obtain an averaged depth dimension.
23. Tighten all cap screws alternately to 1017 102

Nm (750 75 ft lbs) torque in several successive increments while rotating the hub.
24. Using a new O-ring (10, Figure 3-10), install
cover (3). Install cap screws and washers (2)
and tighten to standard torque.
25. Rotate the wheel hub to position the fill plug (4)
at the 12 o'clock position. Remove the fill plug.
Add SAE 80W-90 oil to the wheel hub assembly
using the fill hole. When properly filled, the floating ball in the sight gauge will be at its highest
position. The wheel hub holds approximately 21
liters (5.5 gal) of oil. Replace fill plug.
26. Remove suspension support chain (1, Figure 315) if installed, and all cribbing. Lower truck
chassis so tire is on the ground.
Record average Depth (da):______________

17. Subtract the dimension stamped on the face of
the retainer plate from the averaged depth
above to determine the required shim pack.
ave. Depth(da) - plate Thickness(tp)=Shim Pack
da - tp = _______________ Shim Pack
NOTE: The above procedure results in a shim pack
which will provide a nominal 0.178 mm (0.007 in.)
preload for the bearings.
18. Assemble a shim pack equal to the dimension
established in step 16 within 0.03 mm (0.001
in.).
NOTE: Shim pack must be compressed when
measuring.
19. Reinstall tire support chains (2 & 3, Figure Figure 3-15).
20. Remove cap screws and retainer.
21. Install new O-ring on retainer. Install shim pack
and reinstall retainer, cap screws, and hardened
washers.
22. Remove tire support chains (2 & 3, Figure 315).
G3-16
OIL SAMPLING PROCEDURE

The front wheel bearings must be removed and
inspected every 5,000 hours.
However, Komatsu will now allow the use of scheduled oil sampling as an alternate method of monitoring the front wheel bearings. Customers using this
method must check the condition of the oil at regular
intervals. A history of these inspections must also be
maintained, and reviewed after each oil sample. This
review is an important part of the oil sampling process, as it identifies trends and/or significant
changes in the condition of the oil, which are indicative of a pending bearing problem.
Customers that use the oil sampling method of monitoring the wheel bearings will not be required to perform the 5,000 hour disassembly and inspection of
the front wheel bearings until a problem is identified
in the oil samples.
The oil sampling method requires a magnetic drain
plug in the wheel hub cover. If needed, order and
install magnetic drain plug (R2491) to replace the
standard drain plug (H6881) in the front wheel hubs.
1/12 G03030
Oil Sampling Guidelines

Inspect the magnetic drain plug for contamination
every 250 hours.
Sample the oil from each wheel hub every 500
hours. Record the oil sample results and
compare with previous results.
Change the oil in the front wheel hubs every
2500 hours.
Wait 50 hours after an oil change or any major
repair before taking the next oil sample.
Shorten the oil sampling interval when any of the
readings begin to show abnormal increases of
contamination.
If a definite trend of increased metal particles is
showing up in the oil samples, remove the front
wheels and inspect the bearings. Replace the bearings if necessary.
If any of the following conditions appear, an inspection or adjustment of the front wheel bearings is
required:
The amount of metal found on the magnetic plug
is high. (The magnetic plug will attract metal from
the oil. A failure is indicated by an increased
amount of metal on the magnetic plug).
External oil leaks around the front hub and
spindle area.
A sudden increase in the size of any particle
count in the oil sample, and/or if the nickel
concentration has increased in the oil sample. (A
sudden increase in the size of any particle count
in a oil sample can indicate a possible bearing
failure.)
If the front wheel bearings show obvious
symptoms of failure, disassembly and inspection
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
ensure that all contaminants are in suspension.
2. Take the oil sample within five minutes of stopping the truck.
3. Position fill plug (4, Figure 3-10) at the 3 o'clock
position.
4. Clean the area around the fill plug before
removing the plug. Remove the fill plug.
5. Obtain the oil sample at the lowest point possible inside the wheel hub.
6. Complete the oil sample form immediately and
submit it with the oil sample for analysis.
7. Install the fill plug.
8. Rotate the wheel hub to position the fill plug at
the 12 o'clock position. Remove the fill plug.
Add SAE 80W-90 oil to the wheel hub assembly
position.
OIL DRAIN AND REFILL PROCEDURE

1. Position the drain plug (24, Figure 3-10) at the
lowest position. Remove the drain plug and
drain all of the oil from the front wheel hub. Reinstall drain plug.
2. If necessary, rotate the wheel hub to position
the fill plug (4) at the 12 oclock position.
3. Add SAE 80W-90 oil to the wheel hub assembly
position. The wheel hub holds approximately 21
liters (5.5 gal) of oil.
4. When properly filled, the floating ball in the sight
gauge will be at its highest position.
5. Inspect and clean the fill plug. Reinstall the fill
plug.
NOTE: The oil may need to be changed more
frequently, depending on mine conditions and the
results of the oil sample tests.
NOTE: For more information regarding oil sampling,

refer to the Komatsu Oil Wear Analysis (KOWA)
manual.
G03030 1/12
G3-17
STEERING CYLINDERS
The steering cylinders and tie rod are mounted in the
same manner. The removal and installation instructions are applicable to both.
Spherical Bearing Wear Limits
It is necessary to determine the condition of spherical
bearings on steering linkage components for optimum steering performance. Ball diameter new
dimensions and maximum allowable wear specifications are listed in Table 1 (and reference Figure 316). Bearings that exceed the maximum wear limits
must be replaced.
If premature wear of the bearings is evident, check

the automatic lubrication system to ensure the proper
amount of lubrication is being received at the joint(s)
in question. If lubrication is done manually, ensure
that a sufficient amount of grease is being applied on
a regular basis. Refer to Section P, Lubrication and
Service, for information on proper lubrication intervals.
FIGURE 3-16. SPHERICAL BEARING WEAR LIMITS

1. Outer Race
2. Ball
G3-18
3. Pin
4. Housing
1/12 G03030
It is also important to ensure that steering linkage

components are tightened to the proper torque. Use
the proper torque specifications listed in this section
for steering linkage components.
Use extreme caution when performing maintenance on any vehicle with an active steering system. Serious injury or death can result from
contact with moving parts. Always keep a safe
distance from crush points.
5. The steering cylinder weighs approximately 126

kg (278 lb). Attach a suitable lifting device that
can safely handle the load safely to the steering
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 bearing spacers do not drop out and become
damaged when removing pin.
7. Use the lifting device to lift the cylinder from the
truck.
8. Remove seals (3), spacers (4) and washer (10).
Installation
TABLE 1. STEERING SPHERICAL BEARING
WEAR SPECIFICATIONS
Spherical Bearing Ball
Diameter (New)
91.19 mm
(3.59 in.)
Maximum Allowable Wear
1.01 mm
(0.040 in.)
1. The steering cylinder weighs approximately 126

kg (278 lb). Use a suitable lifting device to lift
the cylinder into position on the truck.
NOTE: Ensure bearing retainer (7, Figure 3-17) is
installed facing downwards.
2. Align bearing spacers (4), seals (3) and the barrel 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
1. With engine shut down and key switch OFF,
bleed down. Turn the steering wheel to ensure
no hydraulic pressure is present.
2. Block front and back of rear wheels to prevent
truck movement.
3. Disconnect hydraulic lines at the steering cylinders. Plug all line connections and cylinder
ports to prevent contamination of hydraulic system.
4. Remove locknuts (12, Figure 3-17), retainers
(11), and cap screws (1) from both ends of
steering cylinder.
4. Align bearing spacers (4), seals (3), washer

(10) and rod end with pin bores on steering arm.
5. Install pin (2), cap screw (1) and retainer (11)
and secure with locknut (12).
6. Tighten both locknuts (12) to 712 Nm (525 ft
lb) torque.
7. Connect grease lines to their respective ports.
Operate steering and check for leaks and
proper operation.
Bearing Replacement (Steering cylinder and tie

rod)
1. Remove cap screws (8, Figure 3-17) and lockwashers (9). Remove bearing retainer (7).
2. Press bearing (5) out of bore in steering cylinder 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 prevent rotation.
G03030 1/12
G3-19
FIGURE 3-17.STEERING CYLINDER INSTALLATION

1. Cap Screw
2. Pin
3. Seal
4. Spacer
G3-20
5. Bearing
6. Steering Cylinder
7. Retainer, Anti Rotation
8. Cap Screw
9. Lock Washer
10. Washer
11. Retainer
12. Locknut
1/12 G03030
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 Nm (525 ft lb)

torque.
1. With engine shut down and key switch OFF,

bleed down. Turn the steering wheel to ensure
no hydraulic pressure is present.
5. Connect grease lines to their respective ports.

Operate steering and check for proper operation.
2. Block front and back of rear wheels to prevent

truck movement.
6. Refer to the Toe-in Adjustment procedure in this

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 handle 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 bearing 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 approximately 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
perpendicular to the tie rod to prevent a twisting
motion. Ensure the tie rod clamping bolts are facing
to the rear of the truck.
2. Align bearing spacers (4), seals (3) and washers (6) with pin bores on both steering arms.
FIGURE 3-18.TIE ROD INSTALLATION

1. Cap Screw
2. Pin
3. Seal
4. Spacer
5. Tie Rod Assembly

6. Washer
7. Retainer
8. Locknut
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).
G03030 1/12
G3-21
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 Nm (310 ft
lb) torque. Reapply torque to each cap screw
and lock nut until the specified torque is maintained.
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
2. Cap Screw
3. Anti-Rotation Pad
4. Cap Screw
G3-22
5. Retainer
6. Bearing
7. Rod End (threaded)
8. Tie Rod
1/12 G03030
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,
Removal".
FIGURE 3-20.MEASURING TOE-IN
NOTE: For trucks with adjustable rod ends at both

ends of the tie-rod, pin removal is not necessary.
5. Loosen clamp nuts on tie-rod and adjust as
necessary.
a. For trucks with an adjustable rod end at only
one end of the tie-rod, adjust length by turning rod end "in" or "out". When dimension
required is attained, rotate the rod end to
align the bearing bore with the bearing bore
on the opposite end. Reinstall pin at spindle
according to the instructions in "Steering Cylinders and Tie Rod, Installation".
b. For trucks with adjustable rod ends at both
ends of the tie-rod, rotate tie-rod to obtain
the required dimension.
See chart under Figure 3-20 for "Toe-in Data"
6. Tighten clamp nuts on tie rod to 420 Nm (310 ft
lb) torque. Reapply torque to each capscrew
and lock nut until the specified torque is maintained.
830E Toe-In Data
cm (in.)
Nominal Tie-rod Length,

Radial Tires, 0 mm (0 in.) Toe-in
Loaded
365.76
(144.00)
Nominal Tie-rod Length,

Bias Ply Tires, 19 mm (0.75 in.) Toe-in
Loaded
366.50
(144.29)
Change In Toe-in
From Loaded to Empty
Change In Toe-in Length with:

One Full Turn Of One Rod-end
0.833
(0.328)
Change In Toe-in Length with:

One Full Turn Of Double End Tie Rod
1.666
(0.656)
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.
G03030 1/12
G3-23
NOTES:
G3-24
1/12 G03030
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
4/09 G04023
REAR AXLE HOUSING ATTACHMENT

PIVOT PIN
Installation
1. Raise pivot eye into position.
Removal
1. Park truck on firm, level surface and block front
and rear side of all tires.
2. Be certain spherical bearing inner race (7) is

aligned. Install spacers (5, Figure 4-1) and pin
(6).
3. Line up cap screw holes in pin with cap screw
holes in retainer plate (2). Install cap screws (4).
Truck body must be empty and down against

frame before attempting this procedure.
2. Release all brakes.
3. Charge rear suspensions with nitrogen until pistons are fully extended.
4. Place blocks or stands under each frame member beneath the hoist cylinders.
4. Rotate pin and retainer plate to align cap screw

holes in frame mounting structure.
a. Install cap screws and lockwashers (3).
b. Tighten cap screws (3) to 170 N-m (125 ft
lbs) torque.
c. Tighten cap screws (4) to 2325 N-m (1715 ft
lbs) torque.
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
structure and pivot eye may be necessary to push
the pivot eye down away from frame structure. Pivot
eye may also need to be moved to one side to clear
welded spacer.
NOTE 2: If the bore for pivot pin (6, Figure 4-1) in
mounting structure (1, retainer plate side) has been
damaged, a rework procedure to install a sleeve is
available. The rework drawing, EG4670, is available
in AK4952 Nose Cone Repair Kit.
G04023 4/09
FIGURE 4-1. PIVOT PIN INSTALLATION

1. Mounting Structure
2. Retainer Plate
3. Retainer Cap Screw &
Lockwasher
4. Cap Screw (12pt. - G9)
& Hardened Flatwasher
5. Bearing Spacer
6. Pivot Pin
7. Bearing
8. Bearing Retainer
9. Pivot Eye Structure
10. Bearing Carrier
11. Cap Screw (12pt. - G9
12. Locknut
G4-3
5. Install ground wire and lubrication line. Pressurize lube line to assure bearing receives grease.
6. Charge front suspension as described in Oiling
and Charging Procedure, Section H.
7. Charge rear suspensions with nitrogen to fully
extend pistons.
8. Remove blocks or stands from beneath the
frame.
Assembly
1. Setup an appropriate tool to press spherical
bearing (4, Figure 4-2) into bearing carrier (13).
Be sure bearing outer race is flush with bearing
carrier sides.
2. Install bearing retainers (2) with cap screws (5)
and locknuts (6). Tighten cap screws to 488
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 carrier (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
2. Bearing Retainer
3. Bearing Carrier
G4-4
4. Bearing
5. Cap Screw (G9)
6. Locknut
4/09 G04023
PIVOT EYE REPAIR
Disassembly
If damage occurs to the pivot eye (4, Figure 4-3), it

may be necessary to remove it from the rear axle
structure (1) to facilitate repair and bearing replacement.
Removal
1. Remove spherical bearing (4, Figure 4-2) as

described in Pivot Eye Bearing, Disassembly.
2. If bearing carrier (3) is damaged or worn, setup
an appropriate tool to press bearing carrier out
of the pivot eye structure bore.
Bearing Carrier (new):
To remove the axle housing pivot eye:

1. Follow all the preceeding instructions for Pivot
Pin Removal.
NOTE: Be certain axle housing (1) and wheels are
blocked securely!
2. Attach a lifting device to the pivot eye (4).
I.D. 222.209 0.013 mm (8.7484 0.0005 in.)

O.D. 247.701 0.013 mm (9.7520 0.0005 in.)
3. Inspect pivot eye structure bore for excessive
wear or damage.
Pivot Eye Bore (new):
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,
Figure 4-3), and pivot eye (4) are clean and not
damaged.
2. Lift pivot eye into position on front of axle housing. Insert several cap screws (2) and flatwashers (3) to align the parts. Remove the lifting
device.
3. Install the remaining cap screws and flatwashers. Tighten alternately until the pivot eye is
properly seated. Tighten cap screws to 2007
N-m (1480 ft lbs) final torque.
Assembly
1. Setup an appropriate tool to press bearing carrier (3, Figure 4-2) into the bore of the pivot eye
structure (1). Be certain the bearing carrier is
pressed fully into the pivot eye bore, flush with
sides. Lube groove in bearing carrier outer
diameter must align with lube fitting hole in pivot
eye structure.
NOTE: With parts to correct size, the fit of the
bearing carrier into the bore of the pivot eye structure
may be: 0.025 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
2. Cap Screw
G04023 4/09
3. Flatwasher
4. Pivot Eye
G4-5
ANTI-SWAY BAR
Disassembly
1. Remove snap rings (4) from bores of both ends
of anti-sway bar.
Removal
1. Position frame and final drive case to enable
use of a puller arrangement to remove antisway bar pins (7, Figure 4-4) on the rear axle
housing and frame. Note that the parts on both
ends are identical.
2. Block securely or place stands under each side
of frame beneath hoist cylinder mounting area.
3. Remove lubrication lines and position a fork lift
to remove anti-sway bar.
4. Remove shoulder bolt (1), flat washer and locknut (2) from both pins.
5. Attach puller and remove pin (3) at each end of
the anti-sway bar.
6. Remove anti-sway bar from mount (10).
7. Remove bearing spacers (3).
2. Press out spherical bearing (8).

1. Inspect bearing bores of anti-sway bar. If bores
are damaged, repair or replace anti-sway bar.
2. Inspect bushings for wear, replace if necessary.
Remove cap screw (5) and lockwasher (6) if
bearing replacement is required.
3. Inspect bearing spacers (3) for damage or
wear.
Assembly
1. Press in new spherical bearings (8).
2. Install snap rings (4).
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 standard 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 locknut. Start the pin into the bore of the rear axle
housing from the rear of the truck.
6. Attach lubrication lines.
7. Remove blocks or stands from under frame.
8. Charge suspensions if necessary. Refer to Section H for suspension charging procedure.
G4-6
FIGURE 4-4. ANTI-SWAY BAR INSTALLATION

(Typical, Both Ends)
1. Shoulder Bolt
2. Flat Washer & Locknut
3. Bearing Spacer
4. Snap Ring
5. Cap Screw
6. Lockwasher
7. Pin
8. Spherical Bearing
9. Anti-Sway Bar
10. Mounting Structure
4/09 G04023
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.
Removal
7. Route electrical cables through cable grips on

right hand end of axle.
1. Remove the dump body as outlined in Section

B.
NOTE: It is not necessary to remove the rear axle
assembly to service the anti-sway bar or pivot pin.
2. Loosen hose clamps and disconnect wheel
motor cooling flexible air duct from connection
on front center of housing.
8. Connect electrical cables to motorized wheels

inside axle housing using identifications made
at removal.
9. Reconnect all brake lines and remaining lube
lines. Bleed brake and lube lines.
10. Reconnect wheel motor cooling air duct and
clamp securely.
11. Install wheels and tires.
3. Mark and disconnect lube and brake lines from

center case.
4. Mark electrical cables for identification and disconnect 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 section.
7. Block up truck frame and remove rear HYDRAIR 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

INSTALLATION
3. Install anti-sway bar.

4. Install rear suspensions, as covered in Section
H, Suspensions.
(Shown with the body removed.)
5. Install wheel motors.
G05025 7/11
Rear Axle Housing
G5-3
WHEEL MOTOR
Removal
1. Block front wheels to prevent movement. Turn
key switch OFF. Wait for 90 seconds to bleed
hydraulic pressure from the steering system.
Turn the steering wheel to ensure no hydraulic
pressure remains. Open the drain valves on the
brake accumulators and bleed off hydraulic
pressure.
2. Raise the rear of truck, using jack adapter as
described in Wheels and Tires, this Section,
until tires clear the ground. Use support stands
or cribbing to block under rear housing.
3. Remove the inner and outer wheels from wheel
motor. Refer to Wheels and Tires, this Section,
for wheel removal instructions.
4. Drain oil from wheel motor gear case.
NOTE: To aid in assembly tag all lines and electrical
connections prior to disassembly.
1. Thoroughly clean the threaded holes and

mounting faces of the rear housing and the
wheel motor.
2. Inspect the threaded holes in the rear axle
housing for damage. Re-tap any holes that
have damaged threads. Thoroughly clean any
threaded holes that have been re-tapped.
3. Check the mounting faces of the rear axle
housing and the wheel motor for surface
defects (nicks, scratches, etc). Repair any
defects before installing the wheel motor.
4. Check the flatness of both mounting faces of
the rear axle housing. Check the flatness at four
equally spaced intervals (for example, 0, 45,
90 and 135).
5. The maximum allowable variation in flatness is
2.29 mm (0.09 in.). Do not use a rear axle housing that does not meet this specification.
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 overhead 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.
G5-4
Rear Axle Housing
7/11 G05025
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 oclock and

9 oclock positions) in the rear axle housing.
High tightening force is required to install the cap

screws that secure the wheel motors to the rear
axle housing. Repeated tightening will result in
cap screw fatigue and damage.
Do not reuse any wheel motor mounting hardware (cap screws and hardened washers).
Replace the hardware after one use.
Do not retighten any wheel motor mounting cap
screw that has loosened after the truck has been
placed into operation. If any wheel motor mounting cap screw has loosened during truck operation, all of the cap screws and hardened washers
must be replaced with new hardware.
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
cap screw if a defect is suspected.
4. Lubricate the cap screw threads, cap screw
head seats and washer faces with 5% molybdenum-disulphide grease.
NOTE: The special hardened washers that are used

in this application may have a punch lip on one side
due to the manufacturing process. When placing this
washer under the cap screw head, the washers must
be installed with the punch lip facing away from the
cap screw head to prevent damage to the fillet
between the cap screw head and the shank. Refer to
Figure 5-2.
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 specifications. Replace these cap screws with only new
cap screws of the correct hardness. Refer to the
appropriate parts book for the correct part number.
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 mounting 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
Coat, Never-Seez or other similar products, on
the threads of standard fasteners where standard
torque values are applied. The use of special friction-reducing lubricants will significantly alter
the clamping force during the tightening process.
If a special friction-reducing lubricant is used,
excessive stress and possible breakage of the
fasteners may result.
G05025 7/11
FIGURE 5-2. INSTALLATION OF HARDENED

WASHER
Rear Axle Housing
1. Washer
2. Cap Screw
G5-5
The wheel motors weigh approximately 11,800 kg

(26,000 lbs). Make sure lifting device is capable of
5. Lift wheel motor into position on the rear housing. Make sure all cables and lines are clear
before installation. (Figure 5-1).
6. Install the lubricated cap screws with flat washers for Group 1. Tighten each cap screw to 542
Nm (400 ft lb).
7. Repeat step 6 for each remaining group in the
tightening sequence. Refer to Figure 5-3.
8. After all of the cap screws in all of the groups
has been installed and tightened to 542 Nm
(400 ft lb), move back to Group 1. Increase the
torque on each cap screw in Group 1 to 2 006
Nm (1,480 ft lb). Repeat this step for each
remaining group in the tightening sequence.
All propulsion system power cables must be

properly secured in wood or other non-ferrous
cable clamps. If any clamps are cracked or
broken, replace them with new parts. Inspect
the cable insulation and replace an entire cable
if the insulation is damaged.
9. Open rear hatch (1, Figure 5-4) to access the
interior of the axle housing.
10. Connect power cables (3), wheel speed harness (5) and rear frame harness (6) to their
appropriate locations on the wheel motor.
11. Connect brake supply hoses (4) to the fittings on
the axle housing and brake assemblies.
12. Connect both breathers (2) to the wheel motors.
Ensure that there are no sharp bends or kinks in
the breather hoses.
FIGURE 5-3. WHEEL MOTOR MOUNTING HARDWARE INSTALLATION SEQUENCE
G5-6
Rear Axle Housing
7/11 G05025
13. Check the oil level in each wheel motor. Fill the
wheel motor with the recommended oil as necessary.
14. Check the hydraulic tank oil level before and
after engine start-up. Service the hydraulic tank
oil as necessary.
15. Bleed the service brakes and parking brakes
according to the brake bleeding procedure in
Section J in the shop manual.
16. Check the hydraulic tank oil level after the brake
bleeding procedure. Service the hydraulic tank
oil as necessary.
17. Install the tires and rims according to the procedure in this section.
High tightening force is required to install the cap

screws that secure the wheel motors to the rear
axle housing. Repeated tightening will result in
cap screw fatigue and damage.
Do not retighten any wheel motor mounting cap
screw that has loosened after the truck has been
placed into operation. If any wheel motor mounting cap screw has loosened during truck operation, all of the cap screws and hardened washers
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
2. Breathers
G05025 7/11
3. Power Cables
4. Brake Supply Hoses
Rear Axle Housing
5. Wheel Speed Harness

6. Rear Frame Harness
G5-7
WHEEL MOTOR GEAR OIL
Flushing The Gearbox
Change/Filter The Gear case Oil

Due to the use of synthetic oil, replacement or filtration of the oil on a time based interval is not required.
The oil should be replaced or filtered based on the oil
sample tests of viscosity, element levels and particle
size and count. Refer to the drive system shop manual for oil replacement or filtration information.
NOTE: Gear case oil should be replaced/filtered on
new or rebuilt motorized wheels after the first 500
hours of operation. Thereafter, follow the normal
schedule for oil replacement/filtration.
Timely and consistent oil sampling, testing of the oil
samples, tracking the test results, and interpretation
of the test results must be done on motorized
wheels. Failure to do so may affect warranty coverage on the components.
Oil
Viscosity recommendations have been expanded.
Refer to the drive system shop manual for more
detailed information on approved oils.
The gearbox may be flushed to remove accumulated

debris or external debris contamination. Flushing
must be done with same oil normally used in the
gearbox. Use of lighter oils or solvents should not be
used due to the residual oil or solvent remaining in
the gearbox resulting in misleading oil samples after
flushing.
Check Gear Case Oil Level

The oil level is checked at filler cap (2). Allow the
truck to remain stationary for at least 30 minutes to
allow all of the oil to drain to the sump before checking. Remove the oil filler cap to ensure the oil level is
at the top of the oil sump. Fill plugs (1) can also be
used to check oil level. If equipped with a sight
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.
NOTE: Over filling the gear case of the motorized
wheel may lead to leaks and seal damage.
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 material from the gear case oil. Small particles will attach
to the magnetic during operation preventing the
material from recycling through the gears and bearings. Between oil changes, remove only the magnetic 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
2. Fill Cap - Oil Level
G5-8
Rear Axle Housing
3. Plug - Magnetic
7/11 G05025
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 HYDRAIRII suspensions are hydro-pneumatic
components containing oil and nitrogen gas. The oil
and gas in the four suspensions carry the gross truck
weight less wheels, spindles and final drive assembly.
The front suspension cylinders consist of two basic
components; a suspension housing attached to the
truck frame and a suspension rod attached to the
front spindle. Check valves and orifice dampening
holes control suspension travel to provide good ride
qualities on haul roads under loaded and empty conditions. The front suspension rods also act as kingpins for steering the truck.
The HYDRAIRII suspension cylinder requires only
normal care when handling as a unit. However, after
being disassembled these parts must be handled
carefully to prevent damage to the machined surfaces. Surfaces are machined to extremely close tolerances and are precisely fitted. All parts must be
completely clean during assembly.
3. Discharge nitrogen pressure from suspension

by removing cap from charging valve (5, Figure
2-1). Turn the charging valve swivel nut (small
hex) (3, Figure 2-2) counterclockwise 3 full
turns to unseat valve seal (DO NOT turn more
than three turns). DO NOT TURN LARGE HEX
(4) (see DANGER below). Wearing face mask
or goggles, depress valve stem until all nitrogen
pressure has been relieved.
Ensure only the swivel nut (3) turns. Turning the

complete charging valve assembly may result in
the valve assembly being forced out of the suspension by the gas pressure inside.
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 covered in Section G.
2. Remove boot clamp and boot from around suspension. Disconnect pressure sensor and
wheel speed sensor, if equipped.
FIGURE 2-1. SUSPENSION CAP

1. Cap Structure
2. Sensor Port Plug
3. Charging Valve Guard
H02026 10/11
Front Suspensions
4. Vent Plug
5. Nitrogen Charging
Valve
H2-3
4. After all nitrogen pressure has been relieved,

loosen large hex (4) and remove charging valve
assembly. Discard flat gasket under large hex.
8. Remove nuts (3, Figure 2-3), washers (2) and

cap screws (1).
9. Remove nuts (3, Figure 2-3), washers (2) and
cap screws (4).
10. Remove cap screws (4), washers (2), and spacers (5).
11. Move suspension to a clean work area for disassembly.
FIGURE 2-2. CHARGING VALVE INSTALLATION

1. Valve Guard
2. Valve Cap
3. Swivel Nut (Small Hex)
4. Valve Body (Large

Hex)
5. Place a suitable container under suspension

cylinder. Remove bottom drain plug and allow
cylinder to drain completely.
NOTE: Front HYDRAIRII suspensions are equipped
with lower bearing retainer puller holes. If only rod
wiper, rod seals, bearing, O-ring and backup ring
replacement is required, it will not be necessary to
remove suspension from truck. Refer to Minor Repair
Only (Lower Bearing Structure & Seals) for bearing
structure removal and installation.
6. If major suspension rebuild is required, continue
removal procedure.
7. Attach fork truck or suitable lifting device to suspension. Secure suspension to lifting device.
Installation
Use the following procedure for preparing mounting
surfaces and mounting hardware.
1. The mounting surface of both the suspension
and the frame must be clean and dry. Use a
cleaning agent that does not leave a film after
evaporation, such as trichlorethylene, tetrachlorethylene, acetone or lacquer thinner.
When using a cleaning agent, follow the manufacturer's instructions for use, proper ventilation
and/or use of breathing apparatus.
2. Inspect suspension and frame mounting surfaces and spotfaces for flatness. Surface finish
must not exceed 250 (RMS) (medium tool cut).
Surface flatness must be within 0.25 mm (0.010
in.).
The front HYDRAIRII suspension weighs

approximately 2 225 kg (4,900 pounds). Be certain the lifting device to be used is of sufficient
capacity to handle load.
H2-4
Front Suspensions
10/11 H02026
High tightening torque is required to load the

front suspension mounting cap screws.
Repeated tightening will result in cap screw
fatigue and damage. DO NOT reuse mounting
cap screws, washers and nuts. Replace the hardware after each use.
Suspension mounting cap screws are specially
hardened to meet or exceed grade 8 specifications. Replace only with cap screws of correct
hardness. Refer to the appropriate parts book for
the correct part numbers.
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
suspension keyway.
7. Install fourteen cap screws (1, 4, Figure 2-3)
with hardened washers and nuts. (A flatwasher
is used under each cap screw head and each
nut. See Figure 2-4 for washer installation.) The
four bottom holes tapped into suspension housing require cap screws (4) with hardened washers (2), and spacers (5) only.
3. Use new cap screws, washers and nuts everytime 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
H02026 10/11
Front Suspensions
H2-5
8. The suspension mounting cap screws are now

ready for tightening using the Turn-of-the-Nut
Tightening Procedure. After completing the
tightening procedure, continue with Steps 9-12
below.
9. Charge suspension with dry nitrogen to fully
extend suspension piston before installing front
wheel hub and spindle.
10. Install wheel, spindle, and tire according to
instructions in Section G.
11. Service the suspension. For instructions refer to
HYDRAIRII Oiling and Charging Procedure.
12. Install suspension boot and secure with clamp.
TURN-OF-THE-NUT Tightening Procedure

NOTE: The Turn-of-the-Nut tightening procedure
was developed for high strength 1 1/2" UNC cap
screws (grade 8 or better) in this joint application
only. Do not use this tightening method for other
joint types or cap screws of lesser grade/size.
1. Initially tighten the hardware to 1 356 136

Nm (1,000 100 lb ft) in the sequence shown
in Figure 2-5. Use a properly calibrated torque
wrench to ensure accuracy.
NOTE: Do not exceed 4 rpm tightening speed. Do
not hammer or jerk the wrench while tightening.
The mounting cap screws will now need to be loosened 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 Nm
(1,000 100 lb ft).
3. Tighten the cap screw to 95 Nm (70 lb ft).
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.
H2-6
Front Suspensions
10/11 H02026
4. Mark a corner of the cap screw head with a

paint marker as shown in Figure 2-6. Draw a
reference line on the suspension surface next to
the marked corner on the cap screw. Draw a
reference line on the suspension 60 degrees in
advance of the marked corner on the cap
screw.
5. Hold the nut at the rear of the joint stationary
while tightening. Advance the cap screw to the
60 advance mark.
7. Repeat this process in sequence for the

remaining five cap screws in the upper mounting joint.
NOTE: If for any reason these fasteners need to be
checked for tightness after completing this
procedure, loosen and inspect all 14 cap screws and
repeat the entire process. The hardware, again, must
be cleaned and lubricated before repeating.
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
FIGURE 2-5. TIGHTENING
H02026 10/11
REFERENCE LINES
SEQUENCE MAP
Front Suspensions
H2-7
Lower Mounting Joint - 90 Advance

The proper sequence for the lower mounting joint is
5-6-7-8-11-12-13-14. Refer to Figure 2-5.
8. Loosen the first cap screw. All other cap screws
must remain tight.
9. Tighten the cap screw to 203 Nm (150 lb ft).
13. Repeat this process in sequence for the remaining cap screws in the lower mounting joint.
NOTE: If for any reason these fasteners need to be
checked for tightness after completing this
procedure, loosen and inspect all 14 cap screws and
repeat the entire process. The hardware, again, must
be cleaned and lubricated before repeating.

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
11. Hold the nut stationary at the rear of the joint

(where applicable) while tightening. Then
advance the cap screw to the 90 advance
mark.
12. Make new reference lines along the cap screw,
nut and frame at the rear of the joint as shown
in Figure 2-7. For the four cap screws with
spacers, refer to Figure 2-9. These reference
lines will be used to verify the cap screws have
maintained their torque.
H2-8
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 intervals: 8 hours, 50 hours, 250 hours, and 500 hours.
If the reference lines on the hardware (Figure 2-7
and Figure 2-9) have remained in alignment, the
truck may remain in use.
If at least one of the cap screws has shown signs of
movement, the truck must be taken out of service.
The suspension mounting cap screws must be
removed, cleaned, and inspected. If any cap screws
have any signs of damage, replace all cap screws.
Install the cap screws again, according to this installation procedure.
Front Suspensions
10/11 H02026
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 support 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 positioned 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
flange of bearing structure as shown in Figure 2-13.
3. Install temporary, guide bolts to ensure bolt hole
alignment as bearing retainer is seated. Lift
lower bearing structure (16) assembly into
place and carefully start into suspension housing. Install cap screws and hardened washers
(18 & 19). Tighten cap screws to 420 Nm (310
ft lb) torque.
FIGURE 2-10. PISTON ROD REMOVAL

1. Cap Screw
2. Hardened Flatwasher
3. Cap Screw
4. Hardened Flatwasher
5. Plate
6. Upper Bearing Structure
7. Housing
8. Piston
9. Steel Ball (2 ea.)

10. Roll Pin
11. Nut
12. Piston Stop
13. Key
14. O-Ring
15. Backup Ring
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.
H02026 10/11
Front Suspensions
H2-9
MAJOR SUSPENSION REBUILD

Disassembly
NOTE: Refer to your Komatsu Distributor for
HYDRAIRII repair information and instructions not
covered in this manual.
1. With suspension held in a vertical position (end
cap up), remove cap screws (1, Figure 2-10)
and hardened washers (2). Attach hoist to end
cap structure (16) and lift end cap out of suspension housing (7) until piston stop (12) contacts 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 carefully lift out of housing.
FIGURE 2-11. SUSPENSION ASSEMBLY

1. Housing
2. Plate
3. Cap Screw
4. Hardened Washer
5. Cap Screw
6. Washer
7. O-Ring
8. Backup Ring
9. Plug (Pressure
Sensor Port)
10. Upper Bearing
Retainer
11. Piston Stop
12. Nut
13. Roll Pin
14. Steel Check Ball

15. Piston
16. Lower Bearing
Structure
17. Plug
18. Cap Screw
19. Hardened Washer
20. O-Ring
21. Backup Ring
22. Key
23. Upper Bearing
Structure
24. Rod Buffer Seal
25. Rod Lip Seal
26. Rod Wiper Seal
FIGURE 2-11 SUSPENSION ASSEMBLY
.
H2-10
Front Suspensions
10/11 H02026
5. Remove cap screws and washers (18 & 19,

Figure 2-11). Install pusher bolts and remove
lower bearing structure (16).
6. Remove and discard rod wiper seal (26) lip seal
(25) and buffer seal (24). Remove and discard
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
ring (6). Remove plug from piston. Remove
backup ring (7) and O-ring seal (8) from the
plug.
Assembly
NOTE: All parts must be completely dry and free of
foreign material. Lubricate all interior parts with clean
HYDRAIR suspension oil (see Oil Specification
under Oiling and Charging Procedure).
Take care not to damage the machined or plated

surfaces, O-rings or seals when installing piston
assembly.
When installing backup rings with rod lip seal
(25) and buffer seal (24), ensure radius is positioned 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. Thoroughly 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
Nm (90 ft lb).
2. Install new rod buffer seal (24, Figure 2-11), lip
seal (25), and rod wiper (26).
FIGURE 2-12. PISTON PLUG

1. Piston Plug
2. Drain Plug
3. Cap Screw
4. Flat Washer
5. Retaining Plate
6. Retaining Ring
7. Backup Ring
8. O-Ring Seal
3. Install new O-rings (20) and backup rings (21)

in their appropriate grooves in the bearing structure (16).
NOTE: Backup rings (21) must be positioned toward
bearing retainer bolt flange as shown in Figure 2-13,
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 Nm (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.
H02026 10/11
Front Suspensions
H2-11
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 Nm (500 ft lb) torque.
NOTE: ALWAYS use new cap screws (3, Figure 210) 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 position
11. Install cap screws and hardened washers (1 &
2) and tighten to 420 Nm (310 ft lb) torque.
FIGURE 2-13. BACKUP RING PLACEMENT
1. O-Ring
2. Backup Ring
3. Bearing Structure
12. Install bottom plug (17, Figure 2-11) and tighten

to 17.5 Nm (13 ft lb) torque.
13. Install charging valve. Tighten valve body (large
hex) to 23 Nm (17 ft lbs) torque.
6. Slide upper bearing structure (6) over end cap

structure rod.
7. Install key (13) and piston stop (12) on end cap
structure rod. Ensure piston stop is fully seated
against the rod shoulder. Install locknut (11)
against piston stop. Tighten locknut one half
turn further, until hole for the roll pin (10) is in
alignment. Install roll pin.
8. Attach a lifting device to top side of end cap
assembly. Lower assembly down on piston (8).
Insert steel balls (9) in holes in piston prior to
fully seating bearing on top of piston. A small
amount of petroleum jelly will prevent the balls
from dropping out during assembly.
14. If charging valve is being reused, tighten swivel

nut (4, Figure 4-3) to 6 Nm (50 in. lbs) torque.
Install valve cap (1) and tighten finger tight.
If a new charging valve is being used, tighten
swivel nut to 15 Nm (11 ft lbs) torque, then
loosen and retighten swivel nut to 15 Nm (11 ft
lbs) torque. Again loosen swivel nut and
retighten to 6 Nm (50 in. lbs) final torque.
15. Install remaining plugs and/or pressure sensor.
16. Pressure test according to instructions on the
following page. If a leak is detected, the suspension must be repaired. Do not pressure test
the suspension with oil inside.
17. After a successful pressure test, add approximately 89.7 l (23.7 gal) of suspension oil.
18. Apply rust preventative grease to any exposed
machined surfaces.
H2-12
Front Suspensions
10/11 H02026
PRESSURE TEST
After rebuild is complete, suspension assembly
should be tested for leakage.
6. After the test is complete, remove the assembly

from the water tank.
7. Release the air or nitrogen pressure. Do not
remove the charging valve from the suspension.
8. Remove the suspension from the containment
device.
The entire suspension assembly must be placed

in a containment device that will keep the suspension piston in the retracted position and prevent it from extending during pressurization.
Make sure that the containment device is capable
of withstanding the applied force.
1. Collapse the suspension until the piston is fully
retracted in the housing.
2. Ensure that the charging valve and all plugs are
installed.
9. Install charging valve guard.

10. If suspension is to be stored, install suspension
oil prior to storage. (Refer to Front Suspension
Oiling this section.)
11. Protect exposed chrome surface to prevent
damage during storage and handling.
12. Protect remaining exposed, machined surfaces
with a rust preventive grease.
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.
H02026 10/11
Front Suspensions
H2-13
NOTES:
H2-14
Front Suspensions
10/11 H02026
SECTION H3
REAR SUSPENSIONS
INDEX
REAR SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-2

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-5
ROD DOWN SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-8
PRESSURE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-10
Suspension pressure test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-10
H03029
Rear Suspensions
H3-1
REAR SUSPENSIONS
The HYDRAIR II suspensions are hydro-pneumatic
components containing oil and nitrogen gas. The oil
an gas in the four suspensions carry the gross truck
weight less wheels, spindles and final drive assembly. The rear suspension cylinders consist of two
basic components; a suspension housing attached to
the rear axle housing, and a suspension rod attached
to the frame.
Removal
The HYDRAIR II suspension cylinder requires only

normal care when handling as a unit. However, after
being disassembled these parts must be handled
carefully to prevent damage to the machined surfaces. Surfaces are machined to extremely close tolerances and are precisely fitted. All parts must be
completely clean during assembly.
TABLE 1. TOOL LIST FOR SUSPENSION PIN

REMOVAL
Part Number
Description
Quantity
EJ2847
Pin Removal Tool
EJ2848
Cylinder
EJ2849
Hand Pump
EJ2850
Shackle
VN2707
Cap Screw
(0.625-11UNC x 2.75 in.)
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 necessary. Refer to Figure 3-5 for pin rework details.
1. Remove hose clamp (3, Figure 3-1,)and rubber
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 suspension 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
H3-2
3. Hose Clamp
4. Rubber Shield
Rear Suspensions
H03029
4. Place stands or cribbing under the truck frame

at each hoist cylinder mount
5. Open valve on suspension charging kit to
release nitrogen from the suspension. Disconnect charging kit.
9. Install pin removal tool (1, Figure 3-4,) to each

lower pin using the cap screws listed in Table 1.
Tighten the cap screws to 240 24 Nm (177
17 ft lbs).
6. Disconnect lubrication lines. Disconnect pressure sensor cable.

7. Position a fork lift under the suspension housing, above the lower mounting pin. Secure suspension to fork lift.
NOTE: The mounting arrangement for the top and
bottom pins are identical.
8. Remove locknuts (9, Figure 3-3,) and shoulder
bolts (6) at upper and lower pins (7) just on the
suspension cylinder to be removed.
The rear HYDRAIRII suspension weighs approximately 1 088 kg (2,400 lbs). Ensure that the
capacity of the lifting device used is sufficient for
lifting this load.
10. Position a fork lift (or other suitable lifting
device) under the suspension to be removed
and secure it to the lifting device.
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
2. Seal
3. Valve Core
4. Swivel Nut
5. Rubber Washer
6. Valve Body
7. O-Ring
8. Valve Stem
9. O-Ring
FIGURE 3-3. SUSPENSION MOUNTING PIN

(Typical, Top and Bottom)
1. Cap Screw
2. Washer
3. Bearing Spacer
4. Bearing
5. Sleeve
H03029
Rear Suspensions
6. Shoulder Bolt
7. Pin
8. Retainer Ring
9. Locknut
10. Washer
H3-3
17. Remove the cylinder from the truck. Clean the

exterior of the suspension thoroughly and move
to a clean work area for disassembly.
Do not exceed 10 tons of force when applying

pressure to the cylinder. Damage to the tool or
suspension components, as well as personal
injury to maintenance personnel, may result.
18. If it is necessary to remove the remaining rear

suspension cylinder, insert the pins back into
the upper and lower mountings.
19. Secure the pins using locking cap screws (4),
and repeat the removal process for the remaining 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
2. Shackle
H3-4
3. Cylinder
4. Cap Screw
Rear Suspensions
H03029
Installation
NOTE: Do not mix rod up with rod down designed
suspensions on the same truck. Both rear
suspensions must be of the same type.
1. Inspect mounting bore sleeves (5, Figure 3-3)

and bearing spacers for damage or wear.
Check fit of pins in bores prior to installing suspension. If necessary, replace sleeves (5).
Install cap screw (1) and washer (2). Tighten
cap screw (1) 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.)
3. Position top suspension eye with its spherical
bearing, between the ears on the frame as
shown in Figure 3-3. Ensure that the upper and
lower mounting eyes are aligned and the vent
plugs are positioned to the rear.
4. Lubricate pin (7), and align the bolt hole in the
pin with the hole in the frame and drive the pin
in far enough to hold it in position.
5. Insert bearing spacer (3) and continue to drive
the pin in through the spherical bearing. Insert
remaining bearing spacer (3) and continue to
drive the pin in until the bolt hole in the pin is
aligned with the hole in the frame.
H03029
6. Install shoulder bolt (6), washer (10) and locknut (9). Tighten the locknut to 68 Nm (50 ft lbs).
The shoulder bolt should be free to move, not
tight after the locknut is tightened.
7. Lower the suspension housing until the lower
mount bearing aligns with the bore in the rear
axle housing and repeat the above procedure to
install the bottom pin. The parts in the top and
bottom joint are identical.
8. Install the nitrogen charging kit and add nitrogen to raise frame off stands or cribbing, or use
a lifting device if available.
9. Connect lubrication lines. Connect pressure
sensor.
10. Service the suspension with oil and nitrogen.
For instructions, refer to HYDRAIR II Oiling
and Charging Procedure, this section.
11. Install rubber sheild (4, Figure 3-1) with hose
clamp (3).
12. Re-calibrate the payload meter system. Anytime
a suspension is serviced, the pressures inside
the cylinder changes, which will affect the accuracy of the payload meter.
Rear Suspensions
H3-5
ROD DOWN SUSPENSION
Use the following procedure to service rod down suspension assemblies.

Disassembly
1. Clean all parts thoroughly in fresh cleaning solvent. Use a solvent that does not leave a film
after evaporation, such as Trichlorethylene,
Acetone or 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).
3. If equipped, remove hose clamp and rubber
protection shield.
4. Depress charging valve stem to insure all nitrogen gas pressure has been released prior to
removing charging valve. Wear face mask or
goggles while relieving nitrogen gas. Suspension parts may move down while the nitrogen is
being discharged. After all nitrogen gas has
been released, remove charging valve. Remove
and discard charging valve gasket (10).
5. Remove plugs (22) to drain the oil. Be prepared
to catch approximately 51.1 l (13.5 gal) of oil.
6. Rotate the suspension 180 so the piston rod
(8) is facing up.
When using cleaning agents follow the solvent

manufacturer's instructions.
2. Dry all parts completely using only dry, filtered

compressed air and lint free wiping materials.
3. Inspect all parts for evidence of wear or damage. Inspect plated surfaces for scratches,
nicks or other defects. Replace or repair any
damaged parts.
4. Inspect check balls (16, Figure 3-7). If damaged, piston (8) must be replaced.
NOTE: If other repairs are necessary, refer to your
local Komatsu distributor for repair information and
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
retainer (5) will come out with piston (8). Additional oil may drain out at this time.
NOTE: Bearing retainer (5) has two threaded holes
(3/4 - 10UNC) that can be used as pusher holes, or
to attach a lifting device.
10. Place piston assembly on a work bench. Slide
bearing retainer (5) off of piston (8).
11. Remove and discard wiper seal (15), rod lip seal
(14), buffer seal (13), O-ring (11), and backup
ring (12) from bearing retainer.
12. Remove and discard bearings (3) and (4).
13. If the spherical bearings (6, Figure 3-3) require
replacement, remove the retainer rings (5).
Press bearing out of bore.
H3-6
FIGURE 3-6. REAR SUSPENSION ASSEMBLY

(ROD DOWN)
1. Housing
2. Vent Plug
3. Bearing
4. Bearing
5. Bearing Retainer
6. Cap Screw
7. Flat Washer
8. Piston
9. Charging Valve
10. Gasket
11. O-Ring
12. Back-Up Ring
Rear Suspensions
13. Buffer Seal

14. Lip Seal
15. Wiper Seal
16. Cap Screw
17. Lock Washer
18. Flat Washer
19. Cover
20. Plug
21. Plug (Sensor Port)
22. Plug
H03029
FIGURE 3-6. REAR SUSPENSION ASSEMBLY (ROD DOWN)
H03029
Rear Suspensions
H3-7
Assembly
Assembly must be accomplished in a clean, dust free
work area. All parts must be completely clean, dry
and free of rust or scale. Lubricate all interior parts
and bores with fresh suspension oil. (See Oil Specifications under Oiling and Charging Procedure in this
section). As an alternative, coat seals, wiper and
bearing with a light coat of petroleum jelly.
1. If removed, install the spherical bearing (6, Figure 3-3) in the eye of the piston rod and of the
cylinder housing.
2. Place the ring retainers (5) in position to secure
the bearings.
3. Install wiper seal (15, Figure 3-7). When installing rod lip seal (14), ensure white marking (17)
is positioned as shown.
4. Install buffer seal (13). Ensure white marking
(17) is positioned as shown.
5. Install backup ring (12) and O-ring (11). Ensure
the O-ring is positioned as shown in Figure 3-7.
12. Thoroughly lubricate O-ring seal (11) with petroleum jelly. Use a suitable lifting device, lift up
the piston assembly and install inside of housing (1). Use care during piston installation to
prevent damage to machined and chrome surfaces.
13. Fully install bearing retainer down into housing.
After bearing retainer (5) is fully seated, install
cap screws (6) with flat washers (7). Tighten the
cap screws to 420 Nm (310 ft lbs).
NOTE: Cap Screws (6) are grade 8 specification.
14. Install plug (20, Figure 3-6) and vent plug (2).
Install pressure sensor or plug (21). Install protective cover (19).
15. Using new gasket, install charging valve.
Tighten large hex of charging valve to 23 Nm
(17 ft lbs).
the swivel nut to 15 Nm (11 ft lb), then loosen
and retighten the swivel nut to 15 Nm (11 ft lb).
Loosen the swivel nut again, then retighten it to
6 Nm (50 in. lb). Install the valve cap fingertight.
6. Install bearing (4) inside bearing retainer (5).

Thoroughly lubricate the bearing with suspension oil so it is entirely wet.
7. Install bearing (3) on piston (8). Thoroughly
lubricate the bearing with suspension oil so it is
entirely wet.
8. Position piston (8) standing upright with the eye
on top. Thoroughly lubricate the top portion of
the machined surface of the piston with suspension oil.
16. Do not add any oil to the suspension if it is to be

tested. Test the suspension cylinder for leaks.
Refer to the Pressure Test at the end of this
chapter for detailed information.
17. After a successful pressure test:
9. Lubricate seals (13), (14) and (15) inside the

bearing retainer with petroleum jelly.
10. Use a suitable lifting device, carefully install
bearing retainer (5) down over the piston. Use
care to not damage any seals. Slide bearing
retainer part way down on the piston.
NOTE: Bearing retainer (5) has two threaded holes
(3/4 - 10UNC) that can be used to attach a lifting
device.
a. If the suspension is to be stored, add one

liter (two pints) of a rust preventive oil. This
oil must be drained when the suspension is
put back into service. Also apply rust preventative grease to any exposed machined surfaces.
b. If suspension is to be placed back into service right away, add suspension oil to the
suspension. Refer to the oiling procedure.
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.
H3-8
Rear Suspensions
H03029
FIGURE 3-7. REAR SUSPENSION ASSEMBLY (ROD DOWN)

1. Housing
2. Vent Plug
3. Bearing
4. Bearing
5. Bearing Retainer
6. Cap Screw
H03029
7. Flat Washer
8. Piston
9. Charging Valve
10. Gasket
11. O-Ring
12. Back-Up Ring
Rear Suspensions
13. Buffer Seal

14. Lip Seal
15. Wiper Seal
16. Ball Check
17. White Marking
H3-9
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
leakage occurs, the cause of the leakage must be
identified, and repaired before the suspension is
installed on the truck.
Piston/piston seal area

Charging valve and plugs
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

in a containment device that will keep the
suspension piston in the retracted position and
prevent it from extending during pressurization.
Make sure that the containment device is capable
of withstanding the applied force.
1. Collapse the suspension until the piston is fully
retracted in the housing.
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.
8. Release the air or nitrogen pressure. Do not

remove the charging valve from the suspension.
9. Remove the suspension from the containment
device.
10. If the suspension is to be stored, add one liter
(two pints) of a rust preventive oil inside the
suspension. This oil must be drained when the
suspension is put back into service. Also apply
rust preventative grease to any exposed
machined surfaces.
11. Store the suspension in a collapsed position to
protect the piston chrome surface until it is
installed on a truck.
5. Pressurize the suspension with air or nitrogen

to 690 138 kPa (100 20 psi).
H3-10
Rear Suspensions
H03029
SECTION H4
OILING AND CHARGING PROCEDURE
OILING AND CHARGING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1

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 DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-9
Rear Suspension Oiling (Rod Down Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-9
Rear Suspension Nitrogen Charging (Rod Down Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-11
OIL AND NITROGEN SPECIFICATIONS CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-13
H04028
Oiling and Charging Procedures
H4-1
NOTES:
H4-2
H04028
OILING AND CHARGING PROCEDURE

GENERAL
These procedures cover the Oiling and Charging of
HYDRAIRII suspensions on Komatsu Electric Drive
Dump Trucks.
Suspensions which have been properly charged will
provide improved handling and ride characteristics
while also extending the fatigue life of the truck frame
and improving tire wear.
Any time the suspensions are recharged, the calibration of the Payload Meter system is affected. Refer to
the Payload Meter III section and perform a
Clean Truck Tare. This will ensure accurate payload
records.
NOTE: Inflation pressures and exposed piston
lengths are calculated for a normal truck gross
vehicle weight (GVW). Additions to truck weight by
adding body liners, tailgates, water tanks, etc. should
be considered part of the payload. Keeping the truck
GVW within the specification shown on the Grade/
Speed Retard chart in the operator cab will extend
the service life of the truck main frame and allow the
HYDRAIRII suspensions to produce a comfortable
ride.
All HYDRAIRII suspensions are charged with

compressed nitrogen gas with sufficient pressure to cause injury and/or damage if improperly
handled. Follow all safety instructions, cautions,
and warnings provided in the following procedures to prevent any accidents during Oiling and
Charging.
For best results, HYDRAIR II suspensions should

be charged in pairs (fronts together and rears
together). If rears are to be charged, the fronts
should be charged first.
NOTE: For longer life of suspension components, a
Friction Modifier should be added to the suspension
oil. See Specifications Chart, Figure 4-7 at the end of
this chapter.
NOTE: Set up dimensions specified in the charts
must be maintained during oiling and charging
procedures. However, after the truck has been
operated, these dimensions may vary.
EQUIPMENT LIST
HYDRAIR Charging Kit
Jacks and/or Overhead Crane
Support Blocks (Front and Rear) for:

Oiling Height Dimensions
Nitrogen Charging Height Dimensions
HYDRAIR Oil (See Specifications Chart)
Friction Modifier (See Specifications Chart)
Dry Nitrogen (See Specifications Chart)
If both front and rear suspension are to be serviced

at the same time, service the front suspensions first.
Do not remove the front suspension nitrogen charging blocks until after the rear suspensions have been
completely serviced.
Proper charging of HYDRAIRII 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.
H04028
H4-3
HYDRAIR CHARGING KIT

Assemble service kit as shown in Figure 4-1 and
attach to container of pure dry nitrogen (8).
Installation of Charging Kit
1. Remove protective covers and charging valve
caps from suspensions to be charged.
2. Turn "T" handles (1, Figure 4-1) of adapters (2)
completely counterclockwise.
5. Attach charging valve adapters (2) to each suspension charging valve stem.
6. Turn "T" handles (1) clockwise (this will depress
core of charging valve and open the gas chamber of the suspension).
7. Open both outlet valves (3).
NOTE: By selective opening and closing of outlet
valves (3), and inlet valve (4), suspensions may be
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
three full turns counterclockwise to unseat the
valve.
Removal of Charging Kit

1. Close both outlet valves (3).
2. Turn "T" handles (1) counterclockwise to
release charging valve cores.
3. Remove charging valve adapters (2) from
charging valves.
5. Install charging valve caps and protective covers 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)
H4-4
H04028
SUPPORT BLOCKS FOR OILING AND

CHARGING DIMENSIONS
Prior to starting oiling and charging procedures, supports should be fabricated which will maintain the
correct exposed piston rod extensions.
Rear support blocks for nitrogen charging are no

longer necessary. Rear suspensions still require
support blocks for oil charging.
Exposed piston rod extensions are specified for both
oil level and nitrogen charging for HYDRAIRII suspensions. These dimensions are listed in the Tables
below Figures 4-2 and 4-4. Measure dimensions
from the face of the cylinder gland to the machined
surface on the spindle at the front suspension. Measure from the face of the cylinder gland to the piston
flange at the rear suspension.
Support blocks may be made in various forms. Mild
steel materials are recommended for front suspensions. Square stock or pipe segments [1 in. (25 mm)
minimum] may be used. Blocks must be capable of
supporting the weight of the truck during oiling and
charging procedures while avoiding contact with
plated surfaces and seals on the suspension. Refer
to Figure 4-2 for front suspension support block
placement and Figure 4-4 for rear support block
placement.
FRONT SUSPENSION
1. Park the unloaded truck on a hard, level surface. Place the directional control lever in
PARK. Place wheel chocks in front and behind
two rear tires to prevent roll away.
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
valve on the suspensions. Remove the protective covers from the charging valves.
All HYDRAIRII suspensions are charged with

compressed nitrogen gas with sufficient pressure to cause injury and/or damage if improperly
handled. Follow all the safety notes, cautions and
warnings in these procedures to prevent accidents during servicing and charging.
Front Suspension Oiling
When blocks are in place on a suspension, they

must be secured with a strap or other means to
avoid accidental discharge. An unsecured block
could fly loose as weight is applied, presenting
the possibility of serious injury to nearby personnel and/or damage to the equipment. Overhead
clearance may be reduced rapidly and suddenly
when nitrogen pressure is released!
Friction Modifier should be added to the suspension
this chapter.
H04028
H4-5
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 pistons or damage wiper seals in the lower bearing
retainer. Support blocks must seat on the spindle 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
and be seated solidly on the support blocks.
FIGURE 4-2. FRONT SUSPENSION
4. Remove top fill plug next to the charging valve

(Figure 4-2).
5. Fill the suspension with clean HYDRAIR oil
(with 6% friction modifier) until the cylinder is full
to the top of the fill plug bore. Drip pans should
be used and all spillage cleaned from outside of
the suspension. Allow the suspension to stand
for at least 15 minutes to clear any trapped
nitrogen and/or bubbles from the oil. Add more
suspension oil if necessary. Install a new fill
plug O-ring, and install the plug.
TABLE 1: FRONT SUSPENSION DIMENSIONS

(EMPTY)
OILING HEIGHT
CHARGING
HEIGHT
CHARGING PRESSURE
25.4 mm
(1.0 in.)
229 mm
(9.00 in.)
*2 696 kPa
(391psi)
* Charging pressures are for reference only and may vary depending
on body weights.
NOTE: The front suspension holds approximately

89.7 l (23.7 gal) of oil.
H4-6
H04028
Front Suspension Nitrogen Charging
2. Tighten valve body (large hex, 6) to 23 Nm (17

ft lbs) torque. The valve swivel nut (small hex,
4) must be unseated by turning counterclockwise 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
may be suddenly reduced.
1. If removed, install the charging valve with new
O-ring (9, Figure 4-3). Lubricate the O-ring with
clean HYDRAIRoil.
Dry nitrogen is the only gas approved for use in

HYDRAIRII suspensions.Charging of these
components with oxygen or other gases may
result in an explosion which could cause fatalities, serious injuries and/or major property damage. Use only nitrogen gas meeting the
specifications shown in chart (Figure 4-7).
3. Install HYDRAIR Charging Kit and a bottle of
pure dry nitrogen. Refer to Installation of Charging 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 cylinder surfaces and oil seals when installing the
blocks.
FIGURE 4-3. CHARGING VALVE

6. Remove the center hose from manifold (6).
1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
5. Rubber Washer
6. Valve Body
7. O-Ring
8. Valve Stem
9. O-Ring
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).
H04028
H4-7
9. Charge the suspensions to the pressure listed

in Table 1. DO NOT use an overcharge of nitrogen to lift the suspensions off of the charging
blocks.
10. Close inlet valve (4, Figure 4-1). Leave outlet
valves (3) open for five minutes in order to allow
the pressures in the suspensions to equalize.
11. Close outlet valves (3) and remove charging kit
components. Refer to Removal of Charging Kit.
records.
The front HYDRAIR suspensions are now ready for
operation. Visually check the extension with the truck
both empty and loaded. Record the extension dimensions. Maximum downward travel is indicated by the
dirt ring at the base of the piston. Operator comments on steering response and suspension rebound
should also be noted.
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
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 nitrogen 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.
H4-8
H04028
REAR SUSPENSION - ROD DOWN

Follow the steps below for servicing suspensions
with the piston rod facing down. For trucks where the
piston rod is up, refer to REAR SUSPENSION -ROD
UP.
Rear Suspension Oiling (Rod Down Only)

1. Position and secure oiling support blocks (2,
Figure 4-4) in place so the blocks are seated
between main frame (1) and rear axle housing
(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 suspensions on the same truck. Both rear suspensions must be of the same type.
1. Park the unloaded truck on a hard, level surface. 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.
The front tires will roll forward and backward a small
amount as the suspension travels up and down
during the suspension charging process.
3. Thoroughly clean the area around the charging
valve on the suspensions. Remove the protective covers from the charging valves. Remove
the hose clamp and the rubber cover from the
suspension housing.
Friction Modifier must be added to the suspension
this chapter.

1. Main Frame
2. Oiling Support Block
TABLE 2: REAR SUSPENSION DIMENSIONS

(EMPTY)
OILING HEIGHT
CHARGING
HEIGHT
CHARGING PRESSURE
54.2 mm
(2.13 in.)
270 mm
(10.63 in.)
*1 186 kPa
(172psi)
* Charging pressures are for reference only and may vary depending
on body weights.
H04028
H4-9
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.
Ensure all personnel are clear and support
blocks are secure before relieving nitrogen pressure from the suspension. Use a face mask or
goggles when venting nitrogen.
8. Install the charging valve onto the suspension.

Tighten valve body (6, Figure 4-3) to 23 Nm (17
ft lb).
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
nitrogen pressure has been vented to atmosphere, 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 4-4) 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 4-5), 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
until clean oil seeps from the open ports. Use
drip pans should be used and all spillage
cleaned from the outside of the suspension.
Allow the suspension to settle for at least 15
minutes to clear any trapped nitrogen and bubbles from the oil. Add more suspension oil if
necessary.

1. Main Frame
2. Vent Plug / Fill Port
3. Pressure Sensor /
Fill Port
4. Charging Valve /
Fill Port
NOTE: The rear suspension holds approximately

51.1 l (13.5 gal) of oil.
H4-10
H04028
Rear Suspension Nitrogen Charging

(Rod Down Only)
3. Install HYDRAIR Charging Kit and a bottle of

pure dry nitrogen. Refer to Installation of Charging 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

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 may be suddenly reduced.
5. Remove the oiling charging blocks.
Be aware when relieving nitrogen gas, the truck

may lower suddenly.
Ensure the automatic apply circuit has not

applied the service brakes during truck maintenance. 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 Oring (9, Figure 4-3). Lubricate the O-ring with
clean HYDRAIRoil.
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
three full turns.
6. Slowly release gas until the suspensions match

the charging height listed in Table 3.
7. Close inlet valve (4, Figure 4-1). Leave outlet
valves (3) open for five minutes in order to allow
the pressures in the suspensions to equalize.
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
side exceeds 10 mm (0.39 in.), check the front
suspensions for equal extension. Adjust the
front as necessary.
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.
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

HYDRAIRII suspensions. Charging of these
components with oxygen or other gases may
result in an explosion which could cause fatalities, serious injuries and/or major property damage. Use only nitrogen gas meeting the
specifications shown in chart (Figure 4-6).
H04028
10. If the charging valve is being reused, tighten

swivel nut (4, Figure 4-3) to 6 Nm (50 in. lbs)
torque. Install valve cap (1) and tighten finger
tight.
loosen and retighten the swivel nut to 15 Nm
(11 ft lbs) torque. Again, loosen the swivel nut
and retighten to 6 Nm (50 in. lbs) torque.
Replace valve cap (1) and tighten finger tight.
H4-11
11. Install the protective guard over the charging

valves. Install the hose clamps with the rubber
covers over the suspension housings.
records.
H4-12
The rear HYDRAIR suspensions are now ready for

operation. Visually check piston extension both with
the truck loaded and empty. Record the extension
dimensions. Maximum downward travel is indicated
by the dirt ring at the base of the piston rod. Operator
comments on steering response and suspension
rebound should also be noted.
H04028
OIL AND NITROGEN SPECIFICATIONS CHART

HYDRAIR II OIL SPECIFICATIONS
Ambient Temperature
Range
-30F & above

(-34.5C & above)
Part No.
Approved Sources
VJ3911
(need to add
6% of
AK3761)
Sunfleet TH Universal Tractor Fluid

Mobilfluid 424
Chevron Tractor Hydraulic FluidMobil DTE 15M
Conoco Power Tran III Fluid
Texaco TDH Oil
Petro Canada Duratran Fluid
AMOCO ULTIMATE Motor Oil
Shell Canada Donax TDL
5W-30
AK4063
Suspension Oil (premixed with

6% Friction Modifier)
AK4064
-55F & above

(-48.5C & above)
5 Gallon container
55 Gallon container
VJ5925
(need to add
6% of
AK3761)
Emery 2811, SG-CD,

5W-30
Mobil Delvac I, 5W-40
Petro Canada Super Arctic Motor

Oil, 0W-30
Conoco High Performance
Synthetic Motor Oil, 5W-30
AK4065
Suspension Oil (premixed with

5 Gallon container
AK4066
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
(5 Gallon container of
1 gallon of suspension oil
add 7.7 oz.
5 gallons of suspension oil
add 38.4 oz.
55 gallons of suspension oil
add 3.3 gal.
NITROGEN GAS (N2)SPECIFICATIONS

HYDRAIR
Nitrogen gas used in

II
Suspension Cylinders must meet or
exceed CGA specification G-10.1 for
Type 1, Grade F Nitrogen Gas
Property
Value
Nitrogen
99.9% Minimum
Water
32 PPM Maximum
Dew Point
-68F (-55C) Maximum
Oxygen
0.1% Maximum
FIGURE 4-6. SPECIFICATIONS CHART
H04028
H4-13
NOTES:
H4-14
H04028
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 830E truck is equipped with hydraulic actuated
disc brakes. The front brakes have three calipers
applying braking effort to a single disc on each
wheel. The rear brakes have two (armature-speed)
discs with one caliper per disc. Each rear caliper also
contains an integrated parking brake piston.
The fundamental function of the brake system is to
provide an operator the control he needs to stop the
truck in either a slow modulating fashion or in as
short a distance as reasonably possible.
Outlined below are the functions that are necessary
for safe truck operation:
1. Warn the operator as soon as practical of a serious or potentially serious loss of brake pressure
so proper action can be taken to stop the truck
before the secondary system is exhausted of
power.
2. Provide secondary brake circuits such that any
single failure leaves the truck with sufficient
stopping power.
3. Automatically apply service brakes if low pressure warnings are ignored and pressures continue to decrease.
4. Wheel brake lock to relieve the operator from
holding the brake pedal while at the dump or
shovel.
5. Spring applied park brake for holding, not stopping, the truck during periods other than loading
or dumping.
6. Brake system that is easy to diagnose and perform necessary service.
The following brake circuit description should be

used in conjunction with the hydraulic brake system
schematic, refer to Section "R".
The brake system consists of two major valve components; 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.
J02037 11/11
The remainder of the system, including the brake

manifold, circuit accumulators, and electrical components, are located in a weatherproof cabinet behind
the cab. This cabinet is accessible for diagnostic and
service work.
The brake manifold contains dual circuit isolation
check valves, accumulator bleed down valves, and
valves for brake lock, park brake and automatic apply
functions. All of these components are screw-in cartridge type valves.
In the 830E truck, there are two independent means
of brake actuation, the service brake pedal and brake
lock switch.
SERVICE BRAKE CIRCUIT OPERATION

This portion of the system provides the operator the
precise control he needs to modulate (feather) brake
pressure to slowly stop the truck or develop full brake
effort to stop as quickly as possible. The heart of this
circuit is the treadle operated dual circuit brake valve.
This valve enables the operator to control the relatively high pressure energy within the brake accumulators directly to the brakes. The only element
between the operators foot and the actual brake fluid
is the dual circuit treadle valve.
As the pedal is depressed, each valve within the dual
circuit treadle valve simultaneously delivers fluid from
its respective accumulator to the wheel brakes at a
pressure proportional to both pedal position and
force. The further the pedal is depressed, the higher
the brake force, giving a very positive feel of control.
Brake accumulators have two functions; storing
energy for reserve braking in the event of a failure
and, provide rapid oil flow for good brake response.
Depression of the brake pedal actuates the stop light
pressure switch, which in turn actuates stop and service brake indicator lights and propulsion interlock.
The stop light switch (12, Figure 2-1) is located on
the junction block (10) inside the brake cabinet.
Brake Circuit
J2-3
FIGURE 2-1. HYDRAULIC BRAKE CABINET

1. Rear Brake Accumulator
2. Charging Valve
3. Front Brake Accumulator
4. Park Brake Pressure Reducer Valve
5. Hoist Pilot Valve
6. Hoist Pilot Manifold
7. Hoist-Up Limit Solenoid
8. Pilot Operated Check Valve
9. Brake Lock Degradation
Pressure Switch
10. Junction Block
J2-4
11. BF & BR Test Port

(Front & Rear Brake)
12. Stop Light Switch
13. Brake Lock Shuttle Valve
14. Brake Lock Pressure
Reducing Valve
15. Brake Lock Solenoid
17. Bleed Down Valve
(Front Brake Accumulator)
18. Accumulator Test Port
Brake Circuit
19. Automatic Apply Valve

(Rear Brake Accumulator)
21. Brake Manifold
22. Low Brake Accumulator Pressure Switch
23. Park Brake Pressure Switch
24. Brake Warning Delay Timer
25. Brake Warning Light Relay
26. Park Brake Test Port
27. Pressure Sensor (Komtrax)
11/11 J02037
SECONDARY BRAKING AND

AUTOMATIC APPLY
Normal Operation (key switch on, engine running)
A fundamental function of the brake system is to provide reserve braking in the event of any single failure.
For this reason, the system is divided into multiple
circuits, each with its own isolation check valve,
accumulator, and circuit regulator. The secondary
system becomes whatever circuit(s) is operable after
a failure. If the failure is a jammed treadle valve, then
the brake lock becomes the secondary system, otherwise, either of the two brake circuits would be the
secondary system.
The brake accumulators (1 & 3, Figure 2-1), (as
described under service brake circuit) perform two
functions; rapid flow for good response and store
energy for secondary braking. The circuit check
valve assures this energy is retained should a failure
occur in brake system supply or an accumulator circuit.
If a failure occurs in the pump, steering or either
brake accumulator circuit, a low brake pressure
warning light (on the instrument panel) and an audible alarm (in the cab) will actuate and the vehicle
should be stopped as soon as practical. When the
pressure in one accumulator circuit is less than the
preset level, all the service brakes will be automatically applied. Automatic brake application is accomplished by the "Automatic Apply Valve" (PS1, 19),
located in the brake manifold. This valve senses the
lower brake accumulator pressure, and when the
pressure is less than 14 479 520 kPa (2100 75
psi), the valve shifts, operating the brake treadle
valve and applying all the brakes full on.
Regardless of the nature of location of a failure,
sensing the lowest brake accumulator circuit pressure assures two to four full brake applications after
the low brake warning light and buzzer, and before
automatic apply. This allows the operator the opportunity to safely stop the truck after the warning has
turned on.
PARKING BRAKE CIRCUIT
Directional Control Lever in Park Position

The parking brake solenoid (16) is de-energized.
The oil pressure in the parking brake lines return
to tank and the springs in the parking brake will
apply the brake. The parking brake pressure
switch (23) will close at 8618 kPa (1250 psi),
completing a path to ground, and illuminating the
parking brake light on the instrument panel.
Directional Control Lever Not in Park Position
The parking brake solenoid is energized. The
pressure oil is routed from the park brake
solenoid, to the parking brake pressure regulator
(4) (reducer), then to the park brake pistons for
release. The parking brake circuit is protected
against accidental apply by monitoring a wheel
motor speed sensor. The park brake with not
apply until the truck is virtually stopped. This
eliminates brake pad damage.
If the key switch is turned OFF (directional
control lever in PARK), the park brake will not
apply until vehicle speed is less than 1/3 MPH,
due to the monitoring of the wheel motor speed.
If loss of hydraulic supply pressure occurs, with
the directional control lever not in PARK, the
parking brake solenoid will still be energized. The
hydraulic supply circuit is still open to the parking
brake pistons. A check valve in the park brake
hydraulic supply circuit traps the oil, holding the
parking brake in the release position.
NOTE: Normal internal leakage in the parking brake
solenoid and the pressure reducing valve may allow
leakage of the trapped oil to return back to tank, and
eventually allow park brake application.
If 24 volt power to the solenoid is interrupted, the

park brake will apply at any vehicle speed. The
spring in the solenoid will cause it to shift,
opening a path for the oil pressure in the park
brake line to return to tank and the springs in the
parking brake will apply the brake. The parking
brake pressure switch (23) will close, completing
a path to ground, and illuminating the parking
brake light on the instrument panel.
The parking brake is spring applied and hydraulically

released.
NOTE: Whenever the park brake solenoid is deenergized, a spring in the solenoid valve will shift the
spool to the position to allow the park brake to be
applied.
J02037 11/11
Brake Circuit
J2-5
BRAKE LOCK CIRCUIT

The primary function of the brake lock is to provide a
means for the operator to hold the vehicle while at
the shovel or dump. The brake lock only applies the
rear service brakes. It may also provide a second
means to stop the truck in the event the primary
means (treadle valve) malfunctions.
By turning on the dash mounted toggle switch, a
solenoid valve (15, Figure 2-1) and pressure reducing valve (PR2, 14) will apply unmodulated pressure
oil at 10343 517 kPa (1500 75 psi) to fully actuate
the rear brakes. A shuttle valve (13) in the rear brake
line provides the independence from the brake treadle valve for brake application.
WARNING CIRCUIT
The brake warning circuit is equipped with a low
brake pressure warning light (on the overhead panel)
and an audible alarm (in the cab) to alert the operator
of low brake pressures. Several electrical sensors, a
relay and delay timer are used to detect brake system problems.
Brake Lock Degradation Switch (9, Figure 2-1)

Located on the junction block (10) in the brake
cabinet. When the brake lock switch is turned
ON, the brake warning light relay is energized.
This switches the electrical connection to the low
brake lock pressure switch circuit. If the brake
lock apply pressure is less than 6900 kPa (1000
psi), a path to ground will be completed and the
low brake pressure light and buzzer will turn on.
NOTE: This switch (9) and pressure sensor (27) can
be located in either port, and the operation will be the
same. If pressure sensor (27) is in the location
shown in Figure 2-1, there may be more clearance
for the wires around other components.
Brake Warning Relay (25)

Located in the brake cabinet. When the brake
lock switch is turned ON, the brake warning light
relay is energized. This switches the electrical
connection to include the low brake lock pressure
switch. When the brake lock switch is turned
OFF, the relay is de-energized and switches the
connection away from the low brake lock apply
pressure switch.
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.
J2-6
Brake Circuit
11/11 J02037
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
SECTION J3
INDEX
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-3

BRAKE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Rebuild Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-5
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-7
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
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
7/08 J03034

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 assemblies. 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.
NOTE: Minor repairs and service adjustment may not
require the removal of the brake valve.
Before disconnecting pressure lines, replacing

components in the hydraulic circuits, or installing test gauges, always bleed down hydraulic
steering and brake accumulators. The steering
accumulators can be bled down with engine shut
down, turning the key switch OFF and waiting 90
seconds. Confirm the steering pressure is
released by turning the steering wheel - No front
wheel movement should occur. Open bleed down
valves (10 & 12, Figure 3-1) located on the brake
manifold and allow both accumulators to bleed
down.
J03034 7/08
FIGURE 3-1. ACCUMULATORS AND BRAKE

MANIFOLD
2. Charging Valve
4. Charging Valve
6. Brake Lock Pressure Reducing Valve (PR1)
7. Park Brake Reducing Valve (PR2)
11. Bleed Down Valve (Front Brake Accumulator)
13. Bleed Down Valve (Rear Brake Accumulator)
14. Accumulator Test Port (LAP1)
15. Brake Manifold
J3-3
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
wheels are blocked to prevent possible roll-away.
5. If equipped, remove retard pedal that is located

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
2. Retainer Clip
3. Pivot Shaft
J3-4
4. Bushings
5. Shims
6. Foot Pad
7. Brake Pedal Actuator

8. Spring Assembly
9. Jam Nut
10. Set Screw

11. Pedal Return Stop
7/08 J03034
7. Slide brake valve downward and remove from

cab.
NOTE: For best performance, charge the

accumulators in the temperature conditions the
vehicle is expected to operate in. During the
precharge, allow temperature of the nitrogen gas to
come into equilibrium with the ambient temperature.
8. Move brake valve assembly to a clean work

area for disassembly.
5. Close both accumulator bleed down valves

after precharge is complete.
6. In the cab at the brake valve, remove cap

screws and lockwashers securing the brake
valve assembly to the mounting structure.
Installation
1. Move the brake valve assembly into position
and secure in place with cap screws and lockwashers. Tighten cap screws to standard
torque.
2. Remove plugs from brake valve assembly and
hydraulic lines. Install fittings and connect lines
to brake valve assembly and tighten.
NOTE: Prior to checking the brake valve operation,
the steering system must have the proper nitrogen
precharge in the steering accumulators (refer to
Section L, "Hydraulic System" for steering
accumulator precharge procedure). In addition, the
brake system lines must be bled of air and the brake
accumulators must also be precharged with nitrogen
(refer to brake accumulator precharge procedures,
this section).
NOTE: To prevent excess oil from coming in contact

with the brake assemblies during the brake bleeding
procedure, attach a hose to the bleeder screw. Direct
the hose into a container.
6. Start the engine and bleed air from brake lines
and brakes. Actuate the brake lock switch and
open the uppermost bleeder screw on all rear
brake assemblies until a steady stream of oil
appears. Close bleeder screw.
7. Release the brake lock switch and bleed the
remaining front brakes in the same manner by
depressing the brake pedal. Check for fluid
leaks at the brake valve.
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.
J03034 7/08
J3-5
FIGURE 3-3. BRAKE VALVE WITH RETARD PEDAL

1. Brake Valve
2. Retainer Clip
3. Pivot Shaft
4. Bushings
5. Shims
6. Retainer Clip
J3-6
7. Nylon Bearing
8. Pivot Shaft
9. Place 0.010 in. Shim
Here
10. Jam Nut
11. Cap Screw
12. Pedal Structure

13. Pad
14. Nut
15. Cap Screw
16. Electronic Retard Pedal
Assembly

18. Spring Pivot (Lower)
19. Spring
20. Spring Pivot (Top)
21. Set Screw
22. Jam Nut
7/08 J03034
DISASSEMBLY
NOTE: If equipped with, and not already removed,
remove electronic retard pedal (16, Figure 3-3) from
brake pedal by removing pivot shaft (8). The rebuild
and adjustment procedures for the brake valve (1)
are the same, whether or not the brake pedal has the
retard pedal assembly attached to it.
NOTE: During disassembly, precision machined
parts should be ink marked or tagged to ensure
proper reassembly and minimize adjustment time. All
items must be placed back into the bores from which
they were removed.
1. Match mark each section of the brake valve
prior to disassembly.
2. Drain all oil from all ports of the valve by rotating
the valve over a suitable container.
3. Secure brake valve in upright position in a vice.
4. Remove the brake pedal actuator (7, Figure 32) by removing the retaining clips (2), then
remove the pivot shaft (3) with a punch and
hammer.
NOTE: During removal of pivot shaft (3), observe and

record location of shims (5) so they can be installed
in the same location during assembly.
5. Remove the four button head allen screws (3,
Figure 3-4) securing the boot retainer plate (4).
6. Remove the boot retainer plate (4), boot (2),
and actuator cap (1) as an assembly by grasping the boot and gently lifting from the valve
body.
7. Remove cap screws (31, Figure 3-5) and plate
(30).
8. Remove and discard the O-ring (22) and face
seal (23).
9. Loosen plunger locknuts (2). Loosen the socket
head cap screw from the adjustment collars (1).
10. Unscrew and remove the adjustment collars.
11. Remove the two socket head cap screws (5,
Figure 3-4) that retain the actuator base (6) to
the valve body.
12. Remove the actuator base from the valve body.
13. Remove controller from vice.
14. Remove the four 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.
FIGURE 3-4. ACTUATOR CAP & BOOT

1. Actuator Cap
2. Boot
3. Cap Screw
4. Retainer Plate
J03034 7/08
20. Turn the valve on its side on the work bench

and remove both regulator sleeves (14) from
the valve body.
5. Cap Screw
6. Actuator Base
7. Threaded Insert
J3-7
FIGURE 3-5. BRAKE VALVE

1. Adjustment Collar
2. Actuator Plunger
3. Glyde Ring Assembly
4. Plunger Return Spring
5. Regulator Springs
6. Regulator Springs
7. Spring Seats
8. Regulator Spool
J3-8
9. Back-up Ring
10. O-Ring
11. Back-up Ring
12. O-Ring
13. O-Ring
14. Regulator Sleeve
15. Spool Return Spring
16. Reaction Plunger (B1)
17. Reaction Plunger (B2)

18. Wiper Seal
19. Back-up Ring
20. Poly-Pak Seal
21. Valve Body
22. O-Ring
23. Face Seals
24. Set Screw Orifice Plug
25. O-Ring
26. Retaining Plug
27. Base Plate
28. Washer
29. Cap Screw
30. Plate
31. Cap Screw
7/08 J03034
NOTE: Throughout the following steps, it is important

to keep the circuits and circuit components identified
as to which side of the unit they came from. For a
given circuit, all the components have a tolerance
stack which could vary. Keep the "B1" and "B2" parts
separate. Springs (5 & 6) are also different in "B1"
and "B2" bores.
21. Remove the regulator spools (8), reaction
plungers (16, 17) and spool return springs (15)
from the regulator sleeves (14).
22. Remove the plunger return springs (4), regulator springs (5 & 6), and spring seats (7) from the
valve body.
23. Remove the actuator plungers (2) by pushing
down (toward the bottom of the valve) on the
actuator plunger with your hand until the actuator plunger slides out.
24. Remove the glyde ring assembly (3) from the
actuator plunger.
25. Remove the O-rings (10, 12 & 13) and teflon
back-up rings (9 & 11) from the regulator
sleeves and discard.
26. Remove the wiper seals (18), poly-pak seals
(20), and the orange back-up rings (19) from
the actuator section of the valve and discard.
4. Inspect each spring carefully for cracks or

breaks. Any spring with a crack or break must
be replaced. Also, if the valve was not reaching
proper regulated pressure, replace all regulator
springs.
5. Inspect the threaded inserts (7, Figure 3-4) in
the actuator base. If any of the threads are
damaged, the inserts must be replaced.
6. Lubricate all parts with a thin coat of clean type
C-4 hydraulic oil. Take care to keep components protected from contamination.
ASSEMBLY
Actuator Base Threaded Inserts
1. If any inserts (7, Figure 3-4) were removed from
the actuator base (6), position the actuator base
upside down on the work bench and support
directly under each of the four floor mounting
holes.
2. Install the threaded inserts into the actuator
base by tapping lightly with a small hammer
until the insert flanges become flush with the
actuator base. Be sure the base is supported to
avoid breaking the base.
3. Thoroughly clean the actuator base and set
aside.
Boot and Cap

1. Clean all metal parts with solvent and air dry.
2. Inspect the plunger (2, Figure 3-5) for wear on
the sides where it moves through the seals. If
axial grooves are seen or if any wear is apparent, replace the plunger. Plungers with diameter
worn below 18.974 mm (0.747 in.) must be
replaced.
3. Place the regulating spool (8) into its sleeve
(14). Push the spool lightly through the sleeve.
The spool must be able to move freely and
smoothly the entire length of the sleeve. If it
cannot, it must be replaced. Never replace just
the spool or sleeve. They must be replaced as a
matched set.
1. Examine the boot (2, Figure 3-4) for any cracks,

tears, or other damage. If damage is evident,
the boot must be replaced To replace the boot,
follow the procedure below.
2. Remove the boot from the actuator cap (1) and
discard the old boot. Thoroughly clean the sides
of the cap by scraping the lip where the cap
contacts the boot. Use a knife or suitable
scraper. Clean thoroughly to remove all residual
adhesive or particles of the old boot.
3. Apply a thin bead of Loctite Prism 410 onto the
upper sides of the cap. Apply the bead to the
two long sides only. Do not apply it to the
rounded ends, these must not be sealed to
allow the boot to 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.
J03034 7/08
J3-9
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
FIGURE 3-6. VALVE BODY SEAL INSTALLATION
1. Actuator Plunger
2. Valve Body
3. Poly-Pak Seal
4. Back-Up Ring
5. Wiper Seal
6. Actuator Base
Valve Body Seal Installation

1. Install the poly-pak seal (3, Figure 3-6) in the
seal groove first. Position the seal in the groove
so that the internal O-ring inside the poly-pak
seal is facing down toward the bottom of the
valve.
2. Make sure the internal O-ring is still seated
inside the poly-pak seal (3) and did not get dislodged during installation. Position the poly-pak
seal to the bottom of the groove.
3. Install the orange back-up ring (4) on top of the
poly-pak seal. Start by hand and then continue
to work into the groove either by hand or by
using an O-ring installation tool.
Regulator Sleeve O-Ring Installation

1. Install O-ring (2, Figure 3-7) onto the smallest
groove (on the top) of the regulator sleeve (3).
Install O-ring (5) onto the middle groove on the
regulator sleeve. Install O-ring (6) onto the largest groove (on the bottom) on the regulator
sleeve.
2. Install a split nylon back-up ring (4) onto each
side of O-ring (5) located in the middle of the
regulator sleeve.
3. Install one split nylon back-up ring behind the
O-ring (2) located at the top end of the sleeve.
This O-ring is the smallest of the three O-rings.
Position the back-up ring so that it is next to the
top of the regulator sleeve. The top of the
sleeve is the end with the smallest O.D.
4. Repeat Steps 1-3 for the second regulator
sleeve.
4. Install the wiper seal (5) in the top counterbore.

Position the seal in the groove so that the register lip is facing up toward the actuator.
5. Repeat Steps 1- 4 for the second bore.
J3-10
7/08 J03034
5. Lightly lubricate the regulator spool (8).
Actuator Plunger O-ring Installation

1. Install an O-ring (3, Figure 3-5) into the O-ring
groove located at the large diameter end of the
actuation plunger (2).
2. Install a split Glyde ring over the O-ring. (Twist
and squeeze the split Glyde ring into a small circle before installing to insure a tight fit over the
O-ring).
6. Install the regulator spool into the regulator

sleeve (14). The spherical end of the spool
should be at the top of the regulator sleeve. The
top of the sleeve is the end with the smallest
O.D.
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
Glyde ring during installation. Observe the
Glyde ring assembly through the tank port as
the plunger is being installed. (Refer to Figure
3-8) It may be necessary to work the Glyde
rings past the sharp edge in the body to prevent
damage to the seal. Make sure the actuation
plunger is completely seated and bottomed.
3. Repeat Steps 1 through 4 for the "B2" actuation
plunger.
4. Install the plunger return spring (4, Figure 3-5),
regulator springs (5 & 6) and spring seat (7) into
the appropriate circuit. If spring seat does not
seat correctly on top of the control spring, lightly
shake the valve to correctly position the spring
seat.
J03034 7/08
FIGURE 3-8. GLYDE RING INSTALLATION

1. Actuator Plunger
3. Glyde Ring
2. Valve Body
4. Sharp Edges
NOTE: Check to insure that the spool will slide
smoothly and freely. Replace the entire sleeve
assembly and spool, if the spool does not slide
smoothly and freely.
7. Remove spool from sleeve before installing
sleeve into body.
8. Lightly lubricate the O-rings (10, 12, & 13) on
the regulator sleeve.
9. Install the regulator sleeve assembly into the
correct circuit in the valve. Make sure the spring
seat is correctly seated in the regulator spring
before installing the regulator sleeve assembly.
Push sleeve into bore until sleeve retaining
flange at the base of sleeve contacts the valve
body.
J3-11
10. Install the spool return spring (15) into spool (8).
11. Insert reaction plunger (16 or 17) into regulator
spool.
12. Install regulator spool (8) into regulator sleeve
(14).
13. Repeat Steps 4 through 12 for the second circuit.
14. Lightly lubricate the large retainer plate O-ring
(25) and install into the counter bore in the bottom end of the valve.
15. Install the retainer plug (26) into the counter
bore on the bottom of the valve. Make sure
steps on the retainer plug are facing the counter
bore or toward the top of the valve.
J3-12
16. Install the base plate (27) on top of the retainer

plug. Tighten the four allen screws (29) evenly,
alternating diagonally, to evenly seat the regulator sleeve assembly. Tighten to 15.8 - 16.9 Nm
(140 - 150 in. lbs) torque.
17. Using a new O-ring (22, Figure 3-5) and seal
(28), install plate (30) on valve body.
18. Install the actuator base (6, Figure 3-4) on top of
the valve. Make sure to position properly for
correct port direction. Tighten the two socket
head cap screws (5) and tighten to 20.3 - 21.5
Nm (180 - 190 in. lbs) torque.
19. Screw the adjustment collars (1, Figure 3-5)
onto the top of the actuation plungers. Screw all
the way down until they bottom on the threads.
7/08 J03034
VALVE BENCH TEST AND ADJUSTMENT

The following parts and test equipment will be
required to completely bench test and adjust the dual
control treadle valve. Differential pressure switch
operation can also be tested.
Pressure gauges (3), 0-to-24 132 kPa (3,500
psi).
Hydraulic pressure supply, regulated to 22 064
kPa (3,200 psi).
Hose fittings for valve ports:

Port PX is 7/16 in. - 4 SAE.
Ports P1, P2, B1 and B2 are 3/4 in. - 8 SAE.
Port T is 1 1/16 in. - 12 SAE.
Ohmmeter
NOTE: It is possible to check the pressures with the
brake valve installed and connected to the vehicle.
Remove the brake pedal assembly and actuator cap
and boot assembly to adjust individual brake circuit
pressures.
Hydraulic test stand, Refer to Figure 3-9.
FIGURE 3-9. TEST BENCH SET UP

1. Motor
2. Pump
3. System Pressure Gauge
4. Needle Valve
5. Needle Valve
6. Brake Valve
7. Front Brake Pressure Gauge
8. Shut Off Valves
9. Simulated Brake Volume

10. Rear Brake Pressure Gauge
11. Relief Valve
NOTE: Shut off valves (8) for tests not requiring simulated brake loads, such as circuit tracking.
NOTE: B1 Cylinder must be capable of a 10 cubic inch maximum displacement.
NOTE: B2 Cylinder must be capable of a 20 cubic inch maximum displacement.
J03034 7/08
J3-13
Brake Valve Output Pressure Adjustment
Test Set Up Procedure

1. Position the valve in the fixture to allow plungers to be activated by hand using a lever (refer
to Figure 3-9).
1. Install the pedal pivot shaft pin in the actuator

base by itself without installing the pedal
assembly.
2. Attach the pilot input supply pressure to the pilot

port labeled "PX" on the rear of the valve.
2. By taking a screw driver or pry bar and placing it

under the pivot pin and on top of the threaded
plunger assembly, each circuit can be actuated
individually. Refer to Figure 3-9.
3. Attach the main supply input pressure to the Oring ports on the rear of the valve labeled "P1"
and "P2".
4. Attach the tank return line to the O-ring port
labeled "T" on the rear of the valve.
5. Attach the O-ring regulated output ports "B1"
and "B2" to the test lines. Pressure monitoring
devices in these two lines must be capable of
24 132 kPa (3,500 psi). Connect all ports. The
connections should be according to the diagram
shown in Figure 3-9. All ports must be used and
connected.
All ports must be used. Relieve pressure before

disconnecting hydraulic and other lines. Tighten
all connections before applying pressure.
Avoid spillage and contamination! Avoid contact
with hot oil if the machine has been operating.
The oil will be at very high pressure.
Hydraulic fluid escaping under pressure can
have sufficient force to enter a person's body by
penetrating the skin and cause serious injury and
possibly death if proper medical treatment by a
immediately.
6. Start hydraulic pump and regulate output pressure to 22 064 kPa (3,200 psi) at pressure
gauge (3). Pressure gauges (7 & 10) should
read zero.
7. Set pilot supply pressure on test stand to 22
064 kPa (3,200 psi)
8. Return line pressure during this test is not to
exceed 34 kPa (5 psi).
3. Gradually apply pressure on each circuit (one at

a time) to check for leaks around the plunger.
Make sure the adjustment collar is screwed all
the way down on the threads.
4. "B1" Adjustment: Adjust the adjustment collar
up (counter-clockwise) starting with one turn
increments until the output pressure at port "B1"
is 10 894 517 kPa (1,580 75 psi) with the
adjustment collar contacting the actuator base
(fully actuated). Fine adjustment will require
turning the collar only in 1/8 turn increments.
5. "B2" Adjustment: Adjust the adjustment collar
up (counter-clockwise) starting with one turn
increments until the output pressure at "B2" is
20 685 -0/+1 034 kPa (3,000 -0/+150 psi) with
the adjustment collar contacting the actuator
base (fully actuated). Fine adjustment will
require turning the collar in 1/8 turn increments.
6. Tighten the setscrews in the adjustment collars
to 2.8 - 3.4 Nm (25 - 30 in. lbs) torque. The
entire plunger may have to be rotated to get to
the cap screws.
7. Check pressures again after tightening the set
screws. If the pressures have moved out of
specified range, loosen the appropriate set
screw and re-adjust.
8. Cycle each circuit 50 times using pilot apply.
This is done by closing needle valve (5) and
opening needle valve (4). Read pressure on
gauges (7 & 10). Close valve (4) and open
valve (5). The pressure gauges (7 & 10) should
indicate 0 pressure.
9. Test the valve with ISO grade hydraulic oil at

49 3 C (120 10 F).
J3-14
7/08 J03034
9. Recheck pressures after cycling. If they have

changed, re-adjust pressures.
10. Shut down the test bench and relieve all
hydraulic pressure from the lines.
Avoid spillage and contamination! Avoid contact

with hot oil if the machine has been operating.
The oil will be at very high pressure.
immediately.
11. Remove hoses from valve and remove valve
from test stand. Refer to instructions below for
pedal actuator installation prior to final test.
13. Ensure test stand pump is adjusted for 22 064

kPa (3,200 psi) or with engine running and
brake system supply pressure at or above 20
685 kPa (3,000 psi).
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
(45 - 205 psi) when front brake pressure begins
to rise. If pressure is not correct, see Installation of Brake Pedal Actuator Assembly to Brake
Valve for details on how to adjust the circuit
tracking.
15. Depress the brake pedal as quickly as possible.
Force feedback of pedal on foot should be
smooth with no abnormal noise or mechanical
roughness. The pressure on the output circuits
must reach the minimum pressure listed below
at port "B1" and port "B2" within 1.0 seconds.
Measurement of time begins the moment force
is applied to move the pedal.
Rear Brake - "B1" ("BR" on truck): 10 894
517 kPa (1,580 75 psi)
Final Test and Adjustment

The brake pedal actuator must be installed on the
brake valve body prior to final test and adjustment.
Refer to "Installation of Brake Pedal actuator to
Brake Valve"
NOTE: The "Final Test and Adjustment" procedure
can also be performed with the brake valve installed
in the truck. To perform final test with brake valve
mounted in the truck, install valve per instructions in
"Installation". Install 24 132 kPa (3,500 psi) gauges
at the BF and BR diagnostic test connectors in the
brake cabinet. Follow steps 18. - 29 below for final
test.
12. Reinstall brake valve (with actuator pedal
attached) on the test stand following steps 2
through 9 under "Test Setup Procedure".
Front Brake - "B2" ("BF" on truck): 20 685

1034 kPa (3,000 150 psi)
16. With "B1" and "B2" plugged into a strip chart
recorder, (if available) check the modulation by
slowly applying pressure until the maximum
pressure is reached. Make sure the pressure
increase is smooth and no sticking of the spools
is observed. Fully depress the pedal. Pressures
must remain within specification at "B1" and
"B2" for 20 seconds.
17. Turn set screw (10, Figure 3-10) out (counterclockwise) so that set screw is not touching the
actuator cap. Apply Locktite 242 to the adjustment screw prior to setting the deadband.
18. Set the deadband by placing a 0.25 mm (0.010
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.
J03034 7/08
J3-15
21. Back-off the set screw 1/8 turn (counter-clockwise).

22. Tighten the jam nut (9) and remove the shim
stock inserted in step 21.
23. Fully stroke the brake pedal actuator to check
that output pressure at port "B1" and "B2" are
within specifications.
NOTE: If pedal is adjusted properly, the spring and
spring pivots will not interfere with pedal travel.
24. If pressure is not within specifications, re-adjust.
If pressure is within specifications, apply a few
drops of Locktite to the jam nut.
25. Check internal leakage at port "T". Leakage
must be less than 100 cc/minute with the valve
in the released position and system pressure
supplied to the "P1" and "P2" inlet ports.
26. "T" port leakage must be less than 250 cc/
minute with valve pilot pressure or manual
applied.
Installation Of Brake Pedal Actuator Assembly to

Brake Valve
1. Install jam nut (9, Figure 3-10) and set screw
(10) to brake pedal actuator (7).
2. Insert nylon bushings (4) into brake pedal actuator.
3. Install one retaining clip (2) to one end of pivot
shaft.
4. Align pedal structure to brake valve (1) and partially insert pivot pin. Install shims (5) as they
were removed during disassembly. If the shims
have been mixed up, follow these steps:
a. Slide the pedal structure over to the (B1)
side of the valve and insert shims (5) on the
(B2) side, between the pedal structure and
brake valve ear to fill the gap. This will make
the rear brake (B1) pressure rise before the
front brake (B2) pressure.
NOTE: Rear brake (B1) is the same as (BR). Front
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 actuator 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.
J3-16
7/08 J03034
5. Fully insert the pivot shaft (3). Install the

remaining retainer clip (2).
6. Assemble spring assembly (8) and install complete assembly to brake pedal actuator as
shown.
Be sure to install spring assembly correctly, with

larger ball socket end pointing to the pedal structure and smaller end toward the valve assembly.
NOTE: 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
2. Retainer Clip
3. Pivot Shaft
J03034 7/08
4. Bushings
5. Shims
6. Foot Pad

8. Spring Assembly
9. Jam Nut
10. Setscrew
11. Pedal Return Stop
J3-17
BRAKE ASSEMBLIES WITH INTEGRAL

MOUNTED ELECTRONIC RETARD PEDAL
(Dual Function Pedal)
Installation of Retard Pedal To Brake Pedal
Follow Installation Of Brake Pedal Actuator Assembly to Brake Valve instructions on previous page.
Although the brake pedal actuator structure (7, Figure 3-10 & 17, Figure 3-11) is different on each valve,
the assembly procedure is identical.
1. Install nylon bearings (7, Figure 3-11) in retard

pedal.
2. Install retard pedal (16) to brake pedal actuator
(17) with pivot shaft (8). Install two retainer clips
(6).
3. With jam nut (10) loose, adjust cap screw (11)
until roller on retard pedal just contacts the
brake pedal actuator. Tighten jam nut (10).
4. Connect wiring harness to retard pedal.
FIGURE 3-11. BRAKE VALVE WITH RETARD PEDAL

1. Brake Valve
2. Retainer Clip
3. Pivot Shaft
4. Bushings
5. Shims
6. Retainer Clip
J3-18
7. Nylon Bearing
8. Pivot Shaft
9. Insert 0.025 in. Shim
10. Jam Nut
11. Cap Screw
12. Pedal Structure
13. Pad
14. Nut
15. Cap Screw
16. Electronic Retard
Pedal Assembly
18. Spring Pivot (Lower)

19. Spring
20. Spring Pivot (Top)
21. Set Screw
22. Jam Nut
7/08 J03034
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 accumulators or brake system until all hydraulic pressure
has been manually drained from accumulators.
Open manual drain valves located on the brake
manifold in the brake cabinet to drain pressurized oil. The manual bleeddown valve for the rear
accumulator is identified as "NV1". The manual
bleeddown valve for the front accumulator is
identified as "NV2".
Brake Accumulator Bleed Down Procedure
The brake accumulators can be bled down by rotating the manual bleeddown valves (NV1 and NV2)
counterclockwise. The valves are located on the
brake manifold in the hydraulic brake cabinet.
1. Turn manual bleed down handles counterclockwise to open valves.
2. Confirm accumulators are bled down by applying the Brake Lock switch (key switch ON,
engine shut down) and applying service brake
pedal. The service brake light should not come
on.
3. Close bleeddown valves by rotating clockwise.
Removal
FIGURE 3-12. VALVE CORE REMOVAL

Installation
1. After service repairs or bench test has been
completed, move the accumulators to the brake
control cabinet. DO NOT precharge accumulators on the bench test.
2. Position the accumulators on the brake manifold. Tighten fittings securely. Install mounting
brackets. Secure mounting brackets in place
with cap screws and lockwashers. Tighten cap
screws to standard torque.
3. Refer to Charging Procedure in this section.
4. Replace Dyna-seal and valve guard on top of
accumulators.
Disassembly
1. Securely clamp accumulator (preferably in a
chain vise). Make sure accumulator shell is suitably protected by strips of padding or soft metal
on vise base.
2. Remove core from gas valve using valve core
tool. (Refer to Figure 3-12).
3. Remove pipe plug from plug & poppet.
1. Shut down engine and exhaust all hydraulic

pressure from the system by opening accumulator manual drain valves.
2. Remove the valve guard and Dyna-seal from
top of accumulators.
3. Depress valve core to release gas precharge
pressure from accumulator bladder. (Refer to
Figure 3-12).
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.
J03034 7/08
J3-19
4. Remove locknut from plug and poppet assembly using a spanner wrench and an adjustable
wrench. One for torque and one for countertorque 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

FIGURE 3-13. LOCKNUT REMOVAL
9. With wrench on valve stem flats, remove the nut

from the valve stem.
10. Insert hand into shell fluid opening. Depress
bag and eliminate as much gas pressure as
possible.
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
J3-20
7/08 J03034

1. All metal parts should be cleaned with a cleaning agent.
6. Pull bladder pull rod out of shell with one hand

while feeding bladder into shell with other hand.
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.
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
where the gas valve and hydraulic assembly
pass through the shell. Any nicks or damages in
this area could destroy the accumulator bladder
or damage new seals. If this area is pitted consult your Komatsu Service Manager.
FIGURE 3-18. BLADDER INSTALLATION
7. Position name plate over valve stem and install

valve stem nut by hand (Figure 3-19). Remove
bladder pull rod.
8. Hold bladder valve stem on the flats with a
wrench and tighten nut (5) securely.
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
entering the bladder.
FIGURE 3-19. VALVE STEM INSTALLATION
4. Attach bladder pull rod to bladder valve stem.

5. Pass bladder pull rod through shell oil port and
out through valve stem opening. (Refer to Figure 3-18).
9. Grasp threaded section of plug and insert poppet end into shell mouth
10. Install anti-extrusion ring inside shell. Fold antiextrusion ring to enable insertion into shell.
Place anti-extrusion ring on plug and poppet
assembly with its steel collar toward shell
mouth.
J03034 7/08
J3-21
11. Withdraw threaded end of plug through shell

opening. (Refer to Figure 3-20).
15. Install O-ring over plug and poppet assembly

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 according 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
and slide washer until seated against anti-extrusion ring. (Refer to Figure 3-21).
FIGURE 3-21. WASHER INSTALLATION
FIGURE 3-22. LOCKNUT INSTALLATION
FIGURE 3-23. INSTALLATION/REMOVAL OF

DYNA-SEAL
1. Dyna-Seal
2. Charging Valve
J3-22
3. Accumulator
7/08 J03034
Charging Procedure
Temperature variation can affect the precharge pressure of an accumulator. As the temperature
increases, the pre-charge pressure increases. Conversely, decreasing temperature will decrease the
precharge pressure. In order to insure the accuracy
of the accumulator precharge pressure, the temperature variation must be accounted for. A temperature
variation factor is determined by the ambient temperature encountered at the time when charging the
accumulator on a truck that has been shut down for
one hour. Refer to Table 2 for charging pressures in
different ambient operating conditions that the truck
is currently exposed to DURING the charging procedure.
Example: Assuming the ambient temperature is 10C
(50F) charge the accumulator to 9294 kPa (1348
psi).
TABLE 1. Relationship Between Charging

Pressure and Ambient Temperature
Ambient
Temperature
Charging Pressure
70 kPa (10 psi)
-23C (-10F) and below
8232 kPa (1194 psi)
-17C (0F)
8412 kPa (1220 psi)
-12C (10F)
8584 kPa (1245 psi)
-7C (20F)
8763 kPa (1271 psi)
-1C (30F)
8943 kPa (1297 psi)
4C (40F)
9122 kPa (1323 psi)
10C (50F)
9294 kPa (1348 psi)
16C (60F)
9473 kPa (1374 psi)
21C (70F)
9653 kPa (1400 psi)
27C (80F)
9832 kPa (1426 psi)
32C (90F)
10011 kPa (1452 psi)
38C (100F)
10184 kPa (1477 psi)
43C (110F)
10363 kPa (1503 psi)
49C (120F)
10542 kPa (1529 psi)
1. Mount hose assembly gland nut on pressure

regulator.
Pure dry nitrogen is the only gas approved for

use in brake accumulators. Accidental charging
of oxygen or any other gas in this component
may cause an explosion. Be sure pure dry nitrogen gas is being used to charge accumulators.
NOTE: Remove Dyna-seal or O-ring (if equipped)
prior to attaching connector to accumulator gas
valve. Refer to Figure 3-23.
2. Attach swivel connector of hose assembly to
gas valve. Hand tighten sufficiently to compress
gasket swivel connector in order to prevent gas
leakage.
NOTE: If leakage is still present, replacement of the
small copper washer in the swivel connector may be
necessary.
3. Precharge bladder slowly to about 69 kPa (10
psi) before completely tightening the valve stem
nut. With wrench on valve stem flats, tighten
valve stem nut.
4. Proceed to charge accumulator to the pressure
listed in Table 1 by slowly opening the pressure
regulator valve on nitrogen cylinder, closing it
occasionally to allow needle on pressure gauge
to stabilize (thus giving accurate reading of precharge pressure). When correct precharge has
been reached, close pressure regulator valve
on nitrogen cylinder securely.
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).
J03034 7/08
J3-23
5. After charging to the correct pressure, let the

pre-charge set for 15 minutes. This will allow
the gas temperature and pressure to stabilize. If
the desired precharge is low, adjust regulator,
open valve and add more nitrogen to obtain correct pressure on the gauge. If precharge has
exceeded the recommended pressure, then
slowly bleed-off nitrogen pressure to obtain correct pressure. Nitrogen precharge is 9653 kPa
(1400 psi) at 21C (70F) for all accumulators.
BRAKE MANIFOLD
Removal
If the brake manifold is leaking oil, a single O-Ring or
cartridge can be replaced while the manifold is still
located on the truck. See the DANGER warning
below.
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
stem.
NOTE: For recharging only:
Exhaust all hydraulic pressure from the system.
Remove valve guard and Dyna-seal. Then, follow
Charging Procedure, Steps 1 thru 6.
Accumulators maintain high pressure. DO NOT

disconnect any hydraulic line or perform any servicing on any brake system component(s) until
all hydraulic pressure has been manually drained
from accumulators. Open manual drain valves
located on the brake manifold in the brake cabinet to drain pressurized oil. The manual bleeddown valve for the rear 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 324) 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 clockwise.
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 Oring and O-ring seat in the manifold. Replace Oring or defective part(s).
J3-24
7/08 J03034
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 contamination.
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 accumulator service area for complete charging
instructions.
5. Start truck and check for leaks and proper operation.
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
MANIFOLD
2. Charging Valve
4. Charging Valve
6. Brake Lock Pressure Reducing Valve (PR1)
7. Check Valve (CV3)
11. Bleed Down Valve (Front Brake Accumulator)
13. Bleed Down Valve (Rear Brake Accumulator)
14. Accumulator Test Port (LAP1)
15. Brake Manifold
J03034 7/08
NOTE: Check Valve (7, Figure 3-24) and Reducing

Valve (6) both have an orifice disc located below
them. Do not mix these up, as the orifices are
different sizes.
J3-25
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 operation.
a. Check Valve (7) orifice size - 1.58 mm (0.062
in.).
b. Reducing Valve (6) orifice size- 2.54 mm
(0.100 in.).
FIGURE 3-25. ORIFICE INSTALLATION

1. Cartridge
2. Brake Manifold
3. Cavity
4. Orifice Disc
4. Install all cartridges in the bores from which

they were removed from and tighten securely.
J3-26
7/08 J03034
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
7/08 J04036
BRAKE CIRCUIT CHECK-OUT PROCEDURE

The brake circuit hydraulic pressure is supplied from
the steering circuit at the bleed down manifold. Some
brake system problems, such as spongy brakes,
slow brake release, or abnormal operation of the
overhead panel mounted "Low Brake Pressure"
warning light can sometimes be traced to internal
leakage of brake components. If internal leakage is
suspected, refer to Brake Circuit Component Leakage Test.
NOTE: If internal leakage within the steering circuit is

excessive, this also may contribute to problems
within the brake circuit. Be certain that steering circuit
leakage is not excessive before troubleshooting
brake circuit. For Steering Circuit Test Procedure,
refer to Section "L", Hydraulic System.
FIGURE 3-1. HYDRAULIC BRAKE CABINET

2. Charging Valve
4. Park Brake Pressure Reducer
Valve
6. Hoist Pilot Manifold
7. Hoist-Up Limit Solenoid
9. Brake Lock Low Pressure Switch
10. Junction Block
J04036 7/08
11. BF & BR Test Port

(Front & Rear Brake)
12. Stop Light Switch
14. Brake Lock Pressure
Reducing Valve
(Front Brake Accumulator)
18. Accumulator Test Port

(Rear Brake Accumulator)
21. Brake Manifold
22. Low Brake Accumulator
Pressure Switch
24. Brake Warning Delay Timer
25. Brake Warning Light Relay
27. Pressure Sensor (VHMS)
J4-3
BRAKE CIRCUIT ABBREVIATIONS

The steering circuit can be isolated from the brake
circuit by removing the brake supply line from the
bottom side of the bleeddown manifold (refer to
WARNING below). Plug the brake supply line and
cap the port in the bleeddown manifold.
Before disconnecting pressure lines, replacing

components in the hydraulic circuits, or installing test gauges, ALWAYS bleed down hydraulic
steering and brake accumulators.
penetrating the skin and cause serious injury,
and possibly death, if proper medical treatment
by a physician familiar with this type of injury is
not received immediately.
The steering accumulator can be bled down with
engine shut down, turning key switch OFF, and waiting 90 seconds. Confirm the steering pressure is
released by turning the steering wheel - No front
wheel movement should occur. Fully open both
bleed down valves on brake manifold to bleed down
brake accumulators.
Before disabling brake circuit, be sure truck

wheels are blocked to prevent possible roll away.
BL
Brake Lock Apply Pressure
BR
Brake Pressure, Rear (11, Figure 4-1)
CV1
Check Valve, Rear
CV2
Check Valve, Front
CV3
Check Valve, Park Brake
LS1
Shuttle Valve
HS1
Low Pressure Emergency Apply Shuttle Apply Valve
LAP1
Pressure Tap Test Port

Low Accumulator Pressure
LAP2
Low Brake Pressure Switch

N.C., 15 858 517 kPa (2300 75 psi)
NV1
Rear Accumulator Manual Drain Valve
NV2
Front Accumulator Manual Drain Valve
ORF1
Orifice 1.57 mm (0.062 in.)
ORF2
Orifice 2.54 mm (0.100 in.)
PK1 & 2
PP3

Brake Lock Pressure
PR1
Pressure Reducing Valve
PR2
Park Brake Pressure Regulator (To

Release)
PS1
Automatic Apply Valve
SP1
Supply Oil Inlet
SP3

Brake Circuit Supply Oil Pressure
SV1
Brake Lock Solenoid
SV2
Park Brake Solenoid
T1 & T3
BRAKE CIRCUIT ABBREVIATIONS

AA
Automatic Apply Pressure
AF2
Accumulator, Front Brake
AF1
Supply Pressure to Dual Controller for

Front Brakes
AR2
Accumulator, Rear Brake
AR1
Supply Pressure to Dual Controller for

Rear Brakes
BF
Brake Pressure, Front (11, Figure 4-1)
J4-4
Park Brake Release Pressure
Return to Tank
EQUIPMENT REQUIRED
Included on the last page of this module is a data
sheet to record the information observed during the
hydraulic brake system check-out procedure. The
data sheet can be removed, copied, and used during
the check-out procedure.
Steps indicated in this manner should be
recorded on the data sheet for reference.
The following equipment will be necessary to properly check-out the hydraulic brake circuit.
7/08 J04036
FIGURE 3-2. BRAKE MANIFOLD

a. Hydraulic brake schematic, refer to Section
R this manual.
f. Volt/ohm meter with leads and two 61 mm

(24 inch) leads with alligator clips.
b. Calibrated pressure gauges:

-Three 0-34,475 kPa (0-5000 psi) range.
-Three 0-20,685 kPa (0-3000 psi) range.
c. One PB6039 female quick disconnect and
hose long enough to reach from brake cabinet to the inside of the operator's cab for
each gauge.
d. Accumulator charging kit (EB1759 or equivalent) with gauges and dry nitrogen.
NOTE: A gas intensifier pump will be required, if
using "T type" nitrogen bottles.
e. Clear plastic hose and bucket for bleeding

brakes.
J04036 7/08
J4-5
INITIAL SYSTEM SET-UP

Prior to checking the brake system, the hydraulic
steering system must have proper accumulator precharge and be up to normal operating temperatures.
Refer to Section "L" this manual for steering system
operation procedures and specifications. With the
steering system functioning properly, proceed as follows:
1. Park truck on a level surface, then turn engine

and key switch OFF. Place wheel chocks on
both sides of all wheels to prevent truck from
moving during this procedure.
2. Fully open each brake accumulator bleeddown
valve and precharge both accumulators to 9653
kPa (1400 psi). Allow gas temperature to
approach ambient temperature before completing precharge process.
PARKING BRAKE
NOTE: Move one of the pressure measuring
instruments from the BF or BR locations to the PK2
test port above the Park Brake Solenoid.
8. Actuate brake lock. Move directional control
lever to Neutral. Verify that Park Brake Status
Light indicates parking brake is released. Park
brake release pressure should be 17,238 690
kPa (2500 100 psi).
Record on data sheet.
9. Turn brake lock switch OFF. Measure the lining
to disc clearance with feeler gauge and record
the clearances.

NOTE: For best performance, charge accumulators
in the ambient conditions in which the machine will
be operating.
3. Close both accumulator bleeddown valves.
4. Install pressure gauges at:
a. Front Brake Test Port "BF" (brake cabinet) 34,475 kPa (5000 psi) gauge.
b. Rear Brake Test Port "BR" (brake cabinet) 34,475 kPa (5000 psi) gauge.
c. Low Accumulator Pressure Test Port "LAP1"
(brake manifold) - 34,475 kPa (5000 psi)
gauge.
5. Move directional control lever to PARK position.
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.
If there is no clearance between a brake lining

and the disc, the brake will drag and overheat the
brake components, which may result in reduced
braking capability. Refer to ARMATURE SPEED
REAR DISC BRAKE chapter to service the brake
caliper.
NOTE: If the rear brake calipers were just installed, a
parking brake adjuster may be out of adjustment
which can cause a brake lining to drag. Refer to
ARMATURE SPEED REAR DISC BRAKE chapter to
service the brake caliper.
10. Move directional control lever to PARK.

11. Return the pressure gauge to the BF or BR
location from which it was removed.

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 bleeders located at each brake caliper.
J4-6
7/08 J04036
BRAKE SYSTEM CHECK-OUT
BRAKE LOCK
NOTE: Unless otherwise specified, perform the

following checks with engine running, the directional
control lever in PARK and brake lock released.
17. Disconnect wire harness from brake lock solenoid, located on brake manifold in hydraulic
cabinet, and to the right of the PK2 port.
12. VERY SLOWLY depress brake pedal to check

circuit tracking. Rear brake pressure (B1) must
begin to rise before front brake (B2) pressure.
Rear brake pressure should be between 310 1413 kPa (45 - 205 psi) when front brake pressure begins to rise. Force feedback of pedal on
foot should be smooth with no abnormal noise
or mechanical roughness.
18. Apply brake lock. Brake degradation switch

should activate the warning buzzer and low
brake pressure warning light.
19. Depress brake pedal until warning stops, then

very slowly release the brake pedal until warning resumes. Brake lock degradation switch
should sound alarm when BR pressure drops to
6895 172 kPa (1000 25 psi).
NOTE: If the pressure is not within specifications,

refer to the Installation of Brake Pedal Actuator
Assembly to Brake Valve instrucions. Some shims
on the brake pedal pivot shaft may have to be moved
from one side to the other side to obtain the correct
pressures readings.
13. Slowly depress brake pedal and check to see

that brake indicator lamp and stop lights illuminate at 517 34 kPa (75 5 psi) rear brake
pressure.
20. Connect brake lock solenoid to wire harness.

21. Cycle brake lock several times to assure crisp
shift of solenoid valve and release of oil pressure.
22. Apply brake lock and read brake pressures.
Front pressure should be zero and rear pressure should be 10343 690 kPa (1500 100
psi).

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 seconds.
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.
J04036 7/08
J4-7
FAILURE MODES CHECK-OUT

23. Allow engine to run until low brake accumulator
pressure stabilizes at or above 22,064 kPa
(3,200 psi).
24. Shut engine down. Allow 90 seconds for the
steering accumulator to bleed completely down.
Disable steering pressure switch from the brake
warning circuit by unplugging the diode
between circuits 33 and 33F. (This is diode 22
on diode board 1.) Turn key switch ON. After
two minutes, record the low accumulator pressure (LAP1 port). If LAP1 pressure is below
17,927 kPa (2,600 psi), then leakage in the system is excessive and the source of the leakage
needs to be identified and repaired.
25. Slowly open the front brake accumulator bleed
down valve and observe LAP1 pressure. The
Low Brake Pressure lamp and buzzer must
actuate at 15,859 517 kPa (2300 75 psi).
26. Brake pressures should begin to rise (Auto
Apply) when LAP1 reaches 14,479 kPa (2,100
100 psi). Close front brake accumulator bleed
down valve.
27. Start engine to recharge hydraulic system.

Allow engine to run until low brake accumulator
(3,200 psi).
28. Turn engine off. Allow the steering accumulator
to bleed completely down. Turn key switch ON.
Slowly open the rear brake accumulator bleed
down valve and observe LAP1 pressure.
Record LAP1 pressure at set points for low
brake warning lamp and auto apply brake pressures. Also record front and rear brake pressure
after auto apply.
NOTE: Verify that the low brake pressure lamp and
buzzer, and auto apply set points are within a 690
kPa (100 psi) of those recorded in steps 25 and 26.
29. Close the rear brake accumulator bleed down
valve.
30. Enable the steering pressure switch by plugging
in the diode removed between circuits 33 and
33F.
31. Start the engine to recharge hydraulic system.
Allow engine to run until low brake accumulator
(3,200 psi).
32. Shut engine down. Do not allow steering accumulator 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.
J4-8
7/08 J04036
BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING

POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: The Brakes are Locked, Service and/or Parking

Parking brake solenoid is de-energized.
Check power to solenoid
Connections to tank and pressure ports reversed.
Correct the plumbing.
Parking brake solenoid coil defective.
Replace coil.
Parking brake solenoid valve defective.
Replace solenoid valve.
Tank line is plugged or restricted.
Remove restriction.
TROUBLE: Both Brake Circuits are Dragging

Tank line has back pressure.
Ensure tank line has no back pressure.
Pedal set screw out of adjustment; residual pressure.
Adjust pedal dead band with set screw.
TROUBLE: One Brake Circuit is Dragging

Obstruction in the brake valve subassembly.
Remove obstruction.
Brake valve is out of balance.
Adjust balance according to instructions.
Actuator piston defective.
Replace piston.
Brake valve is defective.
Rebuild or replace Brake Valve assembly.
TROUBLE: The Brakes are Not Going to Full Pressure

Internal malfunction of modulating section of Brake
Valve.
Remove, disassemble, clean, and inspect brake

valve.
Supply pressure is low.
Check steering/brake pump system and accumulators.
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,
replace.
J04036 7/08
disassemble,
clean,
reassemble;
or
J4-9
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
J4-10
Contamination in brake valve assembly.
Remove,
replace.
Damage in brake valve assembly.
Repair or replace brake valve assembly.
disassemble,
clean,
reassemble;
7/08 J04036
or
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.
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.
J04036 7/08
J4-11
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
STEP 6
_______________
Front brake accumulator charged to 9653 kPa (1400 psi).
_______________
Rear brake accumulator charged to 9653 kPa (1400 psi).
_______________
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).
_______________
J4-12
Rear brake pressure, pedal applied - 10,894 517 kPa (1580 75 psi).
7/08 J04036
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 ___________________________________
J04036 7/08
J4-13
NOTES
J4-14
7/08 J04036
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
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
12/09 J05024
WHEEL SPEED FRONT DISC BRAKES

BRAKE CALIPER
Caliper Removal
Each front wheel speed brake assembly has three*

calipers on one disc. Each caliper has six pistons
and two linings (three apply pistons and one lining for
each side of disc). Lining should be changed when
friction material is worn to 0.125 in. (3.22 mm) thickness.
*NOTE: Some trucks may be equipped with FOUR
(4) Brake Calipers per wheel. Service and
adjustment for these calipers are the same as
presented here.
If inspection of front brake calipers and disc assembly indicate repair beyond lining replacement, it is
necessary to remove calipers and disc from front
wheel hub and spindle. Refer to Figure 5-4 for maximum wear limits of front disc.
Clean brake assemblies before performing any service. If brake has not accumulated excessive surface
dirt, preliminary cleaning can be done in the overhaul
area. However, preliminary cleaning should be done
before removal of pistons from housing.
1. Remove front tires and rims according to procedure in Section G.

2. If necessary, remove disc from front wheel hub.
Refer to Section G, Front Wheel Hub and Spindle Removal.
NOTE: Mark or tag each brake caliper assembly for
reassembly at its correct location. Do not interchange
parts.
3. Open the brake bleed valves (2, Figure 5-3) at
each caliper and bleed down the caliper by disconnecting the two lower hoses at T connection (5 & 6, Figure 5-1). Drain the fluid into a
container. Do not reuse fluid.
4. Disconnect the top brake hose at T connection (3).
5. Disconnect and remove crossover tubes (2, 4,
& 7).
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
preliminary inspection and disassembly.
for
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.
switch is OFF and drain valves on brake accumulators are opened and steering accumulators are
bled down. Turn steering wheel to be sure steering accumulators are completely bled down.
J05024 12/09
FIGURE 5-1. FRONT BRAKE ASSEMBLY

5. T Connection
1. Brake Adapter
6. T Connection
2. Crossover Tube
7. Crossover Tube
3. T Connection
8. Junction Block
4. Crossover Tube
J5-3
Installation
Prior to brake caliper installation, refer to Brake Lining for wear limits regarding brake linings and brake
discs. If linings and/or disc is worn beyond acceptable 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.
FIGURE 5-2. DISC AND CALIPER ASSEMBLY

1. Cap Screw &
Flatwasher
2. Brake Caliper
3. Lining
4. Brake Adapter
5. Nut & Flatwasher
6. Cap Screw &
Flatwasher
7. Spindle
8. Flat Washer
9. Cap Screw
10. Brake Disc
11. Cap Screw
12. Wheel Hub
6. Install the three brake line hoses at each T

connection (3, 5 & 6).
7. Refer to Brake Bleeding Procedures in this Section and bleed air from all caliper assemblies.
6. Remove nuts and flatwashers (5, Figure 5-2)

and remove outboard half of brake caliper.
Remove cap screws and flatwashers (6) securing 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.
J5-4
12/09 J05024
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)

Assembly
Disassembly
1. Remove bleeders (2, Figure 5-3) and end caps
(7 and 8) from each end of each brake caliper
housing (1).
2. Remove linings from the caliper assembly.
NOTE: A shallow container may be necessary to
receive any remaining fluid that will drain from
cavities. Do not reuse fluid.
3. Carefully remove the piston dust shields (10)
from behind the groove lip in the housing and
from the grooved lips on the piston.
When assembling pistons (11, Figure 5-3) into the

housings (1), lubricate all cylinder walls, threads,
seals, piston seal surfaces, etc., with clean C-4
hydraulic oil.
1. Install new piston seals (12) and backup rings
(13) in housings.
2. With housing lying on mounting face, gently
push each piston past piston seal until seated in
bottom of cavities.
3. Install new or reusable dust shields (10).
4. Mark each piston and corresponding brake caliper housing position and pull piston out of the
housing. Do not interchange parts.
NOTE: Do not allow lubricant to contact dust shields.
5. Remove O-ring seals (12) and backup ring (13)

from the piston cavity using small flat nonmetallic tool having smooth round edges.
5. Apply Loctite 271 to threads of cap screw (6).

Install linings (9) and end caps (7 & 8) with bolts
(6) and tighten to 546 Nm (403 ft lbs) torque.
6. Refer to Caliper Cleaning and Inspection on the

following page for detailed instructions regarding condition and usability of parts.
6. Refer to Rear Disc Brakes in this Section and

perform Bench Test before installing caliper.
J05024 12/09
4. Install all fittings (4 & 5) and bleeder (2) in correct position in housings.
7. After bench test is performed, refer to Installation for procedures for installing calipers on
brake adapter.
J5-5

1. Preliminary cleaning can be more effective if linings are first removed. However, retaining
plates should be temporarily reinstalled in order
to stay with brake assembly through overhaul
cycle.
Use care when wiping dust shields. Too much

pressure on shield over sharp tip of housing cavity may cause dust shield to be cut.
2. 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.
NOTE: If brake has not accumulated excessive
surface dirt, preliminary cleaning can be done in the
overhaul area. However, it is recommended that
preliminary cleaning be done before removal of
pistons from housings.
3. Inspect dust shields (10, Figure 5-3) for any
physical damage or rupture, and any hardening,
cracking, or deterioration of material from
excessive heat. Failure of dust shield can admit
dirt to the piston cavity, causing damage to surface finish of piston and cylinder wall, and damage to seal. If dust shields are found to be soft
and pliable, with no sign of hardening or cracking, they should be wiped clean and set aside
for reuse.
4. Inspect piston cavities and surfaces of piston
for evidence of dirty fluid, particularly if dust
shields were ruptured.
J5-6
5. Inspect piston cavities for evidence of varnish

formation, caused by excessive and prolonged
heating of brake oil.
Piston should be handled with care. The usual

cause of nicked piston surfaces is mishandling
during the cleaning procedure.
Steel tools should never be used in piston cavities and seal grooves. Copper, brass, aluminum,
wood, etc. are acceptable materials for such purposes.
NOTE: All seals (12, Figure 5-3) should be replaced
at assembly.
6. Inspect piston (11) surfaces for scratches,
excessive wear, nicks, and general surface finish deterioration that can contribute to seal
damage and fluid leakage.
NOTE: In normal operation, a very slow rate of wear
should be experienced, and will be noticeable by the
slow disappearance of the hard chrome finish. Minor
nicks and scratches may be blended out by hand
with 180 grit aluminum oxide or carborundum cloth,
then successively finer grades used until a surface
comparable to the original surface is obtained.
Extensive local polishing should be avoided, since
the minimum piston diameter is 91.923 mm (3.619
in.). The piston finish is important in providing a
proper seal surface and seal wear life. Where
surface finish has deteriorated beyond restoration by
moderate power buffing with a fine wire brush, piston
should be replaced. Determination of ideal surface
finish quality can be made by comparison with a new
piston. Surface roughness of piston face through
contact with lining back plate is not detrimental to its
operation, and is a normal condition.
12/09 J05024
7. Inspect piston cavities for damage similar to

Step 6 above, with particular attention to the
edge of the seal grooves. These must feel
smooth and sharp with no nicks or sharp projection that can damage seals or scratch pistons.
Seal groove surfaces must be smooth and free
of pits or scratches. Finish of cylinder wall is not
as critical as surface finish of piston. Surface
deterioration near entrance of cavity should be
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 deterioration of cavity walls.
NOTE: Care must be taken that a minimum amount
of material is removed, within the previous maximum
diameter limitation of 92.176 mm (3.629 in.). Power
polishing will not normally be required, and should
not be used as a standard overhaul procedure.
8. Inspect inlet and bleeder ports in housings for
damage to threads or seal counter bores.
Thread damage that cannot be repaired by use
of a 0.475-20 UNF-2B tap will require housing
to be replaced.
9. Inspect retainer plates (7 & 8) for bent or
cracked condition, replace if such damage is
found. Inspect retainer plate bolts (6), and
tapped holes in housing.
NOTE: These bolts are highly stressed and should
be replaced whenever their condition appears
questionable. A 3/4-16 UNF-28 tap lubricated with a
light oil may be used to inspect tapped holes in
housings for thread damage and to clean up any
minor thread roughness.
10. Brake housings and pistons should be thoroughly cleaned. After cleaning, passages, cavities, and external surfaces should be blown dry
with clean, dry, compressed air. Piston should
also be cleaned and blown dry.
BRAKE LINING
Replacement
Each front wheel speed disc assembly has three
(some trucks may have four) calipers on one disc.
Each caliper has six pistons and two linings, three
apply pistons and one lining for each side of disc.
Lining should be changed when friction material is
worn to 3.22 mm (0.125 in.) thickness.
Failure to replace lining when worn to limits will

result in loss of braking and possible catastrophic failure.
1. To replace front linings, remove front tire and
rims, refer to Wheel and Tire Installation, Section G.
2. Remove end plates (7 or 8) Figure 5-3 from
either end of caliper.
3. Pry between lining and disc to force pistons to
bottom in caliper housing.
4. Remove lining from inboard and outboard sides
of disc.
5. Inspect dust seals. Seals should be soft, pliable, and show no evidence of hardening or
rupture. If damage is observed, the dust covers
must be replaced. This will require disassembly
of the caliper.
6. Inspect end plates for wear. Replace if grooves
will not allow lining back plate to slide freely.
7. IMeasure 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
Figure 5-4.
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.
J05024 12/09
J5-7
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 necessary 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 Nm (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 Installation, Section G.
FIGURE 5-4. DISC WEAR LIMITS
J5-8
12/09 J05024
FRONT SERVICE BRAKE CONDITIONING (BURNISHING) PROCEDURE

GENERAL
Front Brake Conditioning
After any brake lining replacement, or at new truck

start up, the brake linings and discs must be burnished. A surface pyrometer will be necessary to
accurately record disc temperature during brake burnishing procedure.
Safety Precautions
BEFORE
DISCONNECTING
PRESSURE
LINES, REPLACING COMPONENTS IN THE
HYDRAULIC CIRCUITS, OR INSTALLING
TEST GAUGES, ALWAYS BLEED DOWN
HYDRAULIC STEERING ACCUMULATORS
AND BRAKE SYSTEM ACCUMULATORS.
The steering accumulators can be bled down
with engine shut down, turning the key switch
OFF and waiting 90 seconds. Confirm the
steering pressure is released by turning the
steering wheel - No front wheel movement
should occur.
The brake accumulators are bled by opening
the two valves (7, Figure 5-5) on the brake
manifold (inside brake cabinet).
1. To prevent overheating and possible destruction of rear brakes, temporarily disconnect the
REAR brakes while burnishing front wheel
brakes as follows:
a. Relieve stored pressure in hydraulic system
according to the previous WARNING
instructions.
b. Disconnect BR hydraulic tube (1, Figure 55) at both ends inside brake control cabinet.
Install a #8, 0.75 x 16 UNF-2B, 37 flare Cap
Nut (WA2567, or equivalent) on each fitting
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
the operator's brake pedal to the rear brakes. There
will be a noticeable loss of braking action at the
pedal. However, this method of temporarily disabling
the brakes will still permit the application of Brake
Lock, in the event of an emergency.
c. Close brake accumulator bleed valves (7,
Figure 5-5).
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
procedures.
FIGURE 5-5. BRAKE MANIFOLD AND

COMPONENTS
1. BR Hydraulic Tube
2. Rear Brake Accum.
3. Brake Manifold
4. Front Brake Accum.
5. BF Hydraulic Tube
J05024 12/09
6. Brake Lock Shuttle

Valve
7. Brake Accumulator
Bleed Valves
J5-9
2. Disconnect pressure sensor (2, Figure 5-6) by

disconnecting connector (1) inside the brake
cabinet. By disconnecting circuit 44R, propulsion will be allowed with the service brakes
applied.
3. Drive truck at speeds of 8-16 kph (5-10 mph)
with brake alternately applied and released
using sufficient pressure to make engine work
to a noticeable extent during apply.
NOTE: The override switch on the instrument panel
must be depressed and held by the operator in order
to propel with the brakes 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
182 meters (200 yards).
5. Let the discs cool to 121 C (250 F) and repeat
procedure two more cycles.
6. Allow front discs to cool to 121 C (250 F).
7. Reconnect rear brakes:
a. Relieve pressure in hydraulic system according to previous WARNING instructions.
b. Remove cap nuts and reinstall tube (1, Figure 5-5). Tighten the tube nuts to standard
torque.
c. Close accumulator bleed valves (7).
d. Re-connect connector (1, Figure 5-6) to the
wiring harness.
8. Start the engine and check for leaks. Bleed the

brakes according to bleeding procedures.
9. Ensure all brakes are functioning properly.
10. Verify that pressure sensor and circuit 44R is
functioning correctly. With the truck empty and
on a level surface, accelerate up to 16 kph (10
mph). Apply the service brakes. The drive system must drop out of propulsion at this time. If it
does not drop propulsion, troubleshoot the system and repair the problem. Do not release the
truck to production unless propulsion is discontinued when the service brakes are applied.
BRAKE BLEEDING PROCEDURES

Attach brake lines and bleed brake calipers according to the following instructions.
1. Fill hydraulic tank following procedure in Section P, Hydraulic Tank Service.
2. Close brake accumulator drain valves (7, Figure
5-5), if open.
3. Securely attach bleeder hose to highest bleeder
valve of each caliper, direct hose away from
brake assembly and into a container to catch
excess oil.
4. With engine at idle make partial brake application of service brake pedal:
a. Maintaining partial application, open bleeder
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 Service Brake Conditioning.

1. Connector
2. Pressure Sensor
J5-10
12/09 J05024
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
10/10 J06025
ARMATURE SPEED REAR DISC BRAKES

REAR BRAKES
CALIPER AND DISC
Each rear wheel service brake assembly consists of

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.
Removal
A constant brake-release clearance between pistons

and linings, and lining and disc, is maintained by an
automatic adjustment feature of the piston subassembly. As the lining wears, the position of grips on a
return pin advances to allow maximum piston force to
be applied to lining. Upon brake release, the piston is
retracted by a return spring for the amount of the predetermined clearance.
The parking brake is also incorporated into the brake
caliper. A separate piston applies the park brake,
which applies the service brake pads against the
brake rotor.

switch is OFF and drain valves on brake accumulators are opened and steering accumulators are
bled down. Turn steering wheel to be sure steering accumulator is completely bled down.
1. Park truck in level ground. Block all the wheels
on both sides to prevent the truck from moving.
2. With engine off, key switch OFF, wait 90 seconds 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.
FIGURE 6-1. BRAKE CALIPER

1. Cap Screws
2. End Plate
3. Caliper
J06025 10/10
4. Crossover Tubes
5. Bleed Plug
NOTE: If the caliper is being removed to be serviced,

it is not necessary to install the wire. If the caliper is
being removed to gain access to other parts, and the
caliper does not need service, the wire must be
installed. If the brake lining pulls away from the
caliper, the caliper must be disassembled to reset the
brake wear adjuster.
J6-3
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.
17. Remove cap screws and flat washers (3) and
remove adapter (2).
J6-4
FIGURE 6-2. REAR DISC BRAKE

1. Wheel Motor
2. Adapter
3. Cap Screw/Flatwasher
4. Shims
5. Caliper Assembly
6. Cap Screw/Flatwasher
7. Shims
8. Bushing
9. Cap Screw
10. Adapter, Brake Disc
11. Cap Screw &
Flatwasher
12. Disc
13. Cap Screw &
Flatwasher
14. Caliper Assembly
15. Adapter/Armature
Shaft Drive
10/10 J06025
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).
Installation
Secure the lining assembly to the caliper housing

using wire ties or safety wire so that it cannot
move away from the caliper housing. Movement
of the lining assembly during installation will
affect the parking piston adjustment which may
cause the brake to drag after installation. The lining must remain secure to the caliper housing
until the brake is installed on the vehicle. If the
lining does move away from the caliper, the caliper will have to be partially disassembled to reset
the adjuster.
NOTE: If installing new calipers, do not cut the band
off the caliper until retaining wire has been installed.
1. Inspect all brake discs (12, Figure 6-2) for wear.
Refer to Brake Disc Inspection, this chapter, for
wear limits. If any disc is worn beyond the wear
limit, replace the disc.
2. If removed, install adapter (2, Figure 6-2) and
secure in place with lubricated cap screws and
flat washers (3). Tighten cap screws to standard
torque.
3. Install two 7/8-9 NC X 14 in. studs in two center
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.
a. Measure and record distance from caliper
mounting surface to inside face of brake disc
(12). This is Dimension A, Figure 6-2.
b. If dimension A is 126.21 mm (4.97 in.) or
greater, install one 1.016 mm (0.040 in.)
shim at brake mounting surface. Measure
dimension A again, measuring from outer
surface of shim to inside face of brake disc.
c. When dimension A is less than 126.21 mm
(4.97 in.), then, subtract dimension A from
126.49 mm (4.98 in.).
J06025 10/10
5. Remove disc mounting cap screws (11) and

inner disc (12).
NOTE: The inner and outer caliper halves are
different, and are not interchangeable. The outer half
has countersunk bores for the cap screw head and
flat washers, the inner half has a flat mounting
surface.
NOTE: Each caliper half weighs approximately 45 kg
(100 lbs).
6. With brake linings secured with wire, install
inner brake caliper half (14) over the two studs.
Ensure brake bleeder plugs (6 & 7, Figure 6-3)
are installed in the locations shown. Bleeder
plug (7) must be installed in the same location
as (4) when viewing from the end.
NOTE: Bleed plug (7) may have to be removed
temporarily to obtain clearance around adapter (15,
Figure 6-2) during caliper installation. Cover or plug
hole in caliper to prevent dirt contamination inside
caliper.
7. If brake disc shim pack (7) is required (Step 4d),
install shims on adapter (15).
Cap Screws (3, 6, 9, 11 & 13) must have the

threads and seats lubricated with simple lithium
base chassis grease (multi-purpose EP NLGI)
prior to installation.
8. Remove the brake lining retaining wire. Do not
let the lining pull away from the caliper. Install
inner brake disc (12) with bushing (8). Lubricate
then install all cap screws and flat washers (11)
to inner disc. Tighten cap screws (11) to standard torque.
J6-5
NOTE: If the brake lining moves away from the caliper while handling during installation, the caliper
must be partially disassembled to re-adjust the parking brake adjuster. The brake caliper must be
installed with the brake linings completely retracted.
15. Remove cap screws (11) and outer disc (12).

Remove outer disc adapter (10).
9. Install outer brake caliper half (14) over the two

studs. Carefully remove the brake lining retaining wire. Do not let the lining pull away from the
caliper. Lubricate then install four cap screws
and flat washers (13).
17. Install outer disc adapter (10, Figure 6-2). Lubricate then install cap screws and flat washers
(9). Tighten 12 point head cap screws (9) to
standard torque.
10. Remove the two studs in the center holes.

11. Lubricate then install two cap screws (13) and
hardened flat washers. Tighten all cap screws
(13) to standard torque. Ensure brake bleeder
plugs (4 & 5, Figure 6-3) are installed in the
locations shown.
12. Install two 7/8-9 NC X 14 in. studs in the two
center caliper mounting cap screw holes for the
outer brake caliper (5).
13. Install outer disc adapter (10, Figure 6-2) with
six cap screws (9) and tighten securely.
14. Install outboard disc (12) with four equally
spaced mounting cap screws (11). Tighten, but
do not tighten to final torque at this time.
a. Measure and record distance from caliper
mounting surface to inside face of brake disc
(12). This is Dimension B, Figure 6-2.
b. If dimension B is 126.21 mm (4.97 in.) or
greater, install one 1.016 mm (0.040 in.)
shim at brake mounting surface. Measure
dimension B again, measuring from outer
surface of shim to inside face of brake disc.
c. When dimension B is less than 126.21 mm
(4.97 in.), then, subtract dimension B from
126.49 mm (4.98 in.).
d. Make a measured shim pack equal to the
result obtained in Step 14c. If not equal, then
within 0.127 mm (0.005 in.) of the result. This
will be brake disc shim pack (7).
J6-6
16. With brake linings secured to caliper with wire,

install inner brake caliper half (5) over the two
studs. Ensure brake bleeder plug (3, Figure 6-3)
is installed in the location shown.
18. If brake disc shim pack (7, Figure 6-2) is

required (Step 14d), install shims on adapter
(10).
19. Install outer brake disc (12) with bushing (8).
Lubricate then install all cap screws and flat
washers (11) to outer disc. With the brake disc
resting against the brake lining, remove the
wires retaining the brake linings. Tighten cap
screws (11) to standard torque.
20. With brake linings secured to caliper with wire,
install outside caliper half (5). Lubricate then
install the four outer cap screws and flat washers (6). Remove the wires retaining the brake
linings.
21. Remove the two studs in the center holes and
install the remaining two lubricated cap screws
(6) with washers. Tighten all cap screws (6) to
standard torque.
22. Ensure brake bleeder plugs (1 & 2, Figure 6-3)
are installed in the locations shown.
23. Ensure all brake bleeders in both calipers are in
the exact locations shown in Figure 6-3.
Remove all extra brake bleed plugs from brake
calipers so they will not be used during the
brake bleeding procedure.
24. Install crossover tubes and connect all brake
lines.
25. Refer to Park Brake Adjustment Procedure to
adjust the parking brake.
26. After the brakes are adjusted, refer to Brake
Bleeding procedure to bleed trapped air out of
the brake system.
10/10 J06025
27. Inspect the brake calipers, lines and fitting for

any leakage. Repair any leaks.
2. Ensure the wheel brake lock switch is set to the

OFF position.
3. Start engine and operate at low idle speed. DO
NOT apply service brakes.
All brake linings must be burnished before truck

can return to operation. Brake performance is
reduced if new linings are not burnished.
4. Without applying the service brakes, move the

directional control lever from the PARK position
to the NEUTRAL position. This will release the
parking brake.
28. Refer to Service Brake Conditioning Procedure

to burnish the brake linings.
5. Now, fully apply the service brakes. The park

brake piston adjusters will adjust automatically
when hydraulic pressure is applied to the service brake pistons.
PARK BRAKE ADJUSTMENT PROCEDURE
NOTE:
Parking
brake
adjustment
occurs
automatically whenever the service brakes are
applied while the parking brake is released.
6. Move directional control lever to the PARK position.
Do not apply the service brakes or bleed the service brakes until after the adjustment procedure
is complete. It may result in reduced park brake
performance.
7. Turn the key switch to the OFF position. Park

brake adjustment is now complete.
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.
J06025 10/10
J6-7
BRAKE BLEEDING PROCEDURE

calipers.
Park Brake
The brake calipers must be adjusted before

bleeding the brakes. Refer to Park Brake Adjustment procedure for more information.
7. Check hydraulic reservoir level as bleeding

takes place, maintain correct oil level.
NOTE: Bleeder valves must be installed in the

locations shown in Figure 6-3.
8. Securely attach bleeder hose to highest park

brake bleeder (2) valve of each caliper, direct
hose away from brake assembly and into a container to catch excess oil.
1. Chock the wheels to prevent the truck from

moving.
9. Release park brake by moving the directional

control lever to the NETURAL position.
2. Fill hydraulic tank following procedure in Section P, Hydraulic Tank Service.
10. Slowly open each park brake bleeder valve until

a clean stream of oil is discharged from caliper.
Use bleeder valves shown in Figure 6-3.
3. Close brake accumulator drain valves (7, Figure

6-38).
Service Brake
4. Securely attach bleeder hose to highest service
brake bleeder valve of each caliper, direct hose
away from brake assembly and into a container
to catch excess oil.
calipers.
12. Place directional control lever back into the
PARK position and stop engine.
13. The brake linings (new or used) must be burnished 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
from caliper. Use bleeder valves shown in
Figure 6-3.
b. Close bleeder valve.
All brake linings must be burnished prior to

being put in service. Brake performance is
reduced if new linings are not burnished. Refer to
Service Brake Conditioning.
FIGURE 6-3. BLEEDER PLUG LOCATION

1. Bleeder Valve, Service Brake
2. Bleeder Valve, Park Brake
J6-8
10/10 J06025
CALIPER
6. Separate the two lining end plates from the caliper housing half by removing the six cap screws
(1, Figure 6-5), three from each end plate.
Disassembly
1. Open all bleeder screws and allow the fluid to
drain from the assembly into an approved container.
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
2. Special Tool Holes
3. Plug
5. Use a long 3/16-inch hex wrench (4, Figure 6-8)

through the hole in the center of the parking piston 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).
J06025 10/10
J6-9
9. Remove the four spring washers (1, Figure 6-7)

from the parking piston cavity of the caliper
housing.
FIGURE 6-7. PARK BRAKE

1. Spring Washers
2. End Cap
10. Use a 3/16 inch hex wrench, remove the shoulder bolt and spring (1, Figure 6-8), loosened in
Step 5, from the parking piston cavity. Inspect
the shoulder bolt and spring for damage. If
damaged, replace with new parts.
FIGURE 6-8. PARK PISTON

1. Shoulder Bolt & Spring 4. Hex Wrench
2. Parking Piston
5. Loctite 272
3. Adjusting Bolt
(assembly only)
11. Use a pick or suitable tool to separate the parking piston boots from the groove in the parking
piston adjusting bolts.
J6-10
12. Pull the adjusting piston (1, Figure 6-9) from the
collar inside the parking pistons of each caliper
housing.
FIGURE 6-9. PISTON

1. Adjusting Piston
2. Caliper Housing
13. Use a pick or suitable tool to remove the parking

piston boots from each caliper housing.
14. Use suitable snap ring pliers to remove the
parking piston adjusting collar retaining snap
ring (1, Figure 6-10) from inside the groove of
the parking piston. Remove the adjusting collar.
FIGURE 6-10. ADJUSTING COLLAR

1. Snap Ring
2. Adjusting Collar
10/10 J06025
15. Use a suitable tool to push the parking piston

out of the caliper housing.
16. Remove the 127 mm (5 in.) diameter O-ring (1,
Figure 6-11) and backup ring (2) from the parking piston. Discard the O-ring and backup ring.
FIGURE 6-11. PISTON

1. O-Ring
3. Parking Piston
2. Backup Ring
4. Caliper Housing
17. Use a suitable tool to remove the 63.5 mm (2.5in.) diameter parking piston O-ring (1, Figure 612) and backup ring (2) from the caliper housing. Discard the O-ring and backup ring.
18. Position the caliper housing so that the ends of

the adjuster pin and nut are up. Use a 5/32-inch
hex wrench to hold the pin and remove the nut
and washer from the caliper housing.
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

1. Piston Assembly
2. Dust Seal
20. Use a suitable tool to remove the two service

piston dust seals (1, Figure 6-14) from the caliper 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
J06025 10/10
J6-11
21. Use a suitable tool to remove the 76.2 mm (3

in.) diameter service piston O-ring (1, Figure 615) and backup ring (2) from each piston bore
groove of the caliper housing. Discard the Orings and backup rings.
PISTON SUBASSEMBLY
Disassembly
NOTE: Disassembly of the piston subassembly
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 components and serious personal injury.
FIGURE 6-15. SERVICE PISTON O-RINGS
1. O-Ring
2. Backup Ring
22. Remove all fittings, plugs and bleeder screws

from each caliper housing. Mark the position
and location of the fittings for correct reinstallation. Note the location of the bleeder screws
and plugs for correct installation.
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,
and hold.
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
2. Special Sleeve A
3. Threaded Ring
4. Return Spring
J6-12
5. Arbor Press Table

6. 1.40 - 1.65 mm (BIC)
(0.055-0.065 in.)
10/10 J06025
4. Back out the threaded ring. Use a spanner

wrench if the threaded ring will not unscrew by
hand.
PREPARATION FOR ASSEMBLY
5. Slowly raise the arbor until all compression of

the piston return spring is relieved.
6. Remove the spring retainer, return spring, outer
spring guide, adjusting pin with adjuster assemblies, inner spring guide and piston.
7. Check the adjuster force of the adjuster assembly
8. Inspect and test the piston return spring elsewhere in this chapter.
Read and observe all Warning and Caution hazard alert messages in this publication. They provide information that can help prevent serious
personal injury, damage to components, or both.
Solvent cleaners can be flammable, poisonous
and cause burns. Examples of solvent cleaners
are carbon tetrachloride, and emulsion-type and
petroleum-base cleaners. Read the manufacturer'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 alkaline solutions to clean ground or polished parts.
Damage to parts can result.
J06025 10/10
J6-13
For Rough Metal Parts
INSPECTION
Use a cleaning solvent or a weak alkaline solution in

a hot solution tank to clean rough metal parts. If a hot
solution tank is used, follow the instructions below.
Caliper Parts
1. Leave the rough parts in the tank until they are

completely cleaned and heated.
2. Remove the rough parts from the tank.
3. Wash the parts with water until the alkaline
solution is removed.
Dry and Inspect Parts

1. Use soft, clean paper, cloth rags or compressed
air to completely dry parts immediately after
they are cleaned.
2. Carefully inspect all parts for wear or damage
before assembly.
3. Repair or replace worn or damaged parts.
Corrosion Protection
Apply clean hydraulic oil to the cleaned and dried
parts that are not damaged and are to be immediately assembled. Do NOT apply fluid to the brake linings or the disc.
If parts are to be stored, apply a special material that
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 prevents corrosion.
1. inspect the pistons, housing bores and O-ring

grooves for scratches or corrosion. Remove
small scratches or corrosion with a fine emery
cloth. Replace the components if they are worn
beyond wear limits or if there are large
scratches or large amounts of corrosion.
2. Measure the outer diameter of the service piston. Replace the piston if the outer diameter is
less than 76.07 mm (2.995 in.).
3. Measure the outer diameter of the parking piston. Replace the piston if the outer diameter
measures less than 63.37 mm (2.495 in.) and
126.90 mm (4.996 in.).
4. Measure the diameter of the housing service
piston bore. Replace the housing if the diameter
exceeds 76.30 mm (3.004 in.).
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
(5.005 in.).
6. Inspect caliper ports and end plate bolt holes for
thread damage. Use the appropriate taps lubricated with light oil to inspect tapped holes for
thread damage and to clean up minor thread
damage.
Fluid ports - Use 9/16-18 UNF-2B tap

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 caliper.
J6-14
10/10 J06025
Shoes, Linings and End Plates

To help prevent abnormal lining wear, replace worn,
bent or cracked end plates and distorted shoes.
Inspect the end plate cap screws for wear. Replace
the bolts if worn.
NOTE: End plate cap screws are highly stressed.
Inspect linings
1. Lining Wear. Replace the linings when the thickness of the lining is less than 3.2 mm (0.125 in.)
from the back plate.
2. Lining Wear Not Even. Replace the linings if the
thickness of the two linings is significantly different. 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.
PISTON ASSEMBLY RETURN SPRING

FORCE AND BUILT-IN CLEARANCE (BIC)
1. Place the piston subassembly onto a spring
tester table. Install a special sleeve (2, Figure 617) 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
range of 2.54-3.1 mm (0.100-0.125 in.) such as
Federal Mod C6K or C71, or equivalent, having
a 0.508 or 0.635 mm ( 0.020 or 0.025 in.)
scale with 0.0127 mm (0.0005 in.) increments.
3. Lower the spring tester arbor to compress the
spring to minimum height (7, Figure 6-17). The
indicator pointer will stop rotating.
3. Oil or Grease on the Linings. Replace the linings.
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
referred to as heat check cracks.
FIGURE 6-17. SPRING TESTER SETUP

1. Arbor Of Spring Tester
2. Special Sleeve A
3. Dial Indicator
4. Return Spring
J06025 10/10
5. Spring Tester Table

6. Adjuster Pin
7. 1.40-1.65 mm (BIC)
(0.055-0.65 in.
J6-15
4. Hold the spring compressed and rotate the indicator dial to indicate ZERO.
5. Raise the arbor slowly until the spring tester
force scale reads ZERO; indicator dial reading
will be the BIC (Built-In Clearance).
6. Lower the arbor slowly until the indicator again
reads ZERO; the spring tester force scale will
now indicate the spring return force.
Piston Assembly Adjuster Grip Force

1. Inspect the piston assembly adjuster grip force.
This is the force required to cause the adjuster
pin to slip in the pair of adjuster grip subassemblies.
2. Provide the special tools. Refer to Figures 6-18
and 6-19.
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 (0.0550.065 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
1. 6.35 mm (0.25 in.)
2. 9.7 mm (0.38 in.)
3. 15.7 mm (0.62 in.)
4. 19.05 mm (0.75 in.)
5. 25.4 mm (1.00 in.)
6. 33.27 mm (1.31 in.)
7. 50.8 mm (2.00 in.)
8. 57.15 mm (2.25 in.)
9. 58.67 mm (2.31 in.)
J6-16
10. 65.02 mm (2.56 in.)

11. 82.5 mm (3.25 in.)
12. 85.9 mm (3.38 in.)
13. 92.0 mm (3.62 in.)
14. 114.3 mm (4.5 in.)
Free Length
15. 139.7 mm (5.50 in.)
Free Length
16. 173 kg (380 lbs)
17. 362 kg (800 lbs)
10/10 J06025
Do not use a commercially available spring tester

for making adjuster force measurements. Sudden 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 173362 kg (380-800 lbs).
FIGURE 6-19. ADJUSTER PIN EXTENDER TOOL
1. 6.35 mm (in.)
2. 7.9 mm (0.31 in.)
3. 8.6 mm (0.34 in.)
4. Three dowels
0.375 in. dia.
x 1.5 in long
5. 9.7 mm (0.38 in.)
6. 12.7 mm (0.50 in.)
7. 15.7 mm (0.62 in.)
8. 25.4 mm (1.0 in.)
9. 31.8 mm (1.25 in.)
10. 38.1 mm (1.5 in.)
11. See 11 below

12. 76.2 mm (3.0 in.)
+ 0.127 mm (0.005 in.)
-0.00 mm (0.00 in.)
13. 71.4 mm (2.81 in.)
14. 85.9 mm (3.38 in.)
15. 84.1 mm (3.31 in.)
16. 109.5 mm (4.31 in.)
17. 5/16-24 UNF Thread
18. Diamond Knurl
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
6. Adjuster Pin Extender
1. Arbor Press
Tool
2. Adjuster Pin
3. Piston Subassembly
4. Calibrated Spring Pod 8. Piston Subassembly
5. Dowels
J06025 10/10
J6-17
4. Insert the piston assembly into the adjuster pin

extender tool and secure firmly using the
knurled nut on the threads of the adjuster pin.
Place the special tool and piston assembly
under the arbor and drop in three 9.5 mm
(0.375 in.) dowel pins as shown in View B, Figure 6-20 Place the calibrated spring pod on top
of the dowels.
1. Place the spring pod on the arbor press table.

Use both special sleeves, Figures 6-26 as
shown in Views A and B of Figure 6-21 to slip
the adjuster back and forth several times on the
adjuster pin.
5. Apply arbor force slowly to the top of the calibrated 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) maximum force, replace the adjuster pin and
adjuster in the piston assembly. See instructions elsewhere in this chapter.
Adjuster Force
Observe all warnings and cautions provided by

the press manufacturer to avoid damage to components and serious personal injury.
Do not use the spring tester for making adjuster

force measurements. Sudden adjuster force
release can destroy calibration and possibly
result in damage to the tester.
To obtain adjuster force measurements of the

adjuster subassemblies installed onto the adjuster
pin, it is necessary to have either a force-calibrated
hydraulic shop press, or a calibrated spring pod, Figure 6-18, available for use with a standard arbor
press. Obtain force measurements as illustrated in
Figure 6-21.
J6-18
FIGURE 6-21. CHECKING ADJUSTER FORCE

5. Special Sleeve B
1. Arbor
6. Special Sleeve A
2. Special Sleeve
7. Calibrated Spring Pod
3. Adjuster Pin
4. Adjuster Assemblies
2. Use a calibrated spring pod, with an arbor press

to check for required adjuster force slippage.
Apply force from the arbor slowly to observe
that slippage occurs between the 173 and 362
kg (380 and 800 lbs) markings on the spring
pod.
3. If slippage occurs between the specified force
limits, slip the adjuster back and forth by alternate use of special sleeves to position on the
pin as shown in Figure 6-21, View B, and reinstall it into the piston subassembly.
10/10 J06025
NOTE: Any rework of the adjuster pin must be

avoided unless absolutely necessary.
4. If slippage occurs below the 173 kg (380 lbs)
limit, either the adjuster or adjuster pin must be
replaced. Use special sleeve A and the arbor
press to slip both adjuster assemblies off the
adjuster pin. Inspect the adjuster pin for nicks
and wear. Adjuster pins with slight nicks that
can be polished out by hand can be reused if
subsequent slip inspection is acceptable.
Replace adjuster pins that are bent or worn to
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.
a. Place the adjuster and pilot pin subassembly

onto the end of the adjuster pin.
b. Press the adjuster off the expendable pilot
pin, onto the adjuster pin. See Figure 6-22.
c. Press the second adjuster on to the adjuster
pin.
d. Continue to push the adjuster along the
adjuster pin until it contacts the previously
installed adjuster.
e. After assembly, check the adjuster force of
the adjuster assembly.
Adjusters and adjuster pins are critical items in

the operation of the piston return mechanism
and must not be mishandled. Under no circumstances 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
1. Arbor
2. Special Sleeve B
3. Pilot Pin
4. Adjuster Assembly
5. Adjuster Pin
6. Special Sleeve A
Use of special sleeves A and B to install adjuster

onto adjuster pin in correct position for assembly
in piston subassembly.
J06025 10/10
J6-19
Piston Return Spring

1. Inspect the return spring for a free height
dimension of 22.15 mm (0.872 in.). A measured
height of less than 21.59 mm (0.850 in.) is an
indication that the brake assembly has been
subjected to high temperature operation, resulting in permanent set of the spring. This causes
loss of spring force at working height.
2. Measure the spring force at maximum service
deflection of a spring tester as shown in Figure
6-23. Use an outer spring guide for test setup
purposes.
3. Set up the dial indicator between the tester

arbor and the table. Place the outer spring
guide under the tester arbor. Lower the arbor
firmly onto the spring guide. Disregard any
tester reading. Hold the arbor in this position
and set the indicator dial to ZERO, as shown in
View A. Figure 6-23.
4. Raise the arbor. Place the return spring over the
spring guide and lower the arbor slowly until the
dial indicator again reads ZERO. Read the
spring force on the tester scale, as shown in
View B, Figure 6-23.
This value is the spring return force exerted under

maximum deflection installed in the piston subassembly. 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 recommended 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
2. Outer Spring Guide
3. Tester Table
4. Return Spring
5. Tester Force Scale
Setup for inspecting piston return springs at

maximum operating deflection. Set up tester
as at (A), disregarding any force scale reading; install return spring over outer spring
guide, compress slowly until dial indicator
again reads zero, read spring force on tester
force scale.
J6-20
10/10 J06025
ASSEMBLY
1. Place the adjuster and pilot pin subassembly

onto the end of the adjuster pin.
Read and observe all Warning and Caution hazard

alert messages in this publication. They provide
information that can help prevent serious personal
injury, damage to components, or both.
Discard all backup rings, O-rings and dust boots and
use new ones when servicing the caliper.
Adjuster and Pin Assembly
2. Press the adjuster (4, Figure 6-24) off the

expendable pilot pin onto the adjuster pin.
3. Press the second adjuster onto the adjuster pin.
4. Continue to push the adjuster along the
adjuster pin until it contacts the previously
installed adjuster.
5. After assembly, check the adjuster force of the
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 circumstances 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
1. Arbor
2. Special Sleeve B
3. Pilot Pin
4. Adjuster Assembly
5. Adjuster Pin
6. Special Sleeve A
Use of special sleeves A and B to install adjuster

onto adjuster pin in correct position for assembly
in piston subassembly.
J06025 10/10
J6-21
Piston Subassembly
1. Install inner spring guide (10, Figure 6-25) into
the piston cavity.
2. Install adjuster pin (8) with the adjuster assemblies installed onto the adjuster pin.
3. Install outer spring guide (7).
8. Screw the threaded ring against the spring

retainer, using a spanner wrench to ensure that
the threaded ring is bottomed. Holding the
spring compressed, back off the threaded ring
one full turn, plus the additional amount needed
to install the lock ring into the first available lock
ring position.
4. Install return spring (6).

5. Install spring retainer (5).
6. Position the piston assembly onto an arbor
press table as shown in Figure 6-16. Use special sleeve A shown in Figure 6-26 over the
adjuster pin. Position the threaded ring over the
special sleeve.
NOTE: This procedure provides the required built-in

clearance (BIC).
9. Raise the arbor, remove the piston assembly
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
2. Threaded Ring
3. O-Ring
4. Adjuster Pin Washer
5. Spring Retainer
6. Return Spring
J6-22
7. Outer Spring Guide

8. Adjuster Pin
9. Adjuster
10. Inner Spring Guide
11. Piston
10/10 J06025
Brake Caliper
Use only the specified components when servicing 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.
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
piston pin is aligned with its hole in the housing.
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 lubricate the parts.
3. Install a new piston O-ring into the groove of
each service piston bore. Push the O-rings to
the bottom of the grooves.
4. Install a new piston backup ring above each piston O-ring.
FIGURE 6-27. SERVICE PISTONS

1. Piston Assembly
2. Dust Seal
NOTE: Do not apply grease to the dust seals.

5. Install two new service piston dust seals into the
dust seal grooves of each caliper housing. Verify that the dust seals are fully seated.
9. Install a lock washer and locknut onto each piston pin.
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.
Inspect the outside diameter of each service piston for nicks, scratches, surface roughness or
other defects. Replace service pistons having
any of these defects.
J06025 10/10
When tightening the nuts, avoid turning the

adjuster pins. This can cause damage to the Oring 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 Nm
(120-150 in. lb).
11. Place each housing subassembly onto the arbor
press, and press the piston subassemblies into
their cavities to the maximum retracted position.
Re-tighten adjuster pin nuts as described in
Step 10.
J6-23
12. Install a new smaller diameter 63.5 mm (2.5 in.)

parking piston backup rings (2, Figure 6-28) into
the ring groove of each caliper housing.
14. Install a new larger diameter 127 mm (5 in.)

parking piston backup ring (2, Figure 6-29) into
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 silicone grease. Install one O-ring into the O-ring
groove of each parking piston.
16. Lightly apply silicone grease to the outside surfaces of each parking piston.
FIGURE 6-28. PARK PISTON SEALS

1. O-Ring
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
in the bore.
2. Backup Ring
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 silicone 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 pistons having any of these defects.
FIGURE 6-29. O-RING INSTALLATION
1. Parking Piston
2. Backup Ring
J6-24
3. O-Ring
10/10 J06025
17. Install the parking piston (3, Figure 6-30) into

the parking piston bore of each caliper housing
until fully seated. The smaller diameter portion
of each parking piston is inserted into the caliper housing bore first, toward the inside of the
caliper housing.
NOTE: There is risk of cutting the back-up ring or Oring 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 backup 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.
20. Install snap ring (2, Figure 6-31) into the snap
ring groove of each parking piston inner bore to
retain the adjusting collars.
21. Make a short bend in the end of a length of
safety wire. Hook the bent end of the wire into
one of the slots in the adjusting collar to keep it
from turning when the adjusting bolt is installed.
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
J06025 10/10
J6-25
22. Screw the adjusting piston (1, Figure 6-32) into

the adjusting collar finger tight, until fully seated
into the parking piston.
23. Remove the safety wire.
24. Press a new parking piston boot into each caliper housing until fully seated. Snap the inner lip
of the parking piston boot into the groove of the
parking piston adjusting bolt.
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.
Verify that the lining assembly slides freely in the end
plates and is not binding.
25. Install end plates (2, Figure 6-33) and end plate
cap screws into each caliper half. Tighten the
cap screws to 515-624 Nm (380-460 ft lb).
26. Ensure thread engagement by inserting the

shoulder bolt into the lining pad threaded hole.
The shoulder bolt must be completely bottomed
against the back-face of the lining pad.
NOTE: If a shoulder bolt is not bottomed against the
lining pad, it is recommended to re-tap the lining pad
threaded hole and check thread engagement again.
Do not use a lining pad which will not provide enough
thread engagement.
27. Install a new lining assembly (1) into the caliper
half. Position the threaded hole into each lining
assembly backing plate, to align with the hole in
the parking piston adjusting bolt.
28. Secure the lining assembly to the caliper housing using safety wire so that it cannot move.
Secure the lining assembly to the caliper housing

using safety wire so that it cannot move. Movement 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
J6-26
2. End Plate
10/10 J06025
29. Ensure the threads on the shoulder bolt and

adjusting bolt are not damaged. Replace all
damaged parts with new parts. Before installing
the shoulder bolt, apply Loctite 272 (5, Figure
6-34) to the shoulder bolt threads in sufficient
quantity to fill all threads.
NOTE: For best performance, the threads and lining
surfaces should be clean and free of grease. Use of
Loctite Primer is recommended.
30. Install the spring onto the shoulder bolt. Insert
the shoulder bolt and spring (1) into the adjusting bolt (3).
NOTE: The concave side of the first spring washer

must face the parking piston, cup down. Install the
second cup up, third cup down and fourth cup up.
NOTE: Center each of the spring washers in the
piston to make installation of the parking piston cap
easier.
33. Install four spring washers (1 & 2, Figure 6-35)
onto the surface of each parking piston.
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 Nm (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
J06025 10/10
J6-27
34. Using special tool (Figure 6-6), install the parking piston cap (1, Figure 6-36) into each caliper
housing. Then tighten to 678 Nm (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
J6-28
10/10 J06025
PERIODIC INSPECTIONS
Inspect the following areas for fluid leaks.
Inspect the caliper, linings and disc on a periodic

schedule.
Shoes, Linings and End Plates

End Plates. To help prevent abnormal lining
wear, replace worn, bent or cracked end plates
and distorted shoes. Inspect the end plate cap
screws for wear. Replace the cap screws if worn.
NOTE: End plate cap screws are highly stressed.
Lining Wear. Replace the linings when the
thickness of the lining is less than 3.2 mm (0.125
in.) from the back plate.
Lining Wear Not Even. Replace the linings if the
thickness of the two linings is significantly
different. Check the pistons for correct operation.
Replace the piston or housing if a piston is
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.
Cracks on the Linings. Replace the 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
referred to as heat check cracks.
Pistons. If fluid leaks at a piston, disassemble the

caliper. Inspect the piston, bore, O-rings and
backup rings. Service as necessary.
Elbow Fitting. If fluid leaks at the elbow fitting,
tighten the fitting. If the leak continues, replace
the O-ring.
Tube Assembly. If fluid leaks from the tube
assembly, tighten or replace the tube or fitting.
Adjuster Pin. If fluid leaks at the adjuster pin, hold
the pin and tighten the nut to 120-150 lb-in (13.617 N m). If the leak continues, replace the O-ring.
Bleeder Screw. If fluid leaks at the bleeder screw,
tighten the bleeder screw. If the leak continues,
replace the bleeder screw.
Inlet Fitting. If fluid leaks at the inlet fitting, tighten
the fitting. If the leak continues, replace the Oring.
Dust Boots
Verify that the dust boots are soft and flexible.
Disassemble the caliper and replace the dust
boots that are hard or damaged.
Brake Disc
Refer to Brake Disc Inspection in this chapter. If
the disc is worn beyond the wear limits, replace
the disc.
J06025 10/10
J6-29
BRAKE LINING
BRAKE DISC
Replacement
Inspection
Inspect brakes periodically for wear. Linings must be

replaced when lining material has been worn to a
minimum of 3.2 mm (0.125 in.). Use of linings
beyond this wear limit will result in a decrease of
braking action, and possible damage to disc.
Inspect brake discs for wear.
When replacing linings, never mix new and used

linings in an assembly.
1. To change linings, refer to Caliper Removal in
this chapter.
2. Place the caliper on a suitable work bench.
Refer to Caliper Disassembly, and follow Steps
1-14 to remove the brake linings.
3. Inspect condition of brake caliper thoroughly
before installing linings.
a. Inspect for evidence of fluid leakage. If
present, brake must be removed for disassembly, inspection and repair.
b. Inspect condition of dust shields. These
should be soft and pliable, and show no evidence of hardening of material, rupture, etc.
c. Inspect condition of tubing and fittings. If
leakage is evident, correct or replace fittings
as necessary.
1. Place a straight edge across face of disc and

measure from straight edge to worn face. The
disc must be replaced when this measurement
is 1.52 mm (0.06 in.) or more on either side of
the disc, or when the disc thickness is 22.3 mm
(0.88 in.) on the worn face (see NOTE). It may
be difficult to use a straight edge on the inner
surface of the disc, so a visual comparison may
be used with that of the outer surface. Normally,
wear will be the same on both sides. See Figure
6-37.
NOTE: The disc only needs to be replaced when 20
to 25% of the disc wear surface is worn below 22.3
mm (0.88 in.).
2. It may be difficult to use a straight edge on the
inner surface of the disc, so a visual comparison
may be used with that of the outer surface. Normally, wear will be the same on both sides.
NOTE: When installing new linings to be used
against a worn disc, useful lining life will be
shortened by the depth of the disc wear, since the
lining must advance this additional distance before
braking force is effective. In addition, the uneven
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 linings. 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
J6-30
10/10 J06025
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
must be performed each time a new set of brake linings are installed, or before a new Komatsu Truck is
put into operational service. A surface pyrometer is
required to measure brake disc temperatures during
the conditioning procedures.
If Brake Certification type tests are to be run, all linings and discs should be new and the factory should
be notified. For in-service testing of service brakes,
new linings or discs are not necessary.
Front discs should be in serviceable condition with no
metal smearing or metal buildup from previous use
and not extensively rough or grooved. Inspect discs
for wear limits.
Rear discs will operate at higher temperatures and
can be dark blue in color and show periodic spots
[approximately 3.8 cm (1.5 in.) in size] and still be
serviceable. A disc that is extremely heat-checked
with radial cracks open to show a gap must not be
used.
To prevent lining damage during burnishing, as

well as for stop distance tests, release the brakes
as quickly as possible at the end of each cycle or
stop.
The burnish procedure consists of:
1. Alternately applying and releasing the service
brakes until the recommended brake disc surface 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.
BEFORE
DISCONNECTING
PRESSURE
LINES, REPLACING COMPONENTS IN THE
HYDRAULIC CIRCUITS, OR INSTALLING
TEST GAUGES, ALWAYS BLEED DOWN
HYDRAULIC
STEERING
AND
BRAKE
ACCUMULATORS.
The steering accumulators can be bled down
with engine shut down, turning the keyswitch
OFF and waiting 90 seconds. Confirm the
steering pressure is released by turning the
steering wheel - No front wheel movement
should occur. Open the two valves (7, Figure
6-19) at the bottom of the brake accumulators
(inside brake cabinet) to bleed down the two
brake accumulators.
BEFORE DISABLING ANY BRAKE CIRCUIT,
ensure truck wheels are blocked to prevent
possible rollaway.
FRONT BRAKES MUST BE DISCONNECTED
WHEN BURNISHING THE REAR 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
procedures.
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.
J06025 10/10
J6-31
Rear Brake Conditioning

Note: Front brakes will 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.
1. Temporarily disconnect the FRONT brakes
using the following procedure:
a. Observe safety precautions on the previous
page. Bleed down the steering accumulators
with engine off, and turn the key switch OFF
and wait 90 seconds. Confirm the steering
pressure is released by turning the steering
wheel - No front wheel movement should
occur.
b. Open the two valves (7, Figure 6-38) at the
bottom of the brake accumulators (inside
brake cabinet) to bleed down the two brake
accumulators.
c. Disconnect BF hydraulic tube (5, Figure 638) at both ends inside brake control cabinet.
Install a #8, 0.75 x 16UNF-2B, 37 flare Cap
Nut (WA2567, or equivalent) on each fitting
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
the operator's brake pedal to the front brakes. There
will be a noticeable loss of braking action at the
pedal. However, this method of temporarily disabling
the brakes will still permit the application of Brake
Lock, in the event of an emergency.
d. Close accumulator bleed valves handles (7).
2. Disconnect pressure sensor (2, Figure 6-39) by
disconnecting connector (1) inside the brake
cabinet. By disconnecting circuit 44R, propulsion will be allowed with the service brakes
applied.
3. Drive empty truck on level terrain at speeds of
8-16 kph (5-10 mph) while applying (dragging)
the brakes using sufficient pressure to make
engine work until the disc temperatures reach
or just exceed 316C (600F).
NOTE: The override switch on the instrument panel
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
2. Rear Brake
Accumulator
3. Brake Manifold
4. Front Brake
Accumulator
J6-32
5. BF Hydraulic Tube
6. Brake Lock Shuttle
Valve
7. Brake Accumulator
Bleed Valves

1. Connector
2. Pressure Sensor
10/10 J06025
8. Start the engine and check for leaks.

9. Ensure all brakes are functioning properly and
have cooled to approximately 121C (250F) or
less before releasing truck.
Do not exceed 800F (427C) disc temperatures
during burnishing.
4. Allow the brake discs to cool to approximately
121C (250F) between cycles.
5. Repeat steps 3 and 4.
6. If the linings smoke or smell during the second
cycle, continue to repeat burnishing cycle until
smoke and smell are gone or are significantly
reduced.
10. Verify that pressure sensor and circuit 44R is

functioning correctly. With the truck empty and
on a level surface, accelerate up to 16 kph (10
mph). Apply the service brakes. The drive system must drop out of propulsion at this time. If it
does not drop propulsion, troubleshoot the system and repair the problem. Do not release the
truck to production unless propulsion is discontinued when the service brakes are applied.
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 standard torque.
c. Close accumulator bleed valves (7).
d. Re-connect connector (1, Figure 6-39) to the
wiring harness
J06025 10/10
J6-33
NOTES:
J6-34
10/10 J06025
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
L02047
Hydraulic System
L2-1
NOTES:
L2-2
Hydraulic System
L02047
HYDRAULIC SYSTEM
HYDRAULIC SYSTEM OPERATION
The following describes the basic hydraulic system
operation. Further system description is outlined
under different system circuits such as the hoist circuit and steering circuit in this section of the manual.
Refer to Section J for details regarding the hydraulic
brake system.
The hoist, steering and brake circuits share a common hydraulic tank (1, Figure 2-1). The tank is
located on the left frame rail forward of the rear
wheels.
The service capacity of the tank is 901 l (238 gal).

Type C-4 hydraulic oil is recommended for use in the
hydraulic system.
NOTE: It is recommended that any hydraulic oil
to be used for filling or adding to the hydraulic
system is routed through a 3 micron filter device
prior to use.
FIGURE 2-1. HYDRAULIC PUMPS AND TANK (VIEWED FROM BELOW TRUCK)
1. Hydraulic Tank
2. Hoist Cylinder
L02047
3. Steering / Brake Pump

4. Hoist Circuit Filters
Hydraulic System
5. Hoist Circuit Hydraulic

Pump
L2-3
High Pressure Hydraulic Filters
When servicing the hydraulic system, relieve

pressure before disconnecting hydraulic and
other lines. Tighten all connections before applying pressure.
immediately.
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
two hoist circuit filters (4, Figure 2-1) are located on
the right side, behind the fuel tank.
Flow restriction through the filter element is sensed
by a pressure differential switch. When restriction is
excessive, the switch will turn on an indicator lamp
inside the cab to notify the operator that filter service
is required.
Bleeddown Manifold
COMPONENT DESCRIPTION
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
flow amplifier (7), for steering circuit components.
Hoist Pump
Steering System Accumulators
The hoist pump (5, Figure 2-1) is a tandem gear type

pump. The pump is mounted behind the main alternator and driven by a drive shaft connection between
the pump and the accessory drive output of the alternator. The pump has a total output of 851 l/min (225
GPM) at 1900 RPM.
The steering accumulators (9, Figure 2-2) provide an

adequate volume of pressurized oil to allow the truck
to be steered to a safe area if a malfunction occurs in
the pump. (Brake system accumulators store a supply of oil to allow several brake applications if the
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. Output from this pump provides oil for the truck steering
system as well as the service brake system.
Tank
The hydraulic tank (1, Figure 2-2) 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 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.
L2-4
Hydraulic System
L02047
FIGURE 2-2. STEERING CIRCUIT COMPONENTS (VIEWED FROM BELOW TRUCK)

1. Hydraulic Tank
2. Hoist Cylinders
L02047
4. Steering Circuit Filter

5. Hoist Circuit Pump
6. Bleeddown Manifold
Hydraulic System
7. Flow Amplifier
8. Steering Cylinders
9. Steering Accumulators
L2-5
DISABLED TRUCK CONNECTORS
5. Start the engine on the good truck and check

the operation of the steering and brake system
GENERAL
Refer to the appropriate information in this section of
the manual for repair and troubleshooting procedures
for the hoist system components and steering system components. Refer to Section J for repair and
troubleshooting procedures for the hydraulic brake
system components.
6. To disconnect the hoses, stop the engine(s).

Wait two minutes for the hydraulic system to
bleed down. Ensure all hydraulic pressure has
been relieved before disconnecting the hoses.
7. Ensure the brake system jumper hose is
removed when the supply and return hoses are
disconnected from the truck.
STEERING AND BRAKE SYSTEM

Ports are provided on the bleeddown manifold to
allow operation of the steering and brake circuits for
temporary truck operation if the steering/brake pump
is not operational. To use this feature, two hoses
(supply and return) from the disabled truck 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 connecting any hoses.
NOTE: Maximum hydraulic pressure is not to exceed
24 304 kPa (3,525 psi).
2. Connect the hydraulic supply hose from the
good truck to the supply port (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 from the good truck to
the return port (3).
NOTE: Because there are check valves incorporated
into the bleed down manifold, the pressurized fluid
supplied by the hydraulic source using supply port (4)
will not supply oil to the brake system. To enable
brake system operation, a jumper hose must be
installed between the brake ports (1 & 2). Once the
jumper hose is installed, pressurized oil from the
hydraulic pressure source will be supplied to both the
steering and the brake circuits.
4. If operable brakes are needed on the disabled
truck, connect a jumper hose from brake port
(1) to brake port (2).
L2-6
Hydraulic System
FIGURE 2-3. BLEEDDOWN MANIFOLD

1. Brake Port( # 1)
3. Return Port
2. Brake Port (# 2)
4. Supply/Inlet Port
L02047
HOIST SYSTEM
Hookup
Sometimes it is necessary to dump a load from the

body of a truck when the hoist system is inoperable.
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).
Ensure there is an adequate, clear area to dump the

loaded box. 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 connecting hoses.
Quick disconnect fittings (1 & 2, Figure 2-4) are provided on the overcenter valve to allow operation of
the hoist circuit for temporary truck operation if the
hoist pump, hoist valve or other hoist system component is not operational. This will allow maintenance
personnel to raise the truck body to dump the load
1. With the good truck parked as close as possible

to the disabled truck, attach a hose from the
power up quick disconnect (1, Figure 2-4) to
the power down circuit of the disabled truck.
(Hose must be rated to withstand 17 237 kPa
(2,500 psi) or greater pressure.
In the example, Figure 2-4 illustrates a typical

hookup from the good truck. The disabled truck may
be another Model 830E, or a different Komatsu electric drive truck model.
NOTE: The hoist circuit relief valves are adjusted to
17 240 kPa (2,500 psi).
NOTE: The power down circuit will use a smaller

diameter hose (tube) than the power up circuit.
2. Connect another hose from the power down
quick disconnect (2) to the power up circuit of
the disabled truck.
NOTE: If both trucks are a Model 830E, the hoses
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
hydraulics components cabinet behind the
cab. While counting the number of turns,
slowly screw the relief valve adjustment
screw clockwise until it bottoms.
FIGURE 2-4. HOIST CONNECTIONS

1. Power Up Quick Disconnect
2. Power Down Quick Disconnect
3. Over Center Valve
5. Repeat Step 4 to dump the disabled truck.

NOTE: The matching quick disconnect couplings for
items (1 & 2) is PB4684.
L02047
Hydraulic System
L2-7
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 accelerate 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

L2-8
Hydraulic System
2. Relief Valve
L02047
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
05/10 L03039
HYDRAULIC SYSTEM COMPONENT REPAIR

HOIST PUMP
Removal
NOTE: It is not necessary to remove the steering
pump with the hoist pump. The steering pump may
be disengaged and supported as the hoist pump is
removed.
1. Turn the key switch OFF and allow ample time
(approximately 90 seconds) for the accumulators to bleed down. Turn the steering wheel to
be sure no oil remains under pressure.
2. Drain the hydraulic tank by use of the drain

valve (12, Figure 3-1) located on the bottom of
the tank.
NOTE: If oil in the hydraulic tank has not been
contaminated, the shut-off valves can be closed and
both pump inlet lines can be drained, eliminating the
need to completely drain the tank. Refer to Figure 31.
3. Remove the rear axle blower hose support
strap.
FIGURE 3-1. HOIST PUMP PIPING (BOTTOM VIEW)

1. Hydraulic Tank
2. Hoist Pump Shut-Off Valves
3. Hoist Pump Suction Hoses
4. Hoist Pump
L03039 05/10
5. Filter Outlet To Hoist Valve Hose 9. Steering / Brake Pump

6. Hoist Pump Outlet To Filter Hose 10. Steering Pump Shutoff Valve
11. Hoist Valve Return To Tank Hose
7. Hoist Circuit Filters
12. Hydraulic Tank Drain
8. Hoist Cylinders
L3-3
4. Disconnect and remove the hose at the alternator end and swing clear of work area.
5. Close the shut-off valves (2 & 10, Figure 3-1).
Always maintain complete cleanliness when

opening any hydraulic connection. Ensure that
all system lines and components are capped
while the component is removed from the truck.
11. Make sure the lifting and support devices are in

place on both pumps. Loosen (but do not
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
pump.
13. Move pump to a clean work area for disassembly.
6. Cap or cover all lines and pump inlets and outlets to prevent contamination.
7. Remove the cap screws securing the hoist
pump drive flange to the drive shaft.
8. Loosen the cap screws securing the inlet hoses
(3) and outlet hoses (6) on the hoist pump and
allow oil to drain. Remove inlet and outlet
hoses.
The hoist pump weighs approximately 128 kg

(282 lbs). The hoist and steering pump together
weigh approximately 227 kg (500 lbs). Use a suitable lifting or support device that can handle the
load safely.
9. Attach a suitable lifting or support device to the

hoist pump capable of handling approximately
113 kg (250 lbs). Attach a support to the front
end of the steering pump to hold it in place during removal of the hoist pump.
10. Remove the four cap screws securing the hoist
pump to the front support bracket. Remove the
six cap screws holding the support bracket to
the T bracket and remove support bracket.
L3-4
Installation
NOTE: The following procedure assumes the
steering pump is already in position on the truck.
1. Install O-ring (16, Figure 3-2) to steering pump
(11). Install coupler (9) to hoist pump. If
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 suitable lifting or support device that can handle the
load safely.
2. Attach a suitable lifting or support device to the
hoist pump capable of handling approximately
113 kg (250 lbs). Move pump into position in
truck.
3. Lubricate the steering pump spline shaft and
align with coupling (9). Install hoist pump to
steering pump and install cap screws (10) with
hardened washers and tighten to standard
torque. Raise pumps up into position.
05/10 L03039
4. Attach front support bracket to the T bracket

and to the pump with cap screws, lockwashers
and nuts. Tighten cap screws to standard
torque.
5. Connect hoist pump drive flange to drive shaft
with cap screws, lockwashers and nuts. Tighten
to standard torque.
6. Tighten support bracket cap screw (on rear of
steering pump) to standard torque.
7. Uncap inlet and outlet hoses and install to
pumps using new O-rings. Tighten cap screws
securely.
8. Service the hydraulic tank with C-4 type hydraulic fluid. Refer to Hydraulic Tank, this section for
filling instructions.
1. Hoist Pump
2. Nut & Washer
3. Dowel
4. O-Ring
5. Cap Screw
6. Bearing Plate
L03039 05/10
9. Open the three suction line shut-off valves.

Loosen cap screws (at the pump) on suction
hoses (12 & 16) to bleed trapped air. Then
loosen cap screws (at the pump) on pressure
hoses to bleed any trapped air. Tighten all cap
screws securely.
NOTE: If trapped air is not bled from steering pump,
possible pump damage and no output may result.
10. Remove fitting (12) and fill the steering pump
case with clean type C-4 hydraulic oil through
the case drain port. It may require 1.9 - 2.9 liters
(2-3 quarts) of oil. Reinstall fitting (12) and connect the hose.
11. Reconnect blower tube and install blower tube
support strap.
FIGURE 3-2. STEERING PUMP REMOVAL

7. O-Ring
8. Transition Plate
9. Coupling
10. Cap Screw
11. Steering & Brake Pump
12. Pump Case Drain
13. Inlet Port

14. Compensator Adjuster
15. Plug
16. O-Ring
17. Nut
18. Unloader Adjuster
L3-5
Disassembly
NOTE: As parts are removed they should be laid out
in a group in the same order in which they are
removed.
1. Clean the exterior of the pump assembly thoroughly. If the steering pump is attached, remove
cap screws (10, Figure 3-2) and pull the steering pump free of transition plate (8). Remove
O-ring (16).
5. Remove nuts (17, Figure 3-2) and remove bearing plate (6) with transition plate (8) and O-ring
(4). Remove cap screws (5) securing the bearing plate to the transition plate and remove
O-ring (7). Remove dowels if damaged, or if
replacement of the transition plate is necessary.
6. Remove connector plate (9, Figure 3-3).
Remove O-ring (8) and steel rings (10) and
(14). Remove dowels (6) if damaged, or if connector plate replacement is necessary.
2. Remove companion flange from driveshaft. If

necessary, heat to 204 to 260C (400 to
500F) to ease removal.
NOTE: If the connector plate is stuck, tap lightly with

a plastic hammer to loosen.
3. Remove coupling (9). Remove snap ring (18) if

damaged or replacement of the coupling is necessary. Remove dowels (3) if damaged, or if
replacement of the bearing plate is necessary.
7. Remove backup ring (15), O-ring and retainer

(16) and isolation plate (17). Grasp the drive
gear (12) and idler gear (11) and pull straight up
and out of the gear plate (5) bore. Remove
pressure plate (18) from gears.
4. The pump may be supported by placing on

wood blocks with the input drive shaft pointing
down. Mark each section nearest the input drive
gear to facilitate reassembly.
8. Remove gear plate (5) and pressure plate (19).

Remove steel rings, backup ring, O-ring and
retainer and isolation plate. Remove O-ring (3)
and stud O-ring (4).
FIGURE 3-3. HOIST PUMP DISASSEMBLY

1. O-Ring
2. Bearing Plate
3. O-Ring
4. O-Ring
5. Gear Plate
6. Dowel
L3-6
7. Stud
8. O-Ring
9. Connector Plate
10. Steel Ring
11. Idler Gear
12. Drive Gear (Rear)
13. Bearings
14. Steel Ring
15. Backup Ring
16. O-Ring & Retainer
17. Isolation Plate
18. Pressure Plate
19. Pressure Plate

20. Dowels
21. Coupling
22. Snap Ring
23. O-Ring
05/10 L03039
9. Remove bearing plate (2). Remove O-ring (23)

and stud O-rings (1). Remove dowels (20) if
damaged or replacement of the bearing plate is
necessary.
10. Remove coupling (21). Remove snap ring (22) if
damaged or replacement is necessary.
NOTE: Disassembly of the rear pump section is now
complete. Do not remove thru studs at this time as
the studs serve as guides for disassembly.
11. Remove bearing plate (10, Figure 3-4). If the
bearing plate is stuck, tap lightly with a plastic
hammer to loosen it. Remove O-rings (9) and
(11).
13. Unthread the thru studs (12) and remove.

Remove flange (5), if stuck tap flange lightly
with a plastic hammer to loosen. Remove
O-ring (8). Remove dowels (6) if damaged or if
replacement of the flange (5) or gear plate (7) is
necessary.
14. Remove steel rings, backup ring, O-ring and
retainer. Remove drive gear (1) and idler (3)
from gear plate (7). Remove both pressure
plates (18).
15. Remove outboard shaft seal (2), snap ring (21)
and inboard shaft seal (20).
12. Remove steel rings (13), backup ring (14),

O-ring, retainer (15) and isolation plate (17).
Remove dowels (16) if damaged or if replacement 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
16. Dowel
17. Isolation Plate
18. Pressure Plate
19. Plug
20. Seal
21. Snap Ring
FIGURE 3-4. HOIST PUMP DISASSEMBLY (FRONT SECTION)
L03039 05/10
L3-7
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 Figure 3-6.) Use care not to mar, scratch or damage the seal bore surface, or bearings.
17. After the seals and snap ring have been
removed, clean the bore thoroughly. If necessary, the bore may be smoothed with number
400 emery paper (only).
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
L3-8
05/10 L03039
Inspection Of Parts
1. Examine the gear bores in both gear plates, reference Figure 3-7. During the initial break-in,
the gears cut into the gear plates. The nominal
depth of this cut is 0.203 mm (0.008 in.) and
should not exceed 0.381 mm (0.015 in.). As the
gear teeth cut into the gear plates, metal is
rolled against the pressure plates. Using a knife
or sharp pointed scraper, remove the metal that
was rolled against the pressure plates. Remove
all metal chips that were broken loose.
5. Inspect the bearings, if they are worn beyond

the gray teflon into the bronze material, the
complete flange connector plates or bearing
plate should be replaced.
NOTE: Replacing new bearing in the flange,
connector plates or bearing plate is not
recommended due to close tolerances and special
tooling required for crimping the bearing in place to
prevent bearing spin.
6. Inspect the flange seal bore for scratches or
gouges which may interfere with shaft seal
installation.
7. For additional pump and system inspection
refer to the Troubleshooting Guide.
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
L03039 05/10
2. Gear Plate
L3-9
Assembly
1. A suitable seal press ring or plug and two small
wood blocks should be available.
2. The following seal installation procedures are
outlined for use with a vise, but they can be
adapted for use with a press if one is available.
3. Open the vise jaws wide enough to accept the
combined thickness of the flange, wood blocks
and press ring.
6. Position the press ring over the seal. Make sure

that the seal stays centered and true with the
bore, and start applying pressure with the vise.
Continue pressing the seal until it just clears the
snap ring groove in the bore.
7. Install snap ring (2, Figure 3-9). Make sure the
snap ring opening is over the weep hole (10).
8. Install the Outboard seal (metal face out), until it
just contacts the snap 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 projections 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
FIGURE 3-8. SHAFT SEAL INSTALLATION

1. Flange
2. Wood Blocks
L3-10
3. Bearing Projection
1. Outboard Shaft Seal

2. Snap Ring
3. Inboard Shaft Seal
4. Seal, Metal Face
5. Flange
6. Steel Ball
7. O-Ring
8. Bearing
9. Bearing
10. Weep Hole
11. Plug
12. Dowel
13. Gear Plate
14. Thru Studs
05/10 L03039
9. Lubricate the thru stud threads (14, Figure 3-9)

with hydraulic oil. Thread the studs into flange
until snug. There are 4 long studs and 4 short
studs. Reference Figure 3-10 for proper stud
location. Lubricate and install O-ring (7). Install
dowel pins (12), if removed. Install gear plate
(13). Make sure the recess in the gear plate will
be toward the connector plate, or facing up
when the gear plate is installed.
10. Install steel rings (5, Figure 3-10). Lubricate and

install backup ring (8), O-ring (7) and ring
retainer (6) as shown in Figure 3-10.
11. Install the isolation plate (9) on the suction side
of the gear plate. The isolation plate has a relief
area milled on one side, turn that side up or
toward the pressure plate.
12. With the bronze side up and the milled slot facing toward the discharge side, slide pressure
plate (2, Figure 3-11) 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
2. Drive Gear
3. Idler Gear
4. Bearing
5. Steel Ring
6. Retainer
L03039 05/10
7. O-Ring
8. Backup Ring
9. Isolation Plate
10. Relief Area
11. Thru Studs
FIGURE 3-11. PRESSURE PLATE INSTALLATION

1. Gear Plate
2. Pressure Plate
3. Slot
L3-11
NOTE: To ensure the gear pump is correctly timed

during reassembly, place a mark on the end of the
input shaft to indicate the location of the valley
between any two gear teeth. Refer to Figure 3-12
which illustrates gear pump timing.
14. With the extension end of the drive gear facing

toward the shaft seals, install the drive gear. Do
not drop the gear in the bore as damage to the
bronze face of the pressure plate could result.
Use care when pushing the drive gear extension thru the shaft seals. Install the idler gear.
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
L3-12
05/10 L03039
16. Install steel rings (11, Figure 3-13), backup ring

(12), O-ring and retainer (13). Install isolation
plate with its relief toward the pressure plate.
1. Drive Gear and Shaft

2. Idler Gear
3. Gear Plate
4. Relief
L03039 05/10
17. Lubricate and install thru stud O-rings (5) and

connector plate O-ring (7). Install dowel (14) if
removed. Lubricate the I.D. of the bearings (17)
and install connector plate (6). Install snap ring
(8) and coupling (9).
FIGURE 3-13. HOIST PUMP REASSEMBLY

9. Coupling
5. O-Ring
10. Thru Studs
6. Connector Plate
11. Steel Ring
7. O-Ring
12. Backup Ring
8. Snap Ring

14. Dowel
15. Isolation Plate
16. Pressure Plate
17. Bearing
L3-13
18. Lubricate O-ring (3, Figure 3-14) and install in

bearing plate (7). Lubricate O-rings (4) and
install over studs (12). Replace dowel (2) if
removed. Install bearing plate (7).
20. Lubricate I.D. of bearings (18, Figure 3-14).

Install O-rings (8 & 9) and dowel (25) if
removed. Install gear plate (10). Make sure
relief in gear plate is toward bearing plate (7).
19. Repeat steps 10, 11 and 12 for installation of the

steel rings, backup ring, O-ring, retainer, isolation plate and pressure plate.
21. Install rear drive gear (1) and idler gear (13).
The rear drive gear must be timed with the front
drive gear. This is accomplished by lining up a
tooth on the rear drive gear with the valley of
two teeth on the front drive gear, as shown in
Figure 3-12.
FIGURE 3-14. HOIST PUMP REASSEMBLY

1. Drive Gear (Rear)
2. Dowel
3. O-Ring
4. O-Ring
5. Coupling
6. Connector Plate
7. Bearing Plate
L3-14
8. O-RIng
9. O-Ring
10. Gear Plate
11. Connector Plate
12. Stud
13. Idler Gear
14. Cap Screw

15. Bearing Plate
16. Transition Plate
17. O-Ring
18. Bearings
19. Coupling
20. Nut
21. O-Ring
22. Dowel
23. Dowel
24. O-Ring
25. Dowel
05/10 L03039
22. Repeat steps 15 and 16 for installation of the

remaining pressure plate, steel rings, backup
ring, O-ring, and retainer and isolation plate.
23. Lubricate and install O-ring (24, Figure 3-14) in
connector plate (11). Install dowel (23) if
removed. Lubricate I.D. of bearing in the connector plate (11). Install connector plate (11)
with flat washers and nuts.
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.
25. Lubricate O-ring (21) and position on bearing
plate (15). Install the assembled bearing plate
and transition plate (15 & 16) to the connector
plate (11) and secure in place with nuts (20).
Tighten nuts to standard torque.
31. Install a new O-ring on steering pump flange

and install steering pump to the transition plate
(16, Figure 3-14). Install cap screws and tighten
to standard torque.
32. Install companion flange on pump driveshaft. If
necessary, heat to 204 to 260C (400 to
500F) to ease installation.
Do not force flange onto shaft. Be certain flange

is bottomed on shaft before it cools.
33. After flange has cooled, install nut and washer
on pump shaft. Tighten to 407 Nm (300 ft lbs)
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 Nm (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 maximum of 7 to 14 Nm (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 foreign material causing buildup or interference
between parts.
30. When the input shaft turns properly install the
remaining hardened washers and nuts. Tighten
nuts to 325 to 339 Nm (240 to 250 ft lbs)
torque.
L03039 05/10
FIGURE 3-15. PUMP ROTATION CHECK

1. Wrench
2. Input Shaft
3. Pump
L3-15
HYDRAULIC TANK
3. Replace fill cap.
Filling Instructions
4. Start engine, raise and lower the dump body

three times.
NOTE: If filling is required, use only type C-4

hydraulic oil as specified on the truck Lubrication
Chart. Filtering of oil with a 3 micron filtering system
is recommended.
5. Continue to repeat steps 1 thru 4 until oil level is

maintained in the top sight gauge with the
engine stopped, key switch OFF, and body
down.
Prior to opening the hydraulic tank, allow at least

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.
2. Remove the fill cap (1, Figure 3-16) and add
clean type C-4 hydraulic oil until oil is at the top
sight gauge.
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
be made by using the drain valve (4).
If a hydraulic system component fails, an oil analysis should be made before replacing any component. If foreign particles are evident, system
must be flushed. Refer to Hydraulic System
Flushing instructions.
Removal
1. Turn key switch OFF and allow at least 90 seconds 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 contamination.
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 removing the magnetic drain plug located on the bottom of the tank.
FIGURE 3-16. HYDRAULIC TANK
1. Fill Cap
3. Breather Filters (2)
2. Sight Gauges
4. Drain Valve
L3-16
05/10 L03039
5. Disconnect all of the hydraulic lines connected

to the tank. Plug lines to prevent possible contamination to the system. Tag each line at
removal for proper identification during installation.
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 hydraulic tank.
9. Remove cap screws (4, Figure 3-17), lockwashers (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 disassembly or repair.
Installation
The hydraulic tank weighs approximately 544 kg

1. Install hydraulic tank into position on truck.
Install caps (3, Figure 3-17) with cap screws (2)
and flat washers. Tighten to 615 Nm (454 ft lb)
torque.
FIGURE 3-17. HYDRAULIC TANK

1. Hydraulic Tank
2. Cap Screw & Washer
3. Cap
4. Cap Screw
5. Lock Washer
6. Flat Washer
7. Rubber Mount
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).
L03039 05/10
L3-17
3. Uncap hydraulic lines and attach to the proper

connections.
4. Replace breather filters if required.
5. Connect truck wiring harness to hydraulic tank.
Connect hydraulic tank ground strap.
6. Fill the hydraulic tank with clean, filtered C-4
hydraulic oil. Refer to Filling Instructions.
7. Bleed all air from hydraulic lines.
8. Bleed trapped air inside steering pump. Refer to
Pump Pressure Setting, Section L for air bleeding procedure.
Inspect and Clean

NOTE: Inspect the strainers thoroughly for metallic
particles and varnish build up (if oil has been
overheated). The quantity and size of any particles
may be an indication of excessive wear of
components in the hydraulic system.
1. Clean the strainers with fresh cleaning solvent

from the inside out.
2. Inspect the strainers for cracks or wear.
Replace, if necessary.
3. Clean any sediment from bottom of hydraulic
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 removing the magnetic drain plug located on the bottom of the tank.
4. Disconnect hoist pump supply hoses at the
tank.
5. Remove the 22 cap screws (8, Figure 3-18)
securing cover (7) to the hydraulic tank.
Remove and discard gasket (6).
6. Remove cap screws (5), flat washers and lockwashers securing suction strainers (4) to the
hydraulic tank. Remove suction strainers.
L3-18
FIGURE 3-18. STRAINER REMOVAL

8. Cap Screw
1. Hydraulic Tank
9. Cap Screw
2. Temp Sensor
10. Plate
3. Oil Level Probe
11. Gasket
4. Suction Strainer
12. Cap Screw
5. Cap Screw
13. Plate
6. Gasket
14. Diffuser
7. Cover
05/10 L03039
HYDRAULIC TANK BREATHERS
Installation
1. Install suction strainers (4, Figure 3-18) into
hydraulic tank and secure in place with cap
screws (5), flat washers and lockwashers.
Tighten cap screws to standard torque.
There are two breather filters (3, Figure 3-16) located

on top of the hydraulic tank to allow air in and out of
the tank. The filters should be replaced at the interval
specified on the lubrication chart.
2. Install cover (7) using new gasket (6). Secure in

place using cap screws (8), flat washers and
lockwashers. Tighten cap screws to standard
torque.
Keep the area around the breather filters clean and

free of debris build up. If there is any sign that the
breather filters are oil soaked, replace the filters as
soon as possible and check for proper oil level. Once
the breather filters become oil soaked, they will plug
very quickly.
3. Attach all hydraulic hoses to the hydraulic tank.

4. Fill the hydraulic tank, refer to Hydraulic Tank
Filling Instructions. Open the three suction line
shut-off valves.
5. Loosen suction line connections at both pumps
to bleed any trapped air. Tighten hose connections.
NOTE: Plugged breather filters can cause pressure

build up inside the hydraulic tank and can cause the
service brakes to drag.
6. Bleed trapped air inside steering pump. Refer to

Pump Pressure Setting, Section L for air bleeding procedure
L03039 05/10
L3-19
HOIST CIRCUIT FILTERS

Two hoist circuit filters (Figure 3-19) are located on
the fuel tank below the right frame rail. The filters provide secondary filtering protection for hydraulic oil
flowing to the hoist valve and hoist circuit components.
An indicator switch (5) is designed to alert the operator of filter restriction before actual bypass occurs.
The switch contacts close at 241 kPa (35 psi) to actuate 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 recommended normal filter element replacement interval. Earlier replacement may be required if the
restriction indicator lamp turns on.
Premature filter restriction may indicate a system
component failure and signal a service requirement
before extensive secondary damage can occur.
NOTE: An early indication of the filter warning light at
first installation may be due to restriction in the filter
as it cleans the system. Unless the fluid appears
contaminated or has a strong foul odor, do not
change the oil; replace only the filter element.
FIGURE 3-19. HOIST CIRCUIT FILTER ASSEMBLY

1. O-Ring
2. Plug
3. Filter Head
4. O-Ring
5. Indicator Switch
6. O-Ring
7. Backup Ring
L3-20
8. Setscrew
9. Filter Element
10. Bowl
11. Bleed Plug
12. O-Ring
13. Bottom Plug
05/10 L03039
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

and other lines. Tighten all connections before
applying pressure.
immediately.
Removal
1. With the key switch OFF, allow at least 90 seconds for the accumulators to bleed down.
3. Install bottom plug (13), and bleed plug (11).
INDICATOR SWITCH
The indicator switch (5, Figure 3-19) is factory preset
to actuate at 241 kPa (35 psi). When activated, the
switch will illuminate the amber Hydraulic Oil Filter
warning lamp located on the overhead display panel
in the operators cab.
Note: Excessive restriction in either the hoist circuit
filter, or the steering circuit filter element will cause
the Hydraulic Oil Filter warning lamp to illuminate.
2. Remove bleed plug (11, Figure 3-19). Remove

bottom plug (13) and drain oil from the housing
into a suitable container.

has been operating. Avoid spillage and contamination!
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.
L03039 05/10
L3-21
NOTES:
L3-22
05/10 L03039
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-17
Low Precharge Warning Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-17
HIGH PRESSURE FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-17
STEERING/BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-17
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-18
PRINCIPLE OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20
Full Pump Volume: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20
Half Pump Volume: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20
Neutral Position: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-21
L04053
Steering Circuit
L4-1
NOTES:
L4-2
Steering Circuit
L04053
STEERING CIRCUIT
STEERING CIRCUIT OPERATION
The steering/brake pump (2, Figure 4-1) delivers oil
to the high pressure steering filter (1), then to a bleed
down manifold valve (8) which is located on the outside left frame rail. The bleed down manifold diverts
oil between the steering circuit and brake circuit. The
bleed down manifold directs oil to the steering accumulators (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
within the accumulator. The nitrogen pressure
increases directly with steering circuit pressure. The
bladder in the accumulator is pre-charged with
approximately 9 653 kPa (1,400 psi) pure dry nitrogen.
1. Steering Circuit Filter

3. Shut-off Valve
L04053
The accumulator oil is supplied constantly to the flow

amplifier, via the bleed down manifold. The accumulators also act as a reservoir for pressurized hydraulic oil to be used during an emergency situation
should the hydraulic steering oil supply malfunction
for any reason.
If a loss in steering pressure occurs, stop the

truck immediately. The pressure in the accumulator allows the operator to steer the truck only for
a short period. Do not attempt further operation
until the problem is located and corrected.
FIGURE 4-1. STEERING CIRCUIT (BOTTOM VIEW)

4. Hydraulic Tank
7. Flow Amplifier Valve
5. Steering Quick Disconnects
8. Bleeddown Manifold Valve
6. Steering Accumulators
9. Hoist Circuit Pump
Steering Circuit
L4-3
Hydraulic oil flows to the closed center steering valve
via the flow amplifier. The flow amplifier is pilot-controlled by the steering valve. Due to large oil displacement in the steering cylinders, the flow amplifier
is incorporated in the steering circuit. The steering
column is connected directly to the steering valve.
When the steering wheel is rotated, oil is directed to
the steering cylinders via the flow amplifier to the
appropriate side of the pistons in the steering cylinders. When steering circuit pressure reaches 17 238
kPa (2,500 psi) at the flow amplifier, or during a no
steer situation, flow is blocked at the priority valve
within the flow amplifier.
STEERING CONTROL UNIT

The steering control unit is located behind an access
cover on the front of the operator's cab. The steering
control unit is connected directly to the steering column. The valve incorporates a rotary meter which
ensures the oil volume supplied to the steering cylinders is proportional to the rotation of the steering
wheel.
Operation of the steering control unit is both manual
and hydraulic in effect, providing the operator with
power steering. The valve will be spring returned
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 steering 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.
L4-4
Steering Circuit
L04053
FIGURE 4-2. FLOW AMPLIFIER
L04053
Steering Circuit
L4-5
No Steer
(Refer to Figure 4-3):

High pressure oil from the steering pump and steering accumulators is available through the steering
bleeddown manifold to the HP port on the flow amplifier assembly.
Upon Entering the priority valve, it goes past the
spool to the closed amplifier valve and also out port P
through a hose to port P on the steering control unit.
In the control unit, it goes to a closed area in the control valve.
L4-6
As pressure builds up in these two areas, oil passes

through orifices in the end of the priority valve and
builds pressure on the end of the valve and port PP.
When pressure reaches approximately 3 447 kPa
(500 psi), the spool moves compressing its spring
and closes off oil supply through area A resulting in
only 3 447 kPa (500 psi) at the amplifier spool, steering control unit, and PP port.
Steering Circuit
L04053
FIGURE 4-3. FLOW AMPLIFIER (No Steer)
L04053
Steering Circuit
L4-7
Steering Left
When the operator turns the steering wheel left, the
steering control unit valve is opened to allow oil coming in port P to pass to the gerotor section of the control unit to turn the rotor. Oil in the other side of the
gerotor flows through other passages in the control
unit valve and out steering control unit port L. This oil
enters port L of the flow amplifier assembly and goes
to a closed area B in the directional valve.
As pressure in this area builds, it also passes into the
spool through orifice C to the spring area on the end
of the directional valve. The pressure then moves the
spool compressing the springs on the opposite end.
This movement allows the oil entering area B to pass
through the directional valve to area D of the amplifier valve through sleeve E holes to a passage
between sleeve E and valve F through hole G in
sleeve E where it initially is blocked by the valve
body.
As pressure builds up in this area, oil also flows from
area D around the OD sleeve E around pin H through
orifice J to build pressure on the end of the amplifier
valve and opens hole G only enough to allow the flow
of oil coming from the steering control unit to pass to
the control area of the directional valve.
At the same time, the movement of sleeve E opened
the holes near the spring end to allow the oil from the
priority valve to flow into the center of sleeve E.
The number of holes K (9) in sleeve E determine the

amount of additional oil that is added to the steering
control unit oil passing through hole G. This combined oil going to the center area Q of the directional
valve passes out port CL of the flow amplifier assembly and travels to the steering cylinders to steer the
front wheels to the left. As the cylinders move, oil is
forced to return out the opposite ends, enter port CR
of the flow amplifier assembly, pass through the
directional valve to area M, passes through the return
check valve N, and exit port HT to the hydraulic reservoir.
At the steering control unit, when the operator turned
the steering wheel, supply oil from port P was also
delivered through the control unit valve to port LS.
This oil enters the flow amplifier assembly through its
LS port and builds pressure in the spring area of the
priority valve. This additional force on the spring end
of the priority valve causes area A to open and allow
the necessary flow and pressure to pass through the
amplifier valve to operate the steering cylinders.
The flow amplifier assembly includes a relief valve in
the priority valve spring area that is used to control
maximum steering working pressure to 17 237 kPa
(2,500 psi) even though supply pressure coming into
port HP is higher. When 17 237 kPa (2,500 psi) is
obtained, the relief valve prevents the LS pressure
from going higher and thereby allows the priority
valve to compress the spring enough to close off
area A when 17 237 kPa (2,500 psi) is present.
This oil now inside sleeve E pushes valve F against

its spring to give the oil access to a series of holes K
that are in the same plane as hole G. The passage of
oil through holes K past the valve body is metered by
holes K being opened the same proportion as is hole
G.
L4-8
Steering Circuit
L04053
FIGURE 4-4. FLOW AMPLIFIER (Steering Left)
L04053
Steering Circuit
L4-9
Steering Right

Only a few differences occur between steer left and
steer right. When the operator turns the steering
wheel right, oil is supplied out ports R and LS of the
steering control unit. The oil enters the flow amplifier
assembly at port R and shifts the directional valve
the opposite direction. The oils flow through the
amplifier valve exactly the same.
L4-10
The combined oil from the amplifier valve passes

through the center area Q of the directional valve to
port CR where it goes to the opposite ends of the
steering cylinders to turn the wheels right. The
returning oil comes back through port CL to go to the
tank. The LS oil operates exactly the same as steer
left.
Steering Circuit
L04053
FIGURE 4-5. FLOW AMPLIFIER (Steering Right)
L04053
Steering Circuit
L4-11
No Steer, External Shock Load

When the operator is not turning the steering wheel,
the steering control unit valve supply is closed. The
directional valve remains centered by its springs thus
closing the passages to ports CL and CR. This creates a hydraulic lock on the steering cylinders to prevent their movement. If the tires hit an obstruction to
cause a large shock load to force the wheels to the
left, increased pressure will occur in the ends of the
cylinders connected to port CR. The shock and suction relief valve inside the flow amplifier assembly at
port CR will open at its adjusted setting (19 995 kPa,
(2,900 psi)) and allow oil to escape from the pressurized ends of the cylinders preventing a higher pressure.
L4-12
As the cylinders are allowed to move, the other ends

will have less than atmospheric pressure on port CL.
This low pressure permits oil that is escaping through
the CR port relief valve to flow through the check
valve portion of the shock and suction relief valve
connected to port CL. The oil then flows to the low
pressure ends of the cylinders to keep the cylinders
full of oil and prevent cavitation. A shock load in the
opposite direction merely reverses the above procedure.
Steering Circuit
L04053
FIGURE 4-6. FLOW AMPLIFIER (No Steer, External Shock Load)
L04053
Steering Circuit
L4-13
BLEED DOWN MANIFOLD

The bleed down manifold (10, Figure 4- 7) is located
on the outside of the left hand frame rail just behind
the flow amplifier.
NOTE: The item call outs in Figure 4- 7 and Figure 48 are the same for easy reference.
The bleed down manifold is equipped with a bleed
down solenoid valve (17), two relief valves (28 & 34),
a low steering pressure switch (4), and pilot operated
check valves (31 & 32). The bleed down manifold
receives oil from a high pressure filter and enters at
port (1). Oil within the bleed down manifold is
directed to the accumulators, the brake circuit, and
the flow amplifier. Oil supply for the steering control
valve and steering cylinders is supplied from the flow
amplifier.
The relief valves, accumulator bleed down solenoid,
and steering pressure switch are not individually serviced and are factory preset.
Each time the key switch is turned OFF, it energizes
the bleed down solenoid valve (17). When the bleed
down solenoid is energized, all hydraulic steering
pressure, including the accumulator, is bled back to
the hydraulic tank. Brake accumulator pressure however, will not bleed down due to internal check valves
in the brake manifold.
L4-14
After approximately 90 seconds, the solenoid will

de-energize to close the return port to tank. By this
time all the oil in the accumulator should be returned
to tank. At start-up, the steering circuit will be
charged, including the brake circuit. The Low Steering Pressure light and buzzer will turn on until steering pressure reaches 15 858 kPa (2,300 psi). This is
controlled by the steering pressure switch (4) located
on the bleed down manifold. During operation, if
steering pressure falls below 15 858 kPa (2,300 psi),
the Low Steering Pressure warning light will illuminate.
If for any reason the steering pump oil supply is lost,
the truck can be connected to another truck to temporarily supply the steering and brake system by
using two ports (14 & 22). Connect hydraulic supply
hose from the good truck to port (14) located on the
bleeddown manifold. Connect a return hose from the
good truck to port (22). Also connect a jumper hose
between ports (10 & 13). This hose will supply
hydraulic oil to the brake system. This jumper hose
must capable of withstanding 24 131 kPa (3,500
psi) brake system pressure.
Steering Circuit
L04053
FIGURE 4-7. BLEEDDOWN MANIFOLD PIPING

1. Inlet From Steering Filter
2. Pressure Sensor
3. Test Port (T1)
4. Low Steering Pressure
Switch 15 860 kPa
(2,300 psi)
5. Pump Pres. Feed Back
6. Accumulator 1 Supply
7. Test Port (T2)
8. Supply to Brakes
9. Test Port (T3)
10. Brake Pressure Inlet
11. Test Port (T4)
L04053
13. Brake Pressure Supply

14. Inlet Supply
15. Pressure Switch
517 kPa (75 psi)
16. Outlet to Flow Amplifier
17. Bleed Down Solenoid
18. Return Line To Tank
19. Test Port (T5)
20. Return from Flow
Amplifier
21. Test Port (T6)
22. Return Port
24. Test Port (T7)

26. Hoist Pilot Valve Return
Line
27. Check Valve
28. Main Relief Valve
27 580 kPa (4000 psi)
29. Check Valve
30. Check Valve
31. Check Valve (Piloted)
33. Logic Valve
34. Return Relief Valve
4 137 kPa (600 psi)
Steering Circuit
A. Spare 1
B. Pantograph
C. APU
D. Spare 2
E. Supply to Auto Lube
F. SP 3
G. QD 3
H. Q.D. 4
I. Spare 4
L4-15

2. Pressure Sensor
3. Test Port (T1)
4. Low Steering Pressure Switch
15 860 kPa (2,300 psi)
7. Test Port (T2)
8. Supply to Brakes
9. Test Port (T3)
11. Test Port (T4)
L4-16

14. Inlet Supply
15. Pressure Switch
517 kPa (75 psi)
19. Test Port (T5)
20. Return from Flow Amplifier
21. Test Port (T6)
22. Return Port
24. Test Port (T7)
Steering Circuit

26. Hoist Pilot Valve Return Line
27. Check Valve
27 580 kPa (4000 psi)
29. Check Valve
30. Check Valve
33. Logic Valve
4 137 kPa (600 psi)
L04053
ACCUMULATORS
HIGH PRESSURE FILTER
The accumulators (6, Figure 4- 1) are a bladder type.

The accumulators are charged to 9 653 kPa (1,400
psi) with pure dry nitrogen.
The high pressure filter (1, Figure 4- 1) filters oil for

the steering and brake circuits.
Oil entering the accumulator pushes the bladder

upward compressing the nitrogen. The nitrogen pressure increases directly with steering circuit pressure.
When brake/steering circuit pressure reaches 24 132
to 24 476 kPa (3,500 to 3,550 psi), the unloader
valve will unload the pump output to approximately 2
758 kPa (400 psi). The accumulators will contain a
quantity of oil under pressure available for steering
the truck. When system pressure drops to 22 063
kPa (3,200 psi), the pump output will again increase
to refill the accumulators and increase steering system pressure. The accumulators also provide oil, for
a limited amount of use, to be used in case of an
emergency situation should the pump become inoperative.
If the filter element becomes restricted, a warning

indicator located in the cab, on the overhead display
is activated at 241 kPa (35 psi) and oil will bypass the
element at 345 kPa (50 psi).
STEERING/BRAKE PUMP
The Steering/Brake pump (2, Figure 4- 1) is mounted
on the rear of the tandem hoist pump. This pump
supplies oil to both the brake system and steering
system. Figure 4- 9 shows the location of various
steering pump components. Refer to Figure 4- 14 for
a hydraulic circuit schematic of the pump with
unloader and compensator.
Low Precharge Warning Switch

Pressure switches located in the top of each accumulator monitor nitrogen pressure and are used to
activate the accumulator pre-charge 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 warning lamp from turning off when the engine is started
and steering system pressure compresses the nitrogen remaining in the accumulator.
Do not operate the truck with less than 7 584 kPa

(1,100 psi) nitrogen pre-charge in the accumulators because there may be inadequate oil supply
in some emergency conditions. If low nitrogen
pre-charge pressure is determined, recharge the
accumulators to 9 653 kPa (1,400 psi).
FIGURE 4-9. STEERING / BRAKE PUMP

1. Accumulator Connection
2. Pressure Compensator
Adjuster
L04053
Steering Circuit
4. Stroke Adjuster
5. Outlet Port
6. GP2 Port
7. GPA Port
L4-17
Operation
Refer to the parts list at right and the pump illustration in Figure 4-9 for the following description of operation.
The drive shaft (38, Figure 4- 10) runs through
the centerline of pump housing (40) and valve
plate (51).
Cylinder barrel (48) is splined to the drive shaft.
A ball bearing (36) supports the outboard end of
the driveshaft and a (bushing type) bearing (50)
supports the inboard end.
The pump cylinder barrel is carried in a
polymerous (journal type) bearing (44).
The valve plate (51) has two crescent shaped
ports (inlet and outlet).
Pumping pistons (47) in the cylinder barrel are
held against a swashblock (31) by a shoe
retainer (17).
The shoe retainer is held in position by the
fulcrum ball (43) which is forced outward by
retainer springs (13). The springs act against the
pump cylinder barrel (48) forcing it against the
valve plate (51) while also forcing the piston
shoes against the swashblock.
The semi-cylindrical shaped swashblock limits
the piston stroke and can be swivelled in arc
shaped saddle bearings (21).
The cradle is swivelled by the control piston (14).
L4-18
FIGURE 4-10. CUT-AWAY VIEW OF

STEERING PUMP
1. Plug
2. O-Ring
3. Spring
4. Seal
6. Back-Up Ring
7. O-Ring
8. Piston Ring
9. O-Ring
10. Back-Up Ring
11. Spring
12. Control Piston Stop
Pin
13. Spring
14. Piston
15. Pin
16. Control Piston Stop
Pin
17. Shoe Retainer
18. Pin
19. Retainer Ring
20. Washer
21. Saddle Bearing
22. Roll Pin
23. O-Ring
24. Link
25. O-Ring
26. Gland
27. Jam Nut
28. Maximum Flow Stop
Adjuster
29. Retaining Ring
Steering Circuit
30. Back-Up Ring

31. Swashblock
32. Dowel Pin
33. Saddle
34. Roll Pin
35. Retainer Ring
36. Bearing
37. Shaft Retainer Ring
38. Shaft
39. Seal Retainer
40. Pump Housing
41. Shaft Seal
42. O-Ring
43. Fulcrum Ball
44. Cylinder Bearing
45. Pressure Compensator
46. Compensator
Adjuster
47. Piston/Shoe Assembly
48. Cylinder Barrel
49. Gasket
50. Bearing
51. Valve Plate
52. Cap Screw
53. O-Ring
54. Cover
55. Piston Ring
56. Cap
57. Unloader Block
L04053
FIGURE 4-10. CUT-AWAY VIEW OF STEERING PUMP
L04053
Steering Circuit
L4-19
PRINCIPLE OF OPERATION
Full Pump Volume:
Control piston (1, Figure 4- 11) 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 drive shaft turns the splined housing (2) which
contains the pumping pistons (3). When the housing
is rotated, the pistons move in and out of their bores
and the piston shoes ride against the angled
swashblock (4).
As the cylinder rotates, the individual piston bores
are connected, alternately to the left (port A) and
right (port B) crescent shaped ports in the valve
plate. While connected to left side (suction) port A,
each piston moves outward, drawing fluid from port A
into the piston bore until its outermost stoke is
reached. At that point the piston bore passes from
the left crescent port to the right crescent port.
FIGURE 4-11. PUMP AT FULL VOLUME

1. Control Piston
2. Housing
3. Piston
4. Swashblock
While rotating across the right side crescent, each

piston moves downward on the angled swashblock
face. Thus, each piston is forced inward. Each piston
displaces fluid through the right side crescent to port
B until 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- 12 shows that the position of the control
piston (1) is near the center of its travel. The swashblock is not angled as steep as before, and therefore
the pistons have a shorter stroke. As the piston
stroke gets shorter, the pump output also decreases.
FIGURE 4-12. PUMP AT HALF VOLUME

1. Control Piston
2. Housing
L4-20
Steering Circuit
3. Piston
4. Swashblock
L04053
Neutral Position:
Neutral position (Figure 4- 13) results when the
control piston (1) centers the swashblock (4). The
swashblock angle is now zero and swashblock face
is now parallel to cylinder face. Therefore, no inward
or outward motion of the pump pistons exists as piston shoes rotate around the swashblock face. The
lack of inward and outward motion results in no fluid
being displaced from the piston bores to the crescents in the valve plate and subsequently no delivery from pump ports.
FIGURE 4-13. PUMP IN NEUTRAL POSITION

1. Control Piston
2. Housing
3. Piston
4. Swashblock
FIGURE 4-14. STEERING PUMP HYDRAULIC SCHEMATIC

1. Unloader Module
2. Accumulator Connection
L04053
3. Pressure Compensator Adjuster
Steering Circuit
L4-21
NOTES
L4-22
Steering Circuit
L04053
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
L05038 2/11
Steering Component Repair
L5-1
STEERING CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-25

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-25
Inspection and Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-25
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-25
Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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
Compensator Block and Unloader Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-36
Stroke Adjuster Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-36
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-36
Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-38
L5-2
2/11 L05038
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.

applying pressure.
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
and all pressure switches.
3. Disconnect, label and plug each hydraulic line
to prevent contamination.
4. Remove mounting hardware (2, 3, 4, 5 & 6) and
remove bleeddown manifold (1). The bleed
down manifold weighs approximately 100 kg
(220 lb).
5. Clean exterior of manifold before removing any
components.
Installation
1. Install bleed down manifold. Secure in place
with cap screws, threaded rod, flat washers,
lock washers and nuts. Tighten cap screws to
standard torque.
FIGURE 5-1. BLEED DOWN MANIFOLD

1. Bleed Down Manifold
2. Threaded Rod
3. Flat Washer
4. Lock Washer
5. Nut
6. Cap Screw
NOTE: Adjustment of the relief valves is not necessary or recommended. Relief valves are factory preset. Do not attempt to rebuild or repair if relief valves
are defective. Replace relief valves as a unit. The
steering pressure switch and check valves are also
replaced only as units.
2. Unplug lines and attach. Tighten connections

securely.
3. Attach electrical leads to the bleed down solenoid and all pressure switches. If check valves
or relief valves were removed, replace using
new O-ring seals.
4. Start the engine and check for proper operation
and leaks. Check steering and brake application.
L05038 2/11
L5-3
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
the accumulator.
2. Remove Guard (5, Figure 5-3).
FIGURE 5-3. ACCUMULATOR VALVES

1. Valve Manifold
2. O-Ring
3. Cap Screw
4. Lockwasher
5. Guard
6. Cap
7. Flat Gasket
8. Valve Assembly
9. Pressure Switch
Ensure only the small swivel hex nut (4, Figure 52) turns. Turning the complete charging valve
assembly may result in the valve assembly being
forced out of the accumulator by the nitrogen
pressure inside. Wear protective face mask when
discharging nitrogen gas.

1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
(Small Hex Nut)
5. Rubber Washer
L5-4
6. Valve Body
(Large Hex Nut)
7. O-Ring
8. Valve Stem
9. O-Ring
3. Loosen small hex nut (4, Figure 5-2) three complete turns. Remove valve cap (1). Install charging manifold assembly and bleed off all nitrogen
pressure.
4. Disconnect electrical leads at the pressure
switch located on top of the accumulator.
5. Disconnect and plug the hydraulic line (4, Figure 5-4) at the bottom of the accumulator.
2/11 L05038
6. Connect a lifting device to the top section of the

accumulator and take up slack.
8. Lift accumulator clear of the mounting bracket

and move to a clean work area for disassembly.
9. Clean exterior of accumulator before starting
disassembly.
The accumulator weighs approximately 140 Kg

(310 lbs). Use a suitable lifting device that can
7. Remove the cap screws, flatwashers and locknuts on the clamps (2) securing the accumulator to the mounting bracket.
Installation
The accumulator weighs approximately 140 Kg

1. Attach a lifting device to the top section of the
accumulator. Accumulator should be positioned
in the lower mounting bracket with the ring positioned below the accumulator.
2. Install mounting clamps (2, Figure 5-4) and
secure in place using cap screws, locknuts and
flatwashers. Tighten cap screws securely, but
do not overtighten as this may distort the accumulator 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 nitrogen 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.
FIGURE 5-4. ACCUMULATOR MOUNTING
6. Reducer
1. Accumulators
7. Elbow (90)
2. Clamps
8. Hoses
3. Cap Screw
9. Flat Washer / Locknut
4. Ring
5. O-Ring
L05038 2/11
2. Remove bleed plug (12, Figure 5-5) on hydraulic 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
port assembly from rotating.
L5-5
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 antiextrusion ring from the hydraulic port. Fold antiextrusion ring to enable removal of anti-extrusion ring from shell.
5. Remove hydraulic port from accumulator shell.
Repair of the housing by welding, machining or

plating to salvage a worn area is NOT
APPROVED. These procedures may weaken the
housing and result in serious injury to personnel
when pressurized.
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.

A slight twisting motion while pulling on the
bladder reduces effort required to remove bladder from shell. If bladder is slippery, hold with a
cloth.

1. All metal parts should be cleaned with a cleaning 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.
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
where the gas valve and hydraulic assembly
pass through the shell. Any nicks or damages in
this area could destroy the accumulator bladder
or damage new seals. If this area is pitted consult your Komatsu Service Manager.
L5-6
Assemble the accumulator in a dust and lint free

area. Maintain complete cleanliness during
assembly to prevent possible contamination.
1. After shell (4, Figure 5-5) 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 all gas completely exhausted from bladder,
collapse bladder and fold longitudinally in a
compact roll.
4. Insert the bladder pull rod into the valve stem
opening and out through the shell fluid port.
Attach the bladder pull rod to the bladder valve
stem.
5. With one hand, pull the bladder pull rod while
feeding the bladder into the shell with the other
hand. Slight twisting of bladder will assist in this
insertion.
6. Once the bladder valve stem has been pulled
through the valve stem opening in the shell,
install the valve stem nut (5) by hand. Once the
valve stem nut is in place, remove the bladder
pull rod.
2/11 L05038
7. Hold bladder valve stem on the flats with a

wrench and tighten nut (5) securely.
8. If removed, install pressure switch (15), valve
assembly (11) and charging valve onto gas
valve manifold (14). Install new O-Ring (16) on
gas valve manifold (14). Hold bladder valve
stem with wrench and install gas valve manifold
(14) and tighten securely.
9. Holding the hydraulic port assembly (2) by the
threaded end, insert the poppet end into the
shell fluid port. Lay complete assembly in side
shell.
10. Fold anti-extrusion ring (3) to enable insertion
into the shell. Once the anti-extrusion ring has
cleared the fluid port opening, place the antiextrusion ring on the hydraulic port assembly
with the steel collar facing toward the shell fluid
port.
12. Connect nitrogen charging kit to charging valve.

Refer to Steering Accumulator Charging Procedure to charge accumulator. With hydraulic
port assembly firmly in place, slowly pressurize
the bladder using dry nitrogen with sufficient
pressure, first 172 kPa (25 psi), then approximately 345 kPa (50 psi) to hold port assembly in
place so both hands are free to continue with
assembly.
13. Install the metal O-Ring backup washer (6) over
hydraulic port assembly and push into the shell
fluid port to bottom it out on anti-extrusion ring.
14. Install O-Ring (7) over hydraulic port assembly
and push it into the shell fluid port until it has
bottomed out against the metal O-Ring backup
washer (6).
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.
1. Bladder Assembly
2. Hydraulic Port Assembly
3. Anti Extrusion Ring
4. Shell
5. Nut
6. O-Ring Back-Up (Metal)
L05038 2/11
FIGURE 5-5. ACCUMULATOR ASSEMBLY

12. Bleed plug
7. O-Ring
13. Warning Plate
8. O-Ring Back-Up
14. Gas Valve Manifold
9. Spacer
15. Pressure Switch
10. Lock Ring
16. O-Ring
11. Valve Assembly
L5-7
LEAK TESTING
Do not twist O-ring.

15. Install O-ring back-up (8) over hydraulic port
assembly and push until it bottoms against Oring
16. Insert spacer (9) with the smaller diameter of
the shoulder facing the accumulator shell.
17. Install the lock ring (10) on the hydraulic port
assembly and tighten securely. This will
squeeze the O-Ring into position. Use appropriate wrench on flats on port assembly to insure
the unit does not turn.
18. Install bleed plug (12) into the hydraulic port
assembly.
19. Refer to Steering Accumulator Charging Procedure for details on how to charge accumulator to 690 - 827 kPa (100 - 120 psi). After
precharging, install plastic cover over hydraulic
port to prevent contamination. Do not use a
screw-in type plug.
To carry out the testing required, it will be necessary

to check for internal and external leaks at high pressure. A source of 24 132 kPa (3500 psi) hydraulic
pressure and nitrogen pressure of 9653 kPa (1400
psi) will be required. A small water tank will be necessary for a portion of the test.
1. Refer to Steering Accumulator Charging Procedure to precharge accumulator first to 172 kPa
(25 psi), and then to 9653 kPa (1400 psi).
2. After accumulator is charged with nitrogen to
9653 kPa (1400 psi), tighten swivel nut (4, Figure 5-6) to close internal poppet at 11.5 -17 cm
kg (10-15 in. lbs) torque.
3. Submerge accumulator assembly under water
and observe for 20 minutes. No leakage (bubbles) is permitted. If leakage is present, go to
Step 10. If no leaks, go to Step 4.
4. Hold charging valve (6) with a wrench and
remove swivel connector and charging hose.
5. Replace cap on charging valve 11.5 -17 cm kg
(10-15 in. lbs) and install gas valve guard.
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.
Always store bladder accumulators with 690 827 kPa (100 - 120 psi) nitrogen precharge pressure. Do not exceed 827 kPa (120 psi). Storing
accumulators with more than 827 kPa (120 psi)
pressure is not safe in case of leaks.
NOTE: Bladder accumulators should be stored with
690 - 827 kPa (100 - 120 psi) precharge, which fully
expands the bladder, and holds oil against the inner
walls for lubrication and to prevent rust formation.
8. No external oil leakage is permitted.

9. Slowly relieve oil pressure and remove hydraulic power supply. Install plastic cover over
hydraulic port to prevent contamination.
10. If any gas or oil leakage was present, discharge
all nitrogen gas using the charging equipment
and repair as necessary. If there were no leaks
of any kind, then use the nitrogen charging
equipment and adjust nitrogen precharge pressure to 690 - 827 kPa (100 - 120 psi).
Always store bladder accumulators with 690 827 kPa (100 - 120 psi) nitrogen precharge pressure. 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.
L5-8
2/11 L05038
STEERING ACCUMULATOR CHARGING

PROCEDURE
3. Remove charging valve cover (5, Figure 5-3).

4. Close all valves (1, 2 & 8, Figure 5-7).
5. Install charging manifold assembly to the nitrogen 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 compartment may cause an explosion. Be sure pure
dry nitrogen gas is being used to charge the
accumulator.
When charging or discharging nitrogen gas in
the accumulator, be sure the warning labels are
observed and the instructions regarding the
charging valve are carefully read and understood.
Only precharge accumulators while installed on
the truck. Never handle accumulator with lifting
equipment with a nitrogen precharge more than
827 kPa (120 psi). Always set precharge to 690 827 kPa (100 - 120 psi) for storage or before
removing or installing accumulators.
Nitrogen pressure may be present in the accumulator. Make certain only the small swivel hex nut
is turned during the next step. Turning the complete valve assembly may result in the valve
assembly being forced out of the accumulator by
the nitrogen pressure inside.
6. Hold gas valve stationary at valve body (6, Figure 5-6) with one wrench and loosen swivel nut
(4) at top with a second wrench. This will open
the poppet inside the gas valve.
NOTE: Three turns will fully open the valve.
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 accumulator 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
being precharged while installed on the truck and
connected to the hydraulic system, the oil side of the
accumulator must be vented to allow proper bladder
expansion. This is done by removing the bleeder
plugs described above. Trapped air or oil on the
hydraulic side of the bladder will prevent the proper
precharge pressure from being obtained for safe
operation.
L05038 2/11

6. Valve Body
1. Valve Cap
(Large Hex Nut)
2. Seal
7. O-Ring
3. Valve Core
8. Valve Stem
4. Swivel Nut
9. O-Ring
(Small Hex Nut)
5. Rubber Washer
L5-9
7. . Turn both "T" handles (3) all the way out

(counterclockwise) before attaching charging
hose to accumulator gas valve.
8. Be sure not to loop or twist the hose. Attach
swivel connector (4) to gas valve and tighten to
(11.5-17 cm-kgs) (10-15 in. lbs) of torque.
9. Turn "T" handle (3) clockwise to open gas
valve.
10. Refer to Table 1 to obtain fill time rate based on
accumulator capacity.
If the pre-charge is not done slowly, the bladder

may suffer permanent damage. A "starburst" rupture in the lower end of the bladder is a characteristic failure caused by pre-charging too
rapidly.
11. If the precharge is greater than 172 kPa (25

psi), proceed to Step 13. If the precharge is less
than 172 kPa (25 psi), then set the regulator (6,
Figure 5-7) for 172 kPa (25 psi) at gauge (5).
Completely open valve (1 or 8, which ever one
is connected to the accumulator), then slightly
open valve (2) and slowly fill the accumulator
based on the fill time rate specified in Table 1.
12. After 172 kPa (25 psi) precharge pressure is
obtained in gauge (9), close valve (2).
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 pressure listed in Table 2 based on the current ambient temperature the truck is in. Then open valve
(2) and fill the accumulator.
FIGURE 5-7. CHARGING MANIFOLD ASSEMBLY

1. Valve
2. Valve
3. "T" Handle
L5-10
4. Swivel Connector
5. Pressure Gauge (Regulated)
6. Regulator
7. Adapter (HD785-5LC &

HD1500)
8. Valve
9. Pressure Gauge
2/11 L05038
14. After charging to the correct pressure, close

valve (2). Let the pre-charge set for 15 minutes.
This will allow the gas temperature and pressure to stabilize. If the desired precharge is low,
adjust regulator, open valve (2) and add more
nitrogen to obtain correct pressure on gauge
(9). If precharge has exceeded the recommended pressure, then slowly bleed-off nitrogen pressure to obtain correct pressure.
Nitrogen precharge is 9653 kPa (1400 psi) at
21C (70F) for all accumulators.
NOTE: If a new charging valve was installed, the

valve stem must be seated as follows:
a. Tighten small hex swivel nut (4, Figure 5-6)
to 14.2 Nm (10.5 ft lbs) torque.
b. Loosen small hex swivel nut.
c. Retighten small hex swivel nut to 14.2 Nm
(10.5 ft lbs) torque.
d. Again, loosen small hex swivel nut.
e. Finally, tighten small hex swivel nut to 5.4
Nm (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 secondary seal.) Close valve on nitrogen supply tank.
Do not reduce precharge by depressing valve

core with a foreign object. High pressure may
rupture rubber valve seat.
15. With a wrench, tighten swivel nut (4, Figure 5-6)
to 7-11 Nm (5-8 ft lbs) of torque to close internal poppet.
18. Install bleed plug(s) (12, Figure 5-5). If opened,

close brake accumulator bleed down valves.
19. Operate truck and check steering for normal
operation.
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 connector to remove charging hose assembly. Check
for nitrogen leaks using a common leak reactant.
TABLE 1. Fill Rates and Lubrication Quantities
Capacity
(Gallons)
Fill time (Minutes) to obtain

Low Pressure of 172 kPa (25 psi)
Oil Lubrication
Quantity (5%)
5 (and below)
0.94 l (32 oz)
7.5
1.4 l (48 oz)
10
1.9 l (64 oz)
12.5
2.3 l (80 oz)
16.5
3.1 l (106 oz)
L05038 2/11
L5-11
Temperature During Precharge

Temperature variation can affect the precharge pressure of an accumulator. As the temperature
increases, the pre-charge pressure increases. Conversely, decreasing temperature will decrease the
precharge pressure. In order to insure the accuracy
of the accumulator precharge pressure, the temperature variation must be accounted for. A temperature
variation factor is determined by the ambient temperature encountered at the time when charging the
accumulator on a truck that has been shut down for
one hour. Refer to Table 2 for charging pressures in
different ambient operating conditions that the truck
is currently exposed to DURING the charging procedure.
Example: Assuming the ambient temperature is 10C
(50F) charge the accumulator to 9294 kPa (1348
psi).
TABLE 1. Relationship Between Charging

Pressure and Ambient Temperature
Ambient
Temperature
Charging Pressure
70 kPa (10 psi)
-23C (-10F) and below
8232 kPa (1194 psi)
-17C (0F)
8412 kPa (1220 psi)
-12C (10F)
8584 kPa (1245 psi)
-7C (20F)
8763 kPa (1271 psi)
-1C (30F)
8943 kPa (1297 psi)
4C (40F)
9122 kPa (1323 psi)
10C (50F)
9294 kPa (1348 psi)
16C (60F)
9473 kPa (1374 psi)
21C (70F)
9653 kPa (1400 psi)
27C (80F)
9832 kPa (1426 psi)
32C (90F)
10011 kPa (1452 psi)
38C (100F)
10184 kPa (1477 psi)
43C (110F)
10363 kPa (1503 psi)
49C (120F)
10542 kPa (1529 psi)
ACCUMULATOR STORAGE
PROCEDURES
When storing an accumulator, pressurize the

accumulator to 690-827 kPa (100-120 psi). DO
NOT exceed 827 kPa (120 psi). Sudden loss of the
accumulator pressure can result in a projectile
hazard that can cause serious injury or death.
Only precharge the accumulators to operating
pressure while installed on the truck. DO NOT
handle the accumulator with a nitrogen precharge greater than 827 kPa (120 psi).
Instructions For Storing Bladder Accumulators

1. If accumulator was just rebuilt, make sure there
is approximately 5% (of accumulator capacity)
of oil inside the accumulator before adding
nitrogen precharge pressure. Refer to Table 1
for oil lubrication amounts.
2. Refer to Accumulator Charging Procedure
instructions to charge accumulator with nitrogen
first to 172 kPa (25 psi), then up to 690 - 827
kPa (100 - 120 psi).
NOTE: Pressurizing the accumulator fully expands

the bladder and holds a film of oil against the inner
walls for lubrication and rust prevention.
3. The hydraulic port should always be covered
with a plastic plug (without threads) to prevent
contamination. DO NOT install a threaded
plug in the hydraulic port.
4. Only store the accumulator in an upright position.
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).
L5-12
2/11 L05038
Installation
Follow this procedure when installing an accumulator that was in storage. This procedure also
applies to newly purchased accumulators.
1. Install the pressure gauges on the accumulator
and check the pressure. Refer to Steering Accumulator Charging in this chapter.
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
690 kPa (100 psi) and slowly charge the
accumulator to 690 kPa (100 psi). Disconnect the pressure gauges from the accumulator. Proceed to Step 7.
2. Remove the gauges from the accumulator.
3. Lay accumulator on a suitable work bench so
that the hydraulic port is higher than the other
end of the accumulator. Remove plastic dust
cap from hydraulic port.
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
reach 172 kPa (25 psi) is approximately four
minutes.
7. Install the accumulator on the truck.
8. Charge the accumulator to operating pressure.
Refer to Steering Accumulator Charging in this
chapter to fully charge the accumulator to the
correct operating precharge pressure.
Bladder Storage Procedures

The shelf life of bladders under normal storage conditions is one year. Normal storage condition consists
of the bladder being heat sealed in a black plastic
bag and placed in a cool dry place away from sun,
ultraviolet and fluorescent lights as well as electrical
equipment. Direct sunlight or fluorescent light can
cause the bladder to weather check and dry rot,
which appear on the bladder surface as cracks.
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 complete revolutions. This will thoroughly coat the
accumulator walls with a film of oil necessary
for bladder lubrication during precharging.
L05038 2/11
L5-13
FLOW AMPLIFIER
FIGURE 5-8. FLOW AMPLIFIER VALVE
Removal

applying pressure.
immediately.

for the accumulators to bleed down. Turn steering wheel to make sure no oil under pressure
remains. Disconnect, plug, and identify each
hydraulic line.
2. Support the flow amplifier valve and remove the
mounting cap screws. Remove valve.
3. Move valve to a clean work area for disassembly.
Installation
1. Support the flow amplifier and move into position.
2. Install mounting cap screws and tighten to standard torque.
3. Identify hydraulic line location, unplug lines and
connect at proper location, tighten fittings
securely. Use new O-rings on the flange fittings.
L5-14
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.
45.
46.
47.
48.
49.
50.
51.
52.
53.
54.
55.
Cap Screw
Lockwasher
Cap Screws
Lockwasher
Cover
O-Ring
O-Ring
O-Ring
Not Used
O-Ring
O-Ring
Shock/Suction Valve (Complete)
Orifice Screw
Valve Housing
Counterpressure Valve (Complete)
O-Ring
Plug
Plug
Seal
Relief Valve (Complete)
Steel Seal
Stop
Spring
Spring
Spring Control
Orifice Screw
O-Ring
Shock/Suction Valve (Complete)
Main Spool
O-Ring
Spring Control
Spring
Spring
Spring Stop
Orifice Screw
Cap Screws
Cap Screw
Lockwasher
Lockwasher
O-Rings
Stop
Spring
Spool
Name Plate
Orifice Screw
Spring
Cover
Pins
O-Rings
Not Used
Amplifier Spool Assembly (Complete)
O-Ring
Orifice Screw
Check Valve
Spring
2/11 L05038
FIGURE 5-8 FLOW AMPLIFIER VALVE
L05038 2/11
L5-15
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, Figure 5-8), and O-ring (16). Remove counter pressure valve assembly (15).
NOTE: As parts are removed, they should be laid out
in a group in the same order in which they are
removed.
2. Remove relief valve plug (18) and seal (19).
Using an 8 mm hex head allen wrench, remove
the relief valve assembly (20). Remove steel
seal (21).
3. Remove cap screw (37) and cap screws (36)
using a 10 mm and 13 mm hex head allen
wrench. Remove lockwashers (38 & 39).
Remove end cover (47).
4. remove spring stop (41) and spring (42).
Remove spring stop (34) and springs (32 & 33).
Remove O-rings (40 & 49).
5. Remove spring control (31) and main spool
(29). Remove priority valve spool (43). Remove
spring control (25), springs (23 & 24) and spring
stop (22).
6. Remove amplifier valve spool assembly (51).
Set amplifier valve spool assembly aside for further disassembly, if required.
7. Remove shock and suction valve (28). Set
shock and suction valve aside for further disassembly, if required.
FIGURE 5-9. SHOCK AND SUCTION VALVE

ASSEMBLY
1. O-Ring
2. Pilot Section
3. O-Ring
10. Remove shock and suction valve assembly

(12). Set the shock and suction valve aside for
further disassembly, if required. Remove orifice
screw (13).
11. Remove orifice screw (53). Remove check
valve (54).
NOTE: If further disassembly is required for the

shock and suction valves refer to Figure 5-9.
NOTE: The flow amplifier valve is equipped with two

shock and suction valves and they are identical. The
shock and suction valves are only serviced as
complete valve assemblies. O-rings 1 & 3, Figure 5-9
are replaceable. Relief valve (20, Figure 5-8) check
valve (54) and counter pressure valve (15) are also
serviced only as assemblies.
8. Remove cap screws (1 & 3) using a 10 mm and

13 mm hex head allen wrench. Remove lockwashers (2 & 4). Remove end cover (5).
9. Remove O-rings (6, 7 & 8) and spring (55).
L5-16
2/11 L05038
Reassembly
1. Thoroughly lubricate each part prior to installation using clean, type C-4 hydraulic oil.
2. Reassemble the Amplifier spool assembly in
reverse order. Refer to steps 12 & 13, and Figure 5-10 under disassembly.
3. Install orifice screw (13, Figure 5-8). Tighten orifice screw to 0.5 Nm (4 in. lbs). Install check
valve (54). Tighten check valve to 1 Nm (8 in.
lbs). Install orifice screw (53). Tighten orifice
screw to 1 Nm (8 in. lbs) torque.
4. Install seal (21). Install relief valve assembly
(20), seal (5), and plug (20). Tighten plug to 2.5
Nm (22 in. lbs) torque.
5. Install counterpressure valve assembly (15).
Install plug (17) using new O-ring (16).
FIGURE 5-10. AMPLIFIER SPOOL ASSEMBLY
1. Check Valve
2. O-Ring
3. Spool
4. Pin
5. Pin
6. Retaining Ring
7. Retaining Ring
8. Inner Spool
9. Spring
10. Plug
11. Orifice Screw
NOTE: Disassembly of the amplifier spool assembly

is only necessary should O-ring (2, Figure 5-10),
spring (9) or orifice screw (11) require replacement,
otherwise replace the amplifier spool assembly as a
complete unit. For complete disassembly refer to
steps 12 & 13.
12. Remove retainer ring (7, Figure 5-10), remove

pin (5). Remove plug (10) and spring (9).
Remove retaining ring (6) and pin (4) and
remove inner spool (8).
13. Unthread check valve (1) and remove. Remove
O-ring (2). Remove orifice screw (11) from plug
(10).
14. Clean and inspect all parts carefully. Make any
replacements as necessary.
L05038 2/11
6. Install both shock and suction valves (12 & 28)

as complete units. Install spring stop (22)
springs (23 & 24) and spring control (25). Install
orifice screws (26 & 35) if removed from main
spool (29). Install main spool (29).
7. Install amplifier spool assembly (51). Install priority valve spool (43) and spring (42). Install
spring (55).
8. Install spring control (31), springs (32 & 33) and
spring stop (34).
9. Lubricate O-rings (6, 7 & 8) with molycote
grease and position on cover (5). Install end
cover (5). Install cap screws (3) with lockwashers (4). Tighten cap screws to 2.5 Nm (2 ft
lbs). Install cap screw (1) and lockwasher (2).
Tighten cap screw to 8 Nm (6 ft lbs) torque.
10. Lubricate O-rings (40 & 49) with molycote
grease and install on cover (47). Install end
cover (47). Install cap screws (36) with lockwashers (39). Tighten cap screws to 2.5 Nm (2
ft lbs). Install cap screw (37) with lockwasher
(38). Tighten cap screw to 8 Nm (6 ft lbs)
torque.
11. To help prevent contamination during storage or
installation, install plastic plugs in each valve
port.
L5-17
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.

this injury is not received immediately.
for the accumulators to bleed down. Turn steering wheel to ensure no oil remains under pressure.
1. Thoroughly clean splines on steering column

shaft and inspect for damage or excessive
wear.
2. Using an outside micrometer or dial caliper,
measure the outside diameter of the male
splines on the steering column shaft.
Minimum diameter: 24.13 mm (0.950 in.)
If splines are worn more than the minimum diameter
specification, replace steering column. (Refer to Section N.)
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, flatwashers 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
5. T Port Hose
1. Brake valve
6. P Port Hose
2. Steering Control Unit
7. R Port Hose
3. LS Port Hose
4. L Port Hose
L5-18
2/11 L05038
Disassembly
Installation
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 in place using four cap
screws, flatwashers and lockwashers.
3. Check for proper steering wheel rotation without
binding. Be certain wheel returns to neutral after
rotating 1/4 turn left and right. If necessary,
adjust steering unit and/or steering column to
realign column and control unit.
The steering control unit is a precision unit

manufactured to close tolerances, therefore
complete cleanliness is a must when handling the
valve assembly. Work in a clean area and use lint
free wiping materials or dry compressed air. Clean
type C-4 hydraulic oil should be used during
reassembly to insure initial lubrication.
1. Allow oil to drain from valve ports.
2. Match mark gear wheel set and end cover to
insure proper relocation during reassembly.
Serious personal injury to the operator or to anyone positioned near the front wheels may occur if
a truck is operated with the hydraulic steering
lines improperly installed. Improperly installed
lines can result in uncontrolled steering and/or
SUDDEN AND RAPID rotation of the steering
wheel as soon as the steering wheel is moved. It
will turn rapidly and cannot be stopped manually.
3. Remove end cover cap screws and washers.

Remove cap screw with rolled pin (3, Figure
5-12). Mark hole location of cap screw with
rolled pin on end cover to facilitate reassembly.
After servicing the steering control unit, hydraulic 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 function and any leaks.
6. Replace access cover and secure in place with
cap screws and lockwashers.
FIGURE 5-12. DISASSEMBLY PREPARATION
1. Valve Assembly
2. Match Marks
L05038 2/11
3. Cap Screw with Pin

4. End Cover
L5-19
4. Remove end cover (4) and O-ring (2, Figure 513).
10. Remove O-ring (5), kin ring (6) and bearing

assembly (7).
5. Remove outer gear of gear wheel set (1) and

O-ring between gear set and distribution plate.
11. Remove ring (8) and pin (9) and carefully push
inner spool out of outer sleeve.
6. Lift inner gear off cardan shaft.
12. Press the neutral position springs (10) out of

their slot in the inner spool.
7. Remove cardan shaft (11, Figure 5-19), distribution plate (15) and O-ring (14).
8. Remove threaded bushing (4) and ball (3).
9. With valve housing positioned with the spool
and sleeve vertical, carefully lift spool assembly
out of housing bore.
13. Remove the dust seal (2, Figure 5-14) using a

screwdriver. Take care not to scratch or damage
the dust seal 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
2. Dust Seal
3. Housing
FIGURE 5-13. COVER END O-RING

1. Gear Wheel Set
2. O-Ring
1. Clean all parts carefully with fresh cleaning solvent.
2. Inspect all parts carefully and make any
replacements necessary.
NOTE: All O-rings, seals and neutral position springs
should be replaced with new. Prior to reassembly
thoroughly lubricate all parts with clean type C-4
hydraulic oil.
L5-20
2/11 L05038
Assembly
NOTE: When assembling the spool and sleeve, only
one of the two possible matching positions of the
spring slots can be used. The reason is that in the
other end of the sleeve and spool (opposite end of
the spring slots) there are three slots in the spool and
three holes in the sleeve. These must be opposite
each other on assembly so that the holes are partly
visible through the slots in the spool, refer to Figure
5-15.
1. To install the neutral position springs, place a

screwdriver in the spool slot as shown in Figure
5-16.
2. Place one flat neutral position spring on each
side of the screwdriver blade. Do not remove
screwdriver.
3. Push two curved neutral position springs in
between one side of the screwdriver blade and
a flat spring. Repeat for the opposite side.
Remove the screwdriver.
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
2. Hole
3. Spool
4. Sleeve
FIGURE 5-16. NEUTRAL POSITION SPRING INSTALLATION
L05038 2/11
L5-21
6. With neutral position springs (7, Figure 5-17)

centered in spool and sleeve, install ring (3),
rear bearing race (4), thrust bearing (5) and
front bearing race (6) in that order. The chamfer on the rear bearing race must be facing
away from the bearing.
7. Place the dust seal (1, Figure 5-19) in position.
Using a flat iron block over the seal, tap into
position.
8. Position the O-ring and kin ring on the spool.

9. Position the steering unit with the housing horizontal. Slowly guide the (lubricated) spool and
sleeve with fitted parts, into the bore using light
turning movements. Refer to Figure 5-18.
NOTE: Cross pin must remain horizontal when spool
and sleeve are pushed into bore to prevent pin from
dropping out of spool.
FIGURE 5-18. SPOOL INSTALLATION

1. Housing
2. Spool Assembly
FIGURE 5-17. BEARING INSTALLATION

1. Sleeve
2. Cross Pin
3. Ring
4. Bearing Race
(with chamfer)
L5-22
5. Thrust Bearing
6. Bearing Race
7. Neutral Position
Springs
2/11 L05038
FIGURE 5-19. STEERING CONTROL UNIT

1. Dust Seal
2. Housing & Spools
3. Ball
4. Threaded Bushing
5. O-Ring
6. Kin Ring
L05038 2/11
7. Bearing Assembly
8. Ring
9. Pin
10. Neutral Position
Springs
11. Cardan Shaft
12. Spacer
13. Tube
14. O-Ring
15. Distribution Plate
16. Gear Wheel Set
17. O-Ring
18. O-Ring
19. End Cover
20. Washers
21. Rolled Pin
22. Cap Screws with Pin
23. Cap Screws
L5-23
10. Install the check ball in the hole shown in Figure

5-20. Install threaded bushing and lightly
tighten.
11. Grease the housing O-ring (3) with Vaseline and

install in the housing groove.
12. Install the distribution plate (15, Figure 5-19)
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 alignment of cardan shaft and inner gear wheel.)
15. Grease the O-rings (17 & 18) on both sides of
the outer gear wheel with Vaseline and install.
16. Align outer gear wheel bolt holes with tapped
holes in housing and match marks.
17. Align cover (19) using match marks as a reference and install using cap screws (23) and
washers (20).
FIGURE 5-20. CHECK BALL INSTALLATION

1. Check Ball Hole
2. Check Ball
L5-24
3. O-Ring
4. Housing
18. Install cap screw with pin (22) into proper hole.
19. Tighten cover cap screws in a criss-cross pattern to 3 0.5 Nm (2 0.4 ft lbs) torque.
2/11 L05038
STEERING CYLINDER
For steering cylinder removal and installation procedure, refer to Section G.
Disassembly
NOTE: Installation of the piston seal may require the

following procedure.
a. Heat the piston seal assembly in boiling
water for 3 to 4 minutes.
1. Remove cap screws (9, Figure 5-21) and pull

gland (8) rod (10) and piston (5) from housing
(6).
b. Remove piston seal assembly from the water

and assemble on the piston. Do not take longer than 5 seconds to complete assembly as
seal will take a permanent set.
2. Remove O-ring & backup ring (7). Remove nut

(2) and remove piston (5). Remove bearing (3)
and piston seal (4).
c. Apply even pressure to avoid cocking the

seal.
3. Pull rod (10) from gland (8). Remove rod wiper

(11) and rod seal (12).
Inspection and Cleaning
1. Clean all parts using fresh cleaning solvent, lint
free wiping cloth and dry compressed air.
2. Inspect cylinder housing, gland, piston and rod
for signs of pitting, scoring or excessive wear.
3. Lubricate the cylinder housing, gland, piston
and rod with clean, type C-4 hydraulic oil. Lubricate new seals, wiper and bearing using clean,
type C-4 hydraulic oil.
1. Install new O-ring and backup ring (7, Figure

5-21). The backup ring must be positioned
toward the rod eye.
2. Install new rod seal (12) and rod wiper (11) in
gland (8).
3. Push rod (10) through top of gland, slowly
advancing rod over rod seal and rod wiper.
4. Install new piston seal (4) and bearing (3) on
piston (5). Make sure the piston seal is tight on
piston.
L05038 2/11
5. Install piston on rod structure and secure in

place with locknut. Tighten locknut to 2712 Nm
(2000 ft lbs) torque.
6. Carefully install rod and gland assembly into
cylinder housing. Insure backup ring and O-ring
on gland are not damaged during installation.
7. Install cap screws (9) and tighten to 420 42
Nm (310 31 ft lbs) torque.
Testing
Assembly
1. Vent Plug
2. Locknut
3. Bearing
d. If the seal assembly has taken a slightly

large set, the use of a belt type wrench or
similar tool can be used to compress the seal
to the desired diameter, (tight on piston).
After the cylinder is assembled, perform the following

tests to verify that performance is within acceptable
limits.
1. Piston leakage must not exceed 16.4 cm3/min.
(1.0 in3/min.) at 17 250 kPa (2,500 psi), port to
port.
2. Rod seal leakage must not exceed one drop of
oil in eight cycles of operation.
3. Piston break-away force should not exceed 690
kPa (100 psi).
FIGURE 5-21. STEERING CYLINDER ASSEMBLY

4. Piston Seal
7. O-Ring & Backup Ring 10. Rod
5. Piston
8. Gland
11. Rod Wiper
6. Housing
9. Cap Screws
12. Rod Seal
L5-25
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 operator 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 recommended normal filter element replacement interval. Earlier replacement may be required if the
restriction indicator lamp turns on.
Premature filter restriction may indicate a system
component failure and signal a service requirement
before extensive secondary damage can occur.
NOTE: An early indication of the filter warning light at
first installation may be due to restriction in the filter
as it cleans the system. Unless the fluid appears
contaminated or has a strong foul odor, do not
change the oil; replace only the filter element.
Filter Element Replacement

applying pressure.
immediately.
L5-26
FIGURE 5-22. STEERING/BRAKE CIRCUIT

FILTER
1. Indicator Switch
2. Setscrew (Bleed Plug)
3. Head
4. Test Fitting
5. O-Ring
6. Filter Element
7. Bowl
8. O-Ring
9. Drain Plug
2/11 L05038
Indicator Switch
Removal
1. Turn the key switch OFF, allow at least 90 seconds for the accumulators to bleed down.
2. Remove plug (9, Figure 5-22), loosen bleed
plug (2) and drain oil from the housing into a
suitable container.
The indicator switch (1, Figure 5-22) is factory preset

to actuate at 241 kPad (35 psid). When activated, the
switch will illuminate the amber Hydraulic Oil Filter
warning lamp located on the overhead display in the
operators 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.

has been operating. Avoid spillage and contamination!
The indicator switch is not individually repairable. If

the switch is inoperative, replace with a new part.
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).
L05038 2/11
L5-27
STEERING AND BRAKE PUMP

Removal
NOTE: Clean the steering pump and surrounding
area carefully to help avoid contamination of
hydraulic oil when lines are opened.
NOTE: If oil in the hydraulic tank has not been

contaminated, the shut-off valve (6, Figure 5-23)
between the tank and steering pump can be closed,
eliminating the need to completely drain the tank.
2. Drain the hydraulic tank by use of the drain
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.

applying pressure.
immediately.
for the accumulators to bleed down. Turn the
steering wheel to be sure no oil remains under
pressure.
3. Disconnect the suction and discharge lines at

the steering pump (5, Figure 5-23). Disconnect
and cap pump case drain line from fitting at top
of pump housing. Plug all lines to prevent oil
contamination.
The steering pump weighs approximately 113 kgs

(250 lbs). Use a suitable lifting device capable of
4. Support the steering pump (5) and the rear section 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
Hoses
3. Hoist Pump
L5-28
5. Steering/Brake Pump
6. Shut-off Valve
7. Pump Mount Bracket
8. Outlet Hose
2/11 L05038
Installation
1. Install a new O-ring on pump mounting flange.
9. Replace hydraulic filter elements. Refer to

Hydraulic Filters earlier in this section.
2. Make sure the steering pump spline coupler is

in place (inside hoist pump) prior to steering
pump installation.
The steering pump weighs approximately 113 kgs

(250 lbs). Use a suitable lifting device capable of
3. Move the steering pump (5, Figure 5-23) into
position. Engage steering pump shaft with hoist
pump spline coupler.
4. Install rear support bracket (7) with cap screws.
Do not tighten cap screws at this time.
5. Align cap screw holes and install steering pump
mounting cap screws (4). Tighten mounting cap
screws to standard torque and tighten rear support cap screws to standard torque.
6. Remove plugs from pump inlet and outlet ports.
Remove caps from inlet and outlet lines and
install to steering pump using new O-rings.
Tighten 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
opening until steering pump housing is full. This
may require 2 - 3 l (2 - 3 qts) of oil.
8. Uncap the case drain line, connect to steering
pump fitting and tighten case drain line.
NOTE: Use only Komatsu filter elements, or

elements that meet the Komatsu hydraulic filtration
specification of Beta 12 = 200.
10. Open shut-off valve in steering pump suction
line completely.
11. With the body down and the engine shut-off, fill
the hydraulic tank with clean C-4 hydraulic fluid
(as specified on the truck Lubrication Chart) to
the upper sight glass level.
12. With suction line shut-off valve open, loosen
suction (inlet) hose cap screws (at the pump) to
bleed any trapped air. Then loosen pressure
(outlet) hose cap screws (at the pump) to bleed
any trapped air. Tighten hose connection cap

13. If required, top-off the oil level in the hydraulic
tank, to the level of the upper sight glass.
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.
L05038 2/11
L5-29
16. Start the truck engine and operate at low idle for
one (1) to two (2) minutes.
Do not allow the engine to run with the needle

valves in the open position for longer than this
recommendation: excessive hydraulic system
heating will occur.
DO NOT start any hydraulic pump for the first
time after an oil change, or pump replacement,
with the truck dump body raised. Oil level in the
hydraulic tank may be below the level of the
pump(s) causing extreme pump wear during this
initial pump start-up.
17. Shut-off the engine and fully close both brake
accumulator needle valves in the brake cabinet.
18. Verify that the oil level in the hydraulic tank is at
the upper sight glass when the engine is off and
the body is resting on the frame. If the hydraulic
oil level is not at the upper sight glass, follow
service manual instructions for filling/adding oil.
19. Start engine and check for proper pump operation. If necessary, refer to Steering Circuit
Checkout Procedure later in this Section, or the
Trouble Shooting Chart or Pressure Check and
Adjustment Procedure.
Disassembly
When disassembling or assembling unit, choose

a work area where no traces of dust, sand or
other abrasive particles which could damage the
unit are in the air. Do not work near welding,
sand-blasting, grinding benches and the like.
Place all parts on a CLEAN surface. To clean
parts which have been disassembled, it is important CLEAN solvents are used. All tools and
gauges should be clean prior to working with
these units and new, CLEAN and threadless rags
used to handle and dry parts.
1. Drain off excess hydraulic oil from pump inlet

and discharge ports. It may be necessary to
loosen the four valve plate cap screws (20, Figure 5-26) pull back on valve plate to allow fluid
to seep out of the case.
2. Thoroughly clean and dry the outside surface of
the pump housing.
NOTE: Depending upon what part or parts are to be
inspected, it may not be necessary to completely
take apart all assemblies.
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 centered, 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).
L5-30
2/11 L05038
7. For handling purposes, insert a 1/4"-20UNC

cap screw into the threaded end of the control
link pin (16).
8. Using a brass rod and hammer, tap on end
opposite the cap screw to remove control link
pin (16).
14. When all sleeve seals (5, 6, & 7) are clear of the
valve plate, re-extend control piston (11). While
tipping the assembly enough to clear the hole,
pull the assembly from the valve plate.
15. Remove pin (18) from control piston by pressing
or tapping it out through the hole on opposite
side. Control stop pin (8) can be removed and
control piston (11) slipped out of sleeve (4).
16. Remove cap screws (9, Figure 5-26) and
remove compensator block (13).
Maximum volume stop gland (14, Figure 5-24)

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.
17. Remove cap screws (21) and cover plate (19).
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).
10. Support valve plate (17, Figure 5-26) from an

overhead crane (lifting lug holes are provided)
and remove four cap screws (20) from valve
plate.
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
diameter disengages from the case 6.35 mm
(0.25 in.).
12. With the weight of the valve plate still suspended from the overhead crane, slide valve
plate back until it disengages from driveshaft
and set valve plate aside. Care must be taken
not to damage the wear face of valve plate (17).
13. To further disassemble control piston assembly,
move control piston (11, Figure 5-25) into
sleeve (4) until control piston maximum stop pin
(8) contacts the sleeve. Use a large mallet to
drive piston and sleeve assembly outward from
the valve plate.
L05038 2/11
Rotating group weighs approximately 30 lbs.

Extreme care must be taken not to damage cylinder wear face of cylinder wear plate face, bearing
diameters or piston shoes. Assistance from others and use of proper lifting techniques is
strongly recommended to prevent personal
injury.
18. To remove rotating group, firmly grasp the cylinder barrel (10, Figure 5-25) and pull assembly
outward until cylinder spline disengages from
driveshaft spline about 63.5 mm (2.5 in.). Once
clear, rotate cylinder barrel a revolution or two to
break any contact between piston/shoe assemblies (13) and swashblock (25) wear face.
19. Slide rotating group off the driveshaft and out of
the pump housing and place it on a clean, protective surface with piston shoes facing upward.
20. Mark each piston, its cylinder bore and location
in shoe retainer for ease of inspection and
assembly.
L5-31
21. Piston/shoe assemblies (13) can be removed

individually or as a group by pulling upward on
shoe retainer (27).
INSPECTION
22. Remove fulcrum ball (12).

23. If shoe retainer springs (28) are removed, mark
which spring came from which bore as they
must be returned to that individual bore on
assembly.
24. Remove the two pins (17, Figure 5-24) and pull
the cylinder bearing (26, Figure 5-25) straight
out of the pump housing.
Always wear safety goggles when using solvents

or compressed air. Failure to wear safety goggles
could result in serious personal injury.
1. Clean all parts thoroughly.

2. Replace all seals and O-rings with new parts.
3. Check all locating pins for damage and all
springs for cracking or signs of fatigue.
Swashblock Group
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
swashblock from the pump case.
26. Saddle bearings (24) can be removed by using
a very short screwdriver or back hammer to pry
them loose; or continue to the next step for further disassembly which will make their removal
easier.

4. Control piston (11, Figure 5-25) must slide
smoothly in sleeve (4).
5. Linkage to cradle should operate smoothly but
not loosely (with slop). Check piston and bore in
sleeve for signs of scratching or galling. Polish
with fine emery if needed.
Valve Plate Group
Driveshaft Group
27. Remove bearing retaining ring (3, Figure 5-24).
Use a mallet on the tail shaft and tap driveshaft
(1) out from the front of the pump housing.
28. Remove seal retainer (21) from pump housing.
Use a mallet and tap saddle (20) out from the
inside of the pump housing. Saddle bearings
(24) can then be easily removed and saddle Oring (21) may also be removed at this time.
6. Closely examine mating faces of valve plate

(17, Figure 5-26) and cylinder barrel (10, Figure
5-25) for flatness, scratches or grooves. If faces
are not flat and smooth, the cylinder side will lift
off from the port plate (valve plate) resulting in
delivery loss and damage to the pump. Replace
if necessary.
Rotating Group
7. Check all pump piston assemblies (13, Figure
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 clearance). Replace if necessary.
L5-32
2/11 L05038
FIGURE 5-24. PUMP, FRONT HOUSING

1. Shaft
2. Bearing
3. Snap Ring
4. Retainer Ring
5. Lifting Eyes
6. Name Plate
7. Screw, Drive
L05038 2/11
8. Name Plate
9. Plug
10. O-Ring
11. Plate
12. Adjusting Screw
13. O-Ring
14. Gland
15. O-Ring
16. Jam Nut
17. Pin
18. O-Ring
19. Pin
20. Housing
21. Seal Retainer
22. O-Ring
23. Plug
24. Seal
25. Plug
L5-33
FIGURE 5-25. PUMP, ROTATING GROUP

1. Springs
2. Seal
3. Piston Ring
4. Sleeve
5. Back-up Ring
6. O-Ring
7. O-Ring
L5-34
8. Pin
9. Back-up Ring
10. Cylinder Barrel
11. Control Piston
12. Ball
13. Piston Shoe Assembly
14. Retainer Ring
15. Washer
16. Pin
17. Link
18. Pin
19. Dowel Pin
20. Saddle
21. O-Ring
22. Roll Pin

23. Roll Pin
24. Saddle Bearing
25. Swash Block
26. Cylinder Bearing
27. Retainer
28. Spring
2/11 L05038
1. Plug
2. O-Ring
3. Cap Screw
4. O-Ring
5. Plug
6. O-Ring
7. Plug
8. Valve, 4-Way
L05038 2/11
FIGURE 5-26. PUMP, REAR HOUSING

17. Valve Plate
9. Cap Screw
18. O-Ring
10. Orifice
19. Cover Plate
11. O-Ring
20. Cap Screw
12. Plug
21. Cap Screw
13. Compensator
22. Seal (red)
14. Valve, Relief
23. Cap Screw
15. Bearing
24. End Cap
16. Gasket
25. O-Ring
26. O-Ring
27. O-Ring
28. O-Ring
29. Unloader Module
30. Orifice
L5-35
9. Piston shoes must pivot smoothly, but end play

must not exceed 0.076 mm (0.003 in.).
10. Check end play as follows:
a. Place square end of piston on bench and
hold down firmly. Pull on end of shoe with
other hand and note end play. A good piston/
shoe fit will have no end play, but the shoe
may rotate and pivot on the piston ball.
Inspect each shoe face for nicks or
scratches.
b. Measure shoe thickness (the part held
between retainer (27, Figure 5-25) and cradle. All shoes must be equal within 0.003
mm (0.0001in.). If one or more piston/shoe
assemblies (13) needs to be replaced, all
piston/shoes assemblies must be replaced.
c. Inspect cylinder bearing (26) and matching
cylinder barrel bearing mating surface for
galling, pitting or roughness. Replace if necessary.
Compensator Block and Unloader Module

18. Remove screws (23, Figure 5-26) and separate
unloader module (29) from compensator block
(13).
19. Remove 4-way valve (8) and relief valve (14)
from compensator block. Remove all plugs and
orifices (10 & 30). Clean block in solvent;
inspect all passages and orifices for obstructions.
20. Remove unloader valve from block (29).
Remove plugs and clean block passages. If
unloader is inoperative, replace entire module.
Stroke Adjuster Assembly

21. Measure and record dimension A on stroke
adjuster assembly as shown in Figure 5-27.
22. Loosen jam nut (4). Separate stem (1) from
gland (3). Remove and discard O-ring (2).
23. Inspect parts for damage or excessive wear.
Swashblock Group
11. Inspect swashblock (25, Figure 5-25) for
scratches, grooves, cracks or uneven surface.
Replace if defective.
NOTE: Wear face is coated with a gray colored
epoxy based dry film lubricant for break-in purposes.
Scratching or wear of this coating is not detrimental
as long as the metal surface underneath the coating
is not scored or picked-up.
12. Compare saddle bearing (24) thickness in wear
area to thickness in a non-wear area. Replace
saddle bearings if difference is greater than
0.102 mm (0.004 in.).
13. Check mating surface of swashblock for cracks
or excessive wear. Replace if necessary.
14. Swashblock movement in saddle and saddle
bearing (24) must be smooth.
Driveshaft Group
15. Remove shaft seal (24, Figure 5-24).
16. Check shaft bearing (2) for galling, pitting, binding or roughness. Replace if necessary.
24. Install new O-ring on stem and reassemble to

gland. Adjust stem to gland to dimension A
recorded in step 21. Tighten jam nut.
ASSEMBLY
The procedures for assembling the pump are basically the reverse order of disassembly procedures.
During assembly, install new gaskets, seals, and Orings.
Apply a thin film of CLEAN grease or hydraulic fluid
to sealing components to ease assembly. If a new
rotating group is used, lubricate thoroughly with
CLEAN hydraulic fluid. Apply fluid generously to all
wear surfaces.
Swashblock Group
1. Press or tap roll pin (22, Figure 5-25) into pump
housing (20, Figure 5-24).
2. Press new shaft seal (24) into saddle (20, Figure 5-25) using an arbor press. Install O-ring
(21) into the groove in the saddle.
17. Check shaft and its splines for wear. Replace

any parts necessary.
L5-36
2/11 L05038
3. Press four roll pins (23) into saddle (20) until

they bottom, then press saddle bearing (24)
onto the pins to locate the bearing in the saddle.
5. Fasten control link (17, Figure 5-25) to swashblock (25) using link pin (16) and two retaining
rings (14).
6. Be sure the two dowel pins (19), are pressed
into swashblock (25).
Extreme care should be used to prevent damage

to saddle bearing surfaces while installing the
saddle into the pump housing.
7. Insert swashblock (25) into pump housing (20,

Figure 5-24) until it engages in saddle bearing
and allow swashblock to settle to its lowest natural 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 bearing 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.
FIGURE 5-27. STROKE ADJUSTER ASSEMBLY

1. Stem
2. O-Ring
3. Gland
4. Jam Nut
4. Use a long brass bar and a mallet (or an arbor

press), to install saddle and bearing assembly
into pump housing. Tap or press ONLY on the
area of the saddle that is exposed between the
saddle bearings (DO NOT tap on bearing surfaces). Saddle is fully seated when a distinct
metallic sound is heard when installing saddle
into pump housing.
L05038 2/11
11. An arbor press is required to install shaft bearing (2) onto driveshaft (1). IMPORTANT - press
ONLY on the inner race of the bearing. Press
bearing until it contacts the shoulder on driveshaft.
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.
13. Place seal retainer (21) over seal (24) inside the
pump housing (20). Lubricate shaft seal with
clean hydraulic oil.
14. Install entire driveshaft assembly through the
front of the pump housing. A mallet will be
required to install the driveshaft through shaft
seal (2).
15. Once the driveshaft assembly is fully seated
within the pump housing, install snap ring (3).
L5-37
Rotating Group
16. Mating surfaces should be greased. Place cylinder assembly on clean table with the valve plate
side down.
25. Install piston rings (2 & 3, Figure 5-25) into their

respective grooves on control piston (11) using
care to assure they are in proper location.
17. During disassembly, shoe retainer springs were

referenced to individual bores. Assemble rotating group by inserting shoe retainer springs (28,
Figure 5-25) into the same spring bores located
in cylinder barrel (10) that they came from.
26. Insert control piston assembly into sleeve (4).
18. Slide fulcrum ball (12) over the nose of the cylinder barrel (10).
19. Place shoe retainer (27) over fulcrum ball and
align holes in retainer with corresponding holes
(marked during disassembly) in the cylinder
barrel. Once aligned, insert piston/shoe assemblies (13) into corresponding (marked during
disassembly) holes completing the rotating
group.
27. While supporting the control piston, press or slip

in pin (8) and secure with cotter or roll pin (18).
28. Order of piston sleeve seal installation starts at
widest end of sleeve.
29. Install backup ring (1, Figure 5-28) and O-ring
(2) and backup ring (3) in rear most groove on
piston sleeve. Install O-ring (4) and backup ring
(5) in remaining groove.
The assembled rotating group weighs approximately 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).
21. When installing the rotating group, support the
weight of the cylinder barrel (10, Figure 5-25) as
cylinder spline is passed over the end of driveshaft to avoid scratching or damage.
FIGURE 5-28. O-RING LOCATION ON PISTON

SLEEVE
1. Backup Ring
2. O-Ring
3. Backup Ring
4. O-Ring
5. Backup Ring
22. Push cylinder barrel forward until the cylinder

spline reaches the driveshaft spline. Rotate the
cylinder slightly to engage shaft splines.
23. Continue to slide cylinder barrel forward until it
encounters the cylinder bearing (26, Figure 525). Lifting the driveshaft slightly helps cylinder
barrel (10) and cylinder bearing engagement.
Continue pushing cylinder forward until the piston shoes contact swashblock (25).
30. Insert piston and sleeve assembly (4, Figure 525) into valve plate (17, Figure 5-26).
31. Install O-ring (18) in rear of valve plate. Use four
cap screws (21) to fasten cover plate (19) over
opening in valve plate (17).
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.
L5-38
2/11 L05038
32. Pull free end of control link (17, Figure 5-25)

toward back of pump housing until the open
hole in the link lines up with open ports on sides
of pump case.
33. Install maximum volume stop gland (14, Figure
5-24) and adjusting screw (12) to hold swashblock in place.
Valve Plate Group

34. Be sure driveshaft bearing (15, Figure 5-26) is
in place. Using assembly grease (to hold
desired position), place valve plate gasket (16)
in position on valve plate (17).
35. Support valve plate assembly from an overhead
crane (lifting lug holes are provided) in preparation for mating to the pump housing.
36. Assemble one control link retainer ring (14, Figure 5-25) and one control link washer (15) onto
the threaded hole side of the control link pin
(16). Then thread a 1/4 in - 20 UNC cap screw
into pin to ease holding.
40. Once assembled, remove cap screw from pin.

NOTE: Valve plate is a slight press fit into pump
housing. Make sure pilot diameter on valve plate (17,
Figure 5-26) is aligned with mating diameter on the
pump housing prior to assembly.
41. Insert four cap screws (20, Figure 5-26) and
alternately tighten until valve plate is drawn up
to the pump housing. Tighten cap screws
evenly to 330 Nm (244 ft lbs) torque.
42. Clean end cap (24) and ensure the seal groove
is clean and free of any flaws.
43. Lightly lubricate new seal (22) with clean
hydraulic oil and install the seal onto the end
cap. Refer to Figure 5-29 for the correct orientation of the seal. DO NOT use any tools to install
the seal. Damage to the seal may occur and oil
leakage may result.
NOTE: Previous seal was an O-ring with a back-up
ring. Current seal is a lip seal (red) with out a back-up
ring.
37. Carefully maneuver valve plate assembly, supported 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 prevent

the washer and retaining ring from falling into pump
housing.
39. Install second control link washer (15) and control link retaining ring (14) onto pin.
FIGURE 5-29. SEAL INSTALLATION
1. End Cap
L05038 2/11
2. Seal
L5-39
44. Insert bias control piston springs (1, Figure 525) into control piston (11).
45. Lightly lubricate the piston outer seal with clean
hydraulic oil. Position the seal ring (2, Figure 530) gap on top so that it is visible.
46. Place end cap (1) over the end of control piston
(3). Beginning at the seal ring edge opposite the
gap, use end cap movement and your fingers to
compress and push seal ring (2) into the end
cap. Slip the end cap over the control piston
until spring pressure is felt. Do not use excessive force. The piston seal ring is easily broken.
NOTE: A small amount of vaseline may be used to
hold the gap above its groove and aid this step.
Apply the vaseline 180 from the gap on the hidden
(far) side of the seal ring.
47. Install two cap screws (3, Figure 5-26) in diagonally opposite holes of the end cap. Progressively tighten the cap screws until the end cap
flange is seated against the pump housing.
Spring pressure will increase as the cap screws
are tightened. Install the remaining cap screws.
Progressively tighten all cap screws to 187 Nm
(138 ft lb).
48. Install cover plate (19) with new O-ring (18) and
cap screws (21).
49. Install O-rings (26, 27 and 28) in proper location
on top of valve plate. Install compensator (13) to
valve plate with cap screws (9) and tighten
securely.
50. Install 4-way valve (8), and relief valve (14).
51. Install 1.575 mm (0.062 in.) diameter orifice (30)
and plug (7) with new O-ring (6) in side of compensator 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 Nm
(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 Nm (15 ft lbs).

1. End Cap
2. Seal Ring
L5-40
3. Control Piston
4. Spring
2/11 L05038
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 following hoist circuit operation description
describes the basic hoist circuit. Details of individual
component operation is outlined under the individual
component descriptions.
Hydraulic fluid is supplied by a tank (10, Figure 7-1)
located on the left frame rail. Hydraulic oil is routed to
a tandem gear type pump (9), driven by a driveshaft
on the traction alternator.
Pump output is directed to two, high pressure filters
(5 & 7) mounted on the side of the fuel tank. Hydraulic oil from the filters is directed to the hoist valve (2),
mounted on a modular assembly containing the hoist
pump, steering/brake pump, hoist valve and counterbalance valve manifold.
The hoist valve directs oil to the body hoist cylinders

(1) for raising and lowering the dump body. Hoist
valve functions are controlled by the operator
through a flexible cable to the hoist pilot valve (6) in
the hydraulic component cabinet located behind the
operator's cab. Also in the hydraulic cabinet is the
hoist-up limit solenoid (4). The hoist-up limit solenoid
prevents the hoist cylinders from extending to maximum physical limit. A counterbalance valve in the
overcenter manifold (12) prevents abrupt cylinder
extension due to material buildup on the tail of the
body.
Quick disconnect fittings (11) allow the use of
another trucks hydraulic system to dump a load in
the body if the hoist pump, hoist valve or related
components are inoperable.
1. Hoist Cylinders
2. Hoist 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 malfunctions by inspecting all hoses periodically. Replace any hose showing
wear, damage, or deterioration.
FIGURE 7-1. HOIST CIRCUIT SCHEMATIC
L07034 10/08
Hoist Circuit
L7-3
High Pressure Filters
Hydraulic Tank
Hoist pump output flows to two remote mounted high

pressure filters located on the lower inboard side of
the fuel tank. The filter elements are rated at 7
micron. The filter assembly is equipped with a
bypass valve which permits oil flow if the filter element become plugged. Flow restriction through the
filter element is sensed by a pressure differential
switch.
The hydraulic tank supplies hydraulic oil for the hoist,

steering, and brake circuits. The tank is located on
the left hand frame rail forward of the rear wheels.
The service capacity is 901 l (238 gal). Refer to Section P for the correct type hydraulic oil recommended
for use in the hydraulic system.
Oil used in the hoist circuit flows through two 100
mesh wire suction strainers to the inlet housing of the
hoist pump. Air drawn into the tank during operation
is filtered by dual air filters located on the top of the
tank. Oil level can be checked visually at sight
glasses located on the face of the tank. Oil level
should be checked periodically and be visible in the
bottom sight glass when the body is down and the
engine is running.
Hoist Pump
This switch will turn on an overhead panel mounted, yellow warning light to indicate filter service is
required. The light is labeled Filter
Monitor and will come on when
restriction reaches approximately
241 kPa (35 psi). Actual filter
bypass will result when the filter
element
restriction
reaches
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 alternator. 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
L7-4
Hoist Circuit
10/08 L07034
Hoist Valve
The hoist valve (Figure 7-3) is mounted above the
hoist and steering pump. Hydraulic oil from the high
pressure filters is routed to the hoist valve. The hoist
valve is a split spool design. (The term split spool
describes the spool section of the valve.)
Separate spools control oil flow to each end of the
cylinders. The valve consists of two identical inlet
sections, a spool section, and a separator plate.
The hoist valve precisely follows differential pressure
input signals generated by the hoist pilot valve.
(Refer to Figures 7-6 through 7-10.)
The inlet sections of the hoist valve consist of the following components:
Flow control and main relief valve (system relief).
Low pressure relief valve.
The spool section of the hoist valve consists of the

following components:
Two pilot ports
Two main spools
Two work ports
Check poppets
The pilot ports are located in the top spool section
cover. These ports provide connections for pilot lines
from the hoist pilot valve. Each pilot port has a corresponding work port.
The work ports provide for line connections between
the spool section and the hoist cylinders. One main
spool for each work port is spring centered at both
ends to close the work port from the high and low
pressure cores when there is no flow to the pilot
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 controlled 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 prevents flow from the high pressure core to the low
pressure core.
FIGURE 7-3. HOIST VALVE
1. Inlet Section
2. Top Spool Section
Cover
3. Down Pilot Port
4. Spool Section
5. Separator Plate
6. Inlet Section
7. Return to Tank Port
8. Supply Inlet port
L07034 10/08
Hoist Circuit
9. Tie Rod
10. Nut
11. Bottom Spool Cover
12. Head End Work Port
13. Raise Pilot Port
14. Inlet Section Cover
15. Pilot Valve Supply Port
L7-5
When there is flow through a pilot port to a spool, a

positive differential pressure at the top of the spool
will overcome the bottom spring bias causing the
spool to shift to connect the high pressure core to the
work port. When there is flow from the main valve
work port to the pilot port through the cross-holes, a
positive differential pressure at the bottom of the
spool will overcome the top spring bias and the spool
will shift to connect the work port to the low pressure
core.
The check poppets located in the main spools permit
free flow from the work port to the pilot port and
restrict flow from the pilot port to the work port. These
check poppets control spool response and spool
movements.
Hoist-up Limit Solenoid

The Hoist-up Limit Solenoid (2, Figure 7-4) is used in
the hydraulic circuit to prevent maximum hoist cylinder extension.
This solenoid valve is normally open between the
hoist pilot valve raise port and the hoist valve raise
pilot port. The return-to-tank port is normally closed.
The solenoid is controlled by the proximity switch
(hoist limit switch) located inside the rear frame rail
near the body pivot and above the right rear suspension. When the solenoid is signaled by the proximity
switch, the raise pilot port on the hoist valve is
closed. The hoist pilot valve raise port is opened to
return to tank.
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

hydraulic component cabinet directly behind the
operators cab. The hoist pilot valve spool is spring
centered to the hold position. The valve is controlled
directly by the operator through a lever and cable
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 Pilot Operated Check Valve (7, Figure 7-4) is

opened by power down pilot pressure to allow oil in
the raise port to bypass the hoist up limit solenoid for
initial power down operation while the solenoid is
activated by the hoist limit switch.
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

2. Hoist-Up Limit
Solenoid
3. Control Cable
4. Supply From Hoist
Valve
L7-6
Hoist Circuit
5. Pilot Pressure to Hoist

6. Return Line
7. Pilot Operated Check
Valve
8. Power Down Relief
Valve
10/08 L07034
Counterbalance Valve Manifold

The counterbalance valve manifold (12, Figure 7-2)
is mounted at the rear of the pump/hoist valve module. The counterbalance valve (13) controls the pressure (like a relief valve) of the oil in the annulus area
of the hoist cylinders when the body approaches the
maximum dump angle. The valve restricts the maximum pressure build-up by relieving pressure in
excess of 20684 kPa (3000 psi), preventing possible
seal damage. Also see Figure 7-5 for a schematic
view of the counterbalance valve.
There are 2 pilot pressures that can open it (cylinder

head raise pressure & rod return pressure. If there is
no raise pressure, it will take 20684 kPa (3000 psi) of
rod end return pressure to open it. If there is theoretically 4592 kPa (666 psi) or more of raise pressure, it
is wide open for the return oil. In between these 2
maximums the ratio of raise:return pressure is 1:4.5
to open the return flow
Quick disconnect fittings (14) installed on the manifold allow service personnel to dump a load in the
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
L07034 10/08
Hoist Circuit
L7-7
HOIST SYSTEM OPERATION MODES

The following pages describe hoist circuit operation
in the float, power up, hold, and power down positions. (Refer to Figures 7-6 through 7-10.)
FIGURE 7-6. HOIST CIRCUIT: FLOAT POSITION
Float Position Of Pilot Valve And Body On Frame

(Figure 7-6)
This is the condition while the truck is hauling. The
Pilot Valve spool position is as shown in Figure 7-6;
however all Hoist Valve components are in position
Oil from the hoist pumps enters each inlet section of
the Hoist Valve in Port 11, passes through check
valve 18, and stops at the closed High Pressure Passage 19 at the two main spools. Pressure builds to
approximately 414 kPa (60 psi) on the pilot of the
Flow Control Valve 2 causing the valve to compress
the spring and open, allowing the oil to return to the
tank through Hoist Valve Port 10. Oil also flows out
Hoist Valve Port 12 to Port 12 on the Pilot Valve,
through the Hoist Pilot Valve spool, and out Pilot
Valve Port 10 to the tank. This oil flow is limited by
orifices in the inlet sections of the Hoist Valve and
therefore has no pressure buildup.
L7-8
Hoist Circuit
1. Hoist Relief Valve 17237 kPa (2500 psi)

2. Flow Control Valve
3. Low Pressure Relief Valve 517 kPa (75 psi)
5. Rod End Work Port
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
10. Return Port
11. Supply Port
12. Pilot Supply Port
13. Power Up Pilot Line Solenoid Valve
15. Down Pilot Port
16. Power Down Relief Valve,
10342 kPa (1500 psi)
17. Anti-void Check Valve
18. Load Check Valve
19. High Pressure Passage
20. Low Pressure Passage
22. Manifold Power Up Port
23. Manifold Power Down Port
24. Solenoid Valve Return Port
25. Overcenter Manifold Check Valve (CV)
10/08 L07034
FIGURE 7-6. FLOAT POSITION
L07034 10/08
Hoist Circuit
L7-9
Power Up Operation (Figure 7-7)

The Hoist Pilot Valve spool is moved to the Power Up
position when the operator moves the lever in the
cab. The pilot supply oil coming in Port 12 is prevented from returning to the tank and, instead, is
directed out Port 14 through hoist limit solenoid 13
and into Port 14 of the Hoist Valve. There it goes to
the top of the Head End Spool 8, builds pressure on
the end of the spool, causes the spool to move down
compressing the bottom spring, and connects the
High Pressure Passage 19 to Head End Port 9.
Working oil flow in the High Pressure Passage is now
allowed to flow through the spool and out Port 9 to
extend the hoist cylinders. Even though a small
amount of oil flows through the check poppet in the
top of Spool 8, raise pilot pressure at Ports 14
increases to slightly higher pressure than the
required hoist cylinder pressure. As a result, the pilot
supply pressure in Ports 12 also increases causing
back pressure to occur in the spring area of Flow
Control Valve 2. This overcomes the pilot pressure
on the other end of the Flow Control Valve causing it
to close and direct the incoming pump oil through
Head End Spool 8 to the hoist cylinders to extend
them.
If at any time the resistance to the flow of the pump
oil coming into the inlet section causes the pressure
to increase to 17237 kPa (2500 psi), the pilot pressure against Hoist Relief Valve 1 causes it to open
and allow flow to exit out Port 10 and return to the
tank.
As the hoist cylinders extend, oil in the annulus area
of the second and third stages must exit from the cylinders. Initially, the Rod End Spool 7 ports are
closed. As the returning oil entering Port 5 builds low
pressure, it flows through the check-poppet in the top
of the spool, through Port 15, through the Pilot Valve
spool, and out Port 10 of the Pilot Valve to the tank.
No pressure is present on the top of Spool 7. Cylinder return pressure passes through the check-poppet
in the bottom of Spool 7 to build pressure under the
spool which moves the spool upward compressing
the top spring. This movement allows the returning
cylinder oil to flow into the Low Pressure Passage 20
to the 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.
If the pressure exceeds 20684 kPa (3000 psi) at port

23, the counterbalance valve will open again to direct
oil back to the hoist valve, preventing damage to the
hoist cylinder seals from excessive pressure.
When the operator releases the lever, the valves
change to the HOLD position. If the body raises to
the position that activates the hoist limit switch
located above the right rear suspension before the
operator releases the lever, the Hoist Limit Solenoid
13 is energized. The solenoid valve closes the raise
pilot Port 14 on the hoist and releases the Hoist Pilot
Valve raise pilot pressure at Port 24 to tank, allowing
the Head End Spool 8 to center and shut off supply
of oil to the hoist cylinders. This prevents maximum
extension of the hoist cylinders.
FIGURE 7-7. HOIST CIRCUIT: POWER UP

POSITION
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
10. Return Port
11. Supply Port
15. Down Pilot Port
16. Power Down Relief Valve, 10342 kPa (1500 psi)
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.
L7-10
Hoist Circuit
10/08 L07034
FIGURE 7-7. POWER UP
L07034 10/08
Hoist Circuit
L7-11
Hold Operation (Figure 7-8)

The Pilot Valve spool is positioned to allow the pilot
supply oil entering Port 12 to return to the tank
through Port 10. Pilot supply pressure in Ports 12
then decreases to no pressure allowing Flow Control
Valve 2 to open and return the incoming pump oil to
the tank through Port 10. Both pilot Ports 14 & 15 in
the Pilot Valve are closed by the Pilot Valve spool. In
this condition pressure is equalized on each end of
each main spool allowing the springs to center the
spools and close all ports to trap the oil in the cylinders and hold the body in its current position.
L7-12
FIGURE 7-8. HOIST CIRCUIT: HOLD POSITION

6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
10. Return Port
11. Supply Port
15. Down Pilot Port
Hoist Circuit
10/08 L07034
FIGURE 7-8. HOLD POSITION
L07034 10/08
Hoist Circuit
L7-13
Power Down Operation (Figure 7-9)

When the operator moves the lever to lower the
body, the Hoist Pilot Valve is positioned to direct the
pilot supply oil in Ports 12 to Port 15 on the Hoist
Valve to the top of the Rod End Spool 7. Pilot pressure increases to move the spool down compressing
the bottom spring. Movement of the spool connects
the High Pressure Passage 19 to the rod end (annulus area) of the hoist cylinders. At the same time, the
Flow Control Valve 2 is forced to close as pilot pressure increases thus directing the incoming pump oil
to the hoist cylinders through Spool 7 and the overcenter manifold check valve 25 rather than back to
the tank.
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
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.
L7-14
Hoist Circuit
FIGURE 7-9. HOIST CIRCUIT: POWER DOWN

POSITION
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
10. Return Port
11. Supply Port
15. Down Pilot Port
10/08 L07034
FIGURE 7-9. POWER DOWN
L07034 10/08
Hoist Circuit
L7-15
Float Operation (Figure 7-10)

When the operator releases the lever as the body
travels down, The Hoist Pilot Valve spool returns to
the FLOAT position. In this position all ports (10, 12,
14, & 15) 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
buildup thus allowing the Flow Control Valve 2 to
remain open to allow the pump oil to return to the
tank through Hoist Valve Port 10. With no blockage
of either Raise or Down Pilot Ports 14 & 15 in the
Pilot Valve, there is no pressure on the top of either
main spool. The oil returning from the Head End of
the hoist cylinders builds pressure on the bottom of
the Head End Spool 8 exactly like in Power Down
allowing the returning oil to transfer to the Low Pressure Passage 20. The back pressure in the Low
Pressure Passage created by the Low Pressure
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 cylinders to keep them full of oil as they retract. When the
body reaches the frame and there is no more oil flow
from the cylinders, the Main Spools center themselves and close the cylinder ports and the High and
Low Pressure Passages.
L7-16
FIGURE 7-10. HOIST CIRCUIT: FLOAT

POSITION
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
10. Return Port
11. Supply Port
15. Down Pilot Port
Hoist Circuit
10/08 L07034
FIGURE 7-10. FLOAT POSITION
L07034 10/08
Hoist Circuit
L7-17
NOTES:
L7-18
Hoist Circuit
10/08 L07034
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
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.

lines. Tighten all connections securely before
applying pressure.
physician familiar with this type of injury is not
received immediately.
3. Disconnect and cap or plug all line connections

to help prevent hydraulic oil contamination, refer
to Figure 8-1.
4. Remove cap screws and lockwashers securing
the hoist valve to its mounting bracket.
The hoist valve weighs approximately 145 kg

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 separator plate (8, Figure 8-1) located to the rear.
Secure in place with cap screws, nuts and lockwashers. 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
1. Hoist Pilot Valve Supply
2. Power Up Line
3. Inlet From Filters
4. Return To Tank
L08042 7/10
5. Power Down Line

6. To Hoist Pilot Valve
7. Return To Tank
8. Separator Plate
2. Using new O-rings at the flange fittings, connect

hydraulic lines. Tighten flange cap screws to
standard torque. Refer to Figure 8-1 for hydraulic line location.
L8-3
To replace the O-rings between the valve sections:

3. Connect pilot supply lines, tighten fittings
securely.
4. Start the engine. Raise and lower body to check
for proper operation. Observe for leaks.
1. Match mark each part on the hoist valve to aid

in reassembly. Remove the four tie rod nuts
from one end of the valve. Slide the tie rods
from the valve and separate the sections.
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.
5. Service hydraulic tank if necessary.
3. Lubricate the new O-rings lightly with multipurpose grease. Replace O-rings between sections. Stack the sections together making sure
O-rings between the sections are properly positioned.
4. Install the four tie rods with the dished washer
between the nut and housing (Figure 8-3).
FIGURE 8-3. TIE ROD INSTALLATION

FIGURE 8-2. HOIST VALVE ASSEMBLY
1. Inlet Section
2. Spool Section Cover
3. Spool Section
4. Inlet Section
5. Tube
6. Tie Rods
7. Nuts and Washers
8. Inlet Section Cover
5. A torque wrench should be used to tighten the

nuts in the pattern as shown in Figure 8-4. The
tie rods should be tightened evenly to 217 Nm
(160 ft lbs) torque in the following sequence.
a. Tighten nuts evenly to 27 Nm (20 ft lbs) in
order 1, 4, 2, 3.
b. Tighten nuts evenly to 68 Nm (50 ft lbs) in
order 1, 4, 2, 3.
O-Ring Replacement
NOTE: It is not necessary to remove the individual
valve sections to accomplish repair, unless
emergency field repair is required to replace the Orings 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.
c. Tighten nuts evenly to 217 Nm (160 ft lbs)

in order 1, 4, 2, 3.
FIGURE 8-4. TIGHTENING SEQUENCE
L8-4
7/10 L08042
INLET SECTION
complete assembly only. If adjustment is necessary, refer to Checking Hoist System Pressure
Relief Valve later in this section.
Disassembly
1. Match mark or identify each part when removed
in respect to its location or respect to its mating
bore to aid reassembly.
2. Disconnect the external tube at the cover end
and remove. Remove cap screws (14, Figure 85), remove cover (13). Remove springs (12),
poppets (11) and O-rings (10).
NOTE: If restrictor poppet removal in cover (1) is

required, refer to step 4 and Figure 8-6.
4. Remove sleeve (9), backup ring (8), O-ring (7),
backup ring (6). Remove backup ring (5), O-ring
(4), backup ring (3) and restrictor poppet (2).
5. Repeat steps 1 through 4 for the opposite inlet
section if disassembly is required.
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
2. Inlet Cover
3. Spring (Orange)
5. Spring
L08042 7/10
6. Sleeve
7. Low Pressure Relief
8. O-Rings
9. Inlet Valve Body
10. O-Rings
11. Poppets
12. Springs
13. Cover
14. Cap Screws
L8-5
Assembly

1. Discard all O-rings and backup rings. Clean all
parts in solvent and dry with compressed air.
2. Inspect all springs for breaks or distortion.
Inspect poppet seating surfaces for nicks or
excessive wear. All seats must be sharp and
free of nicks.
3. Inspect all bores and surfaces of sliding parts
for nicks, scores or excessive wear.
4. Inspect poppets in their respective bore for fit.
Poppets should move freely, without binding,
through a complete revolution.
5. Inspect fit and movement between sleeve and
low pressure relief valve.
1. Coat all parts including housing bores with

clean type C-4 hydraulic oil. Lubricate O-rings
lightly with a multipurpose grease.
2. If restrictor poppet (2, Figure 8-6) was removed,
reassemble in the order shown.
3. Install poppets (11, Figure 8-5) in their respective bores. Install springs (12).
4. Install O-rings (10), and cover (13). Install cap
screws (14). Tighten cap screws to 81 Nm (60
ft lbs).
5. Install low pressure relief (7) in sleeve (6) and
install assembly in housing (9). Install main
relief valve (4). Install springs (3 & 5). Install
cover (2). Install cap screws (1). Tighten cap
screws to 81 Nm (60 ft lbs). Connect external
tube, tighten nuts to 34 Nm (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 Orings (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
2. Restrictor Poppet
3. Backup Ring
4. O-Ring
5. Backup Ring
L8-6
6. Backup Ring
7. O-ring
8. Backup Ring
9. Sleeve
7/10 L08042
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
2. Steel Ball
3. O-Ring
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
2. Spool Assembly
3. Spool
FIGURE 8-8. RESTRICTOR POPPET REMOVAL

1. Restrictor Poppet
2. O-ring *
3. Backup Ring *
4. Seal Ring
5. O-Ring
*Note: Items 2 & 3 not used on all valves.
L08042 7/10
L8-7
FIGURE 8-10. SPOOL SECTION ASSEMBLY

1. Cover
2. Spring Seat
3. Spring
4. Plug
5. Poppet (Red)
6. Spool End
7. Spool
L8-8
8. Spring (Blue)
9. Spool End
10. Poppet (White)
11. Spring Seat
12. O-Ring
13. O-Ring
14. Plug
15. Spool Housing

16. Cover
17. Plug
18. O-Ring
19. O-Ring
20. Spring Seat
21. Spring (Blue)
22. Spool End

23. Spool
24. Spool End
25. Poppet (Green)
26. Plug
27. Spring
28. Spring Seat
7/10 L08042
6. Remove plug (4, Figure 8-10) from end of spool

(7). Remove spring seat (2) and spring (3).
Remove poppet (5) and spool end (6).
NOTE: Pay special attention to poppets (5, 10 and
25, Figure 8-10) during removal to ensure proper
location during reassembly. Poppets may be
identified with a colored dot; red, white or green. If
poppets are not color coded, use the following chart
for identification:
POPPET
COLOR
ORIFICE DIAMETER
DRILL
SIZE
White
1.6 mm (0.063 in.)
#52
Green
2.4 mm (0.093 in.)
#42
Red
2.8 mm (0.110 in.)
#35
7. Repeat step 6 for the opposite end of spool (7)

and the top end of spool (23).
8. Remove spool end (22), spring retainer (20)
and spring (21).
9. Remove cover (16), remove O-rings (18 & 19).
Assembly
1. Lubricate O-rings (18 & 19, Figure 8-10), with
clean hydraulic oil. Install O-rings in spool housing and install cover (16). Secure cover in place
with cap screws. Tighten cap screws to 81 Nm
(60 ft lbs).
2. Install spring (3, Figure 8-10) in spool (7). Install
spring seat (2). Apply Loctite to the threads of
spool end (6). Install spool end (6) and tighten
to 34 Nm (25 ft lbs). Install poppet (5). Apply
Dri-loc #204 to the threads of plug (4). Install
plug (4) and tighten to 20 Nm (15 ft lbs).
NOTE: Poppets 5, 10 and 25 may be color coded
and must be installed in their original location.
3. Repeat step 2 for the opposite end of spool (7).
Make sure spring (8) is blue in color.
4. Lubricate spool assembly (7) and carefully
install in spool housing (15). Make sure the V
groove in spool (7) is in the up position, or
toward cover (1).
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
end (22) and tighten to 34 Nm (25 ft lbs).
1. Discard all O-rings and backup rings. Clean all

parts in solvent and blow dry with compressed
air.
6. Lubricate the assembled spool (23) and install

in spool housing (15). Make sure the V groove
is in the up position, or toward cover (1).
2. Inspect all springs for breaks or distortion.

Inspect poppet seating surfaces for nicks or
excessive wear. All seats must be sharp and
free of nicks.
NOTE: Spools (7) and (23) are physically

interchangeable. Make sure spool (23) is installed
toward the base port of the spool housing.
3. Inspect all bores and surfaces of sliding parts

for nicks, scores or excessive wear.
4. Inspect all poppets in their respective bore for
fit. Poppets should move freely without binding
through a complete revolution.
7. Install new O-ring and backup ring on restrictor

poppet (1, Figure 8-8). Install restrictor poppet
in housing.
8. Install new O-rings (12 & 13, Figure 8-10).
9. Install new O-ring and backup ring on poppet
(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 Nm (60 ft lbs).
L08042 7/10
L8-9
HOIST PILOT VALVE
Installation
Removal
1. Place the hoist control lever in the body down
position. Make sure the body is in the full down
position. Release the hoist control lever to
return the hoist valve spool to the FLOAT position.
2. Disconnect hydraulic lines at the hoist pilot
valve (1, Figure 8-11). Remove cap screws (4).
3. Loosen and unthread jam nut (7). Unthread
sleeve (6) until cotter pin (5) and pin (9) are
exposed.
4. Remove cotter pin (5) and pin (9).
5. Remove the hoist pilot valve mounting hardware (10). Remove hoist pilot valve. Refer to
hoist pilot valve disassembly for repair instructions.
1. Place the hoist pilot valve into position on the

mounting bracket. Secure valve in place with
cap screws (10, Figure 8-11).
2. Position hydraulic lines (2, 13, 14 and 15) over
valve ports and assemble fittings. Tighten
hydraulic line connections securely.
3. Place hoist control lever in spring-centered
position. Adjust pilot valve spool until centerline
of cable attachment hole extends 1.16 in. (29.5
mm) from the face of the valve body.
4. Align control cable eye with pilot valve spool
hole and insert pin (9). Secure pin in place with
cotter key (5).
5. Thread sleeve (6) upward until contact is made
with valve body. Move flange (3) into position
and secure in place with cap screws (4).
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.

2. Hydraulic Lines
3. Flange
4. Cap Screw
5. Cotter Pin
L8-10
FIGURE 8-11. HOIST PILOT VALVE REMOVAL

11. Solenoid Valve
6. Sleeve
(Body Up Limit)
7. Jam Nut
12. Pilot Operated
8. Control Cable
Check Valve
9. Pin
13. Return Line
10. Cap Screws
14. Pilot Pressure to

Hoist Valve
15. Supply Pressure
From Hoist Valve
7/10 L08042
Disassembly
1. Thoroughly clean the exterior of the valve.
Place the valve in a clean work area for disassembly.
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. Separate cap (24), spacer (23) and detent sleeve
(22), as this will be necessary for reassembly.
4. Carefully slide the spool (14) out of the spool
housing (17). Remove seal retainer (25), wiper
(26) and O-ring (27) from spool (14).
5. Insert a rod in the cross holes of the detent pin
(3) and unscrew from spool (14). Slight pressure should be exerted against the detent pin
as it disengages and spring tension is released.
6. Remove spring seats (19), spring (4) and
spacer (5).
FIGURE 8-12. HOIST PILOT VALVE
1. Snap Ring
2. Ball (4)
3. Detent Pin
4. Spring
5. Spacer
6. Cap Screw
7. Outlet Housing
8. Nut
9. Tie Rod
10. Nut
11. O-Ring
12. O-Ring
13. Wiper
14. Spool
L08042 7/10
15. Machine Screw

16. Seal Plate
17. Spool Housing
18. Inlet Housing
19. Spring Seat
20. Spring
21. Ball (1)
22. Detent Sleeve
23. Spacer
24. Cap
25. Seal Retainer
26. Wiper
27. O-Ring
L8-11
7. Remove relief valve (2, Figure 8-13) from the

spool housing (1).
8. Match mark the inlet and outlet housings in relationship to the spool housing to insure correct
location during reassembly.
9. Remove nuts (8) and (10) and remove tie rods
(9). Separate the valve housings. Remove Oring (11). Remove the poppet check and spring
from the spool housing which are located on the
outlet housing side of the spool housing.

1. Clean all parts including housings in solvent
and blow dry with compressed air.
2. Inspect seal counter bores, they must be free of
nicks or grooves.
3. Examine springs for breaks or distortion.
4. Inspect spool (14, Figure 8-12). The spool must
be free of longitudinal score marks, nicks or
grooves.
5. Test spool (14) in spool housing for fit. Spool
must fit freely, without binding, through a complete 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
L8-12
2. Relief Valve
7/10 L08042
Assembly
1. Thoroughly coat all parts including housing
bores with clean type C-4 hydraulic oil.
2. If the inlet and outlet housings were removed
follow steps 3 through 5 for reassembly.
3. Install check poppet (2, Figure 8-14) and spring
(3) in spool housing (1).
4. Install new O-ring (4) in spool housing. Move
the inlet and outlet housings into position.
5. Install tie rods. Install tie rod nuts. Tighten tie
rod nuts to the torques shown in Figure 8-15.
6. Install a new O-ring (27, Figure 8-12) and wiper
(26). Install seal retainer (25).
7. Install spacer (5), spring seats (19), and spring
(4). Thread detent pin (3) into spool (14). Slight
pressure will be required to compress the
detent spring. Tighten detent pin 9-11 Nm (8496 in. lbs). Install spring (20). Carefully install
spool into spool housing.
FIGURE 8-14. HOIST PILOT VALVE ASSEMBLY

1. Spool Housing
2. Check Poppet
3. Spring
L08042 7/10
4. O-ring
5. Outlet Housing
8. Apply grease to the cross holes of the detent

pin (3) to hold balls (21) and (2).
9. Slide detent sleeve (22) into cap (24) and place
over a punch. Using this punch, depress ball
(21) and insert balls (2) in detent pin cross
holes.
10. While holding down on ball (21), slide detent
sleeve (22) and cap (24) as an assembly over
the detent pin (3). Continue to insert detent
sleeve (22) until it contacts spring seat (19).
11. Secure cap (24) in place with cap screws (6).
Tighten cap screws (6) to 7 Nm (5 ft lbs).
Install spacer (23) and snap ring (1).
12. Install a new O-ring (12) and wiper (13). Install
seal plate (16). Install machine screws (15).
13. Using new O-rings, install relief valve (2, Figure
8-13) in spool housing.
FIGURE 8-15. TIE ROD NUT TORQUE

1. Nut
2. Tie Rod
3. Nut
4. Tie Rod
5. Outlet Housing
L8-13
BODY UP LIMIT SOLENOID

Body up limit solenoid valve (11, Figure 8-11) is
located inside the hydraulic cabinet behind the operators cab. This valve has no serviceable parts except
for O-ring replacement. If the solenoid valve malfunctions, replace it as a unit.
PILOT OPERATED CHECK VALVE

Pilot operated check valve (12, Figure 8-11) is
located inside the hydraulic cabinet behind the operators cab. This valve has no serviceable parts except
for O-ring replacement. If the pilot operated check
valve malfunctions, replace it as a unit.
The hoist cylinder weighs approximately 1000

kgs (2,200 lbs). Some means of support is necessary 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.
4. At the upper mount, remove nut (6, Figure 8-16)
flatwasher (5) and shoulder bolt (4). Use a
brass drift and hammer to drive pin (2) from
bore of mounting bracket.
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

applying pressure.
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
applied.
FIGURE 8-16. HOIST CYLINDER UPPER MOUNT
2. Disconnect the lubrication lines to the upper

and lower bearings of the hoist cylinder.
1. Dump Body
2. Hoist Cylinder Pin
3. Hoist Cylinder
3. Remove cap screw and lockwashers from

clamps securing the hydraulic hoses to the hoist
cylinder. Cap and plug lines and ports to prevent excessive spillage and contamination.
Secure cylinder to frame to prevent movement
during next step.
L8-14
4. Shoulder Bolt
5. Flat Washer
6. Nut
7/10 L08042
6. Install a retaining strap or chain to prevent the

cylinder from extending during handling.
7. At the lower mount, straighten drive lock plate
tabs to allow cap screw removal. Remove all
cap screws (1, Figure 8-17), locking plate (2)
and retainer plate (3).
8. Carefully remove cylinder from frame pivot by
pulling outward. Move cylinder to a clean area
for disassembly.
NOTE: Do not lose spacer (6, Figure 8-17) between
cylinder bearing and frame.
9. Clean exterior of the cylinder thoroughly.
5. Install new O-rings in grooves on hose flange

connections and lubricate with clean hydraulic
oil. Position flanges over hoist cylinder ports
and install flange clamps. Secure clamps with
cap screws and lockwashers. Tighten cap
6. Reconnect lubrication lines for the upper and
lower hoist cylinder bearings.
7. Raise and lower body several times to bleed air
from cylinder. Check for proper operation and
inspect for leaks.
8. Service hydraulic tank if necessary.
Installation
Install a retaining strap or chain to prevent the

cylinder from extending during handling. The
hoist cylinder weighs approximately 1000 kgs
1. Raise the cylinder into position over the pivot
point on the frame. The cylinder should be positioned 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 cylinder into place.
2. Install retaining plate (3), locking plate (2),and
cap screws. Tighten cap screws to 298 Nm
(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 Nm (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
2. Lock Plate
3. Retainer
L08042 7/10
4. Retainer Ring
5. Bearing
6. Spacer
L8-15
Disassembly
1. If removal of the hoist cylinder eye bearings is
necessary, remove retainer ring (4, Figure 8-17)
and press out bearing (5).
2. Mount the hoist cylinder in a fixture which will
allow it to be rotated 180.
3. Position cylinder with the cover (10, Figure 818) mounting eye at the top. Remove cap
screws (11) and lockwashers retaining the
cover to the housing (4).
4. Using two 0.88 in. dia. x 9 in. long, threaded cap
screws, thread them into the two threaded holes
in the cover (10). Screw the cap screws in
evenly until the cover can be removed. Lift
cover straight up until quill assembly (22) is
clear. Remove O-ring (12) and backup ring (23).
5. Remove cap screws (7) and flatwashers (5)
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
180 apart in the housing. Attach bar to housing
using cap screws (11).
NOTE: A retainer bar is required to prevent the first
and second stage cylinders from dropping out when
the housing is inverted.
7. Rotate the cylinder assembly 180, until the
lower mounting eye is at the top. Hook a lifting
device to the eye on the rod (1) and lift the rod
and third stage cylinder assembly out of cylinder housing. If equipped, remove cushion ring
(24).
NOTE: As internal parts are exposed, protect
machined surfaces from scratches or nicks.
8. Rotate the cylinder housing 180. Remove the
retainer installed in step 5.
9. Fabricate a round disc 318 mm (12.5 in.) in
diameter 10 mm (0.38 in.) thick with a 14 mm
(0.56 in.) hole in the center. Align the disc over
the second (2) and first (3) stage cylinders at
the bottom of the cylinder housing.
L8-16
10. Insert a 13 mm (0.50 in.) dia. x 1320 mm (52 in.)

threaded rod through the top and through the
hole in the disc. Thread a nut on the bottom end
of the threaded rod below the disc.
11. Screw a lifting eye on the top end of the rod.
Attach it to a lifting device and lift the second
and first stage cylinders out of the housing.
12. Remove lifting tools from the second and first
stage cylinder assembly.
13. Slide the second stage cylinder (2) down inside
the first stage cylinder (3). Remove snap ring
(9) from inside the first stage cylinder.
14. Remove second stage cylinder from first stage
cylinder by sliding it out the top.
15. Remove all old bearings, O-rings, and seals
from the hoist cylinder parts.
FIGURE 8-18 HOIST CYLINDER

1. Rod & Third Stage
2. Second Stage Cylinder
3. First Stage Cylinder
4. Housing
5. Plate
6. Rod Bearing Retainer
7. Cap Screw (12-point)
8. Seal
9. Snap Ring
10. Cover
11. Cap Screws
12. O-Ring
13. Bearing
14. Bearing
15. Seal
16. Seal
17. Bearing
18. Buffer Seal
19. Bearing
20. Rod Seal
21. Rod Wiper
22. Quill Assembly
23. Backup Ring
24. Ring, Cushion
7/10 L08042
FIGURE 8-18. HOIST CYLINDER
L08042 7/10
L8-17

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 C4).
1. Thoroughly clean and dry all parts.
2. Visually inspect all parts for damage or excessive wear.
3. If cylinder bores or plated surfaces are excessively worn of grooved, the parts must be
replaced or, if possible, 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 Nm (1,000 ft lbs).
b. If the quill moves, remove quill, clean
threads in cover assembly and quill, and
reinstall using the procedure in Quill Installation.
5. When a cylinder assembly is dismantled, the
cap screws (7, Figure 8-18) should be checked
carefully for distress and, if in doubt, replace
them.
FIGURE 8-19. QUILL INSTALLATION

1. Cap Assembly
2. Quill Assembly
SS1143 Tightening Tool - Assembly Drawing

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.
L8-18
7/10 L08042
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 equivalent) to mating threads of both cap assembly
and quill assembly.
5. Install quill and use SS1143 tool to tighten quill
to 1 356 Nm (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 820.
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 Nm (2,000 ft lbs)
after the tack welds are ground off.
FIGURE 8-20. PLUG & CHECK BALL
INSTALLATION
1. Cap Assembly
2. Quill Assembly
L08042 7/10
3. Plug
4. Check Ball
L8-19
Installation of Check Balls and Plugs in Quill

The check balls (4, Figure 8-20) in the side of the
quill assembly (2) are held in place with threaded
plugs (3).
If a plug is missing and the check ball is not found in
the cylinder, the opposite side hoist cylinder and the
plumbing leading to the hoist valve should be examined for damage. The hoist valve itself should also be
checked to see if the ball or plug has caused internal
damage to the spool. Peening of the necked down
sections of the spool may result. Spool sticking may
also occur under these circumstances.
Refer to Figure 8-21 for SS1158 tool that can be
made for installing or removing the check ball plugs.
Plugs should be checked during any cylinder repair
to be sure they are tight. If found to have any movement, they should be removed and the ball seat in
the quill checked to see if it is deformed.
1. Use the newer plugs and make certain threads

in quill tube and on plugs are clean and dry
(free of oil and solvent).
2. Use Loctite LOCQUIC Primer T (TL8753, or
equivalent), and spray mating threads of both
plugs (3, Figure 8-20) and quill assembly (2).
Allow primer to dry 3 to 5 minutes.
3. Apply Loctite Sealant #277 (VJ6863, or equivalent) to mating threads of both plugs and quill
assembly.
4. Place check balls (4) in quill tube (2) and install
plugs (3) with concave side facing ball. Using
SS1158 tool, tighten plugs to 95 Nm (70 ft lbs).
Allow parts to cure for 2* hours before exposing
threaded areas to oil.
* Note: If LOCQUIC primer T (TL8753) was not
hours.
If deformation of the ball seat has occurred, the

quill should be replaced.
5. Stake plug threads in two places (between

holes) as shown in Figure 8-20 to prevent loosening of plug.
If the ball seat area is not deformed, measure the

plug thickness as shown in Figure 8-20:
Older Plug is 0.25 0.02 in. thick.
Newer plug is 0.38 0.02 in. thick.
If removal of the plug is necessary in a later rebuild, it

will be necessary to carefully drill out the stake marks
and destroy the plug. A new plug should be installed
and staked as previously detailed.
FIGURE 8-21. SS1158 PLUG INSTALLATION/REMOVAL TOOL
L8-20
7/10 L08042
Assembly of Cylinder
1. Install seals (15, Figure 8-18) and bearing (14)
on second stage cylinder. Install bearings (19)
and buffer seal (18), rod seal (20) and rod wiper
(21) on first stage cylinder. Lubricate with clean
hydraulic oil (Type C-4).
NOTE: Seal installation ring (Figure 8-22) will ease
assembly of first and second stages, but it is not
required.
2. Install seal installation ring (PC2710) in the
snap ring groove inside first stage cylinder (3).
The seal installation ring fits inside the snap ring
groove so the seals on the second stage cylinder will glide over the snap ring groove without
damaging the seals. Lubricate the seal installation ring with clean oil or vaseline.
5. Install lifting tool used during disassembly in the

second and first stage cylinder assembly.
6. Install bearings (13) on the first stage cylinder
(3). Lift and align this assembly over the housing (4). Lower the second and first stage cylinders into the housing.
7. Install retainer used during disassembly to hold
the second and first stage cylinder in place
when the housing is rotated. Rotate housing
180 to position the lower mounting eye at the
top.
8. Install bearings (19) and buffer seal (18), rod
seal (20) and rod wiper (21) in the second stage
cylinder (2).
9. Attach a lifting device to the rod eye (1) and
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).

RING (PC2710)
11. Thread two guide bolts 100 mm (4 in.) long in

the end of the rod (1). Install seal (8) on the end
of the rod.
3. Align and slide the second stage cylinder (2)

inside the first stage cylinder (3). Allow the second 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.
L08042 7/10
L8-21
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.
15. Apply Loctite Sealant #277 (VJ6863, or equivalent) to threads of cap screws and threads in
rod.
16. Install plate (2), and cap screws (1). Tighten cap
screws to 780 Nm (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
hours.
FIGURE 8-23. 3rd. Stage Piston

1. 12 Pt. Cap Screw
2. Plate
3. Piston
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 lockwashers. Tighten cap screws to standard
torque.
18. Install hoist cylinder eye bearing (5, Figure 817) and retainer rings (4) if removed.
Pressure Testing
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 in3/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.
L8-22
7/10 L08042
OVERCENTER MANIFOLD
The overcenter manifold (1, Figure 8-24) is located to
the rear of the hoist valve. The internal counterbalance valve (4) relieves excessive pressure that can
develop in the annulus area of the hoist cylinders if
the load sticks to the tail of the body as the body
goes overcenter while dumping.
For information on how the counterbalance valve

functions, see Hoist Circuit Operation, this section.
For adjusting of the counterbalance valve, refer to
the Hydraulic Checkout Procedure in this Section.
Figures 8-25 through 8-28 show the proper placement of the O-rings and backup-rings on the needle
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
5. Needle Valve
L08042 7/10
FIGURE 8-26. CHECK VALVE

1. O-Rings
2. Backup-Rings
L8-23
FIGURE 8-28. NEEDLE VALVE

FIGURE 8-27. COUNTERBALANCE VALVE
1. O-Rings
2. Backup-Rings
L8-24
3. Countervalance
Valve
1. O-Rings
2. Backup-Rings
7/10 L08042
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-8
LOW STEERING PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-10
CHECKING HOIST SYSTEM PRESSURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-17
Hoist System Relief Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-17
Power Down Relief Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-18
HOIST COUNTERBALANCE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-19
Preparation: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-19
Counterbalance Valve Pressure Check Only: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-19
Counterbalance Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-20
OIL CLEANLINESS CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-23
L10033 3/11
Hydraulic Check-out Procedure
L10-1
NOTES:
L10-2
3/11 L10033
HYDRAULIC CHECKOUT PROCEDURE

STEERING AND BRAKE PUMP
Pressure Check And Adjustment Procedure
NOTE: If steering and brake pump has just been
installed, make sure the steering pump crankcase is
full of oil prior to starting the engine (See Step 5).

applying pressure.
3. Install a calibrated 35 000 kPa (5,000 psi)

gauge on the diagnostic coupling on the steering pump test port marked GPA (5, Figure 101), located on the same side of the pump as the
suction port.
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
when the engine is started.
5. If the pump has just been installed on the
machine, and prior to starting the engine, bleed
air from inside pump to make sure the steering
pump crankcase is full of oil.
Blocking pressure line between pump and system (or pump) high pressure relief valve will
result in damage and could result in serious personal 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.
2. Check nitrogen precharge in all accumulators.
Refer to Steering Accumulator Charging Procedure, this section, and Brake Accumulator
Charging Procedure, Section J, Brake Circuit
for detailed charging instructions.
L10033 3/11
FIGURE 10-1. STEERING PUMP

7. Jam Nut
1. Steering Pump
2. Pump Crankcase Drain 8. Compensator Adjus
9. Jam Nut
Fitting
10. Maximum Stroke
3. Inlet Port
Screw
4. Plug
5. Diagnostic Port (GPA) 11. Unloader Adjuster
6. Compensator Housing
L10-3
To Bleed Air From Pump:

a. With the engine OFF and the hydraulic oil
level in the tank is at the proper level, open
shut-off valve in steering pump suction line.
b. With suction line shut-off valve open, loosen
suction hose cap screws (at the pump) to
bleed any trapped air. Then loosen pressure
hose cap screws (at the pump) to bleed any
trapped air. Tighten hose connection cap
c. Disconnect pump case drain hose (from fitting 2, Figure 10-1) and cap the hose.
d. Remove fitting (2) and add clean C-4 type oil
to pump through opening until pump housing
is completely full.
e. When pump housing is full of oil, install fitting
(2) and connect pump case return hose to fitting.
b. Bottom out the unloader valve adjustment

screw (11, Figure 10-1).
c. Back out the pressure compensator adjustment screw (8).
d. Fully open all shut-off valves.
e. Start truck and adjust pressure compensator
(8) until 26 200 kPa (3,800 psi) is read and
maintained on gauge at steering pump
GPA test port (5). Tighten jam nut (7).
f. Shut down the engine and allow sufficient
time for the accumulators to bleed down
g. Back out unloader valve adjustment screw
(11) completely.
h. Start truck and allow pump to unload:
Pressure gauge at steering pump GPA
test port will read about 1 379 to 2 758 kPa
(200 to 400 psi) when the pump is
unloaded.
i. Adjust unloader valve:
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

sight gauge. Add oil if necessary.
NOTE: Allow adequate time for the accumulator to
fully charge after start up.
7. Start engine and run at low idle. The steering
pump with unloader valve is preset to unload
the pump at 24 133 to 24 477 kPa (3,500 to
3,550 psi), and reload accumulators when their
pressure falls to 2 2064 345 kPa (3,200 50
psi). If necessary to adjust pump pressure:
j. Steer to cause accumulator pressure to

decrease enough so accumulators are
reloaded to verify unloader valve setting:
The pressure gauge in the port marked
ACC should read 2 2064 345 kPa
(3,200 50 psi). Tighten jam nut.
Note: The critical pressure adjustment is the
unloader valve reload pressure. The pressure at
which it unloads is not adjustable separately but will
follow the reload pressure adjustment.
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.
L10-4
3/11 L10033
Steering Pump Leakage Check
SHOCK & SUCTION VALVES
To check for worn piston pump, measurement of the

leakage can be made from the case drain while the
pump is under pressure.
Shock & Suction Valve Settings
1. Disconnect steering pump drain line from the

hydraulic tank and securely plug port in hydraulic tank with a steel cap.
2. Connect a flow meter to the pump drain line or
have the drain line directed into a large container or reservoir. The pump case must remain
full of oil during this test.
3. Connect a calibrated 35 000 kPa (5,000 psi)
pressure gauge to diagnostic receptacle located
on the junction block from the pump outlet hose
from the steering pump.
4. Start engine and warm hydraulic oil to operating
temperature of 43C (110F).
5. With engine at 1800 rpm and accumulator completely full, verify steering pressure is 22 064
kPa (3,200 psi) on pressure gauge. Adjust
unloader valve pressure if necessary.
6. Read the flow meter or time the case drain flow
used to fill a known size container and calculate
the flow rate in terms of cubic inches per minute
(in.3/min.).
7. The leakage should not exceed 5.25 liters per
minute (177 oz. per min.) at 22 064 kPa (3,200
psi) system pressure. Additional leakage indicates wear, but does not become critical until it
impairs performance.

applying pressure.
Be sure accumulator oil pressure has been bled
down. Turn steering wheel; the wheels should
not move if oil pressure has been relieved.
1. Shut down engine, turn key switch OFF and
2. Install a calibrated 35 000 kPa (5,000 psi)
gauge on one of the two diagnostic ports
located on the steering cylinder manifold
located just below the engine.
3. Prior to checking the shock & suction valves in
the flow amplifier, raise the steering relief pressure.
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.
L10033 3/11
L10-5
b. Gently bottom out the steering relief valve

using a 5 mm metric allen wrench. Refer to
Figure 10-3 for relief valve location.
4. Check flow amplifier shock & suction valve

pressure. Pressure check can be accomplished
by steering away from steering cylinder stops,
then steering into stop and continue to turn
steering wheel. Gauge should read 19 996 -0/
+2 068 kPa (2,900 -0/+ 300 psi). Move the
gauge connection to the other diagnostic port to
test the pressure of the other valve. If shock &
suction valve pressure is not correct, replace
valves.
L10-6
NOTE: The shock & suction valves are only serviced

as complete units, and cannot be adjusted while
installed in the flow amplifier valve.
5. After checking shock & suction valves, lower
the steering relief pressure to 17 237 kPa
(2,500 psi). Steering relief pressure can be
adjusted by steering full left or right and adjusting steering pressure at the flow amplifier while
holding slight pressure on the steering wheel.
Replace the external steering relief valve plug.
6. Remove test equipment and reconnect all lines
and hoses to the proper location.
3/11 L10033
LEAKAGE TESTS

this type of injury is not received immediately.
NOTE: The hydraulic system must be at normal
operating temperature 43C (110F) or higher before
performing leakage tests.
Steering Control Unit & Flow Amplifier
1. Shift the directional control lever to PARK. Turn
the key switch OFF to stop the engine. Wait 90
seconds for steering accumulator to bleed
down. Turn steering wheel to be sure no pressure remains.
2. To check leakage from the steering control unit
and the flow amplifier:
a. Disconnect steering control unit tank (return)
line at the flow amplifier (T port, Figure 102). Plug the T port opening on flow amplifier.
b. Disconnect flow amplifier return hose (20,
Figure 10-4) at the bleed down manifold.
Cap fitting on bleed down manifold
c. Start engine and run at low idle. DO NOT
TURN STEERING WHEEL WHEN RETURN
HOSES ARE DISCONNECTED.
e. Measure leakage from the flow amplifier

return hose (20, Figure 10-4). Maximum
allowable leakage is 820 m (l50 in.3) per minute. If leakage is excessive, replace the flow
amplifier.
f. Turn key switch OFF to stop the enigne and
wait 90 seconds for the steering accumulator
to bleed down.
g. If further leak testing is required, continue to
Step 3. Or, remove test equipment and
reconnect all hoses to their proper location.
Bleeddown Manifold
3. With hoses still disconnected as in Step 2, disconnect hoist pilot valve return line (26) at the
bleed down manifold. Plug the fitting on bleed
down manifold.
Hydraulic tank oil level is above the level of this

return line. It is necessary to draw a vacuum on
the hydraulic tank to prevent a large amount of
oil from draining out of the tank with the return
line disconnected from the bleeddown manifold.
4. Draw a vacuum on the hydraulic tank to prevent
oil loss. Disconnect return hose to tank from
bleeddown manifold (25, Figure 10-4). Using
adapters, connect the hoist pilot valve return
hose (20) and the return line to tank hose (25)
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.
L10033 3/11
L10-7
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,
the following components should be replaced
until the leakage is within the allowable limits:
Bleeddown Solenoid
System Relief Valve 27 579 kPa (4,000 psi)
Piloted Check Valve
ACCUMULATOR BLEED DOWN

PROCEDURE
To safely relieve hydraulic pressure in the accumulators while performing leakage tests, follow these
steps.
Parts required:
a. Hose - 1/4 SAE 100R2 rated at 34 474 kPa
(5,000 psi)
or - 3/8 SAE100R2 rated at 27 579 kPa
(4,000 psi)
b. Two needle valves rated at 27 579 kPa
(4,000 psi)
6. After test is complete, stop the engine with the

shut down switch on the console next to the
seat. Do not use the key switch to stop the
engine.
c. One Tee connector

d. One fitting to connect hose to hydraulic tank
filler tube
1. Before performing any tests, with engine OFF
and accumulators bled down, attach a hose and
needle valve assembly to each accumulator
bleed port.
If key switch is used, all the oil in the accumulator will come out the return port that was used to
check manifold leakage.
7. Before removing plugs on bleeddown manifold
or connecting lines that have been disconnected, be sure to draw a vacuum on the
hydraulic tank to prevent spillage. Reconnect all
hoses to their proper location.
2. Connect the two hoses (one from each needle

valve) together using a tee connector, then connect 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 accumulators can be bled down and the oil discharged
back into the hydraulic tank.
8. Turn the key switch to the OFF position to allow

steering accumulators to bleed down. Remove
test equipment.
L10-8
3/11 L10033

2. Pressure Sensor
3. Test Port (T1)
4. Low Steering Pressure Switch
15 860 kPa (2,300 psi)
7. Test Port (T2)
8. Supply to Brakes
9. Test Port (T3)
11. Test Port (T4)
L10033 3/11

14. Inlet Supply
15. Pressure Switch
517 kPa (75 psi)
19. Test Port (T5)
20. Return from Flow Amplifier
21. Test Port (T6)
22. Return Port
24. Test Port (T7)

26. Hoist Pilot Valve Return Line
27. Check Valve
27 580 kPa (4000 psi)
29. Check Valve
30. Check Valve
33. Logic Valve
4 137 kPa (600 psi)
L10-9
LOW STEERING PRESSURE SWITCH

1. Shut down engine and turn key switch OFF.
Wait 90 seconds for steering accumulator to
bleed down. Turn steering wheel to be sure no
pressure remains.
2. Connect a calibrated 35 000 kPa (5,000 psi)
pressure gauge to the rear accumulator.
3. Start truck and observe at least 21 718 kPa
(3,150 psi) on gauge. Shut engine down using
kill switch on center console (not key switch).
4. Slowly bleed off accumulator pressure by opening needle valves in brake cabinet. Observe the
pressure value when the Low Steering Pressure warning light and buzzer are activated.
Activation range must be within 15 858 317
kPa (2,300 46 psi) falling. If outside this
range, replace pressure switch.
L10-10
3/11 L10033
TROUBLESHOOTING CHART
(Steering Circuit)
Trouble
Slow steering, hard

steering or loss of
power assist
Drift - Truck veers

slowly in one direction
Wander - Truck will not

stay in straight line
Slip - A Slow movement of steering wheel

fails to cause any
movement of the
steered wheels
Spongy or soft steering
Erratic steering
Free Wheeling - Steering wheel turns freely

with no back pressure
or no action of the front
wheels
L10033 3/11
Possible Cause
Suggested Corrective Action
Overloaded steering axle.
Reduce axle loading.
Malfunctioning relief valve. System

pressure lower than specified.
Replace relief valve.
Worn or malfunctioning pump.
Replace pump. See steering pump troubleshooting chart.
Rod end of cylinder slowly extends

without turning the steering wheel.
A small rate of extension may be normal on

a closed center system.
Worn or damaged steering linkage.
Replace linkage and check alignment or

toe-in of the front wheels.
Air in system due to low oil level,

pump cavitation, leaking fittings,
pinched hoses, etc.
Correct oil supply problem and/or oil leakage.
Loose cylinder piston.
Repair or replace defective components.
Broken neutral position springs in

steering control unit.
Replace neutral position springs.
Improper toe-in setting.
Adjust.
Bent linkage or cylinder rod.
Repair or replace defective components.
Severe wear in steering control

valve.
Repair steering control valve.
Leakage of cylinder piston seals.
Replace seals.
Worn steering control valve.
Replace steering control valve.
Low oil level.
Service hydraulic tank and check for leakage.
Air in hydraulic system. Most likely

air trapped in cylinders or lines.
Bleed air from system. Positioning ports on

top of cylinder will help avoid trapping air.
Air in system due to low oil level,

cavitating pump, leaky fittings,
pinched hose, etc.
Correct condition and add oil as necessary.
Loose cylinder piston.
Repair or replace cylinder.
Lower splines of column may be

disengaged or damaged.
Repair or replace steering column.
No flow to steering valve can be

caused by:
1. Low oil level
2. Ruptured hose
3. Broken cardan shaft pin (steering
unit)
1. Add oil and check for leakage

2. Replace hose
3. Replace pin
L10-11
(Steering Circuit)
Trouble
Possible Cause
Broken or worn linkage between

cylinder and steered wheels.
Check for loose fitting bearings at anchor

points in steering linkage between cylinder
and steered wheels.
Leaky cylinder seals.
Replace cylinder seals.
Binding or misalignment in steering

column or splined column or splined
input connection.
Align column pilot and spline to steering

control valve.
High back pressure in tank can

cause slow return to center. Should
not exceed 2 068 kPa (300 psi).
Reduce restriction in the lines or circuit by

removing obstruction or pinched lines, etc.
Large particles can cause binding

between the spool and sleeve.
Clean the steering control unit. If another

component has malfunctioned generating
contaminating materials, flush the entire
hydraulic system.
Large particles in spool section.
Clean the steering control unit.
Steering control valve

locks up
Insufficient hydraulic power.
Check hydraulic oil supply.
Severe wear and/or broken cardan

shaft pin.
Replace pin or the steering control unit.
Steering wheel oscillates or turns by itself
Lines connected to wrong ports.
Check line routing and connections.
Parts assembled incorrectly.
Reassemble correctly.
Steering wheels turn in

opposite direction
when operator turns
steering wheel
Lines connected to wrong cylinder

ports.
Correct cylinder port line connections.
Excessive free play at

steered wheels
Binding or poor centering of steered wheels
L10-12
3/11 L10033
(Steering Pump)
Trouble
No pump output
Low pump output
Unresponsive or sluggish control
Loss of pressure
Excessive or high peak

pressure
L10033 3/11
Possible Cause
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.
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 setting.
Compensator valve, seat, spring or

packing failure.
Repair or replace compensator.
Worn or scored pistons and bores.
Repair or replace pistons or pump housings.
Maximum volume stop limiting

pump stroke.
Turn volume stop screw counterclockwise.

Tighten jam nut.
Worn or damaged piston shoes,

swashblock or swashblock wear
plate.
Repair or replace defective parts.
Worn or grooved cylinder wear

plate and/or port plate.
Repair or replace defective parts.
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 damaged.
Repair or replace broken parts.
Swashblock saddle bearings worn

or damaged.
Repair or replace broken parts.
Faulty output circuit components.
Repair or replace relief valve or pressure

compensator valve.
Worn piston pump.
Repair or replace worn parts.

plate and/or port plate: wear plate
and/or port plate separation from
cylinder, each other or valve plate.
Worn pistons, shoes or piston

bores.

compensator valve.
L10-13
(Steering Pump)
Trouble
Possible Cause
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.
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 assembly.
Repair or replace broken/worn parts.
Low pressure compensator pressure setting.
Check and adjust compensator pressure

setting.
Plugged filter or suction strainer.
Replace filter element or clean suction

strainer.
Fluid level is reservoir is low or

supercharge is insufficient.
Check for proper hydraulic tank oil level.
Air entering hydraulic system.
Inspect inlet hose and connections.
Worn piston pump.
Repair or replace broken/worn parts.

compensator valve.
Operating pump above rated pressure.
Refer to Pressure Check and Adjustment

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.
Worn piston pump.
Repair or replace worn components.

plate and/or port plate.
Repair or replace worn components.

compensator valve.
Noise or squeal
Steering function slow
Irregular or unsteady
operation
Excessive heating
L10-14
3/11 L10033
(Flow Amplifier - Refer to Figure 10-5)
Trouble
Slow or hard steer
Heavy steering wheel
movement with a simultaneous opening of the
relief valve
Free Wheeling (no end
stop)
Inability to Steer (No

Pressure Build-up)
Hard point when beginning to turn the steering

wheel
L10033 3/11
Possible Cause
Stuck piston (position 2, Figure 105).
Disassemble and check piston movement.
Dirty throttle-check valve, (position

3) or dirty orifice screw (position 4).
Disassemble and clean the throttle check

valve and/or the orifice screw.
Leaky shock valve or suction valve,

(position 6).
Disassemble, clean and check shock and

suction valves.
Setting pressure of shock valve too

low, (position 6).
Adjust the shock valve pressure setting.
Leaky relief valve in the priority

valve, (position 1).
Clean and perhaps replace the relief valve.
Defective steering control unit.
Replace the steering control unit.
Air in LS line.
Bleed the LS line.
Spring compression in the priority

valve too low.
Replace priority valve spring.
Clogged orifice in the LS or PP

port (positions 7 & 8).
Clean the orifice.
L10-15
L10-16
3/11 L10033
CHECKING HOIST SYSTEM PRESSURES

NOTE: If relief valve or hoist valve assembly has
been replaced or rebuilt, hoist relief valve pressure
should be checked.
4. With engine at low-idle, place hoist lever in

power up position and hold until body is in the
full raised position.
Pressure at both hoist pumps should be
17 237 690 kPa (2,500 100 psi).

applying pressure.
Hoist System Relief Pressure Adjustment
1. Install two 0-35 000 kPa (0-5,000 psi) pressure
gauges (one to each diagnostic coupler located
at each outlet port on the hoist pump).
2. Start engine and run at low idle.
Pressure at both hoist pumps should be
approximately 517 kPa (75 psi) or less with
oil temperature at 29C (70F).
3. To allow full extension of the hoist cylinders,
disconnect the hoist up limit solenoid from the
wiring harness located in the hydraulic cabinet
behind the operators cab.
NOTE: Each hoist pump section supplies oil to a

separate inlet section on the hoist valve. Each inlet
section on the hoist valve contains a power up relief
valve. If the either relief pressure is not within
specifications, adjust or replace the respective relief
valve.
5. If power up relief pressure is not correct, adjust
pressure as follows:
a. Move hoist control lever to the power down
position and allow body to completely rest on
frame rails. Shut down engine.
b. Relieve all hydraulic pressure from hoist system.
NOTE: One relief valve is located under each inlet
valve cover.
c. Remove small external tube and cap screws
(1, Figure 10-6) from inlet section cover (2)
where the relief valve needs serviced.
Remove cover from hoist valve and spring
(3) from relief valve.
d. Loosen jam nut on relief valve (4) and turn
screw in (clockwise) to increase pressure or
out (counter-clockwise) to decrease pressure.
Be sure there is adequate (safe) overhead clearance before raising body to full up position.
L10033 3/11
L10-17
NOTE: Each 1/4 turn of the adjustment screw will

cause approximately 1 034 kPa (150 psi) change in
pressure.
3. If power down relief pressure is not within specifications, remove cap and adjust relief valve (2,
Figure 10-7) on hoist pilot valve (1).
e. Install spring (3) and cover (2) with new Orings (8). Install and tighten cap screws (1).
To increase power down relief pressure, turn

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
2. Inlet Cover
3. Spring
5. Spring
6. Sleeve
7. Low Pressure Relief
8. O-Rings
9. Inlet Section
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 accumulator 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
pressure at TPD test port gauge:
Pressure should be 10 342 517 kPa
(1,500 75 psi).
L10-18
FIGURE 10-7. POWER DOWN RELIEF VALVE

2. Relief Valve
3/11 L10033
HOIST COUNTERBALANCE VALVE
Counterbalance Valve Pressure Check Only:
Note: The ports and valves referred to in the

following procedures are labelled on the
counterbalance manifold valve body.
1. Start the engine. At low idle, raise the body and

as it extends to the third stage, read the pressure on the gauge connected to the TR port.
(All counterbalance valve pressures are read/
adjusted while hoist cylinders are in third stage.)
1. With the engine shut down, the body resting on

the frame, the hoist valve in the FLOAT position
and hydraulic system pressure bled down,
loosen locknut on adjustment stem of needle
valve (9, Figure 10-9) on counterbalance manifold (2). Turn adjustment stem fully clockwise.
a. If pressure is 20 684 kPa (3,000 psi) or

above, stop hoisting immediately.
Pressure is adjusted too high and must be
lowered. Go to Counterbalance Valve
Adjustment and perform adjustment procedure.
2. Remove fitting from PILOT VENT port (8) on

counterbalance manifold. This port will remain
open to atmosphere during adjustment; do not
allow dirt to enter open port.
b. If pressure is below 20 684 kPa (3,000 psi),

increase engine speed by approximately 300
rpm and observe pressure on gauge.
Preparation:
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
FIGURE 10-8. COUNTER BALANCE VALVE

1. Hoist Valve
2. Counterbalance Manifold
3. Power Down Test Port (TPD)
4. Counterbalance Valve (CBV)
5. Counterbalance Valve Test Port (TCBVP)
6. Power Up Test Port (TPU)
7. Test Port (TR)
8. Pilot Vent Port
L10033 3/11
1. Check Valves
2. Counterbalance Manifold
3. Power Down Test Port (TPD)
5. Counterbalance Valve Test Port (TCBVP)
6. Power Up Test Port (TPU)
7. Test Port (TR)
8. Pilot Vent Port
9. Needle Valve
10. Counterbalance Valve Port (TCBV)
L10-19
1.) If pressure is still below 20 684 kPa (3,000

psi), continue increasing engine speed in
steps of 300 rpm, while in third stage and
observing pressure gauge.
Counterbalance Valve Adjustment
2.) Continue monitoring pressure gauge until

engine high idle is attained.
1. Loosen locknut on adjustment stem of counterbalance valve (4, Figure 10-9) on manifold.
Turn adjustment stem fully clockwise to start
adjustment procedure so counterbalance valve
pressure is as low as possible.
c. If gauge indicates 20 684 kPa (3,000 psi)

while at high idle, in POWER UP and in third
stage, counterbalance valve adjustment is
correct.
Note: Turning adjustment stem in (clockwise)

decreases the pressure. Turning the stem out
(counterclockwise)
increases
the
pressure.
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
lesser rpm during step 1b, 1.) perform Counterbalance Valve Adjustment procedure.
2. Start the engine and operate at high idle. Raise

the body while observing the pressure gauge.
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.
L10-20
3/11 L10033
(Hoist Pump)
Trouble
Possible Cause
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
Lube groove
enlarged and edges
rounded
Verify correct filter elements are being used.

Abrasive wear caused by fine particles in oil supply Dirt (fine contaminants, not visible to the eye).
Dull area on shaft at

root of tooth
Check hoist and steering cylinders for dents,

scoring, or seal damage.
Entire hydraulic system may require complete cleaning (See Flushing Procedure in
the following pages).
Dull finish on shaft

in bearing area
Sandblasted gear
bore in housing
Visible damage in the
following areas:
Scored pressure
plates
Scored shafts
Abrasive wear caused by metal particles Metal (coarse contaminants,

visible to the eye).
Check other hydraulic system components

for possible source of contaminants.
Scored gear bore

External damage to
pump
Entire hydraulic system may require complete cleaning (See Flushing Procedure in
the following pages).
Incorrect installation.
Remove and repair as required.

Check pump driveshaft.
Damage on rear of
drive gear and rear
pressure plate only
Defective pump driveshaft.
Check cross and bearings for smooth operation.

Check for adequate joint lubrication.
Check hydraulic tank oil level.
Eroded pump housing or pressure plate
Aeration - cavitation
Verify correct oil viscosity.
Restricted oil flow to pump

Aerated oil
Check for restriction or air leak at pump inlet

line.
Check for loose fittings, clamps etc.
Excessive wear on
pressure plate and/or
end of gear
L10033 3/11
Check hydraulic oil level.

Lack of oil.
Check pump inlet hoses for obstructions or

leaks.
L10-21
(Hoist Pump)
Trouble
Housing scored
heavily
Inlet peened and
battered
Foreign object
caught in gear teeth
Possible Cause
Damage caused by metal object Object not removed during a previous

failure repair.

Thoroughly clean and flush hydraulic system.
Check other system components for possible source of metallic object.
Pressure plate black

O-rings and seals
brittle
Check hoist system relief valve settings.

Excessive heat.
Gear and journals

black
Verify correct oil viscosity.
Broken shaft
Broken housing or
flange
L10-22
Verify correct hydraulic oil level.
Excessive pressure.
Check relief valve pressure.

Verify relief valve is functioning properly.
3/11 L10033
OIL CLEANLINESS CHECK

To check the hydraulic system for contaminants or
debris, a high quality particle counter is required.
1. Shut down engine, turn key switch OFF and

2. If the hydraulic system had been contaminated,
clean the affected components and the hydraulic tank.
3. Perform the hydraulic system flushing procedure.
4. Perform the hydraulic system checkout procedure to insure all components are operating correctly.
6. Operate the truck for at least 10 minutes at high

idle. Do not operate the steering, hoist, brakes
or any other hydraulic function during this entire
procedure.
7. Take particle count readings for at least 20 minutes without changing the engine speed.
8. When the particle count level is at or below ISO
18/15 and showing a trend of improving cleanliness, or maintaining ISO 18/15 or better, then
the hydraulic system is clean and the truck can
return to service.
9. After hydraulic oil meets cleanliness level, shut
down engine, turn key switch OFF and allow
accumulator to completely bleed down.
10. Check hydraulic oil in tank is visible in upper
sight gauge. Add oil if necessary.
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.
L10033 3/11
L10-23
NOTES:
L10-24
3/11 L10033
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
CAMERA SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-1
M01059
Index
M1-1
NOTES:
M1-2
Index
M01059
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
voltage is correct, the heater element must be
replaced.
FIGURE 7-2. HEATER ASSEMBLY

1. Power Cord
2. Cover
3. Washer
4. Rubber Bushing
5. Housing
6. Element Cover
7. Housing Cap
8. Electrical Leads
9. Wire Connectors
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
1. Oil Heater
2. Power Cord
3. Oil Pan Mounting

Boss
3. Remove wire connectors (9), and disconnect

electrical leads (8).
4. If necessary, remove cover (2) and remove
power cord from housing (5).
5. Remove the housings from element cover (6).
M07010 10/11
Heater Options
M7-3
6. Loosen setscrew (3, Figure 7-3) and remove

heater element (2) from element cover (1).
Installation
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 72) with an anti-seize compound and install
housing (5, Figure 7-2).
3. If removed, insert power cord (1), rubber bushing (4), washer (3), and cover (2) into the housing.
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

1. Element Cover
2. Heater Element
M7-4
3. Element Retaining
Setscrew
7. If the engine oil was drained, refill the crankcase with clean, filtered oil.
Heater Options
10/11 M07010
ENGINE COOLANT HEATER

GENERAL
HEATING ELEMENT
To aid in cold weather starting, the truck can be

equipped with cooling system heaters. Two high
capacity coolant heating units are mounted under the
engine on the power module subframe. The system
includes:
Removal
Heaters
1. Disconnect the external power source at the

plug-in receptacle.
2. Close the shut-off valves located at the inlet and
outlet ports.
3. Remove heating element.
Thermostats
220 volt Receptacle
a. Remove the two Phillips head screws from

cover at power cable entry. Slide cover out of
the way.
Power Cables, Thermostat Wiring, and Junction

Box
b. Disconnect the two electrical leads and

remove heating element from the cartridge.
Coolant Shutoff Valves and Hoses
Heater operation is controlled by a thermostat

mounted on the intake end of the heating units. The
thermostat turns the heater ON at 48C (120F) and
OFF at 60C (140F). Shutoff valves allow heater
element or thermostat sensor replacement without
loss of engine coolant.
Do not operate engine while the cooling system

heater is plugged in. The flow check valve eliminates coolant flow through the heater while the
engine is running. This will cause a lack of circulation in the heater and burn out the heating elements.
Maintenance
To check for operation of the heating units, the outlet
water hoses should feel warm to the touch.
1. Check all electrical connections to insure proper
connections are made.
2. Check for a burned out heating element. (Do
not remove heating unit from the truck.)
a. Remove the two Phillips head screws and
slide end cover out of the way.
b. Connect a voltmeter at the two electrical terminals and check for operating voltage (220
to 230 volts) while coolant temperature is
below 48C (120F). If correct voltage is
present, the heating element is defective and
should be replaced.
FIGURE 7-4. COOLANT HEATER

1. Thermostat
2. Heater Assembly
3. Water Outlet Port
4. Heating Element
5. Cover
6. Terminals
3. If correct voltage (measured above) is not read

at heating element terminals, the thermostat is
defective and should be replaced.
M07010 10/11
Heater Options
M7-5
Installation
1. Install new heating element.
a. Cover the new heating element threads with
an anti-seize thread compound.
b. Screw heating element into cartridge and
tighten securely to insure against leaks.
2. Connect the electrical leads.
3. Slide element cover into position and secure
with screws.
4. Open shut-off valves.
5. Plug in the external power source. After allowing time for the element to warm up, outlet
hoses should feel warm to the touch.
6. Check for leaks and proper coolant level.
THERMOSTAT
Removal
1. Disconnect the external power source at the
plug in receptacle.
NOTE: It is not necessary to remove the thermostat
assembly from the heater.
2. Remove the two screws and slide cover out of
the way.
3. Disconnect the two electrical leads.
4. Loosen the two setscrews and remove the temperature sensing unit.
FIGURE 7-5. THERMOSTAT ASSEMBLY

1. Cover
2. Temperature
Sensing Unit
3. Housing
4. Setscrew
Installation
1. Install a new temperature sensing unit and
secure in place with two setscrews.
2. Connect the electrical leads.
3. Move cover into position and secure in place
with screws.
4. Plug in the external power source.
After allowing time for the element to warm up, outlet
hoses should feel warm to the touch.
M7-6
Heater Options
10/11 M07010
HYDRAULIC OIL HEATERS

GENERAL INFORMATION
Operation of the optional hydraulic oil heaters is controlled by the coolant system heater thermostats.
This system utilizes two 240 Volt, 500 watt heaters 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 7-6) 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.
3. If the oil heater is not warm to the touch and the
voltage is correct, the heater element must be
replaced.
FIGURE 7-7. HEATER ASSEMBLY

1. Power Cord
2. Cover
3. Washer
4. Rubber Bushing
5. Housing
6. Element Cover
7. Housing Cap
8. Electrical Leads
9. Wire Connectors
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
electrical leads (8).
FIGURE 7-6. HYDRAULIC OIL HEATER

1. Oil Heater
2. Power Cord
4. If necessary, remove cover (2) and remove

power cord from housing (5).
3. Mounting Boss
5. Remove the housings from element cover (6).
6. Loosen setscrew (3, Figure 7-8) and remove
M07010 10/11
Heater Options
heater element (2) from element cover (1).
M7-7
Installation
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 77) with an anti-seize compound and install
housing (5).
3. If removed, insert power cord (1), rubber bushing (4), washer (3), and cover (2) into the housing.
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.
FIGURE 7-8. HEATER ELEMENT REMOVAL

1. Element Cover
2. Heater Element
M7-8
3. Element Retaining
Setscrew
6. Replace housing (5).

If the hydraulic oil was drained, refill the tank with
clean, filtered oil.
Heater Options
10/11 M07010
SPECIAL TOOLS
NITROGEN CHARGING VALVE
Part Number
EB1759
Description
Nitrogen
Charging Kit
Use
Suspension &
Accumulator
Nitrogen Charging
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
Part Number
EJ2627
Description
Roller Assy.
Use
Power Module
Remove & Install
EYE BOLT
Part Number
TG1106
WA4826
M08029
Description
Eye Bolt, 0.75-10
UNC
Eye Bolt, 1.25-7
UNC
Use
Misc. lifting
requirements
Special Tools
M8-1
OFFSET WRENCH
Part Number
TZ3535
Description
Offset Box End
Wrench,
1.5 in.
Use
Miscellaneous &
Cab Mounting
TORQUE ADAPTER
Part Number
TZ2734
Description
3/4 in. Torque
Adapter
Use
Miscellaneous
HANDLE
Part Number
TZ2733
Description
Tubular Handle
Use
Use with
PB8326 &
TZ2734
SEAL INSTALLER
Part Number
TY2150
M8-2
Special Tools
Description
Seal Installation Tool
Use
Installation of
Front Wheel
Bearing Face
Seals
M08029
SLEEVE ALIGNMENT TOOLS

Part Number
Description
Use
TZ0992
Sleeve
Alignment
Tool
Rear Suspension
and Anti-sway Bar
TY4576
Sleeve
Alignment
Tool
Steering Linkage
and Tie Rod
Assembly, Refer to
Section G
QUICK DISCONNECT COUPLING

Part Number
PB6039
Description
Hydraulic
Coupling
Use
Miscellaneous
HARNESS
Part Number
PC2525
Description
Harness
Use
Payload Meter
Download. Refer
to Section M.
SEAL INSTALLATION RING

Part Number
Description
Use
PC2710
Tool
To aid in assembly of hoist cylinders
M08029
Special Tools
M8-3
SOCKETS AND ADAPTERS

Part
Number
Description
Use
TZ2726
Socket 1-1/8
Miscellaneous
TZ2729
Socket 1-1/4
Miscellaneous
TV7567
Socket 1-5/16
Miscellaneous
PB6825
Impact Socket 1-5/8
Miscellaneous
TZ2100
Socket 1-7/8
Miscellaneous
TZ2727
Socket 2-1/4
Miscellaneous
TZ2728
Socket 2-3/4
Miscellaneous
TR0532
Square Drive
Extension 8
Miscellaneous
TR0533
Square Drive
Extension 17
Miscellaneous
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
1 1/8 - 7NC X 5 1/2
Miscellaneous
VN9787
Flatwasher 1 1/8
Miscellaneous
DUST CAPS
Part
Number
Description
Use
TA1981
Dust Plug
For Quick
Connector
TF6987
Socket
For Quick
Connector
M8-4
Special Tools
M08029
HYDRAULIC SYSTEM FLUSHING TOOLS

Part Number
Description
58E-40-00190
Hose Assembly
Flush Steering
Circuit
PC3074
Flushing Block
(bypass hoist
cylinders)
Flush Hoist
Circuit
Part Number
Description
PB9067
Bulkhead
Connector
M08029
Use
Use
Battery Jumper
Special Tools
M8-5
MISCELLANEOUS SERVICE TOOLS
PAYLOAD DATA MANAGER
The following table lists more special tools that will be

necessary for various service procedures:
Part
Number
Description
EJ2847
Pin Removal Tool
Rear Suspension
Pin Removal
EJ2848
Cylinder
Rear Suspension
Pin Removal
EJ2849
Hand Pump
Rear Suspension
Pin Removal
EJ2850
Shackle
Rear Suspension
Pin Removal
VN2707
Capscrew -
Description
Use
AK4720
Software
Analyze Payload
Meter Data
Use
0.625-11UNC x 2.75
Rear Suspension
Pin Removal
SS1143
Hoist Cylinder Quill

Installation Tool
Hoist Cylinder
Quill Installation
SS1158
Hoist Cylinder Quill

Plug Tool
Hoist Cylinder
Quill Plug
Removal and
Installation
VJ6567
Radiator Tube
Installation Tool
Radiator Tube
Installation
XA2307
Breaker Tool
Radiator Tube
Removal
M8-6
Part Number
HYDRAULIC SYSTEM VACUUM PUMP

Part Number
XB0887
Special Tools
Description
Use
Vacuum Pump
To hold oil back

while the system
is open.
M08029
BRAKE PISTON TOOL

Part Number
XB3579
M08029
Description
Special
Spanner
Wrench
Use
Remove / install
rear park brake
piston cap
Special Tools
M8-7
SPINDLE PULLER TOOL

PART NUMBER
DESCRIPTION
Make locally using

dimensions shown below
Puller Tool
KC7095
Pusher Cap Screws, 1.25 x 8 in.
WA0366
Hardened Flatwashers, 1.25 in.
USE
To separate front wheel spindle from
suspension piston
Use with puller tool.
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
M8-8
Special Tools
M08029
ITEM NUMBER
QUANTITY
DESCRIPTION
USE
Reaction Plate
Use with puller tool and hydraulic ram
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.
M08029
Special Tools
M8-9
HIGH VOLTAGE TOOLS

0-2000 VDC CUSTOM METER KIT (58B-06-00800)
Item Number
Part Number
Description
Use
58B-06-00700
2000 V Meter & Probe
Servicing control cabinet
58B-06-00730
Handle Extension
58B-06-00740
Hand Guard
58B-06-00720
Handle
58B-06-00710
RCDC Lead
58B-06-00750
Probe Tip
58B-06-00770
Power Supply (Tester)
58B-06-00780
Capicitor Discharge Sticks
58B-06-00760
Box w/Foam
10
58B-06-00790
Gloves
0-2000 VDC CUSTOM METER KIT (58B-06-00800)
M8-10
Special Tools
M08029
BODY PAD SPACER TOOL
Body Pad
Shimming
REF
50.8
8.0
TYP
355.6
387.5
3.0
TYP
* NOTE INCH EQUIVALENT MATERIAL

2.00" PLATE
Spacer
20.0
XC2293
Use
40.0
Description
15.9
Part Number
XC2293 SPACER BLOCK DIMENSION
M08029
Special Tools
M8-11
NOTES:
M8-12
Special Tools
M08029
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
engine coolant temperature, primarily in cold climate
operations.
The shutter system contains the following components:
Shutter assembly with hydraulic control actuator

cylinder
Hydraulic oil supply pressure reducing valves and

cylinder control solenoid
Solenoid control relays

Shutter enable/disable switch
OPERATION
Hydraulic Circuit
Hydraulic oil pressure to operate the shutter assembly
actuator cylinder is supplied from the truck steering circuit. A hose (2, Figure 19-1) attached to a T fitting at
the automatic lubrication system pump supply port
routes oil to the pressure reducing valve (3). This valve
reduces the steering circuit pressure, 24 132 kPa
(3500 psi) to 10 342 kPa (1500 psi). The pressure is
further reduced to 517 kPa (75 psi) by the pressure
reducing valve (4) which supplies the shutter solenoid
valve (5) to pressurize the head end of the shutter actuator 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
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
M19003 11/11
Radiator Shutters
M19-3
Electrical Circuit:
A switch is located in a box (2, Figure 19-2) attached to
the right upright structure beside the automatic lubrication 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 temperature 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 solenoid 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) supplying the shutter control solenoid, preventing the shutters
from closing.
Refer to the electrical schematic at the back of the
shop manual for additional wiring information.
FIGURE 19-2. SHUTTER ENABLE SWITCH BOX

1. Right Upright Structure
2. Switch Box
3. Harness Wire to Shutter Solenoid Valve
4. Auto-Lube Grease
Reservoir
MAINTENANCE AND REPAIR

The solenoid valve (5, Figure 19-1) and pressure
reducing valves (3 & 4) in the hydraulic circuit are factory 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 manufactured.
The shutter assembly should be inspected for physical
damage and to be certain it opens and closes completely without binding. If necessary, adjust actuator
cylinder linkage to ensure proper operation.
M19-4
Radiator Shutters
11/11 M19003
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 information.
Refer to Table 1 for shutter open and close specifications for Komatsu Engines.
Ensure engine and key switch have been OFF for at

least 90 seconds to allow accumulator pressure to
bleed down.
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
FIGURE 19-3. HYDRAULIC SCHEMATIC

1. Oil Supply
4. Solenoid Valve
5. Shutter Cylinder
6. Hydraulic Reservoir
A. 24 132 kPa (3500 psi)

B. 10 342 kPa (1500 psi)
C. 517 kPa (75 psi)
TABLE I. Komatsu SSDA16V160 Engines

Coolant Temperature
Intake Manifold Temperature
Fuel Temperature
Open 88 C (190 F)
Close 85 C (185 F)
Open 60 C (140 F)
Close 54 C (130 F)
Open 68 C (155 F)
Close 66 C (150 F)
M19003 11/11
Radiator Shutters
M19-5
TABLE II. Troubleshooting

1. Testing operation of shutters
With engine at slow idle, connect a

24 VDC power source to solenoid
valve (5, Figure 19-1)
Shutters close - GO TO STEP 11

Shutters stay open - GO TO STEP
2
2. Check hydraulic pressure to

cylinder rod end
Install tee fittings (6, Figure 19-3) in

lines (8 & 9). Connect pressure
gauges with a 0-3500 kPa (0-500
psi) range to tee fittings. Disconnect wire harness (5) from solenoid
valve. There should be 517 kPa
(75 psi) pressure in hose (9), and
NO pressure in hose (8).
In Spec - GO TO STEP 3
Out of Spec - GO TO STEP 4
3. Check hydraulic pressure to

cylinder head end
Connect 24 VDC power source to

solenoid valve. There should be
517 kPa (75 psi) pressure in hose
(8), and NO pressure in hose (9).
If nothing changed as compared to
Step 2 - GO TO STEP 7
4. Check hydraulic pressure

between pressure reducing
valve (3) and solenoid valve
(4)
Install hose with tee fitting between

pressure reducing valve (3) and
valve (4). Connect pressure gauge
with a 0-3500 kPa (0-500 psi)
range to tee fitting. Pressure
should be 517 kPa (75 psi).
5. Check hydraulic pressure

between pressure reducing
valve (2) and pressure
reducing valve (3)
Install hose with tee fitting between

pressure reducing valve (2) and
pressure reducing valve (3). Connect pressure gauge with a 035000 kPa (0-5000 psi) range to
tee fitting. Pressure should be
10,342 kPa (1,500 psi).
6. Pressure reducing valve (3)

is defective
Replace pressure reducing valve

(3).
GO TO STEP 5
7. Solenoid Valve (4) is defective
Replace solenoid valve (4).
8. Check oil supply pressure to

pressure reducing valve (2)
Install tee fitting between oil supply

hose (1) and pressure reducing
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 steering system standby pressure.
9. Pressure reducing valve (2)

is defective
Replace pressure reducing valve

(2).
GO TO STEP 8
10. Hydraulic supply to shutters

is incorrect
Perform troubleshooting procedures in appropriate shop manual

to correct truck hydraulic system.
GO TO STEP 8
M19-6
Radiator Shutters
11/11 M19003
TABLE II. Troubleshooting

11. Check for proper voltage on
Relay Board 8
With the key switch ON, use a

V.O.M. to check for 24 VDC in circuit 712R at relay K3.
12. Improper voltage on relay

board 8
12. Perform troubleshooting procedures in appropriate shop manual

to obtain proper voltage in circuit
712R with key switch ON.
After repair, GO TO STEP 11
13. Check relay K3 for proper

voltage
13. Be certain there is 0 voltage in

circuit 65T. If there is, turn off Air
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

voltage
15. Jumper 24VDC power source

to circuit 65S. Then check for
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

65T1 inside shutter disable switch
box.
18. Check for open circuit in circuit 65T1
18. Locate and repair open connection in circuit 65T1.
GO TO STEP 17
19. Check shutter disable switch
19. Check for 24VDC in circuit

65T2. If no voltage is detected,
switch shutter disable switch.
20. Defective shutter disable

switch
20. Replace shutter disable switch.
GO TO STEP 19
21. Check for 24VDC at solenoid

valve (4, Figure 19-4)
21. Check for 24VDC at solenoid

valve in circuit 65T2.
22. Check for open circuit in circuit 65T2
22. Locate and repair open connection in circuit 65T2.
GO TO STEP 21
23. Check for ground at solenoid

valve
23. Check for ground at solenoid

valve terminal. Repair as necessary.
M19003 11/11
Radiator Shutters
M19-7
Hydraulic Troubleshooting
Cause
YES
11 Electrical problem
Remedy
Go to
electrical
troubleshooting
YES
With engine at
slow idle, connect a 24 VDC
power source
to solenoid
valve (5,
Figure 19-1).
Shutters should
close.
YES
NO
NO 2. Install tee fittings (6, Figure 194) in lines (8 & 9).

Connect pressure
gauges with a 03500 kPa (0-500
psi) range to tee fittings. Disconnect
wire harness (5)
from solenoid
valve. There should
be 517 kPa (75 psi)
pressure in hose
YES-3Connect 24
VDC power source
to solenoid valve.
There should be
517 kPa (75 psi)
pressure in hose
11 Electrical problem
Go to
electrical
troubleshooting
Solenoid
Valve (4)
is defective
Replace
solenoid
valve (4)
7 Solenoid
Valve (4)
is defective
Replace
solenoid
valve (4)
Pressure
reducing
valve (3)
is defective
Replace
pressure
reducing
valve (3)
NO CHANGES FROM
PREVIOUS STEP
NO
NO
NO-4 Install hose

with tee fitting
between pressure
reducing valve (3)
and valve (4).
Connect pressure
gauge with a 03500 kPa (0-500
psi) range to tee fitting. Pressure
should be 517 kPa
(75 psi).
YES
YES
NO
NO-5 Install hose with

tee fitting between pressure reducing valve (2)
and pressure reducing
valve (3). Connect pressure gauge with a 035,000 kPa (0-5000 psi)
range to tee fitting. Pressure should be 10,342
kPa (1,500 psi).
NO
Continued on
next page
M19-8
Radiator Shutters
11/11 M19003
Hydraulic Troubleshooting (Continued)

Cause
YES
Install tee fitting between

oil supply hose (1) and
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.
NO
M19003 11/11
Radiator Shutters
Pressure
reducing
valve (2)
is defective
Hydraulic
Supply to
shutters is
incorrect
Remedy
Replace
pressure
reducing
valve (2)
Perform
troubleshooting
procedures in
appropriate shop
manual to
correct
truck
hydraulic
system
M19-9
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
YES
Use a V.O.M.
to check for 24
VDC in circuit
65T2 at shutter solenoid
valve.
YES
NO
Turn keyswitch ON
Turn disable switch
Check for 24
VDC in circuit
65T1 at relay
5.
YES
NO
Check for 24
VDC in circuit
712ST at relay
5.
Repair
hydraulic
system
Open circuit
between
65T1 &
65T2
Repair
open circuit
YES
Relay 3
defective
NO
Radiator Shutters
Replace
relay 5
Replace
relay 3
Check for 24
VDC in circuit
712R at relay
3.
NO
M19-10
Hydraulic
problem
Relay 5
defective
ON
Remedy
Open circuit in
712R from
key switch
Repair circuit 712R.
11/11 M19003
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
OPERATORS 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 12/12
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
12/12 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 Dont 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
M20008 12/12
Payload Meter III
M20-3
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
M20-4
Payload Meter III
12/12 M20008
OPERATION SECTION
INTRODUCTION
Payload Meter III (PLMIII) measures, displays and
records the weight of material being carried by an offhighway truck. The system generally consists of a
payload meter, a gauge display, deck-mounted lights,
and sensors. The primary sensors are four suspension pressures and an inclinometer. Other inputs
include a body up signal, brake lock signal, and
speed.
Data Summary
5208 haul cycles can be stored in memory. The following information is recorded for each haul cycle:
Payload
Operator ID number (0000-9999)
Distance traveled loaded and empty
The amount of time spent empty run/stop,
loading, loaded run/stop, and dumping
Data Gathering
Windows 95/98/NT software is available to download, store and view payload and fault information.
The PC software will download an entire truck fleet
into one Paradox database file. Users can query the
database by date, time, truck type and truck number
to produce reports, graphs and export the data. The
software can export the data in '.CSV' format that can
be easily imported into most spreadsheet applications. The Windows software is not compatible with
the Payload Meter II system.
It is important that each payload meter be configured
for each truck using the PC software. The information
for frame serial number and truck number is used by
the database program to organize the payload data.
In addition, the payload meter must be configured to
make calculations for the proper truck model.
Improper configuration can lead to data loss and
inaccurate payload calculations.
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
M20008 12/12
Payload Meter III
M20-5
System Diagram
Suspension Pressure Sensors
Operator Display
PLMIII uses a two-wire pressure sensor. The range

for the pressure sensor is 281 kg/cm2 (4000 psi) and
the overload limit is 700 kg/cm2 (10,000 psi). One
wire to the sensor is the supply voltage and the other
is the signal. The 0-4000 psi range is converted into
an electrical current between 4-20 ma. The supply
voltage for the sensor is nominally +18VDC. Each
pressure sensor has an 3000 mm (118 in.) length of
cable. The cable is specially shielded and reinforced
to provide mechanical strength and electronic noise
immunity.
The speedometer/display gauge is used as a speedometer and payload display. The top display is used
for speed and can display metric (km/h) or English
(mph) units. Grounding terminal #4 on the back of
the speedometer will switch the meter to display metric units. Leaving terminal #4 unconnected will cause
the gauge to display English units. The speedometer
can be adjusted using a calibration potentiometer in
the back just like existing speedometers.
Inclinometer
The inclinometer is used to increase the accuracy of
load calculations on an incline. The inclinometer
uses three wires. For the sensor, red is the +18VDC
supply voltage, black is ground and the white is the
signal. The incline signal is a voltage between 1 and
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.
M20-6
The payload meter uses the lower display for payload information. The normal display mode shows
the current payload. The display can be changed to
show the load and total tons counter or the Operator
ID. Using the operator switch on the dash panel, the
current suspension pressures and incline can be displayed. The units for display are set using the PC
software. Payloads can be displayed in short tons,
long tons or metric tons.
Payload Meter III
12/12 M20008
Operator Switch
Payload Meter
The payload operator switch is used to set, view and

clear the total load counter and total ton counter. It is
also used to enter the operator ID number (0-9999).
This switch can also be used to view the suspension
pressures and inclinometer. The payload meter operator switch is located on the dashboard. It is a twoway momentary switch. The top position is the
SELECT position. The SELECT position is used step
through the different displays. The lower position is
the SET position. The SET position is used to set the
operator ID or clear the load and total ton counters.
Normally the inputs from the switch to the payload
meter are open circuit. The switch momentarily connects the circuit to ground.
The payload meter is housed in a black aluminum

housing. There is a small window on the face of the
unit. Status and active alarm codes can be viewed
through the window. During normal operation, a twodigit display flashes 0 back and forth. Active fault
codes will be displayed for two seconds. These
codes are typically viewed using the laptop computer
connected to the serial communications port.
Speed Input
There is one 40-pin connector on the payload meter.

A jack-screw is used to hold the payload meter and
wire harness connector housings together. This
screw requires a 4mm or 5/32 hex wrench. The correct tightening torque for this screw is 3 Nm (25 in.
lb). Four bolts hold the payload meter housing to its
mounting bracket in the cab.
PLMIII uses a speed signal to calculate speed, distance, and other performance data. This input is critical to the proper operation of the system. PLMIII
receives this signal from the speedometer/operator
display on the dashboard. The same signal displayed
to the operator is used by the system. Distance calculations are made based on the rolling radius of the
tires for a particular truck.
The circuit board inside the payload meter housing is

made from multi-layer, dual-sided surface-mount
electronics. There are no field serviceable components inside. The electronics are designed to withstand the harsh operating environment of the mining
industry. Opening the payload meter housing will
result in voiding the warranty.
Body-Up Switch
The payload meter has two RS232 serial communications ports and two CAN ports. Connections for the
two serial ports are available inside the payload
meter junction box. The two CAN ports are available
for future electronics systems.
The body-up input signal is received from a magnetic

switch located on the inside of the truck frame, forward the pivot pin of the truck body. This is the same
switch typically used for input to the drive system.
When the body is down, the switch closes and completes the circuit to 71-control power. 24VDC indicates the body is down. Open circuit indicates that
the body is up.
Brake Lock Switch
The brake lock is used to lock the rear brakes on the
truck. It is necessary for the accurate calculation of
swingloads during the loading process. Without the
brake lock applied, the payload meter will not calculate swingloads during the loading process. Without
the brake lock, the payload meter will assume that
the truck was loaded using a continuous loader and
flag the haul cycle record. All other functions will be
normal regardless of brake lock usage. The brake
lock input comes from the switch located on the dash
panel. The brake lock switch connects the circuit to
ground. Open circuit indicates brake lock off. Ground
indicates brake lock on.
M20008 12/12
Communications Ports
Serial port #1 is used to communicate with the dashboard display. It is also used to connect to the laptop
computer. The display gauge will remain blank when
the PC is using the serial port. This port initially operates with serial settings at 9600,8,N,1. These settings change automatically to increase the
communications rate when the PC is using the port.
This serial port uses a 3-wire hardware connection.
Serial port #2 is used to communicate to other onboard electronics like Modular Mining's Dispatch
system or the scoreboard from Komatsu. This port
uses a 3-wire hardware connection. Connections to
this serial port need to be approved by Komatsu.
Several protocol options are available and detailed
technical information is available depending on
licensing.
Payload Meter III
M20-7
Key Switch Input
Load Lights
PLMIII monitors the status of the key switch. 24VDC

indicates that the key switch is on, open indicates the
key switch is off. The payload meter does not receive
its electrical power from the key switch circuit. The
payload meter will remain on for several seconds
after key switch is removed. When the key switch
power is removed, payload meter performs a series
of internal memory operations before turning itself
off. To allow for these operations, the key switch
should be turned off for at least 15 seconds before
turning the key switch back on. The payload meter
will automatically reset itself without error if not
enough time is given for these operations. The display may blink briefly.
PLMIII uses load lights to indicate to the shovel operator the approximate weight of the material in the
truck. The load lights are illuminated only when the
brake lock is applied. The lights are controlled by the
payload meter through a series of relays in the junction box. The payload meter controls the relays with
24VDC outputs. A 24VDC signal from the payload
meter powers the relay coil and connects battery
power to the load light. When the relay is not powered by the payload meter, a pre-warm resistor connects the load light to a reduced voltage. This circuit
pre-warms the load light filaments and reduces the
inrush current when the light is fully illuminated. This
lengthens the operating life of the load lights.
Payload Meter Power
The load lights progressively indicate to the shovel

operator the approximate weight of the material in
the truck.
The payload meter receives its power from the battery circuit on the truck. Removing battery power
from the payload meter before removing key switch
and waiting 15 seconds may result in lost haul cycle
data. The payload meter turns itself off approximately
15 seconds after the key switch power is removed.
Some haul cycle data will be lost if battery power is
removed before waiting 15 seconds. The payload
meter system operates at a nominal voltage of
24VDC at 1 to 2 amps depending on options. The
payload meter is designed to turn itself off if the supply voltage rises above 36VDC. The payload meter is
also protected by a 5 amp circuit breaker located in
the junction box.
Power to the load lights comes from the same battery
circuit. The load lights are powered through a relay.
The key switch circuit controls the relay. The load
lights are also protected by a 15 amp circuit breaker
in the junction box.
M20-8
A flashing green light indicates the next swingload

will make the measured load greater than 50% of
rated load. A solid green light indicates that the current load is greater than 50% of rated capacity.
A flashing amber light indicates the next swingload
will make the measured load greater than 90% of
rated load. A solid amber light indicates that the current load is greater than 90% of rated capacity.
A flashing red light indicates the next swingload will
make the measured load greater than 105% of rated
load. A solid red light indicates that the current load is
greater than 105% of rated capacity.
The optimal loading target is a solid green and amber
lights with a flashing red light. This indicates that the
load is between 90% and 105% of rated load for the
truck and the next swingload will load the truck over
105%.
Payload Meter III
12/12 M20008
Wiring and Termination

Most of the PLMIII truck connections use a heavyduty 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 terminated 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 indicates 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.
M20008 12/12
Payload Meter III
M20-9
OPERATORS DISPLAY AND SWITCH
Using the Operator ID
Reading the Speedometer

The top window of the speedometer/display gauge is
the speedometer section. The display shows the
speed indicated by the frequency being received by
the gauge. This can be adjusted using the potentiometer on the back of the gauge. In addition, the units
for the display can be changed. Terminal #4 controls
the displayed units. If #4 is grounded, the display will
be metric. If terminal #4 is left open, the display will
be in English units.
The current operator ID number is recorded with

each haul cycle. The number can be between 0 and
9999.
To set the Operator ID:
1. Press the SELECT switch until
played.
Id= is dis-
2. Hold the SET button until 0000 is displayed.

The first digit should be flashing.
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

The lower display on the speedometer/display gauge
is used for payload information. The SELECT position on the operator switch allows the user to scroll
through a number of useful displays. The order for
the displays is as follows:
5. Use the SET button again to change the digit.

third digit.
7. Use the SET button again to change the digit.
fourth digit.
9. Use the SET button again to change the digit
10. Press the SELECT button one more time to

enter the ID.
PL= Payload
Id= Operator ID
tL= Total Shift Tons
LC= Shift Load Counter
LF= Left Front Suspension Pressure
rF= Right Front Suspension Pressure
Lr= Left Rear Suspension Pressure
rr= Right Rear Suspension Pressure
In= Inclinometer
If no buttons are pressed for 30 seconds, the display

will return to normal operation. The number being
entered will be lost and the ID number returns to the
previous ID number.
Using the Load and Ton Counter
The display holds the displayed information until the

SELECT switch is pressed again. The suspension
pressures, inclinometer, and payload displays are
based on current sensor inputs.
Communications to the display use the same serial
link as the download connection. Whenever another
computer is connected to serial port #1 to download
or configure the system, the lower display will blank.
This is not the same connection used by mine dispatch systems.
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
beginning of each shift to allow the operator to record
how many loads and tons have been hauled during
the shift.
Total Ton Counter
The total ton counter records the number of tons
hauled since the last time it was cleared. This display
is in 100s of tons. For example, if the display shows
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.
M20-10
Payload Meter III
12/12 M20008
Total Load Counter

The total load counter records the number of loads
hauled since the last time it was cleared. This display
can be cleared at the beginning of each shift to allow
the operator to record how many loads have been
hauled during the shift.
To view the total load counter press and release
the SELECT switch until LC= is displayed on
the gauge.
Clearing the total ton counter or total load counter

clears both records.
tL= or LC=
2. Hold the SET button until the display clears.
Right Front Pressure - To display the pressure in

the right-front suspension, press and release the
SELECT switch until rf= is displayed.
SELECT switch until Lr= is displayed.

Right Rear Pressure - To display the pressure in
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

The display can also be used to quickly show the
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.
The live displays cannot be cleared and the SET
button will have no effect.
The units for the display are controlled by the
configuration of the payload meter. If the payload
meter is set to display metric units, the pressures will
be displayed in tenths of kg/cm2. For example, if the
display shows 202 the actual value is 20.2 kg/
cm . If the payload meter is set to display short tons,
the pressures will be displayed in psi (lbs/in2).
Multiply by 14.2 to convert kg/cm2 to psi. (example -1kg/cm2 x 14.2 = 14.2 psi). There is no way to detect
the units setting for the gauge without the PC
software.
M20008 12/12
PL= does not
Left Rear Pressure - To display the pressure in

the left-rear suspension, press and release the
To clear the total ton and total load counter:
minute. Only the payload display,

display this information.
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
1. Press the SELECT switch until

is displayed.
The inclinometer displays whole degrees of incline.

Positive incline is truck nose up. The gauge will
quickly display the type of information shown every
10 seconds. For example, if the left-front pressure is
being displayed, Lf= will flash on the display every
and release the SELECT switch until

displayed.
In= is
Other Display Messages

On startup of the payload meter system, the gauge
display will scroll the truck type that the PLMIII is
configured for. For example, on a 930E, the gauge
will scroll
---930E---.
If the PLMIII encounters memory problems, it will

display ER88 ,where 88 is the specific memory
error. In this very rare circumstance, the system
should be turned off for 30 seconds and restarted.
Payload Meter III
M20-11
PAYLOAD OPERATION & CALCULATION

Description of Haul Cycle States
The typical haul cycle can be broken down into eight
distinct stages or states. Each state requires the payload meter to make different calculations and store
different data.
States" or stages of a typical haul cycle
1. Tare Zone
2. Empty
3. Loading
4. Maneuvering
5. Final Zone
6. Hauling
7. Dumping
8. After Dump
Haul Cycle Description
A new haul cycle is started after the load has been
dumped from the previous cycle. The payload meter
will stay in the after_dump state for 10 seconds to
confirm that the load has actually been dumped. If
the current payload is less than 20% of rated load,
the payload meter will switch to the tare_zone and
begin calculating a new empty tare. If, after dumping,
the payload has not dropped below 20% of rated
load the meter will return to the maneuvering or hauling states. In this case, the false_body_up flag will be
recorded in the haul cycle record.
rated load for 10 seconds without the brake lock

applied, the meter will switch to loading and record
the continuous_loading flag in the haul cycle.
The payload meter switches from loading to maneuvering as soon as the truck begins moving. The
maneuvering zone is 160 m (0.1 miles) and is
designed to allow the operator to reposition the truck
under the shovel. More payload can be added anytime within the maneuvering zone. Once the truck
travels 160 m (0.1 miles) the payload meter switches
to the final_zone and begins calculating payload. If
the body is raised while the payload meter is in the
maneuvering state, the no_final_load flag will be
recorded in the haul cycle record, no payload will be
calculated, and the meter will switch to the dumping
state.
While in the final_zone moving faster than 5 km/h (3
mph), the payload meter calculates the loaded
sprung weight of the truck. The same advanced algorithm is used to calculate the empty and loaded
sprung weights. The payload meter will switch from
the final_zone to the dumping state if the Body-Up
signal is received. If the truck has moved for less
than 1 minute in the final_zone, the payload meter
will calculate the final payload using an averaging
technique which may be less accurate. If this happens, the average_load flag will be recorded in the
haul cycle.
The payload meter switches to the dumping state
when the dump body rises. The payload meter will
switch from dumping to after_dump when the dump
body comes back down.
While in the tare_zone state, and moving faster than

5 km/h (3 mph), the payload meter calculates the
empty sprung weight of the truck. This tare value will
be subtracted from the loaded sprung weight to calculate the final payload. The payload meter will
switch from the tare_zone or empty to the loading
state if swingloads are detected. By raising the dump
body while in the empty state the payload meter can
be manually switched back to the tare_zone to calculate a new tare.
From the after_dump, the payload meter will switch

to one of three states:
From the empty state, the payload meter will switch

to the loading state through one of two means. If the
brake lock is applied, the payload meter will be analyzing the suspension pressures to detect a swingload. If a swingload is detected, the meter will switch
to the loading state. The minimum size for swingload
detection is 10% of rated load. Swingload detection
usually takes 4-6 seconds. The second method to
switch from empty to loading is through continuous
loading. This can happen if the brake lock is not used
during loading. If the load increases above 50% of
2. If the average payload is greater than 20% of

rated load and the final payload has been calculated, the payload meter will switch back to the
hauling state. The false_body_up flag will be
recorded in the haul cycle record.
M20-12
1. If the average payload is greater than 20% of

rated load and no final payload has been calculated, the payload meter will return to the
maneuvering state. After the truck travels 160m
(0.1 mile) the meter will switch to the final_zone
and attempt to calculate the payload again. The
false_body_up flag will be recorded in the haul
cycle record.
3. If the average payload is less than 20% of rated

load, the payload meter will switch to the
tare_zone and begin to calculate a new empty
tare.
Payload Meter III
12/12 M20008
SOURCES FOR PAYLOAD ERROR
Load Calculation
The final load calculation is different from the last
swingload calculation. The accuracy of the swing
load calculation depends on loading conditions and
the position of the truck during loading. The last
swingload calculation is not the value recorded in
memory as the final load. The final load is determined by a series of calculations made while the
truck is traveling to the dump site.
Carry Back
Carry back is calculated as the difference between
the current truck tare and the clean truck tare. The
clean truck tare is calculated using the PC software.
When the suspensions are serviced or changes are
made that may affect the sprung weight of the truck,
a new clean truck tare should be calculated.
Measurement Accuracy
Payload measurements are typically repeatable
within 1%. Accuracy for a particular scale test
depends on specific combinations of pressure sensors and payload meters as well as the specifics of
each scale test. Comparisons from different scale
tests are often made without considering the differences introduced by the specific installation and
operation of the scales for each test. In addition,
each pressure sensor and payload meter introduces
it's own non-linearity. Each truck becomes an individual combination of sensors and payload meter.
Errors from these sources can introduce up to a 7%
bias in the payload meter calculations for a specific
scale test, for an individual truck.
Because the PLMIII calculates a new empty tare for
each payload, a detailed scale test must weigh the
trucks empty and loaded for each haul cycle. Using a
simple average of 2 or 3 empty truck weights as an
empty tare for the entire scale test will introduce significant error when comparing scale weights to
PLMIII weights.
M20008 12/12
Payload Error
The number one source of error in payload calculation is improperly serviced suspensions. The payload
meter calculates payload by measuring differences in
the sprung weight of the truck when it is empty and
when it is loaded. The sprung weight is the weight of
the truck supported by the suspensions. The only
method for determining sprung weight is by measuring the pressure of the nitrogen gas in the suspensions. If the suspensions are not properly
maintained, the payload meter cannot determine an
accurate value for payload. The two critical factors
are proper oil height and proper nitrogen charge.
If the suspensions are overcharged, the payload
meter will not be able to determine the empty sprung
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
case, the pressure inside the cylinder does not accurately represent the force necessary to support that
portion of the truck.
If the suspensions are undercharged, the payload
meter will not be able to determine the loaded sprung
weight of the truck. The suspension cylinder must be
able to travel up and down as the truck drives loaded.
If the pressure in an undercharged suspension cannot support the load, the suspension will collapse
and make metal-to-metal contact. In this case, the
pressure inside the cylinder does not accurately represent the force necessary to support that portion of
the truck.
Low oil height can also introduce errors by not correctly supporting a loaded truck. This is why the correct oil height and nitrogen charge are the most
critical factors in the measurement of payload. If the
suspensions are not properly maintained, accurate
payload measurement is not possible. In addition,
suspension maintenance is very important to the life
of the truck.
Payload Meter III
M20-13
Loading Conditions
HAUL CYCLE DATA
The final load calculation of the PLMIII system is not

sensitive to loading conditions. The final load is calculated as the truck travels away from the shovel.
Variations in road conditions and slope are compensated for in the complex calculations performed by
the payload meter.
PLMIII records and stores data in its on-board flash

memory. This memory does not require a separate
battery. The data is available through the download
software.
Pressure Sensors
PLMIII can store 512 alarm records in memory.

When the memory is full, the payload meter will
erase the oldest 312 alarm records and continue
recording.
Small variations in sensors can also contribute to

payload calculation error. Every pressure sensor is
slightly different. The accuracy differences of individual sensors along the range from 0 to 4000 psi can
add or subtract from payload measurements. This is
also true of the sensor input circuitry within individual
payload meters. These differences can stack up 7%
in extreme cases. These errors will be consistent and
repeatable for specific combinations of payload
meters and sensors on a particular truck.
Swingloads
Swingload calculations can be affected by conditions
at the loading site. Parking the truck against the berm
or large debris can cause the payload meter to inaccurately calculate individual swingloads. While the
PLMIII system uses an advanced calculation algorithms to determine swingloads, loading site conditions can affect the accuracy.
PLMIII can store 5208 payload records. When the

memory is full, the payload meter will erase the oldest 745 payload records and continue recording.
All data is calculated and stored in metric units within

the payload meter. The data is downloaded and
stored in metric units within the Paradox database on
the PC. The analysis program converts units for displays, graphs and reports.
The units noted in the Table 1 are the actual units
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
times are referenced in seconds since the haul cycle
start time. The PC download and analysis program
converts these numbers into dates and times for
graphs and reports.
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 distances. 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.
M20-14
Payload Meter III
12/12 M20008
The following information is recorded for each haul cycle:
Table 1: HAUL CYCLE DATA

Data
Unit
Remark
Truck #
alphanumeric
Up to 22 characters can be stored in this field to identify the truck. Typically this field will be just the
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 transitions 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
Distance traveled while loaded
Empty haul distance
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
operators 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
Average rear tire-ton-km/h
t-km/h
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
M20008 12/12
Payload Meter III
M20-15
Haul Cycle Warning Flags
F: Final Zone to Dumping Transition
The payload meter expects haul cycles to progress in

a particular way. When something unexpected takes
place, the system records a warning flag. Several
events within the haul cycle can cause a warning flag
to be generated. Each one indicates an unusual
occurrence during the haul cycle. They do not necessarily indicate a problem with the payload meter or
payload calculation.
This message is generated when the payload meter

senses a body-up while it is calculating the final payload indicating that the operator has dumped the
load. It may also be generated if the body-up signal is
not properly reaching the payload meter and the
weight in the truck falls dramatically while the truck is
calculating the final payload.
H: False Body Up
A: Continuous Loading
This message is generated when the truck is loaded
over 50% full without the payload meter sensing
swingloads. This indicates that a continuous loading
operation was used to load the truck. It may also indicate that the payload meter did not receive the brake
lock input while the truck was being loaded. There
may be a problem with the wiring or the brake lock
was not used. The payload meter will not measure
swingloads unless the brake lock is used during the
loading process.
B: Loading to Dumping Transition
This message indicates that the body was raised during the haul cycle without the load being dumped.
The body-up signal indicated that the truck was
dumping, but the weight of the truck did not fall below
20% of the rated load.
I: Body Up Signal Failed
This message indicates that the load was dumped
without a body-up signal being received by the payload meter. The weight of the truck fell below 20%,
but the payload meter did not receive a body-up signal from the sensor.

senses a body up input during the loading process.
This message is usually accompanied by a
no_final_load flag.
J: Speed Sensor Failed
C: No Final Load
K: New Tare Not Calculated

is unable to determine the final payload in the truck.
Typically, this means that the payload meter switched
from a loaded state to the dumping state before the
load could be accurately measured.
The payload meter was not able to accurately calculate a new empty sprung weight for the truck to use
as the tare value for the haul cycle. The tare value
from the last haul cycle was used to calculate payload.
D: Maneuvering to Dumping Transition
L: Incomplete Haul Cycle

senses a body-up input during the maneuvering or
repositioning process indicating that the operator has
dumped the load. It may also be generated if the
body-up signal is not properly reaching the payload
meter and the weight in the truck falls dramatically
while the truck is maneuvering or repositioning.
The payload meter did not have proper data to start

the haul cycle with after powering up. When the
PLMIII powers off, it records the data from the haul
cycle in progress into memory. This flag indicates
that this data was not recorded the last time the payload meter was shut down. This can happen when
the main battery disconnect is used to shut the truck
down instead of the key switch. A haul cycle with this
warning flag should not be considered accurate. 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.
E: Average Load or Tare Used

This message indicates that the recorded payload
may not be as accurate as a typical final load calculation. Typically, this is recorded when loading begins
before an accurate tare is calculated or the load is
dumped before the load can be accurately measured.
M20-16
This message indicates that the payload meter

sensed the truck loading and dumping without
receiving a speed signal.
Payload Meter III
12/12 M20008
M: Haul Cycle Too Long
Sprung Weight Data
The haul_cycle_too_long flag indicates that the haul

cycle took longer than 18.2 hours to complete. The
times stored for particular events may not be accurate. This does not affect the payload calculation.
The payload meter is constantly monitoring the live

payload calculation. This value naturally rises and
falls for a loaded truck depending on road and driving
conditions. The payload meter records the top 5
highest payload calculations and the time they
occurred. This information is stored in permanent
memory inside the meter.
N: Sensor Input Error

An alarm was set for one of the 5 critical sensor
inputs during the haul cycle. The five critical sensors
are the four pressure sensors and the inclinometer.
Without these inputs, the payload meter cannot calculate payload. A haul cycle with this warning flag
should not be considered accurate. 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.
Frame Torque Data

Payload meter records the top 5 peak positive and
negative frame torque values and the time they
occurred. The frame torque is a measure of the twisting action along the centerline of the truck. Positive
frame torque is measured when the suspension
forces on the front of the truck act to twist the frame
in the clockwise direction as viewed from the operator's seat. Negative frame torque is measured when
the forces from the suspensions act in the opposite
direction.
Maximum Speed Data

The payload meter records the top 5 highest speeds
and the time they occurred. This information is stored
in permanent memory inside the meter.
Alarm Records
The payload meter stores alarm records to give service personnel a working history of the system. All
codes are viewed using the PC connected to the
payload meter. Active codes are also displayed on
the two-digit display on the meter itself. Each code
has a specific cause and should lead to an investigation for correction. Some failures can be overcome
by the payload meter. Haul cycle data will indicate if
an alarm condition was present during the cycle. Failures with the suspension or inclinometer sensors
cannot be overcome.
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.
M20008 12/12
Payload Meter III
M20-17
Fault Code Data
Table 2:
Fault Code
Name
Description
Left front pressure high
Input current > 22 ma
Left front pressure low
Input current < 2 ma
Right front pressure high
Right front pressure low
Left rear pressure high
Left rear pressure low
Right rear pressure high
Right rear pressure low
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
M20-18
Payload Meter III
12/12 M20008
PC SOFTWARE OVERVIEW
Installing the PLMIII Software
The PC software has several basic functions:
The CD ROM containing the Payload Data Management (PDM) Software will automatically begin installation when it is inserted into the drive on the PC. If
this does not happen, the software can be installed
by running the Setup.exe program on the CD ROM.
Configure the PLMIII system on the truck.

Troubleshoot and check the PLMIII system.
Download data from the PLMIII system.
Analyze data from the payload systems.
Configuration, troubleshooting and downloading

require a serial connection to the payload meter on
the truck. Analysis can be done at any time without a
connection to the payload meter.
Payload data is downloaded from several trucks into
one database on the PC. The database can be queried to look at the entire fleet, one truck or truck
model. The data can be graphed, reported, imported
or exported. The export feature can take payload
data and save it in a format that spreadsheet programs like Excel or word processing programs can
easily import.
The minimum PC requirements for running the software is a Pentium 133Mhz with 64 MB of ram and at
least 300 MB of free hard drive space available. For
improved performance, the recommended PC would
be a Celeron, AMD K6-2 or better processor with 128
MB of ram running at 400 Mhz. The PDM Software
uses a powerful database to manipulate the large
amounts of data gathered from the PLMIII system.
Using a more powerful computer and added memory
to run the software can result in a significant improvement in performance. The software is written to use a
minimum 800 x 600 screen resolution.
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
M20008 12/12
Payload Meter III
M20-19
DOWNLOADING DATA
PLMIII records many types of data. The PLMIII PC
software is designed to download the data from a
whole truck fleet. Instead of creating one data file for
each truck, the PC software combines all the data
from many trucks into one database on the hard
drive of the computer. The software then allows
users to query the database to create custom reports
and graphs. Data for individual trucks or groups of
trucks can be easily analyzed. This same data can
be exported for use in other software applications like
word processors and spreadsheet applications.
As the database grows, performance of the PC software for analysis will slow down. It may be helpful to
periodically export data. For example, query the
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 necessary, the data can easily be imported back into the
main database for analysis at a future date. Removing this older data will improve performance.
To download the payload meter:

1. Connect to the payload meter and start the PC
software.
2. From the main menu, select "Connect to Payload Meter". The PC will request the latest status information from the payload meter. The
number of haul cycles and alarms will be displayed.
3. Select the "Begin Download" button. The PC
will request the payload and alarm data from the
payload meter and save it into the database.
This may take several minutes. A progress bar
at the bottom will show the approximate time
left.
The PC software downloads the data from the payload 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
M20-20
Payload Meter III
12/12 M20008
PLM III SYSTEM CONFIGURATION
Short Tons: Payload is displayed in short tons, distances and speeds will be displayed in Miles
Starting Communications
The PDM software allows users to download and
configure the system.
Metric Tons: Payload is displayed in metric tons, distances and speeds are displayed in Kilometers
Long Tons: Payload is displayed in long tons, distances 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 program has selected the correct laptop serial port. Most
laptop computers use Comm 1 for serial communications. 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 information to the user.
From the main menu, click the "Connect to Payload

Meter" button. The PC will try to connect to the payload meter and request basic information from the
system. In the event of communications trouble, the
PC will try 3 times to connect before "timing-out".
This may take several seconds.
Displayed Payload Units
Three options are available for the display of units in
the PC software, reports, and graphs:
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
connection.
Number of Haul Cycle Records is the number of
haul cycles records stored in memory and
available for download.
Number of Active Alarms shows how many
alarms are currently active in the system at the
time of connection. If there are active alarms, the
"Display Active Alarms" button is available.
Number of Inactive Alarms shows how many
alarms have been recorded in memory and are
available for download.
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.
M20008 12/12
Payload Meter III
M20-21
There are also many configuration and download

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 connection has been established and the PC software
has connected to the payload meter.
Setting the Date and Time
The time shown on the form is the time transmitted

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 operator gauge on the dashboard will be blank. This does
not affect the operation of the speedometer.
Connect the laptop to the system using the
EF9160 or PC2525 communications harness.
The download connector is typically located on
the housing mounted in the cab to the back wall.
The PLMIII system uses the same connection as
the Payload Meter II system.
Configure the Payload Meter
Configuration of the payload meter requires a serial
connection to the PLMIII system. Clicking the "Configure Payload Meter" button will bring up the Truck
Configuration screen and menu. This screen displays
the latest configuration information stored on the
payload meter.
When changes are made to the configuration, the
"Save Changes" button must be pressed to save the
changes into the payload meter. To confirm the
changes, exit to the main menu and re-connect to the
payload meter.
The date and time are maintained by a special chip

on the PLMIII circuit board. The memory for this chip
is maintained by a large capacitor when the power is
removed from the payload meter. This will maintain
the date and time settings for approximately 30 days.
After this time, it is possible for the payload meter to
lose the date and time setting. It is recommended
that the system be powered every 20 days to maintain the date and time. If the date and time is lost,
reset the information using this procedure. It takes
approximately 90 minutes to recharge the capacitor.
Changing the date and time will affect the haul cycle
in progress and may produce unexpected results in
the statistical information for that one haul cycle.
NOTE: If the truck is equipped with KOMTRAX Plus,
do not set the time or date in the PLM III controller.
The PLM III clock is synchronized by the KOMTRAX
Plus clock.
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.
M20-22
Payload Meter III
12/12 M20008
Setting the Truck Number
Setting the Truck Type
1. From the Truck Configuration screen, use the

pull-down menu to select the truck type that the
payload meter is installed on.
2. Press the "Save Changes" button to program
the change into the meter.
Most mining operations assign a number to each

piece of equipment for quick identification. This number or name can be entered in the Truck Number
field. It is very important to enter a unique truck number for each truck using the PLMIII system. 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

truck number in the appropriate field.
Setting the Gauge Display Units

The payload meter speedometer / display gauge displays the speed on the upper display. The units for
the speed display are selected using a jumper on the
rear of the case.
The payload units on the lower display can be
changed from metric to short tons or long tons using
the Truck Configuration screen. This selection also
switches between metric (kg/cm2) and psi (lbs/in2) for
the live display of pressure on the gauge.
1. From the Truck Configuration screen, select the
payload units to be used on the lower display of
the speedometer/display gauge.
the change into the payload meter.
Setting the Frame Serial Number

Setting the Komatsu Distributor

This field in the haul cycle record can hold the name
of the Komatsu distributor that helped install the system. Komatsu also assigns a distributor number to
each distributor. This number is used on all warranty
claims. This Komatsu distributor number can also be
put into this field. The field will hold 20 alpha-numeric
characters.

distributor name or number in the appropriate
field.
Setting the Komatsu Customer
The frame serial number is located on the 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
haul cycle database. The field will hold 20 alphanumeric characters.
truck frame serial number in the appropriate
field.
M20008 12/12
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
customer. This number is used on all warranty
claims. This Komatsu customer number can also be
put into this field. The field will hold 20 alpha-numeric
characters.

customer name or number in the appropriate
field.
Payload Meter III
M20-23
5. Once the calibration is complete, confirm that

the PLM module states Empty in the Haul
Cycle State parameter. If the calibration is not
complete or has failed, the Haul Cycle State
parameter will state Tare Zone.
Clean Truck Tare Calibration
Inclinometer Calibration
The payload meter uses the clean truck tare value to

calculate carry-back load for each haul cycle. The
carry-back stored in the haul cycle record is the new
empty tare minus the clean truck tare.
This procedure should be performed after service to
the suspensions or when significant changes are
made to the sprung weight of the truck. Before performing this procedure, make sure that the suspensions are properly filled with oil and charged. It is
critical to payload measurement that the proper oil
height and gas pressure be used.
Once the clean tare process is started, the payload
meter will begin to calculate the clean empty sprung
weight of the truck. This calculation continues while
the truck drives to the next loading site. Once the
procedure is started, there is no reason to continue
to monitor the process with the PC. The truck does
not need to be moving to start this procedure.
1. Clean all debris from the truck and dump body.
2. Ensure that there are no faults recorded in the
system and all sensors are reading correctly.
3. Use the PDM software to connect to the payload meter. From the Truck Configuration
screen, select "Clean Truck Tare".
4. Follow the on-screen instructions.
NOTE: The truck must be driven continuously for ten
minutes above 5 kph (3 mph). The PLM module does
not calibrate while the machine is stopped.
NOTE: Drive on actual haul roads and do not use the
wheel brake lock during calibration. Otherwise,
inaccurate payload readings may result.
M20-24
The inclinometer calibration procedure is designed to

compensate for variations in the mounting attitude of
the inclinometer. The inclinometer input is critical to
the payload calculation.
This procedure should be performed on relatively flat
ground. The maintenance area is often an ideal location for this procedure.
1. Clean all debris from the truck and dump body.
2. Ensure that there are no faults recorded in the
system and all sensors are reading correctly.
3. Use the PDM software to connect to the payload meter. From the Truck Configuration
screen, select "Inclinometer".
4. With the truck stopped and the brake lock on,
click on Start. This instructs the payload meter
to sample the inclinometer once.
5. Turn the truck around. Drive the truck around
and park in the exact same spot as before, facing the other direction.
6. With the truck stopped and the brake lock on,
click on Start. This instructs the payload meter
to sample the inclinometer again. The payload
meter will average the two samples to determine the average offset.
7. Follow the on-screen instructions.
Payload Meter III
12/12 M20008
DATA ANALYSIS
PAYLOAD SUMMARY FORM
The data analysis tools allow the user to monitor the

performance of the payload systems across the fleet.
Analysis begins when the "View Payload Data" button is pressed. This starts an "all trucks, all dates, all
times" query of the database and displays the results
in the Payload Summary Form.
The user can change the query by changing the
dates, times, or trucks to include in the query for display.
Haul cycles in the data grid box at the bottom can be
double-clicked to display the detailed results of that
haul.
Sorting on Truck Unit Number

The truck unit number is the truck unit number
entered into the payload meter when it was configured at installation. The query can be set to look for
all trucks or one particular truck number. When the
program begins, it searches through the database for
all the unique truck numbers and creates a list to
select from.
Choosing one particular truck number will limit the
data in the displays, summaries and reports to the
one selected truck. To create reports for truck number 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
can be narrowed by selecting which trucks or types
to view and for what dates and times.
The query items are added in the "AND" condition. If
the user selects a truck # and date range, the query
will sort the data for that truck number AND the date
range.
M20008 12/12
Sorting on Truck Type

The truck type is the size of the truck from the family
of Komatsu trucks. This allows the user to quickly
view results from different types of trucks on the
property. For example, a separate report can be generated for 830E and 930E trucks.
Payload Meter III
M20-25
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
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
date range. Times are entered in 24:00 format. To
view the haul cycle reports from the first shift for truck
374 from January 5, 2000 to January 8, 2000:
1. Select truck 374 from the Truck Unit pull-down

menu.
18:00
24:00
Query : Date: 1/5/00 to 1/8/00
Daily Shift Time: 6:00 to 18:00
Haul Cycles Included in the Query
The shift times selected can extend the query past

the original date. If the dates set for the query are
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.
M20-26
Payload Meter III
12/12 M20008
Creating Reports
Date
Time
Jan 5, 2000
Jan 6, 2000
Jan 7, 2000
Jan 8, 2000
Jan 9, 2000
0:00
6:00
Reports can be generated and viewed on the screen

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
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
Daily Shift Time: 18:00 to 6:00
Haul Cycles Included in the Query
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.
M20008 12/12
Payload Meter III
M20-27
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.
M20-28
Payload Meter III
12/12 M20008
Exporting Data
Creating Graphs
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.
1. From the Payload Summary Screen select the
Graph button at the bottom. The Histogram
Setup screen will display
The data from the database can be exported for use

with other software applications. The data is selected
from the currently displayed query. The exported
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 lowest

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 highest value on the graph. Payloads over this value
will be summed in the last bar.
4. Enter the "Incremental Change". This will determine 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.
5. Press the Create Graph button.
The graph will be displayed based on the query settings from the Payload Summary screen. The graph
can be customized and printed.
M20008 12/12
CSV stands for Comma Separated Value. This is an

ASCII text file format that allows spreadsheet applications like Excel and Lotus 123 to import data easily. To export the data into a ".csv" file, press the
"Export" button at the bottom of the payload summary screen and select "To CSV". The program will
request a filename and location for the file.
Payload Meter III
M20-29
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
Haul cycle start time
Payload
Swingloads
Operator ID
Warning Flags
Carry Back
Total Haul Cycle time
Empty Running Time
Empty stop time
Loading time
Loaded running time
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
Time when the maximum - frame torque
occurred
Maximum sprung weight calculation
Time when the maximum sprung weight
calculation occurred
Left Front Tire-kilometer-hour
Right Front Tire-kilometer-hour
Average Rear Tire-kilometer-hour
Frame serial number
M20-30
The second series of data below the haul cycle data

is the alarms. The alarm columns, left to right are:
The alarm type

The date the alarm was set
The time the alarm was set
Alarm description
The date the alarm was cleared
The time the alarm was cleared
Compressed
This export function allows the data from one laptop

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
computer for analysis. This can also be used to copy
haul data from a particular truck onto a diskette for
analysis.
The file format is a compressed binary form of the
displayed query. The file can only be imported by
another computer running the PDM Software.
Payload Meter III
12/12 M20008
Deleting Haul Cycle Records
To export data in ZIP format:

1. Confirm that the data displayed is the query
data that needs to be exported.
2. From the payload summary screen, press the
"EXPORT" button and select "To ZIP".
3. The program will ask for a filename and location.
Importing Data
This import function allows the data from one laptop
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
computer for analysis. This can also be used to copy
haul data from a particular truck from a diskette into a
database for analysis.
To import data, press the "IMPORT" button at the
bottom of the Payload Summary screen. The program 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.
M20008 12/12
To delete haul cycle records from the main database,

press the "Delete" button at the bottom of the Payload Summary screen. The program will display a
summary of the records from the displayed query. To
delete a record, select one at a time and press the
"Delete" button. It is recommended that records be
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
will select all the records from the current query and
delete them.
NOTE: There is no recovery for records 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.
Payload Meter III
M20-31
Viewing Alarms
From the Payload Summary screen, click the
Alarms button to display the alarm screen. The
alarms are sorted by the query settings from the Payload Summary screen. Alarms can be displayed as
Active or Inactive.
Deleting Alarm Records

To delete alarm records from the main database,
press the "Delete" button at the bottom of the Alarm
Display screen. The program will display a summary
of the alarms from the query. To delete an alarm,
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. Multiple 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.
M20-32
Payload Meter III
12/12 M20008
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 analysis.
These activities require a connection to the
PLMIII system.
Viewing Active Alarms

Active alarms are alarms that have been set, but not
yet cleared. Each alarm is set when the conditions
for activation are held for 5 seconds. Each alarm is
cleared when the condition has been returned to normal range for 5 seconds. For example, 5 seconds
after the left-rear pressure sensor is disconnected,
the LR-Pressure Lo alarm will be activated. This can
be viewed using to the "Connect to Payload Meter"
screen. 5 seconds after the pressure sensor is reconnected, the alarm will clear and be recorded in
memory.
Active alarms are recorded in memory as "cleared"
when the key switch is turned off. When power is
restored to the payload meter, the alarms will be reactivated if the conditions still exist for 5 seconds.
To view active alarms:
software.
2. From the main menu, select "Connect to Payload Meter". The PC will request the latest status information from the payload meter.
3. If there are active alarms, the "Display Active
Alarms" button in the lower left corner will be
available. If the button is not available, there are
no active alarms at the time of connection. The
screen does not automatically refresh. If a condition changes to cause an alarm, the user must
exit and re-enter the "Connect to Payload
Meter" screen.
The PC software can be used to view the 'live' input

readings from the payload meter. The numbers displayed are 1-second averages.
software.
3. Select the "Real Time Data" button. The data
screen will pop up. The PC will request the payload meter to begin transmitting data.
4. To exit, press the Close button.
The units for each measurement are determined by
the setting in the Program Options for the PC software. The four suspension pressures and inclinometer are shown. The status of the Body-Up and BrakeLock inputs is also shown. The haul cycle state and
speed is displayed. The current sprung weight is displayed. This differs from pure payload. The sprung
weight is a measurement of the weight of the truck
above the suspension. It does not include the tires,
spindles, wheel motors, drive case, or anything
below the suspensions.
Testing the Payload Lights
The real time data display also allows the user to
individually power the payload lights. This can be
useful for testing the lights. To turn on a particular
color payload light:
1. Click the check box beside the color light to
power.
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.
M20008 12/12
Payload Meter III
M20-33
Creating Log Files of Inputs
Daily Inspections
The PC software can create a text file of the live data

stream from the payload meter. This can be very useful for diagnostic purposes. The data is written into a
text data file in comma separated value format. The
data is recorded in metric units at 50 samples per
second. The data file can grow large very quickly.
Each sample writes one line into the ASCII file in
comma separated format.
An important part of maintaining the Payload Meter

III (PLMIII) system is monitoring the basic inputs to
the system. It is recommended that the truck operator walk around the truck and visually inspect the following:
Charging condition of the suspensions - not flat,
not overcharged.
Pressures in the suspensions - check
suspensions by using the operator gauge and the
operator switch.
The order for each line of data in is:

Date
Time
Sprung Weight
LF Pressure
RF Pressure
LR Pressure
RR Pressure
Incline
Speed
Body Up State (1=up)
Brake Lock State (1=on)
Payload State
Status Flags
Spare
Periodic Maintenance
It is recommended that the following items be
checked every 500 hours:
Confirm the suspension pressures using external
gauges.
Confirm proper suspension height.
Confirm suspensions do not collapse and make
metal-to-metal contact when the truck is loaded.
Confirm that inclinometer indicates positive (+)
values for truck nose up, and negative (-) values
for truck nose down.
To create a log file:

software.
3. Select the "Real Time Data" button. The real
time data screen will pop up. The PC will
request the payload meter to begin transmitting
data.
In addition, it may be useful to confirm proper operation of the suspensions by riding the truck during a
complete haul cycle. Record the suspension pressures using the CSV log file tool in the Payload Data
Manager software for the PC. The suspension pressures in this log file can be graphed to inspect for flat
or overcharged suspensions.
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 separated 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 previous data. To gather more data, close the real
time data window, start it again and create a
new log file.
M20-34
Payload Meter III
12/12 M20008
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 messages 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.
M20008 12/12
Payload Meter III
M20-35
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.
M20-36
Payload Meter III
12/12 M20008
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.
M20008 12/12
Payload Meter III
M20-37
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 Pilots 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.
M20-38
Payload Meter III
12/12 M20008
Load Lights Dont 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.
M20008 12/12
Payload Meter III
M20-39
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".
M20-40
Payload Meter III
12/12 M20008
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.
M20008 12/12
Payload Meter III
M20-41
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.
M20-42
Payload Meter III
12/12 M20008
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.
M20008 12/12
Payload Meter III
M20-43
Alarm 5 -Left Rear Pressure High

Alarm 6 - Left Rear Pressure Low
Troubleshoot Wiring to Left Rear Suspension
M20-44
Payload Meter III
12/12 M20008
Alarm 7 - Right Rear Pressure High

Alarm 8 - Right Rear Pressure Low
Troubleshoot Wiring to Right Rear Suspension
M20008 12/12
Payload Meter III
M20-45
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-.
M20-46
Payload Meter III
12/12 M20008
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.
M20008 12/12
Payload Meter III
M20-47
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 recommended 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.
M20-48
Payload Meter III
12/12 M20008
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.
M20008 12/12
Payload Meter III
M20-49
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.
M20-50
Payload Meter III
12/12 M20008
Connector Map
This diagram shows the general location of connectors, terminal boards and miscellaneous connections.
M20008 12/12
Payload Meter III
M20-51
Connectors
M20-52
Payload Meter III
12/12 M20008
PLMIII CHECK OUT PROCEDURE

8. Return to the cab and check the speedometer/
display gauge. The gauge will display the current payload. With the EJ3057 harnesses
attached at the sensor locations, the payload
should be 0.
General Description
The process consists of attaching dummy loads in
place of the suspension pressure sensors and
checking the pressures indicated by the payload
meter. In addition, connecting to the payload meter
using a laptop PC in order to confirm the latest software version and the rest of the inputs and outputs of
the system.
Tools Required
Payload Data Manager software
EF9160 or PC2525 - Download Harness
NOTE: The display can be used to quickly show the

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. The display is
changed by pressing the SELECT button on the
dashboard. The sequence of displays is:
EJ3057 - Harness Str, PLMIII test (4 needed).

Checkout Procedure
1. Attach one EJ3057 harness to the left-front suspension connection box. The red alligator clip
attaches to the 39F circuit at TB42-A. The white
alligator clip attaches to the 39FD circuit at
TB42-B. The EJ3057 acts as a dummy load to
simulate a suspension pressure sensor for the
payload system.
2. Attach one EJ3057 harness to the right-front
suspension connection box. The red alligator
clip attaches to the 39F circuit at TB41-A. The
white alligator clip attaches to the 39FC circuit
at TB41-B.
3. Attach one EJ3057 harness to the left-rear suspension connection in the rear suspension connection box. The red alligator clip attaches to
the 39F circuit at TB61-A. The white alligator
clip attaches to the 39FB circuit at TB61-C.
4. Attach one EJ3057 harness to the right-rear
suspension connection in the rear suspension
connection box. The red alligator clip attaches
to the 39F circuit at TB61-A. The white alligator
clip attaches to the 39FA circuit at TB61-B.
5. In the PLMIII junction box, check the input voltage on circuit 39G between TB45-B and TB45X. This voltage should be 24VDC from the batteries.
6. Turn the key switch ON. The speedometer/display gauge on the dashboard will scroll the
truck type across the lower display. The payload
meter defaults to 930E.
7. In the PLMIII junction box, check the sensor
supply voltage on circuit 39F between TB46-L
and TB45-X. This voltage should be 18VDC
1VDC.
M20008 12/12
PL= Payload
Id= Operator ID
tL= Total Shift Tons
LC= Shift Load Counter
LF= Left Front Suspension Pressure
rF= Right Front Suspension Pressure
Lr= Left Rear Suspension Pressure
rr= Right Rear Suspension Pressure
In= Inclinometer
NOTE: The live displays cannot be cleared and the

SET button will have no effect.
NOTE: The units for the display are controlled by the
configuration of the payload meter. The payload
meter defaults to display metric units, the pressures
will be displayed in tenths of kg/cm2. For example, if
the display shows 202 the actual value is 20.2 kg/
cm2. If the payload meter is set to display short tons,
the pressures will be displayed in psi (lbs/in2). To
convert from kg/cm2 to psi, multiply by 14.2233.
14.2233 psi (lbs/in2) = 1 kg/cm2.
NOTE: The inclinometer displays whole degrees of
incline. Positive incline is when front of truck is pointing up.
NOTE: The gauge will quickly display the type of
information being displayed every 1 minute. For
example, if the left-front pressure is being displayed,
LF= will quickly display every minute. Only the payload display, PL= does not display this information.
Payload Meter III
M20-53
9. Press and hold the SELECT button on the

dashboard. Id= will be displayed. Release
the button and the Operator ID will be displayed. This value should be 0.
dashboard. tL= will be displayed. Release
the button and the total tons will be displayed.
This value should be 0.

dashboard. rr= will be displayed. Release the
button and the right-rear pressure will be displayed. This value should be displayed in metric
units. Refer to Section H4, Suspension Oiling
and Charging Procedures, for the nominal
charging pressure. The acceptable pressure
range varies according to truck model.
dashboard. In= will be displayed. Release the
button and the inclinometer value will be displayed. This value is in degrees. The incline will
depend on how the truck is set during assembly.
Values between 3 are acceptable. It is not
necessary to zero this reading by adjusting the
attitude of the inclinometer in the buddy seat.

dashboard. Lc= will be displayed. Release the
button and the number of loads will be displayed. This value should be 0.
dashboard. Lf= will be displayed. Release the
button and the left-front pressure will be displayed. This value should be displayed in metric
dashboard. rf= will be displayed. Release the
button and the right-front pressure will be displayed. This value should be displayed in metric

dashboard. PL= will be displayed. Release the
button and the current payload will be displayed.
18. Connect a laptop to the PLMIII system. Typically
an EF9160 or PC2525 download cable is used.
Refer to Section D11 for the location of the payload meter connector. The laptop must have the
Payload Data Manager software installed.
19. Run the PC software.
20. From the main menu, select "Connect to Payload Meter".

dashboard. Lr= will be displayed. Release the
button and the left-rear pressure will be displayed. This value should be displayed in metric
M20-54
Payload Meter III
12/12 M20008
21. The Connection Menu will be displayed. Select

"Configure Payload Meter".
22. Confirm that the PLMIII software version

matches the latest available version. As of 26June-06 the EJ0575-5 software version will display as "EJ0575-5". The latest version can be
found at the Komatsu Extranet web site. If the
version does not match the latest indicated on
the internet, download the latest and update the
PLMIII software using the Flashburn software.
See Checkout Procedure Confirmation for more
information.
23. Using the Truck Configuration menu, set the following:
24. Setting the Frame Serial Number.
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
haul cycle database. The field will hold 20 alphanumeric characters.
On the Truck Configuration screen, enter the
frame serial number in the appropriate field.
Press the "Save Changes" button to program the
change into the payload meter.
25. Setting the Customer Unit Number.
NOTE: Most mining operations assign a number to
each piece of equipment for quick identification. This
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.
truck number in the appropriate field.
26. Setting the Komatsu Distributor.
Set the time.

Set the Date to todays date.
Set the Gauge display units to Metric, Short Tons
or Long Tons according to the final destination of
the vehicle. If nothing has been specified, set to
Metric Tons.
Set the truck type to the proper truck model.
Press the Save Changes button to program the
M20008 12/12
NOTE: This field in the haul cycle record can hold the
name of the Komatsu distributor that helped install
the system. Komatsu also assigns a distributor
number to each distributor. This number is used on
all warranty claims. This Komatsu distributor number
can also be put into this field. This number is one of
the key fields used within the haul cycle database.
The field will hold 20 alpha-numeric characters. If the
distributor is not known, enter "UNKNOWN".
On the Truck Configuration screen, enter the distributor name or number in the appropriate field.
Payload Meter III
M20-55
27. Setting the Komatsu Customer.

NOTE: 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 customer. This number is used on all warranty
claims. This Komatsu customer number can also be
put into this field. This number is one of the key fields
used within the haul cycle database. The field will
hold 20 alpha-numeric characters. If the customer is
not known, enter "UNKNOWN"
customer name or number in the appropriate
field.
28. Press "Save Changes" and close the Truck
Configuration screen and the Connection Menu.
29. From the main menu select "Connect to Payload Meter".
30. From the Connection Menu select "Configure
Payload Meter". Confirm that all previous
changes have been saved and close the Truck
Configuration form.
31. From the Connection Menu select "Real Time
Data".
32. Confirm that the suspension pressures are

within range. The nominal value should be 23.4
kg/cm2 (332 psi). Values between 17.6 and 29.2
kg/cm2 (250 and 416 psi) are acceptable.
Record the values displayed.
33. Confirm that the inclinometer is within range
and record the value.
34. Confirm that the body up input is working correctly. Place a steel washer on the body up
switch. The real time data screen should indicate "No". Remove the washer and the real time
data screen should indicate "Yes". The Haul
Cycle State should change to "Dumping".
35. Confirm that the brake lock input is working correctly. Turn the brake lock on using the switch
on the dashboard. The real time data screen
should indicate ON. Turn the brake lock off. The
real time data screen should indicate OFF.
36. Turn on the green payload lights by checking
"Green Light" and pressing the "Set Lights" button. Check to be sure that only the green payload lights on the truck are illuminated.
37. Uncheck the green light and turn on the amber
payload lights by checking "Amber Light" and
pressing the "Set Lights" button. Check to be
sure that only the amber payload lights are illuminated.
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 illuminated.
39. Uncheck all the payload lights and press the
"Set Lights" button. Confirm that all the lights
are off.
NOTE: The weight shown on the real time data

screen is the sprung weight and includes the weight
of the truck. Given the suspension pressure dummy
loads, the nominal value shown should be 101 metric
tons (112 short tons).
M20-56
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
value can be 2 km/h (1 mph). The brake lock
must be off for the PLMIII to recognize speed
input.
41. On the PC, close the Real Time Screen and the
Connection Menu and return to the Main Menu.
Payload Meter III
12/12 M20008
42. Remove the EJ3057 harness from the left front

suspension junction box, TB42-A and TB42-B.
PLMIII CHECKOUT PROCEDURE

CONFIRMATION
43. Wait at least 1 minute, then remove the EJ3057

harness from the left rear connections in the
rear junction box, TB61-B and TB61-C.
Flashburn Programming

harness from the right-rear connections in the
rear junction box, TB61-A and TB61-C.
harness from the right front connections in the
right-front junction box, TB61-B and TB61-C.
46. Wait at least 1 minute.
47. From the main menu of the PC software, press
the "Connect to Payload Meter" button.
48. From the Connection Menu select "Display
Active Alarms". Confirm that the four alarms
displayed occurred in the proper order:
Left-front suspension low
Before beginning, make sure that you have the .kms

file required to program the product and you know
where to find it on your computer.
Programming will reset all the truck configuration
information.
NOTE: Before starting this procedure, record the
Payload Meter configuration information.
This information can be found using the Payload
Data Manager software. After programming, it will be
necessary to restore this information in the payload
meter configuration.
1. Turn off power to the payload meter by turning

the key switch OFF.
2. Start the Flashburn software installed on the
laptop.
Left-rear suspension low

Right-rear suspension low
Right-front suspension low
Flashburn
49. Close all screens and disconnect the laptop

from the PLMIII system.
1. Power
OFF
Before programming, power must be

turned off to the target device. Be sure
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".
M20008 12/12
Payload Meter III
M20-57
4. Confirm the proper communications port for the

programming laptop. This is usually COM 1.
Press NEXT.
Flashburn
1. Power
OFF
Flashburn
1. Power
OFF
2. Select
Port
2. Select
Port
Select the serial communications port to

use between the computer and the
target device. For most computers this
will be COM 1.
3. Select
File
COM 1
4. Power
ON
3. Select
File
Turn on power to the target device. This

will start the programming process.
Comm Port:
COM 1
Filename:
071000A.KMS
Status
Steps
Connection:
Complete
Preparation:
Complete
Programming:
Complete
Verification:
4. Power
ON
Complete
61 %
< Back
< Back
Next >
Cancel
Cancel
7. After successful programming, turn the key

witch OFF.
5. Press BROWSE and select the ".kms" file to
program into the payload meter. Press NEXT.
Flashburn
1. Power
OFF
Select the file that will be used to

program the target device. This file will
end with the ".KMS" extension.
2. Select
Port
Comm Port: COM 1

Filename:
*.KMS
8. Wait 20 seconds and turn the key switch ON.

9. The payload meter will need to be configured as
instructed in the manual using the Payload Data
Manager software on the laptop computer.
Browse
3. Select
File
4. Power
ON
< Back
Next >
Cancel
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.
M20-58
Payload Meter III
12/12 M20008
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
M20008 12/12
Payload Meter III
M20-59
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
M20-60
Payload Meter III
12/12 M20008
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
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 circulation 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 (depending 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 conditions such as engine application, climate, and fuel
quality should be taken into consideration before
determining permissible oil life.
M31004 10/07
FIGURE 31-1. OIL RESERVE TANK

1. Suction Line
2. Remote Fill Line
3. Fill Valve
4. Engine Add Line
5. Fill Switch
6. Air Relief Valve
7. Tank Fill Line
8. Tank Fill Cap

9. Reserve Tank
10. Engine Add Line
11. Pumping Unit
12. Sight Gauge
13. Tank Add Line
M31-3
LED Monitor Light
Operation
Engine oil is circulated between engine oil pan (1,
Figure 31-2) and reserve tank (2) by two electrically
driven pumps (pump 1 and pump 2) within a single
pumping unit (4). The pumping unit is mounted on
the side of the reserve tank. The pump unit is
equipped with an LED monitor light on one side.

Regular pulsing - Pump 2 is returning oil to the
Irregular pulsing - Oil is at the correct running level.
Pump 1 draws oil from the engine oil pan (1) at a preset control point determined by the height of the suction 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 continuously 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)
2. Oil Tank
3. Suction Tube
M31-4
4. Pumping Unit (1 & 2)

5. Air Relief Valve
A. Oil Suction Line

B. Oil Return Line
C. Engine Oil Level
10/07 M31004
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 system. 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)
NOTE: This procedure adds oil to the reserve tank.
1. Connect the pressure supply hose from the new
oil supply to the quick coupler on the truck.
Open valve on supply hose to apply pressure.
FIGURE 31-3. RESERVE OIL TANK

REMOTE FILL
1. Remote Control Box
2. System Switch
3. Start Switch
4. FULL Light
5. VALVE OPEN Light
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.
M31004 10/07
M31-5
SERVICE
Every 500 Hours
Between oil drains, the only normal servicing

required is routine replenishment of oil at the reserve
supply tank. Maintenance of running levels should be
checked routinely; manually before starting the
engine and with the LED system monitor on the
reserve tank pumping unit (11, Figure 31-1) when the
engine is running.
There is also an in-line filter (screen) installed at the
inlet of the fill valve (3, Figure 31-1). This filter
requires no periodic maintenance, but it can be
cleaned by removing it from the system and back
flushing through the filter.
1. Change all engine filters, if applicable.

2. More system failures result from bad electrical
connections than all other causes combined.
Check electrical system connections for tightness, corrosion and physical damage. Check
battery, alternator, oil pressure switch, junction
boxes, remote control fill box and circuit breakers.
3. Examine electrical cables over their length for
possible damage.
4. Small hose leaks can cause system malfunction. 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

engine. Use the engine dipstick.
Every 10 Hours, or once each shift:
1. Drain both the engine sump and the reserve

tank. Refill both engine and reserve tank with
new oil to proper levels.
2. Change engine oil filters as required.
1. Before starting engine, check oil level using the

engine dipstick. Oil level should be in normal
operating range. If not, check the reserve system for proper operation.
2. The engine oil quality will be best if the reserve
tank is kept reasonably full. Check the oil level
in the reserve tank. As a minimum guideline, if
the oil is below the half-full level, fill the tank
manually according to the filler cap dipstick or
by using the automatic fill control method.
3. Start engine and check for proper operation.

NOTE: Do not use the oil in the reserve tank to fill the
engine sump. Both must be at proper level before
starting engine.
The engine oil level should be checked with the
engine dipstick at every shift change. The oil level in
the reserve tank must also be checked at every shift
change using the fill cap dipstick.
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.
M31-6
10/07 M31004
TROUBLESHOOTING
It is important to understand the LED signal for the
pumping unit. It is used primarily to verify that the
system is maintaining the oil level at the level of the
open end of the withdrawal tube in the engine oil pan.
The signal is also a valuable tool in troubleshooting
the system.
When the signal is STEADY (not flashing), pump 1 is
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
from the suction tube which triggers operation of the
pump 2 to operate and transfer oil back to the engine
from the tank (the flashing is actually the pulses of
pump 2). When the oil is at the correct level in the
engine, air and oil are alternatively entering the suction tube, with pump 1 commanding operation of
pump 2 with each portion of air that comes through
the line.
This is a complete test for proper operation of the
pumping unit. This operation can be accomplished
without running the engine by jumping the oil pressure switch that activates the system.
1. If the signal light is STEADY, pump 1 should be
pumping oil. Verify by loosening the hose at
pump 1 outlet to verify that oil is coming through
(pump 1 is marked by a groove on its outlet).
2. Loosen the hose at the inlet of pump 1 to admit
air. Pump 2 should then run and the signal
should be flashing. Verify proper pumping of
pump 2 by loosening the hose at its outlet to
see that oil is coming through.
3. Re-tighten the inlet hose on pump 1. The pump
should again receive oil and the flashing should
stop.
M31004 10/07
NOTE: There is a condition that would show a level

higher than the controlled point. If both the engine
and reserve tank are overfilled, there is no room in
the tank to draw the oil level down in the engine. In
this case, the LED signal would never start
FLASHING because pump 1 is never receiving air. It
will continue to pump oil from the engine to the tank,
but because the tank is full, the oil will be routed back
to the engine via the air relief valve on top of the tank.
There are two explanations for an overfilled tank and

engine:
When the tank is filled to FULL and the engine
is overfilled.
When oil is added directly to the engine between
oil changes. The system transfers the oil to the
reserve tank until it can not receive any more and
the engine remains overfilled. It is, therefore,
important that oil should be added only to the
reserve tank between oil changes (except if the
engine oil level is extremely low).
Circuit Fuse
The reserve system fill control unit is protected by a
15 amp fuse (Fuse Block 2, position 10) located in
the auxiliary control cabinet.
The pump unit is protected by a 15 amp fuse (Fuse
Block 2, position 9) located in the auxiliary control
cabinet.
For circuit information, refer to the system schematic
in the back of the shop manual.
M31-7
SYSTEM ELECTRICAL SCHEMATICS
FIGURE 31-4. FILL SYSTEM SCHEMATIC

1. Fill Valve
2. Oil Level Sensor (top of reserve oil tank)
3. 15 Amp Fuse
M31-8
4. Auxiliary Control Box

5. Ground Wire
6. Remote Fill Control Box
10/07 M31004
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
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
M32002
M32-3
NOTES:
M32-4
M32002
FIGURE 32-1. RETRACTABLE LADDER SYSTEM (LOWERED)

(830E-1AC INSTALLATION SHOWN)
M32002
M32-5

GENERAL SAFETY
LADDER SYSTEM DESCRIPTION
The following safety procedures, at a minimum, must

be followed to ensure safe operation and use of the
Retractable Ladder System (RLS).
The RLS is an electro-hydraulic ladder powered by

the trucks 24VDC electrical system. The RLS provides a safe means to mount and dismount the truck
under normal and emergency conditions. The RLS
consists of two main control components (Refer to
Figure 32-2):
1. DO NOT run or jump on the ladder.

2. DO NOT overload the ladder. Use the ladder
one person at a time.
1. The in-cab control panel is a microprocessor

that controls, monitors, stores and reports ladder system operational data.
3. Hold onto the handrail when using the ladder.

4. Always face the ladder when ascending or
descending.
2. The electro-hydraulic power pack is in a ground

level stainless steel cabinet. It houses the main
control hydraulics and electrical components
that lower and raise the ladder.
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.
8. Keep hands and fingers away from pinch points
while the ladder is in motion.
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 moisture, grease and oil
11. When in the trucks cab, always use the in-cab
control panel to raise the ladder.
12. Report defects
immediately.
to
maintenance
personnel
The RLS also contains wiring harnesses and

Deutsch-style plug connectors, hydraulic hoses and
an emergency down valve.
LADDER SYSTEM OPERATION

Normal Operation
During normal operation, a person can lower or raise
the RLS by using the:
In-cab control panel
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 parking brake interlock that requires the parking brake to
be set before the ladder can be operated under normal 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.
M32-6
M32002
FIGURE 32-2. POWER PACK AND IN-CAB CONTROL PANEL
M32002
M32-7
Emergency Operation
Limit Switch Operation
In an emergency, the RLS ladder can be lowered by

using the emergency down valve (1, Figure 32-3)
mounted on the frame above the left hand side headlight assembly. The emergency down valve relieves
ladder system hydraulic pressure and allows the ladder to smoothly lower to the ground.
The RLS uses an upper limit switch to monitor ladder

position and to ensure the ladder stays in the UP
position while the truck is moving. When the truck is
in motion, the in-cab control panel display screen will
indicate ladder position with text and graphic to the
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 reactivate.
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 ladders 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
IN-CAB CONTROL PANEL
2. Grille
To lower the ladder, rotate the handle on the emergency down valve clockwise. The ladder will lower
smoothly until it reaches the ground.
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
ladder system operational data. The in-cab control
panel provides real time position of the ladder to the
operator.
To reset the ladder, rotate the handle counterclockwise 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.
M32-8
M32002
FIGURE 32-4. CAB CONTROLS (OPERATOR VIEW)

1. In-cab Control Panel
M32002
M32-9
IN-CAB CONTROL PANEL FEATURES

The in-cab control panel features a digital display
screen, command buttons ([UP], [DOWN], [ENTER],
[EXIT], [LEFT], [RIGHT]) for operating the ladder and
navigating through the various menu display
screens, a USB key port and RS 232 port for downloading ladder system operational data to a laptop
computer for troubleshooting. The control panel is
connected to an electrical harness with a 15-pin harness plug. Refer to Figure 32-5.
Digital Display Screen

In-cab control panel display screen (1, Figure 32-5)
provides the user with system status, error/fault messages and a visual indicator of the ladders position
(lowered, raised, in motion).

the ladder to lower. Pressing and releasing this button one time will scroll down one line of menu display, and holding it will result in continuous menu
scrolling.
[ENTER] button (6, Figure 32-5) is a multi-function

button used for ladder system alarm acknowledgement and menu access when in Display Mode. This
button is also used to confirm or accept changes
shown on the display screen. Press this button to
confirm or accept changes listed on the display
screen.
Command Buttons
[UP] button (2, Figure 32-5) is a dual function control
that is used to raise the ladder during normal operation and scroll through the menu displays. Pressing
this button and holding it briefly will cause the ladder
to raise. Pressing and releasing this button one time
will scroll up one line of menu display, and holding it
will result in continuous menu scrolling.
M32-10
[EXIT] button (7, Figure 32-5) is a multi-function button used for ladder system alarm acknowledgement
and menu access when in Display Mode. This button
is also used to exit from the menu screens. Press this
button to exit from menu screens.
M32002
FIGURE 32-5. IN-CAB CONTROL PANEL (FRONT VIEW)

1. Display Screen
2. [UP] Button
3. [DOWN] Button
M32002
4. [LEFT] Button
5. [RIGHT] Button
6. [ENTER] Button
7. [EXIT] Button
8. USB Port
9. 15-Pin Harness Plug
M32-11
[LEFT] button (4, Figure 32-5) is for scrolling left

Ladder System Status

The in-cab control panel shows the ladder system
status/position on the display screen. While the ladder 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

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 system 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

as follows:
The in-cab control panel displays system fault codes

and messages and produces an audible alert signal
when an error or problem has occurred. The system
is programmed to diagnose 25 different types of fault
codes and messages. System faults must be corrected to ensure uninterrupted ladder operation.
Refer to the Diagnostics section later in this chapter
for additional information.
Timing Control
The in-cab control panel automatically controls the
timing of the ladder raise and lower operations.
M32-12
M32002
Ladder System Configuration
Automatic Raising
The in-cab control panel allows only authorized

persons to alter electro-hydraulic timing, boarding
light time-out, screen display time-out, and date/time
settings. Access is password protected to prevent
unauthorized or accidental system changes.
The in-cab control panel automatically raises the ladder if the operator releases the parking brake and
does not press the [UP] button on the control panel
before driving the truck. This is a safety feature to
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 3,000point data log capacity is built into the panels nonvolatile 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 message will automatically be displayed on the control
panel. Refer to the Servicing section later in this
chapter for additional information.
M32002
M32-13
USING THE IN-CAB CONTROL PANEL
Raising the Ladder
While the ladder is in motion, the direction (up or

down) can be changed by pressing the opposite
direction ([UP] or [DOWN]) button on the control
panel.
The ladder will typically be in the lowered position on

a stationary truck. The in-cab control panel will indicate that the access is DOWN, as shown here:
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 operators cab, always use the [UP]

button on the control panel to raise the ladder
instead of releasing the parking brake. The automatic operation of the ladder when the parking
brake is released is an emergency feature only.
DO NOT release the parking brake to raise the
ladder as part of normal operation.
To raise the ladder, press and hold (temporarily) the

[UP] button located on the in-cab control panel. The
illustrated ladder on the screen will animate and
begin to rise to the UP position and the UP arrow (on
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 position and strikes the limit switch, the control panel will
indicate that the access is UP, as shown here:
M32-14
M32002
The RLS power pack will continue to operate for

three more seconds to charge hydraulic accumulator
(15, Figure 32-9). During this time, the UP arrow will
continue to flash until the cycle is complete.
The RLS uses a limit switch to monitor ladder travel
to the UP position. If the ladder fails to strike the limit
switch or the limit switch fails to close, a fault alarm
will activate after a short delay and the in-cab control
panel will display this message, as shown here:
Lowering the Ladder

ladder can be lowered.
To lower the ladder, press and hold (temporarily) the
[DOWN] button located on the in-cab control panel.
The illustrated ladder on the screen will animate and
begin to lower to the DOWN position and the
[DOWN] button will flash.
When the ladder has reached its lowered travel position, the control panel will indicate that the access is
DOWN, as shown here:

a FAULT IN SYSTEM message. A defective limit
switch will prevent normal RLS operation and must
be corrected immediately.
M32002
When the ladder is completely lowered, the [DOWN]

button will remain lit continuously.
M32-15
USING THE GROUND LEVEL CONTROL

BOX
Ground level control box (1, Figure 32-6) is located
next to the battery isolation box and contains toggle
switch (2) that lowers and raises the ladder.
ladder can be lowered. If toggle switch (2) is held in
either position for more than ten seconds, a fault will
be activated and will need to be acknowledged by
pressing either the [EXIT] or [ENTER] buttons
located on the in-cab control panel.
Raising the Ladder

To raise the ladder, push toggle switch (2, Figure 326) to the LADDER UP position and release. Ladder
operation via this switch is the same as using the incab control panel. Any ladder movement will be
Lowering the Ladder
To lower the ladder, push toggle switch (2, Figure 326) to the LADDER DOWN position and release. Ladder 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
M32-16
2. Toggle Switch
M32002
POWER PACK OPERATION

The power pack is a ground level stainless steel cabinet that houses the main control hydraulics and electrical components. It uses 24VDC from the trucks
electrical system to lower and raise the ladder. Refer
to Figure 32-8 and Figure 32-9.
When the ladder is raised, 24VDC motor (14,
Figure 32-9) operates and directional control valve
(5) moves to the UP position. RLS hydraulic pressure
is controlled by pressure relief valves (13). Maximum
system operating pressure is set at 17 000 kPa
(2,466 psi), but the systems 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.
When the ladder is lowered, directional control valve

(5, Figure 32-9) will change to the DOWN position
and 24VDC motor (14) begins to lower the ladder.
The power pack will cut-off at a predetermined length
of time and the ladder will continue to lower under its
own mass controlled by flow control valve (6) [metering out].
An added feature of the power pack is a thermostatically-controlled heater installed on fluid reservoir (11)
to heat RLS fluid in cold weather operation. Refer to
Figure 32-7.
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 pressure 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 control panel will display an error message that will have
to be acknowledged.
a FAULT IN SYSTEM message.
M32002
M32-17
FIGURE 32-8. POWER PACK (EXPLODED VIEW)
M32-18
M32002
FIGURE 32-8. POWER PACK (EXPLODED VIEW)

1. Cover
2. Stauf
3. Electrical Cover Plate
4. Flat Washer
5. Nut
6. Mount Plate
7. Control Unit
8. Cap Screw
9. Rubber Mount
10. Solenoid
11. Washer
12. Screw
13. Bolt
14. Lifting Lug
15. Nut
16. Motor
17. Spline Coupling
18. Motor Mount
19. Bolt
20. Spring Washer
21. O-Ring
22. Shaft Seal
23. Pump Assembly
M32002
24. Suction Cover

25. Flat Washer
26. Spring Washer
27. Cap Screw
28. Cap Screw
29. Hose Clamp
30. Suction Filter
31. Suction Pipe
32. Breather
33. Swivel
34. Set Screw
35. Flat Washer
36. P-Clamp
37. Flat Washer
38. Nut
39. Breather Hose
40. Swivel
41. Breather Flow
42. Bolt
43. Spring Washer
44. Cap Screw
45. Cap Screw
46. Manifold Assembly
47. Pipe Kit

48. Return Pipe
49. O-Ring
50. Oil Heater
51. Sight Glass
52. Plug
53. Elbow
54. Hydraulic Tank
M32-19
FIGURE 32-9. POWER PACK (ASSEMBLED VIEW)

1. Power Pack
2. 24VDC Motor Solenoid
3. Hydraulic Node w/ Isolation
Switch
4. Harness Cover Plate
5. Directional Control Valve
6. Pilot Stage Relief
M32-20
7. Test Points
8. Sight Glass
9. Mount Plate
10. Oil Heater
11. OIl Reservoir
12. Hydraulic Manifold
13. Adjustable Flow Regulator
14. 24VDC Motor

15. Hydraulic Accumulator
16. Cabinet Door
17. Tank Breather
18. Accumulator Bleed Valve
M32002
MAINTENANCE
4. Prevent dirt or debris from entering the system

by plugging or capping disconnected lines.
Safety During Maintenance

Before attempting to service or perform maintenance
on the ladder system, all personnel must be familiar
with the hazards and precautionary steps required.
Servicing or maintaining the ladder must only be performed by qualified and authorized personnel.
5. DO NOT use the electrical harness or hydraulic

lines as a step.
6. DO NOT activate the ladder system unless the
relief valve is in place.
7. DO NOT use your hand to check for hydraulic
leaks. Serious injury will result. If a high-pressure injection injury is suspected, seek medical
treatment immediately.
8. Always wear proper eye protection while servicing or performing maintenance on this equipment.
Follow all applicable worksite isolation and tagout procedures before attempting to service or
perform maintenance on this equipment. Failure
to properly isolate the ladders energy sources,
electricity and hydraulics may lead to personal
injury or death.
At a minimum, the following steps are to be followed
while servicing or maintaining this equipment:
1. Always isolate the electrical power from the ladder system, unless it is required for testing or
adjusting purposes, before attempting any electrical or mechanical work on the ladder. Failure
to properly isolate the ladders 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
electrical power and hydraulic supply have
been isolated and the hydraulic lines have been
depressurized. Ensure the system is depressurized by checking a gauge connected to the
immediate line or equipment by opening a test
valve, or by noting that a line is already disconnected. DO NOT bleed a pressurized line by
loosening a fitting.
3. Check the ladders electrical harness, wiring
and hydraulic lines for damage or wear on a
regular basis. Ensure replacement hydraulic
lines are the same quality and length as the
original.
M32002
Unplanned Ladder Movements

During maintenance, the RLS can automatically raise
the ladder if the trucks parking brake is released.
This is normal operation for the ladder system. However, unplanned ladder movements pose potential
risk of injury to maintenance personnel.
NOTE: These circumstances would not apply to an
RLS with its hydraulic system powered from the
trucks hydraulic system unless the trucks system is
pressurized.
Automatic Ladder Raising

Inadvertent raising of the ladder will occur if the parking brake is released and:
Power has not been isolated from the RLS power
pack, or
Power is restored to the RLS power pack after
previously being isolated.
To prevent this unplanned ladder movement, do the
following:
Isolate electrical power from the RLS before
releasing the parking brake.
Reset the parking brake
electrical power to the RLS.
before
restoring
M32-21
Automatic Accumulator Recharging (Ladder in

UP position)
Hydraulic accumulator (1, Figure 32-10) ensures the
ladder is held in the fully raised position. However,
pressure loss can occur mainly due to external leaks
in hydraulic lines and fittings. The RLS will automatically activate the power pack and recharge the accumulator. Refer to Figure 32-10.
While the RLS hydraulic pressure is low, the ladder

may move a short distance from its upper limit. The
RLS will sense this movement and reposition the ladder while the accumulator is being charged. Ladder
movement is sudden and forceful. Accumulator
recharging occurs normally when the truck is being
operated. When the truck is stopped and the parking
brake is applied, no recharging will occur.
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 inadvertently 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
M32-22
M32002
PREVENTIVE MAINTENANCE PROCEDURES

Use the following maintenance procedures to ensure
proper retractable ladder system operation.
Daily Inspection
1. Visually inspect the ladder for mechanical
damage. If movement is impaired in any way,
the assembly must be removed for repair.
2. Visually inspect for cleanliness. Ensure the
ladder is dry and free of grease and oil.
3. Ensure the correct oil level is maintained in the
reservoir, approximately center of the sight
glass.
4. Raise and lower the ladder. Check for loose
parts or any adverse noise conditions.
6. Ensure the control box is properly sealed and

free of moisture.
7. Check the truck electrical supply. With the
engine on, the alternator supply voltage to the
ladder system controls must not exceed
30VDC. With the engine off, the battery supply
voltage must not fall below 21VDC.
NOTE: If the battery voltage drops below 21VDC or
exceeds 30VDC, damage to the systems electronic
components may result. 24 to 28VDC is required for
proper ladder system operation.
8. Check all electrical connections in the RLS circuit for security.
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
stability of the ladder system.
Ensure the area is clear of equipment and personnel prior to this check.
250 Hour Inspection

1. Check for loose or missing hardware, especially
those securing the ladder to the truck.
2. Operate the ladder through its complete cycle
two times and check for:
a. Adverse noise conditions.
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
deposits of foreign materials, such as dirt, mud,
or debris, that could effect the proper operation
of the ladder.
4. Check the range of functions of the ladder
system, including remote switches and parking
brake interlock. Ensure the LED on the remote
switch, as well as the audible alarm, indicate
correctly during each cycle.
5. Check the condition of all wiring and electrical
harnesses, inside and outside of the stainless
steel control box, for physical damage.
M32002
9. Check the parking brake function by releasing

the parking brake with the ladder in the DOWN
position. The ladder must raise.
10. Visually inspect all hydraulic lines and fittings for

leaks. Repair any leaks.
Ensure covers are used when maintenance is

performed on the hydraulics system to prevent
dirt and debris from entering the system.
11. Ensure the correct oil level is maintained in the
reservoir. Refer to Check Reservoir Oil Level for
more information.
5000 Hour Inspection
1. Complete the 250 Hour Inspection.
2. Drain, flush and re-fill the hydraulic oil reservoir.
Refer to Changing RLS Fluid.
M32-23
SERVICING
Changing RLS Fluid
Check Reservoir Oil Level
Hydraulic oil becomes contaminated over time and

this may impact RLS operation. Therefore, it is recommended that the oil in the RLS be changed at
least once a year. During oil replacement, it is recommended that the reservoir be flushed to remove any
debris that may have accumulated in order to avoid
contaminating the new oil.
Ensure that all necessary safety guidelines have

been observed before attempting to check the oil
level in oil reservoir (4, Figure 32-11). In addition,
ensure the ladder is in the fully lowered position.
Visually check all hydraulic oil lines and fittings for
leaks. DO NOT top-off the ladders oil reservoir if
leaks are found. Replace defective parts and repair
any leaks that are found. After all leaks have been
repaired, service the reservoirs oil level.
NOTE: It is recommended that any hydraulic oil to be
used for filling or adding to the hydraulic system
should be routed through a 3-micron filter device
prior to use.
To change the RLS hydraulic oil:

1. Remove the plug from fill port (2, Figure 32-11).
2. Remove oil heater (3) from reservoir (4) and
allow the oil to drain into an acceptable container. DO NOT damage the heating end of the
oil heater.
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
2. Fill Port
3. Oil Heater
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.
M32-24
M32002
Cleaning the RLS

Depending on the operating environment, the RLS
should be cleaned frequently to extend the life of the
equipment and to lessen the risk of personal injury
during use.
Diagnostic information is accessible to the user in

four ways:
1. Continuous System Monitoring
Real time RLS status is available via the in-cab
control panel display. Current ladder position
(UP, DOWN, GOING UP or GOING DOWN)
and system faults and/or errors are clearly displayed 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 uncontrolled 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 highpressure spray equipment at or near the RLS
power pack, actuator box, bearings or electrical
harnesses. Moisture introduced into the electrical harnesses may result in uncontrolled ladder
movement.
RLS DIAGNOSTICS
2. Historic System Data Review

The last 50 logged RLS events can be viewed
directly from the in-cab control panel display.
Each entry is time and date stamped for easy
identification. No user ID password is required
for this function.
Description of Diagnostics Features

As mentioned earlier in this chapter, the in-cab control panel monitors, stores and reports RLS operational 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.
M32002
M32-25
3. Comms Integrity Monitoring

The Diagnostics menu option is accessed from
the Controller Menu area of the In-Cab Display.
A comprehensive list of system events can be
viewed directly on the display providing additional fault finding capabilities. All events are
listed as either active or inactive for ease of
identification. This function also monitors system communications integrity between the InCab 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 percentages 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 computer. The file can then be translated into a
usable Microsoft Excel file using the Microsoft
Excel interface provided on the USB key supplied 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
overwritten when the log is full, providing a continuous bank of data available for review at any
time. No User ID password is required for this
function.
M32-26
Continuous System Monitoring

Real time identification of the current ladder position
is available via the animated ladder graphic and
accompanying text on the in-cab control panel display. The following illustrations indicate a ladder in
motion going up (raising) and going down (lowering).
While the ladder is in motion, the applicable [UP] or
[DOWN] button on the control panel will flash.
When the ladder has reached the raised or lowered

positions, the animated graphic will stop moving and
the text UP or DOWN will appear on the display
screen. Once the ladder has completed its motion
cycle and is either in the up or down position, the
applicable [UP] or [DOWN] button on the control
panel will remain lit continuously.
M32002
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 incab control panel and the main controller in the
power pack. To access this screen:
1. Press the [ENTER] or [EXIT] buttons on the incab control panel.

2. From the CONTROLLER MENU screen, use
the [DOWN] button to scroll to Show Recent
Logs and press the [ENTER] button.
3. To view each entry, use the [DOWN] button to
scroll.

the [DOWN] button on the in-cab control panel
to scroll down to Diagnostics and press the
[ENTER] button.
2. Use the [DOWN] button to scroll to DIAGNOSTICS and press the [ENTER] button. A comprehensive 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
internal battery will require charging. Charge times
are as follows:
Standby Time (Fully Charged) 3 Weeks
Time to fully Charge 5 Hours
Minimum Charge Time 1.5 Hours
NOTE: This battery status only affects Time and
Date settings. IT DOES NOT AFFECT NORMAL
LADDER, STAIRWAY OR STEP OPERATION.
If intermittent, unreliable operation of the ladder,

stairway or step access system is experienced, a
check of the Comms Integrity entries is recommended. For a healthy system, the percentages
should be no lower than 80%.
If the percentages fall below this prescribed value,
the possible symptoms will be:
Intermittent communications errors shown on the
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 information following the Comms Integrity displayed val-
These listings are:
M32002
When the logs were last cleared.
M32-27
The percentage of the logging space currently

being used. A total of 3,000 logging entries are
available.
3. The message Please insert a USB key will

then be displayed.
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 incab control panel.
4. Insert a USB key in the slot on the right hand

side of the in-cab control panel.

the [DOWN] button to scroll to Upload Logs to
USB and press the [ENTER] button.
M32-28
M32002
5. The logged data will begin to download automatically once the USB key is inserted. Download progress is displayed as an incremental
percentage value.
SECURITY ACCESS LEVELS

The software program driving the In-Cab and
Hydraulic Control Nodes is factory configured for
proper RLS operation. If it becomes necessary to
adjust any timing parameters through the In-Cab
Control Panel access will be required to the Controller Config menu option.
To avoid the possibility of accidental or detrimental
changes to timing parameters, graded levels of security 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:
6. When the download is complete, press the

[ENTER] or [EXIT] buttons to confirm the data
transfer and remove the USB key. Data can
now be transferred to a PC or laptop computer
for review.
View ladder, stairway or step setup (System

Settings)
Upload logs to USB
View recent log entries
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.
M32002
M32-29
User Access Privileges

PARAMETER
DESCRIPTION
ACCESS LEVEL
Vehicle ID
15 character vehicle identifier
RESTRICTED
Ladder type
SINGLE action or DOUBLE action ladder

(Double Swing Ladder only)
RESTRICTED
UP movement time for

Ladder UP
Maximum length of time for Ladder UP movement

(1-300 sec) Default 18 secs
RESTRICTED
IN movement time for

Ladder UP
(Swing Ladder only)
Length of time for Ladder IN movement (1-300 sec)

Default 6 secs
RESTRICTED
DOWN movement time for Length of time for Ladder DOWN movement into cradle
Ladder UP
(Swing Ladder only)
RESTRICTED
UP movement time for

Ladder DOWN
(Swing Ladder only)
Length of time for Ladder UP movement out of cradle

RESTRICTED
OUT movement time for

Ladder DOWN
(Swing Ladder only)
Length of time for Ladder OUT movement (1-300 secs)

Default 6 secs
RESTRICTED
DOWN movement time for

Ladder DOWN
(Swing Ladder only)
Length of time for Ladder DOWN movement driven by

power pack (1-300 sec) Default 10 secs
RESTRICTED
DOWN movement time for

Ladder DOWN
Length of time for Ladder DOWN movement driven by

power pack (1-300 sec) Default 2.5 secs
RESTRICTED
DOWN run-on time for

Ladder DOWN
Length of time for Ladder DOWN movement without

power pack (1-300 sec) Default 4 secs
RESTRICTED
Wiring Set Up
Configure the switching status for the

Park Brake NO/NC
E Stop NO/NC
Inhibit connected Yes/No
RESTRICTED
Boarding Light
Length of time for boarding light to switch on after

ladder movement initiated. Default 30 secs
RESTRICTED
Menu timeout
Period of time without human input after which the

display reverts to the main screen. Default 300 secs
RESTRICTED
Screen timeout
Period of time without human input after which the

display switches off and user information is cleared.
Default 600 secs
RESTRICTED
Buzzer time
Frequency of buzzer beeps for fault reminder.

Default 60 secs
RESTRICTED
Cabin Lockout
If set to ON, user can only initiate a ladder movement

from a remote control switch panel. If OFF, user may
initiate a ladder movement from the cabin controller.
RESTRICTED
Date and Time
Used for synchronizing data log
RESTRICTED
Power Pack Timings
Power Pack on-time for accumulator recharge

COMPLETE
Power Pack Timings
Power Pack on-time for accumulator recharge after

ladder UP (1-300 sec) Default 3 secs
COMPLETE
M32-30
M32002
PARAMETER
DESCRIPTION
ACCESS LEVEL
User Setup
In addition to the built-in Master User who has

COMPLETE access, three additional users may be
configured.
COMPLETE
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

settings
COMPLETE
Level 1 Service Interval
Number of Access System operations before Level 1

service prompt is displayed on screen
COMPLETE
Level 2 Service Interval
Number of Access System operations before Level 2

service prompt is displayed on screen
COMPLETE
Overdue Interval
Number of operations after Level 1 and Level 2 service

prompts appear before a Service Overdue fault is
logged
COMPLETE
USER ID PASSWORD
Allowance has been made for up to four, separate
User ID accounts to be configured and managed in
the RLS In-Cab Control Panel. A Master User ID is
pre-configured to allow one user Complete Level 3
Access and a second User (User 1) Restricted Level
2 Access. As with all User ID access a valid password must be input before access is granted. To
access this screen:
1. From the In-Cab Control Display Mode press
either the [ENTER] or [EXIT] buttons to move to
the CONTROLLER MENU as shown below.
2. Use the [DOWN] button to scroll to CONTROLLER CONFIG and press [ENTER].
A valid User ID can now be entered. A valid User ID
should consist of up to 6 letters, numbers and/or
characters from the options shown in the Password
Character table. Use the [UP] and [DOWN] buttons
to scroll through the list. After selecting the correct
value for a password field, use the [RIGHT] button to
scroll to the next field until complete. Use the [LEFT]
button to scroll back through the fields. When the
password fields are set, press [ENTER] to accept.
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
M32002
M32-31
USER ID NEW USER SETUP
SYSTEM FAULTS
Once access to the CONTROLLER CONFIG options

is complete a series of menu options will be available. To view currently set User IDs (including the
Master User) or add a new User ID:
The in-cab control panel is programmed to display,

record, store and diagnose 25 different types of
faults. Faults must be acknowledged and corrected
to ensure uninterrupted ladder operation.
1. Use [DOWN] button to scroll to USER SET UP

and press [ENTER]. To add a new User ID, use
[DOWN] button to scroll to the next unassigned
User ID (from new this will be User 2) and
assign the password using the same method as
that used to enter the password to access the
CONTROLLER CONFIG interface.
In addition, every normal ladder request is logged. A

maximum of 3,000 log entries may be stored before
data is overwritten. Every detectable fault type is
classified as either high or low priority.
2. After entering the new User ID password press

[ENTER].
A low priority fault will result in a buzzer sounding

at regular intervals.
Another window will open with a prompt to either

[SAVE] the changes or [EXIT] without saving.
NOTE: The Master User password is fixed and cant
be changed. For added security the User 1 default
password should be changed as the default is listed
in this manual. Copies of any assigned passwords
should be stored in a secure place to avoid loss as
the result of personnel moving to new positions or
mine sites.
A high priority fault will result in a continuous

alarm on the in-cab control panel.
All system faults (excluding high or low voltage

detected with the ladder at rest) require user
acknowledgement. A message will be displayed on
the control panel display screen listing all faults in
order of priority. All alarm conditions must be
acknowledged by pressing the [EXIT] or [ENTER]
buttons on the in-cab control panel.
If a fault condition exists after being acknowledged
(for example, the pump coil remains disconnected), a
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 ladder 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.
M32-32
M32002
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
System Response
The in-cab control panel will display a fault message and list all of the faults in order of
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 initiated.
Operator
Acknowledgment
Required?
Yes.
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.
Operator Alerting
System Response
priority.
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
Acknowledgment
Required?
M32002
Yes.
M32-33
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 output.
Possible Cause(s)
May be caused by a failure of the dtente solenoid coil driver or pump solenoid, or
poor wiring.
Operator Alerting
System Response
priority.
Resulting Problem(s) Any current ladder movement will be stopped, new ladder movements cannot be initiated. 10A fuse in power pack may blow.
Operator
Acknowledgment
Required?
Yes.
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.
Operator Alerting
System Response
priority.
The in-cab control panel sound provide a continuous alarm.
Resulting Problem(s) None.

Operator
Acknowledgment
Required?
M32-34
Yes.
M32002
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 damage to the controller.
Operator Alerting
System Response
priority.

Operator
Acknowledgment
Required?
Yes.
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.
Operator Alerting
System Response
priority.
Resulting Problem(s) Boarding Light or Ladder Moving Contact will not be operated. 15A fuse may blow.
Operator
Acknowledgment
Required?
M32002
Yes.
M32-35
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.
Operator Alerting
System Response
priority.
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
Acknowledgment
Required?
Yes.
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 Alerting
System Response
priority.

Operator
Acknowledgment
Required?
M32-36
Yes.
M32002
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 timing parameters.
Possible Cause(s)
A fault with the limit switch or wiring to the limit switch.
Operator Alerting
System Response
priority.
Resulting Problem(s) Ladder, stairway or step operation continues but the UP limit switch is disregarded; all
ladder movement is controlled with timers.
Operator
Acknowledgment
Required?
Yes.
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.
Operator Alerting
System Response
priority.
Resulting Problem(s) None (until oil level is too low for operation).
Operator
Acknowledgment
Required?
M32002
Yes.
M32-37
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 ladder movement.
Possible Cause(s)
Often caused when the truck is under an electrical load (for example, cranking for ignition) while the ladder is moving.
Operator Alerting
System Response
priority.
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
Acknowledgment
Required?
Yes.
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 prevent use.
Possible Cause(s)
Often caused when the truck is under an electrical load (for example, cranking for ignition).
Operator Alerting
System Response
priority.

Operator
Acknowledgment
Required?
M32-38
No.
M32002
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 prevent use.
Possible Cause(s)
May indicate the trucks alternator is not functioning correctly.
Operator Alerting
System Response
priority.

Operator
Acknowledgment
Required?
No.
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 terminals toggle switch is held in
either the UP or DOWN position for more than 10 seconds. The logged event and displayed 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.
Operator Alerting
System Response
priority.
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
Acknowledgment
Required?
M32002
Yes.
M32-39
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 Alerting
System Response
priority.

Operator
Acknowledgment
Required?
Yes.
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.
Operator Alerting
System Response
priority.
The in-cab control panel will sound a buzzer spaced at regular intervals.

Operator
Acknowledgment
Required?
M32-40
Yes.
M32002
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 operations. If the service has been completed then the service request has not been cleared
from the system.
Operator Alerting
System Response
priority.

Operator
Acknowledgment
Required?
Yes.
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 Alerting
System Response
priority.

Operator
Acknowledgment
Required?
M32002
Yes.
M32-41
DATA MANAGEMENT
To review the downloaded log data from the in-cab
control panel, there is a Microsoft Excel interface
loaded on the USB key supplied with the RLS unit.
The data is presented in summary view and as the
complete log. The interface allows additional sorting
of the complete log for custom report development.
Log Files
Even though the log files can be stored on the USB
key supplied with the RLS unit, it is recommended
that the log files be transferred to a laptop computer
or PC for long-term file management. The standard
file created on the USB key during data download
has the following filename and format:
For example, a typical filename could be

08072302.RLS, which is the 2nd .RLS file created on
July 23, 2008.
It is important that the correct date and time are set
on the in-cab control panel for the following reasons:
The year, month and day information used in the
filename is taken from the on-board clock.
The logs are time and date stamped to provide
an accurate real time record of ladder system
events. To be of value in troubleshooting faults,
the logs must correlate with the actual events.
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.
M32-42
M32002
Generating Reports
Once the .RLS files have been retrieved, they need
to be translated into a usable format.
The Microsoft Excel file Komatsu_RLS_1V40.xls is
loaded on the USB key supplied with the RLS unit.
This interface will generate reports from the .RLS
files.
1. Open the Komatsu_RLS_1V40.xls file directly

from the USB key or from a stored location on a
laptop computer or PC.
NOTE: The file Komatsu_RLS_1V40.xls contains a
macro which will generate a Windows Security
Warning when opened. The Enable Macros option
(Office 2003) or Enable this content option (Office
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:
M32002
M32-43
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.
M32-44
M32002
4. After clicking the [Load File] button, the Clear

Data First? message will appear. Click [Yes] to
clear previously-loaded data from the spreadsheet.
5. From the File Open window, browse to the .RLS

file location, choose the required file and double-click or click the [Open] button to open the
file in the Komatsu_RLS_1V40.xls interface.
M32002
M32-45
6. The file should open at the Summary Report

Page as shown in the figure below. This report
presents a summary of the current RLS timing
Settings, General system timings, RLS Error
Counters (all events as indicated at the in-cab
control panel) and time and date stamped Log
Information.
M32-46
The tabs located at the bottom of the currently

opened worksheet provide access to the three available
worksheet
data
selections
in
the
Komatsu_RLS_1V40.xls interface. These are the
Home page, Report page and Log Data page as
shown in the figure below.
M32002
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.
M32002
M32-47
8. To preview specific events easily, use the Highlight 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.
M32-48
M32002
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 system events and the Comms Integrity of the system
displayed as a percentage.
M32002
M32-49
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
Password access to change the
System Settings
To return to MAIN ACCESS DISPLAY

press the [EXIT] button.
Show Recent Logs

Displays the 50 latest events
time & date stamped
ENTER USER ID
Enter password for access. Use
the arrow keys to select.
To change a Controller Configuration Option, use the [UP] and
[DOWN] buttons to set an alpha numeric code or make a selection (the
[LEFT] and [RIGHT] buttons will move the cursor across the fields).
When complete, press [ENTER] to accept.
CONTROLLER CONFIG OPTIONS
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

Allows the download of the data
log via USB Key
Wiring Setup (Set INHIBIT, E STOP, PARK BRAKE Relays)

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
Displays a summary of Events
and Comms Integrity
Ph: +555-555-1212
Displays Komatsu Contact
Details
Boarding Light (Adjust BOARDING LIGHT ON TIMING in 1 sec increments)

Display Options
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)
In Cab Lock (Set IN CAB Lockout to ON or OFF)
User Set Up (View Password Access for the Master User and Restricted User 1
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
M32-50
M32002
MAIN ACCESS DISPLAY


press the [ENTER]
or [EXIT] buttons
CONTROLLER MENU
Options
To view the Recent Logs, use the [UP] and [DOWN] buttons to scroll through the
logged data for the last 50 entries.
SHOW RECENT LOGS OPTION
System Settings
System Settings
Controller Config
System Settings
Show Recent Logs

time & date stamped
Upload Logs to USB

log via USB Key
Diagnostics
and Comms Integrity
CONTACT DETAILS
For Technical assistance,
call:
+555-555-1212
Or visit
www.abc123.com
for contact details
The Contact Detail information is displayed as

shown in the text box to the left. Should you
require technical assistance you can call
Komatsu using the displayed number.
Use the [DOWN] button to scroll to

Ph Number then press [ENTER]
Ph: +555-555-1212
Details

NOTE: The Technical Assistance contact phone number can be changed

through Controller Config. Password access will be required to enter the
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
M32002
M32-51
MAIN ACCESS DISPLAY


press the [ENTER]
or [EXIT] buttons
CONTROLLER MENU
Options
System Settings
System Settings
To view the current Recent Logs press the [UP] or [DOWN] buttons to scroll through
the logged data for the last 50 entries
SHOW RECENT LOGS OPTIONS
Controller Config
System Settings
Upload Logs then
press [ENTER]
Show Recent Logs

time & date stamped
50 LATEST EVENTS
1/50, 19/06/2008
14:31:34 Access Sys
Raised by Command
2/50, 19/06/2008
16:55:23 Access Sys
Lowered by Command
The Recent Log information is displayed as shown in

the text box to the left with two time and date stamped
vents being displayed simultaneously. Scrolling down
will drop the top event and display the next two events.

Upload Logs to USB

log via USB Key
Diagnostics
and Comms Integrity
Ph: +555-555-1212
Details
NOTE: The log is a rolling log. When full, it overwrites the earliest logged data.
The actual data log capacity is 3,000 data points and is stored in a non-volatile
memory providing a continuous bank of time and date stamped data available
for download to a USB Key.
FIGURE 32-14. Control Panel Menu Structure - Show Recent Logs
M32-52
M32002
MAIN ACCESS DISPLAY


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 OPTIONS

Upload Logs then press [ENTER]
ID (displays vehicle number if set)
Single or Double Action System (double action Swing Ladder only)
System Settings
System Settings

Controller Config
System Settings
Show Recent Logs

time & date stamped
Upload Logs to USB

log via USB Key
System IS - (Displays current ladder position Up or Down)

In Cab Lock - On or Off (default set to OFF)
Solenoid ON Times
System UP
UP (default set at 18 seconds)
IN (default set at 3 seconds) (Swing Ladder Only)
DOWN (default set at 3 seconds) (Swing Ladder Only)
System DOWN
UP (default set at 3 seconds) (Swing Ladder Only)
OUT (default set at 3 seconds) (Swing Ladder Only)
DOWN (default set at 4 seconds)
RUN ON (default set at 10 seconds)
Power Pack ON Times
Acc Recharge (default set at 3 seconds)
System UP (default set at 3 seconds)
Boarding Light (default set at 30 seconds)
Menu Timeout (default set at 300 seconds)
Screen Timeout (default set at 600 seconds)
Diagnostics
and Comms Integrity
Buzzer Pause (default set at 60 seconds)

NOTE: All System Settings are User adjustable - see Controller Config
Ph: +555-555-1212
Details
FIGURE 32-15. Control Panel Menu Structure - System Settings
M32002
M32-53
MAIN ACCESS DISPLAY


press the [ENTER]
or [EXIT] buttons
CONTROLLER MENU
Options
System Settings
System Settings
Controller Config
System Settings
Show Recent Logs

time & date stamped
To Upload Logs to USB, a USB Key will be required and is placed in the
port on the lower right hand side of the In Cap Control Panel. Only insert
the USB Key once the on screen prompt indicates to do so.
UPLOAD LOGS TO USB OPTION
Transferring data to
USB key: X% complete
USB Processing
Complete
Enter/Exit to confirm
USB Device found,

Initializing transfer
After inserting the USB Key the data

transfer is automatic through the
following three screen displays. On
completion, press the [ENTER] or
[EXIT] buttons to confirm the download.
Please Insert a USB

Key
USB data transfer

Failed,
General Error
Error Code: 12
Enter/Exit to Confirm
After pressing the [ENTER] button the

display above should appear. Insert the
USB Key into the USB port.
If there is no response to this screen

prompt, the option will time out and
the error message above will appear.
Use the [DOWN] button to scroll

to Upload Logs
then press [ENTER]
Upload Logs to USB

log via USB Key

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
M32-54
M32002
MAIN ACCESS DISPLAY

Displays current ladder/stairway status

press the [ENTER]
or [EXIT] buttons
CONTROLLER MENU
Options
System Settings
System Settings
To view the current System Settings press the [UP] or [DOWN] buttons
to scroll through the options
DIAGNOSTICS RECORDS OPTIONS

Controller Config
System Settings
Show Recent Logs

time & date stamped
Upload Logs to USB

log via USB Key
Active Events (A comprehensive list of system events indicated whether currently active or inactive). Comms Failed, 10A Fuse Blown, 15A Fuse Blown,
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 Relay Failed, Ladder Off Limit, Did Not Reach Limit, Stay on Limit, Low Oil Level
[Future Inclusion], Under Voltage at Command, Under Volts, Over Volts, Top
Remote UP Held, Top Remote DOWN Held, Low Remote UP Held, Low Remote DOWN Held, Pressure Recharge > 1 Hour, Raised by Park Brake, L1
Service Overdue, L2 Service Overdue.
Comms Integrity (Monitors system communications integrity between the InCab 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 percentages should be no lower than 80%). Time intervals displayed are 30 seconds, 15 minutes, 4 hours and 24 hours.
Log Last Cleared (Displays the date when the log was last cleared)

Diagnostics then press [ENTER].
Diagnostics
and Comms Integrity
Total Log Space (Displays the log storage space remaining as a percent)
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 operations before Service Level 1 Indicator is activated)
Operations Until L2 Service Due (Displays the remaining access system operations before Service Level 2 Indicator is activated)

Ph: +555-555-1212
Details
FIGURE 32-17. Control Panel Menu Structure - Diagnostics
M32002
M32-55
NOTES:
M32-56
M32002
SECTION M33
CAMERA SYSTEM
INDEX
CAMERA SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-2
CAMERA SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-2
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-2
Camera Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-3
CAMERA MONITOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-4
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-4
CAMERA CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-5
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-5
Camera Controller Pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-5
CAMERA SWITCHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-6
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-6
CAMERA SYSTEM SETUP AND CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . M33-7
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-7
STEP 1 - Switch Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-7
STEP 2 - Monitor Settings System Settings to DEFAULT: . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-7
STEP 4 - Monitor Settings - System Settings Unique . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-9
STEP 4 - Monitor Settings - System Settings Unique - Cameras . . . . . . . . . . . . . . . . . . . . M33-11
STEP 5 - Monitor Settings - System Settings Unique - On Screen Delay . . . . . . . . . . . . . . M33-13
STEP 6 - Monitor Settings - System Settings Unique - Standby Mode . . . . . . . . . . . . . . . . M33-14
STEP 7 - Integrated Functions Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M33-15
M33001
Camera System
M33-1
CAMERA SYSTEM
CAMERA SYSTEM
Operation
General
With the key switch ON, the camera switch ON, the
truck stopped and the directional control lever in
PARK, the camera system will power up and immediately display the view from front center camera (1,
Figure 33-1). The number 1 will be shown in the
upper left corner of the camera monitor.
The camera system consists of four cameras

mounted around the truck. There are three cameras
on the front of the truck: at the right front corner (2,
Figure 33-1), center (1) and left front corner (3). The
fourth camera (4) is mounted on the rear axle housing looking behind the truck. A camera monitor (2,
Figure 33-2) is located inside the cab to display camera images to the operator.
When the right hand turn signal is activated, the view

on the camera monitor will display the view from right
front camera (2). The number 2 will be shown in the
FIGURE 33-1. CAMERA SYSTEM

1. Front Center Camera
3. Left Front Camera
2. Right Front Camera
4. Rear Camera
M33-2
Camera System
M33001
When the left hand turn signal is activated, the view

on the camera monitor will display the view from left
front camera (3). The number 3 will be shown in the
When the directional control lever is moved into the
REVERSE position, the view on the camera monitor
will display the view from rear mounted camera (4).
The number 4 will be shown in the upper left corner
of the camera monitor.
If the truck has been moving faster than 16 kph (10

mph), and then slows below that speed or stops, the
camera monitor will still remain dark for at least 10
seconds. Within one minute, the camera monitor will
display the view from the front center camera.
When REVERSE is selected, the monitor displays
the rear view from camera (4) regardless of truck
speed or turn signal activation.
When the directional control lever is moved back to

the PARK position (or FORWARD), the view will
switch and the camera monitor will display the view
from front center camera (1).
When the truck is moving forward at a speed greater
than 16 kph (10 mph) for about 30 seconds, the camera monitor screen will go dark. The camera monitor
screen will stay dark until the truck speed decreases
below 16 kph (10 mph) and stays below that speed
for at least 10 seconds.
FIGURE 33-2. CAMERA MONITOR LOCATION

1. Overhead Panel
2. Camera Monitor
Camera Switch
Camera switch (Figure 33-3) is located on the lower
right hand dash panel. It is a three-position rocker
switch, but the third position (top) is only momentary.
Pressing the top of the rocker switch to place the
switch in the middle position turns the camera system on. Pressing the bottom of the switch turns the
camera system off. To display the view from the rear
camera, momentarily press the top of the rocker
switch. Regardless of truck speed, the view from the
rear camera will be displayed in the camera monitor
for approximately 30 seconds.
M33001
Camera System
FIGURE 33-3. CAMERA SWITCH
M33-3
CAMERA MONITOR
General
The camera monitor has eight buttons to adjust various settings. Refer to Figure 33-5.
Camera Selection
Press button (1, Figure 33-5) once. The camera LED
will blink, indicating that the manual camera override
is active. Use the plus and minus buttons to select
the desired camera. Press button (1) again to stop
the manual override. The manual camera selection
has priority over the scan function and the switching
wires.
Auto Backlight Control/Day/Night settings
Push button (2) to switch between the Auto Backlight
Control (ABC) modes, the LCD backlight day and the
LCD backlight night settings. The ABC mode controls
the backlight settings between minimum settings and
100%, depending on the amount of available ambient light. The day and night brightness settings can
be manually adjusted by pushing the plus or
minus button (settings will be saved).
Brightness Adjustment
Press button (4) once to enter brightness adjustment
mode. Use the plus and minus buttons to select
the image brightness.
Saturation Adjustment
Press buttons (3) and (4) at the same time to enter
saturation adjustment mode. Use the plus and
minus buttons to select the image saturation.
Single Scan / Return
When pushed, button (5) generates a single
sequence scan (not continuous) of the attached cameras.
During setup, it also returns the monitor to the previous menu.
Minus
Press button (6) to go to the next menu option.
Plus
Press button (7) to go to the previous menu option.
Enter
Press button (8) to select or activate the selected
option.
Contrast Adjustment
Press button (3) once to enter contrast adjustment
mode. Use the plus and minus buttons to select
the image contrast.
FIGURE 33-5. CAMERA MONITOR AND BUTTONS

1. Camera Selection
2. Backlight Selection
3. Contrast
M33-4
4. Brightness
5. Single Scan / Return
6. Minus
Camera System
7. Plus
8. Enter
M33001
CAMERA CONTROLLER
Installation
General
Camera controller (1, Figure 33-6) is located inside
the cab in the overhead compartment. camera controller (1) determines which camera is displayed on
the camera monitor based on inputs from the turn
signal, truck speed and the position of the directional
control lever. The camera controller is pre-programed
with software that contains the proper logic. If the
device fails, it must be replaced with a new unit.
There is no software to install or update for the camera controller.
Removal
1. Remove mounting hardware and allow the
overhead console (3) to swing down.
2. Disconnect wire connector (4) from camera
controller (1).
3. Remove mounting hardware (2) and remove
the camera controller.
1. Place new camera controller (1, Figure 33-6)

into position and securely fasten it with mounting hardware (2).
2. Connect harness connector (4) to camera controller.
3. Close the overhead console and fasten it to the
cab with hardware that was removed earlier.
Camera Controller Connector Pins
1. Ground
2. Front Camera Command (Output)
3. Right Side Camera Command (Output)
4. Left Side Camera Command (Output)
5. Rear Camera Command (Output)
6. Reverse Operator Manual Switch (Input)
7. Reverse Directional Selector (Input)
8. Right Turn Signal (Input)
9. Left Turn Signal (Input)
10. Vehicle Speed Positive (Input)
11. Vehicle Speed Negative (Input)
12. 12VDC Supply Power
FIGURE 33-6. CAMERA CONTROLLER

1. Camera Controller
3. Overhead Console
2. Hardware
4. Connector
M33001
Camera System
M33-5
CAMERA SWITCHER
General
Camera switcher (1, Figure 33-7) is located in the
front compartment of the cab, below the windshield.
The camera switcher electronically switches the
camera monitor between the four different cameras
on the truck. The signal to switch between different
cameras comes from the camera controller.
Removal
1. Remove the mounting hardware and the front
cover from the front of the cab.
2. Disconnect the four camera cables from camera switcher (1, Figure 33-7).
3. Remove mounting hardware (2) and remove
the camera switcher.
FIGURE 33-7. CAMERA SWITCHER
INSTALLATION
Installation
1. Place camera switcher (1, Figure 33-7) into
position and fasten it with mounting hardware
(2).
2. Connect the four camera cables to the camera
switcher. The camera switcher has four connections and they are marked as follows:
MON - Monitor cable
C1 - Front Center Camera
C2 - Front Right Camera
C3 - Front Left Camera
M33-6
1. Camera Switcher
2. Hardware
3. Camera Monitor
Cable
Camera System
4. Camera Cable (C1)

M33001
SETUP AND CHECKOUT PROCEDURE
STEP 2 - Monitor System Settings to Default
General
This procedure will set up the camera monitor so it
will work properly. During the checkout procedure,
the truck must be outside in a safe area where it can
be driven forward and in reverse.
STEP 1 - Switch Function

1. Turn the key switch to the RUN position.
2. Press the camera switch (Figure 33-8) to the
bottom position. Verify dash that the switch is
lighted green on the bottom.
The purpose of this step is to place the monitor into a

known default state for all settings. There are many
settings which may be adjusted within the monitor.
This step will ensure that the settings that are configurable are placed to a default value. However, this
does not completely set everything as required for
the operation of the camera installation on the truck.
Additional steps are required to complete the setup.
1. Place the camera monitor into Service Menu

Mode by pressing buttons (1, 6 and 7, Figure
33-10) at the same time. The monitor will now
show a screen similar to Figure 33-11.
FIGURE 33-10. MONITOR BUTTONS

1. Camera Selection
2. Backlight Selection
3. Contrast
4. Brightness
FIGURE 33-8. CAMERA SWITCH
5. Single Scan / Return

6. Minus
7. Plus
8. Enter
3. Press the camera switch to the middle (power

ON) position. Verify that the switch is lighted
amber on top.
M33001
Camera System
M33-7
4. Navigate the highlighted bar downward to the

row named "Default settings" using the minus
button. If on the last row, pressing the minus
again will place the highlight to the top row.
Note that there are more rows below that are
indicated by the triangle symbol at the bottom.
Similarly, when more lines are above the first
row, a triangle symbol will also be shown at the
top. Press the enter button to obtain the menu
"Default Settings" as shown in Figure 33-13.
FIGURE 33-11.
2. Navigate the highlighted bar to the row named

"System settings" by using minus button, (6,
Figure 33-10). If on the last row, pressing the
minus again will place the highlight to the top
row.
3. Press enter button (8) to go to the system settings menu. Now the menu should be similar to
Figure 33-12.
FIGURE 33-13.
5. Verify that select defaults shows a value of

"1". If it does not, then press the enter button
which will then highlight the entry area in green
color. Press the plus or minus button to change
the entry number. When the number "1" is
shown, then press the enter button to select the
option number 1 for the system. This only
selects which default version will be enacted if a
restore is activated, but does not change any
settings.
FIGURE 33-12.
M33-8
Camera System
M33001
6. Navigate the highlight bar to the row named

"Restore defaults" and press the enter button.
This will activate the default set number 1 which
was selected. The screen menu will then return
to the System settings screen shown in Figure
33-14.
STEP 4 - Monitor Settings - System Settings

Unique
The purpose of this step is to configure unique settings that are required for the camera monitor.

show a screen similar to Figure 33-15.
FIGURE 33-14.
7. Press the enter button twice to move out of the

service mode menus. Now the system is at
default settings level and ready for the next step
of this procedure.
FIGURE 33-15.
"System settings" by using the minus button.
3. Press the enter button to go to the System Settings menu. The monitor will display a screen
as shown in Figure 33-16.
FIGURE 33-16.
M33001
Camera System
M33-9

row named "Camera Switch" (Figure 33-17)
using the minus button. Press the enter button
to cause the setting for this row to become highlighted in green color. Use the plus button or the
minus button as needed to cycle to option "4C"
in the available settings. When "4C" is shown,
select this option by pressing the enter button.
Now the complete row should be highlighted in
yellow and the text "4C" is shown as the
selected option.
NOTE: The other options are also shown in Figure
33-17, and they are QUA, 2C, 3C AND OFF.
FIGURE 33-17.
5. Now Navigate the highlighted bar downward to
the row named "Frontcam", then press the enter
button. This will have a default setting screen
similar to Figure 33-18. Set Enable Frontcam
to OFF.
FIGURE 33-18.
M33-10
Camera System
M33001
6. Navigate the highlighted bar to the "AUX wire

function" line and press the enter button. This
will highlight the setting with green color. Use
the plus button or the minus button as needed
to cycle to the OFF option in the available settings. When "OFF" is shown, select the option
by pressing the enter button. Now the complete
row should be highlighted in yellow and "OFF"
is shown as the selected option.

Unique - Cameras
The purpose of this step is to configure unique settings to the camera monitor required for the truck.

appear as shown in Figure 33-19.
NOTE: Both must show "OFF" for setting:

Enable Frontcam = OFF
Aux wire function = OFF
7. Press the return button several times to exit the
service mode of the monitor.
FIGURE 33-19.
"Camera Settings" by using the minus button
and then pressing the enter button. The monitor
screen will then be similar to Figure 33-20.
FIGURE 33-20.
M33001
Camera System
M33-11
There are markers showing the status for each

option of the camera. Enabled is a check mark symbol located on a square box. Non-enabled is a simply
a blank square box.
NOTE: The default setting done in Step 1 of this

procedure puts camera 1 (forward camera), into a
mirror mode function, but it must be placed into
normal mode.
3. Using the plus or minus buttons, navigate the
highlight bar to the "C1" column as shown in
Figure 33-20. Press the enter button. This will
cause the highlight bar to move down a line in
the column to the desired setting place for the
mirror.
9. When completed, press the return button to

return to the previous menu state as shown in
Figure 33-20. The setting should remain as set.
highlight bar to the "C3" column. Press the
enter button. This will cause the highlight bar to
move down a line in the column to the desired
setting place for the mirror.
11. Navigate to the setting "switch delay" for C3.
Press the enter button to select the function as
disabled, which should be a blank box symbol.
C3 needs to be set as switch delay disabled.
Figure 33-20. The setting should remain in the
disabled state.
NOTE: Now the plus or minus buttons will navigate

the highlight upward and downward within the
settings of the column for this camera.

highlight bar to the "C4" column. Press the
enter button. This will cause the highlight bar to
move down a line in the column to the desired
setting place for the mirror.
4. Navigate to the setting "Mirror" for C1. Press

the enter button to select the mirror function as
C1 needs to be set as mirror disabled.
14. Navigate to the setting "Mirror" for C4. Press the

enter button to select the mirror function as
enabled, which should be a check mark symbol.
C4 needs to be set as mirror enabled.


disabled, which should be an empty square box
symbol. C4 needs to be set as switch delay disabled.

Figure 33-20. The setting should remain in the
disabled state.
highlight bar to the "C2" column as shown in
Figure 33-20. Press the enter button. This will
cause the highlight bar to move down a line in
the column to the desired setting place for the
mirror.
M33-12

Figure 33-20. The settings should remain as
set.
TABLE 1: CAMERA SETTINGS

Setting
C1
C2
C3
C4
Mirror
Switch Delay
Camera System
M33001

row named "On Screen display" using the
minus button. Press the enter button to go to
the screen shown in Figure 33-23.

Unique - On Screen Delay

33-10) at the same time.
The monitor will now appear as shown in Figure
33-21.
FIGURE 33-23.
4. Navigate the highlighted bar to "OSD timeout"

using the minus button.
5. Press the enter button which will highlight the
setting in green.
FIGURE 33-21.

"System settings" by using the minus button
and then press the enter button. The monitor
6. Obtain the setting of "ON" by using the minus or

plus buttons.
7. Press the enter button which will then cause the
highlight of green to return to yellow, entering
the setting into the monitor. This setting causes
the display to have text constantly shown to
indicate which camera is being used.
8. Press the return button three times to exit the
setup program.
FIGURE 33-22.
M33001
Camera System
M33-13

Unique - Standby Mode

33-10) at the same time.
The monitor will now appear as shown in Figure
33-24.
FIGURE 33-25.
row named "Power Settings" using the minus
button. Press the enter button to go to a screen
similar to Figure 33-26.
4. Navigate the highlighted bar to "Standby mode"
using the minus button.
5. Press the enter button which will highlight the
setting in green.
FIGURE 33-24.
6. Obtain the setting of "IMM" by using the minus

or the plus buttons.

"System settings" by using the minus button
and then press the enter button. The monitor
7. Press the enter button which will cause the

highlight of green to return to yellow, entering
the setting into the monitor. This setting causes
the display to immediately go into the automatic
standby mode when initially powered on.
8. Press the return button three times to exit the
setup program.
FIGURE 33-26.
M33-14
Camera System
M33001
STEP 7 - Integrated Functions Check

This step is a verification of the automated functions
of the system. This requires the truck to be mobile for
the last few item checks. Ensure there is enough
room available to safely drive the truck forward and
in reverse.
1. With the key switch ON, truck stopped and the

directional control lever in PARK, the camera
system should power up and immediately show
the front center camera. The number "1" should
be shown on the upper left of the monitor.
2. Activate the right hand turn signal by moving
the turn signal level upward. The view of the
monitor should now show the view as seen from
the right front camera. The number 2 should
be shown in the upper left of the monitor.
3. Activate the left hand turn signal by moving the
turn signal level downward. The view of the
monitor should now show the view as seen from
the left front camera. The number 3 should be
shown in the upper left of the monitor.
6. Operate the truck forward to a speed of 16 kph

(10 mph) for 60 seconds. The monitor should
revert to a darkened screen upon being over 16
kph (10 mph) at about 30 seconds. Once darkened, activate the turn signals both ways to verify that the monitor remains darkened (no view).
7. While still moving faster than 16 kph (10 mph),
press the camera switch to the top position and
hold for one second. The switch should return
to the middle position. The monitor should show
the rear camera view and remain for about 30
seconds, then return to a darkened blank
screen.
8. Stop the truck. Verify that the monitor remains
darkened for more than 10 seconds but less
than one minute while stopped. The monitor
should then show the front camera view.
9. Place the directional control lever into
REVERSE and drive at a speed over 16 kph (10
mph) for 30 seconds. The monitor should continuously show the rear camera view.
4. Firmly press down on the brake pedal. Place

the directional control lever into REVERSE. The
monitor should now show the rear camera view
with the number "4" in the upper left of the monitor.
5. Return the directional control lever to PARK.
The monitor view should switch back to the forward camera view.
Movement of the truck is required for the next

few steps. Take all necessary precautions
required for movement of the machine in a safe
manner.
M33001
Camera System
M33-15
NOTES:
M33-16
Camera System
M33001
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 controls have been designed to simplify operation and
are placed within easy reach of the operator. Servicing of cab and associated electrical systems is simplified by use of heavy-duty connectors on the
various wiring harnesses. Hydraulic components are
located outside of the interior and are accessed
through covers (2, Figure 2-1) on the front of the cab.
DO NOT attempt to modify or repair damage to

the ROPS structure without written approval from
the manufacturer. Unauthorized repairs to the
ROPS structure will void certification. If modification or repairs are required, contact the servicing
Komatsu Distributor.
FIGURE 2-1. CAB ASSEMBLY

1. Mounting Pad
2. Access Covers
3. Filter Cover
4. Windshield Wiper Arms
5. Stop Light (Service Brakes Applied)
N02019 4/10
Truck Cab
6. Retard Light (Retarder Applied)

7. Lifting Eye
8. Rear, Side Glass
9. Front, Side Glass
N2-3
7. Close heater shutoff valves located at the water

pump inlet housing on the right side of the
engine and at the water manifold. Disconnect
heater hoses at each valve and drain coolant
into a container.
Prior to cab removal or repair procedures, it may be

necessary to remove the body to provide clearance
for lifting equipment to be used. If body removal is
not required, the body should be raised and the
safety cables installed at the rear of the truck.
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.
Removal
NOTE: The following procedure describes removal of
the cab as a complete module with the hydraulic
brake cabinet attached. All hoses and wire
harnesses should be marked prior to removal for
identification to ensure correct reinstallation:
Federal regulations prohibit venting air conditioning system refrigerants into the atmosphere.
An approved recovery/recycle station must be
used to remove the refrigerant from the air conditioning system.
9. Evacuate the air conditioning system as follows:
a. Attach a recycle/recovery station at the air
conditioning compressor service valves.
(Refer to "Heater/Air Conditioning System" in
this section for detailed instructions.)
1. Turn the key switch to the OFF position and

allow at least 90 seconds to bleed the steering
accumulator. Turn the steering wheel to be sure
no pressure remains.
b. Evacuate air conditioning system refrigerant.
2. Block truck securely, and open the brake accumulator bleed down valves on the accumulators
located in the cabinet mounted on the rear of
the cab. Allow sufficient time for accumulators
to bleed down completely.
c. Remove the air conditioner system hoses

routed to the cab from the receiver/drier and
compressor. Cap all hoses and fittings to
prevent contamination.
10. Attach a lifting device to the lifting eyes provided
on top of the cab.
3. Disconnect the batteries by activating the battery 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 disconnect hoses (4) attached to, and routed under
the cab.) Cap all fittings and plug hoses to prevent contamination.
The cab assembly weighs approximately 2270 kg

(5000 lbs). Be sure lifting device is capable of lifting the load.
11. Remove the cap screws and washers from each
mounting pad (1, Figure 2-1) at the corners of
the cab.
5. Disconnect the wire harnesses at connectors

(5) located under hydraulic cabinet.
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
2. Steering Control Valve
3. Hydraulic Components Cabinet
4. Hoist Valve Hoses

5. Electrical Harness Connectors
12. Check for any other hoses or wiring which may

interfere with cab removal.
13. Lift the cab assembly off the truck and move to
an area for further service.
14. Place blocking under each corner of the cab to
prevent damage to floor pan and hoses before
cab is lowered to the floor.
2. After cab is positioned, measure the gap

between each cab mounting pad and the frame.
Insert 1 mm (0.040 in.) shims as required so
gap at each pad is less than 1 mm (0.040 in.).
3. Insert the remaining cap screws and hardened
washers. (32 total). Tighten the cap screws to
1017 Nm (750 ft lb) torque.
1. Lift the cab assembly and align the mounting

pad holes with tapped pads. Insert at least one
cap screw and hardened washer at each of the
four pads prior to lowering cab onto the truck.
4. Route the wire harnesses to the electrical connectors on the rear corner of the cab (5, Figure
2-2). Align cable connector plug key with receptacle key and push plug onto receptacle. Carefully thread retainer onto receptacle and tighten
securely. Install clamps if removed during cab
removal.
NOTE: The tool group shipped with the truck

contains the following tools which may be used to
install the inner cap screws, as clearance is limited:
5. Remove the caps from the hydraulic hoses and

tubes and reinstall the hoses and tubes.
Reinstall any hose clamps as required.
Installation
PB8326 - 1-1/2" offset wrench

TZ2733 - Tubular Handle
TZ2734 - 3/4" torque wrench Adaptor
N02019 4/10
Truck Cab
N2-5
5. Insert a lifting sling through the door and attach

it to a hoist. Remove the capscrews (a swivel
socket works best) that secure the door hinge to
the cab. Lift the door from the cab.
6. Install the heater hoses and clamps on the

fittings on the underside of the cab. Connect the
other end of each hose to the fittings at the
shutoff valves on the engine. Open the heater
shutoff valves. Connect the air cleaner
restriction indicator hoses.
6. Place the door on blocks or on a work bench to

protect the window glass and allow access to
internal components for repair.
7. Remove the caps and reinstall the air conditioning system hoses to the compressor and
receiver/drier. Refer to Heater/Air Conditioning
System for detailed instructions about evacuation and recharging with refrigerant.
8. Close the brake accumulator bleed down
valves.
Installation
1. Attach a lifting sling and hoist to the door
assembly. Lift the door up to the deck and position the door hinges on the cab.
9. Deactivate the battery disconnect switches.

10. Service the hydraulic tank and engine coolant
as required.
2. Align the door hinges with the cab and install

the capscrews that secure the door to the cab.
11. Start the engine and verify proper operation of

all controls.
3. Attach the travel limiting strap with the bolt and

clip that were removed previously. Some straps
may have extra loops at the end to allow adjustment of how wide the door swings open.
12. Ensure that the air conditioning system is properly recharged.
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

and door latch adjustment.
The cab door assemblies are similar except for the

hinge side. Each is hinged on the rear edge with a
heavy duty hinge. For repairs on the door latches or
window controls it is usually better, but not necessary, to remove the door from the cab and lower it to
the floor for service.
6. Install the door panel.

7. If an adjustment is necessary to ensure tight
closure of the door, refer to "Door Jamb Bolt
Adjustment".
8. A rubber sealer strip is mounted with adhesive
around the perimeter of the door assembly to
keep out dirt and drafts. This sealer strip should
be replaced if it becomes damaged.
Removal
1. If overhead space is available, raise the body to
allow access to the door with an overhead hoist.
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
removed.
3. Remove the door panel for access to the power
window motor harness connector. Disconnect
the door harness from the floor.
4. Remove the retainer clip and bolt clip from the
travel limiting strap.
N2-6
Door Adjustment
If adjustment is necessary to insure tight closure of
door, loosen striker bolt in the door jamb, adjust, and
retighten.
A rubber sealer strip is mounted with adhesive
around the perimeter of the door assembly to
exclude dirt and drafts. This sealer strip should be
kept in good condition and replaced if it becomes
torn or otherwise damaged.
Truck Cab
4/10 N02019
4. The door seal should firmly grip the paper all

along the top, front, and bottom edge of the
door. If the paper is loose all around, REPEAT
STEP 2. If the paper is firmly gripped, but can
be removed without tearing it, open door and
tighten the jamb bolt completely without affecting the adjustment.
Door Jamb Bolt Adjustment

Over a period of time, the door latch mechanism and
door seals may wear and allow dirt and moisture to
enter the cab. To insure proper sealing of the door
seals, the door jamb bolt may need to be adjusted
periodically.
5. If the paper slips out from the door seal easily

along the top and not at the bottom, the door
itself will have to be "adjusted". Or if the paper
slips out easier at the bottom than at the top,
the door will have to be "adjusted".
If seals are tight at bottom of door, but not at top,
place a 4 x 4 block of wood at the bottom edge of
the door, below the handle. Close the door on the
wood block and press firmly inward on the top
corner of the door. Press in one or two times,
then remove the wood block and check seal
tension again using the paper method. Seal
compression should be equal all the way around
the door. If seal is still loose at the top, repeat
procedure again until seal compression is the
same all the way around.
FIGURE 2-3. DOOR JAMB BOLT ADJUSTMENT

1. Washer
2. Striker Bolt
If seal compression is greater at the top than at

the bottom of the door, place a 4 x 4 block of
wood at the top corner of the cab door. Then
press firmly inward on the lower corner of the
door. Press in one or two times, then remove the
wood block and check seal compression again.
Seal compression should be equal all the way
around the door. If seal is still loose at the bottom,
repeat procedure again until seal compression is
uniform all the way around.
3. Frame
4. Seal
Step A. If the door closes, but not tightly enough to

give a good seal between the seal on the door and
the cab skin:
1. Mark the washer location (1, Figure 2-3) portion
of the door jamb bolt with a marker, pen, or pencil by circumscribing the outside edge of the
washer onto the jamb.
2. Loosen the door jamb bolt (2) and move straight
inwards 1/16" and retighten.
Step B. If the door springs back when trying to close

it, the striker bolt (2, Figure 2-4) has probably loosened and slipped down from where the catch can
engage with the bolt.
3. Hold a piece of paper such as a dollar bill

between where the door seal (4) will hit the skin
of the cab and firmly close the door ensuring
that it latches on the second catch. (The door
latch mechanism has a double catch mechanism.)
N02019 4/10
Truck Cab
1. Open the door and close both claws (3 & 5, Figure 2-4) on the catch until they are both fully
closed.
N2-7
2. Transfer the center of this opening onto the skin

of the cab nearest where the door jamb bolt is
located. Use a T-square or other measuring
equipment and mark on the cab with a pencil.
NOTE: Release the door catch before trying to
close the door.
Door Handle Plunger Adjustment

If the door handle becomes inoperative, it can either
be adjusted or replaced. The following is a procedure
for adjusting the exterior door handle plunger.
1. Determine the amount of free play in the door
release plunger by pushing in on the plunger
until it just contacts the door release mechanism. Measure the distance that the plunger
travels (Figure 2-5) from this position to where
the plunger is fully released.
FIGURE 2-5. MEASURING TRAVEL DISTANCE OF

PLUNGER
2. Remove the door panel as follows:

a. Remove hair pin clip (1, Figure 2-6) and bolt
(2) from the door check strap closest to the
door.
FIGURE 2-4. DOOR JAMB BOLT ADJUSTMENT

1. Washer
2. Striker Bolt
3. Frame
4. Seal
3. Loosen and vertically align (center) the door

jamb bolt with this mark and tighten it firmly
enough to hold it in place but still allow some
slippage.
4. Carefully try to close door (4) and determine
whether this adjustment has helped the
springing problem. If the door latches but not
firmly enough, follow the procedure in Step 1. If
the door latch does not catch, move the bolt
outward and try again. When corrected, follow
the adjustment procedures in Step 1 to ensure a
good seal.
b. Remove two cap screws (3), which hold the

door strap bracket to the door.
c. Disconnect wiring harness (4) to the window
regulator.
d. Open the door as far as possible in and
remove the internal door panel.
e. Before removing all door panel mounting
screws, support the panel to prevent the
assembly from dropping. Remove 15 mounting screws (5).
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 disengage the window regulator roller (Figure 2-7)
from the track on the bottom of the glass.
Slide the panel away from the cab to disengage the other top roller and lower roller from
its tracks. Place the panel out of the way
after removal.
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

the latch mechanism in the door (2).
1. Hair Pin Clip

2. Door Strap Bolt
3. Strap Bracket
5. Remove door latch mechanism (4). Check to

see if door latch mechanism works properly by
performing the following test.
a. Close latch mechanism pawls
4. Wiring Harness
5. Panel Screws
6. Window Regulator
Mounting Screw
2. Remove 2 M8X12 cap screws (3), which hold

the door strap bracket to the door.
b. Operate inside door release lever to see if

pawls open. If pawls do not open, replace
assembly.
3. Disconnect wiring harness (4) to the window

regulator.
4. Open the door as far as possible in order to
remove the internal door panel.
c. Close pawls again.

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 properly, replace with a new door latch assembly
then continue with STEP 6.
6. Remove mounting screws (3) from the outside
door handle. With the door handle removed,
adjust the plunger counter clock wise to
increase the height of the door handle release
button. Lock the plunger cap screw with locking
nut. Apply lock tight to prevent screw from working loose.
Door glass and internal door panel will drop

when door panel screws are removed.
7. Reassemble the door assembly by reversing

the previous steps.
N02019 4/10
Truck Cab
N2-9
5. Before removing all door panel mounting

screws, support the panel to prevent the
assembly from dropping. Remove 15 mounting
screws (5).
7. Remove two screws (Figure 2-8) holding the

roller track to the bottom of the door glass.
NOTE: Remove panel screws across the top last.

6. Carefully lower the door panel a few inches.
Hold the glass at the top to prevent it from dropping. Slide the door panel toward the cab to disengage the window regulator roller (Figure 2-7)
from the track on the bottom of the glass. Slide
the panel away from the cab to disengage the
other top roller and lower roller from its tracks.
Place the panel out of the way after removal.
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 regulator track.
FIGURE 2-7.
FIGURE 2-9.
1. Support Block
N2-10
Truck Cab
2. Screws
4/10 N02019
11. Lift door glass up in window frame (1, Figure 212) 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 window channels. It is necessary to pull the rubber
felt insert (2, Figure 2-10) out of the channel in
order to be able to remove the screws.
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 210) in the window channels is in good condition.
Replace it if necessary.
FIGURE 2-11.
1. Screws
N02019 4/10
Truck Cab
N2-11
17. Install screws (1, Figure 2-10) that secure the

window frame to the door frame.
14. Slide the new window glass into the window

frame glass channels. Move the glass to the top
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 - Out2. Mounting Screws side Door Handle
Latch
4. Latch Assembly
5. Window Frame
N2-12
Truck Cab
4/10 N02019
23. Lift up the door panel, regulator and glass to

align the screw holes in the panel with the holes
in the door frame. Install the screws that secure
the panel to the door frame.
19. Install the two screws that were removed in

Step 8. Ensure that the rubber felt insert is back
in place after the screws are installed.
20. Install the window regulator track bracket as
shown in Figure 2-7. Ensure that the nylon
bushings and gaskets are installed properly to
prevent damage to the glass.
24. Hook up the electrical connector for the window

regulator. Install the two capscrews that hold
the door strap bracket to the door frame.
25. Align the door check strap opening with the
holes in the bracket and install the bolt. Install
the hair pin clip. See Figure 2-6.
21. Lift the window glass in the frame and install the
window regulator roller track onto the bracket
installed in Step 20. See Figure 2-8.
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
window regulator) away from the cab just far
enough to allow the rollers to enter their tracks.
Then, with the rollers in the tracks, slide the
panel toward the cab. Move the panel just far
enough to allow the upper regulator roller to go
into the track on the bottom of the glass.
Replace Door Window Regulator

1. Perform Steps 1 through 6 in the procedure
Replacing the Door Glass.
2. Move the inner panel assembly to a work area.
3. Remove four mounting screws (6, Figure 2-6).
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.
FIGURE 2-15.
N02019 4/10
Truck Cab
N2-13
Replacing the Door and Door Hinge Seal
Replacing the Door Handle or Latch Assembly

The cab doors are equipped with serviceable latch
handle assemblies (inner and outer). If they become
inoperative, they should be replaced. The outer latch
handle assembly on each door has a key-operated
lock.
2. Remove cap screw and nut (1, Figure 2-14)
from the inside door handle.
3. Remove four mounting screws (2) for the latch.
Remove the latch assembly.
4. If replacing the latch assembly, proceed to Step
5.
If replacing the outside door handle, remove
three screws (3) that secure the handle to the
door panel.
1. The door assembly seal has only three

members to it (sides and top) and is glued on
the door. This seal can be replaced by peeling
the seal away from the door frame. Then use a
suitable cleaner to remove the remaining seal
and glue material.
2. The area where the door seal mounts should be
free of dirt and oil. Spread or spray a glue which
is quick drying and waterproof onto the area
where the seal is to installed.
3. Install the seal so that the corners of the seal fit
up into the corners of door frame (3, Figure 216).
4. Door hinge seal (2, Figure 2-17) is glued to the
hinge. Use the same procedure as above for
this seal.
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).
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 216 and 2-17).
2. Inspect the cab opening lip for damage, dirt,
and oil. Repair or clean the cab opening as necessary. 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 opening in the cab. Start at the bottom center of the
cab opening and work the seal lip over the edge
of the opening. Go all the way around the opening. Ensure that the seal fits tightly in the corners. A soft face tool may be used to work the
seal up into the corners.
FIGURE 2-16.
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
N02019 4/10
Truck Cab
2. Door Hinge Seal
N2-15
GLASS REPLACEMENT
Replacement Procedure
Adhesive-bonded Windows
Recommended Tools/Supplies
Cold knife, pneumatic knife, or a piano wire
cutting device, long knife. Cutout tools are
available at an auto glass supply store.
The first concern with all glass replacement is

SAFETY! Wear heavy protective gloves and
safety eyeglass goggles when working with
glass.
Heavy protective gloves
1. Use a cut-out tool to slice into the existing urethane adhesive and remove the window.
Safety eyeglass goggles
2. Carefully clean and remove all broken glass

chips from any remaining window adhesive.
The surface should be smooth and even. Use
only clean water.
Windshield adhesives, proper cleaners, primers

& application gun
SM2897 glass installation bumpers (6 - 7 per
window)
NOTE: Removal of all old adhesive is not required;

just enough to provide an even bedding base.
Window glass (Refer to Parts Catalog)

Recommended adhesives
SikaTack Ultrafast or Ultrafast II (both heated).
Vehicle can be put into service in 4 hours under
optimum conditions. Heated adhesives require a
Sika approved oven to heat adhesive to 80 C
(176 F).
3. Use a long knife to cut the remaining urethane

from the opening, leaving a bed 2 - 4 mm (0.08 0.15 in.) thick. If the existing urethane is loose,
completely remove it. Leave the installation
bumpers in place, if possible.
Sikaflex 255FC or Drive (unheated). Vehicle can

be put into service in 8 hours under optimum
conditions.
4. Clean the metal with Sika Aktivator. Allow it to

dry for ten minutes. Then paint on a thin coat of
Sika Primer 206G+P and allow it to dry for ten
minutes.
Sika Corporation
30800 Stephenson Hwy.
Madison Heights, MI 48071
Toll Free Number: 1-800-688-7452
Fax number: 248-616-7452
http://www.sika.com or
http://www.sikasolutions.com
5. Using only the new side window(s) which are to

be bonded in place, center the new glass over
the opening in the cab. Use a permanent
marker to mark on the cab skin along all the
edges of the new glass that is to be installed. All
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

vehicles, the cure times listed by the adhesive
manufacturer should be doubled before a truck is
moved. If the cure time is not doubled, vibration
or movement from a moving truck will weaken
the adhesive bond before it cures, and the glass
may fall off the cab.
If another adhesive manufacturer is used, be certain 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
7. Use a clean, lint free cloth to apply Sika

Aktivator to the black ceramic Frit surrounding
the new window. Use a clean, dry cloth and
wipe off the Sika Aktivator. Allow it to dry for ten
minutes.
4/10 N02019
8. For the side windows, use six or seven glass

installation bumpers (SM2897). Space them
equally around the previously marked glass
perimeter, approximately 19 mm (0.75 in.)
inboard from where the edge of the glass will be
when it is installed.
NOTE: Do not allow the truck to move until double

the cure time for the adhesive has passed.
Otherwise, vibration or movement from a moving
truck will weaken the adhesive bond and the glass
may fall off the cab.
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
(approximately 10 mm (0.38 in.) in diameter) to
the cab skin at a distance of 13 - 16 mm (0.50 0.63 in.) inboard from the previously marked
final location of the glass edges from Step 4.
10. Immediately install the glass. Carefully locate
the glass in place with the black masking side
toward the adhesive. Press firmly, but not
abruptly, into place to ensure that the glass is
properly seated. Do not pound the glass into
place.
Be certain to follow all the adhesive manufacturer's instructions for use, including full allowances for proper curing time. The curing time
may be as long as 48 hours (24 hours for some
adhesives, then double it) before a truck can be
driven.
12. Remove tape or prop from glass after the cure
time has expired.
11. Use a wooden prop and duct tape to hold the

glass in place for at least two hours or double
the adhesive manufacturers curing time, whichever time is longer.
N02019 4/10
Truck Cab
N2-17
WINDSHIELD & REAR GLASS
Installation
NOTE: Two people are required to remove and install

the windshield or rear glass. One person inside the
cab, and the other person on the outside.
1. If the weatherstrip that was previously removed

is broken, weathered, or damaged in any way,
install a new rubber weatherstrip.
Special tools are available from local tool suppliers

that are helpful in removing and installing automotive
glass.
NOTE: Using a non-oily rubber lubricant on the

weatherstrip material and cab opening will make the
following installation easier:
a. Install weatherstrip (3, Figure 2-18 or 2-19)
around the window opening. Start with one
end of the weatherstrip at the center, lower
part of the window opening and press the
weatherstrip over the edge of the opening.
Removal
1. If the windshield is to be replaced, lift the windshield wiper arms out of the way.
b. Continue installing the weatherstrip all

around the opening. When the ends of the
weatherstrip meet at the lower, center part of
the window opening, there must be 12.7 mm
(0.5 in.) of overlapping material.
2. Starting at the lower center of the glass, pull out

weatherstrip locking lip (2, Figure 2-18 or 2-19).
Use a non-oily rubber lubricant and a screwdriver to release the locking lip.
3. Remove glass (1) from weatherstrip (3) by
pushing it out from inside the cab.
4. Clean all dirt and old sealant from the weatherstrip grooves. Ensure that the perimeter of the
window opening is clean and free of burrs.
NOTE: The ends of the weatherstrip material need to

be square-cut to assure a proper fit.
c. Lift both ends so that they meet squarely.
Then, while holding 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 bottom of the window opening.
4. Two people should be used for glass installation. 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 weatherstrip over the edge of the glass all the way
around.
FIGURE 2-18. Front Windshield

1. Glass
2. Locking Lip
N2-18
3. Weatherstrip Material
4. Sheet Metal
Truck Cab
4/10 N02019
5. After the glass is in place, go around the weatherstrip and push in on the locking lip (2, Figure
2-18 or 2-19) to secure the glass in the weatherstrip.
6. If windshield was being replaced, lower windshield wiper arms/blades back to the glass.
FIGURE 2-19. Rear Window

1. Glass
2. Locking Lip
N02019 4/10
3. Weatherstrip Material
4. Sheet Metal
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 (STANDARD SEAT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7
Replacing the Seat Compressor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-8
PASSENGER SEAT (STANDARD SEAT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-13
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-13
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-13
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-13
SEAT BELT REPLACEMENT (STANDARD SEATS - PC3230) . . . . . . . . . . . . . . . . . . . . . . . . . . N3-14
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-14
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-14
SEAT BELT REPLACEMENT (STANDARD SEATS - 58E-57-00500) . . . . . . . . . . . . . . . . . . . . . N3-16
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-16
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-16
OPERATOR SEAT (OPTIONAL SEAT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-18
Seat Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-18
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-18
PASSENGER SEAT (OPTIONAL SEAT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-19
Seat Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-19
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-19
N03032 1/13
Heater/Air Conditioner
N3-1
SEAT BELT REPLACEMENT (OPTIONAL SEATS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-20

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-20
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-20
N3-2
1/13 N03032
CAB COMPONENTS
WINDSHIELD WIPERS
The windshield wipers are operated by a 24 volt electric motor. The wipers can be adjusted for a variable
intermittent delay or a constant low or high speed by
the switch mounted on the turn signal lever.
WIPER MOTOR
3. While holding the linkage stationary, remove nut

(10, Figure 3-1) and disconnect the linkage from
the motor.
4. Remove three cap screws (6) with washers
attaching the wiper motor to plate (5). Remove
the motor assembly.
Installation
Removal
1. Remove the large access panel from the front
of the cab.
2. Disconnect the wiper motor harness connector.
1. Place wiper motor (1, Figure 3-1) into position

on plate (5).
2. Install three cap screws (6) with flat washers (7)
and lock washers (8). Tighten the cap screws to
8 - 9 Nm (71 - 79 in. lb).
3. Align the motor output shaft with the wiper linkage. Install nut (10) and while holding the linkage stationary, tighten the nut to 22 - 24 Nm
(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 3-3.
WIPER ARM
Removal
1. Note the parked position of wiper arm (1, Figure
3-2).
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
2. Cap Screw
3. Flat Washer
4. Lock Washer
5. Plate
N03032 1/13
6. Cap Screw
7. Flat Washer
8. Lock Washer
9. Linkage
10. Nut
FIGURE 3-2. WIPER ARM DETAIL

1. Wiper Arm
2. Nut
3. Spring Washer
4. Cap
5. Washer
6. Nut
N3-3
WIPER LINKAGE
Installation
1. Place wiper arm (1, Figure 3-2) into the position
noted during removal. Install washer (3) and nut
(2). Tighten the nut to 16 - 20 Nm (142 - 177 in.
lb). Close the cover.
2. Connect the washer hose to the wiper arm.
3. Ensure the wipers arms operate properly and
park in the proper position after installation is
complete. Refer to Figure 3-3.
Removal
1. Remove the wiper arms. Refer to Wiper Arm
Removal in this section.
2. Remove wiper retainer (8, Figure 3-3) and disconnect the wiper linkage from the wiper motor
drive arm.
3. Remove nut (6, Figure 3-2) and washer (5) from
each wiper shaft.
4. Remove cap screws (3, Figure 3-3) with washers.
5. Remove wiper assembly from cab.
Installation
1. Place the wiper assembly into position in the
wiper compartment.
2. Install cap screws (3, Figure 3-3) with lock
washers (4) and flat washers (5) and tighten
cap screws.
3. Install washer (5, Figure 3-2) and nut (6) on
each wiper shaft and tighten finger-tight.
Tighten the nuts to 18 - 20 Nm (160 - 177 in.
lb). DO NOT overtighten. The threads on the
shafts are easily stripped when improperly tightened. Install cap (4) over nut (6).
4. Align the linkage and attach to the wiper motor
drive arm using retainer (8, Figure 3-3).
NOTE: When the motor is parked, the drive arm will
be in the 3 oclock position as shown in Figure 3-3.
FIGURE 3-3. PARK POSITION
A. Park Position (7)
1. Wiper Motor
2. Wiper Blade
3. Cap Screw
4. Lock Washer
N3-4
5. Flat Washer
6. Wiper Arm
7. Nozzle
8. Retainer
9. Hose
5. Install the wiper arms. Refer to Wiper Arm

Installation. Ensure the wipers arms operate
properly and park in the proper position after
installation is complete.
1/13 N03032
WINDSHIELD WASHER
Operation
The windshield washer, mounted on the right side of
the hydraulic components cabinet behind the cab,
has a 3.8 liter (1 gal) plastic reservoir (1, Figure 3-4)
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
2. Pump
N03032 1/13
3. Outlet Hose
4. Filler Cap
N3-5
OPERATOR SEAT (STANDARD SEAT)

The operator's seat provides a fully adjustable cushioned ride for driver comfort and easy operation.
Adjustment
The following adjustments must be made while sitting
in the seat. Refer to Figure 3-5.
1. Headrest - Move headrest (1) up, down, fore,
or aft to the desired position.
2. Seat Height - Push and hold switch (2) to
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.
9. Seat Cushion Tilt - Lift and hold lever (9) and

tilt the seat cushion to a comfortable position.
Release the lever to lock the position adjustment.
10. Fore/Aft Location of Seat - Lift and hold lever
(10) and move the seat to a comfortable height.
Release the lever to lock the height adjustment.
NOTE: The seat compressor must be allowed to cool
down for ten minutes for every one minute of
continuous operation. The compressor must not be
operated continuously for more than three minutes.
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 whenever 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.
NOTE: This seat contains a fixed rate shock
absorber in addition to the adjustable shock
absorber that is controlled by the suspension
dampener.
N3-6
FIGURE 3-5. OPERATORS SEAT ADJUSTMENT

CONTROLS
1. Headrest
2. Seat Height
3. Lumbar Support
4. Armrest Tilt
5. Seat Belt
6. Backrest Recline
7. Seat Cushion Fore and

Aft
8. Suspension Dampener
9. Seat Tilt
10. Fore and Aft
1/13 N03032
Inspection
1. Inspect the seat for wear or damage. Replace
worn or damaged parts on the seat.
2. Inspect the seat belts and buckles for proper
operation. Also check for worn or frayed fabric.
Replace all worn or damaged parts.
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.
2. Install cap screws (2), flat washers (3) and lock

washers (4) that secure the riser to the floor.
Tighten the cap screws to the standard torque.
3. Connect seat harness (7).
4. Fasten seat belt tethers (6) to eye bolts in the
cab floor. Install cotter pins (5).
5. If the door was removed, install the door. Refer
to the index in this chapter for door installation
instructions.
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 falling 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 suitable 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
the ground up to the deck. Place seat assembly
in position in the cab.
N03032 1/13
1. Seat Assembly
2. Cap Screw
3. Flat Washer
4. Lock Washer
5. Cotter Pin
6. Seat Belt Tether
7. Seat Harness
N3-7
Replacing the Seat Compressor

NOTE: The following procedure assumes the
operator seat has been removed from the cab.
1
72638
FIGURE 3-9.
1. Nut
72636
FIGURE 3-7.
1. Cap Screw
3. Remove front bearing shaft nut (1, Figure 3-9).
2. Nut
1. Remove four nuts (2, Figure 3-7) and two cap

screws (1) from rear of seat assembly. Release
the fore and aft lever from the front of the seat.
Slide the top portion of the seat forward off the
suspension assembly and set it aside.
2
1
72639
FIGURE 3-10.
1. Block
72637
FIGURE 3-8.
1. Plastic Clip
2. Boot
2. Dampener Switch
4. Raise the suspension, then use a block or propping device (1, Figure 3-10) to hold the suspension at the top of its stroke. Release the air
pressure from the suspension using suspension
dampener switch (2) located at the front of the
suspension assembly.
2. Remove 28 plastic clips (1, Figure 3-8) from

suspension boot (2), then remove the boot from
the seat suspension.
N3-8
1/13 N03032
1
72640
72642
FIGURE 3-11.
FIGURE 3-13.
1. Front Bearing Shaft
1. Rear Bearing Shaft
5. Remove front bearing shaft (1, Figure 3-11)

from the suspension assembly.
7. Remove rear bearing shaft (1, Figure 3-13)

from the suspension assembly.
1
2
1
72641
72643
FIGURE 3-12.
FIGURE 3-14.
1. Nut
1. Shock Cable
2. Upper Housing
6. Remove rear bearing shaft nut (1, Figure 3-12).

8. Remove upper housing (2, Figure 3-14), invert
it and set it next to the suspension. Leave shock
cable (1) connected.
N03032 1/13
N3-9
72644
72646
FIGURE 3-15.
FIGURE 3-17.
1. Harness Connector
1. Cap Screw
9. Disconnect wire harness connector (1, Figure

3-15) from the compressor.
11. Remove two compressor mounting cap screws

(1, Figure 3-17).
72645
FIGURE 3-16.
1. Air Hose
1. Compressor
10. Disconnect two air hoses (1, Figure 3-16) from

the compressor fitting by pushing in on the fitting collet and pulling out on the air line.
N3-10
72647
FIGURE 3-18.
2. Clamp
12. Remove compressor (1, Figure 3-18) and clamp

(2) from the seat suspension assembly.
1/13 N03032
72648
FIGURE 3-19.
1. Compressor
72650
FIGURE 3-21.
2. Clamp
1. To Air Bladder
13. Assemble new clamp (2, Figure 3-19) over new

compressor (1) as shown.
2. To Supply
15. Place the new compressor in position inside the

suspension assembly, then connect the air
hoses to the compressor fittings as shown in
Figure 3-21.
72649
FIGURE 3-20.
1. Cable Tie
2. Harness Jumper
14. Attach wire harness jumper (2, Figure 3-20) to

the compressor. Ensure the orange wire is connected to the compressor terminal on the valve
side of the compressor. Secure wire harness
jumper (2) to the clamp using cable tie (1) as
shown.
N03032 1/13
72651
FIGURE 3-22.
1. Cap Screw
16. Install mounting cap screws (1, Figure 3-22)

and tighten to 3 Nm (30 in. lb).
NOTE: Ensure the air line does not become pinched
between the compressor clamp and the suspension
assembly.
N3-11
17. Connect compressor harness (1, Figure 3-23)

to the main harness and secure it with cable ties
(2) as shown in Figure 17.
18. Reassemble the suspension assembly in the
reverse order of disassembly. Connect to power
supply and actuate the seat compressor prior to
installing suspension assembly in the cab.
19. Test the air hose connections by spraying them
with soapy water to check for leaks. If no leaks
are present, continue with the assembly process.
72652
FIGURE 3-23.
1. Harness Connector
N3-12
2. Cable Tie
1/13 N03032
PASSENGER SEAT (STANDARD 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

holes on each end for adjustment of how wide
the door can swing open. Install the pin in the
door stop strap where desired.
1. Inspect the seat for wear or damage. Replace

worn or damaged parts on the seat.
2. Inspect the seat belts and buckles for proper
operation. Also check for worn or frayed fabric.
Replace all worn or damaged parts.
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.
5. If disconnected, route power window wires

through the loop in the bottom of the door stop
strap.
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 3-24) 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 suitable 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.
2. Install cap screws (4), flat washers (6) and lock
washers (5) that secure the riser to the floor.
Tighten the cap screws to the standard torque.
N03032 1/13
FIGURE 3-24. PASSENGER SEAT INSTALLATION

1. Seat Assembly
2. Seat Belt Tether
3. Cotter Pin
4. Cap Screw
5. Lock Washer
6. Flat Washer
N3-13
SEAT BELT REPLACEMENT

(STANDARD SEATS - PC3230)
Installation
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.
Removal
1. Remove cap screw, flat washer and nut (4, Figure 3-25). Then remove shoulder belt retractor
(1).
2. Recline back of seat forward. Remove screws
(5, Figure 3-26). Then remove pad (4).
1. Install tether and seat belt buckle (11, Figure 326) to seat with cap screw (12). Tether belt is to
be positioned at 45 degree angle. Tighten cap
screw (12) to 68 Nm (50 ft lb).
2. If required, install bracket (3, Figure 3-25) with
cap screws (2) and nuts. Tighten cap screws to
47 Nm (35 ft lb).
3. Install seat belt retractor (10, Figure 3-26) and
tether (9) using flat washer (7) and cap screw
(8). Tether belt is to be positioned at 45 degree
angle. Tighten cap screw (8) to 68 Nm (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 3-25) and nuts and bracket (3).
Remove seat belt and shoulder belt from seat.
5. Remove cap screw (12, Figure 3-26) and
remove seat belt buckle (11) and the other
tether.
FIGURE 3-25. SHOULDER BELT

1. Shoulder Belt
Retractor
2. Cap Screw
N3-14
FIGURE 3-26. SEAT BELTS
3. Bracket
4. Cap Screw, Nut,
Flat Washer
1. Seat
2. Cap Screw
3. Spacer
4. Pad
5. Screws
6. Nut
7. Flat Washer
8. Cap Screw
9. Tether
10. Seat Belt Retractor
11. Seat Belt Buckle
12. Cap Screw
1/13 N03032
4. While installing the top shoulder belt bracket,

ensure that the seat belt is not twisted. Install
the top shoulder belt bracket to upright support
with cap screw (2) and nut (6), with spacer (3)
inside the support. Tighten nut to 68 Nm (50 ft
lb).
5. Install top pad (4) to support bar with screws
(5).
N03032 1/13
6. Ensure the shoulder belt is not twisted. Slowly

extend the shoulder belt and install shoulder
belt retractor (1, Figure 3-25) to bracket (3).
Install cap screw, nut and flat washer (4).
Tighten nut to 68 Nm (50 ft lb).
7. Test the seat belt function by buckling and
unbuckling the seat belt, and fully extending it.
Also, rapidly pull on the shoulder belt to check
the locking function. Remove the cardboard
warning tag from the belt.
N3-15

(STANDARD SEATS - 58E-57-00500)
Installation
1. Install tether (3, Figure 3-27) and seat belt
buckle (1) to seat with cap screw and flange nut
(2). Tether belt is to be positioned at 45 degree
angle. Tighten flange nut to 68 Nm (50 ft lb).
2. Connect the harness and secure with clip (4), if
equipped.
Removal
1. Remove carriage bolt, flat washer and locknut
(8, Figure 3-28). Then remove shoulder belt
retractor (9).
2. Recline back of seat forward. Remove two nuts
(1). Then remove adjuster (2) from mount.
Place loose shoulder belt on seat cushion.
3. Remove cap screw (5), seat belt retractor (4),
flat washer and tether (6) and from seat. It may
be necessary to also remove cap screw, flat
washer and locknut (10) and bracket (7).
Remove seat belt and shoulder belt (3) from
seat.
4. Disconnect the harness and remove from clip
(4), if equipped.
5. Remove cap screw and flange nut (2, Figure 327). Then remove seat belt buckle (1) and
tether (3).
FIGURE 3-28. SHOULDER BELT
FIGURE 3-27. SEAT BELT BUCKLE

1. Seat Belt Buckle
2. Cap Screw and
Flange Nut
N3-16
3. Tether
4. Clip
1. Nut
2. Adjuster
3. Shoulder Belt
5. Cap Screw
6. Tether
7. Bracket
8. Carriage Bolt,
Washer, Locknut
9. Shoulder Belt
Retractor
10. Capscrew, Washer,
Locknut
1/13 N03032
3. If required, install bracket (7, Figure 3-28) with

cap screw, flat washer and locknut (10) and
bracket (7). Tighten locknut to 47 Nm (35 ft lb).
4. Install seat belt retractor (4) and tether (6) using
flat washer and cap screw (5). Tether belt is to
be positioned at 45 degree angle. Tighten cap
screw (5) to 68 Nm (50 ft lb).
5. While installing adjuster (2), ensure that shoulder belt (3) is not twisted. Install adjuster (2)
onto mount with two nuts (1). Tighten nuts to 68
Nm (50 ft lb).
N03032 1/13
6. Ensure the shoulder belt is not twisted. Slowly

extend the shoulder belt and install shoulder
belt retractor (9) to bracket (7). Install carriage
bolt, flat washer and locknut (8). Tighten locknut
to 68 Nm (50 ft lb).
7. Test the seat belt function by buckling and
unbuckling the seat belt, and fully extending it.
Also, rapidly pull on the shoulder belt to check
the locking function. Remove the cardboard
warning tag from the belt.
N3-17
OPERATOR SEAT (OPTIONAL SEAT)

The operator's seat provides a fully adjustable cushioned ride for driver comfort and easy operation.
Seat Belts

9. Seat Tilt: Lift seat slope lever (9) and hold to
adjust the slope of the seat. Release the lever
to lock the adjustment.
Armrests: Rotate adjusting knob (10) until the armrest is in the desired position.

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.
Adjustment
in the seat.
1. Headrest: (1, Figure 3-29) will move up, down,
fore, or aft by moving headrest to desired position.
2. Backrest Angle: Lift backrest adjustment handle (2) to release and select the backrest angle.
Release the control handle to set.
3. Seat Belt: The operator must have seat belt (3)
buckled in place and properly adjusted whenever vehicle is in motion.
4. Air Lumbar Support: Each rocker switch (4)
controls an air pillow. One switch controls the
lower air pillow and the other switch controls the
upper air pillow. To inflate, press on top of the
rocker switch and hold for desired support, then
release. To deflate, press on the bottom of the
release. Adjust each pillow for desired support.
5. Suspension Dampener: Press rocker switch
(5) on top to increase ride firmness. Press on
lower part of rocker switch to decrease ride firmness.
6. Fore/Aft Location of Seat: Lift fore and aft
lever (6) and hold. Bend knees to move seat to
a comfortable position. Release the control
lever to lock the adjustment.
7. Seat Height: Press rocker switch (7) on top to
increase ride height. Press on lower part of
rocker switch to decrease ride height.
FIGURE 3-29. OPERATORS SEAT CONTROLS

1. Headrest
2. Backrest Angle
3. Seat Belt
4. Lumbar Support
5. Suspension
Dampener
6. Fore and Aft

7. Seat Height
8. Seat Cushion Fore
and Aft
9. Seat Tilt
10. Armrest Tilt

N3-18
1/13 N03032
PASSENGER SEAT (OPTIONAL SEAT)

The passenger seat provides a fully adjustable cushioned ride for passenger comfort and easy operation.
Seat Belts
8. Seat Belt: The operator must have seat belt (3)

buckled in place and properly adjusted whenever vehicle is in motion.
9. Backrest Angle: Lift backrest adjustment handle (2) to release and select the backrest angle.
Release the control handle to set.

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.
Adjustment
in the seat.
1. Headrest: (1, Figure 3-30) will move up, down,
fore, or aft by moving headrest to desired position.
2. Seat Height: Press rocker switch (7) on top to
increase ride height. Press on lower part of
rocker switch to decrease ride height.
4. Seat Tilt: Lift seat slope lever (9) and hold to
adjust the slope of the seat. Release the lever
to lock the adjustment.
5. Fore/Aft Location of Seat: Lift fore and aft
lever (6) and hold. Bend knees to move seat to
a comfortable position. Release the control
lever to lock the adjustment.
6. Suspension Dampener: Press rocker switch
(5) on top to increase ride firmness. Press on
lower part of rocker switch to decrease ride firmness.
7. Air Lumbar Support: Each rocker switch controls an air pillow. One switch controls the lower
air pillow and the other switch controls the
upper air pillow. To inflate, press on top of the
release. To deflate, press on the bottom of the
release. Adjust each pillow for desired support.
N03032 1/13
FIGURE 3-30. PASSENGERS SEAT CONTROLS

1. Headrest
2. Seat Height
3. Seat Cushion Fore
and Aft
4. Seat Tilt
5. Fore and Aft
6. Suspension
Dampener
7. Lumbar Support
8. Seat Belt
9. Backrest Angle
N3-19

(OPTIONAL SEATS)
2. Remove seat belt buckle bolt (1, Figure 3-32)

and discard bolt and buckle.
General
Follow the instructions to install the new seat belts.

The instructions are the same for operator or passenger seats except where noted.
Required Tools:
Rubber mallet
Rivet press
box end wrench - 17 mm
Torx - T40
FIGURE 3-32.
Torx - T45
1. Bolt
Allen Head - 6 mm
Allen Head - 5mm
Torque wrench
3. Remove two screws (2, Figure 3-33) from upper

seat belt cover (1).
Removal
1. Lift up tilt handle (2, Figure 3-31). Remove
lower seat belt bolt (1) and discard.
FIGURE 3-33.
1. Cover
2. Screws
FIGURE 3-31.
1. Bolt
N3-20
2. Tilt Handle
1/13 N03032
4. Remove upper seat belt bolt (1, Figure 3-34) or

(2) while holding the nut on the backside with a
wrench.
6. Remove seat belt retractor bolt (2, Figure 3-36).

Discard bolt and seat belt (1).
NOTE: Both operator and passenger seats are

FIGURE 3-36.
1. Seat Belt
2. Bolt
FIGURE 3-34.
1. Bolt
2. Bolt
5. Remove rear cover (1, Figure 3-35) by pushing

out the center of the four plastic rivets.
7. Separate the plastic cover from the tongue of

the seat belt by unlatching two inside tabs (1,
Figure 3-37). The plastic cover will then slide
off.
FIGURE 3-35.
1. Cover
FIGURE 3-37.
1. Tabs
N03032 1/13
N3-21
8. Align new seat belt retractor (2, Figure 3-38)

with the upper seat belt mount (1). Install seat
belt retractor with a 16 mm long bolt (3) and
tighten to 35 5 Nm (26 4 ft lb).
10. Select new seat belt buckle (1 or 2, Figure 340), spacer (5), washer (4) and bolt (3). Align
the bolt, washer, spacer and buckle in the correct order as shown. Add grease to bolt below
its head.
FIGURE 3-38.
1. Belt
FIGURE 3-40.
3. Bolt
9. Push the seat belt through the upper mount.

Reinstall upper seat belt bolt (1, Figure 3-39)
and tighten to 35 5 Nm (26 4 ft lb) while
holding the nut on the back side with a wrench.
Reinstall the upper seat belt cover and tighten
screws to 4 Nm (3 ft lb). Reattach the plastic
bezel to the tongue.
1. Seat Belt Buckle

2. Seat Belt Buckle
3. Bolt
4. Washer
5. Spacer
11. Secure tether and seat belt (1, Figure 3-41) with
new bolt and tighten to 70 Nm (52 ft lb). Note
that the washer must be aligned with lip (2) on
the buckle.
FIGURE 3-39.
1. Bolt
2. Cover
FIGURE 3-41.
1. Seat Belt
N3-22
2. Lip
1/13 N03032
12. Using a 22 mm long bolt (1, Figure 3-42), attach

seat belt to opposite side with the tether (2)
underneath the belt anchor. Tighten the bolt to
35 Nm (26 ft lb).
14. Remove cardboard note (1, Figure 3-44) from

the seat belt. Install rear cover (2) to the seat
frame using the four plastic rivets previously
removed.
FIGURE 3-44.
1. Cardboard Cover
FIGURE 3-42.
1. Bolt
2. Cover
2. Tether
13. If installing a driver buckle, push seat belt

minder cord (1, Figure 3-43) between the seat
cushions and the side frame to the back of the
seat. Wire tie the cord to the hoses in the back.
Connect the minder cord to the wire harness in
the cab, if equipped.
FIGURE 3-43.
1. Seat Belt Minder Cord
N03032 1/13
N3-23
NOTES
N3-24
1/13 N03032
SECTION N4
OPERATOR COMFORT
INDEX
OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
HEATER / AIR CONDITIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Fan Speed Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Temperature Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Flow Directional Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Heater/Air Conditioner Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
N4-3
N4-3
N4-3
N4-4
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Fuse and Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Relays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Heater Core . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fan Motor And Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cab Air Filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
N4-4
N4-4
N4-4
N4-5
N4-5
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) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Expansion Block Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Evaporator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
N4-10
N4-10
N4-10
N4-10
N4-11
N4-11
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. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Installing Manifold Gauge Set. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Purging Air From Service Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
N04041
Operator Comfort
N4-15
N4-15
N4-16
N4-16
N4-17
N4-18
N4-18
N4-1
SYSTEM PERFORMANCE TEST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-19

SYSTEM OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
Handling and Reusing PAG Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
Oil Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
Checking System Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
REFRIGERANT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
Recycled Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
Reclaimed Refrigerant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
Refrigerant Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
R-134a Refrigerant Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
SYSTEM LEAK TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
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. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
Performing the Recycling Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
Evacuating and Charging the A/C System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
SYSTEM REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
System Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25
COMPONENT REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26
Hoses and Fittings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26
Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26
Expansion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26
Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
Accumulator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
EVACUATING THE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
EVACUATING THE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
CHARGING THE A/C SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-30
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-31
Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-31
Diagnosis Of Gauge Readings And System Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-31
TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-32
PREVENTIVE MAINTENANCE SCHEDULE FOR A/C SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-36
N4-2
Operator Comfort
N04041
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 3speed 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 counterclockwise 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.
FIGURE 4-1. A/C & HEATER CONTROLS
Provides airflow to upper vents and floor

vents.
Provides airflow to upper vents, only.
Defrost - Provides dehumidified air to the
windshield.
1. Fan Speed Control

Knob
2. Temperature Control Knob
3. Blue Zone
4. Red Zone
5. Air Flow Directional
Knob
6. Vents

windshield as well as to floor vents.
N04041
Operator Comfort
N4-3
Heater/Air Conditioner Vents
Relays
Heater/air conditioner vents (6, Figure 4-1) may be

rotated 360. There are three vents in the heater/air
conditioner compartment, four vents across the top of
the instrument panel, and one vent each in the RH
and LH instrument panels. There are also an additional four vents under the instrument panel. Air flow
through the vents is controlled by manually opening,
closing or turning the louvers.
Three relays (8, Figure 4-2) control the damper

doors, A/C compressor clutch, temperature control
switch, water (heater) valve and the actuator motors.
COMPONENTS
Figure 4-2 and Figure 4-4 illustrate both the heater
system and air conditioning system parts contained
in the cab mounted enclosure. Refer to the air conditioning system topics later in this section for additional information regarding air conditioning system
components, maintenance and repair.
Heater Core
Heater core (2, Figure 4-4) receives engine coolant
through water valve (33) when heat is selected. If
temperature control knob (2, Figure 4-1) is placed in
between the red and blue area, or turned counterclockwise to the blue area, coolant flow should be
blocked.
If temperature control knob (2) and water valve (33,
Figure 4-4) appear to be working properly, yet no
heat is apparent in heater core (2), the core may be
restricted. Remove and clean or replace the core.
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
N4-4
Operator Comfort
N04041
Fan Motor And Speed Control
Cab Air Filter
Fan speed is controlled by the position of the fan

speed control knob (1, Figure 4-1).
Recirculation air filter (5, Figure 4-4) and fresh air filter (2, Figure 4-3) in the front access panel of the cab
need periodic cleaning to prevent restrictions in air
circulation. Restricted filters will decrease the performance of the heater and air conditioner. The recommended interval for cleaning and inspection is 250
hours, but in extremely dusty conditions the filters
may need daily service and inspection, especially the
outer panel filter on the cab shell. The filter elements
should be cleaned with water and dried in a dust free
environment before reinstallation. Replace the filter
element every 2000 hours, or sooner if inspection
indicates a clogged or damaged filter.
If blower assembly (3, Figure 4-4) does not operate

at any of the speed selections, verify that battery
voltage is available at the switches and relay. Refer
to the electrical schematic in Section R. If voltage is
present, the blower assembly is probably defective
and should be removed and replaced.
Actuators
Two rotary actuator motors (9, Figure 4-4) are
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
actuator.
FIGURE 4-3. CAB FILTER LOCATION
1. Access Cover
N04041
Operator Comfort
2. Cab Filter
N4-5
FIGURE 4-4. HEATER/AIR CONDITIONER ASSEMBLY

1. Evaporator Core
2. Heater Core
3. Blower Assembly
4. Outer Recirculation
Grille
5. Recirculation Filter
6. Inner Recirculation
Grille
7. Expansion Block Valve
8. Relay
9. Actuator
N4-6
10. Louver
11. Thermostat
12. LH Seal
13. Front Seal
14. Top Seal
15. Screw
16. Screw
17. Cover
18. Knob
19. Seal
20. Foam
21. Foam
22. Bracket
23. Case
24. Bracket
25. Control Panel Harness
26. Main Unit Harness
27. Seal
28. Screw
29. Screw
30. Bulb
31. Pivot Bushing
Operator Comfort
32. Punched Strip

33. Water Valve
34. Drive Adapter
35. Damper Door (Up)
36. Damper Door (Side)
37. Punched Strip
38. Punched Strip
39. Blower Retainer
40. Control Panel
41. Grommet
42. Duct Adapter
N04041
FIGURE 4-5. BASIC AIR CONDITIONING SYSTEM

1. Blower Switch
2. Thermostatic Switch
3. Battery Supply
4. Circuit Breaker
5. Blower
6. Temperature Sensor
N04041
7. Evaporator
8. Expansion Valve
9. Suction Line
10. Test Gauges & Manifold
11. Compressor
12. Refrigerant Container
Operator Comfort
13. Magnetic Clutch

14. Compressor Drive Pulley
15. Receiver-Drier
16. Discharge Line
17. Condenser
18. Accumulator
N4-7
ENVIRONMENTAL IMPACT OF AIR

CONDITIONING
Environmental studies have indicated a weakening of
the earths protective Ozone (O3) layer in the outer
stratosphere.
Chloro-flouro-carbon
compounds
(CFCs), such as R-12 refrigerant (Freon), commonly
used in mobile equipment air conditioning systems,
have been identified as a possible contributing factor
of the Ozone depletion.
Consequently, legislative bodies in more than 130
countries have mandated that the production and
distribution of R-12 refrigerant be discontinued after
1995. Therefore, a more environmentally-friendly
hydro-flouro-carbon.
(HFC) refrigerant, commonly identified as HFC-134a
or R-134a, is being used in most current mobile air
conditioning systems. Additionally, the practice of
releasing either refrigerant to the atmosphere during
the charging/recharging procedure is prohibited.
These restrictions require the use of equipment and
procedures which are significantly different from
those traditionally used in air conditioning service
techniques. The use of new equipment and techniques allows for complete recovery of refrigerants,
which will not only help to protect the environment,
but through the recycling of the refrigerant will preserve the physical supply, and help to reduce the
cost of the refrigerant.
The general cleanliness of the system and components is important. Dust or dirt collected in the condenser, evaporator, or air filters decreases the
system's cooling capacity.
The compressor, condenser, evaporator units, hoses
and fittings must be installed clean and tight and be
capable of withstanding the strain and abuse they
are subjected to on off-highway vehicles.
Equipment downtime costs are high enough to
encourage service areas to perform preventative
maintenance at regular intervals on vehicle Air Conditioning (A/C) systems. (Cleaning, checking belt
tightness, and operation of electrical components).
PRINCIPLES OF REFRIGERATION
A brief review of the principles of air conditioning is
necessary to relate the function of the components,
the technique of troubleshooting and the corrective
action necessary to put the A/C unit into top operating efficiency.
Too frequently, the operator and the serviceman
overlook the primary fact that no A/C system will
function properly unless it is operated within a completely controlled cab environment. The circulation of
air must be a directed flow. The cab must be sealed
against seepage of ambient air. The cab interior must
be 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 characteristics of vibration, shock-loading, operator
changes, and climate conditions that present different design and installation problems for air conditioning systems. Off-highway equipment, in general, is
unique enough that normal automotive or highway
truck engineering is not sufficient to provide the reliability to endure the various work cycles encountered.
The cab tightness, insulation, and isolation from heat
sources is very important to the efficiency of the system. It is advisable to close all vents, even the
intakes of pressurization systems, when there are
high humidity conditions.
N4-8
Air Conditioning
Air conditioning is a form of environmental control. As
applied to the cab, it refers to the control of temperature, humidity, cleanliness, and circulation of air. In
the broad sense, a heating unit is as much an air
conditioner as is a cooling unit. The term air conditioner is commonly used to identify an air cooling
unit. To be consistent with common usage, the term
air conditioner will refer to the cooling unit utilizing
the principles of refrigeration; sometimes referred to
as the evaporator unit.
Operator Comfort
N04041
Refrigeration - The Act Of Cooling

There is no process for producing cold; there is
only heat removal.
Heat always travels toward cooler temperatures.
This principle is the basis for the operation of a
cooling unit. As long as one object has a
temperature lower than another, this heat transfer
will occur.
Temperature is the measurement of the intensity

of heat in degrees. The most common measuring
device is the thermometer.
All liquids have a point at which they will turn to

vapor. Water boiling is the most common
example of heating until vapor is formed. Boiling
is a rapid form of evaporation. Steam is a great
deal hotter than boiling water. The water will not
increase in temperature once brought to a boil.
The heat energy is used in the vaporization
process. The boiling point of a liquid is directly
affected by pressure. By changing pressure, we
can control the boiling point and temperature at
which a vapor will condense. When a liquid is
heated and vaporizes, the gas will absorb heat
without changing pressure.
Reversing the process, when heat is removed
from water vapor, it will return to the liquid state.
Heat from air moves to a cooler object. Usually
the moisture in the cooled air will condense on
the cooler object.
Refrigerant - Only R-134a should be used in the
new mobile systems which are designed for this
refrigerant.
Ambient air, passing through the condenser removes

heat from the circulating refrigerant resulting in the
conversion of the refrigerant from gas to liquid.
The liquid refrigerant moves on to the receiver drier
where impurities are filtered out, and moisture
removed. This component also serves as the temporary storage unit for some liquid refrigerant.
The liquid refrigerant, still under high pressure, then
flows to the expansion valve. This valve meters the
amount of refrigerant entering the evaporator. As the
refrigerant passes through the valve, it becomes a
low temperature, low pressure liquid and saturated
vapor. This causes the refrigerant to become cold.
The remaining low pressure liquid immediately starts
to boil and vaporize as it approaches the evaporator,
adding to the cooling. The hot, humid air of the cab is
pulled through the evaporator by the evaporator
blower. Since the refrigerant is colder than the air, it
absorbs the heat from the air producing cool air
which is pushed back into the cab. The moisture in
the air condenses upon movement into the evaporator and drops into the drain pan from which it drains
out of the cab.
Refrigerant leaving the evaporator enters the accumulator. The accumulator functions as a sump for liquid refrigerant in the system. Because of its design,
the accumulator only allows vaporized refrigerant to
return to the compressor, preventing compressor
slugging from occurring. Desiccant is located at the
bottom of the accumulators to remove moisture that
is trapped in the system.
The cycle is completed when the heated low pressure gas is again drawn into the compressor through
the suction side.
The Refrigeration Cycle

In an air conditioning system, the refrigerant is circulated under pressure through the five major components in a closed circuit. At these points in the
system, the refrigerant undergoes predetermined
pressure and temperature changes.
This simplified explanation of the principles of refrigeration does not call attention to the fine points of
refrigeration technology. Some of these will be covered in the following discussions of the components,
controls, and techniques involved in preparing the
unit for efficient operation.
The compressor (refrigerant pump) takes in low pressure heat laden refrigerant gas through the suction
valve (low side), and as its name indicates, pressurizes the heat laden refrigerant and forces it through
the discharge valve (high side) on to the condenser.
N04041
Operator Comfort
N4-9
AIR CONDITIONER SYSTEM

COMPONENTS
Compressor (Refrigerant Pump)
The compressor is where the low pressure side of
the system changes to high pressure. It concentrates
the refrigerant returning from the evaporator (low
side) creating high pressure and a temperature much
higher than the outside air temperature. The high
temperature differential between the refrigerant and
the outside air is necessary to aid rapid heat flow in
the condenser from the hot refrigerant gas to much
cooler outside air.
To create high pressure concentration, the compressor draws in refrigerant from the evaporator through
the suction valve and during compression strokes,
forces it out through the discharge valve to the condenser. The pressure from the compressor action
moves the refrigerant through the condenser,
receiver-drier and connecting hoses to the expansion
valve.
The compressor is driven by the engine through a vbelt driving an electrically operated clutch mounted
on the compressor drive shaft.
Service Valves
Quick-connect hose end fittings with integral service
valves attach to system service ports for servicing
the unit. A manifold gauge set is connected into the
system at the service valve ports and all procedures,
such as discharging, evacuating and charging the
system, are performed through the service valves.
Condenser
The condenser receives the high pressure, high-temperature refrigerant vapor from the compressor and
condenses it to high pressure, hot liquid.
It is designed to allow heat movement from the hot
refrigerant vapor to the cooler outside air. The cooling of the refrigerant changes the vapor to liquid.
Heat exchange is accomplished using cooler air flowing through the condenser. Condenser cooling is
achieved by air flowing from the radiator fan along
with ram air provided by vehicle movement. The radiator fan moves more than 50% of condenser air flow
unless travel speed is at least 25 mph.
N4-10
Ram air condensers depend upon the vehicle movement to force a large volume of air past the fins and
tubes of the condenser. The condenser is usually
located in front of the radiator or on the roof of the
truck.
Condensing of the refrigerant is the change of state
of the refrigerant from a vapor to a liquid. The action
is affected by the pressure of the refrigerant in the
coil and air flow through the condenser. Condensing
pressure in an A/C system is the controlled pressure
of the refrigerant which affects the temperature at
which it condenses to liquid, giving off large quantities of heat in the process. The condensing point is
sufficiently high to create a wide temperature differential between the hot refrigerant vapor and the air
passing over the condenser fins and tubes. This difference permits rapid heat transfer from the refrigerant to ambient air.
Receiver-Drier
The receiver-drier is an important part of the air conditioning system. The drier receives the liquid refrigerant from the condenser and removes any moisture
and foreign matter present which may have entered
the system. The receiver section of the tank is
designed to store extra refrigerant until it is needed
by the evaporator. The storage of this refrigerant is
temporary and is dependent on the demand of the
expansion valve.
A desiccant is a solid substance capable of removing
moisture from gas, liquid or solid. It is held in place
within the receiver between two screens, which also
act as strainers.
The receiver-drier is also equipped with a sight glass
and a moisture indicator. The sight glass can give a
good indication of the charge of the system. If the
sight glass is not clear, the system is low on refrigerant.
The moisture indicator is a device to notify service
personnel that the drier is full of moisture and must
be replaced. The indicator is blue when the component is free from moisture. When the indicator turns
beige or tan, the drier must be replaced.
Operator Comfort
N04041
Expansion Block Valve

The expansion block valve controls the amount of
refrigerant entering the evaporator coil. Both internally and externally equalized valves are used.
The expansion valve is located near the inlet of the
evaporator and provides the functions of throttling,
modulating, and controlling the liquid refrigerant to
the evaporator coil.
The refrigerant flows through a restriction creating a
pressure drop across the valve. Since the expansion
valve also separates the high side of the system from
the low side, the state of the refrigerant entering the
valve is warm to hot high pressure liquid; exiting it is
low pressure liquid and gas. The change to low pressure allows the flowing refrigerant to immediately
begin changing to gas as it moves toward the evaporator. This produces the desired cooling effect.
The amount of refrigerant metered into the evaporator varies with different heat loads. The valve modulates from wide open to the nearly closed position,
seeking a point between for proper metering of the
refrigerant.
As the load increases, the valve responds by opening wider to allow more refrigerant to pass into the
evaporator. As the load decreases, the valve reacts
and allows less refrigerant into the evaporator. It is
this controlling action that provides the proper pressure and temperature control in the evaporator.
This system uses an internally equalized, block type
expansion valve. With this type valve, the refrigerant
leaving the evaporator coil is also directed back
through the valve so the temperature of the refrigerant is monitored internally rather than by a remote
sensing bulb. The expansion valve is controlled by
both the temperature of the power element bulb and
the pressure of the liquid in the evaporator.
NOTE: It is important that the sensing bulb, if
present, is tight against the output line and protected
from ambient temperatures with insulation tape.
Accumulator
As the accumulator receives vaporized refrigerant
from the evaporator, moisture and/or any residual liquid refrigerant is collected at the bottom of the component. The moisture is absorbed by the desiccant
where it is safely isolated from the rest of the system.
N04041
The storage of the liquid refrigerant is temporary.

When the liquid vaporizes into a gas it will be pulled
from the bottom of the accumulator into the compressor. This process not only allows the accumulator to
act as a storage device, but also protects the compressor from liquid slugging.
The low side service port is also located on the accumulator.
Evaporator
The evaporator cools and dehumidifies the air before
it enters the cab. Cooling a large area requires that
large volumes of air be passed through the evaporator coil for heat exchange. Therefore, a blower
becomes a vital part of the evaporator assembly. It
not only draws heat laden air into the evaporator, but
also forces this air over the evaporator fins and coils
where the heat is surrendered to the refrigerant. The
blower forces the cooled air out of the evaporator into
the cab.
Heat exchange, as explained under condenser operation, depends upon a temperature differential of the
air and the refrigerant. The greater the temperature
differential, the greater will be the amount of heat
exchanged between the air and the refrigerant. A
high heat load condition, as is generally encountered
when the air conditioning system is turned on, will
allow rapid heat transfer between the air and the
cooler refrigerant.
The change of state of the refrigerant in and going
through the evaporator coil is as important as that of
the air flow over the coil.
All or most of the liquid that did not change to vapor
in the expansion valve or connecting tubes boils
(expands) and vaporizes immediately in the evaporator, becoming very cold. As the process of heat loss
from the air to the evaporator coil surface is taking
place, any moisture (humidity) in the air condenses
on the cool outside surface of the evaporator coil and
is drained off as water.
At atmospheric pressure, refrigerant boils at a point
lower than water freezes. Therefore, the temperature
in the evaporator must be controlled so that the water
collecting on the coil surface does not freeze on and
between the fins and restrict air flow. The evaporator
temperature is controlled through pressure inside the
evaporator, and temperature and pressure at the outlet of the evaporator.
Operator Comfort
N4-11
ELECTRICAL CIRCUIT
Compressor Clutch
The air conditioner's electrical circuit is fed from an

accessory circuit and is fused with a 30-ampere circuit breaker.
An electromagnetic clutch is used in conjunction with

the thermostat to disengage the compressor when it
is not needed, such as when a defrost cycle is indicated in the evaporator, or when the system or
blower is turned off.
The blower control is a switch which provides a

range of blower speeds from fast to slow. When the
blower switch is turned on, current is available at the
compressor clutch. Once the blower is turned on, fan
speeds may be changed without affecting the thermostat sensing level.
The thermostat reacts to changing temperatures
which cause electrical contacts to open and close.
The thermostat has a capillary tube extended into the
evaporator coil to sense temperature.
When the contacts are closed, current flows to the
clutch field and energizes the clutch, causing the
swash plate inside the compressor to turn which
starts the refrigeration cycle. When the temperature
of the evaporator coil drops to a predetermined point,
the contacts open and the clutch disengages.
When the clutch is disengaged, the blower remains
at the set speed. After the evaporator temperature
rises about twelve degrees above the cutout point,
the contacts in the thermostat close and the refrigeration cycle resumes.
Thermostat
An electromagnetic clutch is used on the compressor
to provide a means of constant temperature control
of the cab. The clutch is controlled by a thermostat in
the evaporator which is set initially by the driver to a
predetermined point. Evaporator temperature is then
maintained by the cycling action of the clutch.
The stationary field clutch is the most desirable type

since it has fewer parts to wear. The field is mounted
to the compressor by mechanical means depending
on the type field and compressor. The rotor is held on
the armature by a bearing and snap rings. The armature is mounted on the compressor body.
When no current is fed to the field, there is no magnetic force applied to the clutch and the rotor is free
to rotate on the armature, which remains stationary
on the crankshaft.
When the thermostat or switch is closed, current is
fed to the field. This sets up a magnetic force
between the field and armature, pulling it into the
rotor. When the armature becomes engaged with the
rotor, the complete unit rotates while the field
remains stationary. This causes the compressor
crankshaft to turn, starting the refrigeration cycle.
When the switch or thermostat is opened, current is
cut off. The armature snaps back out and stops while
the rotor continues to turn. Pumping action of the
compressor is stopped until current is again applied
to the field. In addition, safety switches in the compressor clutch electrical circuit control clutch operation, disengaging the clutch if system pressures are
abnormal.
The thermostat is simply a thermal device which controls an electrical switch. When warm, the switch is
closed; when cold, it is open. Most thermostats have
a positive OFF position as a means to turn the clutch
off regardless of temperature.
The bellows type thermostat has a capillary tube connected to it which is filled with refrigerant. The capillary tube is attached to the bellows inside of the
thermostat. Expansion of the gases inside the capillary tube exerts pressure on the bellows, which in
turn closes the contacts at a predetermined temperature.
N4-12
Operator Comfort
N04041
Trinary Switch
This switch is mounted on the receiver-drier and has
three functions, as implied by the name:
1. Disengage the compressor clutch when system
pressure is too high.
2. Disengage the compressor clutch when system
pressure is too low.
3. Engage and disengage the radiator fan drive
clutch during normal variation of system pressure.
The Trinary switch performs three distinct functions to monitor and control refrigerant pressure in
the system. This switch is installed on the receiverdrier. The switch functions are:
Terminals 1 & 2 are connected internally through
two, normally closed pressure switches in series, the
low pressure switch and the high pressure switch.
Fan Clutch - The mid-range function actuates the

engine fan clutch, if installed.
High Pressure - This switch opens and
disengages the compressor clutch if system
pressure rises above the 2068-2413 kPa (300350 psi) range. After system pressure drops to
1448-1724 kPa (210-250 psi), the switch
contacts will close and the clutch will engage.
The switch functions will automatically reset when
system pressure returns to normal.
OPENS
CLOSES
Low
Pressure
103-207 kPa
(15-30 psi)
descending
pressure
276 kPa
(40 psi)
rising pressure
High
Pressure
2068-2413 kPa
(300-350 psi)
1448-1724 kPa
(210-250 psi)
241-414 kPa
(35-60 psi)
below closing
pressure
1379-1586 kPa
(200-230 psi)
rising pressure
Fan Clutch
The pressures listed above are typical of pressures 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
clutch that drives the radiator fan. This switch closes
and causes the cooling fan clutch to engage when
system pressure rises to 1379-1586 kPa (200-230
psi). When pressure falls to 965-1344 kPa (140-195
psi), the switch contacts open, and the cooling fan
clutch disengages.
Low Pressure - This switch opens and
disengages the compressor clutch if system
pressure drops into the 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.
N04041
NOTE: One other pressure controlling device is

installed within the compressor. A mechanical relief
valve is located on the back of the compressor. The
relief valve will open at 3447-3792 kPa (500 - 550
psi). The purpose of this valve is to protect the
compressor in the event that pressure should be
allowed to rise to that level. Damage to the
compressor will occur if pressure exceeds 550 psi.
Operator Comfort
N4-13
SYSTEM SERVICING
Servicing an air conditioning system really means
closely monitoring refrigerant flow. For this reason,
the following procedures deal extensively with the
proper use, handling, care and safety factors
involved in the R-134a refrigerant quality and quantity in an air conditioning system.
Because the refrigerant in an air conditioning system
must remain pressurized and sealed within the unit to
function properly, safety is a major consideration
when anything causes this pressurized, sealed condition to change. The following warnings are provided here to alert service personnel to their
importance before learning the correct procedures.
Read, remember, and observe each warning before
beginning actual system servicing.
NOTE: If the mine operates a fleet with some trucks
using R-12 and others using R-134a refrigerant, it is
essential that servicing tools that come into contact
with the refrigerant (gauge sets, charging equipment,
recycle/recovery equipment etc.) be dedicated to one
type refrigerant only, to prevent cross contamination.
Ensure sufficient ventilation whenever refrigerant is being discharged from a system, keeping
in mind refrigerant is heavier than air and will fall
to low-lying areas.
When exposed to flames or sparks, the components of refrigerant change and become deadly
phosgene gas. This poison gas will damage the
respiratory system if inhaled. NEVER smoke in
an area where refrigerant is used or stored.
Never direct a steam cleaning hose or torch in
direct contact with components in the air conditioning system. Localized heat can raise the
pressure to a dangerous level.
Do not heat or store refrigerant containers above
49 C (120 F).
Do not flush or pressure test the system using
shop air or another compressed air source. Certain mixtures of air and R-134a refrigerant are
combustible when slightly pressurized. Shop air
supplies also contain moisture and other contaminants that could damage system components.
Federal regulations prohibit venting R-12 and

R-134a refrigerant into the atmosphere. An SAE
and UL approved recovery/recycle station must
be used to remove refrigerant from the A/C system. Refrigerant is stored in a container on the
unit for recycling, reclaiming, or transporting. In
addition, technicians servicing A/C systems
must be certified they have been properly trained
to service the system.
Trucks operating in cold weather climates must

continue to keep the A/C system charged during
cold weather months. Keeping the system
charged helps prevent moisture intrusion into
system oil and desiccants.
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 possible.
N4-14
Operator Comfort
N04041
SERVICE TOOLS AND EQUIPMENT

Recovery/Recycle Station
Whenever refrigerant must be removed from the system, a dual purpose station as shown in Figure 4-6,
performs both recovery and recycle procedures
which follows the new guidelines for handling used
refrigerant. The recovered refrigerant is recycled to
reduce contaminants, and can then be reused in the
same machine or fleet.
Mixing different types of refrigerant will damage

equipment. Dedicate one recovery/recycle station to each type of refrigerant processing to
avoid equipment damage. DISPOSAL of the gas
removed requires laboratory or manufacturing
facilities.
To accomplish this, the recovery/recycle station separates the oil from the refrigerant and filters the
refrigerant multiple times to reduce moisture, acidity,
and particulate matter found in a used refrigerant.
Test equipment is available to confirm the refrigerant

in the system is actually the type intended for the
system and has not been contaminated by a mixture
of refrigerant types.
NOTE: To be re-sold, the gas must be reclaimed

which leaves it as pure as new, but requires
equipment normally too expensive for all but the
largest refrigeration shops.
Recycling equipment must meet certain standards as

published by the Society of Automotive Engineers
(SAE) and carry a UL approved label. The basic principals of operation remain the same for all machines,
even if the details of operation differ somewhat.
Equipment is also available to just remove or extract

the refrigerant. Extraction equipment does not clean
the refrigerant - it is used to recover the refrigerant
from an 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 smallest 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
N04041
FIGURE 4-7. TYPICAL ELECTRONIC LEAK

DETECTOR
Operator Comfort
N4-15
FIGURE 4-9. VACUUM PUMP
FIGURE 4-8. R-134a SERVICE VALVE

1. System Service Port
Fitting
2. Quick Connect
3. Service Hose
nection
Co
Vacuum Pump
Service Valves
Because an air conditioning system is a sealed system, two service valves are provided on the compressor to enable diagnostic tests, system charging
or evacuation. Connecting the applicable hoses from
the manifold gauge set to the compressor service
valves enables each of these to be readily performed.
The vacuum pump (Figure 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
vapor (boils) and together with all air and refrigerant
is withdrawn (pumped) from the system.
New and unique service hose fittings (Figure 4-8)

have been specified for R-134a systems. Their purpose is to avoid accidental cross-mixing of refrigerants and lubricants with R-12 based systems. The
service ports on the system are quick disconnect
type with no external threads. They do contain a
Schrader type valve. The low side fitting has a
smaller diameter than the high side attachment.
Protective caps are provided for each service valve.
When not being used these caps should be in place
to prevent contamination or damage to the service
valves.
N4-16
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N04041
Manifold Gauge Set

A typical manifold gauge set (Figure 4-10) has two
screw type hand valves to control access to the system, two gauges and three hoses. The gauges are
used to read system pressure or vacuum. The manifold and hoses are for access to the inside of an air
conditioner, to remove air and moisture, and to put in,
or remove, refrigerant from the system. Shutoff
valves are required within 12 inches of the hose
end(s) to minimize refrigerant loss.
A gauge set for R-134a will have a blue hose with a
black stripe for the low side, a red hose with a black
stripe for the high side, and a yellow hose with a
black stripe for the utility (center) hose. The hoses
use a 1/2 in. ACME female nut on the gauge end.
Special quick disconnect couplings are normally
combined with a shutoff valve on the high and low
side hoses. The free end of the center hose contains
a 1/2 in. ACME female nut and a shutoff device
within 12 inches of the hose end. These special
hoses and fittings are designed to minimize refrigerant loss and to preclude putting the wrong refrigerant
in a system.
NOTE: When hose replacement becomes necessary,

the new hoses must be marked SAE J2916 R134a.
Functions of the manifold gauge set are included in

many of the commercially available recovery or
recovery/recycle stations.
FIGURE 4-10. MANIFOLD GAUGE SET
Low Side Gauge

The low side gauge, registers both vacuum and pressure. The vacuum side of the scale is calibrated from
0 to 30 inches of mercury (in. Hg). The pressure side
of the scale is calibrated to 150 psi.
Never open the hand valve to the high side at

anytime when the air conditioning system is
operating. High side pressure, if allowed, may
rupture charging containers and potentially
cause personal injury.
High Side Gauge
The high side gauge is used to measure pressure
only on the discharge side of the compressor. The
scale is calibrated from 0 to 500 psi.
N04041
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N4-17
Installing Manifold Gauge Set

Before attempting to service the air conditioning system, a visual inspection of both the engine and A/C
system components is recommended. Particular
attention should be given to the belts, hoses, tubing
and all attaching hardware as well as the radiator
cap, fan clutch, and thermostat. Inspect both the condenser and the radiator for any obstructions or potential contamination. Minimize all the possibilities for
error or malfunction of components in the air conditioning system.
Shut off engine. DO NOT attempt to connect service equipment when the engine is running.
4. Connect the two service hoses from the manifold to the correct service valves on the compressor and accumulator, as shown in Figure 411. (High side to compressor discharge valve
and low side to accumulator.) Do not open the
service valves at this time.
This gauge hook-up process will be the same,

regardless of the gauge set being installed. Whether
it is a recovery station or individual gauges, the connections are the same. The procedures performed
next will vary depending what type of equipment is
being used. If a recovery/recycling station is being
used, complete servicing can be accomplished.
Using only a set of gauges will limit the servicing to
only adding refrigerant or observing pressures.
1. Be sure all valves on the manifold are closed all

the way (turn them clockwise).
2. Check the hose connections on the manifold for
tightness.
3. Locate the low and high side system service fittings and remove their protective caps.
Purging Air From Service Hoses

The purpose of this procedure is to remove all the air
trapped in the hoses prior to actual system testing.
Environmental regulations require that all service
hoses have a shutoff valve within 12 inches of the
service end. These valves are required to ensure
only a minimal amount of refrigerant is lost to the
atmosphere. R-134a gauge sets have a combination
quick disconnect and shutoff valve on the high and
low sides. The center hose also requires a valve.
The initial purging is best accomplished when connected to recovery or recycle equipment. With the
center hose connected to the recovery station, service hoses connected to the high and low sides of the
system, we can begin the purging. The manifold
valves and service valves should be closed. Activating the vacuum pump will now pull any air or moisture out of the center hose. This will require only a
few minutes of time. The hose is the only area that is
being placed in a vacuum and this will not require a
lengthy process. Closing the valve will then insure
the hose is purged. It is now safe to open the other
manifold valves.
FIGURE 4-11. SERVICE HOSE HOOK-UP
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N04041
SYSTEM PERFORMANCE TEST

This test is performed to establish the condition of all
components in the system. Observe these conditions
during testing:
1. Place a fan in front of the condenser to simulate
normal ram air flow and allow the system to stabilize.
8. Feel the hoses and components on the low

side. They should be cool to the touch. Check
connections near the expansion valve; the inlet
side should be warm and the outlet side cold.
9. After a minimum of 10 minutes has elapsed and
the system has stabilized, observe the gauge
readings. Compare the readings to the specifications in Table 1.
2. Install a thermometer into the air conditioning

vent closest to the evaporator.
3. Start the engine and operate at 1000 rpm.
4. Evaluate the readings obtained from the
gauges to see if they match the readings for the
ambient temperature.
5. Set air conditioning system at maximum cooling
and maximum blower speed operation.
6. Close all windows and doors to the cab.
7. Carefully feel the hoses and components on the
high side. All should be warm-hot to the touch.
Check the inlet and outlet of receiver-drier for
even temperatures, if outlet is cooler than inlet,
a restriction is indicated.
NOTE: Pressures may be slightly higher in very

humid conditions and lower in very dry conditions.
Pressures listed in Table 1 are during compressor
clutch engagement.
10. Check the cab vents for cool air. Outlet air temperature should be approximately 16 - 22 C
(30 - 40 F) below ambient air temperature.
11. If pressures and temperatures are not within the
specified ranges, the system is not operating
properly. Refer to Preliminary Checks near the
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)
32 C (90 F)
1175 - 1650 kPa (170 - 240

psi)
105 - 210 kPa (15 - 30 psi)
38 C (100 F)
1300 - 1850 kPa (190 - 270

psi)
105 - 210 kPa (15 - 30 psi)
43 C (110 F)
1450 - 2075 kPa (210 - 300

psi)
105 - 210 kPa (15 - 30 psi)
NOTE: All pressures in this chart are for reference, only. Weight is the only absolute means of
determining proper refrigerant charge.
N04041
Operator Comfort
N4-19
SYSTEM OIL
Handling and Reusing PAG 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. Komatsu PAG oil is the only oil that is furnished in the system on Komatsu trucks.
Two different compressors have been installed on
the trucks at the factory. Compressor A is shown in
Figure 4-12. Compressor B is shown in Figure 4-13.
Ensure that the correct oil type and quantity is used
depending on the compressor being serviced.
Avoid skin contact and inhalation of PAG oil, as

these are normal precautions with any chemical.
PAG oil removed from new or old components
must not be retained for re-use. It must be stored
in a marked container and properly sealed. PAG
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
absorbs moisture very rapidly, and therefore, any
absorbed moisture could cause damage to an air
conditioning system.
Oil Quantity
It is critical to keep the correct amount of lubricant in
the air conditioning system at all times. Failure to do
so could result in damage to the compressor.
FIGURE 4-12. COMPRESSOR A
207 ML - (7 oz.) PC2212 PAG OIL
Damage to the compressor can be a result from not

only a lack of oil, but from too much oil, also. A lack
of oil will cause excess friction and wear on moving
parts. Excessive oil can result in slugging the compressor. This condition occurs when the compressor
attempts to compress liquid oil as opposed to vaporized refrigerant. Since liquid cannot be compressed,
damage to internal parts results.
FIGURE 4-13. COMPRESSOR B

300 ml - (10.1 oz.) PC2279 PAG OIL
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N04041
Checking System Oil
The receiver-drier and accumulator must be

replaced each time the system is opened.
1. Remove the compressor from the truck. With
the compressor positioned horizontally, remove
the drain plug, and capture the oil in a clear
graduated container. Rock the compressor back
and forth, and rotate the shaft to facilitate oil
removal.
Under no circumstances should the A/C compressor be stood upright onto the clutch assembly. Damage to the compressor clutch will result,
leading to premature compressor failures.
2. Inspect the oil for any foreign particles. If particles are found, further investigation and service
are necessary to determine the source. After
repair, the system will need to be flushed. Refer
to System Flushing. If no particles are found,
proceed to the next step.
3. Add 207 ml (7oz.) of PAG oil to the compressor
sump. Add the oil through the drain port, and
install the drain plug. It is important to only add
the specified amount to ensure optimal system
performance. Too much oil will result in a reduction in cooling. Too little oil will result in compressor failure.
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 accumulator. 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.
When installing a new compressor, the compressor must be completely drained of its oil before
installation. Add the correct amount of new PAG
oil to the compressor to ensure proper system oil
level. Failure to adjust the amount of oil in the
compressor will lead to excessive system oil and
poor A/C performance. Additionally, a new
receiver-drier and accumulator must be installed
and oil added to both of these components.
TABLE 2. REPLACING OIL

Component
Oil to add
Condenser
60-90 ml (2-3 ounces)
Evaporator
30 ml (1 ounce)
Receiver-Drier
60 ml (2 ounces)
Accumulator
60 ml (2 ounces)
Compressor A
(Figure 4-12)
207 ml (7 ounces) PC2212
Compressor B
(Figure 4-13)
300 ml (10.1 ounces) PC2279
Block Valve
(Expansion)
Adding oil is not necessary
Hoses
Drain and measure amount

removed
5. Connect all hoses and components in the system. Lubricate O-Rings with clean mineral oil
before assembly.
NOTE: Do not use PAG oil to lubricate O-rings or
fittings. PAG oil will attract moisture and will corrode
fittings when used externally. Use only clean mineral
oil to lubricate fittings and O-rings during assembly.
6. Evacuate the system. Refer to Evacuating The
System.
NOTE: The proper quantity of oil may be injected into

the system during charging as an alternate method of
adding oil.
N04041
Operator Comfort
N4-21
REFRIGERANT
Recycled Refrigerant
Recycled refrigerant has been extracted from a
mobile air conditioning system using a recovery unit.
The refrigerant is cleaned by the recovery unit as it
passes through filters located on the unit that meet
specifications stipulated by Society of Automotive
Engineers, SAE J2099. The refrigerant that has
passed through the filtering process has only been
cleaned of contaminants that are associated with
mobile systems. Therefore, recycled refrigerant from
mobile systems is only acceptable for reuse in mobile
systems.
Reclaimed Refrigerant
Reclaimed refrigerant has been filtered through a
more thorough filtering process and has been processed to the same standards of purity as virgin
refrigerant. Because of this, reclaimed refrigerant is
acceptable for use in all systems, not just mobile.
The reclaiming equipment used for this process is
expensive, and therefore, not common among normal maintenance shops. Equipment such as this is
more commonly found in air conditioning specialty
shops.
If an incorrect charge is suspected, recover the

refrigerant from the system, and charge the system
with the correct operating weight 3.4 kg (7.4 lb). This
is not only the recommended procedure, but it is also
the best way to ensure that the system is operating
with the proper charge and providing optimum cooling. Using the sight glass to determine the charge is
not an accurate method.
An unclear sight glass on R-134a systems can

indicate that the system may be low on refrigerant. However, the sight glass should not be used
as a gauge for charging the system. Charging the
system must be done with a scale to ensure the
proper amount of refrigerant has been added.
R-134a Refrigerant Containers

Two basic, readily available containers are used to
store R-134a: the 14 or 28 kg (30 or 60 lb) bulk canisters (Figure 4-14).
Always read the container label to verify the contents
are correct for the system being serviced. Note the
containers for R-134a are painted light blue.
Always use new, recycled, or reclaimed refrigerant when charging a system. Failure to adhere to
this recommendation may result in premature
wear or damage to air conditioning system components and poor cooling performance.
Refrigerant Quantity
If not enough refrigerant is charged into the system,
cooling ability will be diminished. If too much refrigerant is charged into the system, the system will operate at higher pressures, and in some cases, may
damage system components. Exceeding the specified refrigerant charge will not provide better cooling.
FIGURE 4-14. R-134a CONTAINERS
1. 14 kg (30 lb)
Cylinder
N4-22
Operator Comfort
2. 28 kg (60 lb)
Cylinder
N04041
SYSTEM LEAK TESTING
Electronic Leak Detector
Refrigerant leaks are probably the most common

cause of air conditioning problems, resulting from
improper or no cooling, to major internal component
damage. Leaks most commonly develop in two or
three places. The first is around the compressor shaft
seal, often accompanied by an indication of fresh
refrigerant oil. If a system is not operated for a while
(winter months), the shaft seal may dry out and leak
slightly. The centrifugal force of the clutch pulley
spinning can also cause the problem. When the system is operated and lubricant wets the seal, the leak
may stop. Such leaks can often be located visually,
or by feeling with your fingers around the shaft for
traces of oil. (The R-134a itself is invisible, odorless,
and leaves no trace when it leaks, but has a great
affinity for refrigerant oil.)
(Refer to Figure 4-7). As the test probe is moved into

an area where traces of refrigerant are present, a
visual or audible announcement indicates a leak.
Audible units usually change tone or speed as intensity changes.
A second common place for leaks is the nylon and

rubber hoses where they are crimped or clamped to
the fittings, or where routing allows abrasion. Other
threaded joints or areas where gaskets are used
should be visually and physically examined. Moving
your fingers along the bottom of the condenser and
evaporator, particularly near the drain hole for the
condensate will quickly indicate the condition of the
evaporator. Any trace of fresh oil here is a clear indication of a leak.
Soap and water can be mixed together and applied

to system components. Bubbles will appear to pinpoint the specific location of leaks.
Usually, a 50% charged system is enough to find

most leaks. If the system is empty, connect the manifold gauge set to the system and charge at least 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, colorless gas, but when combined with an open
flame, it will generate toxic fumes (phosgene
gas), which can cause serious injuries or death.
NOTE: The refrigerant is heavier than air and will
move downward when it leaks. Apply pickup hose or
test probe on the under-surface of all components to
locate leaks.
Tracer Dyes
Tracer dyes are available that can be added to the
system as refrigerant is added. The system is then
operated to thoroughly circulate the dye. As refrigerant escapes, it leaves a trace of the dye at the point
of leakage, which is then detected using an ultraviolet light (black light), revealing a bright fluorescent
glow.
Soap and Water
After determining the location or source of leak(s),

repair or replace leaking component(s).
NOTE: The length of the hose will affect the
refrigerant capacity. When replacing hoses, always
use the same hose length, if possible.
Before system assembly, check the compressor

oil level and fill to specifications.
RECOVERING AND RECYCLING THE

REFRIGERANT
Draining Oil from the Previous Recovery Cycle
1. Place the power switch and the controller on the
recovery unit in the OFF position.
2. Plug in the recovery station to the correct
power source.
3. Drain the recovered oil through the valve
marked oil drain on the front of the machine.
4. Place the controller knob in the ON position.
The low pressure gauge will show a rise.
5. Immediately switch to the OFF position and
allow the pressure to stabilize. If the pressure
does not rise to between 34-69 kPa (5-10 psi),
switch the controller ON and OFF again.
N04041
Operator Comfort
N4-23
6. When the pressure reaches 34-69 kPa (5-10

psi), open the oil drain valve, collect the oil in
an appropriate container, and dispose of container as indicated by local, state or federal regulation. The oil is not reusable due to
contaminants absorbed during use.
Performing the Recovery Cycle
1. Be sure the equipment being used is designed
for the refrigerant you intend to recover.
2. Observe the sight glass oil level. Having
drained it, it should be zero.
3. Check the cylinder refrigerant level before
beginning recovery to make sure you have
enough capacity.
Performing the Recycling Procedure

The recovered refrigerant contained in the cylinder
must undergo the recycle procedure before it can be
reused. The recycle or clean mode is a continuous
loop design and cleans the refrigerant rapidly. Follow
the equipment manufacturer's instructions for this
procedure.
Evacuating and Charging the A/C System
Evacuate the system once the air conditioner components 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.
4. Confirm that all shut-off valves are closed

before connecting to the A/C system.
5. Attach the appropriate hoses to the system
being recovered.
6. Start the recovery process by operating the
equipment as per the manufacturer's instructions.
7. Continue extraction until a vacuum exists in the
A/C system.
8. If an abnormal amount of time elapses after the
system reaches 0 psi and does not drop
steadily into the vacuum range, close the manifold valves and check the system pressure. If it
rises to 0 psi and stops, there is a major leak.
9. Check the system pressure after the recovery
equipment stops. After five minutes, system
pressure should not rise above 0 gauge pressure. If the pressure continues to rise, restart
and begin the recovery sequence again. This
cycle should continue until the system is void of
refrigerant.
10. Check the sight glass oil level to determine the
amount of oil that needs to be replaced. (The
amount of oil that was lost during the recovery
cycle must be replaced back into the system).
11. Mark the cylinder with a RECOVERED (red)
magnetic label to reduce the chance of charging
a system with contaminated refrigerant. Record
the amount of refrigerant recovered.
N4-24
SYSTEM REPAIR
The following service and repair procedures are not
any different than typical vehicle service work. However, A/C system components are made of soft metals (copper, aluminum, brass, etc.). Comments and
tips that follow will make the job easier and reduce
unnecessary component replacement.
All of the service procedures described are only

performed after the system has been discharged.
Never use any lubricant or joint compound to
lubricate or seal any A/C connections.
NOTE: To help prevent air, moisture or debris from
entering an open system, cap or plug open lines,
fittings, components and lubricant containers. Keep
all connections, caps, and plugs clean.
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 desiccants attract moisture. Leaving system components open to the atmosphere will allow moisture
to invade the system, resulting in component and
system failures.
Operator Comfort
N04041
System Flushing
If any contaminants are found in system hoses, components or oil, the entire system must be flushed.
Major components such as the compressor are
extremely susceptible to foreign particles and must
be replaced. If contaminated, the evaporator and
condenser must also be replaced. The evaporator
and condenser are multi-pass units, and they can not
be properly cleaned by flushing.
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
methods may be harmful to the environment, as
well as air conditioning components.
2. Inspect all other components such as the condenser, evaporator, hoses and fittings. If any of
these items are damaged or highly contaminated, replace the components.
3. Flush the remaining hoses with a flushing unit.
Use only R-134a as a flushing agent.
4. After flushing, blow out the system with dry
shop air for 5 to 10 minutes.
5. If the expansion valve has been removed of all
foreign contamination, it may be re-installed
back into the system. If contamination is still
present, replace the valve.
6. Install a new compressor, receiver-drier, and
accumulator.
7. Add oil to the system as outlined in Checking
System Oil.
1. Remove the compressor, receiver-drier, expansion valve, and accumulator.
N04041
Operator Comfort
N4-25
COMPONENT REPLACEMENT
Receiver-Drier
Hoses and Fittings
The receiver-drier can not be serviced or repaired. It

must be replaced whenever the system is opened for
any service. The receiver-drier has a pressure switch
to control the clutch, and should be removed and
installed onto the new unit.
When replacing hoses, be sure to use the same type

and ID hose you removed. When hoses or fittings are
shielded or clamped to prevent vibration damage, be
sure these are in position or secured.
Lines
Always use two wrenches when disconnecting or
connecting A/C fittings attached to metal lines. Copper and aluminum tubing can kink or break very easily. When grommets or clamps are used to prevent
line vibration, be certain these are in place and
secure.
It is important to always tighten the fittings to the

proper torque. Failure to do this may result in
improper contact between mating parts and leakage may occur. Refer to the following torque
chart for tightening specifications.
Fitting Size
Foot Pounds
Newton Meters
10 - 15 ft.lbs.
14 - 20 Nm
24 - 29 ft.lbs.
33 - 39 Nm
10
26 - 31 ft.lbs.
36 - 42 Nm
12
30 - 35 ft.lbs.
41 - 47 Nm
Installation torque for the single M10 or 3/8 in. cap

screws securing the inlet and outlet fittings onto the
compressor ports is 15-34 Nm (11-25 ft lbs).
Expansion Valve
NOTE: Do not use PAG oil to lubricate O-Rings or fittings. PAG oil will attract moisture and will corrode fittings when used externally. Use only clean mineral
oil to lubricate fittings and O-Rings during assembly.
Thermostat
A thermostat can be stuck open or closed due to contact point wear or fusion. The thermostat temperature
sensing element (capillary tube) may be broken or
kinked closed and therefore unable to sense evaporator temperature.
When thermostat contact points are stuck open or
the sensing element can not sense temperature in
the evaporator, the clutch will not engage (no A/C
system operation). Causes are a loss of charge in
the capillary tube or a kink, burned thermostat contact or just no contact. When troubleshooting, bypass
the thermostat by hot wiring the clutch coil with a
fused lead. If the clutch engages, replace the thermostat.
Thermostat contact points may be fused (burned)
closed and the clutch will not disengage. Causes are
a faulty switch that could be due to fatigue. The thermostat must be replaced. When the clutch will not
disengage you may also note that condensate has
frozen on the evaporator fins and blocked air flow.
There will also be below normal pressure on the low
side of the system. Side effects can be compressor
damage caused by oil accumulation (refrigeration oil
tends to accumulate at the coldest spot inside the
system) and lower than normal suction pressure that
can starve the compressor of oil.
When removing the expansion valve from the system, remove the insulation, clean the area and disconnect the line from the receiver-drier. Detach the
capillary (bulb) and external equalizer tube (if present) from their mounting locations. Remove the
expansion valve from the evaporator inlet. Expansion
valve service is limited to cleaning or replacing the filter screen. If this is not the problem, replace the
valve. Secure the capillary and equalizer, if used, to
clean surfaces and replace or attach any insulating
material.
N4-26
Operator Comfort
N04041
Compressor
The compressor can fail due to shaft seal leaks (no
refrigerant in the system), defective valve plates,
bearings, or other internal parts or problems associated with high or low pressure, heat, or lack of lubrication. Be sure the compressor is securely mounted
and the clutch pulley is properly aligned with the
drive pulley.
Use a mechanic's stethoscope to listen for noises
inside the compressor.
When installing a new compressor, the compressor must be completely drained of its oil before
installation. To ensure proper system oil level,
refer to System Oil in this section to determine
the correct type and amount of oil to use in the
system. Failure to adjust the amount of oil in the
compressor will lead to excessive system oil and
poor A/C performance.
Under no circumstances should the A/C compressor be stood upright onto the clutch assembly. Damage to the compressor clutch will result,
leading to premature compressor failures.
Accumulator
The accumulator can not be serviced or repaired. It
must be replaced whenever the system is opened for
any service.
The fast way to check electrical failure in the lead

wire or clutch coil is to hot wire the coil with a fused
lead. This procedure enables you to bypass clutch
circuit control devices.
Clutch pulley bearing failure is indicated by bearing
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 pulley.
Sometimes it may be necessary to use shims or
enlarge the slots in the compressor mounting bracket
to achieve proper alignment.
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 compressor clutch.
It is important to note that often times a weak clutch
coil may be mistaken for a seized compressor. When
a coils resistance has increased over time and the
magnetic field weakens, the coil may not be able to
pull the load of the compressor. Failure of the coil to
allow the compressor shaft to be turned, may appear
as though the compressor is locked up.
Before a compressor is dismissed as being seized, a
check for proper voltage to the coil should be performed. In addition, the coil should be ohm checked
for proper electrical resistance. The coil should fall
within the following range for compressor B
(Figure 4-13):
17.6 0.6 Ohms @ 20 C (68 F)
Clutch
Clutch problems include electrical failure in the clutch
coil or lead wire, clutch pulley bearing failure, worn or
warped clutch plate or loss of clutch plate spring temper. Defective clutch assembly parts may be
replaced or the whole assembly replaced. If the
clutch shows obvious signs of excessive heat damage, replace the whole assembly.
N04041
The temperatures specified above are roughly typical

of a summer morning before first start-up.
Operator Comfort
N4-27
EVACUATING THE SYSTEM

Evacuating the complete air conditioning system is
required in all new system installations, and when
repairs are made on systems requiring a component
replacement (system opened), or a major loss of
refrigerant has occurred. All these conditions will
require that a vacuum be pulled using a vacuum
pump that completely removes any moisture from the
system. Once properly evacuated, the system can be
recharged again.
2. Open the discharge valve on the vacuum pump

or remove the dust cap from the discharge outlet. Turn the pump on and watch the low side
gauge. The pump should pull the system into a
vacuum. If not, the system has a leak. Find the
source of the leak, repair, and attempt to evacuate the system again.
3. Allow the vacuum pump to run for at least 45
minutes.
Using a pump to create a vacuum in the air conditioning system effectively vaporizes any moisture, allowing the water vapor to be easily drawn out by the
pump. The pump does this by reducing the point at
which water boils (100C, 212F at sea level with
14.7 psi). In a vacuum, water will boil at a lower temperature depending upon how much of a vacuum is
created.
As an example, if the ambient air outside the truck is
24C (75F) at sea level, by creating a vacuum in the
system so that the pressure is below that of the outside air (in this case, at least 749.3 mm (29.5 in.) of
vacuum is needed), the boiling point of water will be
lowered to 22C (72F). Thus any moisture in the
system will vaporize and be drawn out by the pump if
the pump is run for approximately an hour. The following steps indicate the proper procedure for evacuating all moisture from the heavy duty air conditioning
systems.
FIGURE 4-15. VACUUM PUMP HOOKUP

Do not attempt to use the air conditioning compressor 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 center hose to the inlet fitting of the vacuum pump
as shown in Figure 4-15. Then open both hand
valves to maximum.
N4-28
Operator Comfort
N04041
4. Close both valves on the manifold gauge set.

Turn the vacuum pump off and observe the
gauges. The system should hold the vacuum
within 5 cm Hg (2.0 in. Hg) of the optimal vacuum for 5 minutes. If the vacuum does not hold,
moisture may still be present in the system.
Repeat the previous step. If the vacuum still
does not hold, a leak may be present in the system. Find the source of the leak, repair, and
evacuate the system, again.
NOTE: In some cases, 45 minutes of evacuation may

not be sufficient to vaporize all of the moisture and
draw it out of the system. If it has been verified that
no system leaks exist and gauge readings increase
after 45 minutes, extend the evacuation time to
ensure total moisture removal.
TABLE 3. ALTITUDE VACUUM VARIATIONS

Altitude
Optimal Vacuum
Meters (Feet) Above Sea Level
Cm Hg. (In. Hg.)
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.
N04041
Operator Comfort
N4-29
CHARGING THE A/C SYSTEM

The proper method for charging refrigerant into a R134a system is to first, recover all of the refrigerant
from the system. The charging refrigerant should
then be weighed on a scale to ensure the proper
amount is charged into the system. Most recovery
units include a scale within the apparatus, thus making it very easy to charge the correct amount every
time. If equipment such as this is not available, a
common scale can be used to determine the weight
of charge. Simply weigh the charging tank, subtract
the weight of the proper charge, and charge the system until the difference is shown on the scale. On
certain types of equipment, it is also possible to add
any necessary lubricant when charging the system.
1. Charge the A/C system with 3.4 kg (7.4 lbs) of

R-134a refrigerant.
NOTE: Charging is to be performed with the engine
and compressor operating. Charge the A/C system
through the low side service port. Trucks equipped
with accumulators may charge the refrigerant as a
liquid or as a vapor.
2. Check the system for leaks. Refer to System
Leak Testing.
3. If no leaks are found, verify the systems cooling
capacity meets requirements. Refer to System
Performance Testing.
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.
N4-30
Operator Comfort
N04041
TROUBLESHOOTING
Preliminary Checks
If the system indicates insufficient cooling, or no cooling, the following points should be checked before
proceeding with the system diagnosis procedures.
NOTE: If the truck being serviced is a model 830EAC or a 930E, be certain the rest switch in the cab is
ON. Place the GF cutout switch in the CUTOUT
position.
Some simple, but effective checks can be performed
to help determine the cause of poor system performance. Check the following to ensure proper system
operation.
Compressor belt - Must be tight, and aligned.
Compressor clutch - The clutch must engage. If it
does not, check fuses, wiring, and switches.
Oil leaks - Inspect all connection or components
for refrigeration oil leaks (especially in the area of
the compressor shaft). A leak indicates a
refrigerant leak.
Electrical check - Check all wires and
connections for possible open circuits or shorts.
Check all system fuses.
Cooling system - Check for correct cooling
system operation. Inspect the radiator hoses,
heater hoses, clamps, belts, water pump,
thermostat and radiator for condition or proper
operation.
Radiator shutters - Inspect for correct operation
and controls, if equipped.
Fan and shroud - Check for proper operation of
fan clutch. Check installation of fan and shroud.
Cab filters - Ensure the outside air filter and

inside recirculation filter are clean and free of
restriction.
Condenser - Check the condenser for debris and
clogging. Air must be able to flow freely through
the condenser.
Evaporator - Check the evaporator for debris and
clogging. Air must be able to flow freely through
the condenser.
Diagnosis Of Gauge Readings And System

Performance
Successfully servicing an air conditioning system,
beyond the basic procedures outlined in the previous
section, requires additional knowledge of system
testing and diagnosis.
A good working knowledge of the manifold gauge set
is required to correctly test and diagnose an air conditioning system. An accurate testing sequence is
usually the quickest way to diagnose an internal
problem. When correctly done, diagnosis becomes
an accurate procedure rather than guesswork.
The following Troubleshooting Chart lists typical malfunctions encountered in air conditioning systems.
Indications and or problems may differ from one system to the next. Read all applicable situations, service procedures, and explanations to gain a full
understanding of the system malfunction. Refer to
information listed under Suggested Corrective
Action for service procedures.
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.
N04041
Operator Comfort
N4-31
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

slightly lower than normal.
Check for leaks by performing leak test.

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 performance 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.
Possible Causes
- Pressure sensing switch may have compressor

clutch disengaged.
- Refrigerant excessively low; leak in system.
N4-32
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 compressor 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.
Operator Comfort
N04041
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.
Possible Causes
- Extremely low or no refrigerant in the system.
Possible leak in the system.

Check for leaks by performing leak test.
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 compressor 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.)
Possible Causes
Leaks in the system.
N04041

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.
Operator Comfort
N4-33
PROBLEM: Air and/or Moisture in the System

Indications:
Low side pressure - HIGH
High side pressure - HIGH
Possible Causes
- 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. Replace 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 performance.
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.
Possible Causes
An expansion valve malfunction could mean

the valve is stuck in the closed position, the filter
screen is clogged (block expansion valves do not
have filter screens), moisture in the system has
frozen at the expansion valve orifice, or the
sensing bulb is not operating. If the sensing bulb
is accessible, perform the following test. If not,
proceed to the Repair Procedure.
Test: Warm diaphragm and valve body with your

hand, or very carefully with a heat gun. Activate
the system and watch to see if the low pressure
gauge rises. Next, carefully spray a little nitrogen,
or any substance below 32 F, on the capillary coil
(bulb) or valve diaphragm. The low side gauge
needle should drop and read at a lower (suction)
pressure on the gauge. This indicates the valve was
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 pressure 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.
N4-34
Operator Comfort
N04041
PROBLEM: Expansion Valve Stuck Open

Indications:
Air from vents in the cab seems warm
or only slightly cool.
Possible Causes
The expansion valve is stuck open and/or the
capillary tube (bulb) is not making proper contact
with the evaporator outlet tube. Liquid refrigerant
may be flooding the evaporator making it impossible for the refrigerant to vaporize and absorb
heat normally. In vehicles where the expansion
valve sensing bulb is accessible, check the
capillary tube for proper mounting and contact
with the evaporator outlet tube. Then perform the
following test if the valve is accessible. If it is not,
proceed to the Repair Procedure.

Test: Operate the A/C system on it's coldest
setting for a few minutes. Carefully spray
nitrogen or another cold substance on the capillary tube coil (bulb) or head of the valve. The low
pressure (suction) side gauge needle should now
drop on the gauge. This indicates the valve has
closed and is not stuck open. Repeat the test,
but first warm the valve diaphragm by warming
with hands. If the low side gauge shows a drop
again, the valve is not stuck. Clean the surfaces of
the evaporator outlet and the capillary coil or bulb.
Make sure the coil or bulb is securely fastened to
the evaporator outlet and covered with insulation
material. Operate the system and check performance.
Repair Procedure: If the test did not result in
proper operation of the expansion valve, the valve
is defective and must be replaced. Recover all
refrigerant from the system and replace the expansion valve and the receiver-drier. Evacuate and
recharge the system with refrigerant 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.
Possible Causes
Kink in a line, collapsed hose liners, plugged
receiver-drier or condenser, etc.
N04041
Repair Procedure: After you locate the defective

component containing the restriction, recover all
of the refrigerant. Replace the defective component and the receiver-drier. Evacuate and recharge
the system with refrigerant, then check A/C
operation and performance.
Operator Comfort
N4-35
PROBLEM: Compressor Malfunction

Indications:
High side pressure - LOW
Compressor operates noisily.
Possible Causes

Repair Procedure: If the belt is worn or loose,
replace or tighten it and recheck system performance and gauge readings. If inspection of the
compressor is required, all of the refrigerant must
be recovered and the compressor disassembled
to the point that inspection can be performed.
Replace defective components or replace the
compressor. If particles of desiccant are found in
the compressor, flushing of the system will be
required. It will also be necessary to replace the
receiver-drier. Always check the oil level in the
compressor, even if a new unit has been installed.
Rotary compressors have a limited oil reservoir.
Extra oil must be added for all truck installations.
Tighten all connections and evacuate the system.
Recharge the system with refrigerant using a scale.
Check system operation and performance.
- Defective reed valves or other internal

components.
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.
Possible Causes
- Thermostat malfunctioning possibly due to
incorrect installation.

Replace the thermostatic switch. When removing
the old thermostat, replace it with one of the same
type. Take care in removing and handling the
thermostat and 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
N4-36
Operator Comfort
N04041
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.
Possible Causes
- Lack of air flow through the condenser fins
N04041
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 overcharged. 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.
Operator Comfort
N4-37
PREVENTIVE MAINTENANCE SCHEDULE FOR A/C SYSTEM

Truck Serial Number_________________________
Last Maintenance Check:_____________________
Site Unit Number____________________________
Name of Service Technician________________
Date:____________Hour Meter:________________
Maintenance Interval
COMPONENT
NOTE: Compressor should be run at least 5 minutes

(40F minimum ambient temperature) every month,
in order to circulate oil and lubricate components.
(months)
3
12
Maintenance Interval
Done
COMPONENT
1. Compressor
Check noise level
Check clutch pulley
Check oil level
Run system 5 minutes
Check belt tension
(80-100) lbs; V-belt
3
5. Expansion Valve
Check mounting bracket

(tighten bolts)
Check solder joints on inlet/

outlet tubes (leakage)
Check clutch alignment w/

crankshaft pulley (within
0.06 in.)
Inspect condensation drain
2. Condenser
Clean dirt, bugs, leaves, etc.
from coils (w/compressed air)
Verify engine fan clutch is
engaging (if installed)
Check inlet/outlet for
obstructions or damage
3. Receiver-Drier
12
Done
6. Evaporator
Clean dirt, bugs, leaves, etc.
from fins (w/ compressed air)
Verify clutch is engaging
Inspect capillary tube (if

used) for leakage, damage,
looseness
Inspect shaft seal for leakage
Perform manifold gauge

check
(months)
7. Other Components
Check discharge lines
(hot to touch)
Check suction lines
(cold to touch)
Inspect fittings/clamps/hoses
Check thermostatic switch for
proper operation
Outlets in cab: 40F to 50 F
Inspect all wiring connections
Operate all manual controls
through full functions
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.
N4-38
Operator Comfort
N04041
SECTION N5
OPERATOR CAB CONTROLS
INDEX
OPERATOR CAB AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5

STEERING WHEEL AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Horn Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Tilt / Telescope Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Multi-Function Turn Signal Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
STEERING COLUMN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
Steering Column Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8
STEERING WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8
PEDALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Service Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Dynamic Retarding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Dynamic Retard Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Accelerator Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
GRADE/SPEED RETARD CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
OVERHEAD PANEL AND DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
CENTER CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Directional Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Override/Fault Reset Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
Engine Stop Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
L.H. Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
R.H. Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
Hoist Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
Raising The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
Lowering The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Retard Speed Control (RSC) Adjust Dial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Retard Speed Control (RSC) Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
N05101
Operator Controls
N5-1
Data Store Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16

12V Auxiliary Power Outlets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Fire Suppression Control Outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Communication Radio Outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
DIAGNOSTIC PORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
KOMTRAX Plus Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Interface Module (IM) Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Payload Meter Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Drive System Or Modular Mining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Drive System Controller (DSC)
Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Engine Diagnostic Port (CENSE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Engine Diagnostic Port (QUANTUM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
HEATER / AIR CONDITIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Fan Speed Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Temperature Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Air Flow Directional Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Heater/Air Conditioner Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Control Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Cab/Air Conditioner Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Status Indicator Light Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Hydraulic Oil Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Coolant Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Speedometer/Digital Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Fuel Level Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Drive System Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Hazard Warning Light Switch
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Pre-Shift Brake Test Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21

Wheel Brake Lock Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Rest Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Engine Warm Up Switch (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Heated Mirror Switch (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Rotating Beacon Light Switch (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Camera System Switch (Optional)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Key Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22

Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Warning Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
Digital Display Contrast Buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
N5-2
Operator Controls
N05101
Turn Signal Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23

Panel Light Dimmer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
Mode Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
Fog Light Switch (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
Manual Backup Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24
Headlight/Panel Illumination Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24
STATUS INDICATOR LIGHT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-25
Status Indicator Light Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-25
DIGIT DISPLAY OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-28
Toggling Through Main Level Screens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-28
Toggling Through Warning Screens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-29
Entering Payload Meter Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-30
KOMTRAX PLUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-31
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-31
Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-33
Basic Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-33
KOMATSU WIRELESS BRIDGE (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-34
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-34
Communication Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-34
Switching to the KWB_SETUP Network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-34
Setting the Computer Subnet Mask and IP Address . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-35
Properties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-35
Setting Up the KWB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-36
Adding Encryption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-36
Final Computer Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-36
Data Downloading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-37
Resetting the KWB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-37
KWB Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-37
N05101
Operator Controls
N5-3
NOTES:
N5-4
Operator Controls
N05101
OPERATOR CAB AND CONTROLS
10
12
13
15
11
14
84047
FIGURE 5-1. CAB INTERIOR - OPERATOR VIEW

1. Steering Wheel
2. Service Brake Pedal
3. Retard Pedal
4. Throttle/Accelerator Pedal
5. Heater/Air Conditioner Controls
N05101
6. Recirculation Filter
7. Instrument Panel
8. Grade/Speed Retard Chart
9. Radio Speakers
10. Warning Alarm Buzzer
Operator Controls
11. Windshield Wipers

12. AM/FM Radio / CD Player
13. Air Cleaner Vacuum Gauges
14. Heater/Air Conditioner Vents
15. Camera Monitor (Optional)
N5-5
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 operators.
Horn Button
Horn (2, Figure 5-2) is actuated by pushing the button in the center of the steering wheel. Ensure that
the horn operates before moving the truck. Observe
all local safety rules regarding the use of the horn as
a warning signal device before starting the engine
and moving the vehicle.
Multi-function turn signal switch (4, Figure 5-2) is

used to activate the turn signal lights, the windshield
wipers, and to select either high or low beam headlights.
Turn Signal Operation
Move the lever upward to signal a right turn.
Tilt / Telescope Lever

The steering column can be telescoped or the wheel
tilted with lever (3, Figure 5-2).
Adjust the tilt of the steering wheel by pulling the lever toward the steering wheel and moving the wheel
to the desired angle. Releasing the lever will lock the
wheel in the desired location.
Adjust the telescope function by pushing the lever
forward to unlock. After positioning as desired,
release the lever to the lock position.
An indicator in the top, center

of the instrument panel will illuminate to indicate turn direction
selected. Refer to Instrument
Panel and Indicator Lights in this section.
Move the lever downward to
signal a left turn.
NOTE: The turn signal does
not automatically cancel after
the turn has been completed.
High Beam Headlight Operation
Pulling the lever inward
(toward the rear of the cab)
changes the headlights to
high beam. When the high
beams are selected, the indicator in the top center of the
instrument panel will illuminate. Moving the switch back to the original position will return the headlights to low beam.
FIGURE 5-2. STEERING WHEEL & CONTROLS

1. Steering Wheel
2. Horn Button
N5-6
3. Tilt/Telescope Lever
4. Multi-Function Turn
Signal Switch
Operator Controls
N05101
Windshield Wiper Operation

Windshield Wipers OFF
Intermittent - Long Delay
Intermittent -Medium Delay
Intermittent -Short Delay
Low Speed
High Speed
Depressing the button at the end of the
lever will activate the windshield washer.
STEERING COLUMN
Removal
1. Shut the engine off by turning the key switch to
OFF and allow at least 90 seconds for the steering accumulators to bleed down. Turn the steering wheel to ensure no pressure remains.
2. Open the battery disconnect switch.
3. Remove the access cover (15, Figure 5-3) from
the front of the cab. If steering control unit is
OK, DO NOT disconnect any hydraulic lines.
4. Loosen cap screws (10) on steering control unit
(7) and move it out of the way.
5. Disconnect wire harness(es) from the steering
column.
6. Remove screws retaining trim cover (14) where
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
access opening. Also remove cap screws (12).
8. Lift the steering column out of the instrument
panel.
FIGURE 5-3. STEERING COLUMN INSTALLATION

9. Bracket R.H.
1. Steering Wheel
10. Cap Screw
2. Button Horn
11. Lock Washer
3. Steering Column
12. Cap Screw
4. Cap Screw
13. Nut
5. Flat Washer
14. Trim Cover
6. Lock Washer
7. Steering Control Unit 15. Access Cover
8. Bracket L.H.
Steering Column Inspection
Whenever the steering column or steering control
unit is removed for service, the steering column shaft
splines must be inspected for excessive wear.
1. With steering column assembly removed from
truck, thoroughly clean splines on steering column shaft and inspect for damage or excessive
wear.
2. Using an outside micrometer or dial caliper,
measure the outside diameter of the male
splines on the steering column shaft.
Minimum diameter: 24.13 mm (0.950 in.)
3. If splines are smaller than minimum diameter
specification, replace steering column.
N05101
Operator Controls
N5-7
STEERING WHEEL
Installation
1. Insert cap screw (10, Figure 5-3) with lockwashers (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 standard torque, remove nuts (13) and flatwashers
(5) that were holding the steering column to the
two brackets. DO NOT remove cap screws (10)
from the brackets.
5. Lubricate the male splines on the end of the
steering column shaft.
NOTE: There is no lower end bearing in this new

steering column assembly, therefore the male end of
the shaft will have to be guided into the mating
female part of the steering control unit (7).
6. Without removing cap screws (10) from the
holes, move the steering control unit (7) into
place and start each of the cap screws.
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 button 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
holes (5/16" - 24NF) in the steering wheel.
Installation
1. A new, more relable horn contact is available.
Some trucks may have the previous horn contact, which is a stick design (1, Figure 5-5). The
new horn contact uses a roller (2). Install the
new horn contact as shown in Figure 5-6.
2. Place steering wheel (1, Figure 5-4) into position on the steering column shaft while guiding
horn wire (3) through the access hole in the
steering wheel. Align the serrations and push
the steering wheel onto the shaft.
3. Install nut (2). Tighten the nut to 81 7 Nm (60
5 ft lb).
4. Connect horn wire (3) to horn button (4).
5. Install the horn button onto the steering wheel.
Turn on the battery disconnect switch and verify
that the horn functions properly.
7. Tighten four cap screws (10).

8. Check for proper steering wheel rotation without
binding. Ensure wheel returns to neutral after
rotating 1/4 turn left and right.
9. If disconnected, re-connect the hoses to the
steering control unit.
10. Connect the steering column wire harness(es)
to the harness(es) in the cab.
11. Install access cover (15) and trim cover (14).
FIGURE 5-4. STEERING WHEEL RETAINER NUT

1. Steering Wheel
2. Nut
N5-8
Operator Controls
3. Horn Wire
4. Horn Button
N05101
FIGURE 5-5. HORN CONTACTS

1. Stick Contact
2. Roller Contact
FIGURE 5-6. INSTALLATION LOCATION
N05101
Operator Controls
N5-9
PEDALS
Dynamic Retard Pedal
Service Brake Pedal
Dynamic retard pedal (3, Figure 5-1) is a foot operated pedal which allows the operator to slow the
truck and maintain a safe productive speed without
the use of the service brakes. For normal truck operation, only dynamic retarding must be used to slow
and control the speed of the truck. The Grade/Speed
Retard Chart (8, Figure 5-1) must always be followed
to determine MAXIMUM safe truck speeds for descending various grades with a loaded truck. Service
brakes must be applied only when dynamic retarding
requires additional braking force to slow the truck
speed quickly or to bring the truck to a complete stop.
The service brake pedal (2, Figure 5-1) is a foot

operated pedal which applies the service brakes.
Service brakes must only be applied when dynamic
retarding requires additional braking force to slow the
truck speed quickly. They must also be used to bring
the truck to a complete stop once the speed is less
than 4.8 kph (3 mph).
Dynamic Retarding
Dynamic retarding is a braking torque (not a brake)
produced through electrical generation by the wheelmotors when the truck motion (momentum) is the
propelling force.
For normal truck operation, dynamic retarding
must be used to slow and control truck speed.
Dynamic retarding is available in FORWARD/
REVERSE at all truck speeds above 0 kph/mph;
however, as the truck speed slows below 4.8 kph (3
mph), the available retarding force may not be effective. Use the service brakes to bring the truck to a
complete stop.
Dynamic retarding will not hold a stationary truck on
an incline.Use the parking brake or wheel brake lock
for this purpose.
Dynamic retarding is available in NEUTRAL only
when truck speed is above 4.8 kph (3 mph).
When dynamic retarding is in operation, engine rpm
will automatically go to an advance retard speed setting. This rpm will vary depending on temperature of
several electrical system components.
When dynamic retarding is in operation, the engine

rpm will automatically go to an advance rpm retard
speed setting (usually 1250 rpm). Dynamic retarding
will be applied automatically, if the speed of the truck
reaches the predetermined overspeed retard setting.
Dynamic Retarding is available in FORWARD/
REVERSE at all truck speeds above 0 kph/mph, but
is available in NEUTRAL only when truck speed is
above 4.8 kph (3 mph).
Accelerator Pedal
Throttle/accelerator pedal (4, Figure 5-1), and shown
below, is a foot-operated pedal which allows the
operator to control engine rpm depending on pedal
depression.
It is used by the operator to request torque from the
motors when in forward or reverse. In this mode, the
propulsion system controller commands the correct
engine speed for the power required. In NEUTRAL,
this pedal controls engine speed directly.
Dynamic retarding will be applied automatically if the

speed of the truck obtains the maximum speed setting 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 section.
N5-10
Operator Controls
N05101
GRADE/SPEED RETARD CHART

Grade/Speed Retard Chart (8, Figure 5-1), and
shown below, provides the recommended MAXIMUM
retarding limits at various truck speeds and grades
with a fully loaded truck.
This decal in the truck may differ from the decal
below due to optional truck equipment such as:
wheel motor drive train ratios, retarder grids, tire
sizes, etc. Always refer to this decal in the operator's
cab and follow these recommendations for truck
operation.
The operator must reference this chart before
descending any grade with a loaded truck. Proper
use of dynamic retarding will maintain a safe speed.
Two speed lists are provided, one for continuous
retarding, and the second for short term retarding.
Both lists are matched to the truck at maximum
Gross Vehicle Weight (GVW). The two ratings are
guidelines for proper usage of the retard function on
downhill grades.
The "short term" numbers listed on the chart indicate

the combination of speeds and grades which the
vehicle can safely negotiate for a short duration
before system components reach the maximum
allowable temperature during retarding. These
speeds are faster than the "continuous" values,
reflecting the thermal capacity of various system
components. System components can accept heating at a higher-than-continuous rate for a short period
of time. Beyond this short duration of time, the system would become overheated.
If the vehicle is operated at "short term" grade and
speed limits for a period of time, it is possible to
exceed the thermal capacity of the drive system components. The Drive System Controller (DSC) will then
gradually reduce the retarding effort from "short term"
to "continuous". The "retard @ continuous" indicator
light will flash for 15 seconds, then illuminate steadily
alerting the operator of the reduction in retarding performance and the need for a reduction in speed. The
operator must control the speed of 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 maximum
"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 conditions) in order to quickly slow the truck to maximum "continuous" retarding limits or less.
The "short term" rating will successfully accommodate 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.
N05101
Operator Controls
N5-11
OVERHEAD PANEL AND DISPLAYS
Air Cleaner Vacuum Gauges
The items listed below are located on the overhead

panel. Refer to Figure 5-1 for the location of each
item. A brief description of each component is documented below.
Air cleaner vacuum gauges

(14, Figure 5-1) provide a continuous reading of the maximum air cleaner restriction
reached during operation. The
air cleaner(s) must be serviced when the gauge(s)
shows the maximum recommended restriction of
635 mm (25 in.) of H2O vacuum.
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
overhead panel.
NOTE: After service, push the reset button on face of

gauge to allow the gauge to return to zero.
Warning Alarm Buzzer
Warning alarm buzzer (10, Figure 5-1) will sound
when activated by any one of several truck functions.
Refer to Instrument Panel and Indicator Lights in this
section for a detailed description of functions and
indicators that will activate this alarm.
Cab Radio
This panel will normally contain AM/FM Radio / CD
Player (12, Figure 5-1). Refer to Section 70 for a
more complete description of the radio and its functions. Individual customers may use this area for
other purposes, such as a two-way communications
radio.
N5-12
Camer Monitor (Optional)

The camer monitor (15, Figure 5-1) displays the
images from one of four different cameras. Three
cameras are mounted on the front of the truck (left
corner, center, right corner) and one camera facing
rearward. Once the truck speed reaches 16 km/h (10
mph), the camera monitor will go dark automatically.
Once truck speed is reduced to less than 16 km/h 10
mph for more than 30 seconds, it will display camera
images again.
Operator Controls
N05101
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 moving the directional control lever, apply the service
brakes to completely stop the truck. Depress the button 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 NEUTRAL. 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 will be illuminated.
FIGURE 5-7. CENTER CONSOLE

1. Center Console
2. Directional Control Lever
3. Override/Fault Reset Switch
4. Engine Stop Switch
5. L.H. Window Control Switch
6. R.H. Window Control Switch
7. Hoist Control Lever
8. Retard Speed Control Dial
9. RSC Switch
11. 12V Auxiliary Power Outlets
12. Fire Suppression Control Outlet
13. Communication Radio Outlet
The directional control lever must be in PARK to

start the engine.
NOTE: DO NOT move the directional control lever to
the PARK position at the shovel or dump.
The operator can select FORWARD drive by moving
the control lever to the F position.
The operator can select REVERSE drive by moving
the control lever to the R position. DO NOT allow the
control lever to travel too far and go into the PARK
position when REVERSE is desired.
NOTE: The truck must be completely stopped before
the control lever is moved to a drive position or into
PARK. A GE fault will be recorded if the control lever
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.
N05101
Operator Controls
N5-13
Override/Fault Reset Switch
R.H. Window Control Switch
Switch (3, Figure 57) is spring-loaded

to the OFF position. When pushed
in and held, this
switch may be used
for several functions.
Switch (6, Figure 5-7) is spring-loaded to the OFF

position.
Pushing the front of the switch raises the right
side cab window.
Pushing the rear of the switch lowers the window.
1. This switch permits the operator to override the

body-up limit switch and move the truck forward
when the directional control lever is in FORWARD, the dump body is raised, and the
brakes are released.
Hoist Control Lever

Hoist control (7, Figure 5-7) is a four position handoperated lever located between the operator seat
and the center console (see Figure 5-8).
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/Warning 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
switch back down to enable
engine operation.
Use this switch to stop the engine
if the key switch fails to operate, or to stop the engine
without turning off the 24 VDC electrical circuits.
A ground level engine stop switch is also located at
the right front corner of the truck.
FIGURE 5-8. HOIST LEVER POSITIONS

1. Raise
2. Hold
3. Float
4. Lower
Raising The Dump Body

1. Pull the lever to the rear to actuate hoist circuit.
(Releasing the lever anywhere during "hoist up"
will place the body in HOLD at that position.)
L.H. Window Control Switch
2. Raise engine rpm to increase hoist speed.
Switch (5, Figure 5-7) is spring-loaded to the OFF

position.
3. Reduce engine rpm as the last stage of the

hoist cylinders begin to extend and then let the
engine go to low idle as the last stage reaches
half-extension.
Pushing the front of the switch raises the left side

cab window.
Pushing the rear of the switch lowers the window.
4. Release hoist lever as the last stage reaches

full extension.
5. After material being dumped clears the body,
lower the body to frame.
Refer to Operating Instructions - Dumping, for more
complete details concerning this control
N5-14
Operator Controls
N05101
Dial (8, Figure 5-7) allows the operator to vary the

downhill truck speed that the retard speed control
system will maintain when descending a grade. This
function can be overridden by either the accelerator
or retard pedal.
With RSC switch on and dial adjusted, the system

will function as follows: As truck speed increases to
the "set" speed and throttle pedal released, dynamic
retarding will apply. As truck speed tries to increase,
the amount of retarding effort will automatically adjust
to keep the selected speed. When truck speed
decreases, the retarding effort is reduced to maintain
the selected speed. If truck speed continues to
decrease to approximately 4.8 kph (3 mph) below
"set" speed, dynamic retarding will turn off automatically. If truck speed must be reduced further, the
operator can turn the adjust dial to a new setting or
depress the foot operated retard pedal.
When the dial is rotated counterclockwise toward this symbol, the

truck will descend a grade at
lower speeds.
If the operator depresses the foot operated retard

pedal and the retard effort called for is greater than
that from the automatic system, the foot pedal retard
will override RSC.

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
When the dial is rotated clockwise

toward this symbol, the truck
speed will increase.
Retard Speed Control (RSC) Switch
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.
Switch (9, Figure 5-7) turns the system on and off.

Push the knob in for OFF and pull the knob out to
turn the system ON.
Throttle pedal position will override RSC setting. If

operator depresses throttle pedal to increase truck
speed, dynamic retarding will not come on unless
truck overspeed setting is reached or foot operated
retard pedal is used. When throttle pedal is released
and RSC switch is on, dynamic retarding will come
on at, or above, the RSC dialed speed and will adjust
truck speed to, and maintain, the dialed speed.
To adjust RSC control, pull switch (9) ON and start
with dial (8) rotated toward fastest speed while driving truck at desired maximum speed. Relax throttle
pedal to let truck coast and turn RSC adjusting dial
slowly counterclockwise until dynamic retarding is
activated. Dynamic retarding will now be activated
automatically anytime the "set" speed is reached, the
RSC switch is on, and throttle pedal is released.
N05101
Operator Controls
N5-15
Data Store Button

Button (10, Figure 5-7) is for use by qualified maintenance personnel to record in memory a snap-shot
of the AC drive system. It will also trigger the KOMTRAX Plus system to store a snap-shot of the truck
operating system. Light (11, Figure 5-7) will stay illuminated while the KOMTRAX Plus system is recording the snap-shot.
Drive System Or Modular Mining

Drive system controller (DSC) or Modular Mining
diagnostic port (4) is used to access diagnostic
information for the Drive System Controller (DSC) or
for Modular Mining controller.
Drive System Controller (DSC)
Diagnostic Port
12V Auxiliary Power Outlets
Diagnostic port (5) is used to access diagnostic information for the Drive System Controller (DSC).
Outlets (11, Figure 5-7) can be used to provide

12VDC power for tools and accessories.
Engine Diagnostic Port (CENSE)
Fire Suppression Control Outlet
Diagnostic port (6) is a three pin connector used to

access diagnostic information for the engine monitoring system.
Outlet (12, Figure 5-7) can be used to provide power

for an optional fire suppression control system with
the key switch ON.
Communication Radio Outlet
Outlet (13, Figure 5-7) can be used to provide power
for any optional 2-way communication radio with the
keyswitch ON.
Engine Diagnostic Port (QUANTUM)

Diagnostic port (7) is a nine pin connector used to
access diagnostic information for the engine control
system.
7
DIAGNOSTIC PORTS
The diagnostic ports shown in Figure 5-9 are located

on the back wall of the cab next to the D.I.D. Panel.
KOMTRAX Plus Diagnostic Port
Diagnostic port (1, Figure 5-9) is used to download

truck operation data from the KOMTRAX Plus controller.
Interface Module (IM) Diagnostic Port
84049
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 payload meter and its functions.
N5-16
1. KOMTRAX Plus
Diagnostic Port
3. Payload Meter
Diagnostic Port
4. Drive System / MM
Diagnostic Port
Operator Controls
5. DSC Diagnostic Port

6. Engine Diagnostic Port
(CENSE)
7. Engine Diagnostic Port
(QUANTUM)
N05101
HEATER / AIR CONDITIONER
Heater/Air Conditioner Vents
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.
Heater/air conditioner vents (6, Figure 5-10) may be

rotated 360. There are three vents in the heater/air
conditioner compartment, four vents across the top of
the instrument panel, and one vent each in the RH
and LH instrument panels. There are also an additional four vents under the instrument panel. Air flow
through the vents is controlled by manually opening,
closing or turning the louvers.
Fan Speed Control Knob

Fan speed control knob (1, Figure 5-10) is provided
to control the cab air fan motor. The fan motor is a 3speed 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 5-10) 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 counterclockwise 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 5-10) 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.
upper vents only.
upper vents and the floor vents.
FIGURE 5-10. A/C & HEATER CONTROLS

1. Fan Speed Control
Knob
2. Temperature Control Knob
3. Blue Zone
N05101
Operator Controls
4. Red Zone
5. Air Flow Directional
Knob
6. Vents
N5-17
INSTRUMENT PANEL
Control Symbols
The operator must understand the function and operation of each instrument and control. Many control
functions are identified with international symbols
that the operator must learn to recognize immediately. This knowledge is essential for proper and safe
operation.
Items that are marked optional do not apply to every
truck.
The following symbols are general indicators and
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
function has been activated. The green LED is
located in the lower portion of the switch and indicates that function has not been activated.
This symbol when it appears on an

indicator or control identifies that
this indicator or control is NOT
used.
This symbol identifies a rotary

control or switch. Rotate the knob
clockwise or counterclockwise for
functions.
This symbol identifies a switch

used to test or check a function.
Press the switch on the side near
the symbol to perform the test.
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.
N5-18
Operator Controls
N05101
8
!
9
10
26
25
24 23
22 21
20
19
18
17
16
15
14
13
12
11
84048
FIGURE 5-11. PANEL GAUGES, INDICATORS, AND CONTROLS

1. Heater/Air Conditioner Vents
2. Status Indicator Light Panel
3. Hydraulic Oil Temperature Gauge
4. Coolant Temperature Gauge
5. Speedometer / Digital Display
6. Fuel Level Gauge
7. Drive System Temperature Gauge
8. Hazard Lights Switch
9. Brake Test Switch
10. Wheel Brake Lock Switch
11. AC Drive System Rest
12. Engine Warm Up Switch (Optional)
13. Heated Mirrors (Optional)
N05101
14. Rotating Beacon Switch (Optional)

15. Camera System Switch (Optional)
16. Key Switch
17. Warning Light
18. Digital Display Contrast Buttons
19. Turn Signal Indicators
20. Panel Lights Dimmer Switch
21. Mode Switch #1
22. Mode Switch #2
23. Fog Light Switch (Optional)
24. Backup Light Switch
25. Ladder Light Switch
26. Headlight/Panel Illumination Switch
Operator Controls
N5-19
Cab/Air Conditioner Vents
Speedometer/Digital Display
Vents (1, Figure 5-11) may be directed by the operator to provide the most comfortable cabin air flow.
Speedometer/digital display (5) displays the following

information:
Status Indicator Light Panel
The analog speedometer indicates the truck speed

in miles per hour (mph) or in kilometers per hour
(kph).
Status indicator light panel (2) contains an array of

indicator lights to provide the operator with important
status messages concerning selected truck functions. Refer to STATUS INDICATOR LIGHTS for a
detailed description of these indicators.
Hydraulic Oil Temperature

Gauge
Fuel level gauge (6, Figure 5-11)

indicates how much diesel fuel is
in the fuel tank.
Green indicates normal operation. As the needle

approaches the red zone, minimum engine idle
speed will increase to help cool the oil.
Red indicates high oil temperature in the hydraulic
tank. Continued operation could damage components in the hydraulic system. If this occurs, the operator should safely stop the truck, move directional
control lever to PARK and operate the engine at 1200
- 1500 rpm to reduce system temperature.
If temperature gauge does not move into the

green range after a few minutes, and the red
overhead indicator light does not go out, stop the
engine and notify maintenance personnel immediately.
Gauge (4, Figure 5-11) indicates

the temperature of the coolant in
the engine cooling system. The
temperature range after engine
warm-up and truck operating
under normal conditions must be:
The digital display also shows warning messages

and fault codes indicating abnormal operating conditions and critical problems. See DIGITAL DISPLAY
OPERATION for more information.
Fuel Level Gauge
Hydraulic oil temperature gauge

(3, Figure 5-11) indicates oil temperature in the hydraulic tank.
There are two colored bands:
green and red.
Coolant Temperature Gauge
The digital display shows payload meter information.
When there is only 10% of total

fuel tank capacity remaining, the
amber low fuel level indicator on the gauge will illuminate.
The fuel tank capacity is 4542 liters (1,200 gallons).
Drive System Temperature

Gauge
Drive
system
temperature
gauge (7, Figure 5-11) indicates the status of the highest
measured temperature range in
the drive system.
Hazard Warning Light Switch
Switch (8, Figure 5-11) flashes all

the turn signal lights. Pressing the
top side of the rocker switch activates these lights. When these lights
are on, a red LED light will be illuminated inside the switch. Pressing on
the lower side of the rocker switch
turns these lights off, and a green
LED light will be illuminated.
85-97C (185-207F)
N5-20
Operator Controls
N05101
Pre-Shift Brake Test Switch
Rest Switch
Pre-shift brake test switch (9,

Figure 5-11) is 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
sequence.
Rest switch (11, Figure 5-11) is a

rocker switch with a locking device.
A safety tab on the switch must be
pushed to unlock the switch before
the top of the switch can be
depressed to activate the rest
mode.
The amber light in the top of the

switch is used to indicate when the
truck is in brake test mode, and is referred to as the
brake check light. When illuminated, a brake test is
ready. When flashing, the brake test is at the validation point, or the retard system test is finished.
When activated, an internal amber

lamp will illuminate. The switch should be activated
to deenergize the AC drive system whenever the
engine is to be shutdown or parked for a length of
time with the engine running.
Wheel Brake Lock Control
Switch (10, Figure 5-11) must be

used when the engine is running during dumping and loading operations
only. The brake lock switch actuates
the hydraulic brake system which
locks the rear wheel service brakes
only.
When pulling into shovel or dump
area, stop the truck using the foot-operated service
brake pedal. When truck is completely stopped and
in loading position, move the directional control lever
to NETURAL, then apply the brake lock by pressing
the top of the rocker switch. To release the brake,
press the bottom of the rocker switch.
NOTE: The wheel brake lock will not function if the
directional control lever is in the PARK position.
The directional control lever must be in PARK or

NEUTRAL and the vehicle not moving to enable this
function. This will allow the engine to continue running while the AC drive system is de-energized.
Activation of the rest switch alone DOES NOT

completely ensure that the drive system is safe
to work on. Refer to the Safety Chapter for more
information on servicing an 830E truck. Check all
"link-on", or "link energized", indicator lights to
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 unintentionally enter the rest mode after stopping.
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
reduced, unmodulated pressure. DO NOT use the
brake lock for parking. With the engine stopped,
hydraulic pressure will bleed down, allowing the
brakes to release.
Use at shovel and dump only to hold the truck in
position.
NOTE: The wheel brake lock will not apply when the
directional control lever is placed in the PARK
position, or when the key switch is OFF, or when the
engine is not running.
N05101
Operator Controls
N5-21
Engine
Warm
(Optional)
Up
Switch
Camera
(Optional)
Engine warm up switch (12,

Figure 5-11) ) is a rocker switch.
When in the ON position, this feature is used to keep the engine
warm in cold conditions because it
puts a small amount of load on the
engine.
System
Switch
This feature can also be used in cold climates to

warm up, or to maintain heat in the engine coolant
while the truck is parked.
Switch (15, Figure 5-11) is a three

position rocker switch, but the
third position is only momentary.
Pressing the top of the rocker
switch to place the switch in the
middle position turns the camera
system on. Pressing the bottom of
the switch turns the camera system off. To display the view from the rear camera,
momentarily press the top of the rocker switch.
Regardless of truck speed, the view from the rear
camera will be displayed in the camera monitor for
approximately 30 seconds.
Heated Mirror Switch (Optional)
Key Switch
This energy is created by passing a load through one

bank of the grid resistors in the retarding grid.
Heated
mirror
switch
(13,
Figure 5-11) controls the operation of the heated mirrors.
Rotating Beacon Light Switch

(Optional)
Rotating beacon switch (14,

Figure 5-11) controls the operation of the rotating beacon.
Starting
Key switch (16, Figure 5-11) is a four-position switch

(ACC, OFF, RUN, START). The ACC position is not
currently used.
When the switch is rotated one position clockwise, it
is in the RUN position and all electrical circuits except
START are activated.
1. With the directional control lever in PARK,
rotate key switch fully clockwise to the START
position, and hold this position until the engine
starts. The START position is spring-loaded to
return to RUN when the key is released. If the
engine is equipped with a prelube system, a
noticeable delay will occur before engine cranking begins.
N5-22
Operator Controls
N05101
2. After engine has started, place rest switch (4,

Figure 5-11) in the OFF position, which will deactivate the rest mode of operation. Refer to the
discussion of rest switch later in this section.
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.
Panel Light Dimmer
Panel light dimmer (20, Figure 5-11) is

a rheostat which allows the operator to
vary the brightness of the instruments
and panel lights.
Rotating the knob to the full clockwise position

turns the panel lights on to the brightest
condition.
Rotating the knob counterclockwise continually
dims the lights until OFF position is reached at
full counterclockwise rotation.
Mode Switches
Warning Light
Mode
switches
(21) and (22) are
two-way momentary
rocker
switches.
The
arrows are used to
toggle through the
different options
and messages on
the digital display.
Red warning light (17, Figure 5-11)

will come on to indicate that a
truck function requires immediate
action by the operator. Safely stop
the truck and notify maintenance
personnel. A warning message will
appear on the digital display.
Digital Display Contrast Buttons
Cold ambient operating temperatures may affect the

contrast of the digital display. If necessary, use buttons (18, Figure 5-11) to increase or decrease the
contrast of the digital display to make it easier to
read.
The OK position is
used to acknowledge and clear warnings and faults
and set certain Payload Meter III settings.
Refer to DIGITAL DISPLAY OPERATION for more
information about using the digital display.
Turn Signal Indicators
Fog Light Switch (Optional)
Indicators (19, Figure 5-11) illuminate to indicate that

the right or left turn signals are operating when the
turn signal lever on the steering column is moved
upward or downward. Moving the lever to its center
position will turn the indicator off.
Pressing the top of fog light switch

(23, Figure 5-11) turns the lights on.
Pressing the bottom of the switch
turns the lights off.
N05101
Operator Controls
N5-23
Manual Backup Switch
Headlight/Panel Illumination Light Switch
Backup light switch (24, Figure 511) allows the backup lights to be
turned on for added visibility and
safety when the directional control
lever is not in the REVERSE position.
The instrument panel lights, clearance lights, and the headlights are
controlled by this three-position
rocker type switch (26).
Ladder Light Switch
OFF is selected by pressing the bottom of the switch. Press the top of
the switch until it reaches the first
position to select the panel lights,
clearance lights and tail lights only.
Press the top of the switch again
until it reaches the second position to select headlights, panel lights, clearance lights and tail lights.
Ladder light switch (25) turns the ladder lights and deck lights on or off
after or before using ladder.
Pressing the top of the rocker switch
turns the lights on. Pressing the bottom of the switch turns the lights off.
Another switch is mounted at the
front left of truck near the base of ladder.
N5-24
Operator Controls
N05101
STATUS INDICATOR LIGHT PANEL
FIGURE 5-12. STATUS INDICATOR LIGHT PANEL

1. Body Up
7. Not Used This Application
2. Parking Brake
8. Wheel Brake Lock
14. Service Brake
3. Propulsion System Not Ready
9. Traction Control
15. Dynamic Retarding
4. No Propel
10. Repair Monitor
16. No DC Link Voltage
5. Engine Warm-Up
11. Snapshot In Progress
6. Engine Delay
Parking Brake
Status Indicator Light Panel
When illuminated, these amber (yellow) status lights

alert the operator that the indicated truck function
requires some precaution. Refer to the following
descriptions for explanations of the symbols.
Body Up
The body up indicator (1, Figure 512) will illuminate when the body is
not completely down on the frame.
The truck must not be driven until
body is down and the light is off.
N05101
The parking brake indicator (2) will

illuminate when the parking brake
is applied. The parking brake is
applied by placing the directional
control lever in the PARK position.
If the directional control lever is in
the PARK position and the interface module (IM)
detects any parking brake abnormalities, this light will
not illuminate. The red warning light on the dash will
flash, the warning buzzer will sound intermittently
and an error code will be displayed. If the red warning light and buzzer are active, the operator must not
leave the cab. Notify maintenance personnel immediately.
Operator Controls
N5-25
Propel System Not Ready
Not Used
Propulsion system not ready indicator (3) will illuminate during

start-up much like the hour glass
icon on a computer screen.
This indicator light (7) is not used in

this application.
This light indicates the computer is in the process of

performing the self-diagnostics and set-up functions
at start-up. Propulsion will not be available at this
time.
Wheel Brake Lock
The wheel brake lock indicator (8)

will illuminate when the wheel
brake lock is on.
No Propel
The no propel indicator (4) will illuminate when the rest switch is
placed in the ON position. It will
also illuminate when a fault has
occurred which has eliminated the
propulsion capability. If this condition occurs, the operator must safely stop the truck,
move directional control lever to PARK, shut down
the engine, and notify maintenance personnel immediately.
Traction Control
The traction control feature is

always ON. The traction control
indicator (9) will only illuminate if
the traction control feature has
been disabled because a problem
has been detected within the system.
Engine Warm Up
Repair Monitor
Engine warm up indicator (5) will

illuminate when the engine warming switch is turned on.
The repair monitor indicator (10)

will illuminate if a repair fault is
detected, which must be corrected
after the operators shift is done.
Engine Shutdown Delay

Snapshot In Progress
When the key switch has been

turned OFF, and certain conditions
have been met, this indicator (6)
light will illuminate to indicate that
the shutdown timing sequence
has started. The engine could
operate for up to three minutes.
The indicator (11) will illuminate

when the KOMTRAX Plus system
is in the process of recording a
snapshot of certain vehicle conditions.
If the directional control lever is moved out of

PARK, the engine will stop immediately.
If the key switch is turned back ON, the engine
stop sequence will be terminated, and the engine
will remain running.
N5-26
Operator Controls
N05101
Not Used
Dynamic Retarding
This indicator (12) light is not used

in this application.
The dynamic retarding indicator

(15) will illuminate whenever the
retarder pedal is operated, or the
automatic overspeed retarding circuit is energized. It indicates that
the dynamic retarding function of
the truck is being used.
Not Used
This indicator (13) light is not used

in this application.
Service Brake
No DC Link Voltage
The no DC link voltage indicator

(16) will illuminate when the rest
switch in ON, or whenever the DC
link in the control cabinet is not
providing voltage to the propulsion
system.
The service brake indicator (14)

will illuminate when the service
brake pedal is applied.
N05101
Operator Controls
N5-27
DIGIT DISPLAY OPERATION

Toggling Through Main Level Screens
N5-28
Operator Controls
N05101
Toggling Through Warning Screens
Warning Screens
OK
Note: If a switch having no defined function for the current mode is

actuated, the message "INVALID ENTRY" will be displayed on the
screen while the switch is being pressed.
<
Switch 1
Switch 2
200 ST
MULTIPLE WARNINGS
BATT CHARGING FLT

A155
PRESS OK
CLEARED - 0 ACTIVE
1000 rpm
1000 rpm
SC 20 mph
200 ST
SC 20 mph
A warning becomes active.
HOT HYD OIL LR

A196
Last active standard display

with added warning
reminder
1000 rpm
MULTIPLE WARNINGS
200 ST
PRESS OK
PRESS OK
STOP: PARK: RUN

ENG
<
HOT HYD OIL LR

A196
A new lower severity fault with a lower

priority operator action becomes active.
The highest priority fault becomes

inactive.
1 of 1
STOP: PARK: RUN
MULTIPLE WARNINGS
MULTIPLE WARNINGS
A new higher severity warning with

a higher priority action becomes
active.
PRESS OK
CIRCUIT BREAKER
FLT
A100
SC 20 mph
OK
MULTIPLE WARNINGS
A new fault becomes active.
This newest fault becomes

inactive before being
displayed.
PRESS OK
STOP: PARK: RUN

ENG
STOP: PARK: RUN

ENG
PRESS OK
PRESS OK
GO TO SHOP NOW
STOP: PRK:
LOW STRG PRES

A111
OK
OK
2 of 2
STOP: PARK
Notice that this one OK

acknowledges both faults
simultaneously
All warnings have now been OK'd.
STOP: PARK
OK
LOW STRG PRES
A111
2 of 2
STOP: PARK
CIRCUIT BREAKER
FLT
A100
This warning becomes

inactive.
LOW STRG PRES

A111
CLEARED - 1 ACTIVE
STOP: PARK: RUN

ENG
1 OF 2
Continue to display inactive
fault warning for 10 seconds or
until OK'd. New operator action
is shown.
Both faults clear.
CIRCUIT BREAKER
FLT
A100
HOT HYD OIL LR

A196
HOT HYD OIL LR

A196
1 of 2
STOP: PARK
CLEARED - 1 ACTIVE
1 of 1
GO TO SHOP NOW
STOP: PARK: RUN
2x
A new lower severity warning with a

lower priority action becomes active.

PRESS < FOR STANDARD
DISPLAY
SNAPSHOT IN PROG
A234
N05101
CLEARED - 0 ACTIVE
HIGH FUEL TEMP

C261
The last remaining fault becomes

inactive.
MULTIPLE WARNINGS
HOT HYD OIL LR

A196
PRESS OK
CLEARED - 0 ACTIVE
CLEARED - 0 ACTIVE
Load = 240 t
STOP: PARK: RUN

ENG
<
Display each warning that went

inactive without being displayed
with the "FAULT CLEARED"
message. They are displayed in
the order in which they became
inactive.
LC = 25
A new warning with a lower priority action

becomes active.
3560.9 h
Operator Controls
TT = 6000 t
SC = 20 mph
83443
N5-29
Entering Payload Meter Data
Data Entry Detail (Sublevel 2)

Note: If a switch having no defined function for the current mode is actuated, the
message "INVALID ENTRY" will be displayed on the screen while the switch is being
pressed.
OK
<
Switch 1
Switch 2
If the back switch is actuated before accepting a new driver ID, the old ID will remain
in effect.
Payload Data
OK to View
Screen 5
OK
DRIVER ID: 123
OK
0123456789
5x
0123456789
PRESS OK TO CHANGE
OK
0123456789
5_
Screen5,
subscreen 0
Screen5,
subscreen max.
3x
3x
0123456789
OK
5_
0123456789
0123456789
54_
OK
54_
0123456789
547_
9x
0123456789
OK
547_
0123456789
548_
N5-30
0123456789
3x
0123456789
54_
OK
54_
Operator ID = 548
<
Press OK to enter ID
Operator Controls
Payload Data
OK to View
OK
0123456789
548_
83444
N05101
KOMTRAX PLUS
Operation
This system uses the KOMTRAX Plus system to

gather data about the operation of the truck from
sensors and other controllers installed on the truck.
The data stored in KOMTRAX Plus controller (2,
Figure 5-14) is collected by a laptop personal computer (PC) or transmitted directly by communications
satellite (utilizing the ORBCOMM 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.
NOTE: A contract is necessary before KOMTRAX
Plus can be used. Contact your Komatsu distributor
for more information.
The KOMTRAX Plus system uses wireless components that transmit via radio waves. It is necessary to conform to local laws when using this
system.
Proper operation of the system is dependent on
good reception. Operating in tunnels, mountain
ranges and covered areas may prevent communication of the system.
Contact your Komatsu distributor before selling
or exporting a truck equipped with KOMTRAX
Plus. It may be necessary to remove the system
before transfer of ownership.
Contact your Komatsu distributor before installing equipment that may interfere with the KOMTRAX Plus system.
DO NOT disassemble, repair, or modify the KOMTRAX Plus system without proper authorization.
Changes to the system may cause machine failures and fire.
Komatsu is not responsible for any failures that

result from neglecting KOMTRAX Plus system
precautions and instructions.
DO NOT touch the KOMTRAX Plus system components during machine operation.
DO NOT pull on KOMTRAX Plus system wiring
harnesses, connectors, or sensors. This may
cause short circuits or open circuits and lead to
machine failure or fire.
DO NOT allow water, dirt, or oil onto system components.
The ORBCOMM satellite requires the installation
of a pole and antenna, adding to the overall
height of the machine. The height increase is 410
mm (16.2 in.). With the guard installed, the overall
height increases another 260 mm (10.2 in.). Use
caution when operating in areas with height
restrictions.
Anyone with a pacemaker must remain a minimum of 22 cm (9 in.) from the communications
antenna. Radio waves from the antenna can
interfere with pacemaker operation.
N05101
ORBCOMM is a two-way radio communication

device. Wireless signals from the 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. If the machine is operating within a distance of 12m (40 ft) of a blast zone, disconnect
the ORBCOMM harness. Failure to do so could
result in serious injury or death.
This warning does not supersede requirements
or regulations of the area or country where this
machine is in operation. The following specifications are provided to ensure compliance with all
of the applicable requirements or regulations:
Transmit power: 5-10 Watts
Operating Frequency Range: 148 - 150 MHz
Operator Controls
N5-31
NOTE: The ORBCOMM modem installed from the

factory on all new trucks may not be approved for
use in certain countries of the world. Local regulation
may prohibit the use of the ORBCOMM modem/
satellite communicator. Depending on local
regulation, you may need to either remove the
modem or disconnect it and remove the antenna.
Check with KAC service for assistance and preferred
action in your area.
The following is a list of "at risk" countries: China,
Russia, Serbia, Tanzania, Senegal, Zambia,
Botswana and Namibia.
When the data-store button (1, Figure 5-13) is

pressed on the back side of the center console, it will
store a snapshot of the Statex III drive system. It will
also trigger the KOMTRAX Plus system to store a
snapshot of the truck operating system. A light on
the status indicator light panel will stay illuminated
while the KOMTRAX Plus system is recording the
snapshot, which lasts for 7.5 minutes.
During normal truck operation, the red LED digits on

the KOMTRAX Plus controller will count from 00-99
continuously.
When the key switch is turned OFF, the KOMTRAX
Plus controller will remain on while it finishes processing internal data and saves the recent data into
permanent memory. When the data has been safely
stored, the two digit LED display will turn OFF. This
process could take up to three minutes to complete.
If 24V power is disconnected (using the battery

disconnect switches) from the KOMTRAX Plus
controller before it has completed its shut down
procedure, the KOMTRAX Plus controller will
lose all data gathered since the key switch was
last turned ON. Do not disconnect battery power
until the KOMTRAX Plus controller has completed the shut down procedure and has turned
the LED digits off.
The KOMTRAX Plus system is turned on by the truck

key switch. Immediately after receiving 24V power
from the key switch, the KOMTRAX Plus controller
(2, Figure 5-14) begins the power-up initialization
sequence. This sequence takes about three seconds, during which time the red LED digits display a
circular sequence of flashing LED segments.
84050
FIGURE 5-14. KOMTRAX PLUS COMPONENT

LOCATION
1. ORBCOMM Controller
2. KOMTRAX Plus Controller
FIGURE 5-13. CENTER CONSOLE, REAR VIEW

N5-32
Operator Controls
N05101
The ORBCOMM controller (1, Figure 5-14) transmits

data through antenna (1, Figure 5-15) mounted on
top of the cab. The antenna coaxial cable is routed
through the cab structure to protect it from damage. If
the antenna or coaxial cable is damaged, replace the
parts.
Basic Precautions
When using this truck, there is no particular need

to operate the KOMTRAX Plus system.
Never disassemble, repair, or modify the
KOMTRAX Plus 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 KOMTRAX
Plus system, please consult the servicing
Komatsu distributor.
FIGURE 5-15. ORBCOMM ANTENNA

1. ORBCOMM Antenna
2. Magnetic Base
Interface Module
The interface module (located in the Auxillary Control

Box) receives data from the sensors installed on the
truck and sends this information to the KOMTRAX
Plus controller. There is a small green LED light on
the face of the controller. With the key switch ON, the
light must be blinking. If the light is continuously illuminated, there is a problem in the controller.

(D.I.D. PANEL AT REAR OF CAB)
2. KOMTRAX Plus Diagnostic Port
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 5-16) is
used to connect the interface module to a laptop PC
for installing software.
N05101
Operator Controls
N5-33
KOMATSU WIRELESS BRIDGE

(Optional)
Switching to the KWB_SETUP Network
General Information
The Komatsu wireless bridge allows for the transfer

of information from the KOMTRAX Plus controller to
a laptop computer with wireless network capabilities.
The information that is downloaded through the KWB
(Komatsu wireless bridge) is the same information
that is gathered during a manual download from the
KOMTRAX Plus system. Downloads can be
performed with the laptop computer located on or
near a stationary truck, or the computer can be
located close to a path of moving trucks. Total
download time is approximately 10 seconds. If only a
portion of the data is downloaded while the truck is
passing by a laptop computer, the remaining
information will be downloaded the next time a data
download occurs.
The computer should be on the same network as the

KWB. It will be necessary to "create a profile" for the
new network. Check the wireless adaptor's manual
for details.
3. Configure the new profile as follows:
Set the profile name to KWB_SETUP.
Set the SSID to KWB_SETUP.
Select the wireless network type as "ad hoc."
In the security settings, select "no encryption"
or a similar setting.
Select channel 11 (most adaptors
automatically select a channel).
Some wireless adaptor software allows the setting of

a static IP address and subnet mask for each profile.
If this option is available, complete the following
steps:
The wireless bridge transmits data using an antenna.
a. Set the IP address to 192.168.0.xxx, where

xxx is any number between 1 and 255.
Number 123 is recommended if only one
computer will be used to interact with the
KWB. If multiple computers are used, each
must be set to a different IP address.
Communication Setup
A computer running a Microsoft operating system

(with a wireless network adaptor) is required to
download data from the KWB. The individual steps
required are different depending upon the computer
operating system and each computers specific
wireless adaptor.
Please refer to the computer and/or adaptor manuals
for further details.
will
Set the subnet mask to 255.255.0.0. If asked for a

default gate-way, this may be assigned the same IP
address as the computer.
1. Ensure that the KWB:

shows power and function (LEDs illuminated)
has not been previously setup
is within range of the computer
2. Use the computer to scan for any available
wireless networks. The computer should find a
network with KWB_SETUP as its SSID (SSID =
Service Set Identifier). If this SSID is present
the KWB is transmitting correctly. Switch to the
KWB_SETUP network.
If the KWB_SETUP SSID is not detected, verify
all connections to the KWB. If all connections
are correct, the KWB will need to be reset.
Reset the KWB by pushing the reset button (2,
Figure 5-17) next to the connector plug.
NOTE: A KWB_SETUP SSID could be transmitted
by another laptop computer and not by the desired
KWB. Power down any other wireless sources with
an SSID of KWB_SETUP.
N5-34
Operator Controls
N05101
Setting the Computer Subnet Mask and IP

Address
If the adaptor software does not allow for setting an

IP address, then this must be done manually.
The Windows TCP/IP settings must be modified for
the correct subnet mask and an adequate IP
address. The steps to reach the point where the
TCP/IP settings can be modified vary according to
the operating system and are described below. The
actual steps for making the changes to the settings
are described for the following operating systems.
Windows Vista:
1. Click on the Windows menu, right click on
"Network" then select "Properties." A window
will open with the option "Manage network
connections" as one of the options on the left
side. Select that option.
2. A new window showing all available networks
will open. Right click on the wireless network to
be used to connect to the KWB and select
"Properties." Vista will inquire if this was an
intentional
selection;
select
"Continue."
Continue to the topic of Properties.
Windows 2000:
1. Click on the start menu, select settings and then
"Network and Dial-up Connections."
2. Right click on the wireless network adaptor and
select "properties." Skip instructions for other
Operating Systems and continue to the topic of
Properties.
Windows XP:
1. Click on the start menu, right click on "My
Networks" and select "Properties." A window
with all available networks will be shown.
2. Right click on the wireless network and select
"Properties." Skip instructions for Windows
Vista and continue to the topic of Properties.
Properties
Once the window with the list of available protocols is

shown, the TCP/IP should then be selected. Click on
"Properties" and bring up a window for setting the IP
address and the subnet mask (alternatively, double
click on TCP/IP). Before making any changes, write
down the current settings. These settings will be
needed to restore the original computer settings if
needed.
3. Select "Use the following IP address," then set
the IP address to 192.168.0.xxx, where xxx
represents any number between 1 and 255.
Number 123 is generally used. However, no two
computers should use the same IP address).
The subnet mask should now be set to
255.255.0.0. If a gateway address is requested,
this is set to the same as the IP address.
This prepares the computer to communicate with the
KWB and to interact with the automatic download
software.
NOTE: The previous steps are not necessary if the
software that comes with the computer/adaptor
allows an IP address and mask to be assigned to
each profile. This is done automatically by selecting
the profile.
It may be necessary to repeat these steps to restore
the computer settings when connecting to another
network.
FIGURE 5-17. RESET LOCATION

1. Komatsu Wireless
Bridge
N05101
2. Reset Button Hole
Operator Controls
N5-35
Setting Up the KWB
Adding Encryption
The KWB is preset from the factory. It is

recommended that the SSID be changed at setup to
establish a unique identity from other KWBs. No
previously installed KWBs should show up as
KWB_SETUP.
Changing the network channel may be necessary.
For example, if another network in the vicinity uses
channel 11 for transmission, the KWB may interfere
with this network.
If the information downloaded from the KOMTRAX
Plus controller is considered sensitive and private,
then the KWB data should be encrypted.
It is recommend that encryption be added.
Once the computer has been setup correctly the

KWB may be setup using a web browser as follows:
NOTE: If a more secure encryption method is

desired, consult a network professional to setup WPA
encryption.
1. On the KWB, label locate the IP address.

2. Type the KWB IP address into the address bar
of a web browser (just the numbers and the
periods).
3. When prompted to enter a User Name and
Password, enter "dpac" for both.
4. The initial screen that is displayed will show the
current status of the KWB. Select "Network"
from the top right corner.
5. Change the SSID to any name. (for example,
"KOMTRAX controller"). The SSID is used to
separate networks. If one computer will be used
to download data from excavators, one from
haul trucks, and one from dozers, then the KWB
that will be installed on these machines could
have their SSID set to "KOMTRAX_dig,"
"KOMTRAX_haul," and "KOMTRAX_push"
respectively. This would make excavators and
haul trucks invisible to the computer setup to
download data from dozers. All KWBs that are
to be in the same network should be set to the
same SSID.
If the default channel (11) is used by another network
in the vicinity, change the channel. It is preferable to
assign channels that are at least three channels
apart.
N5-36
1. On "Wireless Security Mode," select WEP128.

In "WEP key 1", using only numbers and the
letters from "A" to "F," input a 26 character long
passkey,
for
example
"0123456789ABCDEF0123456789" (a more
complex combination should be used). All
KWBs that are to be in the same network
should have the same WEP key, SSID, and be
on the same channel.
2. Keep a record of the key.
3. If the "DHCP Client Name" is blank, input the

KWB IP address in this field before pressing the
"Save" button at the bottom of the page. No
further network settings are required.
4. Once the KWB is reset, all the settings will be
applied. Reset the KWB when prompted or, if
you prefer to review the settings, click on
"Networks" and, when reviewing is complete,
click on "Reset." Both of these options are in the
blue bar under "KWB-1".
Final Computer Settings
Once the KWB SSID is changed, the KWB is no

longer in the KWB_SETUP network. In order to
establish communications with the KWB, the
computer must be setup to have the same settings
as the KWB. Follow steps 1 through 3 beginning in
Communication Setup, but use the new settings to
create a different network profile. Once all setting are
complete, typing the KWB IP address in the
browser's address bar should open the KWB settings
page. This confirms that the KWB and the computer
are on the same network.
Once the steps described above have been
performed, the computer will have two network
profiles in the program that manages the network
adaptor. The KWB_SETUP profile should remain in
the list in order to setup other KWBs in the future.
The other profile will be the one used to
communicate with the existing KWB. For both
networks, the computer IP address can remain the
same. Therefore, Step 3 as described in Switching
to the KWB_SETUP Network is not required. If the
computer is also used to connect to the internet,
select "obtain IP address automatically" when
connecting to the internet.
Operator Controls
N05101
Data Downloading
Resetting the KWB
To obtain the software for data downloading from the

KOMTRAX Plus controller, go to the Komatsu
Extranet (https://www.komatsuamerica.net).
It may be necessary to reset the KWB. For example,

if the WEP key was incorrectly typed when setting up
the KWB, it will not be possible to connect to that
KWB without the correct key.
1. Select KOMTRAX / VHMS / PLM.

2. Select VHMS / PLM, then select SOFTWARE.
3. Select KWB - Komatsu Wireless Bridge
(Wireless Download Software). Load and install
the software. The icon "VHMS Controller Auto
Download Tool" will be created during the
download process.
Running the software for the first time will offer the
opportunity to choose a login name and password;
"user" should be used for "User Name" and "1" for
"Password." This may change this the next time the
software is run. Clicking "OK" will start the download
tool. If any KWBs are within range and are connected
to the VHMS controller, the tool will automatically
download all the data from each VHMS controller.
The auto-download software will not download from
KOMTRAX Plus controllers that have not had the
vehicle data setup (this is a consideration only when
replacing a KOMTRAX Plus Controller or installing a
KOMTRAX Plus Controller for the first time nor will
any KWB that is not connected to a KOMTRAX Plus
controller show up in the list of available download
sources. Once the data from one vehicle has been
downloaded, the tool will not perform another
download for that vehicle until 20 hours have passed.
It is possible to force a download by right clicking on
a vehicle in "View." Vehicles in "View" are shown in
the top list; vehicles that have been previously in
"View" are shown in the lower list.
N05101
1. Remove the power by turning OFF the key or

by disconnecting the harness from the KWB.
2. Lightly insert, press and hold a paperclip into
the hole on the connector face. To prevent
damage to the internal switch do not use sharp
objects.
3. Restore power to the KWB while keeping the
reset switch depressed. The LEDs should begin
to flash. The KWB is now reset.
NOTE: After a reset, the KWB will revert to the
KWB_SETUP SSID.
4. Switch to the KWB_SETUP SSID network. The

IP address after a reset will be 192.168.1.0.
5. When setting the KWB, the IP address must be
changed from the reset IP address. Use the
address on the KWB label.
KWB Lights
Name
Table 1: KWB LIGHTS

Description
CONN
Reserved for future use.
LINK
When ON, the KWB is operational.

When OFF, the KWB may not be
set for Ad-Hoc, or it may be
damaged. An ON condition is not
an indication that the antenna or
antenna cable is in good condition
or that the antenna is connected.
CFG
When ON, the KWB has an IP

address. When OFF, the KWB may
be configured for DHCP (DHCP
should not be selected for ad-hoc
mode).
POST
When ON, the KWB is receiving

power and is operational. When
OFF, the KWB may not be powered
or it may be defective.
Operator Controls
N5-37
NOTES:
N5-38
Operator Controls
N05101
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
1000 HOURS LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . P2-19
2500 HOUR MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-20
5000 HOUR MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-20
P02064 7/11
Lubrication and Service
P2-1
NOTES:
P2-2
7/11 P02064

Recommended preventive maintenance will contribute to the long life and dependability of the truck and
its components. The use of proper lubricants and the
performance of checks and adjustments at the recommended intervals is most important.
Lubrication requirements are referenced to the lube
key found in the Lubrication Chart (page P2-5). For
detailed service requirements for specific components, refer to the shop manual section for that component (i.e. Section H for suspensions, Section L for
hydraulic system, etc.).
Refer to the manufacturer's shop manual when servicing any components of the General Electric system.
Refer to the engine manufacturer's service manual

when servicing the engine or any of its components.
The service intervals presented here are in hours of
operation. These intervals are recommended in
lieu of an oil analysis program which may determine different intervals. However, if the truck is
being operated under extreme conditions, some or
all, of the intervals may need to be shortened and the
service performed more frequently.
The 830E truck is equipped with an automatic lubrication system. The initial setup for this system provides for nominal amounts of lubricant to be
delivered to each serviced point. The lubrication
injectors can be adjusted to vary the amount of lubricant delivered. In addition, the timer for lubrication
intervals is normally adjustable. For adjustments to
these devices, refer to Automatic Lubrication System
later in this manual.
HYDRAULIC TANK SERVICE

There are two sight gauges on the side of the
hydraulic tank. With the engine stopped, key switch
OFF, hydraulic system bled down and body down, oil
should be visible in the top sight gauge. If hydraulic
oil is not visible in the top sight gauge, follow Adding
Oil instructions below.
Adding Oil
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
only. All oil being put into the hydraulic tank must be
filtered through filters rated at three microns.
1. Ensure that the engine is stopped, key switch is
OFF, hydraulic accumulators depressurized,
and body is down.
2. Remove fill cap (2, Figure 2-1) and add
hydraulic oil until the oil level is visible in the
center of the top sight gauge.
3. Install the fill cap.
4. Start the engine. Raise and lower the dump
body three times.
5. Check the hydraulic oil level again with the
engine stopped, key switch OFF, hydraulic
accumulators depressurized, and body down.
6. Repeat Steps 1 - 5 until the oil level is maintained in the center of the top sight gauge.
830E SERVICE CAPACITIES

Crankcase: (including 4 oil filters)
Komatsu SDA16V160 or
SSDA16V160 Engines
Liters
U.S.
Gallons
280
74
Cooling System:
Komatsu SDA16V160 or
SSDA16V160 Engine
522
138
Hydraulic System:
Refer to Hydraulic Tank Service
947
250
Wheel Motor: (each side)
38
10
Fuel Tank (Diesel Fuel Only)
4542
1200

Hydraulic Oil Reservoir:
(if equipped)
P02064 7/11
FIGURE 2-1. HYDRAULIC TANK SERVICE

1. Sight Gauges
2. Fill Cap
P2-3
COOLANT LEVEL CHECK
Coolant Specifications
Inspect the coolant sight gauge. If coolant cannot be

seen in the sight gauge, it is necessary to add coolant to the system before truck operation. Refer to the
procedure below for the proper filling procedure.
Radiator Filling Procedure
For ambient temperatures of -32 C (-25 F) and

above, use a standard 50/50 anti-freeze-to-water
mixture.
For arctic climates with ambient temperatures
between -32 C (-25 F) and -54 C (-65 F), use
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

expansion of coolant. Do not remove the radiator
cap while the engine and coolant are hot. Severe
burns may result.
NOTE: If coolant is added using the Wiggins service
center, the radiator cap must still be removed before
adding coolant.
Engine coolant must always be visible in the sight

gauge before truck operation.
1. With the engine and coolant at ambient
temperature, remove the radiator cap (2, Figure
2-2).
2. Fill the radiator with the proper coolant mixture
until coolant is visible in the sight gauge (1).
3. Install the radiator cap.
4. Run the engine for five minutes, then check the
coolant level.
5. If coolant is not visible in the sight gauge,
repeat Steps 1 - 4. Any excess coolant will be
discharged through the vent hose after the
engine reaches normal operating temperature.
Unacceptable Practices
Use of high-silicate anti-freeze.

Under concentration or over concentration of
Extended Service Additive (SCA).
Use of anti-freezes/coolants that are not fully
formulated for extended service intervals.
Use of sealing additives (stop-leak) in the cooling
system.
Use of soluble oils in the cooling system.
Use of poor-quality water. See the engine
manufacturers specifications for water quality
requirements.
Use of anti-freeze, Extended Service Additive
(SCA) or coolant filter(s) that do not meet the
engine manufacturers specifications.
Use of Treated Water coolant.
Use of coolants with less than 40 percent
antifreeze.
WHEEL MOTOR SERVICE

Due to differences in gear ratio and component evolution/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. General intervals for oil service and sampling are listed in
the interval charts.
FIGURE 2-2. COOLING SYSTEM SERVICE

1. Sight Gauge
P2-4
2. Radiator Cap
7/11 P02064
RESERVE ENGINE OIL SYSTEM (Optional)

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. If
engine oil level is not correct, check for proper operation of the reserve oil system. Never add oil to the
engine unless it has been drained.
If the engine oil has been drained from the oil pan,
the new oil must be added to the engine oil pan
before starting. DO NOT use the oil in the reserve
tank to fill an empty engine with oil. After an oil
change, both the engine and reserve tank must be
full of oil before starting the engine.
With the engine running, check the operation of the
red LED light on the pump.
Continuously on - Pump 1 is withdrawing oil
from the engine sump and bringing down the oil
level.
Irregular pulsing - Oil is at the correct running
level.
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.
Never add oil to the engine unless it has been
completely drained.
If the engine oil has been drained from the oil
pan, new oil must be added to the oil pan. Do not
use the oil in the reserve oil tank to fill an
empty engine oil pan.
After an oil change, both the engine and reserve oil
tank must be full of oil before starting the engine.
Reserve Oil Tank Filling Procedure (Remote fill)
1. Connect the pressure supply hose from the

new oil supply to the quick coupler on the truck.
Open valve on supply hose to apply pressure.
2. Pull out on switch (2, Figure 2-3) to turn the system on.
3. Push start switch (3). The VALVE OPEN light
(5) should illuminate and the filling process will
begin.
4. When 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.
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 maintenance, 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
P02064 7/11
P2-5
QUICK FILL SERVICE CENTER

The service center can be located on either side of
the machine (Figure 40-4) and is used to fill system
fluids. Table 1 on page 6 shows the maximum recomended fill pressures for the service center.
TABLE 1: MAXIMUM FIll PRESSURES

Fill System
kPa
psi
Engine Crankcase
345
50
Reserve Tank
862
125
Hydraulic Tank
345
50
Coolant
345
50
Grease
10 342
1,500
103
15
Fuel
FIGURE 40-4. SERVICE CENTER

1. Hydraulic Oil
2. Radiator Coolant
P2-6
3. Engine Oil
4. Grease
7/11 P02064
LUBRICATION CHART
P02064 7/11
P2-7
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 Recommendation 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:

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.
P2-8
7/11 P02064
10 HOUR (DAILY) INSPECTION (Continued)

Date_______________
TASK
COMMENTS
CHECKED INITIALS
7. COOLING AIR DUCTWORK - Inspect ductwork from

the blower to the rear drive case. Ensure that ductwork is secure, free of damage, and unrestricted.
8. AIR CLEANERS - Check the air cleaner vacuum
gauges in the operator cab, Figure 2-6. The air
cleaner(s) must be serviced if the gauge(s) shows the
following maximum restriction:
Komatsu SDA16V160 or SSDA16V160 Engines:
. . . . . . . . . . . . . . . 625 mm (25 in.) of water vacuum.
Refer to Section C in the shop manual for servicing
instructions for the air cleaner elements.
NOTE: After air filter 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.
P02064 7/11
P2-9
10 HOUR (DAILY) INSPECTION (Continued)

Date_______________
TASK
COMMENTS
CHECKED INITIALS
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 the hydraulic oil reservoir; fill as required.
Operate the ladder. Check for loose parts and
adverse noise conditions.
P2-10
7/11 P02064
INITIAL 50 HOUR LUBRICATION AND MAINTENANCE CHECKS

Date_______________
TASK
COMMENTS
CHECKED INITIALS
*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 elements only, after the initial 50, 100, and 250 hours of
operation; then at each 500 hours of operation thereafter.
*3 FAN DRIVE ASSEMBLY - Check torque for the six
fan mounting cap screws: 237 Nm (175 ft lb). See
Figure 2-6.
*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).
FIGURE 2-6.
P02064 7/11
P2-11
INITIAL 100 HOUR LUBRICATION AND MAINTENANCE CHECKS

Date_______________
TASK
COMMENTS
CHECKED INITIALS
*1. HYDRAULIC SYSTEM FILTERS - Replace filter elements only, after the initial 100 and 250 hours of
operation; then at each 500 hours of operation thereafter.
*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).
P2-12
7/11 P02064
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.
Date_______________
TASK
COMMENTS
CHECKED INITIALS
1. ENGINE - Refer to the engine manufacturers Operation & Maintenance manual for complete specifications 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 the torque on the cooling fan (1, Figure 2-6) mounting cap screws. Tighten cap
screws (2) to 237 Nm (175 ft lb).
(CONTINUED NEXT PAGE)
P02064 7/11
P2-13
250 HOUR LUBRICATION AND MAINTENANCE (Continued)

TASK
2.
COMMENTS
CHECKED INITIALS
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 deterioration.
Refer to the engine maintenance manual for coolant
filter replacement instructions and proper coolant mixture instructions.
3.
FUEL FILTERS - Change the fuel filters (fuel separators). Refer to engine Operation & Maintenance manual 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 Nm (525 ft lb). Check the torque on tie rod
retaining nuts (2) - 420 Nm (310 ft lb).
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 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 air dry with a maximum of 275 kPa
(40 psi). Reinstall the filter. Refer to Figure 2-8.
FIGURE 2-7.
P2-14
FIGURE 2-8.
1. Filter Cover
2. Cab Filter
7/11 P02064

TASK
COMMENTS
8.
HYDRAULIC PUMP DRIVESHAFT & U-JOINTS Add one or two applications of grease to each grease
fitting. Use non - moly grease only. Check that each
bearing 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.
CHECKED INITIALS
*10. HYDRAULIC SYSTEM FILTERS - Replace filter elements only after the initial 250 hours of operation;
then at each 500 hours of operation thereafter. Check
oil level. Add oil as necessary. Lube Key B.
11. BATTERIES - Check the electrolyte level and add
water if necessary.
12. BODY-UP & HOIST LIMIT SWITCHES - Check operation 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. A/C DRIVE BELT - Check the belt for wear, cracks,
glazing, tears or cuts. Refer to engine Operation &
Maintenance manual for specific instructions.
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 oclock 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. G.E. PREFILTER BLOWER (If equipped) - Add one to
two applications of grease to the grease fitting. Lube
key D.
19. WHEEL MOTOR BLOWER (If equipped) - Grease
motor blower shaft bearings. Lube key D.
P02064 7/11
P2-15

TASK
COMMENTS
20.
AIR INTAKE PIPING - Check all mounting hardware,

joints, and connections. Ensure no air leaks exist and
all hardware is properly tightened. Figure 2-5.
21.
RETRACTABLE LADDER SYSTEM (If equipped) -
CHECKED INITIALS
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 properly sealed.
f. System voltage of 21VDC (off) to 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
switches and park-brake interlock.
remote
*This check is required only after the first 250 hours of operation (such as: the commissioning of a new truck, or
after a new or rebuilt component installation).
FIGURE 2-9.
P2-16
7/11 P02064
500 HOUR LUBRICATION AND MAINTENANCE CHECKS

Maintenance requirements for every 10 & 250 hour Lubrication and Maintenance Checks should also be performed
at this time.
Date_______________
TASK
COMMENTS
CHECKED INITIALS
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 shop manual for more information on proper
suspension extension and maintenance procedures.
5. THROTTLE AND BRAKE PEDAL - Lubricate the treadle 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 tightness, 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 Sections J and L for details.
P02064 7/11
P2-17
500 HOUR LUBRICATION AND MAINTENANCE CHECKS (Continued)

Date_______________
TASK
COMMENTS
CHECKED INITIALS
10. WHEEL MOTOR OIL SAMPLING - Refer to shop

manual Section G5, Wheel Motor, for oil sampling
information.
Refer to G.E. Motorized Wheel Service & Maintenance manual, Planned Maintenance section for
additional required service tasks.
(Initial 500 hours only) 11. WHEEL MOTOR OIL
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 obstructions 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 airflow, 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 program, perform a data download from the KOMTRAX
Plus controller. Send the data to WebCARE using the
FTP feature. Refer to shop manual, Section D for
more detailed instructions.
P2-18
7/11 P02064
1000 HOURS LUBRICATION AND MAINTENANCE CHECKS

Maintenance for every 10, 250, & 500 hour Lubrication and Maintenance Checks should also be performed at this
time.
Date_______________
TASK
1.
COMMENTS
CHECKED INITIALS
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 system with anti-freeze and water solution. Check the
Coolant Specifications in this section for the correct
mixture. Refer to the engine Operation and Maintenance Manual for the correct additive mixture.
3.
FUEL TANK - Remove the breather and clean in solvent. 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 pressure decreases below the specified limit. Refer to the
appropriate Shop Manual, Section J, Brake Checkout 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 using dipstick on top of the pump
unit. If necessary, add SAE 10W-30 motor oil.
8.
ELIMINATOR FILTER - Clean and check centrifuge.

Refer to engine manufactures Operation & Maintenance Manual. (Service interval is dependent on duty
cycle, oil quality, etc.).
P02064 7/11
P2-19
2500 HOUR MAINTENANCE CHECKS

Maintenance for every 10, 250, & 500 hour Lubrication and Maintenance Checks should also be performed at this
time.
Date_______________
TASK
1.
COMMENTS
CHECKED INITIALS
FRONT WHEELS - Drain and refill with oil. Refer to

the shop manual, Section G for detailed instructions
on changing the oil. Lube key E.
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 performed at this time.
Date_______________
TASK
1.
COMMENTS
CHECKED INITIALS
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 pressure causes the pre-cleaner tubes to distort.
2.
FRONT WHEELS If oil sampling is done every 500 hours - And the contamination trends are not rising, do not replace the
wheel bearings. Refer to Section G of the shop 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
shop manual for disassembly and assembly procedures. Refill with oil. Check the oil level at the oil level
plug on wheel hub. Lube key E.
3.
RETRACTABLE LADDER SYSTEM (If equipped) Drain, flush and re-fill the hydraulic oil reservoir.
P2-20
7/11 P02064
SECTION P3
AUTOMATIC LUBRICATION SYSTEM
INDEX
AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3

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
Over Pressure Cut Off Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Grease Pressure Failure Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Interface Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Relief Valve (unloader valve) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
SYSTEM OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6
Lubricant Required For System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7
Filter Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7
LUBRICANT PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
Pump Housing Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
P03037
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 Cycle Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
SYSTEM TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-13
P3-2
P03037
AUTOMATIC LUBRICATION SYSTEM

GENERAL DESCRIPTION
The automatic lubrication system is a pressurized
lubricant delivery system which delivers a controlled
amount of lubricant to designated lube points. The
system is controlled by an electronic timer which
signals a solenoid valve to operate a hydraulic motor
powered grease pump. Hydraulic oil for pump
operation is supplied by the truck steering circuit.
Grease output is proportional to the hydraulic motor
input flow. A pump control manifold, mounted on top
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
hydraulic motor, which is then converted to
reciprocating motion through an eccentric crank
mechanism. The reciprocating action causes the
pump cylinder to move up and down. The pump is a
positive displacement, double-acting type as grease
output occurs on both the up and the down stroke.
During the down stroke, the pump cylinder is

extended into the grease. Through the combination
of shovel action and vacuum generated in the pump
cylinder chamber, the grease is forced into the pump
cylinder. Simultaneously, grease is discharged
through the outlet of the pump. The volume of grease
during intake is twice the amount of grease output
during one cycle. During the upstroke, the inlet check
valve closes. One half of the grease taken in during
the previous stroke is transferred through the outlet
check and discharged to the outlet port.
Over-pressurizing the system, modifying parts,

using incompatible chemicals and fluids, or
using worn or damaged parts may result in
equipment damage and/or serious personal
injury.
DO NOT exceed the stated maximum

working pressure of the pump or 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
pressurized.
while
the
system
is
Make sure that all fluid connections are

securely tightened
equipment.
before
using
this
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
FIGURE 3-1. PUMP & RESERVOIR COMPONENTS

1. Hose From Filter
8. Pipe Plug
2. Filter
9. Dip Stick
3. Hydraulic Motor
4. Pressure Reducing
11. Pressure Cutt OffValve
Switch
5. Solenoid Valve
12. Grease Reservoir
6. Override Switch
13. Vent Hose
7. Vent Valve
P03037
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
through the skin and into the body causing
serious bodily injury including possible need for
amputation.
Adequate
protection
is
recommended to prevent splashing of material
onto skin or into the eyes.
If any fluid appears to penetrate the skin, get
emergency medical care immediately! Do not
treat as a simple cut. Tell attending physician
exactly what fluid was injected.
P3-3
FIGURE 3-2. AUTOMATIC LUBRICATION SYSTEM INSTALLATION

1. L.H. Suspension, Bottom Bearing
2. L.H. Hoist Cylinder, Top Bearing
3. L.H. Hoist Cylinder, Bottom Bearing
4. L.H. Anti-Sway Bar Bearing
5. L.H. Suspension, Top Bearing
6. L.H. Body Pivot Pin
7. R.H. Body Pivot Pin
8. Grease Supply From Pump
9. R.H. Suspension, Bottom Bearing
10. R.H. Hoist Cylinder, Top Bearing
11. R.H. Hoist Cylinder, Bottom Bearing
12. Rear Axle Pivot Pin
P3-4
13. R.H. Anti-Sway Bar Bearing

14. R.H. Suspension, Top Bearing
15. Grease Reservoir
16. Vent Hose
17. Pipe Plug (Oil Level)
18. Pressure Switch, N.O. - 20 684 kPa (3,000 psi)
19. Grease Pump
20. Vent Valve
21. Filter
22. Grease Supply to Injectors
23. Injectors
24. Pressure Switch, N.O. - 13 790 kPa (2,000 psi)
P03037
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
hydraulic motor. The flow control valve has been
factory adjusted and the setting should not be
disturbed.
Filter assembly (21, Figure 3-2), mounted on the

grease reservoir, filters the grease prior to refilling the
reservoir from the shop supply. A bypass indicator
alerts service personnel when the filter requires
replacement.
Solenoid Valve
Solenoid valve (5, Figure 3-1), when energized,

allows oil to flow to the hydraulic motor.
Hydraulic Motor and Pump
Rotary hydraulic pump (3, Figure 3-1) is a fully

hydraulically operated grease pump. An integrated
pump control manifold is incorporated with the motor
to control input flow and pressure.
NOTE: The pump crankcase oil level must be
maintained to the level marked on dipstick (9, Figure
3-1). If necessary, add 10W-30 motor oil.
Vent Valve
With vent valve (7, Figure 3-1) closed, the pump

continues to operate until maximum grease pressure
is achieved. As this occurs, the vent valve opens and
allows the grease pressure to drop to zero, so the
injectors can recharge for their next output cycle.
Over Pressure Cut Off Switch
Hydraulic oil supply inlet pressure must not

exceed 24 132 kPa (3500 psi). Exceeding the
rated pressure may result in damage to the
system components and personal injury.
Grease Reservoir
Grease reservoir (12, Figure 3-1) has an

approximate capacity of 41 kg (90 lb) of grease.
When the grease supply is replenished by filling the
system at the service center, the grease is passed
through the filter to remove contaminants before it
flows into the reservoir.
Pressure Reducing Valve
Pressure reducing valve (4, Figure 3-1), located on

the manifold, reduces the hydraulic supply pressure
(from the truck steering circuit) to a suitable operating
pressure for the hydraulic motor used to drive the
lubricant pump. The pressure control valve has
been factory adjusted and the setting should not
be disturbed unless grease output pressure is
outside the recommendations.
A pressure gauge can be installed where pipe plug
(8, Figure 3-1) is located. The pressure gauge will
indicate hydraulic oil pressure to the inlet of the
hydraulic motor. Normal pressure is 2 241 - 2 413
kPa (325 - 350 psi).
P03037
Pressure switch (18, Figure 3-2) is a normally open

switch set at 20 684 kPa (3,000 psi). This switch deenergizes the pump solenoid relay if the grease line
pressure reaches the switch pressure setting, turning
off the motor and pump.
Grease Pressure Failure Switch
Pressure switch (24, Figure 3-2) is a normally open

switch set at 13 789 kPa (2,000 psi). If the
appropriate grease pressure is not achieved during
the normal pump cycle, the warning system will be
activated, illuminating the warning lamp in the
overhead display to notify the operator a problem
exists in the lube system.
Injectors
Each injector (23, Figure 3-2) delivers a controlled

amount of pressurized lubricant to a designated lube
point. Refer to Figure 3-2 for locations.
Interface Module
The interface module provides a 24 VDC timedinterval signal to energize the solenoid valve,
providing oil flow to operate the grease pump motor.
This interface module is mounted in the auxiliary
control cabinet.
Relief Valve (unloader valve)
Relief valve (14, Figure 3-3) protects the pump from

high pressures. This relief valve is set at 27 580 kPa
(4,000 psi).
P3-5
SYSTEM OPERATION
Normal Operation
1. During truck operation, the lubrication cycle

timer will energize the system at a preset time
interval.
2. The iterface module provides 24VDC to
energize the pump solenoid valve (3, Figure 33), allowing hydraulic oil provided by the truck
steering pump circuit to flow to the pump motor
and initiate a pumping cycle.
3. The hydraulic oil from the steering circuit is
directed through the pressure reducing valve
(4) and flow control valve (6) before entering the
motor. Pump pressure can be read on optional
pressure gauge (5) mounted on the manifold.
4. With oil flowing into the hydraulic motor, the
grease pump will operate, pumping grease from
the reservoir to the injectors (13), through a
check valve (10) and to the vent valve (11).
5. During this period, the injectors will meter the
appropriate amount of grease to each
lubrication point.
6. When grease pressure reaches pressure switch

(18, Figure 3-2) setting, the switch contacts will
close and energize the relay RB7-K5, removing
power from the hydraulic motor/pump solenoid
and the pump will stop. The relay will remain
energized until grease pressure drops
(pressure switch opens again) and the timer
turns off.
7. After the pump solenoid valve is de-energized,
hydraulic pressure in the manifold drops and
vent valve (11, Figure 3-3) will open, releasing
grease pressure in the lines to the injector
banks. When this occurs, the injectors are then
able to recharge for the next lubrication cycle.
8. The system will remain at rest until the
lubrication cycle timer turns on and initiates a
new grease cycle.
9. During the normal lubrication cycle, if grease
pressure fails to reach 13 790 kPa (2,000 psi)
within 120 seconds at the pressure switch
located on the rear axle housing, an amber
indicator light will illuminate on the overhead
panel.
FIGURE 3-3. HYDRAULIC SCHEMATIC

1. Hydraulic Oil Return
2. Hydraulic Oil Supply
3. Pump Solenoid Valve
5. Motor Pressure Gauge
P3-6

7. Hydraulic Motor
8. Grease Pump
9. Pressure Switch (N.O.)
10. Check Valve
11. Vent Valve

12. Orifice
13. Injector Bank
14. Relief Valve
P03037
GENERAL INSTRUCTIONS
Lubricant Required For System
Grease requirements will depend on ambient

temperatures encountered during truck operation:
Above 32C (90F) - Use NLGI No. 2

multipurpose grease (MPG).
-32 to 32C (-25 to 90F) - Use NLGI No. 1

multipurpose grease (MPG).
Below -32C (-25F) - Refer to local

supplier for extreme
lubricant requirements.
cold
weather
Filter Assembly
Filter element (5, Figure 3-4) must be replaced if

bypass indicator (2) shows excessive element
restriction.
FIGURE 3-4. FILTER ASSEMBLY

1. Housing
2. Bypass Indicator
3. O-Ring
4. Backup Ring
5. Element
P03037
6. Spring
7. Bowl
8. O-Ring
9. Plug
P3-7
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 1000 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
2. Override Switch
3. Pipe Plug (Gauge Port)
P3-8
4. Dipstick
5. Oil Level Plug
P03037
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 1.31 cc (0.008 - 0.08 in3) of lubricant per injection
cycle. The injector piston travel distance determines
the amount of lubricant supplied. This travel is in turn
controlled by an adjusting screw in the top of the
injector housing.
Turn
adjusting
screw
(1,
Figure
3-6)
counterclockwise to increase lubricant amount
delivered and clockwise to decrease the lubricant
amount.
When the injector is not pressurized, maximum
injector delivery volume is attained by turning the
adjusting screw (1) fully counterclockwise until the
indicating pin just touches the adjusting screw. At the
maximum delivery point, about 9.7 mm (0.38 in.)
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.
FIGURE 3-6. TYPE SL-1 INJECTOR

1. Adjusting Screw
2. Locknut
3. Piston Stop Plug
4. Gasket
5. Washer
6. Viton O-Ring
7. Injector Body Assy.
8. Piston Assembly
9. Fitting Assembly
10. Plunger Spring
11. Spring Seat

12. Plunger
13. Viton Packing
14. Inlet Disc
15. Viton Packing
16. Washer
17. Gasket
18. Adapter Bolt
19. Adapter
20. Viton Packing
NOTE: The piston assembly (8) has a visible

indicator pin at the top of the assembly to verify
injector operation.
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.
P03037
P3-9
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.
P3-10
P03037
PREVENTIVE MAINTENANCE PROCEDURES

Use the following maintenance procedures to ensure
proper system operation.
Daily Lubrication System Inspection
1. Check the grease reservoir level after each shift

of operation. Grease usage should be
consistent from day-to-day operations. Lack of
lubricant usage would indicate an inoperative
system. Excessive usage would indicate a
broken supply line.
2. Check the filter bypass indicator when filling the
reservoir. Replace the element if bypassing.
3. Check all grease hoses from the SL-1 Injectors
to the lubrication points.
a. Repair or replace all damaged feed line
hoses.
b. Ensure that all air is purged and all new feed
line hoses are filled with grease before
returning the truck to service.
4. Inspect the key lubrication points for a bead of
lubricant around the seal. If a lubrication point
appears dry, troubleshoot and repair the
problem.
250 Hour Inspection
1. Check all grease hoses from the SL-1 Injectors

to the lubrication points (see Figure 3-2).
a. Repair or replace all worn or broken hoses.
b. Ensure that all air is purged and all new feed
line hoses are filled with grease before
returning the truck to service.
2. Check all grease supply line hoses from the
pump to the SL-1 injectors.
a. Repair or replace all worn or broken supply
lines.
b. Ensure that all air is purged and all new
supply line hoses are filled with grease
before returning the truck to service.
3. Check the grease reservoir level.
a. Fill the reservoir if the grease level is low.
Check the filter bypass indicator when filling
the reservoir. Replace the element if
bypassing.
b. Check the reservoir for contaminants. Clean
the reservoir, if required.
4. Inspect all bearing points for a bead of lubricant

around the bearing seal.
NOTE: It is good practice
bearing point at the grease
Injector. This will indicate
frozen or plugged bearings,
bearings of contaminants.
to manually lube each

fitting provided on each
whether there are any
and it will help flush the
5. System Checkout
a. Remove all SL-1 injector cover caps to allow
visual inspection of the injector cycle
indicator pins during system operation.
b. Start the engine.
c. Actuate lube system override switch (6,
Figure 3-1). The hydraulic motor and grease
pump should operate.
d. With the grease under pressure, check each
SL-1 injector assembly. The cycle indicator
pin should be retracted inside the injector
body.
e. When the system is at 16 203 - 17 237 kPa
(2,350 - 2,500 psi), the pump should shut off
and the pressure in the system should drop
to zero, venting back to the grease reservoir.
f. After the system has vented, check the SL-1
injector indicator pins. All of the pins should
be visible. Replace or repair any defective
injectors.
g. Install all injector cover caps.
h. Check the lubrication timer operation.
NOTE: Turning the key switch to the ON position will
not initiate a lube cycle. To initiate a lube cycle while
the truck is stationary, select manual lube using the
dash display panel, or use the switch on the
lubrication pump. The system should build 13 790
kPa (2,000 psi) at the rear axle during normal pump
cycle.
If the system is working properly, the machine is

ready for operation.
If the system is malfunctioning, refer to the
troubleshooting chart.
1000 Hour Inspection
1. Check the pump housing oil level using the

dipstick on top of the pump unit. If necessary,
add SAE 10W-30 motor oil.
c. Ensure that all filler plugs, covers and

breather vents on the reservoir are intact and
free of contaminants.
P03037
P3-11
SYSTEM CHECKOUT
To check system operation proceed as follows:
1. Remove the dust covers from the injectors.
3. Actuate the manual override button at the pump
assembly and observe pin movement at each
injector.
4. Check for pump, hose or injector damage or
leakage with the system under pressure.
5. After checking system, stop the engine.
Observing normal precautions regarding high
voltage present in the propulsion system before
attempting to repair lube system.
6. Re-install the injector dust covers.
Main Level Screens

Screen 1
Load = 240 t
LC = 25
2100 rpm
Screen 2
OK
TT = 6000 t
<
SC = 20 mph
Switch 1
Switch 2
Load = 240 t
LC = 25
TT = 6000 t
10,000 m
Screen 3
SC = 20 mph
Load = 240 t
LC = 25
TT = 6000 t
3560.9 h
SC = 20 mph
Screen 4
<
1 Active Warnings
Press < to View
Lubrication Cycle Operation
The time between lube events is determined by the

setting selected in the dash panel. Refer to Figure 37 for lubrication menu screens. With the key switch
ON, scroll through the display menu screens and
select either 8, 15, 24 or 30 minutes between lube
cycles. The default setting is 15 minutes.
NOTE: Turning the key switch to the ON position will
not initiate a lube cycle. To initiate a lube cycle while
the truck is stationary, select manual lube using the
dash display panel, or use the switch on the
lubrication pump. The truck must be moving before
the lube system will initiate lube cycles based on the
time interval selected.
Advance to screen 1 if moving and no

realtime data.
Advance to screen 4 .
Screen 5
Realtime Data
OK to View
(future development)
Advance to screen 5 OR
screen 4 OR screen 3.
Screen 6
Advance to screen 1 if moving.
Payload Data
OK to View
Screen 7
1 Repair Item
OK to View
Screen 8
2 Maintenance Items
OK to View
Screen 9
System Controls
Press OK to View
Manual Lube
OK
Press OK to Start
Screen 9,
subscreen 0
Screen 9,
subscreen max.
Screen 10
English
Espaol
Franais
OK Portuguese
Screen 11
Configure System
Press OK to Edit
Lube Interval
8 15 24 30
OK
Press OK to Edit
Screen 11,
subscreen max.
Screen 11,
subscreen 0
80414
FIGURE 3-7. LUBRICATION MENU
P3-12
P03037
SYSTEM TROUBLESHOOTING CHART

If the following procedures do not correct the problem, contact a factory authorized service center.
TROUBLE
Pump Does Not Operate
Pump Will Not Prime
Pump Will Not Build

Pressure
POSSIBLE CAUSES
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.
Solenoid valve malfunction.
Replace the solenoid valve assembly.
Relay malfunction.
Replace relay.
Motor or pump malfunction.
Repair or replace motor and/or pump

assembly. (Refer to shop manual for
rebuild instructions.)
Low lubricant supply
Dirt in reservoir, pump inlet clogged, filter

clogged.
Trapped air in lubricant supply line.
Prime system to remove trapped air.
Lubricant supply line is leaking.
Check lines and connections to repair

leakage.
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.
Injector Indicator Stem
Does Not Operate
Pressure Gauge Does Not

Register Pressure
(pressure gauge not
included with pump)
P03037
Malfunctioning injector - Usually

indicated by the pump building
pressure and then venting.
Replace individual injector assembly.
All injectors inoperative Pump build up not sufficient to cycle

injectors.
Service and/or replace pump assembly.

(Refer to shop manual for rebuild instructions.)
No system pressure to pump motor.
Check hydraulic hose from steering

system.
No 24 VDC signal at pump solenoid.
Determine problem in 24 VDC electric

system.
Pressure reducing valve setting is

too low.
Refer to Pressure Control Valve

Adjustment.
24V Relay may be defective.
Replace relay.
P3-13
TROUBLE
Pump Pressure Builds
Very Slowly Or Not At All
POSSIBLE CAUSES
No signal at solenoid.
Check interface module.
No electric power to controller.
Turn on electric power to pump. POWER

LED should light, PUMP ON LED should
light when MANUAL LUBE is pressed.
Printed circuit board failure.
Remove and replace.
Load Connected To
Terminals 3 & 4
Energized, But PUMP
ON LED Does Not Light
Failure of the printed circuit board or

keypad.
Remove and replace.
Bearing Points
Excessively Lubricated
Injector output adjustment setting is

too high.
Readjust to lower setting.
Timer/controller cycle time setting is

too low.
Set to longer cycle time or reevaluate lube

requirements.
Injector output adjustment setting is

too low.
Readjust injector output setting.
Timer/controller cycle time setting

does not deliver lubricant often
enough.
Set to shorter cycle time or reevaluate

lube requirements.
System is too large for pump output.
Calculate system requirements per

planning manual.
Controller Does Not

Operate
PUMP ON LED Lights,

But Load Connected To
Terminals 3 & 4 Will Not
Energize
Bearing Points Are Not

Sufficiently Lubricated
P3-14
P03037
SECTION R
SYSTEM SCHEMATICS
INDEX
HYDRAULIC BRAKE SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH360

HYDRAULIC SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .EM7611
RETRACTABLE LADDER SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH364
830E-1AC ELECTRICAL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58E-06-02000
R01120
System Schematics
R1-1
NOTES
R1-2
System Schematics
R01120
TREADLE and PILOT

ACTIVATED DUAL
CONTROLLER
PX
T
P1
P2
0 - 10,894 kPa B1
(0 - 1580 psi)
B2 0 - 20,648 kPa
(0 - 3000 psi)
FRONT
BRAKE
CALIPERS
Park
Brake
BF
BR
STOP
LIGHT
SW
517 34 kPa
(75 5 psi)
LOW BRAKE LOCK

APPLY SWITCH
6895 172 kPa
(1000 25 psi)
Service
Brake
REAR
BRAKE
CALIPERS
BRAKE LOCK
PRESSURE
10,342 kPa
(1500 psi)
9653 kPa
(1400 psi)
NITROGEN
BRAKE LOCK
SOLENOID
N.C.
ORF2
PR1
AR2
SV1
9653 kPa
(1400 psi)
NITROGEN
PP3
BL
AF2
AF1
AR1
T1
LOW BRAKE
PRESS SW
Closes below
15,858 kPa LAP2
(2300 psi)
T3
PR2
HS1
PARK BRAKE
PRESSURE REGULATOR
17,237 kPa
(2500 psi)
LAP1
SP3
PK1
PARK BRAKE
PK2 PRESSURE
SWITCH
Closes
below
8618 kPa
(1250 psi)
ORF1
BRAKE
MANIFOLD
CV1
LS1
CV2
PS1
NV1
AUTOMATIC
APPLY
14,479 517 kPa
(2100 75 psi)
NOTE: Solenoids and switches shown in their

non-energized, non-pressurized positions.
CV3
NV2
AA
STEERING
PRESSURE
SWITCH
Closes
below
15,858 kPa
(2300 psi)
STEERING
BLEEDOWN
MANIFOLD
SV2
PARK BRAKE
SOLENOID
SP1
SUPPLY
22,063 to
24,132 kPa
(3200 to
3500 psi)
HH360
JAN 06
Hydraulic Schematic
Brake System
830E-AC
Effective with A30001 & UP
EM7611
AUG 10
HYDRAULIC SCHEMATIC
830E - 1AC
A30561 & UP
DOWN
DOWN
A
A
B
A34
A34
72.3
72.2
85
MA1 DOWN
G1/4 G1/4
85 UP
G1/4
78
IN
G1/4
MB1
G1/4
OUT
G1/4
78
#8SAE
50
bar
75
67
62
S8-3
3
S4-2
62
200
bar
S4-2
68
74
Pc (P1) = 55 BAR
V = 0.35 LTR
73
72.1
PS
G1/4
ACC
G1/4
60
bar
76
MA
G1/4
77
S8-3
SZ6
71
A
2
b
P
3
2
1
65
B
T
66
69
SZ6
70
SZ6
63
S8-2
S8-2
NOTE: VALVE NORMALLY CLOSED

64
S10-2
2
61
79
G1/4
P
170
bar
G3/8
T
40
P
26
23
S
25
42
HH364 SEPT 08
HYDRAULIC SCHEMATIC
SHEET 1 OF 1
HARNESS REFERENCE
AUXILIARY CABINET CONNECTIONS FOR FRAME HARNESSES
SEE SHEET 2
CN11
CN13
AR1
AH1
RIGHT FRONT FRAME RAIL

CN505
ENGINE OIL RESERVE
CONTROL MODULE
CN151
CN506
ENGINE OIL
RESERVE PUMP
CN536
CN511
HH2
HH5
HH3
CN19
CN20
LEFT FRONT WHEEL

SPEED SENSOR
LADDER LIGHT SW
OPTION LOCATION
CN150
GROUND LEVEL
SHUTDOWN SW
OPTION LOCATION
CN534
RIGHT FRONT
PAYLOAD SENSOR
FUEL TANK MARKER

LIGHT (OPT)
CN536
LADDER LIGHT SW
OPTION LOCATION
JJ5
STEERING FILTER
PRESSURE SW
STARTER #2 RELAY
UPPER ENG
SERVICE LIGHT
BATTERY BOX
RH ENGINE
SERVICE LIGHT SW
CN540
RIGHT DECK
LIGHT #1
GJ1
RIGHT HEATED
MIRROR
CN520
SHUTTER CONTROL
SOLENOID
LOW MOUNT RIGHT

HIGH BEAM
RIGHT TURN/CLEARANCE
LIGHT 2
RIGHT FOG
LIGHT
RIGHT ROTATING
BEACON
HIGH MOUNT RIGHT

LOW BEAM
JL1
CN537
CN01
CC1
CN235
PROPEL LOCKOUT
SW RELAY
CN236
CN237
GB10
RETARD LEVER
(930 OPT)
CNP1
PROPEL LOCKOUT SW
CLOSED LIGHT
CNP2
CN21
GROUND
DASH LIGHT
RHEOSTAT
CN18
HORN
CN20
ACTIA DASH
PANEL 1
CC2
DID
GE DID PANEL
CAMERA SYSTEM
(OPT)
GE TCI DIAGNOSTIC
CN31
DIAG4
CN651
DIAG5
GB12
GE TCI DIAGNOSTIC
GB10
ENGINE DIAGNOSTIC
DISPLAY MODE
CONTROL SW 1
PAYLOAD METER 3
CN228
ESSW
DATA STORE SW
CN212
DRIVER SEAT BELT SW
DIRECTIONAL SHIFTER
CAN RPC
WIPER MOTOR
WASHER DELAY
TIMER
WIPER RELAY
HIGH
CN229
RSP
CN108
RETARD SPEED
CONTROL SW
WIPER RELAY
LOW
SECONDARY ENGINE
SHUTDOWN SW
WIPER DELAY
TIMER
RESET / BODY
OVERRIDE CONTROL
SW
RETARD SPEED
POT
FOG LIGHT
SW
MANUAL BACKUP
LIGHT SW
LADDER LIGHT
SW
P209D
HEADLIGHT SW
RETRACTIBLE LADDER
RELAY (OPT)
RETRACTIBLE
LADDER (OPT)
MM2
P307B
CC1
J1939
CAN
TEE #3
CN54
MM1
CN55
RIGHT STOP/TURN/CLEARANCE
LIGHT 1
RIGHT STOP/TURN/CLEARANCE
LIGHT 2
CN32
CN37
CN07
CN121
WADT
CN39
CN08
CN36
CN09
CN140
WIDT
CN59
CN22
CN58
CN23
CN071
CN24
CN072
CN25
CN601
CN263
CN602
CN262
OVERHEAD DASH
CC4
DIAG6
KOMTRAX PLUS
DIAGNOSTIC
ROTATING BEACON
SW (OPT)
HEATED MIRROR
SW (OPT)
GB12
GRID DRY SW
DRIVE SYSTEM
REST SW
PRE-SHIFT
BRAKE TEST SW
LEFT FRONT SPEAKER
TB10
LEFT REAR SPEAKER
ROTATING BEACON
(OPT)
RIGHT FRONT SPEAKER
SERVICE BRAKE
LIGHT
HORN
BUTTON
STEERING COLUMN
COMBO CNTL LEVER
RIGHT REAR SPEAKER
DYNAMIC
RETARD LIGHT
CN210
CAB DOME
LIGHT
CN211
BRAKE LOCK SW
CNA
SONALERT
HAZARD LIGHT SW
CAB HVAC
CONNECTOR
LEFT WINDOW
MOTOR
KWB MODULE (OPT)
CN653
CN1
CN2A
RIGHT WINDOW
MOTOR
CN3B
RIGHT WINDOW
MOTOR SW
CN4A
LEFT WINDOW
MOTOR SW
CC5
RADIO
ORBCOMM MODULE
(OPT)
KOMTRAX
PLUS
MODULE
CN5
COMM RADIO
CONNECTOR (OPT)
CN6 CN6A
KOMTRAX PLUS
HARNESS CODE
FIRE SUPPRESSION
CONNECTOR (OPT)
CN2B JUMPER PLUG

KOMTRAX PLUS
(CC7)
12V POWER
PLUG 1
P308B
P310B
P309D
BODY
RIGHT REAR
PAYLOAD SENSOR
12V POWER
PLUG 2
CC2
P207B
AUTO LUBE
PRESSURE SW
KEY SW
CN120
MODULAR
MINING RPC
AIR SEAT
CC3
CN35
TB10
GE - MODULAR
HID BACKUP
LIGHT
CN04
CN34
INTERFACE MODULE
DIAG8
AIR SEAT
ENGINE CENSE TIER I
DIAG7
DISPLAY MODE
CONTROL SW 2
RIGHT REAR
BACKUP LIGHT
CAB LOWER DASH
CN33
DIAG3
ACTIA DASH
PANEL 2
TO
CAN TEE #3
SHEET 1
ZONE
P-7
CN03
DIAG2
GB12
TB10
LEFT REAR
BACKUP LIGHT
LEFT STOP/TURN/CLEARANCE
LIGHT 2
LEFT DECK AHT

MODE LIGHTS (OPT)
DIAG1
CAMERA SYSTEM SW
(OPT)
TB10
PROPEL LOCKOUT
SW OPEN LIGHT
ISOLATION
STATION
ACCELERATOR
PEDAL
RIGHT REAR
RETARD LIGHT
LEFT REAR
PAYLOAD SENSOR
LEFT STOP/TURN/CLEARANCE
LIGHT 1
OP-CAB DIAGNOSTIC
RETARD PEDAL
STARTER LOCKOUT
SW OPEN LIGHT
GB12
CN02
LEFT REAR
RETARD LIGHT
GRND-1
BODY
LEFT ROTATING
BEACON
HIGH MOUNT LEFT

HIGH BEAM
RIGHT REAR
STOP/TAIL LIGHT
HOIST
LIMIT SW
LEFT TURN/CLEARANCE
LIGHT 2
HIGH MOUNT LEFT LOW

BEAM
AJ1
RIGHT REAR
FOG LIGHT
LEFT REAR
STOP/TAIL LIGHT
LEFT BACKUP
LEFT TURN/CLEARANCE
LIGHT
LIGHT 1
LOW MOUNT LEFT

HIGH BEAM
GE CONTROL / ELECTRONIC DASH
STARTER LOCKOUT SW
RELAY
PROPEL
LOCKOUT SW
CN520
EITHER START
SOLENOID
LEFT FOG
LIGHT
NN1
RIGHT REAR
BACKUP HORN
LEFT REAR
FOG LIGHT
LEFT HEATED
MIRROR
LOW MOUNT LEFT

LOW BEAM
LEFT DECK AHT MODE

LIGHTS (OPT)
MASTER LOCKOUT
SW CLOSED LIGHT
STARTER LOCKOUT
SW CLOSED LIGHT
LEFT PLM
RED LIGHT
LEFT RADIATOR GRILL HARNESS
HIGH MOUNT RIGHT

HIGH BEAM
STARTER LOCKOUT
DISCONNECT SW
GG1
LEFT PLM
GREEN LIGHT
CN542
AHT MODE
LIGHTS (OPT)
LEFT REAR
BACKUP HORN
LEFT DECK HARNESS
RIGHT BACKUP
LIGHT
RIGHT TURN/CLEARANCE
LIGHT 1
HYDRAULIC PUMP SERVICE

LIGHT (OPT)
J1939
CAN
TEE #4
TERM2
TERM
RESISTOR
P208B
P209D
P210B
TO
HARN CC2
SHEET 1
ZONE
N-6
RPC
CAN
TEE
#4
P211B
P213D
P212D
RPC
CAN
TEE
#5
TERM3
TERM
RESISTOR
P2014D
HARNESS DESIGNATION KEY

___________________________________________
HARNESS
TRUCK
DESIGNATION
LOCATION
___________________________________________
A
AUXILIARY CABINET
B
BRAKE CABINET
C
OPERATOR CAB
D
REAR CASE
E
ENGINE
F
RIGHT DECK
G
LEFT DECK
H
RIGHT FRAME
J
LEFT FRAME
K
BATTERY BOX
L
RADIATOR GRILL
M
BODY
N
ISOLATION STATION
P
PANTOGRAPH
R
FRONT FRAME
S
PROPULSION ALTERNATOR
T
CONTROL CABINET
U
AHT ODS BOX
SYSTEM CIRCUIT LOCATOR

------------------------------------------------SHEET
SYSTEM CIRCUIT
------------------------------------------------5
12VDC SUPPLY
15
AHT CONNECTION OPTION
2
AUXILIARY CABINET HARNESS LAYOUT
3
BATTERY BOX
10
BODY HOIST LIMIT
8
CAB SPARE WIRES
15
CAMERA SYSTEM OPTION
15
CAN J1939 NETWORK
15
CAN RPC NETWORK
5
CUSTOMER ACCESSORY POWER
7
DIRECTIONAL SHIFTER
8
ELECTRONIC GAUGE DISPLAY
7
ENGINE ETHER START OPTION
6
ENGINE INTERFACE
6
ENGINE OIL RESERVE SYSTEM OPTION
4
ENGINE SHUTDOWN
7
ENGINE SHUTTER OPTION
3
ENGINE START PRE-LUBE
3
ENGINE STARTERS
7
ENGINE TIER I OPTION
6
ENGINE TIER II OPTION
5
FRAME HARNESS GROUND RETURNS
11
FRONT VEHICLE HORN
15
GE ALTERNATOR
12
GE INTERFACE
10
GE INTERFACE
15
GE WHEEL MOTOR POWER CABLES
10
GE WHEEL MOTOR SPEED SENSORS
14
HEATED MIRRORS
15
HOT START OPTION
4
HYDRAULIC CABINET
15
HYDRAULIC LADDER OPTION
13
INTERFACE MODULE
4
INTERFACE MODULE
3
ISOLATION STATION
4
KEY SWITCH
12
KOMATRAX PLUS
12
KWB MODULE
14
LAMP ROTATING BEACON OPTION
5
LAMPS AUX BOX DOME
11
LAMPS BACKUP
9
LAMPS CLEARANCE
10
LAMPS ENGINE SERVICE
9
LAMPS FOG
9
LAMPS FRONT TURN
9
LAMPS HAZARDS
8
LAMPS HEADLIGHT
11
LAMPS HYDRAULIC CABINET
9
LAMPS DECK & LADDER
10
LAMPS PUMP MODULE SERVICE OPTION
11
LAMPS REAR AXLE SERVICE
11
LAMPS REAR TURN & TAIL
11
LAMPS STOP
10
OP-CAB WINDOW MOTORS
6
OPERATOR CAB HVAC
7
OPERATOR CAB SEAT
12
ORBCOMM MODULE
7
PARK BRAKE
14
PAYLOAD METER III
5
POWER DISTRIBUTION
20
REFERENCE CONNECTOR TABLE
18
REFERENCE DEVICE TABLE
19
REFERENCE DEVICE TABLE
1
REFERENCE FRAME & OP-CAB HARNESS LAYOUT
1
REFERENCE ISOLATION STATION HARNESS LAYOUT
2
REFERENCE ENGINE & HYD CABINET HARNESS LAYOUT
2
REFERENCE AUX BOX HARNESS LAYOUT
1
REFERENCE HARNESS INDEX TABLE
16
REFERENCE WIRE TABLE
17
18
5
VEC BLOCK POWER & GROUND
11
WINDSHIELD WIPER & WASHER
CC4
P311D
RPC
CAN
TEE
#3
AHT RIGHT REAR BRAKE

PRESSURE SENSOR (OPT)
REAR AXLE LIGHT
AHT MODE LIGHT

CONNECTION
RBML
LEFT PLM
YELLOW LIGHT
LOW MOUNT
RIGHT LOW BEAM
REAR AXLE LIGHT

SW
DD1
LEFT DIAGONAL
LADDER LIGHT
CN503
DD3
HYDRAULIC PUMP SERVICE

LIGHT SW (OPT)
REAR AXLE EXTERNAL HARNESS
LEFT DECK LIGHT

(OPTIONAL)
RIGHT PLM
RED LIGHT
BLOWER
PRESSURE SW
JJ1
GND
LH ENGINE
SERVICE LIGHT SW
RIGHT DECK HARNESS
DD4
CN703
CN704
LOWER ENG
SERVICE LIGHT
RIGHT PLM
GREEN LIGHT
MASTER GROUND
DISCONNECT SW
DD2
UPPER ENG
SERVICE LIGHT
RIGHT PLM
YELLOW LIGHT
HL1
CN563
LEFT UPRIGHT FRAME RAIL
RIGHT DECK
LIGHT #2
HYDRAULIC STEERING
FILTER SW (AHT OPT)
HYDRAULIC PUMP SERVICE LIGHT (OPT)
RIGHT REAR COMPONENT

JUNCTION BOX
TB60, TB61
RIGHT UPRIGHT FRAME RAIL
RIGHT RADIATOR GRILL HARNESS
ATFS
STARTER # 1 RELAY
LOWER ENG
SERVICE LIGHT
CN543
HYDRAULIC TANK TEMP

SENSOR
REAR AHT MODE

LIGHTS (OPT)
ACCUMULATOR
PRE-CHARGE PRESS SW #2
FF1
HYDRAULIC TANK
LEVEL SENDER
FUEL LEVEL
SENDER
ACCUMULATOR
PRE-CHARGE PRESS SW #1
CN502
STEERING ACCUMULATOR
BLEEDDOWN PRESS SW
CN732
HYDRAULIC TANK
MARKER LIGHT (OPT)
HOIST FILTER
PRESSURE SW 2
AUTOLUBE PUMP
SOLENOID
FH1
STEERING ACCUMULATOR
BLEEDDOWN SOLENOID
HOIST FILTER
PRESSURE SW 1
CN721
LEFT WHEEL MOTOR
SPEED SENSOR
CN722
RIGHT WHEEL MOTOR
SPEED SENSOR
AHT LEFT REAR BRAKE
PRESSURE SENSOR (OPT)
LOW STEERING
PRESURE SW
HH4
GROUND LEVEL
SHUTDOWN SW
OPTION LOCATION
CENTER DECK
LIGHT 2
STEERING PRESSURE
SENSOR
FUEL TANK HARNESS
CN730
CENTER DECK
LIGHT 1
AMBIENT AIR
TEMP SENSOR
BODY UP SW
JJ2
REAR AXLE WHEEL MOTOR SPEED
JG1
CN565
HOIST PUMP
PRESSURE SW 2
ENGINE OIL RESERVE

TANK LEVEL
AD1
LEFT REAR FRAME RAIL
HOIST PUMP
PRESSURE SW 1
ENGINE OIL
RESERVE PUMP
RIGHT FRONT WHEEL

SPEED SENSOR
AUTOLUBE TANK
LEVEL SW
CN541
RIGHT REAR FRAME RAIL
CN18
ENGINE OIL RESERVE
CONTROL MODULE
CN15
AJ2
AH2
FRONT LEFT FRAME RAIL
LEFT FRONT
PAYLOAD SENSOR
CN507
ENGINE OIL RESERVE
TANK LEVEL
CN534
AJ1
FRONT PAYLOAD / WHL SPEED HARNESS
CN14
CN16
CN12
HARNESS
HARNESS
REFERENCE
P/N
DESCRIPTION
__________________________________________________________
AA1
58E-06-00500
WIRING HARNESS, AUXB INTERN
AA2
58E-06-00510
WIRING HARNESS, AUXB INTERN PWR
AA3
58E-06-00520
WIRING HARNESS, GE INTERF
AA4
58E-06-00530
WIRING HARNESS, PLM3
AA5
58E-06-00540
WIRING HARNESS, CAN RPC
AA6
58E-06-00550
WIRING HARNESS, CAN J1939
AA7
XC2803
WIRING HARNESS, AHT PLUG1
AA8
58E-06-00570
WIRING HARNESS, AHT PLUG2
AA9
XB7690
AA10
XB7691
AA11
58E-06-10730
AA12
58E-06-10720
AB1
58E-06-00450
WIRING HARNESS, AUXB HYD
AC1
58E-06-00440
WIRING HARNESS, AUXB CAB-GE
AC2
58E-06-00460
WIRING HARNESS, AUXB CAB-DIAG
AC3
58E-06-00470
WIRING HARNESS, AUXB CAB-DASH
AC4
58E-06-00480
WIRING HARNESS, AUX CAB OH
AD1
58E-06-00630
WIRING HARNESS, REAR WHEEL SPD
AE1
58E-06-00490
WIRING HARNESS, QSK-60 T1-T2
AE2
58E-06-00580
WIRING HARNESS, ENG AUX BOX
AF1
58E-06-01850
WIRING HARNESS, PLM AUXB LH
AH1
58E-06-00640
WIRING HARNESS, RIGHT FRONT
AH2
58E-06-00140
WIRING HARNESS, RIGHT REAR
AJ1
58E-06-00650
WIRING HARNESS, LEFT FRONT
AJ2
58E-06-00130
WIRING HARNESS, LEFT REAR
AR1
58E-06-00910
WIRING HARNESS, FRONT WHEEL SPD
BB1
58E-06-01300
WIRING HARNESS, IND BRAKE HYD CAB
CC1
58E-06-00590
WIRING HARNESS, CAB GE
CC2
58E-06-00600
WIRING HARNESS, CAB DIAG
CC3
58E-06-00610
WIRING HARNESS, CAB DASH
CC4
58E-06-00620
WIRING HARNESS, CAB OH
CC5
EJ1556
HRN STR RADIO JUMPER
CC6
XC0166
CAMERA SYSTEM (OPT)
CC7
EJ6371
VHMS JUMPER PLUG (CN2B)
CC8
EJ6372
VHMS HARNESS CODE JUMPER (CN1-6)
CC9
XC0165
CAMERA DISPLAY Y CABLE (OPT)
DD1
58E-06-01270
WIRING HARNESS, REAR AXLE HSG WRG
DD2
XB0591
HRN STR AXLE BLWR PRESSS SW
DD3
XB0592
HRN STR AXLE SERVICE LIGHT
DD4
EL9925
HRN STR BLWR PRESS SW
EE1
58E-06-01240
WIRING HARNESS, EXTERNAL QSK60 T2
EE2
58E-06-01780
HRN STR PRE-LUBE
EE3
58E-06-01230
WIRING HARNESS, EXTERNAL QSK60 T1
EK1
XC2797
HRN STR STARTER RELAY / ALT SEN
FF1
58E-06-00080
WIRING HARNESS, DECK RH
FF2
XC0197
HRN STR JUMPER HEATED MIRROR (OPT)
FG1
XB2041
HRN STR SCOREBOARD DECK LH / RH
FH1
58E-06-00070
WIRING HARNESS, UPRIGHT RH
GG1
58E-06-00090
WIRING HARNESS, DECK LH
GG2
XC0197
HRN STR JUMPER HEATED MIRROR (OPT)
GJ1
58E-06-00120
WIRING HARNESS, UPRIGHT LH
HH2
EM7830
HRN STR LADDER SWITCH JUMPER RH
HH3
EM5759
HRN STR AUTOLUBE
HH4
58E-06-00030
WIRING HARNESS, FUEL TANK
HH5
EM2231
HRN STR GNDLVL SHTDN SW JUMPER RH
HL1
58E-06-01250
WIRING HARNESS, RH HEADLIGHT
HL2
EM3430
HRN STR SHUTTER CONTROL
JJ1
XB0924
HRN STR PUMP MOD LIGHT (OPT)
JJ2
EM7830
HRN STR LADDER SWITCH JUMPER LH
JJ5
EM2231
HRN STR GNDLVL SHTDN SW JUMPER LH
JL1
58E-06-01260
WIRING HARNESS, LH HEADLIGHT
JT1
XB0496
HRN STR CONTROL CABINET LIGHTS
KK1
XB3625
HRN STR BATTERY BOX
MM1
58E-06-01280
WIRING HARNESS, LEFT BODY LIGHTS
MM2
58E-06-01290
WIRING HARNESS, RIGHT BODY LIGHTS
NN1
58E-06-01310
WIRING HARNESS, ISO STATION IND
_______________________________________________________
CABLE
CABLE
REFERENCE
P/N
DESCRIPTION
_______________________________________________________
AJ3
58E-06-01820
CABLE STR 2/0 BLK
AK1
58E-06-01860
CABLE STR 2/0 RED
DT1
58E-06-10480
CABLE STR 7M1A1
DT2
58E-06-10470
CABLE STR 7M1A2
DT3
CH3677
CABLE STR 7M1B1
DT4
58E-06-10420
CABLE STR 7M1B2
DT5
58E-06-10460
CABLE STR 7M1C1
DT6
58E-06-10450
CABLE STR 7M1C2
DT7
CH3692
CABLE STR 7M2A1
DT8
CH3682
CABLE STR 7M2A2
DT9
58E-06-10430
CABLE STR 7M2B1
DT10
CH3684
CABLE STR 7M2B2
DT11
58E-06-10440
CABLE STR 7M2C1
DT12
58E-06-10410
CABLE STR 7M2C2
EE10
CH4526
CABLE STR 2/0 BLK
EE4
CH4452
PRELUBE POWER CABLE 1/0 RED
EE5
CH4320
PRELUBE GND CABLE 1/0 BLK
EE9
CH4527
CABLE STR 2/0 BLK
EJ1
CH4524
CABLE STR 2/0 BLK
EK2
CH4625
CABLE STR 2/0 RED
EN1
CH5812
CABLE STR 4/0 RED
EN2
CH5813
CABLE STR 4/0 RED
EN3
CH5739
CABLE STR 4/0 BLK
EN4
CH5740
CABLE STR 4/0 BLK
EN5/EN6
58E-06-01840
CABLE ASSY PRELUBE FUSE LINK
JN1
CH4523
CABLE STR 2/0 BLK
KK2
CH5811
CABLE STR 4/0 RED
KK3
CH5810
CABLE STR 4/0 RED
KK4
CH5737
CABLE STR 4/0 BLK
KK5
CH5738
CABLE STR 4/0 BLK
KK6
CH5736
CABLE STR 4/0 BLK
KK7
CH5736
CABLE STR 4/0 BLK
KN1
58E-06-01790
CABLE STR 4/0 RED
KN2
58E-06-01810
CABLE STR 4/0 RED
KN3
CH5742
CABLE STR 4/0 BATT BLK
KN4
CH5741
CABLE STR 4/0 BATT BLK
ST1
CH4914
CABLE STR ST1
ST2
CH4915
CABLE STR ST2
OPERATOR CAB
SEE SHEET 2
58E-06-02000-00
NOV 11
ELECTRICAL SCHEMATIC
830E-1AC
A40851 & UP
Sheet 1 of 20
HARNESS REFERENCE
TO
HARN AE1
SHEET 2
ZONE
G-12
P301B
J1939
CAN
TEE #1
AA6
P303B
P304B
J1939 CAN
TEE #2
AA10
P315B
P302D
TERM2
PAYLOAD
METER 3
MODULE
CN364
AA4
P206D
IM CAN RPC
P206D
IM CAN RPC
VHMS RS232
(PC TOOL CONNECTOR)
INTERFACE MODULE
(PC TOOL CONNECTOR)
CN
KEY SW
POWER RELAY
IM2
GE CNTRL / KEY
SW POWER RELAY
IM3
INTERFACE
MODULE
DOME
LIGHT SW
GE RPC CAN
AA11
TO
HARN AC1
SHEET 2
ZONE
H-15
CN
HIGH MOUNT
HEADLIGHT RELAY
CN246
LOW MOUNT
HEADLIGHT RELAY
24VDC
GB31
BACKUP LIGHT
RELAY
CN362
VEHICLE ELECT CENTER 89

(VEC-89) CONNECTORS
P1,P2,P4,P9,P11,P12
HORN RELAY
CN382
12V POWER
RELAY

(VEC-90) CONNECTORS
P1,P2,P3,P4,P9,P11,P12
LADDER LIGHT
RELAY
CN372

(VEC-91) CONNECTORS
P1,P2,P3,P4,P9,P10,P11,P12
ENGINE SERVICE
LIGHT TIMER
HYD PUMP SERVICE
LIGHT TIMER
AA1
VEC-89
POWER &
GROUND
ENGINE SERVICE
LIGHT TIMER
VEC-90
POWER &
GROUND
LADDER LIGHT
RELAY
DOME
LIGHT 1
GE CNTRL / KEY
SW POWER RELAY
DOME
LIGHT 2
HIGH MOUNT
HEADLIGHT RELAY
GE
CONTROL
CABINET
INTERFACE
CONNECTIONS
(INVERTEX II)
TERMINAL
BLOCKS
AA3
CN301
CN302
CN303
DOME
LIGHT 3
LOW MOUNT
HEADLIGHT RELAY
CN304
DOME
LIGHT 4
HI-BEAM HEADLIGHT
RELAY
CN305
DOME
LIGHT 5
BACKUP LIGHT
RELAY
CN701
12V POWER
SUPPLY
CN702
12V POWER
RELAY
R57
DOME
LIGHT 6
CB60
VEC-91
POWER &
GROUND
AUXILIARY CABINET
GE USB
CN
GE ETHERNET
TERMINAL
BLOCKS
KEY SW
POWER RELAY
GE J1939 CAN
CN
IM1
TERMINAL
BLOCKS
HI-BEAM HEADLIGHT
RELAY
PLM3 RS232 PORT
TO
HARN AC2
SHEET 2
ZONE
G-15
RPC CAN
P216D TEE #6 P205B
AA9
P215B
AA12
P305B
P306D
IM CAN J1939
RPC CAN
P204B TEE #2
AA5
P203B
P202D
PLM3 CAN RPC
PAYLOAD METER 3
PLM3
INCLINOMETER
RPC
CAN
TEE #1
P316B
P306D
IM CAN J1939
PLM3 CAN J1939
TERM
RESISTOR
J1939 CAN
TEE #5
AA2
R58
AA2
AA1
AA1
AHT INTERFACE
CONNECTOR #1
AHT
OPTION
INTERFACE
AHT INTERFACE
CONNECTOR #1
AHT WHEEL SPD
RESISTOR R57
AHT WHEEL SPD
RESISTOR R58
AA1
AA1
TERMINAL
BLOCKS
TO
CAN TEE
SHEET 2
ZONE
B-3
TO
CAN TEE
SHEET 2
ZONE
B-12
P301B
J1939 CAN
P305B
J1939 CAN
GB31
TO
CAN TEE
SHEET 2
ZONE
C-12
P205B
TERMINAL
BLOCKS
CN11
CN13
CN12
CN14
CN16
FRAME RAIL HARNESS CONNECTIONS

SEE SHEET 1
TERMINAL
BLOCKS
TERMINAL
BLOCKS
TERMINAL
BLOCKS
AB1
BRAKE CABINET
AC1
GE CONTROL / ELECTRONIC DASH
AE1
AE2
CN01
CN240
BB1
LOW BRAKE
PRESSURE SW
CN801
EE1
BRAKE LOCK
SOLENOID
PARK BRAKE
SOLENOID
HOIST LIMIT
SOLENOID
SERVICE BRAKE
DEGRADE PRESSURE SW
GB71
QSK60 ECM TI
CN804
CN805
CN808
START MOTOR 1
INPUT
START MOTOR 2
INPUT
COOLANT LEVEL SW
ENGINE RUN OIL
PRESSURE SW
CN806
OIL RESERVE
PRESSURE SW
CN820
A/C RECEIVER DRIER

PRESSURE SW
CN815
CN803
ENGINE PRELUBE
HARN
A/C COMPRESSOR
CLUTCH
TIER I ENGINE HARN

(OPT)
TERMINAL
BLOCKS
GB71
QSK60 ECM T2
WINDSHIELD
WASHER MOTOR
CN02
AF1
SCORE BOARD OPTION

CN03
CN04
CNLIN
GND
LEFT PLM
SCOREBOARD
OPTION
CNLO
ENGINE RUN OIL

PRESSURE SW
CN805
PARK BRAKE RELEASE

PRESSURE SW
CN820
A/C RECEIVER DRIER

PRESSURE SW
SERVICE LIGHT 1
FUEL FILTER CONN
(TIER II OPT ONLY)
CN826
CN815
EE2
GRD72
CNRIN
PRELUBE
PRESSURE SW
SERVICE LIGHT SWITCH

TIER II FUEL FILTER
(TIER II OPT ONLY)
FG1
COOLANT LEVEL SW
CN804
OIL RESERVE
PRESSURE SW
HYD CABINET
AC4
OVERHEAD DASH
START MOTOR 2
INPUT
CN806
GB8
CAB LOWER DASH
SEE SHEET 1
START MOTOR 1
INPUT
LOW BRAKE
PRESSURE SW
SERVICE LIGHT 2
AC3
AC2
OP-CAB DIAGNOSTIC
OPERATOR CAB HARNESS CONNECTIONS
CN808
PARK BRAKE APPLY

PRESSURE SW
EE3
TERMINAL
BLOCKS
TERMINAL
BLOCKS
CN15
SERVICE BRAKE
PRESSURE SENSOR
CN801
RPC CAN
PRELUBE
MAG SW
LP
TIER II WATER IN WIF

FUEL SEPERATOR
(TIER II OPT ONLY)
CN803
EE6
PRELUBE
RELAY
RIGHT PLM
SCOREBOARD
OPTION
A/C COMPRESSOR
CLUTCH
TIER II ENGINE HARN

(OPT)
58E-06-02000-00
NOV 11
830E-1AC
A40851 & UP
Sheet 2 of 20
BATTERY ISOLATION STATION

71GG-000-NN1 (YEL 16ga )
BATTERY BOX / ISOLATION STATION
F1
B1
F2
B2
71GH-000-NN1 (ORG 16ga )

71PS-000-NN1 (LBL 16ga )
72RQ-000-NN1 (GRY 16ga )
PC2834
J537
71PS-001-NN1 (LBL 16ga )
71PS-001-NN1 (LBL 16ga )

ENGINE JUMP START1
11-009-CH5510 (RED 2/0 )
CH5509
11-008-CH5509 (RED 2/0 )
+ 1
11-000-KK2 (RED 4/0 )
11-025-KK1 (RED 6ga )
BATT4
+ 1
1
1
BUSS BAR
24VDC
BATT BOX
XB3583
58E-06-10020
11-003-KN2 (RED 4/0 )
VZ0639
11-002-KN1 (RED 4/0 )
11-025-KK1 (RED 6ga )

21PT-009-AJ1 (PNK 14ga )
BUSS BAR
BAT(-)
85
-
RELAY ENG STARTER 2

(ESREL2)
1
86
+
85
-
11ST-002-EN1 (RED 4/0 )
BAT(-)-002-KN3 (BLK 4/0 )
PC1903
PC1903
BAT(-)-003-KN4 (BLK 4/0 )
DISC(-)-6
EC1725
BAT(-)-002-KN3 (BLK 4/0 )

BAT(-)-003-KN4 (BLK 4/0 )
0-004-EN3 (BLK 4/0 )
PLLO
8
7
SH4:A-2
71GH-001-AJ1 (ORG 16ga )
SH4:B-2
72RQ-001-AJ1 (GRY 16ga )
SH4:B-2
86
30 (C)
SWITCH MASTER
GROUND
DISCONNECT
(DISC-)
MLREL
(NC)87A
3
2
1
RED
BLACK
58E-06-01990
RED
BLACK
58E-06-01990
LAMP LED STARTER

LOCKOUT OPEN
SLLO
11ST-006-NN1 (RED 16ga )

0-366-NN1 (BLK 16ga )
58E-06-10020
MLREL
0-026-NN1 (BLK 16ga )

0-027-NN1 (BLK 16ga )
RED
BLACK
58E-06-01990
LAMP LED STARTER

LOCKOUT CLOSED
85
(NO) 87
P537
6
5
4
SLON
RED
BLACK
58E-06-01990
LAMP LED MASTER

DISCONNECT CLOSED
11-020-NN1 (RED 16ga )
0-000-JN1 (BLK 2/0 )
0-448-NN1 (BLK 16ga )

0-033-NN1 (BLK 16ga )
0-032-NN1 (BLK 16ga )
0-030-NN1 (BLK 16ga )
0-031-NN1 (BLK 16ga )
0-034-NN1 (BLK 16ga )
0-366-NN1 (BLK 16ga )
0-027-NN1 (BLK 16ga )
0-034-NN1 (BLK 16ga )

RELAY MASTER
DISCONNECT
(+)
(-)
0-003-EN4 (BLK 4/0 )
0-033-NN1 (BLK 16ga )
1S-000-NN1 (DGR 16ga )
88a 1
72RRQ-000-NN1 (DBL 16ga )
JB1
1 88
88a 1
(NC)87A
STARTER
DISCONNECT
(DISC+)
11-022-NN1 (RED 16ga )

1 88
BAT(-)-000-KK5 (BLK 4/0 )
71GG-001-AJ1 (YEL 16ga )
LAMP LED PROPEL

LOCKOUT LOCKED OUT
(NO) 87
11ST-005-NN1 (RED 16ga )

11ST-006-NN1 (RED 16ga )
XB3617
86
+
11ST-001-EN2 (RED 4/0 )
RELAY ENG STARTER 1

(ESREL1)
85
SLREL 58E-06-10020
SLREL
11-020-NN1 (RED 16ga )

11-021-NN1 (RED 16ga )
PLON
PLREL
0-048-AJ1 (BLK 14ga )
30 (C)
11-029-NN1 (RED 16ga )

11-030-NN1 (RED 16ga )
11-001-KK3 (RED 4/0 )
BAT(-)-001-KK4 (BLK 4/0 )
0-032-NN1 (BLK 16ga )
(NC)87A
86
EC1725
VZ0639
1
1
0-517-KK7 (BLK 4/0 )
30 (C)
71PS-000-NN1 (LBL 16ga )
(NO) 87
RELAY STARTER LOCKOUT

(+)
(-)
0-026-NN1 (BLK 16ga )
MLLON
RED
BLACK
58E-06-01990
LAMP LED MASTER

DISCONNECT OPEN
1M-000-NN1 (LTG 16ga )

BAT(-)-004-NN1 (BLK 16ga )
MLLO
25A-000-EK1 (DGR 6ga )
54 54
0-049-AJ1 (BLK 14ga )
21PT-001-AA1 (DBL 14ga )
53 53
21PT-000-AJ1 (DBL 14ga )
J12
RED
BLACK
58E-06-01990
GB70 FRAME GND

1 A1 A2 1
B2
0-001-EJ1 (BLK 2/0 )
P12
11-007-AK1 (RED 2/0 )
0-002-AJ3 (BLK 2/0 )
SH5:E-5
11-007-AK1 (RED 2/0 )
SH5:A-3
11-013-EK1 (RED 12ga )

11-027-EK2 (RED 2/0 )
25B-000-EK1 (LTG 6ga )

M0TOR STARTER 1
(STRT1)
SEN
1 (+)
ALT (+)
ALT_SEN
(-) 1
2A 1
1 3
25A-000-EK1 (DGR 6ga )
1 1A
11ST-001-EN2 (RED 4/0 )
MOTOR
1B
ALT (-)
1 1C
24VDC ALTERNATOR
XA3660
ENGINE STARTERS
MOTOR STARTER 2
(STRT2)
1 1A
2B 1
2C
4A
2A 1
1 3
25B-000-EK1 (LTG 6ga )
11ST-003-EE9 (BLK 2/0 )
MOTOR
1B
2C
1C
4B
2B 1
4A
XA3660
4B
SH5:D-2
0-050-AA1 (BLK 14ga )
SH5:I-5
+ 1
11-028-NN1 (RED 16ga )
11-026-KK1 (RED 6ga )
BATT3
CH5510
PLREL
VZ0639
LAMP LED PROPEL

LOCKOUT ON
72RRQ-001-NN1 (DBL 16ga )
85
86
0-516-KK6 (BLK 4/0 )
VZ0639
1
2
1
2
+ 1
BATT2
RELAY 1 PROPEL LOCKOUT

(+)
(-)
ENGINE JUMP START2
BAT(-)-010-CH5509 (BLK 2/0 )
BATT1
D70
PC2528
BATTERY BOX
SWITCH PROPEL LOCKOUT (PLOS)
11-029-NN1 (RED 16ga )

11-028-NN1 (RED 16ga )
BAT(-)-020-CH5510 (BLK 2/0 )
0-028-EE10 (BLK 2/0 )

11ST-003-EE9 (BLK 2/0 )
11ST-000-EN5 (RED 1/0 )

R
S
F
G
11SM2-000-EE1 (DGR 14ga )
11SM1-000-EE1 (GRY 14ga )

SWITCH ENGINE PRELUBE OIL PRESS (PLPSW)
NO 1
PLPSW
SP108
21PS-004-EE2 (BRN 14ga )
1
2
21PS-003-EE2 (BRN 14ga )

21PT-006-EE2 (DBL 14ga )
P815
PLPSW
1
2
21PS-002-EE1 (BRN 14ga )

21PT-002-EE1 (DBL 14ga )
J801
J815
R
S
F
G
11SM2-001-AE2 (DGR 14ga )

11SM1-001-AE2 (GRY 14ga )
21PS-001-AE2 (BRN 14ga )
21PT-007-AE2 (DBL 14ga )
SH4:K-11
SH4:K-11
SH4:K-11
SH5:D-2
P801
D87
21PT-003-EE2 (DBL 14ga )
SP107
21PT-004-EE2 (DBL 14ga )
21PT-012-EE2 (DBL 14ga )
86 86
85
87
87
87A
87A
P800
PC1146
NOTE:
DIODE D87 PROVIDES CONTINUOUS
PRE-LUBE DURING CRANKING
PC2834
21PL-001-EE2 (DBL 14ga )
RELAY ENGINE PRELUBE

85
21PT-005-EE2 (DBL 14ga )
30 30
ENGINE START PRE-LUBE
21PS-005-EE2 (BRN 14ga )
P800
0-042-EE2 (BLK 14ga )

GB3 ENG
GND BLOCK

MAG SWITCH (PLMS)
1
21PL-000-EE2 (DBL 14ga )

1
FUSE LINK1
(150A)
1
2
1
FUSE LINK2
(150A)
11PL-000-EN6 (RED 1/0 )
1 1
VL6217
1
2 1
0-041-EE2 (BLK 14ga )

ENGINE PRELUBE HIGH VOLUME PUMP
11PF-000-EE4 (RED 1/0 )
PLPM-(+)
PUMP
XA4488
0-040-EE5 (BLK 1/0 )
PLPM-(-)
1 B1
1 B3
58E-06-02000-00
NOV 11
830E-1AC
A40851 & UP
Sheet 3 of 20
71GH-001-AJ1 (ORG 16ga )
30 30
SH3:C-21
72RQ-001-AJ1 (GRY 16ga )
29 29
P12
71GH-002-AA1 (ORG 16ga )
J12
SH14:I-8
SWITCH LEFT
GROUND LEVEL
SHUTDOWN
(ESDS)
1-1
1-2
1-3
A
B
C
11S-004-JJ5 (RED 16ga )
2-2
2-3
2-4
J536_CP
A
B
39G-001-AA4 (DBL 16ga )
21 21
11S-003-AJ1 (RED 16ga )
23 23
11KS-001-AJ1 (BRN 16ga )
TB34
T2 T1
39G-000-AA1 (DBL 16ga )
11S-001-AA1 (RED 16ga )
SP106
11S-000-AA1 (RED 16ga )
2E
3C
F17
2F
SH5:B-3
11-010-AA1 (RED 16ga )
71GG-002-AA1 (YEL 16ga )
F18
VEC-90
15
71CK BUSS
11KS-002-AA1 (BRN 16ga )
P12
VEC-90
F15
86
P536
PARK BRAKE
STATUS RELAY 28
0 BUSS
J536
85
1D
11KS-003-AA1 (BRN 16ga )
1-1
1-2
1-3
1-4
2-1
2-2
2-3
1H
SWITCH RIGHT GROUND LEVEL

SHUTDOWN (OPT LOCATION)
(ESDSR)
11KS-002-AA1 (BRN 16ga )
H1 H2
86
11KS-004-AC3 (BRN 16ga )

30
11S-006-HH5 (RED 16ga )
2-4
11S-005-AH1 (RED 16ga )
51 51
11KS-007-AH1 (BRN 16ga )
52 52
J533
J533_CP
P533
P11
11S-002-AA1 (RED 16ga )

11KS-008-AA1 (BRN 16ga )
J11
PC1375
48 48
11KS-009-HH5 (BRN 16ga )
11KS-006-CC3 (BRN 16ga )
BATT
ON
SH5:A-10
87
1A
TO VEC-90
ENGINE RUN
RELAY 21 (30)
87a
71GG-003-AA3 (YEL 18ga )
L1 L2
71GH-003-AA3 (ORG 18ga )
M PROPEL LOCKOUT INTERRUPT1
TB25
SH7:F-19
C
49-006-CC2 (TAN 16ga )
TB22
G
23FA-000-AA1 (YEL 16ga )
SH6:F-16
23D-000-AA1 (PNK 18ga )
23F-000-AA1 (TAN 16ga )
SWITCH CAB SECONDARY

ENGINE SHUTDOWN (ESS)
510E-000-AA1 (DGR 18ga )
L1 L2
23F-001-AC2 (TAN 16ga )
AHT
AUXBOX CONNECTOR
(OPT)
P02
23F-002-CC2 (TAN 16ga )
J02
1-1
1-2
1-3
1-4
2-1
2-2
2-3
2-4
N1 N2
P303
1
510E-001-AA3 (DGR 18ga )
PROPEL LOCKOUT INTERRUPT2
PARK BRAKE RELEASED
P304
SH7:D-14
0-310-CC2 (BLK 18ga )

439-000-CC2 (YEL 16ga )
17 17
439-001-AC2 (YEL 16ga )
1
1
J02
SH6:A-8
SH4:H-9
PC1375
TB27
R1 R2
R3 R4
439-002-AA3 (YEL 18ga )
ENG IGNITION
P302
P02
439-003-AE1 (YEL 16ga )

439-005-AA1 (YEL 20ga )
SH5:A-13
712M-000-AA1 (PNK 20ga )
712-001-AA3 (ORG 18ga )
KEY SW +24V TO CNTRL PWR SW
P305
712IM-000-AA1 (ORG 16ga )
J03
0-006-AA2 (BLK 16ga )
49 49
21S-000-CC3 (YEL 16ga )
23 23
TB23
1
712K-001-AC3 (LBL 16ga )
N1 N2
N4
712K-003-AA1 (LBL 20ga )
0808610000
J03
RELAY KEY SWITCH (KSWPR)

KSWPR-(-) KSWPR-(+)
+
1
0-014-AA2 (BLK 16ga )
85
1 30
712-000-AA2 (ORG 8ga )
SH11:B-11
712K-000-CC3 (LBL 16ga )
START 1
P03
KEY SWITCH / ENGINE SHUTDOWN
1C
712K-004-CC3 (LBL 16ga )
OFF
SH8:K-9
712K-002-AA1 (LBL 16ga )

SWITCH KEY (KEYSW)
SH5:C-11
85
TIMED ENGINE
SHUTDOWN RELAY 20
11KS-004-AC3 (BRN 16ga )
K1 K2
SH4:H-16
73S-000-AA1 (LBL 18ga )
ENGINE
INTERLOCK RELAY 19
TB24
1
4G
30
87a
D1
4C
86
87
11KS-005-JJ5 (BRN 16ga )
3H
30
87a
71GH-002-AA1 (ORG 16ga )

3G
85
87
J12
PC1375
GE CONTROL INTERFACE
TB25
1-4
2-1
SH12:M-5
72RQ-002-AA1 (GRY 14ga )
J702
SH3:C-21
71GG-002-AA1 (YEL 16ga )
P702
31 31
20 20
71GG-001-AJ1 (YEL 16ga )
19 19
SH3:C-21
KSWPR-30
PB7276
86
87 1
TB22
P03
1
21S-001-AC3 (YEL 16ga )
712IM-000-AA1 (ORG 16ga )
H1 H2
H4
21S-003-AA1 (YEL 20ga )

21S-002-AA1 (YEL 16ga )
SH5:A-6
11-004-AA2 (RED 8ga )
KSWPR-87
INTERFACE MODULE
SECONDARY ENGINE SHUT DOWN
SH4:D-18
439-005-AA1 (YEL 20ga )
HYD BRAKE CABINET
TB32
IM3
SH4:C-13
PARK BRAKE RELEASED M
73S-000-AA1 (LBL 18ga )
73S-001-AA1 (LBL 20ga )
SWITCH PARK BRAKE RELEASE PRESSURE
M1 M2
N2
73S-002-AB1 (LBL 14ga )

52A-001-AB1 (DBL 14ga )
73S-003-BB1 (LBL 14ga )
C NO
52A-000-BB1 (DBL 14ga )
A NC
IM2
ENGINE SHUTDOWN DELAY
PBRPS
GB31-B AUXBOX GND BLCK
SH6:C-10
21NSL-003-AA1 (LTG 20ga )
D4
IM3
0-225-AB1 (BLK 14ga )

0-226-AB1 (BLK 14ga )
P240
ENGINE SHUTDOWN DELAY RELAY H
PC2469
0-051-BB1 (BLK 16ga )
PBRPS
GB8
BRAKE
CABINET
1
0-227-BB1 (BLK 14ga )
0-228-BB1 (BLK 14ga )
J240
712M-000-AA1 (PNK 20ga )
IM1
KEY SW DIRECT
CRANK REQUEST
712K-003-AA1 (LBL 20ga )
21S-003-AA1 (YEL 20ga )
IM2
SH13:I-11
+24V OUT W
24VIM-008-AA1 (LBL 16ga )

1
START ENABLE
24VIM-006-AC4 (LBL 16ga )
11SM1-002-AA1 (PNK 20ga )
START MOTOR 2
11SM2-002-AA1 (ORG 20ga )
TB28
SH3:M-17
SH8:F-12
G4
21PS-001-AE2 (BRN 14ga )
F2 F1
11SM1-001-AE2 (GRY 14ga )
SH3:M-17
G2 G1
11SM2-001-AE2 (DGR 14ga )
SH3:M-17
IM3
VBATT2
G2 G1
VEC91-P4
TB28
START MOTOR 1
21SL-000-AA1 (TAN 20ga )
IM1
VBATT
H4
EB7418
SH8:D-16
H2 H1
SH13:B-20
TB32
H2 H1
21PS-000-AA1 (BRN 18ga )
85
87
3H
87a
VEC91-P3
VEC91-P3
11INT-000-AA1 (PNK 20ga )
VEC-91
4F
3G
4E
VEC-91
2D
30
2C
F27
F28
10
VEC91-P2
START ENABLE
RELAY 30
10
VEC-91
86
11 BUSS
11 BUSS
VEC91-P4
IM1
11IM2-000-AA1 (WHT 20ga )
INTERFACE MODULE
58E-06-02000-00
NOV 11
830E-1AC
A40851 & UP
Sheet 4 of 20
24VDC
AUXBOX BUSS
SH3:I-11
1 A1 A2 1
11-007-AK1 (RED 2/0 )
TB24
SH4:F-10
11-004-AA2 (RED 8ga )
1 A3 A4 1
SH4:B-9
INTERFACE MODULE
+12V LOADS
11-012-AA2 (RED 8ga )
71GE-002-AA1 (BRN 20ga )
J3
J4
K1 K2
K3 K4
SH4:D-19
SH14:L-19
SH14:M-19
712-001-AA3 (ORG 18ga )

712-006-AA2 (ORG 18ga )
712-007-AA2 (ORG 18ga )
712-003-AA2 (ORG 10ga )
712-003-AA2 (ORG 10ga )
0-005-AA2 (BLK 10ga )
71CK-001-AA2 (PNK 8ga )
21PT-010-AA1 (DBL 20ga )
TB24
1
N
71GE-000-AA3 (BRN 16ga )
G1 G2
G3
10H H
D15
G 10G
71GE-001-AA1 (BRN 16ga )
VEC-91
D14
712 BUSS
RELAY KEY / GE
CNTRL PWR (KCNPR)
1
71C-000-AA1 (ORG 16ga )
VEC91-P10
86
85
1 87
11-005-AA2 (RED 8ga )
VEC91-P10
SH4:F-6
0-006-AA2 (BLK 16ga )
11-012-AA2 (RED 8ga )
33H-000-AA3 (PUR 18ga )
12VDC
CONVERTER
(12VCN)
21PT-008-AA3 (DBL 18ga )
30 1
71CK-000-AA2 (PNK 8ga )
SH3:I-3
21PT-001-AA1 (DBL 14ga )
SH3:M-17
21PT-007-AE2 (DBL 14ga )
J3
J4
11B5-000-AA2 (DBL 8ga )
N1 N2
11-006-AA2 (RED 8ga )
712-005-AA1 (ORG 16ga )
11B1-000-AA2 (LBL 10ga )
GNDa 1
21PT-008-AA3 (DBL 18ga )
11B1-001-AA2 (LTG 8ga )
12Vb 1
1
50.0
0-009-AA2 (BLK 8ga )
GNDb
85
1 87
11B1-001-AA2 (LTG 8ga )
TB24
86
N4
71CK-003-AA3 (PNK 18ga )

71CK-001-AA2 (PNK 8ga )
71CK-002-AA2 (PNK 8ga )
0-005-AA2 (BLK 10ga )
0-007-AA2 (BLK 16ga )
0-012-AA2 (BLK 10ga )
SH3:I-11
B1
S6B
11 BUSS
S8A
DL1
58E-06-02050
VEC-90
71CK BUSS
1
S8A
L1
L3 L4
12V-000-AA2 (ORG 8ga )
0-012-AA2 (BLK 10ga )
0-011-AA2 (BLK 10ga )
712-004-AA2 (ORG 10ga )
11-011-AA2 (RED 8ga )
C2
0-413-AA1 (BLK 6ga )
SH8:L-11
SH8:L-11
SH8:N-10
SH8:P-10
SH9:C-16
SH10:G-17
0-129-AA1 (BLK 14ga )

0-128-AA1 (BLK 14ga )
0-055-AA1 (BLK 14ga )
0-094-AA1 (BLK 14ga )
0-425-AA1 (BLK 14ga )
0-424-AA1 (BLK 14ga )
GB31-A AUXBOX GND BLCK
SP12
D2
0-414-AA1 (BLK 6ga )
SP13

A2
0-160-AA1 (BLK 6ga )
SP14

B2
0-415-AA1 (BLK 6ga )
SP15
0-219-AA1 (BLK 14ga )

0-162-AA1 (BLK 14ga )
0-163-AA1 (BLK 14ga )
0-216-AA1 (BLK 14ga )
0-080-AA1 (BLK 16ga )
0-050-AA1 (BLK 14ga )
SH6:N-10
SH9:F-15
SH9:F-15
SH6:N-10
SH7:P-6
SH3:I-3
0-423-AA1 (BLK 18ga )

0-270-AA1 (BLK 14ga )
0-147-AA1 (BLK 16ga )
0-161-AA1 (BLK 14ga )
0-334-AA1 (BLK 16ga )
0-333-AA1 (BLK 16ga )
0-341-AA1 (BLK 16ga )
SH13:I-12
SH10:C-16
SH9:K-15
SH9:G-15
SH13:O-6
SH13:N-6
SH13:I-12
0-242-AA1 (BLK 14ga )

0-240-AA1 (BLK 14ga )
0-146-AA1 (BLK 16ga )
0-241-AA1 (BLK 14ga )
0-325-AA1 (BLK 16ga )
SH11:B-12
SH11:B-12
SH9:L-15
SH11:B-12
SH13:E-10
10E
10
VEC91-P10
85
30
11 BUSS
A2
0-130-AA1 (BLK 6ga )
SP10

B2
0-131-AA1 (BLK 6ga )
SP11
0-222-AA1 (BLK 14ga )

0-104-AA1 (BLK 14ga )
0-127-AA1 (BLK 14ga )
0-008-AA1 (BLK 14ga )
0-223-AA1 (BLK 14ga )
0-420-AA1 (BLK 14ga )
SH6:P-10
SH9:B-16
SH8:M-11
SH8:O-10
SH6:P-10
SH10:G-17
0-084-AA1 (BLK 14ga )

0-165-AA1 (BLK 14ga )
0-164-AA1 (BLK 14ga )
0-126-AA1 (BLK 14ga )
0-344-AA1 (BLK 16ga )
0-075-AA1 (BLK 16ga )
SH8:P-10
SH9:D-15
SH9:E-15
SH8:N-11
SH13:O-15
SH7:O-9
0-422-AA1 (BLK 14ga )

0-263-AA1 (BLK 14ga )
0-134-AA1 (BLK 16ga )
0-426-AA1 (BLK 14ga )
0-402-AA1 (BLK 14ga )
0-407-AA1 (BLK 14ga )
SH11:L-11
SH11:F-10
SH9:J-15
SH10:F-17
SH14:D-7
SH14:C-8
VEC-91
C3
12E E
11C
11B
11ER-000-AA1 (RED 12ga )
VEC91-P11
B
11FS-000-AA1 (RED 16ga )
12VREG-000-AA1 (LBL 12ga )
VEC91-P11
C
TB24
10 10
20
SP100
0-019-AA2 (BLK 16ga )

712L-002-AA2 (DBL 16ga )
S7A
S6A
S6B
S8A
12V BUSS
712L-003-AA2 (DBL 16ga )
0-021-AA2 (BLK 16ga )
712L-004-AA2 (DBL 16ga )
DL5
0-017-AA2 (BLK 16ga )
712 BUSS
SP103
SP102
S8B
11 BUSS
1
S5A
0-022-AA2 (BLK 16ga )
712L-005-AA2 (DBL 16ga )
PC3010
DL5
DL6
AUX BOX DOME LIGHTS
PC3010
DL4

B3
PC3010
DL3
DL4
0 BUSS
PC3010
DL2
0-020-AA2 (BLK 16ga )
58E-06-10530
VEC-91
0-023-AA2 (BLK 16ga )
712L-006-AA2 (DBL 16ga )
PC3010
DL6
TB22
F1 F2
0-202-CC4 (BLK 18ga )
65A-003-AC4 (WHT 16ga )
65A-004-CC4 (WHT 18ga )
D1 D2
65-002-AC4 (TAN 16ga )
65-003-CC4 (TAN 18ga )
TB22
D1 D2
D3
GB31-A
1
C1
GB31-A
C4
B1 B2
12VREG-001-AC3 (LBL 14ga )
12 12
12VREG-003-CC3 (LBL 14ga )
B3
12VREG-002-AC3 (LBL 14ga )
13 13
21 21
11ER-003-CC3 (RED 14ga )
11ER-001-AC3 (RED 14ga )
22 22
11ER-002-AC3 (RED 14ga )

0-203-AC3 (BLK 14ga )
67 67
0-204-AC3 (BLK 14ga )
68 68
69 69
0-205-AC3 (BLK 14ga )

0-206-AC3 (BLK 14ga )
70 70
11FS-001-AC3 (RED 16ga )
26 26
11ER-004-CC3 (RED 14ga )

0-207-CC3 (BLK 14ga )
0-208-CC3 (BLK 14ga )
SP156
11ER-005-CC3 (RED 12ga )
SP155
GB12
1 A1 A2 1
GB12
0-209-CC3 (BLK 14ga )
0-212-CC3 (BLK 12ga )
J601
0-210-CC3 (BLK 14ga )
0-211-CC3 (BLK 12ga )
1 B1
0-213-CC3 (BLK 16ga )

11FS-002-CC3 (RED 16ga )
J03
ENTERTAINMENT RADIO
CUSTOMER OP-CAB
COMMUNICATION
RADIO CONNECTION
ENTERTAINMENT
RIGHT FRT SPEAKER
ENTERTAINMENT
LEFT FRT SPEAKER
P601_CP
J602
9H
12VDC POWER PORT #1
TB24
H
VEC91-P9
67C-000-AA1 (BRN 12ga )
V1 V2
V4
67C-001-AC3 (BRN 14ga )
29 29
0-385-AC3 (BLK 14ga )
40 40
67C-002-AC3 (BRN 14ga )
30 30
0-386-AC3 (BLK 14ga )
12VDC SUPPLY & CUSTOMER OPTIONAL ACCESSORY POWER
41 41
P03
J03
67C-003-CC3 (BRN 14ga )

0-383-CC3 (BLK 14ga )
67C-004-CC3 (BRN 14ga )
0-384-CC3 (BLK 14ga )
1 1
2 1
PC1374
CAB ENTERTAINMENT RADIO
J04
P602_CP
CUSTOMER
OP-CAB FIRE
SUPPRESSION
CONNECTION
ENTERTAINMENT
LEFT REAR SPEAKER
ENTERTAINMENT
RIGHT REAR SPEAKER
VEC-91
712L-000-AA2 (DBL 16ga )
DL3
F1 F2
P04
P03
F63
DL2
SP104
0-091-AC4 (BLK 16ga )
TB21
VEC91-P11
12V BUSS
DL1
SH14:O-15
0-234-AA2 (BLK 16ga )
65-000-AA1 (TAN 16ga )
11G G
20
SH12:E-6
0-233-AA2 (BLK 16ga )
GB31-A
65A-000-AA1 (WHT 16ga )
VEC91-P12
VEC-91
712L-001-AA2 (DBL 16ga )
PC3010
AUXBOX TB POINT GROUNDS
SH14:E-8
87a
20
F41
SP09
12F F
87
F22
F40
0-417-AA1 (BLK 6ga )
SH14:D-7
SH10:G-17
SH9:L-15
SH11:E-10
SH14:B-8
SH13:M-6
86
ENTERTAINMENT
RADIO RELAY 37
11 BUSS
0-401-AA1 (BLK 14ga )

0-421-AA1 (BLK 14ga )
0-135-AA1 (BLK 16ga )
0-255-AA1 (BLK 14ga )
0-403-AA1 (BLK 14ga )
0-336-AA1 (BLK 16ga )
VEC-91
712 BUSS
F23
SP08
SH5:D-9
11B1-002-AA1 (LBL 10ga )
0 BUSS
0-416-AA1 (BLK 6ga )

D2
SR8325
S5B
C2
712 BUSS
0-018-AA2 (BLK 16ga )
S7B
S7B
F55
5
712A-000-AA1 (WHT 16ga )
S8B
0 BUSS
1
S7A
SH5:K-5
11B1-002-AA1 (LBL 10ga )
VEC BLOCK / GROUND / POWER DISTRIBUTION
AUXBOX FRAME GROUND CONNECTIONS
VEC-91
SWITCH AUX BOX DOME LIGHT (DLS)
9F
30 1
1 A1 A3 1
0-002-AJ3 (BLK 2/0 )
S7B
71CK BUSS
S6A
PB7276
GB31-A
AUXBOX GND
BLCK
PC1110
S5B
0 BUSS
S7A
12V POWER
RELAY (12VPR)
-
VEC-89
71CK-002-AA2 (PNK 8ga )
71CK-003-AA3 (PNK 18ga )
PB8460
12Va 1
J1
CB60
24Vb
TB28
2000.0
R44
24Va 1
21PT-010-AA1 (DBL 20ga )
P304
33H-000-AA3 (PUR 18ga )
S5A
712 BUSS
S8B
58B-06-00120
58E-06-02070
TB24
PB7276
P305
ENGINE STARTER REQUEST
J2
11-006-AA2 (RED 8ga )
SW TO GND FOR LAMP TEST
J1
11B1-003-AA1 (LBL 20ga )
IM3
CNTRL PWR ON SIG
11-012-AA2 (RED 8ga )

712-005-AA1 (ORG 16ga )
11B1-003-AA1 (LBL 20ga )
GE CNTRL PWR ON SIG M
CRANK SENSE
EB7418
B4 1
712-000-AA2 (ORG 8ga )
11-005-AA2 (RED 8ga )
1 B1 B2 1
11-010-AA1 (RED 16ga )
SH4:F-6
RF(+)-001-CC4 (WHT 18ga )
RF(-)-001-CC4 (BLK 18ga )
PC0724
A
B
C
D
E
F
P211
LF(+)-001-CC4 (WHT 18ga )

LF(-)-001-CC4 (BLK 18ga )
PC0724
LR(+)-001-CC4 (WHT 18ga )

LR(-)-001-CC4 (BLK 18ga )
A
B
C
D
E
F
J210
A
B
C
D
E
F
J211
A
B
C
D
E
F
P210
65-001-CC5 (ORG 18ga )

LF(+)-000-CC5 (WHT 18ga )
RF(+)-000-CC5 (WHT 18ga )
65A-001-CC5 (TAN 18ga )
65A-002-CC5 (TAN 18ga )
RF(-)-000-CC5 (BLK 18ga )
LF(-)-000-CC5 (BLK 18ga )
0-099-CC5 (BLK 18ga )
LR(+)-000-CC5 (WHT 18ga )
RR(+)-000-CC5 (WHT 18ga )
RR(-)-000-CC5 (BLK 18ga )
LR(-)-000-CC5 (BLK 18ga )
7
13
11
4
(+) 12V SUPPLY

SPEAKER LEFT FRONT (+)
SPEAKER RIGHT FRONT (+)
IGNITION
DIMMER
12 SPEAKER RIGHT FRONT (-)

14 SPEAKER LEFT FRONT (-)
8
15
9
10
16
P737
GROUND
SPEAKER LEFT REAR (+)
SPEAKER RIGHT REAR (+)
SPEAKER RIGHT REAR (-)
SPEAKER LEFT REAR (-)
PC2172
PC0724
RR(+)-001-CC4 (WHT 18ga )

RR(-)-001-CC4 (BLK 18ga )
PC0724
12VDC POWER PORT #2

1 1
2 1
PC1374
58E-06-02000-00
NOV 11
830E-1AC
A40851 & UP
Sheet 5 of 20
ENGINE QSK60 INTERFACE TIER II
BATTERY GROUND 2
BATTERY GROUND 3
0-060-EE1 (BLK 12ga )
SP115
0-061-EE1 (BLK 12ga )
SP116
0-062-EE1 (BLK 12ga )
0-063-EE1 (BLK 14ga )

0-064-EE1 (BLK 14ga )
0-065-EE1 (BLK 14ga )
0-066-EE1 (BLK 14ga )
0-067-EE1 (BLK 14ga )
0-068-EE1 (BLK 14ga )
SP117
P804
4 4
64 64
65 65
66 66
67 67
68 68
69 69
11E4-001-AE1 (BRN 14ga )
GB31-B
0-069-AE1 (BLK 14ga )

0-070-AE1 (BLK 14ga )
0-071-AE1 (BLK 14ga )
0-072-AE1 (BLK 14ga )
0-073-AE1 (BLK 14ga )
0-074-AE1 (BLK 14ga )
1 C1
1 B4
1
D1
11E1-000-AA1 (YEL 12ga )
A3
B1 B2
11E2-000-AA1 (LBL 12ga )
B3
C1 C2
11E3-000-AA1 (DBL 12ga )
C3
D1 D2
M1 M2
VEC91-P2
VEC91-P2
G
11E4-000-AA1 (BRN 14ga )

65S-000-AA1 (BRN 16ga )
VEC-91
2B
VEC91-P2
20
F37
11 BUSS
20
VEC-91
2H
F38
11 BUSS
20
VEC-91
2G
F39
11 BUSS
20
VEC91-P2 12G
G
VEC-91
0 BUSS
VEC91-P12
85
F25
712 BUSS
SHUTTER CONTROL
ENGINE DELAY SHUTDOWN
COOLANT LEVEL SWITCH 15V SUPPLY
65S-002-EE1 (BRN 16ga )
25 25
21NSL-000-EE1 (LTG 16ga )
12 12
COOLANT LEVEL SIGNAL W
SWITCH COOLANT LEVEL TIER 2
924-000-EE1 (PNK 18ga )
E1 E2
E4
A + V SUPPLY
B SIGNAL LOW
C GROUND
926-000-EE1 (WHT 18ga )
ETHER START CONTROL
28EC-001-EE1 (DBL 16ga )
18 18
28EC-002-AE1 (DBL 16ga )
H1 H2
RESERVE OIL LEVEL LOW SIGNAL
21OR-000-EE1 (YEL 16ga )
16 16
21OR-001-AE1 (YEL 16ga )
K1 K3
RESERVE OIL LEVEL SENSOR RETURN
21ORR-000-EE1 (WHT 16ga )
11 11
21ORR-001-AE1 (WHT 16ga )
925-000-EE1 (TAN 18ga )
P802
60 60
THROTTLE SIGNAL INPUT 15

THROTTLE SIGNAL RETURN 28
952M/0-002-AE1 (BLK 16ga )
916M-003-EE1 (RED 18ga )
62 62
916M-002-AE1 (RED 16ga )
SENSOR SUPPLY +5 VOLT (THROTTLE) 20

DIAGNOSTIC FLASH CODE TEST
SHIELD-267
ENGINE MAINTENANCE LIGHT BLUE (OUTPUT) 18
63 63
528A-001-EE1 (LBL 16ga )
22 22
CHECK ENGINE LIGHT AMBER (OUTPUT) 17
419I-000-EE1 (DBL 16ga )
20 20
509-000-EE1 (PNK 16ga )
21 21
RED LIGHT FAULT INPUT
ENGINE FAULT LIGHT RED (OUTPUT) 16
ENGINE TEST / FAN CLUTCH
509-001-EE1 (GRY 16ga )
FAN CLUTCH ON FULL
556-001-AE1 (WHT 16ga )
419I-003-AE1 (DBL 16ga )
509-003-AE1 (GRY 16ga )

TB31
22FO-001-AE1 (TAN 16ga )
FAN ON FULL
ENGINE TEST
X1
T3 W4
W1 W2
V1 W3
V2
X1 X2
F1 F2
F4
S1 S2
S3
S4
2
3
4
1
CAN J1939 SHLD
MC204
SH14:O-15
SH13:I-13
0-235-AA2 (BLK 16ga )

0-267-AA2 (BLK 16ga )
G1
939YE-000-EE1 (YEL 18ga )
57 57
939GE-000-EE1 (GRN 18ga )
58 58
SHIELD-208
SHIELD-208
WIF
27WS-000-EE1 (WHT 16ga )
WATER IN FUEL SENSOR RETURN
27WR-000-EE1 (BLK 16ga )
FUEL FILTER SENSOR SIGNAL
27LPS-000-EE1 (WHT 16ga )
FUEL FILTER SENSOR RETURN
27LPR-000-EE1 (BLK 16ga )
ENGINE
WATER IN
FUEL SENSOR
(TIER II ONLY)
419I-005-AA2 (DBL 16ga )
2000.0
509-006-AA2 (GRY 16ga )
2000.0
41 41
42 42
34 34
J808
P808
928-001-AE1 (BLK 18ga )
929-001-AE1 (WHT 18ga )
1
1
SHIELD-782
SHIELD-782
MC684
33 33
W1 W2
900-001-AE1 (WHT 18ga )
901-001-AE1 (BLK 18ga )

SHIELD-781
SHIELD-781
712 BUSS
BRAKE CABINET
TB31
MC686
67 67
928-003-CC2 (BLK 18ga )
68 68
929-003-CC2 (WHT 18ga )
927-002-AC2 (RED 18ga )
66 66
B1 B2
928-002-AC2 (BLK 18ga )
C1 C2
929-002-AC2 (WHT 18ga )
D1 D2
TB28
SHIELD-787
SHIELD-787
T1 T2
900-002-AC2 (WHT 18ga )
V1 V2
901-002-AC2 (BLK 18ga )
S1 S2
MC687
69 69
RECDR
C1
NC1
PC1804
65C-000-EE1 (DBL 14ga )
51 51
VEC-91
F49
9A
15
P803
XB7317
P803
65T-001-EE1 (DBL 14ga )

36-000-EE1 (YEL 14ga )
NO 1
SG3290
0-092-EE1 (BLK 14ga )

11ORS-000-EE1 (YEL 14ga )
SWITCH ENGINE OIL RESERVE
PRESS T2 (ORPS)
NO 1
SG3290
ENGINE INTERFACE
TIER II OPTION
(TIER I - SEE SHEET 7)
DIAG2
ENG CAUTION INPUT
ENG WARN INPUT
J3
J4
SH4:C-13
23D-000-AA1 (PNK 18ga )
58B-06-00120
1
23D-001-AA2 (PNK 18ga )
2000.0
531SC-001-AA2 (DGR 18ga )
TB27
P1 P2
ALTERNATE 1400 RPM DIG IN OPT
SYS RUN TO ENG ECU
79RD-001-AA3 (BRN 18ga )
REVERSE OUT
72FD-001-AA3 (WHT 18ga )
FORWARD OUT
531SC-000-AA3 (DGR 18ga )
12H-000-AA1 (LBL 16ga )
X1 X4
X2
TB28
A1 A2
72FD-000-AA1 (WHT 18ga )
72CPU-001-AA3 (BLK 18ga )
S1 S2
R1 R2
B C
NO
NC
44R-004-BB1 (GRY 14ga )
XA3347
D2
1
52CS-004-BB1 (GRY 14ga )
SP161
52CS-006-BB1 (GRY 14ga )
PBS
J240
44R-005-AB1 (GRY 14ga )

SH11:G-4
SBPS
PC1677
52CS-005-BB1 (GRY 14ga )
44R-003-AA1 (GRY 18ga )
71BC-003-AB1 (DGR 14ga )
52CS-003-AB1 (GRY 14ga )
1
1
TB35
P302
F1 F2
F3 F4
44R-000-AA3 (GRY 18ga )

44R-001-AA1 (GRY 20ga )
SH7:H-19
SERVICE BRAKES APPLIED
P303
SH7:F-10
SH7:I-11
P240
ENGINE INTERFACE CIRCUITS
TIER I
ENGINE CENSE
J1587
SH15:C-15 CAB DIAGNOSTIC
DIAG2 CONNECTOR
(OPT)
901-003-CC2 (BLK 18ga )

SHIELD-794
J02
P140
1
G1 G2
SH7:K-16
SH10:J-20
12H-001-AC3 (LBL 16ga )
65T-003-AC3 (DBL 16ga )

SH7:O-6
65T-000-AA1 (DBL 16ga )
79RD-000-AA1 (BRN 18ga )
TB29
SH15:C-15
900-003-CC2 (WHT 18ga )
TB22
11 BUSS
11 BUSS
P03
12H-002-CC3 (LBL 16ga )
OP-CAB HVAC MODULE

PC2600
65T-004-CC3 (DBL 16ga )
J03
OPERATOR CAB HVAC
SH7:G-9
36-002-AA1 (YEL 18ga )
A
B
C
D
0-090-CC3 (BLK 16ga )

41TS-011-CC3 (DGR 16ga )
0-088-EE1 (BLK 14ga )
SWITCH ENGINE RUN OIL PRESSURE

T2 (EOPSW)
A/C COMPRESSOR CLUTCH T2
RECDR
TIER I
ENGINE CENSE
RS232
CAB DIAGNOSTIC
DIAG2 CONNECTOR
(OPT)
MC689
49 49
SHIELD-788
MC688
SHIELD-793
50 50
SHIELD-788
36-001-AE2 (YEL 14ga )
GB3 ENG GND BLOCK
SWITCH SERVICE BRAKE PSI
71BC-005-BB1 (DGR 14ga )
927-003-CC2 (RED 18ga )
65T-002-AE2 (DBL 14ga )
22C-000-EE1 (GRY 16ga )
J1
SOLENOID PARK BRAKE
MC688
TB30
1 A3
J2
71BC-007-BB1 (DGR 14ga )
PC1150
A2
A1
ANALOG ENG RPM COMMAND SHIELD
509-004-AA3 (GRY 18ga )
SBPS
1
2
3
4
VEC91-P9
0-087-EE1 (BLK 16ga )
23D-002-AA2 (PNK 18ga )
TB27
SH7:M-9
P02
C2
PBS
40 40
LP
509-004-AA3 (GRY 18ga )
SH7:M-9
SH15:B-2
927-001-AE1 (RED 18ga )
23D-003-AA2 (PNK 18ga )
SHIELD-270
32 32
R4
58B-06-00120
SH15:B-2
939GE-001-AE1 (GRN 18ga )
39 39
PRE-ENGINE
FUEL SENSOR
(TIER II ONLY)
ANALOG ENG RPM COMMAND SIG
419I-001-AA3 (DBL 18ga )
PC2834
PC2098
NO2
419I-001-AA3 (DBL 18ga )
58B-06-00120
71BC-006-BB1 (DGR 14ga )
MC258
MC685
SHIELD-202
FAN ON FULL
TEST POINT
939YE-001-AE1 (YEL 18ga )
ANALOG ENG RPM COMMAND COMM
SHIELD-202
71BC-004-BB1 (DGR 14ga )

1
WATER IN FUEL SENSOR SIGNAL
P826
59 59
MC258
R5
22C-005-AE1 (GRY 16ga )
ANALOG ENG RPM COMMAND SUPP
916M-001-AA3 (RED 18ga )
TB27
952M/0-001-AA3 (BLK 18ga )
JB4A
P820
SWITCH A/C RECIEVER DRYER T2
556-000-AA3 (WHT 18ga )
R3
72CPU-000-AE1 (BLK 16ga )
31 31
22C-001-EE1 (GRY 16ga )

22C-000-EE1 (GRY 16ga )
MC202
11POR-000-EE1 (GRY 14ga )

1
18AZ-000-EE1 (DGR 14ga )
SPR_2
F31
15
F32
15
GB31-B
1 A1
0-215-AE2 (BLK 14ga )
18AZ-001-AE2 (DGR 14ga )
VEC-91
VEC-91
4C
4A
VEC91-P4
VEC91-P4
11RCNT-000-AA1 (TAN 14ga )

1
11POR-001-AE2 (GRY 14ga )
P801
TB28
D1 D2
E1 E2
ENGINE OIL RESERVE SYSTEM (OPT)

11POR-003-AA1 (GRY 14ga )
SPR_3
J801
SH15:O-15
0-519-AJ1 (BLK 16ga )
11ORS-001-AE2 (YEL 14ga )
ENGINE OIL RESERVE SYSTEM OPTION
11ORS-002-AA1 (LBL 14ga )
TB28
SH5:I-5
SH5:I-5
J506
55 55
11POR-005-AJ1 (GRY 14ga )
56 56
0-217-AJ1 (BLK 14ga )
57 57
0-518-AJ1 (BLK 14ga )
21OR-005-AA1 (LBL 16ga )
SH6:D-9
21ORR-005-AA1 (DGR 16ga )
SH6:D-9

SH5:H-9
0-222-AA1 (BLK 14ga )

SH5:I-9
0-223-AA1 (BLK 14ga )
P505-
59 59
21OR-006-AJ1 (LBL 16ga )
60 60
21ORR-006-AJ1 (DGR 16ga )
J12
21OR-002-AA1 (LBL 16ga )
WHT
BLK
0-218-AJ1 (BLK 14ga )
P504
SH6:D-9
P506
0-216-AA1 (BLK 14ga )

0-219-AA1 (BLK 14ga )
SH6:D-9
11RCNT-002-AJ1 (TAN 14ga )
58 58
L1
SP777
P506_CP
1
J505_CP
BLK
J505
OIL RESERVE
LEVEL SW
(OPT)
J504_CP
P12
25 25
21OR-004-AH1 (LBL 16ga )
26 26
21ORR-004-AH1 (DGR 16ga )
28 28
29 29
P170
27 27
OIL RESERVE
LEVEL SW
(OPT)
J170_CP
11POR-004-AH1 (GRY 14ga )
0-221-AH1 (BLK 14ga )
J190
11RCNT-004-AH1 (TAN 14ga )
30 30
0-220-AH1 (BLK 14ga )

J11
WHT
BLK
11A
MC202
PC1150
CAN J1939 LOW
VEC91-P12
JB41
P806
SH7:P-6
28E-000-AA1 (DBL 16ga )
1 D3
0-086-AE1 (BLK 14ga )
26 26
1000 ENGINE RPM COMMAND (NOT USED) 14
CAN J1939 HIGH
87a
TB24
22C-003-EE1 (GRY 16ga )
1400 ENGINE RPM COMMAND (NOT USED) 25
T1 T2
509-002-AE1 (PNK 16ga )
22C-002-EE1 (GRY 16ga )
FAN CLUTCH 5VDC SUPPLY 26
SHIELD-205
70 70
0-085-EE1 (BLK 14ga )
1000.0
12C C
87
TB27
MC203
R50
GB31-B
CHASSIS GROUND RETURN 22
SH6:N-10
SH6:O-11

VEC-91
86
30
10
SH7:O-6
65SR-000-AA1 (ORG 16ga )
VEC91-P12
ETHER START
(OPT) RELAY 36
SHIELD-205
17 17
22FO-000-EE1 (TAN 16ga )
556A-001-AE1 (GRN 16ga )
61 61
F21
11 BUSS
58B-06-00130
952M/0-003-EE1 (BLK 18ga )
85
21OR-005-AA1 (LBL 16ga )

SH6:N-10
21OR-002-AA1 (LBL 16ga )
SH6:O-11
CONNECTION FOR LOW LEVEL SENSOR
EB7418
FOR RESERVE OIL TANK OPTION
556-002-AE1 (WHT 16ga )
47 47
556A-002-EE1 (WHT 18ga )
VEC91-P12
0-388-AA2 (BLK 18ga )
28EC-000-AA1 (DBL 18ga )
L1 L2
L3
MC203
1000.0
0 BUSS
R51
K2
P805
MC256
TB27
XA4486
D 12D
58B-06-00130
COOLANT LEVEL SWITCH RETURN
SH4:H-9
87a
SHUTTER CONTROL
(OPT) RELAY 39
TB27
21NSL-001-AE1 (LTG 16ga )
12H H
87
30
10
65S-001-AE1 (BRN 16ga )
86
(OPTIONAL)
BATTERY GROUND 1
SP114
11E4-002-EE1 (BRN 14ga )
PC2799
A2
ENGINE INTERFACE CIRCUITS
11 BUSS
AFC500
AUTO REFILL CONTROL BOX
(OPTIONAL)
BATTERY 24V UNSWITCHED 4
A1
F36
MOTOR
VEC-91
2A
VAL -24V+24V
11E1-001-AE1 (YEL 14ga )

11E1-002-AE1 (YEL 14ga )
11E2-001-AE1 (LBL 14ga )
11E2-002-AE1 (LBL 14ga )
11E3-001-AE1 (DBL 14ga )
11E3-002-AE1 (DBL 14ga )
TB27
COM LO
SH4:D-18
439-003-AE1 (YEL 16ga )
HI
5
1
7
2
8
3
9
WHT
GRN
5
1
7
2
8
3
9
P11
P190_CP
P180
J180_CP
1
2
3
439-004-EE1 (YEL 16ga )

11E1-003-EE1 (YEL 14ga )
11E1-005-EE1 (YEL 12ga )
11E1-004-EE1 (YEL 14ga )
SP112
11E2-003-EE1 (LBL 14ga )
11E2-005-EE1 (LBL 12ga )
11E2-004-EE1 (LBL 14ga )
SP113
11E3-003-EE1 (DBL 14ga )
11E3-005-EE1 (DBL 12ga )
11E3-004-EE1 (DBL 14ga )
RESERVE OIL LEVEL SENSOR
FILL VALVE
IGNITION 24V SIGNAL
RIGHT SIDE OIL

RESERVE
SYSTEM
OPT.
LOCATION
58E-06-02000-00
NOV 11
830E-1AC
A40851 & UP
Sheet 6 of 20
ENGINE QSK60 INTERFACE TIER I
P806-
UNSWITCHED BATTERY POWER 2
5
1
7
2
8
3
9
439-006-EE3 (WHT 16ga )

11E1-006-EE3 (RED 14ga )
11E2-006-EE3 (RED 14ga )
P805-
BATTERY GROUND 2 23
VEC-89
F56
712 BUSS
10
4B
P806SHUTTER CONTROL
65S-003-EE3 (BRN 16ga )
ENGINE DELAY SHUTDOWN (3 MIN)
21NSL-002-EE3 (LBL 16ga )

P805-
COOLANT LVL SWITCH V RETURN
COOLANT LEVEL SWITCH LOW
C +5V
B GND
D HIGH
A LOW
930-001-EE3 (LTG 16ga )

926-001-EE3 (WHT 16ga )
XA3603
P802-
28EC-003-EE3 (DBL 16ga )
+5V REFERENCE M
P
ENGINE RPM COMMAND SIGNAL (PWM)
OPERATOR CAB
PASSENGER AIR SEAT
MOTOR CONNECTOR
1
2
3
4
712DS-002-CC2 (ORG 14ga )

712DS-003-CC2 (ORG 14ga )
712DS-004-CC2 (ORG 14ga )
J02
JB4E
PC1150
712DS-003-CC2 (ORG 14ga )
0-309-CC2 (BLK 14ga )
J228
712DS-004-CC2 (ORG 14ga )
0-308-CC2 (BLK 14ga )
J229
JB6C
16
11
P806-
ENGINE RPM COMMAND SIGNAL REFERENCE
OPERATOR CAB SEATS
18
P805ENGINE ETHER START OUTPUT 26
712DS-001-AC2 (ORG 14ga )
12
925-001-EE3 (TAN 16ga )
P806COOLANT LEVEL SWITCH HIGH
OPERATOR CAB
DRIVERS AIR SEAT
MOTOR CONNECTOR
25
924-001-EE3 (PNK 16ga )
GB12 REAR CAB
1
2
3
4
5
6
1 D3
0-266-CC2 (BLK 14ga )

0-260-CC2 (BLK 18ga )
0-310-CC2 (BLK 18ga )
0-311-CC2 (BLK 18ga )
SH7:F-20
SH4:C-18
SH10:I-9
56B0611510
5EFQ-000-EE3 (BLK 16ga )

MC680
60
556-003-EE3 (WHT 18ga )
J2-AA7 (BLK 18ga )
47
P805-
ENGINE RPM COMMAND 10
62
916M-000-EE3 (BLK 18ga )
AHT
AUXBOX CONNECTOR
(OPT)
63
SHIELD-771
ENGINE BLUE LIGHT FAULT 17
528A-000-EE3 (LBL 16ga )
22
ENGINE YELLOW LIGHT FAULT 16
419I-004-EE3 (DBL 16ga )
20
FWD DIR REQ
79BA-001-AA3 (YEL 18ga )
TB23
X1 X2
22FO-002-EE3 (TAN 16ga )
ENGINE RED LIGHT INPUT
BATTERY GROUND 1
ROCKFORD FAN CLUTCH CONTROL
79BA-000-AA3 (YEL 18ga )
SEL SW IN REVERSE
52CA-000-AA3 (BRN 18ga )
PARK BRAKE SW CLOSED
JB6B
1
2
3
4
5
6
ENGINE FAN CLUTCH CONTROL 11
CAN J1939 LOW
CAN J1939 SHLD
31
22C-006-EE3 (GRY 16ga )
71CK BUSS
72CPU-002-EE3 (BLK 16ga )

MC683
939YE-002-EE3 (YEL 18ga )
57
939GE-002-EE3 (GRN 18ga )
58
SHIELD-775
SHIELD-775
MC682
SHIELD-774
SHIELD-774
P804-
MC681
ENGINE QUANTUM J1587 DIAGNOSTIC SUPPLY
85
SHIELD-773
P304
79B-002-AA1 (YEL 18ga )

9B
72N-002-AA1 (PNK 18ga )
D14
72-003-AA3 (GRY 18ga )

D2
TO
VEC-90
RELAY 20
(87a)
D3
D4
D13
72-002-AA1 (GRY 18ga )

1G
1F
1E
11B
87
42
0 BUSS
52PB-000-AA1 (PUR 16ga )
0 BUSS
34
86
11A
87
30
SH6:H-18
TB24
52CS-003-AB1 (GRY 14ga )
12D
K1 K2
L1 L2
L3
M1 M2
52C-001-AC2 (BRN 18ga )
13 13
79B-001-AC2 (YEL 18ga )
14 14
P806-
J808-
86
D5
87
30
52CS-000-AA1 (GRY 16ga )
72N-001-AC2 (PNK 18ga )
B1 B2
B4
TB32
K1 K2
N1
N3 N2
12A
P2
87
9D
P803-
XB7317
SWITCH ENGINE RUN OIL

PRESSURE T1 (EOPSW)
N
B
SWITCH ENGINE OIL RESERVE PRESS

T1 (ORPS)
D10
J02
P250
SH13:M-16
SH13:I-13
0-231-AA2 (BLK 18ga )

0-345-AA2 (BLK 18ga )
0-238-AA2 (BLK 16ga )
X3
R18
X4
TB24
M1 M2
B1 B2
EM5648
71SS-002-CC2 (LBL 18ga )
P250
PC1817a
TO CAMERA
SYSTEM
SH15:J-3
INTERFACE MODULE
SH6:G-20
44R-001-AA1 (GRY 20ga )
SERVICE BRAKE PRESS SW
SH7:F-14
52CA-003-AA1 (BRN 20ga )
SELECTOR SWITCH PARK
PARK BRAKE RELEASE REQUEST
HYD LADDER NOT UP
510E2-001-AA1 (DGR 20ga )
IM3
TB21
58B-06-00290
50.0
SH12:E-5
X1 X2
0-230-AA1 (BLK 20ga )
IM GROUND
PARK BRAKE SOLENOID
SELECTOR SW (NOT IN PARK)
IM1
1
72FNR-001-AA1 (DBL 20ga )
IM2
1
L4
712BL-001-AA1 (DGR 20ga )

712BL-002-AC3 (DGR 16ga )
712BL-002-AC3 (DGR 16ga )
0-095-CC3 (BLK 16ga )

0-090-CC3 (BLK 16ga )
52B1-003-CC3 (PUR 16ga )
25 25
52B1-001-AC3 (PUR 16ga )

39HA-001-AC3 (YEL 16ga )
31 31
39H-001-AC3 (YEL 16ga )
28 28
52B1-001-AC3 (PUR 16ga )
IM1
SWITCH BRAKE LOCK
SH6:J-12
52B1-002-CC3 (PUR 16ga )
3 3
39HA-000-CC3 (YEL 16ga )
1 1
6
39H-000-CC3 (YEL 16ga )

0-096-CC3 (BLK 16ga )
5 5
PARK BRAKE PROTECTION (OPT)
BRAKE LOCK
24 24
712BL-003-CC3 (DGR 16ga )

0-320-CC3 (BLK 16ga )
SH12:P-7
J03
P03
C C
D D
J03
IM2
A A
2
BRAKE LOCK SWITCH POWER SUPPLY
IM3
52ABA-000-AA1 (TAN 20ga )
P39
PC1766
P39
0-097-CC3 (BLK 16ga )
RELAY PARK BRAKE PROTECTION

(930 OPTION ONLY)
1 D1
71ABA-001-AA1 (YEL 16ga )

11D
87a
1 F1
GE INTERFACE
RELAY 27
TB32
VEC RTMR1
85
86
87
30
87a
52B-001-AA1 (PUR 20ga )
F2 1
52ABA-001-AA1 (TAN 20ga )
D2 1
SOLENOID BRAKE LOCK
TB32
52B-000-AA1 (PUR 16ga )
52B-002-AA1 (PUR 16ga )
J1
J4
52B-003-AB1 (PUR 14ga )
E2
52B-003-AB1 (PUR 14ga )
P240
RELAY - R2
52B-004-BB1 (PUR 14ga )
SP160
52B-005-BB1 (PUR 14ga )
XA3347
BLS
J240
52B-006-BB1 (PUR 16ga )
T1
SH6:F-14
D3
GB8
0-098-BB1 (BLK 14ga )
BLS
0-239-BB1 (BLK 16ga )
PC2834
SH6:G-14
72FD-000-AA1 (WHT 18ga )
SH14:J-8
39H1-001-AA4 (YEL 16ga )
A/C SHUTTER CONTROL

SH6:K-11
65T-000-AA1 (DBL 16ga )
65SR-000-AA1 (ORG 16ga )
1 A1
1 C1
86
VEC RTMR1
85
87
30
87a
RELAY - R1
C2 1
TB22
X1 X2
39H1-000-AA1 (YEL 18ga )
0-079-AA1 (BLK 18ga )
AHT
AUXBOX CONNECTOR
(OPT)
TB23
39H-002-AA1 (YEL 18ga )
A1
V2
39HA-001-AC3 (YEL 16ga )
A2
39H-001-AC3 (YEL 16ga )
ENGINE SHUTTERS / ETHER START OPTIONS
1 D1
SOLENOID ENGINE
SHUTTER (OPT)
A2
B2 1
58 58
59 59
65SS-000-AA1 (LBL 16ga )

0-075-AA1 (BLK 16ga )
SH5:I-9
65SS-001-AH1 (LBL 16ga )

0-076-AH1 (BLK 16ga )
15 15
16 16
J543
J11 P11
J815-
71SR-000-CC2 (LTG 18ga )
J12-CC3 (WHT 16ga )
87
79RD-000-AA1 (BRN 18ga )
ENGINE INTERFACE
TIER I OPTION
(SEE SHEET 6 FOR TRUCK INTERFACE)
1
2
18AZ-002-EE3 (DGR 14ga )
SH6:C-15
P108
P03
85
86
J801-
R
S
F
G
52B1-000-AA1 (PUR 16ga )
PARK BRAKE
LATCH RELAY 26
30
SPR_1
SG3290
11SM2-003-EE3 (DGR 14ga )

11SM1-003-EE3 (GRY 14ga )
9F
11POR-006-EE3 (GRY 14ga )
NO 1
EXT ENGINE HARNESS TIER I OPTION
D9
11ORS-003-EE3 (YEL 14ga )
NO 1
9E
0-359-EE3 (BLK 14ga )
SG3290
0-229-AA2 (BLK 16ga )
30
87a
P803-
9C
P702
RECDR-T1
36-003-EE3 (YEL 14ga )
72T-000-CC2 (YEL 18ga )
8 T
SH13:B-13
TB23
J702
PC1804
65C-003-EE3 (DBL 14ga )
D8
86
87
65T-005-EE3 (DBL 14ga )
LADDER RELAY
52CS-002-AA2 (GRY 18ga )
D7
NC1
0-357-EE3 (BLK 14ga )
72-000-CC2 (GRY 18ga )
SH15:M-16 TO HYD ACCESS
52PB-001-AC3 (PUR 16ga )
52B-000-AA1 (PUR 16ga )
RECDR-T1
C1
85
J02
SHIFTER CURRENT LIMIT RESISTOR
P108
6 N
B B
87a
71SS-002-CC2 (LBL 18ga )
SH7:D-15
0-260-CC2 (BLK 18ga )
79B-005-CC2 (YEL 18ga )
D6
0 BUSS
5 R
79B-004-CC2 (YEL 18ga )
C 3
72N-000-CC2 (PNK 18ga )
P02
72T-001-AC2 (YEL 18ga )
A4
GB3 ENG GND BLOCK
0-358-EE3 (BLK 16ga )
SP159
52PB-003-AA1 (PUR 20ga )
L1 L2
S1
TRUCK MOVING
RELAY 25
C2
79B-000-CC2 (YEL 18ga )
GB10 FRT CAB GND
30
1 A1
TB23
1
712BL-000-AA1 (DGR 16ga )
TB32
85
22C-007-EE3 (GRY 16ga )
52CS-001-AA1 (GRY 20ga )
SHIFTER DIRECTION SELECTOR
72-001-AC2 (GRY 18ga )
K3
87a
86
SH10:I-6
SH10:J-9
16 16
9
0 BUSS
NO2
49-007-CC2 (TAN 16ga )

49-008-CC2 (TAN 16ga )
52C-000-CC2 (BRN 18ga )
PARK BRAKE
SWITCH RELAY 24
SH4:C-16
15 15
72FNR-000-AA1 (DBL 16ga )

85
71SS-001-AC2 (LBL 18ga )
87a
PARK BRAKE
RELEASE RELAY 23
0 BUSS
SH8:J-7
49-006-CC2 (TAN 16ga )
79B-002-AA1 (YEL 18ga )
T2 T1
72N-002-AA1 (PNK 18ga )
87a
85
49-003-CC2 (TAN 16ga )
49-004-CC2 (TAN 16ga )
72-002-AA1 (GRY 18ga )
71SS-000-AA1 (LBL 18ga )
VEC-89
56B0611510
PARK BRAKE
REQUEST RELAY 22
PC3178
SH7:H-19
52CA-003-AA1 (BRN 20ga )
52C-002-AA3 (BRN 18ga )
86
30
33
901-000-EE3 (BLK 18ga )
30
ENGINE RUNNING
RELAY 21
59
ENGINE 1400 RPM COMMAND 21

ENGINE 1000 RPM COMMAND
71BC-000-AA1 (DGR 16ga )
86
87a
32
900-000-EE3 (WHT 18ga )
ENGINE QUANTUM J1587 DIAGNOSTIC RETURN
E4
SH6:G-18
71BC-003-AB1 (DGR 14ga )
VEC-90
87
41
929-000-EE3 (WHT 18ga )
CENSE COMM RS232 SHLD
V3 V4
SH6:K-11
85
40
928-000-EE3 (BLK 18ga )
CENCE COMM RS232 GROUND
10
39
927-000-EE3 (RED 18ga )
CENSE COMM RS232 RECIEVE M
V1 V2
F19
H 9H
P820CENSE COMM RS232 TRANSMIT
71BC-001-AA2 (DGR 18ga )
36-002-AA1 (YEL 18ga )
P806CAN J1939 HIGH
79B-003-AA3 (YEL 18ga )

PC1150
GE CPU RUNNING SIGNAL
71BC-002-AA2 (DGR 18ga )
TB25
E1 E2
TB21
26
1
2
3
4
22C-009-EE3 (GRY 16ga )

22C-008-EE3 (GRY 16ga )
22C-007-EE3 (GRY 16ga )
P805-
SH12:B-9
SH12:A-9
JB41-
ENGINE FAN CLUTCH CONTROL (LOW)
70
0-356-EE3 (BLK 14ga )
52CA-001-AA3 (BRN 18ga )
17
P806-
TB23
A
SH11:C-4
79BA-002-AA1 (YEL 18ga )
TB24
ENGINE TEST MODE FAN CLUTCH (LOW) 27
4A
P02
509-005-EE3 (GRY 16ga )
F43
71CK BUSS
72AF-000-AA3 (GRY 18ga )
21
509-007-EE3 (PNK 16ga )

ENGINE RED LIGHT FAULT 18
J3-AA7 (BLK 18ga )
DIRECTIONAL SHIFTER / PARK BRAKE
61
10
11
12
1
2
3
COOLANT LVL SWITCH +V SUPPLY
TB24
C1 C2
P02
4
64
65
66
67
68
69
0-355-EE3 (BLK 14ga )
712DS-000-AA1 (ORG 14ga )
P701
UNSWITCHED BATTERY POWER 1
J701
10
11
12
1
2
3
FUEL IGNITION SIGNAL
65SS-002-HL1 (LBL 16ga )

0-077-HL1 (BLK 16ga )
1
2
P520
P543
1
2
1
2
J520
J520SOLENOID ETHER
START (OPT)
21PS-006-EE3 (BRN 14ga )

21PT-011-EE3 (DBL 14ga )
SH6:C-15
28E-000-AA1 (DBL 16ga )
51 51
52 52
28E-001-AJ1 (DBL 16ga )

0-081-AJ1 (BLK 16ga )
15 15
16 16
28E-002-JL1 (DBL 16ga )

0-082-JL1 (BLK 16ga )
1
2
ETHER1
J12
SH5:I-5
0-080-AA1 (BLK 16ga )
P12
J542
P542
65SS-003-HL2 (LBL 16ga )

0-078-HL2 (BLK 16ga )
1
2
ETHER2
1
2
28E-003-JL2 (DBL 16ga )

0-429-JL2 (BLK 16ga )
ESOL PC0436 ESOL
ESSOL PC0436 ESSOL
58E-06-02000-00
NOV 11
830E-1AC
A40851 & UP
Sheet 7 of 20
ELECTRONIC GAUGE DISPLAY
0-180-CC1 (BLK 16ga )

SWITCH DISPLAY MODE #2
SH9:C-5
71LS-005-CC1 (DGR 16ga )

GB10
B4
0-179-CC1 (BLK 16ga )
GB10-B4
A
2
+7.5V
GND
LIN
1
2
3
4
1
2
3
4
PC1943
PC1943
+7.5V
GND
LIN
COOLANT TEMP GAUGE
FUEL GAUGE
+7.5V
GND
LIN
1
2
3
4
+7.5V 1
GND
2
LIN
3
4
PC1942
25 25
55B-001-AC1 (DBL 16ga )
P1 P2
55B-002-AA1 (DBL 20ga )
MODE SW 2
MODE SW 3
IM3
B B
TB26
3 3
4 4
55C-000-CC1 (YEL 16ga )
26 26
55D-000-CC1 (PUR 16ga )
27 27
6 6
J01
D D
PC1944
LEFT TURN
RIGHT TURN
HIGH BEAM
KEY SWITCH
1 2
3 4
POWER
RIGHT
LEFT TURN
HIGH BEAM
DIMMER
TURN
WARNING LAMP RETURN

WARNING LAMP +24V
F1 F2
31 31
30 30
SH9:K-12
SH9:K-12
45LL-006-AC1 (BRN 16ga )

45RL-006-AC1 (DBL 16ga )
6
3
4
24VIM-007-CC4 (LBL 16ga )
24V BATT+
31IML-002-CC4 (BRN 16ga )
GROUND BATT
CAN/RPC-H
CAN/RPC-L
CAN TERMINATOR
CAN TERMINATOR
H1 H2
H4
SP723
J04
SH8:J-7
49-002-CC1 (TAN 16ga )

11ONS-000-CC1 (LBL 16ga )
MC254
MC254
939YP-001-CC1 (YEL 18ga )

939GP-001-CC1 (GRN 18ga )
SH15:E-18
SH15:E-18
SHIELD-263
11D-000-AA1 (PNK 16ga )
A1
A2
11D-001-AC3 (PNK 16ga )
11D-002-CC3 (PNK 16ga )
VEC-89
P03
11D-003-CC3 (PNK 16ga )
J03
SH9:L-4
11DISP-001-AC1 (YEL 16ga )
11ONS-001-AC1 (LBL 16ga )
J01
18 18
41TS-003-AC2 (DGR 16ga )
31IML-001-AC4 (BRN 16ga )
TB34
N1 N2
31ILM-000-AA1 (BRN 20ga )
M SONALERT
11RWL-002-AA1 (PUR 20ga )
RED WARNING LAMP
IM ON SIGNAL
P04
TB35
G1 G2
VEC91-P9
TB35
T1 T2
11DISP-000-AA1 (YEL 16ga )
VEC-91
9C
F54
5
P1 P2
VEC-91
2E
712 BUSS
F26
15
11 BUSS
VEC91-P2
1
11ONS-002-AA1 (LBL 20ga )
IM1
P01
HEADLIGHT LAMP SWITCH
P02
J02
SH7:F-19
49-003-CC2 (TAN 16ga )
SH8:G-9
49-002-CC1 (TAN 16ga )
B
1
SH8:K-2
3 3
4 4
D D
PC1501a
41L-000-CC3 (LBL 16ga )
41L-001-CC3 (LBL 16ga )
L1
41H-004-CC3 (TAN 16ga )
SWITCH COMBO
TB10
6 6
A1
A3 A4
0-100-CC3 (BLK 16ga )
DIMMER SW
P121
P25
PC1709
SH8:E-9
D4 D2
D3
SH10:J-20
41TS-010-CC3 (DGR 16ga )
3
5
41H-000-CC3 (TAN 16ga )
P121
SPR1-000-AC3 (DGR 14ga )
59 59
SPR1-001-CC3 (DGR 14ga )
60 60
61 61
62 62
63 63
64 64
K1
K3
P03
2 2
58B-06-00290
3 3
P18
R27
TB34
SH8:I-14
41H-004-CC3 (TAN 16ga )
18 18
41H-001-AC3 (TAN 16ga )
B1 B2
41H-002-AA1 (TAN 18ga )

F6
11 BUSS
25
12F
1 88
11HL-000-AA1 (BRN 10ga )
VEC-89
41L-002-CC3 (LBL 16ga )
41L-004-AC3 (LBL 16ga )
C1 C2
5690661711
GB10 FRT CAB GND
0-178-CC1 (BLK 16ga )

0-187-CC1 (BLK 16ga )
1 B2
20 20
21 21
OP-CAB
OVERHEAD
SPARE WIRES
J04
GB31-B
1 B1
0-015-AA2 (BLK 16ga )
LAMP HIGH MOUNT LEFT HI-BEAM
TB34
1
41HB-000-AA2 (LTG 10ga )
F1 F2
F4
41HB-001-AA1 (LTG 14ga )

SH5:H-5
0-129-AA1 (BLK 14ga )
41 41
42 42
41HB-005-AJ1 (LTG 14ga )
41HB-006-JL1 (LTG 14ga )
0-110-AJ1 (BLK 14ga )
0-111-JL1 (BLK 14ga )
1
2
HMLHB PC2617
41L-005-AA1 (LBL 16ga )
LAMP LOW MOUNT LEFT HI-BEAM
41HB-002-AA1 (LTG 14ga )

J03
OP-CAB
LOWER FRT
SPARE WIRES
SH4:F-6
PC1903
TB34
SH8:J-14
88a 1
0-014-AA2 (BLK 16ga )
OP-CAB
LOWER DASH
SPARE WIRES
J03
P04
RELAY HI-BEAM
HEADLIGHT
(HBHR)
86
85 1
1
+
OP-CAB
CENTER CONSL
SPARE WIRES
1 1
49-001-CC1 (TAN 16ga )

1
SH8:L-2
TB10
AUX BOX
SPARE
WIRES
41H-006-CC1 (TAN 16ga )
41L-002-CC3 (LBL 16ga )
ACTIA DISPLAY PANEL DIMMER
41TS-006-CC1 (DGR 16ga )

49-005-CC1 (TAN 16ga )
SPARE WIRES - AUXB TO CAB
SH9:G-5
0-186-CC3 (BLK 16ga )
41TS-000-CC3 (DGR 16ga )
TB10
C C
11L-010-CC3 (YEL 16ga )
41TS-002-CC2 (DGR 16ga )
5 5
P25
SH4:J-10
P903
A A
A1 A2
1 D3
TB22
SH8:F-13
SH8:D-16
712G-001-AC4 (LTG 16ga )
SWITCH HEADLIGHTS
41TS-005-AA1 (DGR 18ga )
712G-001-AC4 (LTG 16ga )
712G-000-AA1 (LTG 16ga )
41TS-001-CC3 (LBL 16ga )
TB34
23 23
11DISP-003-CC1 (YEL 16ga )

1
2
3
4
5
6
7
8
1
2
3
4
5
6
7
8
DIMMER
IM ON SIGNAL
MODE SW 4
PC2834
TB23
CNP1
(GRAY)
SH4:J-13
PC1938
SH9:I-8
712G-002-AC1 (LTG 16ga )
PC1939
0-185-CC1 (BLK 16ga )
55D-002-AA1 (PUR 20ga )
11RWL-001-AC1 (PUR 16ga )
IM ON SIGNAL
22 22
GB10 FRT CAB GND
2D
55C-002-AA1 (YEL 20ga )
D10
P902
PC1339
712 BUSS
TB23
6
3
4
11RWL-CC1 (PUR 16ga )

24VIM-004-CC1 (LBL 16ga )
KEY SWITCH
LEFT TURN
RIGHT TURN
F64
S1 S2
712G-005-CC4 (LTG 16ga )
SONALERT
(SONA)
58B-06-00190
470.0
R16
SH8:J-14
55D-001-AC1 (PUR 16ga )
IM2
PC2834
24SON-002-CC4 (LBL 16ga )

712G-003-CC1 (LTG 16ga )
45LL-005-CC1 (BRN 16ga )

45RL-005-CC1 (DBL 16ga )
41H-006-CC1 (TAN 16ga )
D9
P21
R1 R2
P01
PB1951
1
2
3
4
5
6
7
8
1
2
3
4
5
6
7
8
712G-004-CC1 (LTG 16ga )
CNP2
(BLACK)
55C-001-AC1 (YEL 16ga )
0-184-CC1 (BLK 16ga )
PC1150
24V BATT+
GND
CAN/RPC-H
CAN/RPC-L
1
2
3
4
5
6
7
8
55B-000-CC1 (DBL 16ga )
1
2
3
4
OIL TEMP GAUGE
RIGHT TURN
WARNING LAMP RETURN

WARNING LAMP +24V
PC1938
3 3
TB10
LEFT
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
MODE SW 1
JB4D
HIGH BEAM
WARNING LAMP
1 2
+7.5V
1
GND
2
LIN
3
4
COMMUNICATION
TO SLAVE DEVICES
DRIVE SYSTEM TEMP GAUGE
55A-002-AA1 (LBL 20ga )
P21
+7.5V 1
GND
2
LIN
3
4
+7.5V
GND
LIN
P20
C C
71LS-008-CC1 (DGR 16ga )
SPEEDOMETER & DISPLAY

(MASTER GAUGE)
N1 N2
PC1945
5 5
PC1942
PC1942
POWER 7.5V
GND
LIN
+7.5V 1
GND
2
LIN
3
4
6 6
3
4
5
6
7
8
HIGH BEAM
POWER
LEFT TURN
HIGH BEAM
RIGHT TURN
NOT USED
1 2 3 4
55A-001-AC1 (LBL 16ga )
PC3385
INTERFACE MODULE
24 24
D D
1
2
1 2 3 4
1 2 3 4
TB26
55A-000-CC1 (LBL 16ga )
0-182-CC1 (BLK 16ga )

0-183-CC1 (BLK 16ga )
ACTIA DASH DISPLAY
+7.5V 1
GND
2
LIN
3
4
PC1942
0-181-CC1 (BLK 16ga )
C C
P20
1
2
3
4
5 5
71LS-006-CC1 (DGR 16ga )

71LS-007-CC1 (DGR 16ga )
ACTIA STATUS PANEL

PC3588
B B
P03
SH5:H-5
0-128-AA1 (BLK 14ga )
43 43
41HB-007-AJ1 (LTG 14ga )
41HB-008-JL1 (LTG 14ga )
44 44
0-112-AJ1 (BLK 14ga )
0-121-JL1 (BLK 14ga )
1
2
LMLHB PC2617
J12
P12
J542
P542
LAMP HIGH MOUNT RIGHT HI-BEAM
41HB-003-AA1 (LTG 14ga )

SH5:H-9
0-127-AA1 (BLK 14ga )
41 41
42 42
41HB-009-AH1 (LTG 14ga )
41HB-010-HL1 (LTG 14ga )
0-122-AH1 (BLK 14ga )
0-123-HL1 (BLK 14ga )
1
2
HMRHB PC2617
LAMP LOW MOUNT RIGHT HI-BEAM
41L-006-AA1 (LBL 16ga )
11 BUSS
F4
15
9A
11LL-000-AA1 (GRY 10ga )
RELAY HEADLIGHT
LOW MOUNT
(HLMR)
+
86
85
1 87
41HB-004-AA1 (LTG 14ga )

0-016-AA2 (BLK 16ga )
SH9:F-14
0-126-AA1 (BLK 14ga )
30 1
41LM-000-AA1 (GRY 14ga )

SH5:H-5
11 BUSS
F5
15
9G
VEC-89
11LR-000-AA1 (PNK 10ga )
RELAY HEADLIGHT
HIGH MOUNT
(HHMR)
+
86
85
1 87
30 1
PB7276
0-055-AA1 (BLK 14ga )
41HB-012-HL1 (LTG 14ga )
0-124-AH1 (BLK 14ga )
0-125-HL1 (BLK 14ga )
41LM-001-AA1 (GRY 14ga )

SH5:I-9
0-013-AA2 (BLK 16ga )

0-157-AA2 (BLK 16ga )
0-008-AA1 (BLK 14ga )
P543
LAMP LOW MOUNT LEFT LOW-BEAM
39 39
41LM-002-AJ1 (GRY 14ga )
41LM-003-JL1 (GRY 14ga )
40 40
0-114-AJ1 (BLK 14ga )
0-113-JL1 (BLK 14ga )
P12
39 39
40 40
J11
41HM-000-AA1 (PNK 14ga )
J542
1
2
LAMP LOW MOUNT RIGHT LOW-BEAM
P542
41LM-004-AH1 (GRY 14ga )
41LM-005-HL1 (GRY 14ga )
0-116-AH1 (BLK 14ga )
0-115-HL1 (BLK 14ga )
0-094-AA1 (BLK 14ga )
P11
J543
45 45
41HM-002-AJ1 (PNK 14ga )
46 46
0-118-AJ1 (BLK 14ga )
P543
9
10 10
LAMP HIGH MOUNT LEFT LOW-BEAM
41HM-003-JL1 (PNK 14ga )
0-117-JL1 (BLK 14ga )
HMLLB PC2618
J12
SH5:I-9
J543
LMRLB PC2618
SH11:D-11
SH5:H-5
P11
LMLLB PC2618
41HM-001-AA1 (PNK 14ga )
HEADLIGHT LAMPS
LMRHB PC2617
J11
J12
41L-006-AA1 (LBL 16ga )
44 44
41HB-011-AH1 (LTG 14ga )
0-013-AA2 (BLK 16ga )
PB7276
VEC-89
SH5:I-9
43 43
0-084-AA1 (BLK 14ga )
P12
J542
45 45
41HM-004-AH1 (PNK 14ga )
46 46
0-119-AH1 (BLK 14ga )
LAMP HIGH MOUNT RIGHT LOW-BEAM
P542
9
10 10
41HM-005-HL1 (PNK 14ga )
0-120-HL1 (BLK 14ga )
HMRLB PC2618
J11
P11
J543
P543
58E-06-02000-00
NOV 11
830E-1AC
A40851 & UP
Sheet 8 of 20
J11-CC3 (WHT 18ga )

SWITCH FOG LAMP (OPT)
A A
71LS-003-CC3 (DGR 16ga )

71LS-004-CC3 (DGR 16ga )
SH11:C-8
0-268-CC3 (BLK 16ga )
B B
FOG LAMPS
0-150-CC3 (BLK 16ga )
3 3
1 1
6
5 5
4
C C
48F-001-AC3 (GRY 16ga )
E1 E2
LAMP RIGHT FOG

1
48F-002-AA1 (GRY 18ga )
48LF-001-AA1 (GRY 14ga )
1B
0 BUSS
J03
GB10
D D
P22
55 55
48F-000-CC3 (GRY 16ga )
TB34
1 A3
0-151-CC3 (BLK 16ga )
P03
85
F62
11 BUSS
87
15
TB10
TB23
SH14:D-1
71LS-011-CC3 (DGR 16ga )
C2 C1
SH15:H-2
71LS-009-CC2 (DGR 16ga )
C4 C3
71LS-002-CC1 (DGR 16ga )

71LS-005-CC1 (DGR 16ga )
71LS-001-AC1 (DGR 16ga )
M2 M1
71LS-000-AA1 (DGR 16ga )
F44
4D
48LF-000-AA1 (GRY 12ga )
D1 D2
J01
38 38
J11
1
48LF-003-AH1 (GRY 14ga )
48LF-005-HL1 (GRY 14ga )
0-103-AH1 (BLK 14ga )
0-102-HL1 (BLK 14ga )
P11
J543
PC2619
P543
48LF-001-AA1 (GRY 14ga )
LAMP LEFT FOG
48LF-002-AA1 (GRY 14ga )
37 37
SH5:H-5
38 38
0-425-AA1 (BLK 14ga )
J12
71CK BUSS
VEC-89
SH8:B-8
0-104-AA1 (BLK 14ga )
TB34
FOG LAMP (OPT)

RELAY 40
J10-CC3 (WHT 18ga )

71LS-003-CC3 (DGR 16ga )
1D
30
87a
P22
PC1496
SH5:H-9
VEC-89
86
37 37
48LF-004-AJ1 (GRY 14ga )
48LF-006-JL1 (GRY 14ga )
0-106-AJ1 (BLK 14ga )
0-105-JL1 (BLK 14ga )
P12
J542
PC2619
P542
P01
RIGHT DECK LAMPS

LAMP DECK LADDER LIGHT #1
48-001-AA1 (DBL 14ga )

SH5:I-9
LADDER LAMPS
48-002-AA1 (DBL 14ga )

A
48A-007-JJ2 (YEL 16ga )
48B-007-JJ2 (PUR 16ga )
48C-007-JJ2 (ORG 16ga )
2 1
1 1
48B-006-CC3 (PUR 16ga )
P535
VA2828
SWITCH CAB LADDER LIGHT
A A
11L-008-CC3 (YEL 16ga )
53 53
48B-001-AC3 (PUR 16ga )
K1 K2
48B-002-AA1 (PUR 18ga )
26 26
1 1
48A-000-CC3 (YEL 16ga )
54 54
48A-001-AC3 (YEL 16ga )
J1
J2
48A-002-AA1 (YEL 18ga )
25 25
4
C C
J03
D D
PC1502
J12
P03
48B-003-AJ1 (PUR 16ga )
A4
J535
27 27
48B-003-AJ1 (PUR 16ga )
P12
P24
48A-004-AA1 (YEL 18ga )
11DSL-000-AA1 (RED 12ga )
1 1
48C-003-AH1 (ORG 16ga )
48B-005-AH1 (PUR 16ga )
P11
48B-008-HH2 (PUR 16ga )
J3
J1
48A-008-HH2 (YEL 16ga )
P121
J03
45R-000-CC3 (LBL 16ga )
11
PC1709
41TS-005-AA1 (DGR 18ga )
11F
0 BUSS
R1 R2
712T-000-AA1 (BRN 16ga )
H 11H
VEC91-P11
A
11L-000-AA1 (YEL 14ga )
F52
VEC-91
VEC-91
3A
45R-001-CC3 (LBL 16ga )
11 BUSS
P1 P2
R1 R2
19 19
J03
D13
TB22
45L-003-AC3 (DGR 16ga )

45R-003-AC3 (LBL 16ga )
P121
TB23
712T-001-AC3 (BRN 16ga )
TB10
M3 M1
45L-004-AA1 (DGR 16ga )
0 BUSS
45R-004-AA1 (LBL 16ga )
45R-002-CC3 (LBL 16ga )
SH8:I-8
11L-004-CC3 (YEL 16ga )

TB22
TB10
C4
P03
J03
11L-002-CC3 (YEL 14ga )

SH9:F-1
SH14:D-1
11L-008-CC3 (YEL 16ga )
G1 G3
H2 H1
A A
SP732
11L-009-CC3 (YEL 16ga )

11L-006-CC3 (YEL 16ga )
B B
5 5
C C
11L-003-CC3 (YEL 14ga )
P36
11L-005-CC4 (YEL 16ga )
48-000-AA1 (DBL 8ga )
T1 T2
V2
0-162-AA1 (BLK 14ga )
CDL
P04
J04
VE5837
48 48
0-170-AJ1 (BLK 14ga )
29 29
0-171-GJ1 (BLK 14ga )
PC0493
LDLLT AK7503 LDLLT
48-013-AJ1 (DBL 14ga )
22 22
0-172-AJ1 (BLK 14ga )
23 23
48-014-GJ1 (DBL 14ga )
0-173-GJ1 (BLK 14ga )
J544_CP
J544
P544
J12
P12
J540
48-019-JJ4 (DBL 14ga )
LDLT AK7503 LDLT
0-449-JJ4 (BLK 14ga )
P540
LAMP CONTROL CABINET WORK LIGHT #1
0-161-AA1 (BLK 14ga )
16 16
48-015-AJ2 (DBL 14ga )
17 17
0-174-AJ2 (BLK 14ga )
P565
11G
48-016-JT1 (DBL 14ga )

0-175-JT1 (BLK 14ga )
SP151
48-017-JT1 (DBL 14ga )
SP150
CDL1 AK4619 CDL1
J565
0-176-JT1 (BLK 14ga )
P14
LAMP CONTROL CABINET WORK LIGHT #2

1
TB35
G
41T-000-AA1 (TAN 14ga )
E1 E2
E4
F11
15
LAMP MARKER/TURN LEFT SIDE DECK
45LL-001-AA1 (BRN 16ga )

41T-001-AA1 (TAN 16ga )
PWR
LOAD
SH5:J-9
GND
0-134-AA1 (BLK 16ga )
45LL-002-AJ1 (BRN 16ga )
45LL-003-GJ1 (BRN 16ga )
41T-003-AJ1 (TAN 16ga )
41T-004-GJ1 (TAN 16ga )
0-136-AJ1 (BLK 16ga )
0-137-GJ1 (BLK 16ga )
85
J12
P12
J540
P36
P540
P503
SH14:I-19
45LL-004-GG1 (BRN 16ga )
30
85
45LL-000-AA1 (BRN 14ga )

SH8:E-12
45LL-006-AC1 (BRN 16ga )
1
1
TB35
J1
J2
J3
J4
41T-013-AA1 (TAN 16ga )

45LL-007-AA1 (BRN 16ga )
SH5:I-5
24 24
45LL-011-AJ2 (BRN 16ga )
0-149-AJ2 (BLK 16ga )
12A
45RL-000-AA1 (DBL 14ga )

SH8:E-12
45RL-006-AC1 (DBL 16ga )
TB35
K1 K2
K3 K4
45RL-001-AA1 (DBL 16ga )

41T-002-AA1 (TAN 16ga )
SH5:H-9
0-135-AA1 (BLK 16ga )
0-139-GG1 (BLK 16ga )
J503
LAMP MARKER/TURN LEFT FRT DECK

A
45LL-010-GG1 (BRN 16ga )
45RL-002-AH1 (DBL 16ga )
45RL-003-FH1 (DBL 16ga )
41T-008-AH1 (TAN 16ga )
41T-009-FH1 (TAN 16ga )
0-141-AH1 (BLK 16ga )
0-142-FH1 (BLK 16ga )
45RL-004-FF1 (DBL 16ga )
P502
SH14:G-19
SH5:J-5
SP145
SP146
41T-010-FF1 (TAN 16ga )
0-146-AA1 (BLK 16ga )

41T-015-AA1 (TAN 16ga )
45RL-008-AA1 (DBL 16ga )
45LL-008-AA1 (BRN 16ga )
14 14
19 19
J502
SP149
41T-016-AH2 (TAN 16ga )

45RL-010-AH2 (DBL 16ga )
SP148
C
B
41T-017-AH2 (TAN 16ga )
45RL-011-AH2 (DBL 16ga )
P731
18 18
41T-018-AH2 (TAN 16ga )

P16
45RL-012-AH2 (DBL 16ga )

45LL-012-AH2 (BRN 16ga )
45RL-007-FF1 (DBL 16ga )

41T-011-FF1 (TAN 16ga )
RCL1
RCL1
XB3719
0-144-FF1 (BLK 16ga )

LAMP MARKER/TURN RIGHT SIDE DECK
0-364-FF1 (BLK 16ga )
0-156-AH2 (BLK 16ga )
15 15
XB3719
LAMP MARKER/TURN RIGHT FRT DECK
0-143-FF1 (BLK 16ga )

SP147
P541
LCL2
0-140-GG1 (BLK 16ga )
P14
J541
LCL2
OPTIONAL
LEFT SIDE
MARKER/
TURN
P11
XB3719
J732_CP
P732
J14
86
30
41T-014-AJ2 (TAN 16ga )
0-147-AA1 (BLK 16ga )
J11
SH12:O-10
LCL1
0-363-GG1 (BLK 16ga )
12 12
LCL1
41T-006-GG1 (TAN 16ga )
41T-007-GG1 (TAN 16ga )

12C
45LL-009-GG1 (BRN 16ga )
0-138-GG1 (BLK 16ga )
0-133-CC3 (BLK 16ga )
0-132-CC3 (BLK 16ga )
SP143
41T-005-GG1 (TAN 16ga )
86
RIGHT TURN
RELAY 12
SP144
SP142
J16
48-012-GJ1 (DBL 14ga )
50 50
LAMP CAB DOME

2
28 28
D D
J21-CC3 (BLK 18ga )
11L-007-AC4 (YEL 16ga )
48-011-AJ1 (DBL 14ga )
1 1
EB7418
SH5:I-5
TB26
1
3 3
47 47
49 49
48-004-AA1 (DBL 14ga )
VEC-89
87a
45LR-007-CC3 (DGR 16ga )
11L-010-CC3 (YEL 16ga )
LEFT DECK LAMPS
VEC-89
30
87a
87
45LR-002-CC3 (LTG 16ga )
SWITCH HAZARD LIGHTS
11L-001-AC3 (YEL 14ga )
87
12B
D4
1
P541
VEC-89
LEFT TURN
RELAY 11
0 BUSS
PC2834
86
87a
45L-002-CC3 (DGR 16ga )
C1 C2
15
12D
P03
11 BUSS
15
J541
FLASHER
RELAY 13
712 BUSS
VEC91-P3
F8
85
87
F35
P11
RDLT AK7503 RDLT
0-169-FH1 (BLK 14ga )
48C-003-AH1 (ORG 16ga )
45L-001-CC3 (DGR 16ga )

17 17
22 22
0-177-JT1 (BLK 14ga )
11 BUSS
SWITCH COMBO
0-168-AH1 (BLK 14ga )
48A-005-AH1 (YEL 16ga )
0 BUSS
1
50 50
48-010-FH1 (DBL 14ga )
LAMP DECK LIGHT #1 (OPT LOCATION)

SH8:N-9
0-016-AA2 (BLK 16ga )
MARKER LAMP
RELAY 8
21 21
0-237-AA2 (BLK 16ga )
PC1903
48-009-AH1 (DBL 14ga )
CDL2 AK4619 CDL2
TB10
P03
RDLLT AK7503 RDLLT
0-167-FH1 (BLK 14ga )
48B-005-AH1 (PUR 16ga )
45L-000-CC3 (DGR 16ga )
10
88a 1
49 49
J14
45L-005-CC2 (DGR 16ga )
1 88
0-163-AA1 (BLK 14ga )
SH5:I-5
45R-005-CC2 (LBL 16ga )
SH15:J-3
12G
RELAY ACCESS
LADDER LIGHT
(ALLR)
86
85 1
+
J11
FRONT TURN / CLEARANCE LAMPS / HAZARD SWITCH
712T-002-CC3 (BRN 16ga )
29 29
48-018-JT1 (DBL 14ga )
SH8:J-4
56 56
0-166-AH1 (BLK 14ga )
J534
48C-008-HH2 (ORG 16ga )
20
48-003-AA1 (DBL 14ga )
24 24
P11
VA2828
SH15:J-3
F10
48-005-AA1 (DBL 14ga )
48A-005-AH1 (YEL 16ga )
P534
48C-000-AA1 (ORG 18ga )
P12
23 23
SWITCH RIGHT LADDER LIGHT

GND LVL (OPT LOCATION)
(RLSW)
L1
48A-003-AJ1 (YEL 16ga )
22 22
J11
J12
11 BUSS
48B-004-AA1 (PUR 18ga )
TURN SW
48 48
48-007-FH1 (DBL 14ga )
LAMP DIAGONAL LADDER LIGHT #1
SH5:I-5
TB34
48C-001-AA1 (ORG 18ga )

48C-002-AA1 (ORG 18ga )
SH8:I-11
0-186-CC3 (BLK 16ga )
48A-006-CC3 (YEL 16ga )
TO
CAMERA
SYSTEM
28 28
J11
TB34
48B-000-CC3 (PUR 16ga )
5 5
0-188-CC3 (BLK 16ga )
0-164-AA1 (BLK 14ga )
48A-003-AJ1 (YEL 16ga )
48C-004-AJ1 (ORG 16ga )
3 3
6
SH5:I-9
48C-004-AJ1 (ORG 16ga )
SH11:B-8
0-101-CC3 (BLK 16ga )
B B
P24
48-006-AH1 (DBL 14ga )
LAMP DECK LIGHT #2

SWITCH LEFT LADDER
LIGHT GND LVL
(LLSW)
SH9:L-3
0-165-AA1 (BLK 14ga )
47 47
45RL-009-FF1 (DBL 16ga )

41T-012-FF1 (TAN 16ga )
OPTIONAL
RIGHT SIDE
MARKER/
TURN
RCL2
RCL2
XB3719
0-145-FF1 (BLK 16ga )
J731_CP
SH11:F-12
SH11:G-11
SH11:G-11
TO REAR AXLE
TURN /
CLEARANCE
LIGHTING
58E-06-02000-00
NOV 11
830E-1AC
A40851 & UP
Sheet 9 of 20
REVERSE MODE RELAY DRIVER
72A-000-AA3 (PNK 18ga )
GE INTERFACE AND WHEEL MOTOR SPEED SENSORS

VEC-91
TB21
E1
TB33
P304
MC242
RH FT WHEEL SP +15V Q
M1 M2
L4
MC242
15SRW-002-AA3 (RED 18ga )
RH FT WHEEL SP SIGNAL
33RF-002-AA3 (WHT 18ga )
L1 L2
RH FT WHEEL SP COMM
0RF-002-AA3 (BLK 18ga )
K1 K2
RH FT WHEEL SP COMM 2
0RF-003-AA3 (BLK 18ga )
K3
RH FT WHEEL SP SHIELD
J1
SHIELD-245
SHIELD-245
LH FT WHEEL SP +15V
15SLW-002-AA3 (RED 18ga )
LH FT WHEEL SP SIGNAL W
MC244
R4
33LF-002-AA3 (WHT 18ga )
R1 R2
0LF-002-AA3 (BLK 18ga )
P1 P2
LH FT WHEEL SP COMM 2
0LF-003-AA3 (BLK 18ga )
P3
LH FT WHEEL SP SHIELD
LH FT WHEEL SP COMM
SHIELD-246
SHIELD-246
1
2
AHT RH WHEEL
SPD RESISTOR
(OPT) R56
J56_CP
P56
MC239
33RF-001-AA1 (WHT 18ga )
0RF-001-AA1 (BLK 18ga )
15RFWS-001-AA1 (RED 18ga )
SHIELD-240
15SLW-001-AA1 (RED 18ga )
VEC-91
F59
1B
1A
MC238
15LFWS-003-AA1 (RED 18ga )
SP729
1
2
0LF-001-AA1 (BLK 18ga )
LH RR WHEEL SP +15V
LH RR WHEEL SP COMM
77P-003-AA3 (RED 18ga ) TW1
A1
A2
77G-003-AA3 (BLK 18ga ) TW1
B1 B2
77P-002-AA1 (RED 18ga )
MC217
2C C
33RF-000-AR1 (WHT 16ga )
SIGNAL
0RF-000-AR1 (BLK 16ga )
GROUND
SHIELD-230 D SHIELD
SHIELD-230
J57_CP
MC238
33LF-001-AA1 (WHT 18ga )
0LF-001-AA1 (BLK 18ga )
F1
2F
+V SUPPLY
VEC-89
77G-001-AA1 (BLK 18ga ) TW1
MC234
15LFWS-000-AR1 (RED 16ga )
+V SUPPLY
33LF-000-AR1 (WHT 16ga )
SIGNAL
0LF-000-AR1 (BLK 16ga )
GROUND
MC205
MC205
15LRW-000-AD1 (RED 18ga ) TW1
77G-000-AD1 (BLK 18ga ) TW1
C1 C2
77C-001-AA1 (WHT 18ga ) TW2
77C-000-AD1 (WHT 18ga ) TW2
LH RR WHEEL SP SIGNAL -V2 D
77DP-003-AA3 (BLK 18ga ) TW2
D1 D2
77DP-001-AA1 (BLK 18ga ) TW2
77DP-000-AD1 (BLK 18ga ) TW2
77B-000-AD1 (GRN 18ga ) TW3
77DN-000-AD1 (BLK 18ga ) TW3
E1 E2
77B-001-AA1 (GRN 18ga ) TW3
LH RR WHEEL SP SIGNAL -V1
77DN-003-AA3 (BLK 18ga ) TW3
F1 F2
77DN-001-AA1 (BLK 18ga ) TW3
LH RR WHEEL SP SHIELD
P301 CONTINUITY CHECK2
P301 CONTINUITY CHECK1
RH RR WHEEL SP +15V
RH RR WHEEL SP COMM
SHIELD-227
SHIELD-277-AA3 (BLK 18ga )
SHIELD-227
G1 G2
SP766
SHIELD-217
SHIELD-211
SP768 SHIELD-211
SP767
SHIELD-205-AD1 (BLK 18ga )
SHIELD-205A-AD1 (BLK 18ga )
SP742
MC221 TB29
MC221
714P-003-AA3 (RED 18ga ) TW1
H1 H2
714G-003-AA3 (BLK 18ga ) TW1
J1
J2
RH RR WHEEL SP SIGNAL +V2 m
714A-003-AA3 (WHT 18ga ) TW2
K1 K2
RH RR WHEEL SP -V2 n
714DP-003-AA3 (BLK 18ga ) TW2
714B-003-AA3 (GRN 18ga ) TW3
RH RR WHEEL SP -V1 q
714DN-003-AA3 (BLK 18ga ) TW3

SHIELD-223
VEC-91
F60
2F
MC213
3F F
MC213
15RRW-001-AA1 (RED 18ga ) TW1
714G-001-AA1 (BLK 18ga ) TW1
14 14
714G-000-AD1 (BLK 18ga ) TW1
714A-001-AA1 (WHT 18ga ) TW2
15 15
714A-000-AD1 (WHT 18ga ) TW2
L1 L2
714DP-001-AA1 (BLK 18ga ) TW2
16 16
714DP000-AD1 (BLK 18ga ) TW2
M1 M2
714B-001-AA1 (GRN 18ga ) TW3
17 17
714B-000-AD1 (GRN 18ga ) TW3
N1 N2
714DN-001-AA1 (BLK 18ga ) TW3
18 18
714DN-000-AD1 (BLK 18ga ) TW3
P1 P2
SHIELD-213
SP765
SHIELD-213
ENG SP REF PASS MAG PICK-UP
ENG SP COMM
ENG SP SHIELD
TB33
74X-002-AA3 (WHT 18ga )

74Z-002-AA3 (BLK 18ga )
SHIELD-257
SHIELD-257
T1 T2
W1 W2
V1 V2
P301
P
BUFFERED RH RR SP SIG POS
BUFFERED RH RR SP SIG RET
BUFFERED LH RR SP SIG RET
714Z-000-AA3 (WHT 18ga )

MC246
MC248
BUFFERED LH RR SP SIG POS W

BUFFERED LH RR SP SIG SHIELD
P305 CONN INSTALL CHECK
714Y-000-AA3 (BLK 18ga )
MC246
MC248
77Y-000-AA3 (BLK 18ga )

77Z-000-AA3 (WHT 18ga )
SHIELD-252
SHIELD-252
G1
C1
D1
E1
F1
H1
74X-001-SS1 (WHT 18ga )
SHIELD-260
MC252
SHIELD-260
SH7:F-19
49-007-CC2 (TAN 16ga )
71H-002-CC2 (LBL 16ga )
R1 R2
71H-001-AC2 (LBL 16ga )
11 11
STORE DATA
73DS-000-AA3 (TAN 18ga )
S1 S2
73DS-001-AC2 (TAN 16ga )
12 12
31RR-002-AA3 (LTG 18ga )

P304
RETARD SP CONT POT WIPER
RETARD SP CONT POT GND
72AUT-000-AA3 (BLK 18ga )

SHIELD-277
E1 E2
73DS-003-AC4 (TAN 16ga )
TB21
y
t
ACCEL SHIELD
33RR-002-AC2 (WHT 18ga )
63 63
0-316-AA3 (BLK 18ga )
G1 G2
0-315-AC2 (BLK 18ga )
62 62
G3
M1 M2
M3 M4
MC262
10V-000-AA3 (LBL 18ga )
0ACL-002-AA3 (BLK 18ga )
SHIELD-274
SHIELD-274
N1 N3
MC261
10V-001-AC2 (RED 18ga )
MC261
10V-008-AC1 (RED 18ga )
64 64
TB31
10V-010-AC1 (RED 18ga )
W4 W2
0ACL-001-AC1 (BLK 18ga )
V3 V2
V1 V4
MC270
RETARD LEVER SIG
J701
S1 S2
AHT
AUXBOX CONNECTOR
(OPT)
74N-002-AA3 (WHT 16ga )
J6-AA7 (BLK 18ga )
0LEV-002-AA3 (BLK 18ga )
8
8
J5-AA7 (BLK 18ga )
P701 J701
AHT
AUXBOX CONNECTOR
(OPT)
52R-002-AA3 (WHT 18ga )

5
52RA-001-AA3 (WHT 18ga )

5
P303
SP740
TB31
2-3
2-4
J3
J2
J4
F45
2E
71P-000-AA1 (BRN 14ga )
SP166
J563_CP
0-272-JJ1 (BLK 14ga )
J563
P14
21 21
J540
42SL-002-GJ1 (ORG 16ga )
P540
SWITCH RIGHT ENGINE
SERVICE LAMP (RESLS)
2 1
3
42A-000-GJ1 (LTG 16ga )
19 19
42A-001-AJ1 (LTG 16ga )
19 19
42A-002-AA1 (LTG 16ga )
19 19
42A-003-AH1 (LTG 16ga )
19 19
42A-004-FH1 (LTG 16ga )
42B-000-GJ1 (BRN 16ga )
20 20
42B-001-AJ1 (BRN 16ga )
20 20
42B-002-AA1 (BRN 16ga )
20 20
42B-003-AH1 (BRN 16ga )
20 20
42B-004-FH1 (BRN 16ga )
2
3
VA2828
P540
J540
42-008-AA1 (BRN 14ga )

42-007-AA1 (BRN 14ga )
P12
TB35
M1 M2
M3
J12
J11
P11
J541
P541
42-001-AA1 (BRN 14ga )
0-288-FH1 (BLK 16ga )
LAMP LEFT UPPER ENGINE SERVICE

1
42-012-GJ1 (BRN 14ga )
15 15
42-009-AJ1 (BRN 14ga )
15 15
16 16
0-276-AJ1 (BLK 14ga )
16 16
17 17
42-010-AJ1 (BRN 14ga )
17 17
18 18
0-279-AJ1 (BLK 14ga )
18 18
LAMP RIGHT UPPER ENGINE SERVICE
LUESL AK7503 LUESL
0-277-GJ1 (BLK 14ga )
LAMP LEFT LOWER ENGINE SERVICE

1
42-011-GJ1 (BRN 14ga )
15 15
SH5:J-9
0-426-AA1 (BLK 14ga )
0-280-GJ1 (BLK 14ga )
SH5:H-9
16 16
0-421-AA1 (BLK 14ga )
J540
P12
17 17
42-004-AH1 (BRN 14ga )
0-283-FH1 (BLK 14ga )
LAMP RIGHT LOWER ENGINE SERVICE

1
42-005-FH1 (BRN 14ga )
0-287-FH1 (BLK 14ga )
RLESL AK7503 RLESL
SH5:I-9
J12
42-006-FH1 (BRN 14ga )
16 16
0-282-AH1 (BLK 14ga )
17 17
SH5:H-5
0-424-AA1 (BLK 14ga )
15 15
42-003-AH1 (BRN 14ga )
RUESL AK7503 RUESL
LLESL AK7503 LLESL
18 18
0-420-AA1 (BLK 14ga )
18 18
0-285-AH1 (BLK 14ga )
P11
J541
SP165
0-286-FH1 (BLK 14ga )
P541
71CK BUSS
15
VEC-91
9E
F56
11 BUSS
20
JB4B
SWITCH
DATA STORE
(DSSW)
D2
PC1150
T2 T1
SWITCH LEFT WINDOW
0-191-CC3 (BLK 14ga )

1
32 32
67P-001-AC3 (YEL 14ga )
67P-004-CC3 (YEL 14ga )
33 33
67P-002-AC3 (YEL 14ga )
67P-003-CC3 (YEL 14ga )
SP135
1
6
67P-005-CC3 (YEL 14ga )

67P-006-CC3 (YEL 14ga )
SWITCH RETARD
SPEED CONTROL
(RSCS)
NO
49-008-CC2 (TAN 16ga )

33RS-000-CC2 (LBL 16ga )
0-312-CC2 (BLK 18ga )
MOTOR LEFT WINDOW
67M-001-CC3 (GRY 14ga )
5 5
SWITCH RIGHT WINDOW
GB12 REAR CAB
33RR-001-CC2 (WHT 16ga )
C2
S2 S1
0-198-CC3 (BLK 14ga )
TB24
1
34 34
67R-001-AC3 (PUR 14ga )
35 35
67R-002-AC3 (PUR 14ga )
P03
67R-004-CC3 (PUR 14ga )

67R-003-CC3 (PUR 14ga )
SP138
67R-005-CC3 (PUR 14ga )

67R-006-CC3 (PUR 14ga )
0-200-CC3 (BLK 14ga )
4 4
A A
MC260
RSP
67R-000-AA1 (PUR 12ga )
9G
VEC-91
F62
1
2
3
4
41TS-010-CC3 (DGR 16ga )
SH8:J-10
41TS-011-CC3 (DGR 16ga )
SH6:J-12
SM2740
MOTOR RIGHT WINDOW
67S-001-CC3 (DBL 14ga )

67T-001-CC3 (LBL 14ga )
C C
PC0490
P059
MOTOR
41TS-008-CC3 (DGR 16ga )
67S-000-CC3 (DBL 16ga )
SP782
67T-000-CC3 (LBL 16ga )
SP783
B
A
P058
MOTOR
SM2740
41TS-007-CC3 (DGR 16ga )
P071
OP-CAB WINDOW MOTOR
11 BUSS
20
JB6A
PC1150
5 5
D D
P071
RETARD SPEED CONTROL

C C
1
1
6 6
0-201-CC3 (BLK 18ga )
J03
A A
B B
0-197-CC3 (BLK 18ga )
67L-000-CC3 (PNK 16ga )
SP779
B
A
41TS-009-CC3 (DGR 16ga )

41TS-004-CC3 (DGR 16ga )
P072
PC0490
67M-000-CC3 (GRY 16ga )
SP778
67L-001-CC3 (PNK 14ga )
C C
D D
P072
0-314-CC2 (BLK 18ga )

33RS-000-CC2 (LBL 16ga )
10V-006-CC2 (RED 18ga )
4 4
0-195-CC3 (BLK 14ga )

0-194-CC3 (BLK 18ga )
71P-002-CC2 (BRN 16ga )
A A
B B
0-192-CC3 (BLK 18ga )
TB24
71P-004-CC2 (BRN 16ga )
D1
GB12 REAR CAB
1
2
3
4
71P-003-CC2 (BRN 16ga )
SHIELD-286
MC266
10V-008-AC1 (RED 18ga )
525-001-AC1 (WHT 18ga )

SHIELD-286
MC266
SHIELD-287
R1 R2
P1 P2
10V-009-AC1 (RED 18ga )
74N-001-AC1 (WHT 18ga )

SHIELD-287
10 10
XC2455
SHIELD-282
10V-003-CC1 (RED 18ga )
+VDC SUPPLY
0ACL-000-CC1 (BLK 18ga )
GROUND
525-000-CC1 (WHT 18ga )
PEDAL SIGNAL
9
8
14 14
MC265
MC265
TB31
J1
J2
L1 L2
L3
K1 K2
SHIELD-288
10V-010-AC1 (RED 18ga )

0LEV-001-AC1 (BLK 18ga )
52R-001-AC1 (WHT 18ga )
MC268
0-600-AA2 (BLK 18ga )

0-601-AA2 (BLK 18ga )
SH10:M-7
SH12:A-5
MC268
18 18
10
10F
TB23
F
MC264
712H-004-AA1 (LBL 16ga )
10V-004-CC1 (RED 18ga )

0RET-000-CC1 (BLK 18ga )
GROUND
74N-000-CC1 (WHT 18ga )
PEDAL SIGNAL
P235
22 22
RETARD CONTROL LEVER (OPT)
+VDC SUPPLY
17 17
0LEV-000-CC1 (BLK 18ga )
GROUND
16 16
52R-000-CC1 (WHT 18ga )
LEVER SIGNAL
J01
MC263
P237
53H-002-AH2 (PNK 16ga )
1
1
SWITCH HOIST LIMIT
K1 K2
J2
J1
712H-002-DD1 (LBL 16ga )
3
4
HLS
J16
TB35
N1 N2
PC2818
1
2
HLS
53H-000-DD1 (PNK 16ga )
P16
SOLENOID HOIST LIMIT
53H-003-AB1 (PNK 14ga )
53H-004-BB1 (PNK 14ga )
HS
10V-005-CC1 (RED 18ga )
MC263
712H-001-AH2 (LBL 16ga )
RETARD CONTROL PEDAL
+VDC SUPPLY
SHIELD-280
W1
TB60
MC264
712H-003-AA1 (LBL 16ga )
30 30
15 15
P01
VEC-91
F51
53H-001-AA1 (PNK 16ga )
12 12
SHIELD-288
712 BUSS
P236
SHIELD-281
13 13
MC267
ACCELERATOR PEDAL
11 11
0RET-001-AC1 (BLK 18ga )
52RA-000-AA3 (WHT 18ga )
71CN2-000-AA3 (PNK 18ga )
A1
42SL-001-AJ1 (ORG 16ga )
JB4B
P701
MC271
74NA-001-AA3 (WHT 18ga )
SHIELD-297
2-2
74NA-000-AA3 (WHT 18ga )
0LEV-002-AA3 (BLK 18ga )
0-273-JJ1 (BLK 14ga )
VA2828
67P-000-AA1 (YEL 12ga )
0ACL-001-AC1 (BLK 18ga )
T1 T2
P302
TB31
SHIELD-296
MC271
2-1
SH10:P-8
0-600-AA2 (BLK 18ga )
J701
RETARD LEVER COMMON
SWITCH LEFT ENGINE

SERVICE LAMP (LESLS)
1 1
P701
0RET-001-AC1 (BLK 18ga )
AHT
AUXBOX CONNECTOR
(OPT)
J4-AA7 (BLK 18ga )
RETARD LEVER SHIELD
1-4
MC267
SP739
LAMP HYDRAULIC PUMP MOD (OPT)
10V-009-AC1 (RED 18ga )
525-002-AA3 (WHT 18ga )
P302
0-274-JJ1 (BLK 16ga )
HPMS-3
J02
W1 N4
1-3
MC260
RETARD PEDAL SIG
MC270
VA2828
10V-008-AC1 (RED 18ga )
525A-001-AA3 (WHT 18ga )
0RET-002-AA3 (BLK 18ga )
HPMS-1
SH12:F-5
0-313-CC2 (BLK 18ga )
W3 N2
SHIELD-295
SP738
1 1
42PMS-002-JJ1 (DBL 16ga )
SH12:M-4
33RR-000-CC2 (WHT 18ga )
EB7418
525A-000-AA3 (WHT 18ga )
SHIELD-296
J1
SHIELD-272
61 61
P02
SH12:G-9
10V-007-AC2 (LBL 18ga )

MC269
P563
P12
J12
NC
PC2644
P721
71P-005-AA1 (BRN 16ga )
31RR-000-CC2 (LTG 16ga )
SHIELD-295
22 22
42SL-000-AA1 (ORG 16ga )
NO 1
1 C
B B
0RET-002-AA3 (BLK 18ga )
RETARD PEDAL COMMON
1-2
73DS-002-CC2 (TAN 16ga )
P304
RETARD PEDAL SHIELD W
3 1
PC1376
F1 F2
0-446-AA1 (BLK 18ga )
TIMER (1HR) ENGINE SERVICE LAMP

(ESLT)
T
H1
TB31
0-271-AJ2 (BLK 14ga )
GB12 REAR CAB
NC
65 65
P303
ACCEL PEDAL POT WIPER -
1-1
31RR-001-AC2 (LTG 16ga )
MC269
D4
33RR-003-AA3 (WHT 18ga )
EB7418
ACCEL PEDAL POW WIPER +
11SL-000-AA1 (DBL 14ga )
P540
SH7:D-14
0-311-CC2 (BLK 18ga )
GB12 REAR CAB
SH13:F-5
H1 H2
MC262
ACCEL PEDAL POT LOW REF m
TB31
42PML-001-AJ2 (ORG 14ga )
25 25
0-270-AA1 (BLK 14ga )
J14
71P-006-CC2 (BRN 14ga )
PB8624
SH7:F-19
SHIELD-277 1
SH12:F-20
ACCEL, RSC, RET PEDAL/LEVER POT HI REF
71P-001-AC2 (BRN 14ga )
P02
PC1377
71H-000-AA3 (LBL 18ga )
RETARD SP CONT POT SHIELD
SWITCH BODYUP OVERRIDE / RESET

(ORS)
AUTONOMOUS MODE REQUEST
15
P15
VEC-89
J02
RESET/BODY UP OVERRIDE
SHIELD-209A-AD1 (BLK 18ga )
TB23
TB21
SHIELD-214
71P-007-AC3 (DGR 16ga )
74Z-001-SS1 (BLK 18ga )
RETARD SP CONT
SP770
SHLD_209-AD1 (BLK 18ga )
S4
SENSOR GE ALTERNATOR SPEED
MC252
P305
71CN1-000-AA3 (PNK 18ga )
SP769
TB33
SHIELD-251
SHIELD-251
SHIELD-214
33 33
J11
SH11:H-5
10 10
BUFFERED RH RR SP SIG SHIELD
19 19
J15
MC250
MC209
74ZA-000-AA3 (DGR 18ga )

MC250
MC209
13 13
42PMS-001-AJ2 (DBL 16ga )
HPML AK4619 HPML
SH5:I-5
TB24
4D D
SENSOR RIGHT REAR WHEEL SPEED

A
SP741
42PML-000-AA1 (ORG 14ga )
35 35
42PML-002-JJ1 (ORG 14ga )
P720
15RRW-000-AD1 (RED 18ga ) TW1
714P-001-AA1 (RED 18ga )
P301
DIG OUT (EXT RETARD LIGHT)
42-000-AA2 (BRN 12ga )
RH RR WHEEL SP SHIELD M
VEC-91
F34
71CNCK-000-AA3 (PNK 18ga )
RH RR WHEEL SP +V1
42PMS-000-AA1 (DBL 16ga )
11SL-001-AA1 (DBL 14ga )
11 BUSS
P13
77C-003-AA3 (WHT 18ga ) TW2
77B-003-AA3 (GRN 18ga ) TW3
SWITCH HYDRAULIC PUMP MOD LAMP (OPT)
PC2644
SHIELD-233 D SHIELD
SHIELD-233
LH RR WHEEL SP SIGNAL +V2 C
11SL-002-AA1 (DBL 14ga )
SENSOR LEFT FRONT WHEEL SPEED

MC234 P507
SENSOR LEFT REAR WHEEL SPEED
MC217
15LRW-001-AA1 (RED 18ga ) TW1
LH RR WHEEL SP SIGNAL +V1
ENGINE AND PUMP MODULE SERVICE LAMPS

T
J13
MC228 TB29
TIMER (1HR) HYDRAULIC PUMP MOD (HPLT)
SHIELD-239
MC228
15RFWS-000-AR1 (RED 16ga )
MC232 P501
1
2
P57
33LF-003-AA1 (WHT 18ga )
33LF-001-AA1 (WHT 18ga )
SENSOR RIGHT FRONT WHEEL SPEED
MC232
AHT LH WHEEL
SPD RESISTOR
(OPT) R57
N1 N2
1
2
SHIELD-240
S1 S2
SP728
MC239
TB33
MC244
1C C
33RF-003-AA1 (WHT 18ga )
J2
F58-2
D 1D
15SRW-001-AA1 (RED 18ga )
BODY HOIST LIMIT
P240
J240
PC1372
58E-06-02000-00
NOV 11
830E-1AC
A40851 & UP
Sheet 10 of 20
0-101-CC3 (BLK 16ga )
T2 T1
51 51
47S-001-AC3 (LBL 16ga )
P03
3 3
47S-000-CC3 (LBL 16ga )
J03
SH9:A-5
SH7:E-15
79BA-002-AA1 (YEL 18ga )
85
F3
11 BUSS
87
15
11C
87a
D14
BACKUP HORN
RELAY 3
9C
25
0-246-DD1 (BLK 10ga )
1 A1
SH5:J-5
0-241-AA1 (BLK 14ga )
0-244-AH2 (BLK 14ga )
B1 B2
0-247-DD1 (BLK 10ga )
1 A2
SH5:J-5
0-242-AA1 (BLK 14ga )
0-245-AH2 (BLK 14ga )
C1 A4
SH11:M-14
0-295-DD2 (BLK 10ga )
29 29
79A-001-AH2 (DBL 14ga )
TB60
G1 G2
LRBH-(+)
79A-002-DD1 (DBL 16ga )

79A-003-DD1 (DBL 16ga )
TB35
47-008-AA1 (GRY 14ga )
L1 L2
L3
10 10
47-001-AA1 (GRY 14ga )
47-003-AH2 (GRY 14ga )
13 13
47-002-AA1 (GRY 14ga )
47-012-AA1 (GRY 14ga )
J16
TB60
F4
F3
P16
86
85
BULR-87
47-011-FF1 (GRY 14ga )
RBUL AK7519 RBUL
47-010-FH1 (GRY 14ga )
47-009-AH1 (GRY 14ga )
0-257-FH1 (BLK 14ga )
0-256-AH1 (BLK 14ga )
P502
P541
J541
P11
47-015-GG1 (GRY 14ga )
47-005-DD1 (GRY 16ga )

1
2
47-006-DD1 (GRY 16ga )
LBUL AK7519 LBUL
47-014-GJ1 (GRY 14ga )
47-013-AJ1 (GRY 14ga )
0-261-GJ1 (BLK 14ga )
0-262-AJ1 (BLK 14ga )
47-007-DD1 (GRY 16ga )
HIDBL
HIDBL_CP
P503
P540
J540
P12
EM4520
47-000-AA2 (GRY 10ga )
GB1 - REAR AXLE

1 B1
0-252-DD1 (BLK 16ga )
LRBL AK7513 LRBL
47-008-AA1 (GRY 14ga )

SH5:H-9
LAMP STOP/TAIL LEFT

A
44-004-DD1 (GRY 16ga )
47-012-AA1 (GRY 14ga )
SH9:M-19
SH5:J-9
0-263-AA1 (BLK 14ga )
0-251-DD1 (BLK 16ga )
LAMP BACKUP REAR LEFT
BULR-30
0-255-AA1 (BLK 14ga )
RRBL AK7513 RRBL
TB61
41T-018-AH2 (TAN 16ga )
M4
0-264-DD1 (BLK 16ga )
LRSTL
PC1913
LRSTL
M1 M2
0-259-GG1 (BLK 14ga )

J503
0-249-DD1 (BLK 16ga )
RRBH-(-)
1
2
J11
0-248-DD1 (BLK 16ga )
LAMP HID BACKUP BERM AXLE (OPT)
LAMP BACKUP LIGHT LEFT DECK (OPT)

2
- 1
736131C2
41T-019-DD1 (TAN 16ga )
736131C2
SH8:O-9
0-157-AA2 (BLK 16ga )
BULR-(-)
0-258-FF1 (BLK 14ga )

J502
LRBH-(-)
HORN BACKUP LEFT
LAMP BACKUP LIGHT RIGHT DECK (OPT)

1
- 1
LAMP BACKUP REAR RIGHT
30 1
PB7276
0-250-DD1 (BLK 16ga )
F1 F2
47-004-AH2 (GRY 14ga )
1 A3
HORN BACKUP RIGHT
RRBH-(+)
47-000-AA2 (GRY 10ga )
1 87
47B-000-AA1 (TAN 10ga )
A1 A2
RELAY BACKUP
LIGHT (BULR)
1
P23
PC1500
47A-000-AA1 (PNK 16ga )
VEC-89
0-243-AH2 (BLK 14ga )
C C
BULR-(+)
F2
11 BUSS
11D
79A-000-AA1 (DBL 14ga )
79A-000-AA1 (DBL 14ga )
D15
11E
47S-002-AA1 (LBL 16ga )
47S-003-CC3 (LBL 16ga )
30
0-240-AA1 (BLK 14ga )
SH4:E-11
712K-004-CC3 (LBL 16ga )
J22-CC3 (WHT 16ga )
VEC-89
86
5 5
D D
0-268-CC3 (BLK 16ga )
P23
11B
0 BUSS
1 1
6
4
A A
B B
0-269-CC3 (BLK 16ga )
TB22
GB1 - REAR AXLE
TB61
SH5:J-5
SH9:F-5
SWITCH MANUAL BACKUP LIGHT
BACKUP LAMPS
LAMP STOP/TAIL RIGHT
41T-019-DD1 (TAN 16ga )

41T-020-DD1 (TAN 16ga )
44-005-DD1 (GRY 16ga )
41T-022-DD1 (TAN 16ga )

41T-021-DD1 (TAN 16ga )
41T-020-DD1 (TAN 16ga )
J12
0-265-DD1 (BLK 16ga )
RRSTL
RRSTL
PC1913
0-265-DD1 (BLK 16ga )
LAMP BODY RIGHT SIDE MARKER
SH6:G-17
44R-003-AA1 (GRY 18ga )
SH9:M-19
11H
0 BUSS
85
F9
11 BUSS
SH10:G-4
74ZA-000-AA3 (DGR 18ga )
TB21
12E
87
30
10
VEC-89
86
44-000-AA1 (GRY 14ga )
87a
TB35
G1 G2
G4
J16
D4
74ZA-001-AA1 (DGR 18ga )
1C
71CK BUSS
86
F13
11 BUSS
10
A1
A2
H1 H2
D1 D2
D4
45RL-013-DD1 (DBL 16ga )
1F
44D-000-AA1 (LBL 16ga )
87a
44-004-DD1 (GRY 16ga )
41T-022-DD1 (TAN 16ga )
44-005-DD1 (GRY 16ga )
0-300-DD1 (BLK 16ga )
H4
17 17
44D-001-AA1 (LBL 16ga )
41T-023-MM1 (TAN 16ga )
0-305-MM1 (BLK 16ga )
E4
44D-005-DD1 (LBL 16ga )
44D-005-DD1 (LBL 16ga )
44D-006-DD1 (LBL 16ga )
P16
GB1 - REAR AXLE
LAMP SERVICE BRAKE OP-CAB
RETARD SWITCH INPUT

7
44-006-CC4 (GRY 16ga )
SBL
IM3
A4
B3
0-254-DD1 (BLK 16ga )

0-253-DD1 (BLK 16ga )
0-265-DD1 (BLK 16ga )
0-300-DD1 (BLK 16ga )
0-301-DD1 (BLK 16ga )
44D-002-AC4 (LBL 16ga )
EM8073
10C C
63-009-AA1 (PNK 14ga )
R1 R2
45LL-013-DD1 (BRN 16ga )
E1 E2
RELAY VEHICLE
HORN POWER
(HPR)
63-001-CC3 (PNK 14ga )
63-003-CC3 (PNK 14ga )

63-004-CC3 (PNK 16ga )
63-008-CC3 (PNK 16ga )
HPR-87
P03
63-008-CC3 (PNK 16ga )
SWITCH COMBO
8
P121
WASHER SW
WIPER CONT
SW
INT
PARK
LO
HI
PC1709
87
P10
63W-001-CC3 (GRY 16ga )
63H1-000-CC3 (LTG 16ga )
P121
D15
0-379-CC3 (BLK 16ga )
J03
WW+
0-377-AC3 (BLK 16ga )
PUMP
4B
85
30 (C)
VE5339
P09
PC1730
63P-000-CC3 (DBL 16ga )
P240
86
30 (C)
P08
85
(NO) 87
(NC)87A
PC1730
63P-000-CC3 (DBL 16ga )
P09
RELAY WIPER MOTOR HIGH

(+)
(-)
P08
41T-025-MM2 (TAN 16ga )
0-302-MM2 (BLK 16ga )
5
6
4 4
MOTOR
2 2
P07
SH15:M-20
0-378-CC3 (BLK 16ga )

0-376-CC3 (BLK 16ga )
63H-000-CC3 (TAN 16ga )
LSCL2
SP177
P54
LSCL2
XB3940
0-303-MM2 (BLK 16ga )
P120
J03
13 13
11HS-002-GJ1 (DBL 14ga )
14 14
0-290-AJ1 (BLK 14ga )
14 14
0-291-GJ1 (BLK 14ga )
P12
P540
J540
PC1621
11HS-003-GG1 (DBL 14ga )
HORN FRONT VEHICLE

SP167
0-292-GG1 (BLK 14ga )
11HS-004-GG1 (DBL 14ga )

0-293-GG1 (BLK 14ga )
SP168
AHS
J503
P503
PC0244
0-294-GG1 (BLK 16ga )

PC2834
1
TB35
A1
A2
11A-002-AA1 (TAN 16ga )
11A-005-AH2 (TAN 14ga )
TB60
L1 L2
B1 B2
B3 B4
J16
D1
11A-006-DD2 (TAN 16ga )
P16
D1
11A-007-DD3 (TAN 16ga )
0-297-DD3 (BLK 16ga )
P704
J704
GB1 - REAR AXLE
SH11:B-16
0-295-DD2 (BLK 10ga )
1 B2 B4 1
0-296-DD2 (BLK 16ga )
11A-004-AC2 (TAN 18ga )
1 2
11A-008-BB1 (TAN 14ga )
J240
1 1
0-298-DD3 (BLK 14ga )
HLSW-1
SR8325
11A1-000-BB1 (LBL 16ga )
GB8 BRAKE CABINET

4
SP171
11A1-001-BB1 (LBL 16ga )
0-445-BB1 (BLK 16ga )
GB8-4
1 1
PC3010
LAMP HYDRAULIC CABINET #2
P07
0-382-CC3 (BLK 16ga )

SH15:M-20
11A1-002-BB1 (LBL 16ga )
HYD CABINET LAMP
0-444-BB1 (BLK 16ga )
A
B
HL2
LAMP REAR SERVICE

2
HL1
3 3
PB9923
41T-026-MM2 (TAN 16ga )
SP176
SWITCH HYDRAULIC LAMP

C
HLSW-2
XB3940
11A-003-AB1 (TAN 14ga )
WW-
MOTOR WINDSHIELD WIPER
63L-000-CC3 (DGR 16ga )
(NO) 87
(NC)87A
45LL-016-MM2 (BRN 16ga )
45LL-014-MM2 (BRN 16ga )
11HS-005-GG1 (DBL 16ga )
11A-000-AA1 (TAN 12ga )
LSCL1
P03
RELAY WIPER MOTOR LOW

(+)
(-)
86
SP175
1 A
2
11H-002-CC3 (DGR 16ga )
11HS-001-AJ1 (DBL 14ga )
PC1150JB4H
WINDSHIELD WIPER / WASHER
15
VEC-91
MOTOR WINDSHIELD WASHER
D15
63L1-000-CC3 (BRN 16ga )

63L1-001-CC3 (BRN 16ga )
63L1-002-CC3 (BRN 16ga )
63L1-003-CC3 (BRN 16ga )
57 57
13 13
J12
EB7418
VEC91-P4
SH15:D-14
63W-003-AC3 (GRY 16ga )
66 66
F33
11 BUSS
GB12-C3
JB4H
1
2
3
4
65 65
63W-000-CC3 (GRY 16ga )
PC2834
0-422-AA1 (BLK 14ga )
41T-027-MM2 (TAN 16ga )
0-304-MM2 (BLK 16ga )
A3
GB12
D15
2
11HS-000-AA1 (DBL 14ga )
HPR-30
11A-001-AA1 (TAN 12ga )
WADT-6
C3
63L2-000-CC3 (LBL 16ga )
63W-000-CC3 (GRY 16ga )
12
2
1
6
11H-001-AC3 (DGR 16ga )
P03
WADT-4 5
0-380-CC3 (BLK 16ga )

63W-002-CC3 (GRY 16ga )
63W-002-CC3 (GRY 16ga )
0-380-CC3 (BLK 16ga )
85
HPR-(-)
30 1
PB7276
B1 B2
RRL
SWITCH HORN BUTTON
WADT-2 3
63L1-003-CC3 (BRN 16ga )
85
11H-000-AA1 (DGR 16ga )
TB22
45LL-015-MM2 (BRN 16ga )
LSCL1
D1
WADT-1
1 2
63-007-CC3 (PNK 16ga )
XB3940
LAMP BODY LEFT SIDE MARKER
TIMER WASHER DELAY (WADT)
63L1-002-CC3 (BRN 16ga )
86
63T1-000-CC3 (PUR 16ga )
PC1150JB4C
86
SH5:J-9
RSCL2
RSCL2
J54
EM8074
FRONT VEHICLE HORN

PC0566
TIMER WIPER DELAY
63W-000-CC3 (GRY 16ga )

63W-001-CC3 (GRY 16ga )
63W-002-CC3 (GRY 16ga )
0-301-DD1 (BLK 16ga )
63-006-CC3 (PNK 16ga )
63-007-CC3 (PNK 16ga )
JB4C
1 87
11A-001-AA1 (TAN 12ga )
JB6G
56B0611510
1
2
3
4
HPR-(+)
58 58
J03
41T-021-DD1 (TAN 16ga )
J04
11A-011-AA1 (TAN 16ga )
63-002-CC3 (PNK 16ga )

1
2
3
4
5
6
P04
63-000-AC3 (PNK 14ga )
TB10
LRL
LAMP BODY LEFT REAR MARKER
44D-004-CC4 (LBL 16ga )
TB24
VEC91-P10
JB6G
DRL
REAR TURN / TAIL / STOP LAMPS
10
41T-028-MM1 (TAN 16ga )
0-253-DD1 (BLK 16ga )
LAMP RETARD OP-CAP
712 BUSS
45RL-016-MM1 (DBL 16ga )
RRL PC1914
44-002-AC4 (GRY 16ga )
VEC-91
LAMP BODY RIGHT REAR MARKER
LAMP RETARD RIGHT REAR
INTERFACE MODULE
F50
XB3940
0-307-MM1 (BLK 16ga )
SP174
LRL PC1914
44D-006-DD1 (LBL 16ga )
RSCL1
J55
RSCL1
41T-024-MM1 (TAN 16ga )
LAMP RETARD LEFT REAR
E1 E2
44D-003-AH2 (LBL 14ga )
SP173
45RL-014-MM1 (DBL 16ga )
0-306-MM1 (BLK 16ga )

J16
RETARD LAMPS
RELAY 15
74ZA-002-AA1 (DGR 20ga )
P55
H1 H2
45RL-013-DD1 (DBL 16ga )
P16
TB35
45RL-015-MM1 (DBL 16ga )
45LL-013-DD1 (BRN 16ga )
TB60
87
30
44-003-AH2 (GRY 14ga )
VEC-89
85
SP172
TB60
45RL-012-AH2 (DBL 16ga )
16 16
44-001-AA1 (GRY 14ga )
SERVICE BRAKE
LAMP RELAY 9
D1 D2
45LL-012-AH2 (BRN 16ga )
SH9:M-19
PC3010
PL AK7513 PL
0-297-DD3 (BLK 16ga )
SP169
TIMER REAR SERVICE LAMP

(PLT)
0-299-DD3 (BLK 16ga )
1 3
11AL-000-DD3 (BRN 16ga )
PLT-3
11ALT-000-DD3 (WHT 14ga )
REAR AXLE SERVICE LAMP
SWITCH REAR SERVICE LAMP

(PLS)
1 2
PLS-2
1 NO
SR8325
3 1
PLS-3
C 1
PLT-NO NC
PC2644
PLT-C
58E-06-02000-00
NOV 11
830E-1AC
A40851 & UP
Sheet 11 of 20
D4
ADVANCED IDLE #1 REQ
58B-06-00120
0-443-AA2 (BLK 18ga )

0-601-AA2 (BLK 18ga )
SH10:P-8
33ES1-001-AA3 (GRY 18ga )

NOTE:
REMOVE JUMPER BAR AND GROUND WIRE
(0-443) FOR 930E-4 MODEL TRUCKS
ADVANCED IDLE #2 REQ
EB7418
33ES2-001-AA3 (YEL 18ga )
TB26
A4 A1
A2 A3
B2 B1
B4 B3
2000.0
SH7:F-8
71BC-001-AA2 (DGR 18ga )
R23
33ES1-002-AA2 (GRY 18ga )
33ES1-000-AA1 (GRY 20ga )
SH13:A-2
33ES2-000-AA1 (YEL 20ga )
SH13:A-2
33ES2-002-AA2 (YEL 18ga )

58B-06-00120
2
P302
SP LIMIT-ON/SYS NOT READY-ON W
79W-001-AA3 (GRY 18ga )
TB26
2000.0
SH7:F-8
71BC-002-AA2 (DGR 18ga )
R34
C2 C1
79W-000-AA1 (GRY 20ga )
SH13:B-2
E2 E1
75NP-001-AA3 (WHT 18ga )
75NP-000-AA1 (WHT 20ga )
SH13:B-2
NO PROPEL / NO RETARD DRIVER M
75-GP-001-AA3 (LBL 18ga )
F2 F1
75-GP-000-AA1 (LBL 20ga )
SH13:B-2
LINK ENERGIZED LIGHT DRIVER
75LE-001-AA3 (TAN 18ga )
G2 G1
75LE-000-AA1 (TAN 20ga )
SH13:B-2
RETARD REDUCED LVL DRIVER
76LR-001-AA3 (DBL 18ga )
H2 H1
76LR-000-AA1 (DBL 20ga )
SH13:C-2
PROPEL SYS REST LIGHT DRIVER
PROPEL SYS NOT READY DRIVER
NO PROPEL DRIVER-LOW D
TB22
72PR-001-AA3 (YEL 18ga )
72NR-001-AA3 (DBL 18ga )
J1
K2 K1
J2
D11
A 4A
72PR-000-AA1 (YEL 20ga )

72NR-000-AA1 (DBL 20ga )
H 4H
4B
72NR1-000-AA1 (LBL 20ga )
VHMS MODULE / ORBCOMM MODULE / KWB MODULE
SH13:C-2
D12
KOMTRAX PLUS MODULE
VEC-90
COMM_CAN_H_0 (RPC)
TB26
REDUCED PROPEL DRIVER
PROPEL SYS OVERTEMP LIGHT
P304
TRUCK SPEED FM SIGNAL
TRUCK SP FM SIG
J2
J1
72LP-000-AA1 (BRN 20ga )
SH13:C-2
34TW-001-AA3 (GRY 18ga )
D2 D1
34TW-000-AA1 (GRY 20ga )
SH13:D-2
MC722
SH15:K-3
SH15:J-3
SHIELD-908
ACCEL INHIBIT
MC276
19 19
20 20
21 21
J02
MC275
MC276
77-002-AC2 (WHT 18ga )

77A-002-AC2 (BLK 18ga )
P02
MC274
TB21
1
510E2-000-AA3 (DGR 18ga )
A1
HYD LADDER ACCEL INHIBIT

(OPT)
P303
A2
510E2-001-AA1 (DGR 20ga )
SH7:H-19
A4
510E2-003-AA1 (DGR 18ga )
SH15:N-14
75A2-000-AA3 (BRN 18ga )
TB35
V1 V2
SHIELD-618
SHIELD-613
SH12:F-18
SH5:J-12
1
77-003-AA4 (WHT 18ga )

77A-003-AA4 (BLK 18ga )
TB26
K2 K1
K4 K3
L2 L1
L4 L3
M2 M1
M4 M3
28 28
71P-005-AA1 (BRN 16ga )
26 26
MC272
SH14:K-8
SH14:K-8
71F-000-AA3 (LTG 18ga )

SH14:J-8
71F-002-AA4 (LTG 16ga )
TB35
S3
S4
J16
P301
SHIELD-616
1 C
SHIELD-610
NO
75A2-002-DD4 (WHT 18ga )
NC
75A1-000-DD4 (RED 18ga )
EM1179
71P-010-AH2 (BRN 14ga )
SP180
71P-014-DD4 (BLK 18ga )

1
1
71P-011-AH2 (BRN 16ga )
TB61
J2
H1 H2
J1
J703
15VDI-002-AA3 (WHT 18ga )
SNSR & CNTRL +15V SUPP2
15VDI-003-AA3 (WHT 18ga )
SNSR & CNTRL -15V SUPP1
-15VDI-002-AA3 (LTG 18ga )
SNSR & CNTRL +5V SUPP1 A

SNSR & CNTRL +5V SUPP2 C
SNSR & CNTRL +5V SUPP3 E
SNSR & CNTRL +5V COMM1
SNSR & CNTRL -15V COMM1
5VDI-002-AA3 (YEL 18ga )

B
D
F
M
H
K
DID PANEL RS232 RECEIVE
DID PANEL RS232 TRANSMIT
DID PANEL COMM RS232 SHIELD
PSC RS232 RECEIVE
1
2
MC279
270.0
22 22
15VDI-000-CC2 (WHT 14ga )
V1 V2
-15VDI-001-AC2 (LTG 14ga )
23 23
-15VDI-000-CC2 (LTG 14ga )
W1 W2
5VDI-001-AC2 (YEL 14ga )
25 25
5VDI-000-CC2 (YEL 14ga )
0COM-003-AA3 (BLK 14ga )
SP182
24 24
MC279
TB25
A1 A2
90DIR-000-AA3 (WHT 18ga )
B1 B2
90DIT-000-AA3 (RED 18ga )
C1 C2
MC280
90CAR-000-AA3 (WHT 18ga )
D1 D2
TB25
MC277
E1 E2
MC277
90DIG-001-AC2 (BLK 18ga )

90DIR-001-AC2 (WHT 18ga )
31 31
90DIT-001-AC2 (RED 18ga )
30 30
SHIELD-620
SHIELD-620
33 33
P02
MC286
MC286
90CAR-001-AC2 (WHT 18ga )
MC278
32 32
MC278
90DIR-002-CC2 (WHT 18ga )
90DIT-002-CC2 (RED 18ga )
90DIG-002-CC2 (BLK 18ga )
DID
SHIELD-621
MC283
42 42
90CAR-002-CC2 (WHT 20ga )
MC283
F1 F2
90CAT-001-AC2 (RED 18ga )
41 41
90CAT-002-CC2 (RED 20ga )
PSC RS232 GND
90CAG-000-AA3 (BLK 18ga )
G1 G2
90CAG-001-AC2 (BLK 18ga )
43 43
90CAG-002-CC2 (BLK 20ga )
PSC RS232 SHIELD
H1 H2
TCI RS232 RECEIVE
TCI RS232 TRANSMIT
TCI RS232 GND
TCI RS232 SHIELD
MMS RS232 TRANSMIT
MMS RS232 GND
MMS RS232 SHIELD
MC287
MC287
44 44
JUMPER7
JUMPER2
JUMPER6
JUMPER5
JUMPER1
CONNECTOR_SEL2_(GND)
GND_SIG4
JUMPER8
MC284
MC284
90TCT-000-AA3 (RED 18ga )
R1 R2
90TCT-001-AC2 (RED 18ga )
56 56
90TCT-002-CC2 (RED 20ga )
90TCG-000-AA3 (BLK 18ga )
S1 S2
90TCG-001-AC2 (BLK 18ga )
58 58
90TCG-002-CC2 (BLK 20ga )
T1 T2
MC282
90MMR-000-AA3 (WHT 18ga )
90MMG-000-AA3 (BLK 18ga )
SHIELD-630
SHIELD-630
TB36
G1 G2
F1 F2
F4
H1 H2
H4
J2
J1
MC288
MC288
90MMR-001-AC2 (WHT 18ga )
SEE NOTE 1
57 57
SHIELD-635
G4
90TCR-001-AC2 (WHT 18ga )
SHIELD-635
59 59
90TCR-002-CC2 (WHT 20ga )
MC285
90MMR-002-CC2 (WHT 20ga )
MC285
90MMG-001-AC2 (BLK 18ga )
26 26
90MMG-002-CC2 (BLK 20ga )
29 29
P02
MC289
J02
SHIELD-654
72RQ-003-AA3 (GRY 18ga )
K1 K2
GB10 FRT CAB GND
K4
72RQ-004-AC3 (GRY 16ga )

72RQ-002-AA1 (GRY 14ga )
P304
46 46
0-317-CC3 (BLK 16ga )
72RQ-005-CC3 (GRY 16ga )
D71
71P-007-AC3 (DGR 16ga )
27 27
72GD-000-AA3 (DBL 18ga )
TB23
S1 S2
72GD-001-AC3 (TAN 16ga )
90VHR-004-AA1 (RED 20ga )
90VHG-003-AC4 (BLK 18ga )
T1 T2
90VHG-004-AA1 (BLK 20ga )
X1 X2
SH12:E-6
PWR_IN_BRY_1
71VHM-003-CC4 (DGR 16ga )
PWR_IN_BRY_2
GND_PWR2 12
GND_PWR3 19
71VHM-001-AC4 (DGR 16ga )
85-001-AC4 (GRY 14ga )
GND_PWR4 20
B1 B2
C1 C2
85-002-CC4 (GRY 14ga )

85-003-CC4 (GRY 16ga )
SP187
GND_COMM (ORBCOMM) 1
GE - TCI
DIAGNOSTIC
DIAG 3
CONNECTOR
VEC-90
F47
5
VEC-91
4H
1
2
3
4
5
6
85-004-CC4 (GRY 16ga )

85-005-CC4 (GRY 20ga )
85-006-CC4 (GRY 20ga )
85-007-CC4 (GRY 20ga )
10
0-347-CC4 (BLK 14ga )

0-348-CC4 (BLK 18ga )
0-349-CC4 (BLK 18ga )
0-350-CC4 (BLK 18ga )
0-351-CC4 (BLK 18ga )
1
2
3
4
5
6
7
8
85-007-CC4 (GRY 20ga )

85-006-CC4 (GRY 20ga )
85-005-CC4 (GRY 20ga )
56B0611530
40 PWR_IN_BATT2
36 POWER_CTR_KEY
38 GROUND2
37 GROUND1
29 DOUT (GND)
7HMWU-000-CC4 (YEL 20ga )
19 WAKE UP
COMM_232C_RXD_1 (ORBCOMM) 10
900CT-000-CC4 (WHT 20ga )
RS232 VHMS-R/ORB-T
900CR-000-CC4 (RED 20ga )
RS232 VHMS-T/ORB-R
P4B
GND_SIG2
CNA
SHIELD-911
COMM_LAN_TX_+
J14-CC7 (BLK 18ga )

0-354-CC4 (BLK 20ga )
MC679
MC679
90ER1-000-CC4 (ORG 24ga ) TW1
COMM_LAN_TX_- 2
COMM_LAN_RX_+
90ER2-000-CC4 (W-OR 24ga ) TW1
90ET1-000-CC4 (GRN 24ga ) TW2
COMM_LAN_RX_- 6
90ET2-000-CC4 (W-GR 24ga ) TW2
P5
SH13:L-2
DIS_L_SNAPSHOT.SW1
DOS_L_LAMP 16
7826122502
73DS-005-CC4 (TAN 18ga )
SH13:F-2
74DS-000-CC4 (GRY 18ga )
SH13:F-2
KOMATSU WIRELESS BRIDGE (OPT) KWB
GND
24VDC
TX (+)
11 3
TX (-)
RX (+)
12 1
RX (-)
P653
P3B
72RR-001-CC3 (ORG 16ga )
ANTENNA KWB
MODULE (OPT)
T3
CONN_SEL3 (OPEN) 12
GE - MM
DIAGNOSTIC
DIAG 8
CONNECTOR
T1
39 PWR_IN_BATT1
11 RS232 GND
ANTENNA
ORBCOMM
SATELLITE / GPS
(OPT)
ORBCOMM MODULE (OPT)
900CG-000-CC4 (BLK 20ga )
GND_COMM (ORBCOMM) 2
11 BUSS
JB6E
F29
JB8A
P2A
COMM_232C_TXD_1 (ORBCOMM)
71CK BUSS
56B0611510
0-351-CC4 (BLK 18ga )
PWR_CTR_EXT 17
1B
VEC91-P4
SH14:E-8
P04
85-000-AA1 (GRY 14ga )
0-353-CC4 (BLK 20ga )
GE - PSC
DIAGNOSTIC
DIAG 1
CONNECTOR
SH10:L-3
0-446-AA1 (BLK 18ga )
71VHM-000-AA1 (DGR 16ga )
P1
58B-06-00110
TB28
85-004-CC4 (GRY 16ga )
0-350-CC4 (BLK 18ga )
X4
J6
85-003-CC4 (GRY 16ga )
0-349-CC4 (BLK 18ga )
1 X5
0-232-AA2 (BLK 16ga )
VHMS
SHIELD-825
J653_CP
EM8041
P35
PC2146
71P-008-CC3 (DGR 16ga )
72GD-003-CC3 (TAN 16ga )
SWITCH GRID DRY
3 3
72GD-002-CC3 (TAN 16ga )

1 B3
0-319-CC3 (BLK 16ga )
7826148502
A A
B B
0-322-AA3 (BLK 18ga )

0-323-AA3 (BLK 18ga )
V1 V2
72RR-001-CC3 (ORG 16ga )
1 1
6
BATT CHG SYS FAIL IND RTN h

DIG OUT RET-CONN TO GND k
90VHR-003-AC4 (RED 18ga )
SHIELD-824
AUXBOX
KOMTRAX
DIAGNOSTIC
CONNECTOR
0-318-CC3 (BLK 16ga )

b
PWR_IN_BATT2
MC702
90VHT-004-AA1 (WHT 20ga )
P1
P35
SH10:H-12
ENG WARMUP REQ
PWR_IN_BATT1
MC702
SHIELD-824
P04
TB29
3
4
72RR-000-CC3 (ORG 16ga )
PC2834
SH4:B-4
J04
(BLK 20ga )
(BLK 20ga )
(BLK 20ga )
(BLK 20ga )
J04
SH13:L-2
SWITCH DC POWER
OFF - REST SWITCH
1
J23-CC8
J24-CC8
J25-CC8
J26-CC8
SH13:L-2
C1
1
2
3
4
5
6
19 19
17 17
18 18
MC701
W1 W2
90VHT-003-AC4 (WHT 18ga )
0-346-AC4 (BLK 14ga )
DIAG8
SHIELD-633
90MMT-003-AA1 (RED 20ga )
TB23
1
90MMT-002-CC2 (RED 20ga )
1
SE1-000-CC4 (BLK 20ga )
2
SE2-000-CC4 (BLK 20ga )
3
SE3-000-CC4 (BLK 20ga )
4
SE4-000-CC4 (BLK 20ga )
5
SE5-000-CC4 (BLK 20ga )
6
SE6-000-CC4 (BLK 20ga )
SE9-000-CC4 (BLK 20ga )
SP730
SE7-000-CC4 (BLK 20ga )
P6A
SE8-000-CC4 (BLK 20ga )
MC701
16 16
P2B
27 27
SHIELD-636
TERMINAL BLOCK
SPLIT UP. SEE
CONNECTOR CHART
FOR LOCATIONS
90MMT-001-AC2 (RED 18ga )
MC700
GE DID PANEL
DIAG3
SHIELD-632
28 28
SHIELD-636
J5 1
P303
REST REQUEST
16
5
15
14
3
9
13
4
DIAG1
SHIELD-631
P1 P2
SHIELD-634
SHIELD-629
MC282
TB25
MC281
90TCR-000-AA3 (WHT 18ga )
SHIELD-629
SHIELD-634
SHIELD-821
0-352-CC4 (BLK 20ga )
SHIELD-628
90VHG-001-CC4 (BLK 20ga )
J02
90CAT-000-AA3 (RED 18ga )
SHIELD-628
SHIELD-823
10 10
0COM-000-CC2 (BLK 14ga )
PSC RS232 TRANSMIT W
MMS RS232 RECEIVE
SHIELD-822
GND_PWR1 11
SHIELD-625
MC281
SP194
OP-CAB
KOMTRAX
DIAGNOSTIC
DIAG-6
CONNECTOR
90VHR-001-CC4 (RED 20ga )
SP193
MC698
90VHT-001-CC4 (WHT 20ga )
SP192
MC698
W3
S3
SP191
15VDI-001-AC2 (WHT 14ga )
0COM-001-AC2 (BLK 14ga )
MC699
13 13
SH10:L-5
10V-007-AC2 (LBL 18ga )
R17
SHIELD-817
SH13:G-5
71F-003-AA1 (LTG 20ga )
T3 T4
S1 S2
SH15:C-20
939GE-010-CC4 (GRN 20ga )
P3A
BUSW
SH15:C-20
71P-013-DD2 (BRN 16ga )
SP181
90DIG-000-AA3 (BLK 18ga )
MC280
15VDI-004-AC2 (WHT 18ga )
MC696
939YE-010-CC4 (YEL 20ga )
P703
1
2
PC2818
BUSW
MC696
75A2-004-DD2 (BRN 16ga )
T1 T2
SHIELD-625
P16
3
4
SH15:E-20
TB22

P302
DID PANEL RS232 GND
3
4
71F-004-AH2 (LTG 16ga )
SH15:E-20
SHIELD-816
P4A
58B-06-00970
SNSR & CNTRL +15V SUPP1 G
GND_COMM (PC TOOL)
SH13:E-2
77A-001-AA1 (BLK 20ga )

SWITCH TRACTION MOTOR PRESSURE
(BPSW)
75A2-003-AH2 (BRN 16ga )
25 25
71F-001-AA1 (LTG 18ga )
TB21
COMM_CAN_H_1 (J1939)
MC695
939YP-010-CC4 (YEL 20ga )

939GP-010-CC4 (GRN 20ga )
COMM_232C_RXD_0 (PC TOOL) 10
SWITCH BODY-UP PROXIMITY
S1 S2
COMM_232C_TXD_0 (PC TOOL) 11
71P-012-AH2 (BRN 16ga )
DIG IN (BODY DOWN)
COMM_CAN_SH_0 (RPC)
COMM_CAN_L_1 (J1939) 12
SH13:D-2
77-001-AA1 (WHT 20ga )
1 M5
0-232-AA2 (BLK 16ga )

0-233-AA2 (BLK 16ga )
75A2-001-AA1 (BRN 16ga )

SH10:H-12
COMM_CAN_L_0 (RPC) 14
COMM_CAN_SH_1 (J1939) 13
77A-000-AA3 (BLK 18ga )

SHIELD-613
MC275
SHIELD-618
77-000-AA3 (WHT 18ga )
f
Y
MC722
77-005-CC2 (WHT 18ga )

77A-005-CC2 (BLK 18ga )
MC274
DIFF TRUCK SPEED SIG SHIELD
N.O. AXLE BOX AIR PRESS SW
72LP-001-AA3 (BRN 18ga )
MC695
71P-009-CC3 (DGR 16ga )
5 5
4
C C
D D
P34
PC2317
P34
J20-CC3 (WHT 16ga )
PRESHIFT BK TEST LIGHT DRIVER

PRESHIFT BRAKE TEST
j
a
33SBA-000-AA3 (YEL 18ga )
72SBT-000-AA3 (WHT 18ga )
TB25
W1 W2
X1 X2
SWITCH BRAKE TEST

1
1
33SBA-001-AC3 (YEL 16ga )

72SBT-001-AC3 (DBL 16ga )
37 37
43 43
33SBA-002-CC3 (YEL 16ga )
B B
72SBT-002-CC3 (DBL 16ga )
3 3
P305
33SBA-003-CC3 (YEL 16ga )
0-320-CC3 (BLK 16ga )
F57
10
VEC-89
4G
TB35
G
712P-000-AA1 (YEL 16ga )
D1 D2
712P-001-AC3 (YEL 16ga )
15 15
P03
J03
712P-002-CC3 (YEL 16ga )
712P-003-CC3 (YEL 16ga )
5 5
0-132-CC3 (BLK 16ga )
SH9:M-9
C C
D D
P37
712 BUSS
1 1
6
4
SH7:K-19
A A
PC2648
P37
0-321-CC3 (BLK 16ga )

J13-CC3 (WHT 16ga )
GE INTERFACE
NOTES:
---------------------------------------------------------------------------1) DISSCONNECT WIRE 90MMR-003 AT TB36-G4 WHEN MODULAR MINING IS CONNECTED.
58E-06-02000-00
NOV 11
830E-1AC
A40851 & UP
Sheet 12 of 20
INTERFACE MODULE
SWITCH DRIVERS SEAT BELT
TB28
SH12:A-9
33ES1-000-AA1 (GRY 20ga )
BRAKE COOLING RPM ADVANCE 1
OPERATOR SEAT BELT SWITCH
62SB-000-AA1 (ORG 20ga )
IM2
SH12:A-9
33ES2-000-AA1 (YEL 20ga )
X1 X2
62SB-001-AC2 (ORG 18ga )
BRAKE COOLING RPM ADVANCE 2
0-330-AC2 (BLK 18ga )
SEAT BELT ALARM OPTION
79W-000-AA1 (GRY 20ga )
PROP SYSTEM CAUTION
SH12:B-9
75NP-000-AA1 (WHT 20ga )
PROP SYSTEM NO PROPEL
SH12:B-9
75-GP-000-AA1 (LBL 20ga )
PROP SYSTEM NO PROP/RET
SH12:B-9
75LE-000-AA1 (TAN 20ga )
LINK VOLTAGE
SH12:C-9
76LR-000-AA1 (DBL 20ga )
PROP SYSTEM LOW RETARD
SH12:B-9
STEERING BLEED SOLENOID
SH12:C-10
33JB-000-AA1 (LTG 20ga )
TB30
72NR1-000-AA1 (LBL 20ga )
10 10
J14
SH12:C-9
72LP-000-AA1 (BRN 20ga )
SH12:D-9
34TW-000-AA1 (GRY 20ga )
PROP SYSTEM REDUCED LEVEL

PROP SYSTEM TEMP CAUTION
KEYSWITCH OR INPUT
FUEL LEVEL SENSOR
IM3
SH12:D-9
MANUAL MODE AUTO APPLY PRESSURE SWITCH
33JB-002-AJ2 (LTG 16ga )
33JB-003-AJ2 (LTG 16ga )
SP183
BF4493
ACCBD
77-001-AA1 (WHT 20ga )
P14
D26
D26
TB35
38G-000-AA1 (GRY 20ga )
C1 C2
C4
77A-001-AA1 (BLK 20ga )
PC2834
MC705
939YE-008-AA1 (YEL 20ga )
SH15:C-9
939GE-008-AA1 (GRN 20ga )
CAN/J1939-HI
CAN/J1939-LO
CAN/J1939-SHLD
12 12
SH12:L-16
11 11
74DS-000-CC4 (GRY 18ga )
J04
33-002-AA1 (BRN 20ga )
SH10:J-5
73DS-003-AC4 (TAN 16ga )
74DS-001-AC4 (GRY 18ga )
M2 M1
74DS-002-AA1 (GRY 20ga )
SNAPSHOT IN PROGRESS
BRAKE ACCUMULATOR PRESSURE
33BP-002-AA1 (WHT 20ga )
71F-003-AA1 (LTG 20ga )
BODY DOWN SWITCH
MC653
18VIM-002-AJ2 (BLK 18ga )
MC653
26 26
33SP-002-AJ2 (WHT 18ga )
SPS
28 28
SENSOR HOIST PRESSURE #1
MC651
18VIM-004-AH2 (BLK 18ga )
MC651
SHIELD-732
BRAKE PRESSURE DEGRADATION
18VIM-003-AA1 (BLK 18ga )

33HP1-001-AA1 (WHT 18ga )
SHIELD-733
33T-002-AA1 (DBL 20ga )
1
2
18VIM-006-AH2 (BLK 18ga )
MC649
33HP2-002-AH2 (WHT 18ga )
HPS2
PC1537
SHIELD-730
P16
MC650
DIAGNOSTIC RS232/GND
N1
SHLD_731-AA1 (BLK 18ga )
SP773
P702
12 12
39AP-001-AH2 (YEL 16ga )
TB28
1
HOIST PRESSURE 1
CAN/RPC-SHLD
21 21
TB32
D1 D2
TB32
E1 E2
0-326-AH2 (BLK 16ga )
P16
J730
TB32
F1 F2
HOIST PRESSURE 2
LOW HYD TANK LEVEL
IM3
K1
PC1537
33BPS-002-BB1 (WHT 14ga )
MC647
SHIELD-728
SP774
BPS
SHLD-647-BB1 (BLK 14ga )
M M
j
c
i
MC648
SHIELD-729
SP775
SH13:K-12
LEFT FRONT BRAKE TEMPERATURE
BRAKE PRESSURE
P240
AMBIENT AIR TEMPERATURE

D
HFSW1
XA5166
A NC
33T-001-AB1 (DBL 14ga )
MC720
MC703
SH12:L-10
MMS RS232/TRANSM
SH12:L-10
MMS RS232/GND
SP185
SFSW
XA5166
SFSW
0-328-HH4 (BLK 16ga )
GB8 BRAKE CABINET

1
0-338-BB1 (BLK 16ga )
LBPS
TB30
EB7418
A1 A2
L1 L2
MC718
MC718
N1 N4
90IMR-002-AC2 (WHT 18ga )
53 53
90IMR-003-CC2 (WHT 20ga )
P1 P4
90IMG-002-AC2 (BLK 18ga )
54 54
90IMG-003-CC2 (BLK 20ga )
R1 R4
R2
SHIELD-894
0-361-AA1 (BLK 18ga )
C1 C2
K2
H1 H2
K3
C4
B4 B3
G1 G2
K4
M2 M1
B1
J2
L4
J1
MC719
29 29
31 31
30 30
32 32
0-423-AA1 (BLK 18ga )
SH13:H-14
19 19
34BT2-000-AA1 (WHT 18ga )
SHIELD-711
SHIELD-725
SHIELD-712
MC642
MC648
33BPS-001-AB1 (WHT 14ga )
P712
MC634
34BT4-000-AJ2 (WHT 16ga )
EK8243
SENSOR HYDRAULIC TANK TEMP
A
B
1
2
P711
SHIELD-700
AK7339
40 40
39 39
38 38
37 37
MC642
MC634
14 14
SHIELD-711
34BT1-000-AA1 (WHT 18ga )
A +VDC SUPPLY
B GROUND
C SIGNAL
15 15
MC641
24VIM-009-AJ2 (RED 16ga )

0-340-AJ2 (BLK 16ga )
34LL-002-AJ2 (WHT 16ga )
13 13
MC640
SENSOR HYDRAULIC TANK LEVEL
MC635
SHIELD-701
20 20
SHIELD-710
34BT3-000-AA1 (WHT 18ga )
MC641
AUXBOX IM
DIAGNOSTIC
CONNECTOR
MC635
18 18
MC639
MC640
DIAG5
34BT4-001-AA1 (WHT 18ga )
0-447-AA1 (BLK 18ga )
OP-CAB IM
DIAGNOSTIC
DIAG-5
CONNECTOR
J372

0-341-AA1 (BLK 16ga )
SHIELD-710
J02
SH6:E-12
SH7:I-16
34LL-001-AA1 (BRN 20ga )
90IMT-003-CC2 (RED 20ga )
SHIELD-893
SHIELD-709
SHIELD-709
P02
SH13:J-12
0-447-AA1 (BLK 18ga )
0-267-AA2 (BLK 16ga )

0-238-AA2 (BLK 16ga )
SH5:J-5
55 55
SHIELD-894
GB31-B AUXBOX
90IMG-001-AA1 (BLK 20ga )

X3 X1
MC717
90IMR-001-AA1 (WHT 20ga )
MC639
MC717
52 52
K1
B2
0-339-BB1 (BLK 16ga )
BDS
PC1678
90IMT-001-AA1 (RED 20ga )
TB24
1
90IMT-002-AC2 (RED 18ga )
SH5:I-5
1
34BT4-002-AA1 (WHT 20ga )
34AT-002-AA1 (WHT 20ga )
0-337-BB1 (BLK 16ga )
PC2552
BDS
TB28
34LL-001-AA1 (BRN 20ga )
MMS RS232/RECIEV
SH12:L-10
J240
SH15:E-7
SH4:J-10
33BPS-000-AA1 (WHT 20ga )
A NC
39SP-000-HH4 (BRN 16ga )
PBPSW
PC2469
C NO
33T-000-BB1 (DBL 14ga )
SH15:E-7
SP198
SHIELD-834
34BT1-001-AA1 (WHT 20ga )
75 PSI
C NO
33BP-000-BB1 (WHT 14ga )
90IMG-000-AA1 (BLK 20ga )

SHLD_731-AA1 (BLK 18ga )
C NO
HFSW2
XA5166
HFSW2
33-000-BB1 (BRN 14ga )
90IMR-000-AA1 (WHT 20ga )
34BT2-001-AA1 (WHT 20ga )
A NC
39HP-000-HH4 (LBL 16ga )
LBPS
SHLD-648-AB1 (BLK 14ga )
MC289
34BT3-001-AA1 (WHT 20ga )
PC2810
SWITCH PARK BRAKE SET
33BP-001-AB1 (WHT 14ga )
939GP-008-AA1 (GRN 20ga )
SH13:H-6
SH13:I-6
18VIM-007-AB1 (BLK 14ga )

33BPS-001-AB1 (WHT 14ga )
P730
5VIM-001-AA1 (ORG 20ga )

5VIM-000-AA1 (ORG 20ga )
GROUND
SWITCH SERVICE BRAKE DEGRADE PRESSURE
939YP-008-AA1 (YEL 20ga )
0-327-HH4 (BLK 16ga )
M1 M4
SHLD-834-AA1 (BLK 20ga )
+ VDC SIGNAL
SWITCH STEERING FILTER #1
SWITCH LOW BRAKE ACCUM PRESSURE

1
90IMT-000-AA1 (RED 20ga )
J16
J240
HYDRAULIC TANK TEMPERATURE m
SHIELD-731
RIGHT FRONT BRAKE TEMPERATURE
18VIM-008-BB1 (BLK 14ga )
PBPSW
IM2
NC2
C NO
NO
33-001-AB1 (BRN 14ga )
IM1
+5V SENSOR
MC703
0-324-HH4 (BLK 16ga )
P730
SWITCH HYDRAULIC FILTER #2
C NO
0-387-AA1 (BLK 20ga )
+5V SENSOR MONITOR
SENSOR BRAKE PRESSURE

MC647
SENSOR FUEL LEVEL
J730
A NC
39AP-002-HH4 (YEL 16ga )
SHIELD-130
SH13:K-10
q
P16
SHIELD-896
CAN/RPC-LO k
38G-003-AH2 (GRY 14ga )
+18V SENSOR
CAN/RPC-HI
33HP2-000-AA1 (WHT 20ga )
33HP2-001-AA1 (WHT 18ga )
DIAGNOSTIC RS232/RECIEV
MC720
W1
W4
J3
11 11
J16
IM2
b
18VIM-000-AA1 (WHT 20ga )
TB30
SHIELD-731
MC649
SH13:K-10
33HP1-000-AA1 (WHT 20ga )
STEERING PRESSURE
DIAGNOSTIC RS232/TRANSM
SP737
SHIELD-735
SHIELD-733
MC652
33 33
33SP-000-AA1 (WHT 20ga )
J14
32 32
HPS1
PC1537
T1
SHIELD-735
31 31
33HP1-002-AH2 (WHT 18ga )
VEC-89
87-000-AA1 (TAN 18ga )
71CK BUSS
38G-004-HH4 (GRY 16ga )
P240
TB30
33SP-001-AA1 (WHT 18ga )
SHIELD-734
P14
F42
4H
87-000-AA1 (TAN 18ga )
A NC
MC654
27 27
87-002-AA2 (TAN 18ga )
J2
11 BUSS
10
STEERING BLEED
PWR RELAY 14
560.0
IM2
SENSOR STEERING PRESSURE
J1
F12
30
87a
J14
A NC
P04
SH12:G-9
TB21
AHT )
J9-AA8 (BLK 16ga
AUXBOX CONNECTOR
(OPT)
0-325-AA1 (BLK 16ga )
IM1
73DS-005-CC4 (TAN 18ga )
D26
HFSW1
PARK BRAKE APPLY PSW
33J-000-AA1 (GRY 16ga )
0 BUSS
85
FLS
39AP-000-AA1 (YEL 16ga )
SH5:J-5
P14
86
1E
R15
J16
SH12:L-16
SP184
71CK BUSS
15
SEAT BELT ALARM

(OPT) RELAY 41
VEC-89
33J-003-AJ2 (GRY 16ga )
38G-002-AA2 (GRY 18ga )
15 15
J702
SH15:C-9
SH4:J-13
71CK BUSS
L2
F63
30
87a
TB32
33J-001-AJ2 (GRY 16ga )
TRUCK SPEED IN -
62SBA-000-AA1 (ORG 14ga )
21 21
52AA2-000-AA1 (BRN 20ga )

39-000-AA1 (TAN 20ga )
HYDRAULIC PUMP FILTERS PRESSURE
MC705
33J-002-AJ2 (GRY 16ga )
58B-06-00160
16 16
SH12:E-9
87
2G G
86
87
38G-001-AA1 (GRY 16ga )
TRUCK SPEED IN +
H 2H
VEC-89
ACCBD
87-001-AA1 (TAN 20ga )
85
SOLENOID STEERING BLEED DOWN
2A
SH7:I-16
0-229-AA2 (BLK 16ga )
R19
IM3
MC272
33JB-005-AA2 (LTG 18ga )
33JB-004-AJ2 (LTG 16ga )

B
P212
62A-000-AA1 (YEL 20ga )
D4
1 1
J02
SEAT BELT ALARM

CUSTOMER ATTACHMENT
(OPT)
PROPEL SYS AT REST OR NOT READY
XK1267
0-329-CC2 (BLK 18ga )
58B-06-00290
D1 D2
IM1
IM2
PC1538
2 2
62SB-002-CC2 (ORG 18ga )
62A-000-AA1 (YEL 20ga )
33JB-001-AA1 (GRY 16ga )
P02
IM1
P212

A4
36 36
SH13:K-5
23 23
21 21
SHIELD-725
34AT-001-AA1 (WHT 18ga )

MC645
34AT-000-AJ2 (WHT 16ga )
22 22
MC646
MC646
IM3
SHIELD-723
A
B
1
2
SENSOR DUCT AIR TEMPERATURE

AK7339
ATS
J14
P14
SWITCH AUTOLUBE PRESSURE
AUTOLUBE PRESSURE SWITCH
68P-003-AA1 (PUR 20ga )

68P-004-AA1 (PUR 16ga )
51A2-000-AR1 (BRN 16ga )
W1 W2
TB60
1
68P-002-AA1 (PUR 16ga )

68T-002-AA1 (DBL 16ga )
W3
IM3
SWITCH ACCUMULATOR PRESSURE #1 (ACCP1)

1 NO
TB35
AUTOLUBE SOLENOID
51A1-001-AR1 (LBL 16ga )
19 19
51A1-000-AA1 (LBL 20ga )
68T-004-AA1 (DBL 20ga )
IM1
R1 R2
R3 R4
0-335-AR1 (BLK 16ga )
PC0909
P13
SWITCH LOW STEERING PRESSURE

C NO
A NC
ACPSW
20 20
0-336-AA1 (BLK 16ga )
33F-000-AJ2 (DBL 16ga )
4C
VEC-89
85
33F-001-AA1 (DBL 20ga )
4E
NO
NC
PC1677
SABS
B1 B2
24 24
68T-001-AH2 (DBL 14ga )
M1 M2
10
87a
J16
P16
68T-005-AA2 (DBL 18ga )
0-345-AA2 (BLK 18ga )
R30
68ES-003-AA1 (DBL 16ga )
71CK BUSS
4F
NO
NC
PC1654
LLPS
58B-06-00290
SP785
68ES-004-AA1 (DBL 16ga )

68-005-AA1 (TAN 16ga )
68LS-003-AA1 (DGR 20ga )
SH7:I-16
32 32
33 33
34 34
J12
P12
SOLENOID AUTO LUBE
0-333-AA1 (BLK 16ga )
AUTOLUBE SOLENOID SENSE
SH5:J-5
33JA-001-AA1 (YEL 20ga )
0-334-AA1 (BLK 16ga )
M1 M2
68ES-000-AA1 (DBL 16ga )
68-005-AA1 (TAN 16ga )

68-002-AA1 (TAN 16ga )
P14
B2
54 54
68-003-AH1 (TAN 14ga )
68LS-002-AA1 (DGR 20ga )
SP786
68LS-004-AA1 (DGR 20ga )
56 56
68LS-001-AH1 (DGR 16ga )
72AT-000-AA1 (PNK 20ga )
AUTO MODE OPERATION REQUEST
72MAN-000-AA1 (LTG 20ga )
MANUAL MODE OPERATOR REQUEST
IM2
68ES-002-HH3 (DBL 14ga )
LLSOL
68-004-HH3 (TAN 14ga )
PC2436
LLSOL
IM3
68LS-000-HH3 (DGR 16ga )
C NO
A NC
0-344-AA1 (BLK 16ga )
55 55
J11
TB33
68ES-001-AH1 (DBL 14ga )
SH5:I-5
J14
A2
57 57
SWITCH AUTOLUBE LEVEL (OPT)

AUTOLUBE GREASE LEVEL W
34 34
68-001-AA1 (TAN 16ga )

68-000-AA1 (TAN 20ga )
STEERING BLEED PRESSURE SW
33JA-000-AJ2 (YEL 16ga )

0-332-AJ2 (BLK 16ga )
TB34
SH5:I-9
INTERFACE MODULE
LLPS
AUTO LUBE
RELAY 29
LOW STEERING PRESSURE
B C
68P-000-DD1 (PUR 14ga )
68T-000-DD1 (DBL 14ga )
2B
30
ACPSW
PC1693
F20
86
87
J13
SWITCH STEERING BLEED PRESSURE
SABS
0-331-AJ2 (BLK 16ga )
B C
SH5:H-9
68T-003-AA1 (DBL 16ga )
SWITCH ACCUMULATOR PRESSURE #2 (ACCP2)

1 NO
68P-001-AH2 (PUR 14ga )
TB35
W LOW STEERING PRE-CHARGE
PC0909
23 23
P11
0-342-AH1 (BLK 16ga )
J511
P511
ALLSW
0-343-HH3 (BLK 16ga )
XA3247
ALLSW
58E-06-02000-00
NOV 11
830E-1AC
A40851 & UP
Sheet 13 of 20
SWITCH HEATED MIRROR (OPT)
71LS-015-CC3 (DGR 16ga )

71LS-014-CC3 (DGR 16ga )
A A
B B
6
4
C C
P33
TB28
39 39
69MA-000-CC3 (YEL 16ga )
69MA-001-AC3 (YEL 16ga )
W1 W2
HEATED MIRROR OPTION
1 1
5 5
71LS-013-CC3 (DGR 16ga )
J19-CC3 (BLK 18ga )
3 3
6
J03
P03
D D
J18-CC3 (BLK 18ga )
MIRROR HEATED RIGHT DECK (OPT)
69M-001-AA1 (YEL 14ga )

0-403-AA1 (BLK 14ga )
P33
PC2238
6
7
SH5:H-9
6
7
6
7
69M-003-AH1 (YEL 14ga )

0-404-AH1 (BLK 14ga )
6
7
69M-005-FH1 (YEL 14ga )

0-405-FH1 (BLK 14ga )
F
G
F
G
69M-007-FF1 (YEL 14ga )

0-406-FF1 (BLK 14ga )
P546
69MA-002-AA1 (YEL 18ga )

J11
G 1G
0 BUSS
85
F53
11 BUSS
86
30
20
1H
87
P11
69M-000-AA1 (YEL 12ga )
F1 F2
SH9:M-3
A A
11L-003-CC3 (YEL 14ga )
GB10 FRT CAB GND

D2
B B
VEC-89
SH5:H-9
6
4
71LS-012-CC3 (DGR 16ga )
C C
P32
J03
11RB-001-AC3 (DGR 14ga )
6
7
E4
E3
P03
6
7
69M-006-GJ1 (YEL 14ga )

0-409-GJ1 (BLK 14ga )
F
G
F
G
69M-008-GG1 (YEL 14ga )

0-410-GG1 (BLK 14ga )
1
2
1
2
1
2
J547_CP
L547
MIRROR1
J540
P540
4
5
11RB-005-AH1 (DGR 14ga )

0-395-AH1 (BLK 14ga )
P503
4
5
69M-010-GG2 (YEL 14ga )

0-431-GG2 (BLK 14ga )
PC2930
D
E
11RB-007-FH1 (DGR 14ga )

0-396-FH1 (BLK 14ga )
D
E
1
2
11RB-009-FF1 (DGR 14ga )

0-397-FF1 (BLK 14ga )
P11
4
5
11RB-003-AA1 (DGR 14ga )

0-402-AA1 (BLK 14ga )
J541
4
5
4
5
11RB-006-AJ1 (DGR 14ga )

0-398-AJ1 (BLK 14ga )
P541
4
5
P502
D
E
11RB-008-GJ1 (DGR 14ga )

0-399-GJ1 (BLK 14ga )
J540
P540
P503
PC2930
RIGHT DECK
ROTATING BEACON
OPTION
1
2
J548_CP
J502
D
E
1
2
11RB-010-GG1 (DGR 14ga )

0-400-GG1 (BLK 14ga )
P549
P12
MIRROR2
J503
P548
J12
LEFT DECK
ROTATING BEACON
OPTION
1
2
J549_CP
J503
J16-CC3 (BLK 18ga )

11RB-004-AC4 (DGR 14ga )
P32
PC2272
SH5:J-9
6
7
69M-004-AJ1 (YEL 14ga )

0-408-AJ1 (BLK 14ga )
P12
4
5
J11
E1 E2
D D
R546
J502
P547
4
5
11RB-002-AA1 (DGR 14ga )

0-401-AA1 (BLK 14ga )
TB22
38 38
11RB-000-CC3 (DGR 14ga )
1 1
5 5
0-411-CC3 (BLK 18ga )
J17-CC3 (BLK 18ga )
3 3
P502
J546_CP
69M-009-FF2 (YEL 14ga )

0-430-FF2 (BLK 14ga )
MIRROR HEATED LEFT DECK (OPT)

6
7
69M-002-AA1 (YEL 14ga )

SH5:J-9
0-407-AA1 (BLK 14ga )
SWITCH ROTATING BEACON (OPT)
71LS-011-CC3 (DGR 16ga )
P541
1
2
J12
SH9:C-1
J541
1
2
TB23
H
87a
HEATED MIRROR
(OPT) RELAY 39
1
2
ROTATING BEACON OPTION
B4
0-427-AC4 (BLK 14ga )

0-346-AC4 (BLK 14ga )
SH12:G-18
0-091-AC4 (BLK 16ga )
SH5:K-10
GB31A-B4
14 14
11RB-011-CC4 (DGR 14ga )
15 15
0-428-CC4 (BLK 14ga )
P04
CAB MOUNT
ROTATING BEACON
OPTION
J04
LAMP RED PAYLOAD RIGHT

G
39A-001-AA1 (LTG 18ga )
2G
VEC-90
0 BUSS
PAYLOAD METER III
71CK BUSS
85
F14
30
TB34
39A-000-AA4 (LTG 18ga )

39B-000-AA4 (BRN 18ga )
39C-000-AA4 (DBL 18ga )
S1 S2
R1 R2
P1 P2
3A
87
39B-001-AA1 (BRN 18ga )
85
30
39C-001-AA1 (DBL 18ga )
39AA-000-AA1 (DGR 16ga )
3B
0 BUSS
85
30
0-189-FF1 (BLK 16ga )
RPLR EK9380 RPLR
11 11
11 11
39BA-002-AH1 (LBL 16ga )
39BA-004-FH1 (LBL 16ga )
39BA-005-FF1 (LBL 16ga )
RPLA EK9381
0-199-FF1 (BLK 16ga )
SP195
RPLA
LAMP GREEN PAYLOAD RIGHT
39BA-000-AA1 (LBL 16ga )
12 12
12 12
39CA-002-AH1 (YEL 16ga )
M M
39CA-004-FH1 (YEL 16ga )
39CA-005-FF1 (YEL 16ga )
TB23
RPLG
D1
J11
87a
P11
J541
P541
P502
J502
EK9382
0-158-FF1 (BLK 16ga )
RPLG
SH9:L-18
PAYLOAD AMBER
LAMP RELAY 17
2B
39AA-005-FF1 (DGR 16ga )
LAMP AMBER PAYLOAD RIGHT
39CA-001-AA1 (YEL 16ga )

2C
39AA-004-FH1 (DGR 16ga )
C1
86
87
10 10
39AA-002-AH1 (DGR 16ga )
TB23
39BA-001-AA1 (LBL 16ga )
2D
0 BUSS
87a
PAYLOAD RED
LAMP RELAY 16
D
10 10
39AA-001-AA1 (DGR 16ga )
86
0-364-FF1 (BLK 16ga )
LAMP RED PAYLOAD LEFT
39AA-006-AA1 (DGR 16ga )
86
2A
87
39CA-000-AA1 (YEL 16ga )
10 10
10 10
39AA-007-AJ1 (DGR 16ga )
39AA-008-GJ1 (DGR 16ga )
39AA-009-GG1 (DGR 16ga )
TB23
LPLR EK9380
E1
0-367-GG1 (BLK 16ga )
LPLR
LAMP AMBER PAYLOAD LEFT
87a
11 11
39BA-006-AA1 (LBL 16ga )
PAYLOAD GREEN
LAMP RELAY 18
11 11
39BA-007-AJ1 (LBL 16ga )
39BA-008-GJ1 (LBL 16ga )
39BA-009-GG1 (LBL 16ga )
LPLA EK9381
SP196
0-368-GG1 (BLK 16ga )
LPLA
LAMP GREEN PAYLOAD LEFT
39C-000-AA4 (DBL 18ga )

39B-000-AA4 (BRN 18ga )
39A-000-AA4 (LTG 18ga )
SH4:B-3
F46
71CK BUSS
4D
VEC-90
712PL-000-AA1 (LTG 16ga )
TB34
V1 V2
39G-001-AA4 (DBL 16ga )
GREEN LAMP DRIVE

AMBER LAMP DRIVE
RED LAMP DRIVE
+24VDC POWER
J12
0-365-AA4 (BLK 16ga )
SCORE BOARD RIGHT (OPT)

PWR & COMM GND 1
N/C 1
SIGN TX
SIGN RX
24 VDC PWR IN
SH12:G-3
712SL-000-AA1 (DGR 16ga )
28 BRAKE LOCK
39H1-001-AA4 (YEL 16ga )
18 BODY UP
71F-002-AA4 (LTG 16ga )
SH12:D-9
SH12:D-9
MC275
77-003-AA4 (WHT 18ga )

77A-003-AA4 (BLK 18ga )
MC605
P1 P2
S1 S2
35L10-000-FG1 (WHT 16ga )

712SL-002-FG1 (RED 16ga )
MC607
35L8-001-AF1 (WHT 16ga )
SIGN RX
SIGN TX
PWR & COMM GND 1
T1 T2
35L9-001-AF1 (BRN 16ga )
35L7-000-AA4 (BLK 18ga )
R1 R2
35L7-001-AF1 (BLK 16ga )
15 SPEED INPUT - LO PASSIVE

25 SPEED INPUT - HI PASSIVE
TB34
4
73MSL-000-AA4 (BRN 18ga )
X1 X2
39F-007-AR1 (BLK 16ga )
39FC-003-AR1 (WHT 16ga )

P150
58E-06-10050
14 14
15 15
SHIELD-877
13 13
MC713
39F-008-AR1 (BLK 16ga )
39FD-003-AR1 (WHT 16ga )
58E-06-10050 P151
SHIELD-661
17 17
MC294
16 16
SHIELD-878
18 18
P13
TB36
39FC-001-AA1 (WHT 16ga )
SENSOR PAYLOAD PRESSURE LEFT FRONT

1
39F-001-AA1 (BLK 16ga )
MC743
39F-003-DD1 (BLK 16ga )
SHIELD-661
39F-002-AA1 (BLK 16ga )
58E-06-10050
MC744
P153
B1 B2
C1 C2
C3 C4
J3
MC294
SHIELD-660
SHIELD-660
J13
J4
39FC-000-AA4 (BLK 18ga )
MC603
0-375-AA4 (BLK 18ga )
SHIELD-663
73MSL-001-AA1 (BRN 18ga )
TB61
SHIELD-884
SHIELD-884
40 40 SHIELD-883
D1 D2
E1 E2
39FB-002-AH2 (BLK 16ga )
37 37
39FB-001-AA1 (BLK 18ga )
D1 D2
39FB-000-AA4 (BLK 18ga )
39F-004-DD1 (BLK 16ga )
F1 F2
39FA-002-AH2 (WHT 16ga )
39 39
39FA-001-AA1 (WHT 18ga )
E1 E2
39FA-000-AA4 (WHT 18ga )
39FA-004-DD1 (WHT 16ga )
G1 G2
39F-011-AH2 (RED 16ga )
38 38
MC744
MC715
MC715
P16
REAR AXLE
JUNCTION BOX
J16
TB36
GROUND
SIGNAL
+18V SUPPLY
7861925330
1
2
3
P246
MC298
39FG-000-AA4 (BLK 18ga )

39FE-000-AA4 (WHT 18ga )
39F-012-AA4 (RED 18ga )
SHIELD-664
MC298
J503
0-369-GG1 (BLK 16ga )
LPLG
SH9:J-18
0-363-GG1 (BLK 16ga )
PC1137
85
30
86
VEC-91
TB21
1F
87
73MS-000-AA1 (DGR 18ga )
87a
0 BUSS
85
0 BUSS
30
SP744
G1 G2
G3
73MS-001-AA3 (DGR 18ga )
0V=70% LOAD, 24V=NOT 70% LOAD
0V=100% LOAD, 24V=NOT 100% LOAD
24V=OVRLD, 0V=NOT OVRLD
58B-06-00120
1
73MS-002-AA2 (DGR 18ga )
2000.0
R21
SH5:A-13
86
1H
87
712-006-AA2 (ORG 18ga )
TB21
87a
73LS-000-AA1 (WHT 18ga )
VEC91-P1
PAYLOAD 100 %
RELAY 35
F1 F2
F3
73LS-001-AA3 (WHT 18ga )

58B-06-00120
1
73LS-002-AA2 (WHT 18ga )
2000.0
R20
SH5:A-13
TB21
TCI OVER 110%
MC297
MC601
MC601
CAN HI 1 11
CAN LO1 21
CAN GND 1 31
19 INCLINOMETER GND
29 INCLINOMETER - SIGNAL
CAN HI 2 12
CAN LO2 22
CAN GND 2 32
P264
EJ3060
939YP-007-AA4 (YEL 20ga )

939GP-007-AA4 (GRN 20ga )
MC711
SHIELD-860
MC710
SHIELD-858
P264
939YE-009-AA4 (YEL 20ga )

939GE-009-AA4 (GRN 20ga )
MC710
L1 L2
L4
M1 M2
M4
N1 N2
K3 N4
K4 K2
K1 K5
35L4-000-AA4 (WHT 18ga )
MC711
TB36
1
35L2-000-AA4 (BLK 18ga )
35L3-000-AA4 (RED 18ga )
RS232 T1 23
30 SUSPENSION PRESSURE - LR
72IP-000-AA4 (DGR 18ga )
40 SUSPENSION PRESSURE - RR
SP743
EK9382
GB LEFT DECK
PAYLOAD 70 %
RELAY 34
G 1G
73LSL-001-AA1 (LTG 18ga )
LPLG
1E
VEC91-P1
39F-009-AA1 (RED 18ga )

MC714
INCLINOMETER
W1 W2
20 SUSPENSION PRESSURE - RF
RS232 GND 1 33
73LSL-000-AA4 (LTG 18ga )
CNLIN
1 C3
36 18VDC SENSOR SUPPLY
39F-000-AA4 (RED 18ga )

39F-010-AA4 (RED 18ga )
TB34
MC607
SHIELD-673
39 SUSPENSION PRESSURE - LF
39FD-000-AA4 (WHT 18ga )

SHIELD-669
TCI 100%
RS232 R1 13
SHIELD-950
SHIELD-951
SENSOR PAYLOAD PRESSURE RIGHT REAR

1
A2
SHIELD-AA4 (BLK 18ga )

TERMINAL BLOCK
SPLIT UP. SEE
CONNECTOR CHART
FOR LOCATIONS
39FD-001-AA1 (WHT 16ga )
MC743
39FB-003-DD1 (WHT 16ga )
58E-06-10050 P152
A1
SENSOR PAYLOAD PRESSURE LEFT REAR

1
MC603
SHIELD-883
MC295
CNLO
24 VDC PWR IN
R4
MC606
712SL-001-AF1 (RED 16ga )
35L9-000-AA4 (RED 18ga )
SHIELD-671
39CA-009-GG1 (DGR 16ga )
PWR & COMM GND 2

PWR & COMM GND 3
N/C 2
SIGN TX2 REBROADCAST
24 VDC PWR OUT
N/C 1
RS232 R2 14
RS232 GND 2 34
A
B
C
D
E
0 BUSS
MC295
P503
0 BUSS
MC712
P540
0-370-FG1 (BLK 16ga )
35L8-000-AA4 (WHT 18ga )
TCI 70%
SENSOR PAYLOAD PRESSURE RIGHT FRONT
M M
39CA-008-GJ1 (YEL 16ga )
SCORE BOARD LEFT (OPT)
MC606
A
B
C
D
E
RS232 T2 24
MC605
MC275
J540
P12
CNRIN
PC1137
PLM3 GROUND
TB36
SH7:N-8
12 12
39CA-007-AJ1 (YEL 16ga )
SHIELD-929
17 KEYSWITCH
712PL-001-AA4 (LTG 18ga )

A3
7
6
5
12 12
39CA-006-AA1 (YEL 16ga )
PAY LOAD METER 3
TO RPC
SH15:E-4
NETWORK
SH15:E-4
CONNECTOR
MC290
CONNECTOR
712-007-AA2 (ORG 18ga )

72IP-001-AA3 (DGR 18ga )
P304
5
35L2-001-AA4 (BLK 20ga )
35L3-001-AA4 (RED 20ga )
35L4-001-AA4 (WHT 20ga )
AUXBOX
PLM3
DIAGNOSTIC
CONNECTOR
J362
SHIELD-656
SHIELD-668
35L2-002-AC2 (BLK 18ga )

35L3-002-AC2 (RED 18ga )
35L4-002-AC2 (WHT 18ga )
TO J1939
SH15:C-6 NETWORK
SH15:C-6
C1 C2
0-234-AA2 (BLK 16ga )

0-235-AA2 (BLK 16ga )
SH5:J-12
SH6:E-12
MC602
SHIELD-668
34 34
35 35
36 36
37 37
P02
MC622
SHIELD-688
35L2-003-CC2 (BLK 20ga )

35L3-003-CC2 (RED 20ga )
35L4-003-CC2 (WHT 20ga )
MC622
5
3
2
DIAG7
OP-CAB
PLM3
DIAGNOSTIC
DIAG-7
CONNECTOR
J02
58E-06-02000-00
NOV 11
830E-1AC
A40851 & UP
Sheet 14 of 20
FROM
ENGINE
CAN J1939
MC258
MC258
SH6:H-9
SH6:H-9
IM CAN TEE
PLM3 CAN TEE

CAN TEE J1939 # 1
939YE-001-AE1 (YEL 18ga )

939GE-001-AE1 (GRN 18ga )
SHIELD-270
MC690
A2 A P303B
B2 B
C2 C
A A1
B B1
C C1
P301B
A3 A
B3 B
C3 C
MC690
939YE-003-AA6 (YEL 18ga )

939GE-003-AA6 (GRN 18ga )
SHIELD-799
MC710
CAN TEE J1939 # 2

A A1
B B1
C C1
SHIELD-799
P304B
SH14:O-13
SH14:O-13
939YE-009-AA4 (YEL 20ga )

939GE-009-AA4 (GRN 20ga )
SHIELD-858
P315B
939YE-008-AA1 (YEL 20ga )

939GE-008-AA1 (GRN 20ga )
SHIELD-962
MC705
A A1
B B1
C C1
A2 A
B2 B
C2 C
P316B
SH13:E-4
SH13:E-4
SHIELD-836
P306D
PC0616
MC749
939YE-011-AA10 (YEL 18ga )

939GE-011-AA10 (GRN 18ga )
SHIELD-962
MC705
A3 A
B3 B
C3 C
P302D
PC0616
A2 A
B2 B
C2 C
GE CAN TEE
CAN TEE J1939 # 5
A3 A
B3 B
C3 C
DIAG CAN TEE
MC691
P305B
939YE-004-AC2 (YEL 18ga )

939GE-004-AC2 (GRN 18ga )
SHIELD-802
SHIELD-802
939YE-012-AA12 (YEL 18ga )

939GE-012-AA12 (GRN 18ga )
SHIELD-966
SHIELD-966
P317D
PC0616
MC691
A
B
C
GE CAN J1939
CONNECTION
46 46
45 45
47 47
P02
MC692
MC692
939YE-005-CC2 (YEL 18ga )

939GE-005-CC2 (GRN 18ga )
P307B
A3 A
B3 B
C3 C
J02
P318D
SH11:M-11
CAN J1939 NETWORK

(RED)
TERM#2
PC0618
PLM3 CAN TEE

CAN TEE RPC # 1
A A1
B B1
C C1
A2 A
B2 B
C2 C
SEE NOTE #1
FOR AHT OPT
939YP-000-AA5 (YEL 18ga )

939GP-000-AA5 (GRN 18ga )
SHIELD-835
MC711
A3 A
B3 B
C3 C
939YP-007-AA4 (YEL 20ga )

939GP-007-AA4 (GRN 20ga )
IM CAN TEE
CAN TEE RPC # 2
MC704
SHIELD-835
MC711
SH14:N-13
SH14:N-13
SHIELD-860
A A1
B B1
C C1
P204B
MC748
SHIELD-959
MC703
A3 A
B3 B
C3 C
P202D
PC0616
A2 A
B2 B
C2 C
P215B
939YP-012-AA9 (YEL 18ga )

939GP-012-AA9 (GRN 18ga )
SHIELD-959
MC703
939YP-008-AA1 (YEL 20ga )

939GP-008-AA1 (GRN 20ga )
GE CAN TEE
CAN TEE RPC # 6
MC748
A3 A
B3 B
C3 C
P206D
PC0616
A2 A
B2 B
C2 C
P216B
SH13:H-11
SH13:I-11
SHIELD-834
A A1
B B1
C C1
PC0616
MC706
939YP-002-AC1 (YEL 18ga )

939GP-002-AC1 (GRN 18ga )
SHIELD-842
939YP-009-AA11 (YEL 18ga )

939GP-009-AA11 (GRN 18ga )
SHIELD-965
SHIELD-965
P218D
A
B
C
GE CAN RPC
CONNECTION
21 21
20 20
22 22
P01
MC707
CAN TEE RPC # 3
MC707
48 48
11A-004-AC2 (TAN 18ga )
939YP-003-CC1 (YEL 18ga )

939GP-003-CC1 (GRN 18ga )
SHIELD-843
SHIELD-843
A A1
B B1
C C1
A2 A
B2 B
C2 C
P207B
A3 A
B3 B
C3 C
J01
P219D
PC0616
MC708
P208B
11 BUSS
71CK BUSS
CAN RPC NETWORK

(YELLOW)
939YP-004-CC1 (YEL 18ga )

939GP-004-CC1 (GRN 18ga )
SHIELD-844
MC255
SH9:C-1
71LS-009-CC2 (DGR 16ga )

71LS-010-CC2 (DGR 16ga )
P31
1
12 12
86A-000-CC2 (RED 16ga )
79RC-000-CC2 (ORG 18ga )
PC3206
12
86A-002-CC6 (RED 16ga )
SP702
712MM-000-AA1 (DBL 16ga )
P1 P2
11M-001-AC2 (LTG 14ga )
39 39
R1 R2
712MM-001-AC2 (DBL 16ga )
40 40
A A1
B B1
C C1
A2 A
B2 B
C2 C
P210B
A3 A
B3 B
C3 C
SHIELD-265
P209D
SH9:I-3
45R-005-CC2 (LBL 16ga )
SH9:I-3
45L-005-CC2 (DGR 16ga )

MC722
77A-005-CC2 (BLK 18ga )
MC722
77-005-CC2 (WHT 18ga )

SHIELD-908
10 10
10
11 11
11
P651
C2
D2
E1
E2
D4
712MM-004-CC2 (DBL 16ga )
4
2
3
1
0-500-JJ6 (BLK 8ga )

86-500-JJ6 (GRN 8ga )
MC723
G3
H1
H2
F4
87-500-JJ6 (WHT 8ga )
J712
D3
J2
J3
K1
K2
K4
HOTSTART JUNCTION BOX
P
Q
R
S
46GA-007-FH1 (LBL 14ga )

46YA-007-FH1 (TAN 14ga )
46RA-007-FH1 (LTG 14ga )
0-440-FH1 (BLK 14ga )
P
Q
R
S
1
2
3
4
46GA-008-FF1 (LBL 14ga )

46YA-008-FF1 (TAN 14ga )
46RA-008-FF1 (LTG 14ga )
0-441-FF1 (BLK 14ga )
J541
61 61
62 62
63 63
64 64
P541
24 24
25 25
26 26
27 27
46GA-003-AJ1 (LBL 14ga )

46YA-003-AJ1 (TAN 14ga )
46RA-003-AJ1 (LTG 14ga )
0-435-AJ1 (BLK 14ga )
P502
P
Q
R
S
46GA-009-GJ1 (LBL 14ga )

46YA-009-GJ1 (TAN 14ga )
46RA-009-GJ1 (LTG 14ga )
0-436-GJ1 (BLK 14ga )
46GA-005-AA1 (LBL 14ga )

46GA-000-AA1 (LBL 14ga )
REVERSE INPUT
45R-006-CC6 (LBL 18ga )
RIGHT TURN
MC721
MC721
77A-006-CC6 (BLK 18ga )
LEFT TURN
10 SPEED INPUT (+)

11 SPEED INPUT (-)
77-006-CC6 (WHT 18ga )

SHIELD-904
P652
PC3190
GROUND
POWER SUPPLY
GROUND
CAM 1
72FC-000-CC6 (LTG 16ga )
CAM 1 SELECT
CAM 2
45RA-000-CC6 (LBL 16ga )
CAM 2 SELECT
CAM 3
45LA-000-CC6 (DGR 16ga )
CAM 3 SELECT
CAM 4
79R-000-CC6 (DBL 16ga )
CAM 4 SELECT
P652
A1
A2
TB32
B1 B2
P12
J540
AHT
AUXBOX CONNECTOR
(OPT)
5
6
7
5
6
7
46GA-000-AA1 (LBL 14ga )

46YA-005-AA1 (TAN 14ga )
46RA-000-AA1 (LTG 14ga )
46YA-000-AA1 (TAN 14ga )
C1 C2
J502
P
Q
R
S
1
2
3
4
46GA-010-GG1 (LBL 14ga )

46YA-010-GG1 (TAN 14ga )
46RA-010-GG1 (LTG 14ga )
0-437-GG1 (BLK 14ga )
46YA-002-AA1 (TAN 14ga )
MC728
33PG-000-AA1 (BLK 18ga )

5VDI-009-AA1 (RED 18ga )
33PRR-000-AA1 (WHT 18ga )
8 8
9 9
10 10
P702
27 27
34 34
35 35
36 36
0-433-AH2 (BLK 14ga )

46GA-001-AH2 (LBL 14ga )
46RA-001-AH2 (LTG 14ga )
46YA-001-AH2 (TAN 14ga )
4
1
2
3
RBML
SHIELD-918
MC727
33PG-002-AA1 (BLK 18ga )

5VDI-011-AA1 (RED 18ga )
33PLR-000-AA1 (WHT 18ga )
SHIELD-917
SHIELD-917
17 17
39AP-003-AA1 (YEL 16ga )
18 18
39-001-AA1 (TAN 16ga )
11 11
J702
J14
1
2
3
4
AHT LEFT DECK

MODE LAMPS
CONNECTOR (OPT)
LDML_CP
J503
46RA-002-AA1 (LTG 14ga )
SHIELD-918
P650
P503
RDML_CP
AHT RIGHT DECK

MODE LAMPS
CONNECTOR (OPT)
0-432-AA1 (BLK 14ga )

46GA-002-AA1 (LBL 14ga )
TB32
12 12
13 13
14 14
P540
1
2
3
4
8 8
9 9
10 10
11 11
20 20
21 21
22 22
23 23
J16
MC726
P16
1
3
2
33PG-001-AD1 (BLK 18ga )

5VDI-010-AD1 (RED 18ga )
33PRR-001-AD1 (WHT 18ga )
SHIELD-914
RRBPS
MC725
1
3
2
33PG-003-AD1 (BLK 18ga )

5VDI-012-AD1 (RED 18ga )
33PLR-001-AD1 (WHT 18ga )
SHIELD-913
LRBPS
P15
39AP-004-AJ2 (YEL 16ga )
39-002-AJ2 (TAN 16ga )
RRBPS_CP
LRBPS_CP
4
1
2
3
4
1
2
3
RBML_CP
RBML1
4
1
2
3
0-442-DD1 (BLK 14ga )

46GA-011-DD1 (LBL 14ga )
46RA-011-DD1 (LTG 14ga )
46YA-011-DD1 (TAN 14ga )
RBML2
4
1
2
3
AHT REAR AXLE

MODE LAMPS
CONNECTOR
(OPT)
RBML2_CP
AHT
RIGHT REAR
BRAKE PRESSURE
SENSOR
(OPT)
AHT
LEFT REAR BRAKE
PRESSURE
SENSOR
(OPT)
AHT
HYDRAULIC
FILTER SWITCHES
(OPT)
ATFS_CP
P14
THERMOSTAT OIL RESERVE TANK
90-510-JJ8 (BLK 14ga )

86-511-JJ8 (BLK 14ga )
A A
B B
C C
EG1968
ECHTR1
A
B
C
86-510-JJ7 (TAN 14ga )

0-514-JJ7 (BLK 14ga )
HEATER OIL RESERVE TANK
A
B
C
87-511-JJ8 (BLK 14ga )

90-510-JJ8 (BLK 14ga )
0-515-JJ8 (BLK 14ga )
A A
B B
C C
EG1966
ECHTR2
A A
B B
C C
87-503-EJ3 (BLK 14ga )

90-500-EJ3 (BLK 14ga )
0-504-EJ3 (BLK 14ga )
SP706
HEATER ENGINE OIL LH
EOTS
PARALLEL
JUNCTION
BLOCK
86-503-EJ3 (BLK 14ga )

90-500-EJ3 (BLK 14ga )
0-506-EJ3 (BLK 14ga )
SP703
SP704
SP705
86-504-EJ3 (BLK 14ga )

90-501-EJ3 (BLK 14ga )
0-507-EJ3 (BLK 14ga )
A A
B B
C C
PC0292
EOH1
A
B
C
CON1
A
B
C
86-507-JJ3 (BLK 14ga )

87-507-JJ3 (BLK 14ga )
0-510-JJ3 (BLK 14ga )
SP707
SP708
SP709
1A1
1A2
1B1
1B2
1C1
1C2
HEATER ENGINE OIL RH
86-505-EJ3 (BLK 14ga )

90-502-EJ3 (BLK 14ga )
0-508-EJ3 (BLK 14ga )
A A
B B
C C
PC0292
EOH2
90-503-JJ3 (BLK 14ga )

87-507-JJ3 (BLK 14ga )
86-506-JJ7 (PNK 14ga )

87-506-JJ7 (TAN 14ga )
0-509-JJ7 (BLK 14ga )
GE ALTERNATOR & WHEEL MOTOR POWER CIRCUIT

GE CONTROL CABINET
THERMOSTAT ENGINE OIL
TB-HTST
1
24 24
25 25
26 26
27 27
46GA-006-AH1 (LBL 14ga )

46YA-006-AH1 (TAN 14ga )
46RA-006-AH1 (LTG 14ga )
0-439-AH1 (BLK 14ga )
P11
J12
TB32
POWER +24VDC 12
THERMOSTAT HYDRAULIC OIL
J1
CAN RPC NETWORK

(YELLOW)
12
46GA-004-AA1 (LBL 14ga )

46YA-004-AA1 (TAN 14ga )
46RA-004-AA1 (LTG 14ga )
0-434-AA1 (BLK 14ga )
GB31-A
CAMERA CONTROLLER (OPT)
79B-006-CC6 (YEL 18ga )
XB7269
G2
NOTE:
1) OPTIONAL AHT CONNECTION TO CAN RPC REMOVES TERM
#2 RESISTOR FROM RPC CAN TEE #1 AND AHT CONNECTOR
P216B CONNECTS TO RPC CAN TEE #1
RDML
CAMERA SYSTEM (OPT)
CAM 4 MAN
TB-HTST
G1
SHIELD-816
MM/RPC
61 61
62 62
63 63
64 64
SH12:C-16
SH12:C-16
P214D
OP-CAB
MODULAR
MINING
CONNECTION
11
MC695
939YP-010-CC4 (YEL 20ga )

939GP-010-CC4 (GRN 20ga )
XB7268
87-502-JJ8 (WHT 14ga )

0-502-JJ8 (DGR 14ga )
86-502-JJ8 (BLK 14ga )
0-505-EJ3 (BLK 14ga )
SUPPLY POWER
SINGLE PHASE 240 VAC
FULL LOAD AMPS: 35
MC695
A3 A
B3 B
C3 C
10
J11
0-394-CC6 (BLK 16ga )

0-393-CC6 (BLK 16ga )
45L-006-CC6 (DGR 18ga )
SERIES
JUNCTION
BLOCK
POWER RECEPTACLE ON
FRONT LH BUMPER
P213B
PC0618
0-214-CC2 (BLK 14ga )
46RA-005-AA1 (LTG 14ga )

46RA-000-AA1 (LTG 14ga )
HEATER COOLANT RH
MC255
TERM#3
A2 A
B2 B
C2 C
A A1
B B1
C C1
PC0616
ATFS
SH8:H-9
SH8:H-9
SHIELD-263
712MM-003-CC2 (DBL 16ga )
46GA-005-AA1 (LBL 14ga )

46YA-005-AA1 (TAN 14ga )
46RA-005-AA1 (LTG 14ga )
0-438-AA1 (BLK 14ga )
0-392-CC6 (BLK 16ga )
J651_CPJ651
87-501-HH7 (WHT 14ga )

0-501-HH7 (DGR 14ga )
86-501-HH7 (BLK 14ga )
VHMS CAN TEE

CAN TEE RPC # 5
SHIELD-845
939YP-001-CC1 (YEL 18ga )

939GP-001-CC1 (GRN 18ga )
SP157
AHT CONNECTIONS OPTION
HEATER COOLANT LH
C1
SHIELD-845
MC254
SH12:D-16
SH12:D-16
CAN J1939 NETWORK

(RED)
H
J
MC709
MC696
SHIELD-817
OP-CAB
CONNECTOR
ENGINE DATALINK
TIER 1 OR TIER 2
DIAGNOSTIC
DIAG4
939YP-005-CC4 (YEL 18ga )

939GP-005-CC4 (GRN 18ga )
J15
TB-HTST
MC709
939YE-010-CC4 (YEL 20ga )

939GE-010-CC4 (GRN 20ga )
P311D
PC0616
P212D
PC0616
712MM-002-CC2 (DBL 16ga )
11 11
HOT START OPTION
P211B
939YP-006-CC2 (YEL 18ga )
B2
B
A
0-362-CC2 (BLK 18ga )
11M-002-CC2 (LTG 14ga )
J02
F
G
MC696
LDML
SP701
79B-005-CC2 (YEL 18ga )
SH12:D-3
ACTIA CAN TEE

CAN TEE RPC # 4
SHIELD-844
A3 A
B3 B
C3 C
PC0618
79C-001-CC6 (ORG 18ga )
P31
SH7:H-19
SH12:D-3
86A-004-CC6 (RED 16ga )

86A-003-CC6 (RED 16ga )
D D
J15-CC2 (BLK 18ga )

0-390-CC2 (BLK 16ga )
0-389-CC2 (BLK 16ga )
GB10 FRT CAB GND

D4
6 6
C C
C4
SHIELD-265
CAMERA SYSTEM OPTION
3 3
4 4
5 5
11M-000-AA1 (LTG 12ga )
TB32
MC689
GB12 REAR CAB
GB12 REAR CAB
SWITCH CAMERA (OPT)

B
4E
VEC-90
P02
86A-001-CC2 (RED 16ga )
A A
4G
20
F48
J02
939GP-006-CC2 (GRN 18ga )
VEC-91
C
D
E
11A-012-CC2 (TAN 18ga )
MC708
OPERATOR CAB CAN RPC

F30
939YE-007-CC2 (YEL 20ga )

939GE-007-CC2 (GRN 20ga )
900-003-CC2 (WHT 18ga )

901-003-CC2 (BLK 18ga )
MM CAN TEE
P205B MC706
P310B
MC694
TERM#1
A2 A
B2 B
C2 C
A A1
B B1
C C1
SHIELD-811
MC689
P02
MC704
P203B
SHIELD-808
SHIELD-811
SH6:I-13
SH6:I-13
CAN TEE J1939 # 4
MC693
939YE-006-CC4 (YEL 18ga )

939GE-006-CC4 (GRN 18ga )
SHIELD-808
MC694
P309D
PC0616
OPERATOR CAB CAN J1939
MC693
A2 A P308B
B2 B
C2 C
A A1
B B1
C C1
SHIELD-805
SHIELD-805
VHMS CAN TEE
CAN TEE J1939 # 3
A A
B B
C C
EG1968
HEATER HYDRAULIC OIL #1
86-508-JJ3 (BLK 14ga )

90-506-JJ3 (BLK 14ga )
0-511-JJ3 (BLK 14ga )
CON2
A A
B B
C C
EG1966
HOHTR1
86-509-JJ3 (BLK 14ga )

90-507-JJ3 (BLK 14ga )
0-512-JJ3 (BLK 14ga )
A A
B B
C C
HOHTR2
EG1966
2A1
2A2
2B1
2B2
2C1
2C2
CMTAFSE
AFSE
IPT1AX2
IPT1AX3
IPT1BX2
IPT1BX3
IPT1CX2
IPT1CX3
IPT2AX2
IPT2AX3
IPT2BX2
IPT2BX3
IPT2CX2
IPT2CX3
T19
T20
7M1A1-DT1 (GRY 4/0-MCM )

7M1B1-DT3 (GRY 4/0-MCM )
7M1C1-DT5 (GRY 4/0-MCM )
71J-000-ST1 (GRY 2/0-MCM )
74D-000-ST2 (GRY 2/0-MCM )
M1-TA1
M1-TA2
M1-TB1
M1-TB2
M1-TC1
M1-TC2
M2-TA1
M2-TA2
M2-TB1
M2-TB2
M2-TC1
MOTOR WHEEL DRIVE # 1

A1
A2
B1
B2
C1
ALT2
SH7:H-15
1
2
3
4
C2
A1
A2
B1
B2
C1
C2
PIN1
PIN2
NOTE: USE GE SCHEMATIC FOR ADDITIONAL CABLES TO ALTERNATOR
52PB-001-AC3 (PUR 16ga )
P03
M2-TC2
ALTERNATOR PROPULSION DRIVE
ALT1
HYDRAULIC LADDER OPTION
SH12:E-5
510E2-003-AA1 (DGR 18ga )
24 24
J12
SH6:L-14
OPTIONAL HYD
ACCESS LADDER
UP SWITCH
510E2-002-AJ1 (DGR 16ga )
P12
0-519-AJ1 (BLK 16ga )
1
2
P830
1
2
J262_CP
SH11:P-8
RELAY HYDRAULIC LADDER
PK STATUS (OPT)
7
52PB-004-CC3 (PUR 16ga )
J03
1
2
3
4
86
(+)
85
GB10 FRT CAB GND

1 C3
0-381-CC3 (BLK 16ga )

0-376-CC3 (BLK 16ga )
SH11:P-8
GB10-C3
(NO) 87
30 (C)
P263
(-)
0-382-CC3 (BLK 16ga )
(NC)87A
PC1730
52RS1-000-CC3 (YEL 16ga )

52RS2-000-CC3 (DGR 16ga )
P263
P262
J30-JJ9 (BLK 16ga )
J830
58E-06-02000-00
NOV 11
830E-1AC
A40851 & UP
Sheet 15 of 20
WIRE TABLE
WIRE LIST
NAME
WIRE LIST
DEVICE FROM
-15VDI-000 -15VDI-001 TB21
CONN FROM DEVICE TO

GE DID PANEL
J02
TB21-V2
CONN TO
DID
-15VDI-002 GE CONTROL INTERFACE

GB70 FRAME GND
0-000
P302
TB21
TB21-V1
NAME DEVICE FROM

CONN FROM DEVICE TO
RELAY BACKUP LIGHT (BULR)
0-157 RELAY HEADLIGHT HIGH MOUNT (HH... HHMR-(-)
0-158 SP195
SP14
GB31A-A2
0-160 GB31-B AUXBOX GND BLCK
GB70-A2
BUSS BAR 0
DISC(-)-5
0-161
J14
P02
CONTINUED ON DIAGRAM 17 & 18
WIRE LIST
CONN TO
BULR-(-)
NAME DEVICE FROM

0-298 SP169
RPLG
0-299
SP169
CONN FROM DEVICE TO

LAMP REAR SERVICE
TIMER REAR SERVICE LAMP (PLT)
-
0-300
GB1 - REAR AXLE
GB1-B3
SP14
0-301
GB1 - REAR AXLE
GB1-B3
WIRE LIST
CONN TO
PL
NAME
0-435
DEVICE FROM
-
PLT-3
0-436
CONN FROM DEVICE TO

P12
P540
P55
0-437
J503
J54
0-438
J11
WIRE LIST
WIRE LIST
CONN TO
J540
NAME
11A-000
DEVICE FROM
VEC-91
P503
11A-001
TB35
CONN FROM DEVICE TO

TB35
VEC91-P4
RELAY VEHICLE HORN POWER (HPR)
TB35-A1
CONN TO
TB35-B3
NAME
DEVICE FROM
11RCNT-004 ACTIA DASH DISPLAY
11RWL
CONN FROM DEVICE TO

P11
P902
LDML
11A-002
TB35
TB35-A2
J16
P01
TB35
TB35-P1
P240
11RWL-001 11RWL-002 TB35
GB31A-D3
11A-003
TB35
TB35-B2
TB35-P2
INTERFACE MODULE
IM1
HPR-87
CONN TO
P180
J01
0-001
24VDC ALTERNATOR
ALT (-)
GB70 FRAME GND
GB70-A1
0-162
J12
SP13
0-302
P54
SP177
0-439
J541
P11
11A-004
TB35
TB35-B4
P02
11S-000
VEC-90
VEC90-P3
SP106
0-002
GB70 FRAME GND
GB70-B2
GB31A-A1
0-163
J12
SP13
0-303
SP177
LSCL2
0-440
P541
P502
11A-005
P16
TB60
TB60-L1
11S-001
SP106
J12
0-003
BUSS BAR 0
DISC(-)-4
M0TOR STARTER 1 (STRT1)
STRT1-2A
0-164
J11
SP10
0-304
LSCL1
SP177
0-441
RDML
J502
11A-006
TB60
TB60-L2
P704
11S-002
SP106
J11
0-004
BUSS BAR 0
DISC(-)-3
MOTOR STARTER 2 (STRT2)
STRT2-2A
0-165
J11
SP10
0-305
J55
SP174
0-442
RBML1
RBML2
11A-007
J704
SWITCH REAR SERVICE LAMP (PLS)
PLS-3
11S-003
P12
P536
0-005
VEC-90
VEC90-S7A
VEC-89
VEC89-S7A
0-166
P11
J541
0-306
SP174
RSCL2
0-443
GB31A-D4
TB26
TB26-A2
11A-008
J240
HLSW-2
11S-004
J536
0-006
RELAY KEY / GE CNTRL PWR (KCNP...
KCNPR-(-)
KSWPR-(-)
0-167
P541
RDLLT
0-307
RSCL1
SP174
0-444
HL2
GB8 BRAKE CABINET
GB8-4
11A-011
HPR-87
HPR-(+)
11S-005
P11
SWITCH LEFT GROUND LEVEL SHUTD... ESDS-2

P533
-
0-007
KCNPR-(-)
12V POWER RELAY (12VPR)
12VPR-(-)
0-168
J541
P11
0-308
JB6C
JB6C
J229
0-445
GB8 BRAKE CABINET
GB8-4
HL1
11A-012
DIAG4
J02
11S-006
J533
0-008
J11
SP09
0-169
LAMP DECK LIGHT #2
RDLT
P541
0-309
JB6C
JB6C
J228
0-446
TB31
TB31-G3
TB29
TB29-X4
11A1-000
HLSW-1
SP171
11SL-000
VEC-91
VEC91-P4
SWITCH RIGHT GROUND LEVEL SHUT... ESDSR-2

TB24-A1
TB24
0-009
12VDC CONVERTER (12VCN)
0-170
J540
P12
0-310
JB6C
JB6C
TB30
TB30-B2
TB28
TB28-R2
11A1-001
HL1
SP171
11SL-001
TB24
TB24-A1
TIMER (1HR) ENGINE SERVICE LAM...
GB31A-B1
0-171
LDLLT
P540
0-311
JB6C
JB6C
SWITCH CAB SECONDARY ENGINE SH... ESS-B

SWITCH BODYUP OVERRIDE / RESET... ORS-B
0-447
VEC-91
12VCN-GND GB31-A AUXBOX GND BLCK

VEC91-S6B GB31-A AUXBOX GND BLCK
GB31A-A3
0-011
0-448
RELAY MASTER DISCONNECT
MLREL
JB1
JB1
11A1-002
SP171
HL2
11SL-002
TB24
TB24-A1
0-012
VEC-91
VEC91-S6A
PLT-C
PLS-2
11SM1-000
STRT1-4B
TIMER (1HR) HYDRAULIC PUMP MOD... HPLT-C

J801
-
0-013
PLT-NO
LAMP REAR SERVICE
PL
11SM1-001
P801
TB28
TB28-F1
0-014
RELAY HEADLIGHT LOW MOUNT (HLM... HLMR-(-)

HBHR-85
RELAY HI-BEAM HEADLIGHT (HBHR)
TB24-L1
11SM1-002
TB28
TB28-F2
INTERFACE MODULE
IM3
0-015
12VPR-87
11SM1-003
J801-
STRT1-4B-
0-016
0-017
RELAY HEADLIGHT LOW MOUNT (HLM... HLMR-(-)

SP103
0-018
DL1
0-019
ESLT-C
VEC90-S7B
0-172
J540
P12
0-312
SWITCH RETARD SPEED CONTROL (R...
RSCS_1-3
GB12 REAR CAB
GB12-D4
0-449
LAMP DECK LIGHT #1 (OPT LOCATI...
LDLT
J544
11AL-000
RELAY HEADLIGHT HIGH MOUNT (HH... HHMR-(-)

KSWPR-(-)
0-173
P540
P544
0-313
J02
RSP
0-500
J712
TB-HTST
TB-HTST-D4
0-174
P565
P14
0-314
RSCS-B
0-501
HEATER COOLANT LH
TB-HTST
TB-HTST-C1
GB31B-B1
0-175
J565
SP151
0-315
P02
SWITCH RETARD SPEED CONTROL (R... RSCS_1-3

TB31-G2
TB31
11ALT-000 TIMER REAR SERVICE LAMP (PLT)

11B1-000
0-502
HEATER COOLANT RH
TB-HTST
TB-HTST-C2
11B1-001
12VCN-12VB TB24
12VCN-12VA 12V POWER RELAY (12VPR)
RELAY ACCESS LADDER LIGHT (ALL...
ALLR-85
0-176
SP151
0-316
P303
TB31
TB31-G1
0-504
SP706
EOTS
11B1-002
TB24
TB24-L4
VEC-91
VEC91-P10
11SM2-000
STRT2-4A
J801
GB31A-B3
0-177
LAMP CONTROL CABINET WORK LIGH... CDL1

SP151
0-317
SWITCH DC POWER OFF - REST SWI...
P35
GB10 FRT CAB GND
GB10-C1
0-505
SP706
TB-HTST
TB-HTST-E1
11B1-003
TB24
TB24-L3
INTERFACE MODULE
IM3
11SM2-001
P801
TB28
TB28-G1
DL1
SP104
0-178
GB10 FRT CAB GND
GB10-B2
P18
0-318
SWITCH GRID DRY
P34
GB10 FRT CAB GND
GB10-C1
0-506
SP706
SP705
11B5-000
CB60
CB60-2
12VCN-24VA
11SM2-002
TB28
TB28-G2
INTERFACE MODULE
IM3
SP104
DL2
DL2
0-179
P20
GB10 FRT CAB GND
GB10-B4
0-319
SWITCH GRID DRY
P34
SWITCH GRID DRY
P34
0-507
EOH1
SP705
11D-000
VEC-89
VEC89-P2
TB22
TB22-A1
11SM2-003
J801-
STRT2-4A-
0-020
DL3
DL3
SP104
0-180
P20
P20
0-320
SWITCH BRAKE TEST
P37
SWITCH BRAKE LOCK
P39
0-508
SP705
EOH2
11D-001
TB22
TB22-A2
P03
11ST-000
BUSS BAR 11ST
SDISC-4
FUSE LINK1 (150A)
FUS-1
0-021
DL4
DL4
SP103
0-181
P20
P20
0-321
SWITCH BRAKE TEST
P37
SWITCH BRAKE TEST
P37
0-509
TB-HTST
CON1
11D-002
J03
SWITCH HEADLIGHTS
P25
11ST-001
BUSS BAR 11ST
SDISC-3
STRT1-1A
0-022
DL5
DL5
SP103
0-182
P20
P21
0-322
P305
GB31B-B3
0-510
SP709
TB-HTST-D2 -
CON2
11D-003
SWITCH HEADLIGHTS
P25
SWITCH HEADLIGHTS
P25
11ST-002
BUSS BAR 11ST
SDISC-5
STRT2-1A
0-023
DL6
DL6
SP103
0-183
P21
P21
0-323
P305
GB31B-B3
0-511
HOHTR1
SP709
VEC91-P2
TB23
TB23-G2
11ST-003
STRT1-1C
STRT2-1B
0-024
SP104
SP103
0-184
P21
P21
0-324
SENSOR FUEL LEVEL
FLS
SP185
0-512
SP709
HOHTR2
11DISP-000 VEC-91
11DISP-001 TB23
TB23-G1
P01
11ST-005
BUSS BAR 11ST
SDISC-8
SLREL
0-025
SP100
SP102
0-185
ACTIA DASH DISPLAY
P903
GB10 FRT CAB GND
GB10-D3
0-325
J16
SP15
0-514
CON3
TB-HTST
TB-HTST-E2
J01
ACTIA DASH DISPLAY
P903
11ST-006
BUSS BAR 11ST
SDISC-8
0-026
LAMP LED MASTER DISCONNECT CL...
MLLON
BUSS BAR 0
DISC(-)-7
0-186
P24
SWITCH HEADLIGHTS
P25
0-326
J730
P16
0-515
ECHTR2
CON4
11DISP-003 11DSL-000 VEC-89
VEC89-P12
ALLR-88
12H-000
VEC-91
VEC91-P9
LAMP LED STARTER LOCKOUT CLOSE... SLON

TB22-G1
TB22
0-027
JB1
JB1
BUSS BAR 0
DISC(-)-7
0-187
R27
R27
GB10 FRT CAB GND
GB10-B2
0-327
SP185
P730
0-516
BATT1
BAT1(+)
BATT2
BAT2(-)
11E1-000
TB27
TB27-A2
VEC-91
VEC91-P2
12H-001
TB22
TB22-G2
P03
0-028
STRT1-2B
STRT2-2B
0-188
P24
P24
0-328
SFSW
SP185
0-517
BATT3
BAT3(+)
BATT4
BAT4(-)
11E1-001
TB27
TB27-A1
P808
12H-002
J03
P140
0-030
PLREL
JB1
JB1
0-189
RPLR
SP195
0-329
J02
P212
0-518
SP777
J506
11E1-002
TB27
TB27-A3
P808
12V-000
12VPR-30
VEC-91
VEC91-S7A
0-031
SLREL
JB1
JB1
0-191
SWITCH LEFT WINDOW
P072
GB12 REAR CAB
GB12-D2
0-330
P02
GB31B-A4
0-519
SP777
P830
11E1-003
J808
SP112
VEC91-P11
TB21
TB21-B1
0-032
JB1
JB1
LAMP LED PROPEL LOCKOUT ON
PLON
0-192
GB12 REAR CAB
GB12-D1
SWITCH LEFT WINDOW
P072
0-331
ACPSW
P14
0-600
TB31
TB31-V4
TB31
TB31-L3
11E1-004
SP112
J808
12VREG-000 VEC-91
12VREG-001 TB21
TB21-B2
P03
0-033
LAMP LED PROPEL LOCKOUT LOCKED... PLLO

SLLO
LAMP LED STARTER LOCKOUT OPEN
JB1
JB1
0-194
SWITCH LEFT WINDOW
P072
SWITCH LEFT WINDOW
P072
0-332
SABS
P14
0-601
GB31A-D4
TB31
TB31-L3
11E1-005
P804
SP112
TB21-B3
P03
JB1
JB1
0-195
SWITCH LEFT WINDOW
P072
GB12 REAR CAB
GB12-D2
0-333
J14
SP14
0ACL-000
J01
ACCELERATOR PEDAL
P236
11E1-006
J808-
P805-
12VREG-002 TB21
12VREG-003 -
J03
SP156
GB3 ENG GND BLOCK
GB3-B3
0-197
SWITCH RIGHT WINDOW
P071
GB12 REAR CAB
GB12-D1
0-334
J14
SP14
0ACL-001
TB31
TB31-W2
P01
11E2-000
TB27
TB27-B2
VEC-91
VEC91-P2
SP156
GB3 ENG GND BLOCK
GB3-B1
0-198
SWITCH RIGHT WINDOW
P071
GB12 REAR CAB
GB12-C2
0-335
P13
0ACL-002
P303
TB31
TB31-W3
11E2-001
P808
TB27
TB27-B1
J601
0-042
P800
0-199
SP195
RPLA
0-336
SP08
0ACL-003
P304
TB31
TB31-W1
11E2-002
P808
TB27
TB27-B3
P507
RELAY ENG STARTER 1 (ESREL1)
ESREL1-85
0-200
GB12 REAR CAB
GB12-C2
SWITCH RIGHT WINDOW
P071
0-337
GB8 BRAKE CABINET
GB8-2
0COM-000
J02
GE DID PANEL
DID
11E2-003
J808
SP113
15LFWS-000 15LFWS-001 SP729
P13
0-048
RELAY ENGINE PRELUBE MAG SWITC... PLMS-(-)

ESREL2-85
SWITCH ACCUMULATOR PRESSURE #2... ACCP2-C

J13
-
12VREG-004 12VREG-005 SP156
J03
0-041
ENGINE PRELUBE HIGH VOLUME PUM... PLPM-(-)

RELAY ENGINE PRELUBE MAG SWITC... PLMS-(-)
J13
0-049
P12
ESREL1-85
0-201
SWITCH RIGHT WINDOW
P071
SWITCH RIGHT WINDOW
P071
0-338
GB8 BRAKE CABINET
GB8-2
0COM-001
P02
TB22
TB22-S2
11E2-004
SP113
J808
P57
J12
SP13
0-202
J210
J04
0-339
GB8 BRAKE CABINET
GB8-2
0COM-002
TB22
TB22-S1
SP181
11E2-005
P804
SP113
15LFWS-002 SP729
15LFWS-003 VEC-91
0-050
SWITCH LOW BRAKE ACCUM PRESSUR... LBPS

SWITCH SERVICE BRAKE DEGRADE P... BDS
VEC91-P1
SP729
0-051
GB8 BRAKE CABINET
GB8-1
0-203
P03
GB31A-C1
0-340
P14
P712
0COM-003
TB22
TB22-S3
SP182
11E2-006
J808-
P805-
P720
J12
0-204
P03
GB31A-C1
0-341
J14
SP14
0COM-004
P302
SP181
11E3-000
TB27
TB27-C2
VEC-91
VEC91-P2
15LRW-000 15LRW-001 VEC-89
P15
0-055
SWITCH PARK BRAKE RELEASE PRES... PBRPS

SP12
VEC89-P2
J15
0-060
P804
SP115
0-205
P03
GB31A-C4
0-342
J511
P11
0COM-005
P302
SP181
11E3-001
P808
TB27
TB27-C1
P13
P501
0-061
P804
SP116
0-206
P03
GB31A-C4
0-343
ALLSW
P511
0COM-006
P302
SP181
11E3-002
P808
TB27
TB27-C3
15RFWS-000 15RFWS-001 -
J13
SP728
0-062
P804
SP117
0-207
J03
GB12 REAR CAB
GB12-A1
0-344
J11
SP10
0COM-007
P302
SP182
11E3-003
J808
SP114
VEC91-P1
SP728
0-063
J808
SP115
0-208
J03
GB12 REAR CAB
GB12-A1
0-345
R30
R30
TB21
TB21-X3
0COM-008
P302
SP182
11E3-004
J808
SP114
15RFWS-002 VEC-91
15RFWS-003 SP728
P56
0-064
SP115
J808
0-209
J03
GB12 REAR CAB
GB12-B1
0-346
P04
GB31A-B4
0COM-009
P302
SP182
11E3-005
P804
SP114
P15
P721
0-065
J808
SP116
0-210
J03
GB12 REAR CAB
GB12-B1
0-347
J04
JB8A
JB8A
0LEV-000
J01
P237
11E4-000
TB27
TB27-D2
VEC-91
VEC91-P2
15RRW-000 15RRW-001 -
J15
VEC-91
VEC91-P3
0-066
SP116
J808
0-211
GB12 REAR CAB
GB12-A2
J601
0-348
JB8A
JB8A
KOMTRAX PLUS MODULE
P1
0LEV-001
TB31
TB31-L2
P01
11E4-001
TB27
TB27-D1
P808
VEC91-P1
TB33
TB33-S2
0-067
J808
SP117
0-212
GB12 REAR CAB
GB12-A2
J601
0-349
JB8A
JB8A
KOMTRAX PLUS MODULE
P1
0LEV-002
P302
TB31
TB31-L1
11E4-002
P804
J808
15SLW-001 VEC-91
15SLW-002 GE CONTROL INTERFACE
P301
TB33
TB33-S1
0-068
SP117
J808
0-213
GB12 REAR CAB
GB12-B1
J602
0-350
JB8A
JB8A
KOMTRAX PLUS MODULE
P1
0LF-000
P13
P507
11ER-000
VEC-91
VEC91-P11
TB22
TB22-D1
VEC91-P1
TB33
TB33-M2
0-069
P808
GB31B-C1
0-214
MM/RPC
GB12 REAR CAB
GB12-B2
0-351
JB8A
JB8A
KOMTRAX PLUS MODULE
P1
0LF-001
TB33
TB33-P2
J13
11ER-001
TB22
TB22-D2
P03
15SRW-001 VEC-91
15SRW-002 GE CONTROL INTERFACE
P301
TB33
TB33-M1
0-070
P808
GB31B-C1
0-215
P801
GB31B-A1
0-352
JB8A
JB8A
CNA
0LF-002
P301
TB33
TB33-P1
11ER-002
TB22
TB22-D3
P03
15VDI-000
J02
GE DID PANEL
DID
0-071
P808
GB31B-B4
0-216
J12
SP13
0-353
CNA
JB8A
JB8A
0LF-003
P301
TB33
TB33-P3
11ER-003
J03
SP155
15VDI-001
P02
TB21
TB21-T4
0-072
P808
GB31B-B4
0-217
P12
SP777
0-354
JB8A
JB8A
P653
0RET-000
J01
P235
11ER-004
J03
SP155
15VDI-002
P302
TB21
TB21-T1
0-073
P808
GB31B-D1
0-218
P12
P505-
0-355
J808-
P806-
0RET-001
TB31
TB31-V2
P01
11ER-005
J601
SP155
15VDI-003
P302
TB21
TB21-T3
0-074
P808
GB31B-D1
0-219
J12
SP13
0-356
J808-
P805-
0RET-002
P302
TB31
TB31-V1
11FS-000
VEC-91
VEC91-P11
TB22
TB22-F1
15VDI-004
TB21
TB21-T2
R17
R17
0-075
J11
SP10
0-220
P11
P180
0-357
P803-
GB3 ENG GND BLOCK
GB3-A1
0RF-000
P13
P501
11FS-001
TB22
TB22-F2
P03
18AZ-000
J801
SPR_2
0-076
J543
P11
0-221
P11
J190
0-358
GB3 ENG GND BLOCK
GB3-A1
RECDR-T1
0RF-001
J13
TB33
TB33-K2
11FS-002
J602
J03
18AZ-001
P801
SPR_3
0-077
P520
P543
0-222
J11
SP09
0-359
SWITCH ENGINE RUN OIL PRESSURE...
EOPSW2
J801-
0RF-002
P301
TB33
TB33-K1
11H-000
TB22
TB22-B1
HPR-(-)
18AZ-002
J801-
SPR_1
0-078
SOLENOID ENGINE SHUTTER (OPT)
ESSOL
J520-
0-223
J11
SP09
0-361
TB28
TB28-R2
GB31B-C4
0RF-003
P301
TB33
TB33-K3
11H-001
P03
TB22
TB22-B2
18VIM-000
INTERFACE MODULE
IM3
TB30
TB30-W1
0-079
VEC RTMR1
RTMR1-C2
GB31A-D1
0-225
GB31B-D4
P240
0-362
DIAG4
GB12 REAR CAB
GB12-C4
1M-000
MLREL
11H-002
J03
SWITCH HORN BUTTON
P120
18VIM-001
TB30
TB30-W1
J14
0-080
J12
SP13
0-226
P240
GB31B-D4
0-363
SP142
SP196
1S-000
SLREL
LAMP LED MASTER DISCONNECT OPE... MLLO

SLLO
11HL-000
VEC-89
VEC89-P12
HBHR-88
18VIM-002
P14
SPS
0-081
P12
J542
0-227
J240
GB8 BRAKE CABINET
GB8-1
0-364
SP147
SP195
5EFQ-000
P805-
P805-
11HS-000
HPR-30
J12
18VIM-003
J16
TB30
TB30-W1
0-082
P542
ETHER1
0-228
J240
GB8 BRAKE CABINET
GB8-1
0-365
PAY LOAD METER 3
P264
GB31B-A3
5VDI-000
J02
GE DID PANEL
DID
11HS-001
P12
J540
18VIM-004
P16
HPS1
0-084
J11
SP10
0-229
TB21
TB21-X1
R19
R19
0-366
JB1
JB1
5VDI-001
TB21
TB21-W2
P02
11HS-002
P540
P503
18VIM-005
J16
TB30
TB30-W1
0-085
P806
J808
0-230
INTERFACE MODULE
IM1
TB21
TB21-X2
0-367
LAMP LED STARTER LOCKOUT CLOSE... SLON

SP196
LPLR
5VDI-002
TB21
TB21-W1
P302
11HS-003
J503
SP167
18VIM-006
P16
HPS2
0-086
P808
GB31-D3
0-231
R18
R18
TB21
TB21-X3
0-368
SP196
LPLA
5VDI-003
P302
TB21
TB21-W1
11HS-004
SP167
HORN FRONT VEHICLE
AHS
18VIM-007
P240
TB30
TB30-W4
0-087
RECDR
GB3 ENG GND BLOCK
GB3-A3
0-232
TB29 X5
TB29-X5
TB26 M5
TB26-M5
0-369
LPLG
SP196
5VDI-004
TB21
TB21-W3
P302
11HS-005
D1
D1
SP167
18VIM-008
BPS
J240
0-088
P803
GB3 ENG GND BLOCK
GB3-A3
0-233
TB26 M5
TB26-M5
GB31A-C3
0-370
CNRIN
CNLO
5VDI-009
J15
J702
11IM2-000
VEC-91
VEC91-P4
INTERFACE MODULE
IM1
21NSL-000
P805
J808
0-090
P140
GB10 FRT CAB GND
GB10-A4
0-234
GB31A-C3
TB36
TB36-K1
0-375
TB36
TB36-R4
GB31B-C3
5VDI-010
P15
RRBPS
11INT-000
VEC-91
VEC91-P3
INTERFACE MODULE
IM1
21NSL-001
P808
TB27
TB27-E1
0-091
GB31A-B4
P04
0-235
TB36
TB36-K1
TB27
TB27-W3
0-376
P08
5VDI-011
J15
J702
11KS-001
P12
P536
21NSL-002
P805-
J808-
0-092
EOPSW-2
J801
0-237
ALLR-85
GB31A-A4
0-377
WW-
RELAY HYDRAULIC LADDER PK STAT... P263

P03
-
5VDI-012
P15
LRBPS
11KS-002
J12
TB24
TB24-H1
21NSL-003
TB27
TB27-E2
INTERFACE MODULE
IM3
0-094
J12
SP12
0-238
TB24
TB24-X1
TB21
TB21-X4
0-378
P09
P08
5VIM-000
TB30
TB30-K1
INTERFACE MODULE
IM3
11KS-003
TB24
TB24-H1
VEC-90
VEC90-P1
21NSL-004
TB27
TB27-E4
R51
R51
0-095
GB10 FRT CAB GND
GB10-A4
SWITCH BRAKE LOCK
P39
0-239
GB8 BRAKE CABINET
GB8-3
D3
D3
0-379
J03
GB12 REAR CAB
GB12-C3
5VIM-001
TB30
TB30-K1
INTERFACE MODULE
IM3
11KS-004
P03
TB24
TB24-H2
21OR-000
P805
J808
0-096
SWITCH BRAKE LOCK
P39
SWITCH BRAKE LOCK
P39
0-240
J16
SP15
0-380
WADT-4
P09
5VIM-002
J14
TB30
TB30-K2
11KS-005
J536
SWITCH LEFT GROUND LEVEL SHUTD...
ESDS -1
21OR-001
P808
TB27
TB27-K1
0-097
SWITCH BRAKE LOCK
P39
SWITCH BRAKE LOCK
P39
0-241
J16
SP15
0-381
GB10 FRT CAB GND
GB10-C3
5VIM-003
TB30
TB30-K4
J14
11KS-006
J03
SWITCH KEY (KEYSW)
KEYSW-B
21OR-002
J11
TB27
TB27-K3
0-098
SOLENOID BRAKE LOCK
BLS
GB8 BRAKE CABINET
GB8-3
0-242
SP15
J16
0-382

P07
GB10 FRT CAB GND
GB10-C3
5VIM-004
TB30
TB30-K3
J14
11KS-007
P11
P533
21OR-004
P11
P170
0-099
P210
ENTERTAINMENT RADIO
P737
0-243
P16
TB61
TB61-A1
0-383
12VDC POWER PORT #1
PWR1-2
J03
5VIM-005
P711
P14
11KS-008
J11
TB24
TB24-H1
21OR-005
J12
TB27
TB27-K3
0-100
SWITCH HEADLIGHTS
P25
SWITCH HEADLIGHTS
P25
0-244
P16
TB61
TB61-B1
0-384
12VDC POWER PORT #2
PWR2-2
J03
5VIM-006
J14
TB30
TB30-L2
11KS-009
J533
SWITCH RIGHT GROUND LEVEL SHUT...
ESDSR-1
21OR-006
P12
P504
0-101
P24
P23
0-245
P16
TB61
TB61-C1
0-385
P03
GB31A-C1
5VIM-007
ATS
P14
11L-000
VEC-91
VEC91-P3
TB22
TB22-C1
P805
J808
0-102
LAMP RIGHT FOG
RFLT
P543
0-246
TB61
TB61-A2
GB1 - REAR AXLE
GB1-A1
0-386
P03
GB31A-C4
5VIM-008
J14
TB30
TB30-L4
11L-001
TB22
TB22-C2
P03
21ORR-000 ENGINE QSK60 INTERFACE TIER II

21ORR-001 -
P808
TB27
TB27-L1
0-103
J543
P11
0-247
TB61
TB61-B2
GB1 - REAR AXLE
GB1-A2
0-387
SP198
TB24
TB24-X3
P2A
CNA
11L-002
J03
TB10
TB10-G1
TB27
TB27-L3
J11
SP09
0-248
HORN BACKUP RIGHT
LRBH-(-)
GB1 - REAR AXLE
GB1-A3
0-388
R51
R51
TB27
TB27-W4
IPT1AX2
M1-TA1
11L-003
TB10
TB10-H2
P32
21ORR-003 21ORR-004 -
J11
0-104
7HMWU-000 KOMTRAX PLUS MODULE

GE CONTROL CABINET
7M1A1
P11
P170
0-105
LAMP LEFT FOG
LFLT
P542
0-249
HORN BACKUP LEFT
RRBH-(-)
GB1 - REAR AXLE
GB1-A3
0-389
P651
GB10 FRT CAB GND
GB10-D4
7M1A2
GE CONTROL CABINET
IPT1AX3
M1-TA2
11L-004
TB10
TB10-G1
SP732
J12
TB27
TB27-L3
0-106
J542
P12
0-250
GB1 - REAR AXLE
GB1-A3
HIDBL
0-390
SWITCH CAMERA (OPT)
P31
GB10 FRT CAB GND
GB10-D4
7M1B1
GE CONTROL CABINET
IPT1BX2
M1-TB1
11L-005
J04
LAMP CAB DOME
CDL
21ORR-005 21ORR-006 -
P12
P504
0-110
J542
P12
0-251
RRBL
GB1 - REAR AXLE
GB1-B1
0-391
SWITCH CAMERA (OPT)
P31
SWITCH CAMERA (OPT)
P31
7M1B2
GE CONTROL CABINET
IPT1BX3
M1-TB2
11L-006
P36
P36
21PL-000
P800
0-111
HMLHB
P542
0-252
LRBL
GB1 - REAR AXLE
GB1-B1
0-392
J651
SP701
7M1C1
GE CONTROL CABINET
IPT1CX2
M1-TC1
11L-007
TB22
TB22-C4
P04
21PL-001
D87
D87
RELAY ENGINE PRELUBE MAG SWITC... PLMS-(+)

RELAY ENGINE PRELUBE MAG SWITC... PLMS-(+)
0-112
J542
P12
0-253
LRL
GB1 - REAR AXLE
GB1-A4
0-393
P652
SP701
7M1C2
GE CONTROL CABINET
IPT1CX3
M1-TC2
11L-008
TB10
TB10-H2
P24
21PS-000
VEC-91
VEC91-P3
TB28
TB28-H1
0-113
LMLLB
P542
0-254
GB1 - REAR AXLE
GB1-A4
RRL
0-394
SP701
P650
7M2A1
GE CONTROL CABINET
IPT2AX2
M2-TA1
11L-009
SP732
P36
21PS-001
TB28
TB28-H2
P801
0-114
J542
P12
0-255
J11
SP08
0-395
J541
P11
7M2A2
GE CONTROL CABINET
IPT2AX3
M2-TA2
11L-010
SP732
SWITCH HEADLIGHTS
P25
21PS-002
J801
J815
0-115
P543
0-256
J541
P11
0-396
P502
P541
7M2B1
GE CONTROL CABINET
IPT2BX2
M2-TB1
11LL-000
VEC-89
VEC89-P9
SP108
P815
J543
0-257
P502
P541
0-397
P548
J502
7M2B2
GE CONTROL CABINET
IPT2BX3
M2-TB2
11LR-000
VEC-89
VEC89-P9
RELAY HEADLIGHT LOW MOUNT (HLM... HLMR-(87)

RELAY HEADLIGHT HIGH MOUNT (HH... HHMR-(87)
21PS-003
0-116
LAMP LOW MOUNT RIGHT LOW-BEAM LMRLB

P11
-
21PS-004
SP108
0-117
P542
HMLLB
0-258
LAMP BACKUP LIGHT RIGHT DECK (...
RBUL
J502
0-398
J540
P12
7M2C1
GE CONTROL CABINET
IPT2CX2
M2-TC1
11M-000
VEC-91
VEC91-P4
TB32
TB32-P1
21PS-005
SWITCH ENGINE PRELUBE OIL PRES... PLPSW

SP108
P800
0-118
J542
P12
0-259
LAMP BACKUP LIGHT LEFT DECK (O...
LBUL
J503
0-399
P503
P540
7M2C2
GE CONTROL CABINET
IPT2CX3
M2-TC2
11M-001
TB32
TB32-P2
P02
21PS-006
J801-
J815-
0-119
J543
P11
0-260
P108
JB6C
JB6C
0-400
P549
J503
10V-000
P303
TB31
TB31-M1
11M-002
J02
MM/RPC
21PT-000
P12
ESREL1-86
0-120
P543
0-261
P503
P540
0-401
J11
SP08
10V-001
P02
TB31
TB31-M2
ACTIA DASH DISPLAY
P903
21PT-001
J12
TB28
TB28-J1
LMLHB
0-262
J540
P12
0-402
J12
SP11
10V-003
J01
ACCELERATOR PEDAL
P236
11ONS-000 11ONS-001 -
J01
0-121
LAMP HIGH MOUNT RIGHT LOW-BEAM HMRLB

P542
-
P01
TB35
TB35-T1
21PT-002
J801
J815
0-122
P11
J543
0-263
J12
SP11
0-403
J11
SP08
10V-004
J01
P235
TB35-T2
INTERFACE MODULE
IM1
21PT-003
P543
HMRHB
0-264
GB1 - REAR AXLE
GB1-B1
LAMP STOP/TAIL LEFT
LRSTL
0-404
J541
P11
10V-005
J01
P237
J801
SWITCH ENGINE OIL RESERVE PRES...
ORPS-1
21PT-004
SWITCH ENGINE PRELUBE OIL PRES... PLPSW

SP107
SP107
0-123
11ONS-002 TB35
11ORS-000 -
P800
0-124
P11
J543
0-265
RRSTL
GB1 - REAR AXLE
GB1-B3
0-405
P502
P541
10V-006
J02
RSP
P801
TB28
TB28-D1
21PT-005
SP107
P800
0-125
P543
LMRHB
0-266
JB6C
JB6C
GB12 REAR CAB
GB12-D3
0-406
P546
J502
10V-007
TB31
TB31-N3
R17
R17
11ORS-001 11ORS-002 VEC-91
VEC91-P4
TB28
TB28-D2
21PT-006
P815
SP107
0-126
J11
SP10
0-267
TB24
TB24-X1
TB27
TB27-W3
0-407
J12
SP11
10V-008
TB31
TB31-M4
P01
J801-
21PT-007
P801
TB28
TB28-J3
0-127
J11
SP09
0-268
P22
P23
0-408
J540
P12
10V-009
TB31
TB31-N2
P01
21PT-008
P304
TB28
TB28-J4
0-128
J12
SP12
0-269
P23
P23
0-409
P503
P540
10V-010
TB31
TB31-N4
P01
21PT-009
ESREL1-86
ESREL2-86
0-129
J12
SP12
0-270
J14
SP14
0-410
P547
J503
11-000
BATT2
BAT2(+)
BUSS BAR 24VDC BATT BOX
BUS24V-1
0-130
SP10
GB31B-A2
0-271
P563
P14
0-411
P32
GB10 FRT CAB GND
GB10-D2
11-001
BATT4
BAT4(+)
BUS24V-6
0-131
SP11
GB31B-B2
0-272
J563
SP166
0-412
GB10 FRT CAB GND
GB10-D2
P33
11-002
BUS24V-11
BUSS BAR 11
SDISC-1
0-132
P36
SWITCH BRAKE TEST
P37
0-273
SP166
HPML
0-413
GB31A-C2
SP12
11-003
BUS24V-10
BUSS BAR 11
SDISC-2
0-133
P36
P36
0-274
SP166
0-414
GB31A-D2
SP13
11-004
24VDC AUXBOX BUSS
24VDC-A2
KSWPR-87
0-134
J12
SP11
0-276
SWITCH HYDRAULIC PUMP MOD LAMP... HPMS-3

J540
-
P12
0-415
GB31A-B2
SP15
11-005
24VDC AUXBOX BUSS
24VDC-A4
KCNPR-87
0-135
J11
SP08
0-277
LUESL
P540
0-416
GB31B-C2
SP08
11-006
CB60
CB60-1
24VDC AUXBOX BUSS
24VDC-A3
0-136
P12
J540
0-279
J540
P12
0-417
GB31B-D2
SP09
11-007
BUS24V-8
24VDC AUXBOX BUSS
0-137
P540
P503
0-280
LLESL
P540
0-420
SP09
J11
11-008
ENGINE JUMP START1
0-138
J503
SP142
0-282
J541
P11
0-421
SP08
J11
11-009
ENGINE JUMP START2
0-139
SP142
0-283
LAMP RIGHT UPPER ENGINE SERVIC...
RUESL
P541
0-422
SP11
J12
11-010
0-140
SP142
LAMP MARKER/TURN LEFT SIDE DEC... LCL1

LAMP MARKER/TURN LEFT FRT DECK LCL2
0-285
J541
P11
0-423
J14
SP14
0-141
P11
J541
0-286
P541
SP165
0-424
J12
SP12
0-142
P541
P502
0-287
SP165
0-425
J12
0-143
J502
SP147
0-288
SWITCH RIGHT ENGINE SERVICE LA...
RESLS-1
LAMP RIGHT LOWER ENGINE SERVIC... RLESL

SP165
0-426
0-144
SP147
0-290
J540
P12
0-427
0-145
SP147
LAMP MARKER/TURN RIGHT FRT DEC... RCL1

LAMP MARKER/TURN RIGHT SIDE DE... RCL2
0-291
P503
P540
0-146
J16
SP15
0-292
J503
SP168
0-147
J14
SP14
0-293
HORN FRONT VEHICLE
AHS
0-149
P14
P732
0-294
D1
0-150
P22
P22
0-295
0-151
P22
GB10 FRT CAB GND
GB10-A3
0-156
P16
P731
0-034
0-040
HBHR-85
VEC-90
PBPSW
11ORS-003 SWITCH ENGINE OIL RESERVE PRES... ORPS1

RELAY ENGINE PRELUBE MAG SWITC... PLMS-2
11PF-000
FUS-2
FUSE LINK1 (150A)
11PL-000
ENGINE PRELUBE HIGH VOLUME PUM... PLPM-(+)

RELAY ENGINE PRELUBE MAG SWITC... PLMS-1
11POR-000 11POR-001 -
J801
ORPS-2
21PT-010
INTERFACE MODULE
IM3
TB28
TB28-J1
P801
TB28
TB28-E1
21PT-011
J801-
J815-
11POR-002 TB28
11POR-003 TB28
TB28-E2
J11
21PT-012
D87
D87
SP107
TB28-E2
J12
21S-000
SWITCH KEY (KEYSW)
KEYSW-C
J03
11POR-004 11POR-005 -
P11
J190
21S-001
P03
TB22
TB22-H1
P12
J506
21S-002
TB22
TB22-H4
VEC-91
VEC91-P2
J801-
ORPS2
21S-003
TB22
TB22-H2
INTERFACE MODULE
IM2
24VDC-A1
11POR-006 SWITCH ROTATING BEACON (OPT)

11RB-000
P32
J03
21SL-000
VEC-91
VEC91-P4
INTERFACE MODULE
IM1
BUS24V-2
11RB-001
P03
TB22
TB22-E1
22C-000
JB41
JB41
RECDR
BUS24V-3
11RB-002
TB22
TB22-E2
J11
22C-001
JB41
JB41
J808
24VDC AUXBOX BUSS
24VDC-B1
VEC-90
VEC90-P2
11RB-003
J12
TB22
TB22-E4
22C-002
P806
JB41
JB41
11-011
24VDC AUXBOX BUSS
24VDC-B4
VEC-91
VEC91-S5A
11RB-004
TB22
TB22-E3
P04
22C-003
P806
JB41
JB41
11-012
24VDC AUXBOX BUSS
24VDC-B2
VEC-89
VEC89-S8A
11RB-005
P11
J541
22C-005
P808
TB27
TB27-G1
SP12
11-013
24VDC ALTERNATOR
ALT_SEN
BUS24V-9
11RB-006
J540
P12
22C-006
J808-
JB41-
JB41-
J12
SP11
11-020
BUSS BAR 11
SDISC-7
11RB-007
P541
P502
22C-007
RECDR-T1
JB41-
JB41-
P04
GB31A-B4
11-021
LAMP LED MASTER DISCONNECT CL... MLLON

SDISC-7
BUSS BAR 11
MLREL
11RB-008
P503
P540
22C-008
JB41-
JB41-
P806-
0-428
J04
RRBB2
11-022
MLREL
MLREL
11RB-009
J502
P548
22C-009
JB41-
JB41-
P805-
0-429
SOLENOID ETHER START (OPT)
ESOL
ETHER2-
11-025
ESREL1-88
BUS24V-4
11RB-010
P549
J503
22FO-000
P806
J808
SP168
0-430
R546
MIRROR1
11-026
BUS24V-5
ESREL2-88
11RB-011
J04
RRBB1
22FO-001
P808
TB31
TB31-X1
D1
SP168
0-431
L547
MIRROR2
11-027
BUS24V-7
24VDC ALTERNATOR
ALT (+)
VEC91-P4
TB28
TB28-L1
22FO-002
P806-
J808-
TB61
TB61-A4
GB1 - REAR AXLE
GB1-B2
0-432
J16
GB31A-D3
11-028
PLOS-F2
PLREL
11RCNT-000 VEC-91
11RCNT-001 TB28
TB28-L1
J12
23D-000
VEC-90
VEC90-P4
TB27
TB27-J1
0-296
P704
GB1 - REAR AXLE
GB1-B4
0-433
P16
RBML
11-029
PLOS-F2
BUSS BAR 11
SDISC-6
P12
P505-
23D-001
R5
R5
TB27
TB27-J4
0-297
J704
SP169
0-434
J12
GB31A-D3
11-030
BUSS BAR 11
SDISC-6
SLREL
11RCNT-002 11RCNT-003 TB28
TB28-L1
J11
23D-002
R3
R3
TB27
TB27-J3
58E-06-02000-00
NOV 11
830E-1AC
A40851 & UP
Sheet 16 of 20
WIRE TABLE
WIRE LIST
NAME
WIRE LIST
23D-003
DEVICE FROM
R4
23F-000
CONN FROM DEVICE TO

TB27
R4
TB22
J702
CONN TO
TB27-J2
23F-001
TB22
TB22-L2
23F-002
J02
23FA-000
VEC-90
VEC90-P4
SWITCH CAB SECONDARY ENGINE SH... ESS_1-3

J702
24SON-000 JB4D
24SON-001 R16
JB4D
SONALERT (SONA)
SONA(+)
R16
JB4D
JB4D
24SON-002 D9
24SON-003 JB4D
D9
JB4D
JB4D
JB4D
D10
D10
24VIM-000 INTERFACE MODULE

24VIM-001 TB32
IM1
TB32
TB32-H2
TB32-H1
VEC-91
VEC91-P2
24VIM-002 TB32
24VIM-004 ACTIA DASH DISPLAY
TB32-H1
VEC-89
VEC89-P2
35L9-001 SCORE BOARD LEFT (OPT)

35L10-000 SCORE BOARD RIGHT (OPT)
P902
J01
36-000
24VIM-005 TB32
24VIM-006 TB32
TB32-G1
P01
TB32-G4
24VIM-007 D10
24VIM-008 TB32
D10
24VIM-009 RELAY ENG STARTER 1 (ESREL1)

25A-000
TB22-L1
P02
NAME
CONTINUED FROM DIAGRAM 16 & 18
WIRE LIST
DEVICE FROM
35L3-003 35L4-000 PAY LOAD METER 3
CONN FROM DEVICE TO

J02
TB36
P264
CONN TO
DIAG7
35L4-001 35L4-002 TB36
J362
TB36
TB36-N2
TB36-N4
P02
35L4-003 35L7-000 PAY LOAD METER 3
J02
DIAG7
P264
TB36
TB36-R1

35L8-000 PAY LOAD METER 3
CNLIN
TB36
P264

35L9-000 PAY LOAD METER 3
TB36-N1
NAME
DEVICE FROM
CONN FROM DEVICE TO
41LM-000 RELAY HEADLIGHT LOW MOUNT (HLM... HLMR-(30) RELAY HEADLIGHT LOW MOUNT (HLM...
J11
41LM-001 P12
41LM-002 -
WIRE LIST
CONN TO
J12
NAME
45R-005
DEVICE FROM
TB10
HLMR-(30)
45R-006
J542
45RA-000 CAMERA CONTROLLER (OPT)

45RL-000 VEC-89
P652
VEC89-P12
45RL-001 TB35
45RL-002 -
41LM-003 LAMP LOW MOUNT LEFT LOW-BEAM

41LM-004 -
LMLLB
P542
P11
J543
LMRLB
P543
TB36-R2
41LM-005 LAMP LOW MOUNT RIGHT LOW-BEAM

VEC-89
41T-000
VEC89-P11
TB35
TB35-E1
TB36
TB36-S1
41T-001
TB35
TB35-E2
J12
CNLIN
TB36
TB36-S2
41T-002
TB35
TB35-E4
J11
P264
TB36
TB36-T1
41T-003
P12
J540
CNLIN
TB36
TB36-T2
41T-004
P540
P503
CNRIN
CNLO
41T-005
J503
SP143
J801
EOPSW-1
41T-006
SP143
LAMP MARKER/TURN LEFT SIDE DEC...
LCL1
36-001
P801
TB28
TB28-A1
41T-007
SP143
LCL2
P04
36-002
TB28
TB28-A2
VEC-90
VEC90-P9
41T-008
P11
J541
J04
36-003
J801-
EOPSW1
41T-009
P541
P502
TB32-H2
J14
38G-000
TB35
TB35-C1
INTERFACE MODULE
IM3
41T-010
J502
SP146
P14
P712
38G-001
TB35
TB35-C4
J16
41T-011
SP146
LAMP MARKER/TURN RIGHT FRT DEC...
RCL1
ESREL1-88a M0TOR STARTER 1 (STRT1)

ESREL2-88a MOTOR STARTER 2 (STRT2)
STRT1-3
38G-002
R15
R15
TB35
TB35-C2
41T-012
SP146
LAMP MARKER/TURN RIGHT SIDE DE...
RCL2
STRT2-3
38G-003
P16
J730
41T-013
TB35
TB35-E4
J14
27LPR-000 ENGINE QSK60 INTERFACE TIER II

27LPS-000 ENGINE QSK60 INTERFACE TIER II
P826
LP
38G-004
SENSOR FUEL LEVEL
FLS
P730
41T-014
P14
P732
P826
LP
39-000
J702
INTERFACE MODULE
IM2
41T-015
TB35
TB35-E2
J16
27WR-000 ENGINE QSK60 INTERFACE TIER II

27WS-000 ENGINE QSK60 INTERFACE TIER II
P826
WIF
39-001
J702
J14
41T-016
P16
SP149
P826
WIF
39-002
P14
ATFS
41T-017
SP149
P731
25B-000
CONN FROM DEVICE TO

TB10-M3
J651
WIRE LIST
CONN TO
P651
NAME
48LF-005
DEVICE FROM
-
P652
48LF-006
P650
49-001
TB35
TB35-K1
TB35-K2
P11
45RL-003 45RL-004 -
WIRE LIST
CONN TO
RFLT
NAME
67L-000
DEVICE FROM
MOTOR LEFT WINDOW
CONN FROM DEVICE TO

LAMP RIGHT FOG
P543
LAMP LEFT FOG
P542
LFLT
67L-001
SWITCH LEFT WINDOW
CONN FROM DEVICE TO

SP779
P059
SP779
P072
CONN TO
-
P18
TB10
TB10-D2
67M-000
MOTOR LEFT WINDOW
P059
SP778
49-002
ACTIA DASH DISPLAY
P903
TB10
TB10-D3
67M-001
SWITCH LEFT WINDOW
P072
SP778
J11
49-003
JB6B
JB6B
TB10
TB10-D4
67P-000
TB24
TB24-T2
VEC-91
VEC91-P9
J541
49-004
P108
JB6B
JB6B
67P-001
TB24
TB24-T1
P03
P541
P502
49-005
R27
R27
TB10
TB10-D2
67P-002
TB24
TB24-T1
P03
J502
SP145
49-006
JB6B
JB6B
67P-003
J03
SP135
45RL-005 ACTIA DASH DISPLAY

45RL-006 -
P902
J01
49-007
JB6B
JB6B
SWITCH CAB SECONDARY ENGINE SH... ESS-A

SWITCH BODYUP OVERRIDE / RESET... ORS-A
67P-004
J03
SP135
P01
TB35
TB35-K3
49-008
JB6B
JB6B
RSCS-A
67P-005
SP135
SWITCH LEFT WINDOW
P072
45RL-007 SP145
45RL-008 TB35
51A1-000
J13
INTERFACE MODULE
IM2
67P-006
SWITCH LEFT WINDOW
P072
SP135
TB35-K4
LAMP MARKER/TURN RIGHT FRT DEC... RCL1

J16
-
51A1-001
P13
67R-000
TB24
TB24-S2
VEC-91
VEC91-P9
45RL-009 SP145
45RL-010 -
LAMP MARKER/TURN RIGHT SIDE DE...
RCL2
51A2-000
67R-001
TB24
TB24-S1
P03
P16
SP148
52A-000
SWITCH ACCUMULATOR PRESSURE #1... ACCP1-NO

J240
-
SWITCH ACCUMULATOR PRESSURE #1... ACCP1-C

SWITCH ACCUMULATOR PRESSURE #2... ACCP2-NO
67R-002
TB24
TB24-S1
P03
45RL-011 SP148
45RL-012 SP148
P731
52A-001
P240
SWITCH PARK BRAKE RELEASE PRES... PBRPS

TB32-N2
TB32
67R-003
J03
SP138
TB60
TB60-H1
IM2
J702
67R-004
J03
SP138
45RL-013 TB60
45RL-014 -
TB60-H2
P55
52AA2-000 INTERFACE MODULE

52ABA-000 INTERFACE MODULE
IM1
TB32
TB32-S1
67R-005
SP138
SWITCH RIGHT WINDOW
P071
J55
SP172
TB32-S1
VEC RTMR1
RTMR1-F2
67R-006
SWITCH RIGHT WINDOW
P071
SP138
45RL-015 LAMP BODY RIGHT SIDE MARKER

45RL-016 LAMP BODY RIGHT REAR MARKER
RSCL1
SP172
52ABA-001 TB32
VEC-90
52B-000
VEC90-P9
TB32
TB32-J1
67S-000
MOTOR RIGHT WINDOW
P058
SP782
RSCL2
SP172
52B-001
INTERFACE MODULE
IM2
TB32
TB32-J1
67S-001
SWITCH RIGHT WINDOW
P071
SP782
46GA-000 TB32
46GA-001 -
TB32-A1
J702
52B-002
VEC RTMR1
RTMR1-D2
TB32
TB32-J1
67T-000
MOTOR RIGHT WINDOW
P058
SP783
P16
RBML
52B-003
TB32
TB32-J4
P240
67T-001
SWITCH RIGHT WINDOW
P071
SP783
46GA-002 46GA-003 -
J16
TB32
TB32-A2
52B-004
J240
SP160
68-000
TB34
TB34-M1
INTERFACE MODULE
IM3
P12
J540
52B-005
SP160
SOLENOID BRAKE LOCK
BLS
68-001
TB34
TB34-M1
VEC-89
VEC89-P4
46GA-004 46GA-005 TB32
J12
TB32
TB32-A2
52B-006
SP160
D3
D3
68-002
TB34
TB34-M1
J11
TB32-A1
J11
52B1-000
VEC-90
VEC90-P9
TB23
TB23-B1
68-003
J511
P11
46GA-006 46GA-007 -
J541
P11
52B1-001
P03
TB23
TB23-B2
68-004
SOLENOID AUTO LUBE
LLSOL
P511
P502
P541
52B1-002
J03
SWITCH BRAKE LOCK
P39
68-005
J12
TB34
TB34-M2
46GA-008 46GA-009 -
RDML
J502
52B1-003
SWITCH BRAKE LOCK
P39
SWITCH BRAKE LOCK
P39
68ES-000
J11
SP785
P503
P540
52C-000
P108
J02
68ES-001
J511
P11
46GA-010 46GA-011 -
J503
LDML
52C-001
P02
TB21
TB21-K2
68ES-002
SOLENOID AUTO LUBE
LLSOL
P511
RBML1
RBML2
52C-002
TB21
TB21-K1
J701
68ES-003
VEC-89
VEC89-P2
SP785
46RA-000 TB32
46RA-001 -
TB32-B1
J702
52CA-000
TB24
TB24-E2
P304
68ES-004
J12
SP785
P16
RBML
52CA-001
J701
TB24
TB24-E1
68LS-000
ALLSW
P511
46RA-002 46RA-003 -
J16
TB32
TB32-B2
52CA-003
TB24
TB24-E4
INTERFACE MODULE
IM3
68LS-001
J511
P11
P12
J540
52CS-000
VEC-90
VEC90-P11
TB32
TB32-K3
68LS-002
INTERFACE MODULE
IM3
SP786
46RA-004 46RA-005 -
J12
TB32
TB32-B2
52CS-001
TB32
TB32-K3
INTERFACE MODULE
IM1
68LS-003
J12
SP786
J11
TB32
TB32-B1
52CS-002
TB32
TB32-K2
R18
R18
68LS-004
J11
SP786
46RA-006 46RA-007 -
J541
P11
52CS-003
P240
TB32
TB32-K1
68P-000
TB60
TB60-B2
LLPS
P541
P502
52CS-004
SOLENOID PARK BRAKE
PBS
SP161
68P-001
TB60
TB60-B1
P16
46RA-008 46RA-009 -
RDML
J502
52CS-005
D2
D2
SP161
68P-002
TB35
TB35-W2
J16
P540
P503
52CS-006
SP161
J240
68P-003
TB35
TB35-W1
INTERFACE MODULE
IM3
46RA-010 46RA-011 -
J503
LDML
52PB-000
VEC-90
VEC90-P11
TB24
TB24-B1
68P-004
TB35
TB35-W3
VEC-89
VEC89-P4
RBML1
RBML2
52PB-001
TB24
TB24-B4
P03
68T-000
LLPS
TB60
TB60-M2
46YA-000 TB32
46YA-001 -
TB32-C1
J702
52PB-003
TB24
TB24-B2
INTERFACE MODULE
IM3
68T-001
TB60
TB60-M1
P16
P16
RBML
52PB-004
J03
68T-002
TB35
TB35-R2
J16
46YA-002 46YA-003 -
J16
TB32
TB32-C2
52R-000
J01

P237
68T-003
VEC-89
VEC89-P4
TB35
TB35-R3
P12
J540
52R-001
TB31
TB31-K2
P01
68T-004
TB35
TB35-R1
INTERFACE MODULE
IM1
46YA-004 46YA-005 -
J12
TB32
TB32-C2
52R-002
TB31
TB31-K1
J701
68T-005
TB35
TB35-R4
R30
R30
J11
TB32
TB32-C1
52RA-000
P302
SP740
69M-000
VEC-89
VEC89-P1
TB23
TB23-F1
46YA-006 46YA-007 -
J541
P11
52RA-001
SP740
J701
69M-001
TB23
TB23-F2
J11
P541
P502
P262
69M-002
TB23
TB23-F2
J12
46YA-008 46YA-009 -
RDML
J502
P262
69M-003
P11
J541
P503
P540
52RS1-000 RELAY HYDRAULIC LADDER PK STAT... P263

52RS2-000 RELAY HYDRAULIC LADDER PK STAT... P263
HLS
SWITCH HOIST LIMIT
53H-000
TB60
TB60-J2
69M-004
P12
J540
J503
LDML
53H-001
J16
TB35
TB35-N1
69M-005
P541
P502
RBML1
RBML2
53H-002
TB60
TB60-J1
P16
69M-006
P540
P503
28E-000
VEC-91
VEC91-P12
J12
39A-000
PAY LOAD METER 3
P264
TB34
TB34-S1
41T-018
SP149
TB61
TB61-M1
28E-001
P12
J542
39A-001
VEC-90
VEC90-P2
TB34
TB34-S2
41T-019
LAMP STOP/TAIL LEFT
LRSTL
TB61
TB61-M2
28E-002
P542
ETHER1
VEC90-P3
TB23
TB23-C1
41T-020
RRSTL
TB61
TB61-M2
28E-003
ETHER2-
ESOL
39AA-000 VEC-90
39AA-001 TB23
TB23-C1
J11
41T-021
TB61
TB61-M4
J54
28EC-000
VEC-91
VEC91-P12
TB27
TB27-H2
P11
J541
41T-022
TB61
TB61-M4
P55
28EC-001
P805
J808
39AA-002 39AA-004 -
P541
P502
41T-023
J55
SP173
28EC-002
P808
TB27
TB27-H1
J502
RPLR
41T-024
RSCL1
SP173
28EC-003
P806-
J808-
39AA-005 39AA-006 TB23
TB23-C1
J12
41T-025
P54
SP176
31ILM-000 INTERFACE MODULE

31IML-001 TB34
IM1
TB34
TB34-N2
P12
J540
41T-026
SP176
LSCL2
TB34-N1
P04
39AA-007 39AA-008 -
P540
P503
41T-027
LSCL1
SP176
31IML-002 SONALERT (SONA)

31IML-003 SP723
SONA(-)
SP723
J503
LPLR
41T-028
RSCL2
SP173
R16
R16
39AA-009 39AP-000 -
J16
J702
41TS-000
SWITCH HEADLIGHTS
P25
TB10
TB10-A1
31IML-004 31RR-000 -
J04
SP723
P16
J730
41TS-001
SWITCH HEADLIGHTS
P25
SWITCH HEADLIGHTS
P25
J02
RSCS_2-1
39AP-001 39AP-002 -
P730
HFSW1
41TS-002
TB10
TB10-A3
J02
31RR-001
P02
TB31
TB31-E2
J702
J14
41TS-003
P02
TB34
TB34-A2
31RR-002
P304
TB31
TB31-E1
39AP-003 39AP-004 -
P14
ATFS
41TS-004
SWITCH LEFT WINDOW
P072
JB6A
JB6A
33-000
J240
PBPSW
39B-000
PAY LOAD METER 3
P264
TB34
TB34-R1
41TS-005
VEC-89
VEC89-P11
TB34
TB34-A1
33-001
TB32
TB32-D2
P240
39B-001
VEC-90
VEC90-P2
TB34
TB34-R2
41TS-006
P18
TB10
TB10-A4
33-002
TB32
TB32-D1
INTERFACE MODULE
IM2
VEC90-P2
TB23
TB23-D1
41TS-007
SWITCH RIGHT WINDOW
P071
JB6A
JB6A
33BP-000
J240
TB23-D1
J11
41TS-008
SWITCH RIGHT WINDOW
P071
SWITCH RIGHT WINDOW
P071
33BP-001
TB32
TB32-E2
SWITCH LOW BRAKE ACCUM PRESSUR... LBPS

P240
-
39BA-000 VEC-90
39BA-001 TB23
P11
J541
41TS-009
SWITCH LEFT WINDOW
P072
SWITCH LEFT WINDOW
P072
33BP-002
TB32
TB32-E1
INTERFACE MODULE
IM2
39BA-002 39BA-004 -
P541
P502
41TS-010
JB6A
JB6A
TB10
TB10-A1
33BPS-000 INTERFACE MODULE

33BPS-001 -
IM3
TB30
TB30-M2
J502
RPLA
41TS-011
P140
JB6A
JB6A
P240
TB30
TB30-M1
39BA-005 39BA-006 TB23
TB23-D1
J12
42-000
ESLT-NO
TB35
TB35-M1
33BPS-002 SENSOR BRAKE PRESSURE

33ES1-000 INTERFACE MODULE
BPS
J240
P12
J540
42-001
J11
TB35
TB35-M2
IM1
TB26
TB26-A3
39BA-007 39BA-008 -
P540
P503
42-002
J11
TB35
TB35-M2
33ES1-001 TB26
33ES1-002 R23
TB26-A4
P302
J503
LPLA
42-003
J541
P11
R23
TB26
TB26-A1
39BA-009 39C-000 PAY LOAD METER 3
P264
TB34
TB34-P1
42-004
J541
P11
33ES2-000 INTERFACE MODULE

33ES2-001 TB26
IM1
TB26
TB26-B3
39C-001
VEC-90
VEC90-P2
TB34
TB34-P2
42-005
P541
LAMP RIGHT LOWER ENGINE SERVIC...
RLESL
TB26-B4
P302
VEC90-P2
TB23
TB23-E1
42-006
P541
LAMP RIGHT UPPER ENGINE SERVIC...
RUESL
33ES2-002 R34
33F-000
R34
TB26
TB26-B1
39CA-000 VEC-90
39CA-001 TB23
TB23-E1
J11
42-007
J12
TB35
TB35-M3
P14
ACPSW
39CA-002 39CA-004 -
P11
J541
42-008
J12
TB35
TB35-M3
46YA-010 46YA-011 -
P541
P502
42-009
J540
P12
47-000
BULR-30
TB35
TB35-L1
53H-003
TB35
TB35-N2
P240
69M-007
J502
P546
39CA-005 39CA-006 TB23
J502
RPLG
42-010
J540
P12
47-001
TB35
TB35-L2
J16
53H-004
J240
HS
69M-008
J503
P547
TB23-E1
J12
42-011
LLESL
P540
47-002
TB35
TB35-L2
J16
55A-000
P20
J01
69M-009
R546
MIRROR1
39CA-007 39CA-008 -
P12
J540
42-012
LUESL
P540
47-003
P16
TB60
TB60-F1
55A-001
P01
TB26
TB26-N1
69M-010
L547
MIRROR2
P540
P503
42A-000
SWITCH LEFT ENGINE SERVICE LAM...
LESLS-2
P540
47-004
P16
TB60
TB60-F1
55A-002
TB26
TB26-N2
INTERFACE MODULE
IM3
69MA-000
P33
J03
J503
LPLG
42A-001
J540
P12
47-005
TB60
TB60-F2
HIDBL
55B-000
P20
J01
69MA-001
P03
TB28
TB28-W1
P264
TB36
TB36-C2
42A-002
J12
J11
47-006
TB60
TB60-F4
RRBL
55B-001
P01
TB26
TB26-P1
69MA-002
TB28
TB28-W2
VEC-89
VEC89-P1
33F-001
J14
INTERFACE MODULE
IM2
33H-000
R44
R44
P304
33HP1-000 INTERFACE MODULE

33HP1-001 TB30
IM3
TB30
TB30-N1
TB30-N1
J16
33HP1-002 SENSOR HOIST PRESSURE #1

33HP2-000 TB28
HPS1
P16
TB28-K1
INTERFACE MODULE
IM3
33HP2-001 33HP2-002 -
J16
TB28
TB28-K1
39CA-009 39F-000 PAY LOAD METER 3
P16
HPS2
39F-001
TB36
TB36-C1
J13
42A-003
P11
J541
47-007
TB60
TB60-F3
LRBL
55B-002
TB26
TB26-P2
INTERFACE MODULE
IM3
71ABA-000
TB32
TB32-T1
VEC RTMR1
RTMR1-F1
33J-000
VEC-89
VEC89-P1
J14
39F-002
TB36
TB36-C1
J13
42A-004
P541
RESLS-2
47-008
TB35
TB35-L3
J11
55C-000
P21
J01
71ABA-001
VEC RTMR1
RTMR1-D1
VEC RTMR1
RTMR1-F1
33J-001
SP184
P14
39F-003
SENSOR PAYLOAD PRESSURE LEFT R...
P152
TB61
TB61-F1
42B-000
P540
LESLS-3
47-009
P11
J541
55C-001
P01
TB26
TB26-R1
71ABA-002
TB32
TB32-T1
VEC-90
VEC90-P11
33J-002
ACCBD
SP184
39F-004
SENSOR PAYLOAD PRESSURE RIGHT ...
P153
TB61
TB61-F1
42B-001
P12
J540
47-010
P541
P502
55C-002
TB26
TB26-R2
INTERFACE MODULE
IM3
71BC-000
VEC-90
VEC90-P9
TB25
TB25-V4
33J-003
D26
D26
SP184
39F-007
P13
P150
42B-002
J11
J12
47-011
J502
LAMP BACKUP LIGHT RIGHT DECK (...
RBUL
55D-000
P21
J01
71BC-001
TB25
TB25-V3
R23
R23
33JA-000
P14
SABS
39F-008
P13
SENSOR PAYLOAD PRESSURE LEFT F...
P151
42B-003
J541
P11
47-012
TB35
TB35-L3
J12
55D-001
P01
TB26
TB26-S1
71BC-002
TB25
TB25-V1
R34
R34
33JA-001
J14
INTERFACE MODULE
IM2
39F-009
TB36
TB36-C3
J16
42B-004
RESLS-3
P541
47-013
P12
J540
55D-002
TB26
TB26-S2
INTERFACE MODULE
IM2
71BC-003
TB25
TB25-V2
P240
33JB-000
INTERFACE MODULE
IM1
TB30
TB30-D1
39F-010
TB36
TB36-C4
SP744
J14
TIMER (1HR) HYDRAULIC PUMP MOD...
HPLT-NO
47-014
P540
P503
62A-000
VEC-89
VEC89-P2
INTERFACE MODULE
IM1
71BC-004
JB4A
JB4A
D2
D2
33JB-001
TB30
TB30-D4
J14
39F-011
P16
TB61
TB61-F2
42PML-000 42PML-001 -
P563
P14
47-015
J503
LAMP BACKUP LIGHT LEFT DECK (O...
LBUL
62SB-000
INTERFACE MODULE
IM2
TB28
TB28-X1
71BC-005
JB4A
JB4A
SOLENOID PARK BRAKE
PBS
33JB-002
P14
SP183
39F-012
SP744
INCLINOMETER
P246
J563
HPML
47A-000
VEC-89
VEC89-P11
BULR-(+)
62SB-001
TB28
TB28-X2
P02
71BC-006
JB4A
JB4A
SBPS
33JB-003
ACCBD
SP183
TB36-E2
PAY LOAD METER 3
P264
J14
TIMER (1HR) HYDRAULIC PUMP MOD...
HPLT-3
47B-000
VEC-89
VEC89-P9
BULR-87
62SB-002
J02
P212
71BC-007
JB4A
JB4A
J240
33JB-004
D26
D26
SP183
39FA-000 TB36
39FA-001 TB36
42PML-002 42PMS-000 -
TB36-E1
J16
P563
P14
47S-000
P23
J03
TB32
TB32-L2
71C-000
VEC-91
VEC91-P10
KCNPR-(+)
R19
R19
TB30
TB30-D2
P16
TB61
TB61-G2
J563
P03
TB22
TB22-T1
TB24-R2
P03
71CK-000
TB24-N1
P13
P507
P153
TB61
TB61-G1
42SL-000
ESLT-3
47S-002
TB22
TB22-T2
VEC-89
VEC89-P11
63-001
J03
TB10
TB10-E2
71CK-001
RELAY KEY / GE CNTRL PWR (KCNP... KCNPR-30

VEC89-S6A
VEC-89
TB24
SWITCH HYDRAULIC PUMP MOD LAMP... HPMS-1

J12
-
47S-001
33LF-000
39FA-002 39FA-004 SENSOR PAYLOAD PRESSURE RIGHT ...
62SBA-000 VEC-89
TB24
63-000
VEC89-P2
33JB-005
42PMS-001 42PMS-002 -
VEC-90
VEC90-S8A
33LF-001
TB33
TB33-R2
J13
TB36-D2
PAY LOAD METER 3
P264
42SL-001
P12
J540
47S-003
P23
P23
63-002
TB10
TB10-E1
SWITCH COMBO
P121
71CK-002
VEC-90
VEC90-S8B
TB24
TB24-N2
33LF-002
TB33
TB33-R1
P301
39FB-000 TB36
39FB-001 TB36
TB36-D1
J16
42SL-002
P540
LESLS-1
48-000
ALLR-88A
TB26
TB26-T1
63-003
TB10
TB10-E1
JB6G
JB6G
71CK-003
TB24
TB24-N4
R44
R44
33LF-003
TB33
TB33-R4
P57
P16
TB61
TB61-E2
44-000
VEC-89
VEC89-P12
TB35
TB35-G1
48-001
TB26
TB26-T2
J11
63-004
JB6G
JB6G
P09
71CN1-000
P305
P304
33PG-000
J15
J702
39FB-002 39FB-003 SENSOR PAYLOAD PRESSURE LEFT R...
P152
TB61
TB61-E1
44-001
TB35
TB35-G2
J16
48-002
J11
TB26
TB26-T2
63-005
JB6G
JB6G
P08
71CN2-000
P303
P302
33PG-001
P15
RRBPS
P264
TB36
TB36-A2
44-002
TB35
TB35-G4
P04
48-003
TB26
TB26-V2
J12
63-006
JB6G
JB6G
P07
P301
J15
J702
TB36-A1
J13
44-003
P16
TB60
TB60-D1
48-004
J12
TB26
TB26-V2
63-007
JB6G
JB6G
WADT-2
71CNCK-000 GE CONTROL INTERFACE

TB35
71F-000
P301
33PG-002
39FC-000 PAY LOAD METER 3

39FC-001 TB36
TB35-S1
P301
33PG-003
P15
LRBPS
P13
P150
44-004
TB60
TB60-D2
LAMP STOP/TAIL LEFT
LRSTL
48-005
J14
TB26
TB26-V2
63-008
JB6G
JB6G
TIMER WIPER DELAY
P10
71F-001
J16
TB35
TB35-S2
33PLR-000 33PLR-001 -
J15
J702
39FC-003 39FD-000 PAY LOAD METER 3
P264
TB36
TB36-B2
44-005
TB60
TB60-D4
RRSTL
48-006
J541
P11
63-009
VEC-91
VEC91-P10
TB24
TB24-R1
71F-002
TB35
TB35-S3
PAY LOAD METER 3
P264
P15
LRBPS
TB36-B1
J13
44-006
J04
SBL
48-007
P541
RDLLT
63H-000
P07
P08
71F-003
TB35
TB35-S4
INTERFACE MODULE
IM2
33PRR-000 33PRR-001 -
J15
J702
39FD-001 TB36
39FD-003 -
P13
SENSOR PAYLOAD PRESSURE LEFT F...
P151
44D-000
VEC-89
VEC89-P1
TB35
TB35-H1
48-009
P11
J541
63H1-000
SWITCH COMBO
P121
P08
71F-004
P16
BUSW
P15
RRBPS
P264
INCLINOMETER
P246
44D-001
TB35
TB35-H2
J16
48-010
P541
LAMP DECK LIGHT #2
RDLT
63L-000
P09
P07
71GE-000
P305
TB24
TB24-G3
33RF-000
P13
P501
39FE-000 PAY LOAD METER 3

39FG-000 PAY LOAD METER 3
P264
INCLINOMETER
P246
44D-002
TB35
TB35-H4
P04
48-011
P12
J540
63L1-000
D15
D15
JB4H
JB4H
71GE-001
TB24
TB24-G2
VEC-91
VEC91-P10
33RF-001
J13
TB33
TB33-L2
39G-000
VEC-90
VEC90-P2
TB34
TB34-T1
44D-003
P16
TB60
TB60-E1
48-012
P540
LDLLT
63L1-001
P09
JB4H
JB4H
71GE-002
INTERFACE MODULE
IM3
TB24
TB24-G1
33RF-002
P301
TB33
TB33-L1
39G-001
TB34
TB34-T2
PAY LOAD METER 3
P264
44D-004
J04
LAMP RETARD OP-CAP
DRL
48-013
P12
J540
63L1-002
WADT-1
JB4H
JB4H
71GG-000
PLOS-F1
J537
33RF-003
TB33
TB33-L4
P56
39H-000
SWITCH BRAKE LOCK
P39
J03
44D-005
TB60
TB60-E2
LRL
48-014
P540
P544
63L1-003
TIMER WIPER DELAY
P10
JB4H
JB4H
71GG-001
P537
P12
33RR-000
J02
RSCS_1-2
39H-001
P03
TB23
TB23-A2
44D-006
TB60
TB60-E4
RRL
48-015
P14
P565
63L2-000
SWITCH COMBO
P121
D15
D15
71GG-002
J12
TB25
TB25-K1
33RR-001
RSCS_1-4
39H-002
J702
TB23
TB23-A1
44R-000
TB35
TB35-F2
P303
48-016
J565
SP150
63P-000
P07
SWITCH COMBO
P121
71GG-003
TB25
TB25-K2
P303
33RR-002

P02
-
TB31
TB31-F2
J702
TB22
TB22-X2
44R-001
TB35
TB35-F4
INTERFACE MODULE
IM3
48-017
SP150
SWITCH COMBO
P121
TIMER WIPER DELAY
P10
71GH-000
PLOS-B1
J537
P303
TB31
TB31-F1
TB22-X1
PAY LOAD METER 3
P264
44R-003
TB35
TB35-F3
VEC-89
VEC89-P11
48-018
63W-000
JB4C
JB4C
J03
71GH-001
P537
P12
33RS-000
RSP
RSCS_1-1
P39
J03
44R-004
SBPS
J240
48-019
LAMP DECK LIGHT #1 (OPT LOCATI...
LDLT
63W-001
SWITCH COMBO
P121
JB4C
JB4C
71GH-002
J12
TB25
TB25-L1
33SBA-000 TB25
33SBA-001 TB25
TB25-W1
P305
39HA-000 SWITCH BRAKE LOCK

39HA-001 -

J544
-

SP150
63T1-000
33RR-003
39H1-000 39H1-001 TB22
P03
TB23
TB23-V2
44R-005
P240
TB35
TB35-F1
48A-000
P24
J03
63W-002
JB4C
JB4C
WADT-6
71GH-003
TB25
TB25-L2
P303
TB25-W2
P03
HFSW1
HFSW2
45L-000
SWITCH COMBO
P121
TB10
TB10-J1
48A-001
P03
TB34
TB34-J1
63W-003
P03
WW+
71H-000
P304
TB21
TB21-R1
33SBA-002 33SBA-003 SWITCH BRAKE TEST
J03
SWITCH BRAKE TEST
P37
39HP-000 SWITCH HYDRAULIC FILTER #1

39SP-000 SWITCH HYDRAULIC FILTER #2
HFSW2
SFSW
45L-001
TB10
TB10-J1
J03
48A-002
TB34
TB34-J2
J12
65-000
VEC-91
VEC91-P12
TB24
TB24-D1
71H-001
TB21
TB21-R2
P02
P37
SWITCH BRAKE TEST
P37
41H-000
SWITCH COMBO
P121
TB10
TB10-K1
45L-002
D4
D4
TB10
TB10-J1
48A-003
P12
J535
65-001
ENTERTAINMENT RADIO
P737
J211
71H-002
J02
ALT1
33SP-000
INTERFACE MODULE
IM3
TB30
TB30-T1
41H-001
P03
TB34
TB34-B1
45L-003
P03
TB22
TB22-P1
48A-004
TB34
TB34-J2
J11
65-002
P04
TB24
TB24-D2
71J-000
SWITCH BODYUP OVERRIDE / RESET... ORS_1-3

T19
GE CONTROL CABINET
33SP-001
TB30
TB30-T1
J14
41H-002
TB34
TB34-B2
HBHR-86
45L-004
TB22
TB22-P2
VEC-89
VEC89-P12
48A-005
P11
J534
65-003
P211
J04
71LS-000
TB23
TB23-M1
VEC-89
VEC89-P4
33SP-002
P14
SPS
41H-004
TB10
TB10-K1
J03
45L-005
TB10
TB10-J3
P651
48A-006
P24
P24
65A-000
VEC-91
VEC91-P12
TB24
TB24-F1
71LS-001
TB23
TB23-M2
P01
33T-000
J240
SWITCH SERVICE BRAKE DEGRADE P...
BDS
41H-006
TB10
TB10-K3
ACTIA DASH DISPLAY
P902
45L-006
J651
P652
48A-007
SWITCH LEFT LADDER LIGHT GND L...
LLSW-2
P535
65A-001
ENTERTAINMENT RADIO
P737
J211
71LS-002
TB10
TB10-C1
J01
33T-001
TB32
TB32-F2
P240
HBHR-88a
TB34
TB34-F1
45LA-000
P652
P650
48A-008
SWITCH RIGHT LADDER LIGHT GND ...
RLSW-2
P534
65A-002
ENTERTAINMENT RADIO
P737
ENTERTAINMENT RADIO
P737
71LS-003
TB10
TB10-C2
P22
33T-002
TB32
TB32-F1
INTERFACE MODULE
IM2
41HB-000 RELAY HI-BEAM HEADLIGHT (HBHR)

41HB-001 -
J12
TB34
TB34-F2
45LL-000
VEC-89
VEC89-P12
TB35
TB35-J1
48B-000
P24
J03
65A-003
TB24
TB24-F2
P04
71LS-004
P22
P22
34AT-000
ATS
P14
J12
TB34
TB34-F2
45LL-001
TB35
TB35-J2
J12
48B-001
P03
TB34
TB34-K1
65A-004
J04
P211
71LS-005
TB10
TB10-C3
P20
34AT-001
J14
TB30
TB30-J2
41HB-002 41HB-003 -
J11
TB34
TB34-F4
45LL-002
P12
J540
48B-002
TB34
TB34-K2
J12
65C-000
RECDR
P803
71LS-006
P20
P20
34AT-002
TB30
TB30-J1
INTERFACE MODULE
IM3
J11
TB34
TB34-F4
45LL-003
P540
P503
48B-003
P12
J535
65C-003
RECDR-T1
P803-
71LS-007
P20
P21
34BT1-000 TB30
34BT1-001 TB30
TB30-G2
J14
41HB-004 41HB-005 -
J542
P12
45LL-004
J503
SP144
48B-004
TB34
TB34-K2
J11
65S-000
VEC-91
VEC91-P12
TB27
TB27-M2
71LS-008
P21
P21
TB30-G1
INTERFACE MODULE
IM3
HMLHB
P542
45LL-005
ACTIA DASH DISPLAY
P902
J01
48B-005
P11
J534
65S-001
TB27
TB27-M1
P808
71LS-009
TB10
TB10-C4
SWITCH CAMERA (OPT)
P31
34BT2-000 TB30
34BT2-001 TB30
TB30-H2
J14
41HB-006 LAMP HIGH MOUNT LEFT HI-BEAM

41HB-007 -
J542
P12
45LL-006
P01
TB35
TB35-J3
48B-006
P24
P24
65S-002
P805
J808
71LS-010
SWITCH CAMERA (OPT)
P31
SWITCH CAMERA (OPT)
P31
TB30-H1
INTERFACE MODULE
IM3
LMLHB
P542
45LL-007
TB35
TB35-J2
J14
48B-007
LLSW-3
P535
65S-003
J808-
P805-
71LS-011
TB10
TB10-C2
P32
34BT3-000 34BT3-001 TB30
J14
TB30
TB30-C2
41HB-008 LAMP LOW MOUNT LEFT HI-BEAM

41HB-009 -
J543
P11
45LL-008
TB35
TB35-J4
J16
48B-008
RLSW-3
P534
65SR-000
VEC-91
VEC91-P12
VEC RTMR1
RTMR1-C1
71LS-012
P32
P32
TB30-C1
INTERFACE MODULE
IM3
HMRHB
P543
45LL-009
SP144
LAMP MARKER/TURN LEFT SIDE DEC...
LCL1
48C-000
TB34
TB34-L1
ALLR-86
65SS-000
VEC RTMR1
RTMR1-B2
J11
71LS-013
P33
P32
34BT4-000 SENSOR HYDRAULIC TANK TEMP

34BT4-001 -
P711
P14
41HB-010 LAMP HIGH MOUNT RIGHT HI-BEAM

41HB-011 -
J543
P11
45LL-010
SP144
LCL2
48C-001
J12
TB34
TB34-L1
65SS-001
P11
J543
71LS-014
P33
P33
J14
TB30
TB30-A2
P543
45LL-011
P14
P732
48C-002
TB34
TB34-L1
J11
65SS-002
P543
P520
71LS-015
P33
P33
34BT4-002 TB30
34LL-001 INTERFACE MODULE
TB30-A1
INTERFACE MODULE
IM3
J12
45LL-012
P16
TB60
TB60-A1
48C-003
J534
P11
65SS-003
J520-
ESSOL
71P-000
VEC-89
VEC89-P2
TB23
TB23-J4
IM2
J14
45LL-013
TB60
TB60-A2
J54
48C-004
J535
P12
65T-000
VEC RTMR1
RTMR1-A1
TB30
TB30-X2
71P-001
TB23
TB23-J3
P02
P14
P712
45LL-014
P54
SP175
48C-007
LLSW-1
P535
65T-001
RECDR
J801
71P-002
SWITCH DATA STORE (DSSW)
DSSW-C
JB4B
JB4B
TB26-D1
INTERFACE MODULE
IM3
34LL-002
34TW-000 TB26
34TW-001 TB26
LMRHB
41HB-012 LAMP LOW MOUNT RIGHT HI-BEAM
41HM-000 RELAY HEADLIGHT HIGH MOUNT (HH... HHMR-(30)
J11
41HM-001 41HM-002 41HM-003 LAMP HIGH MOUNT LEFT LOW-BEAM
P12
RELAY HEADLIGHT HIGH MOUNT (HH... HHMR-(30)

J542
-
HMLLB
P542
45LL-015
LSCL1
SP175
48C-008
RLSW-1
P534
65T-002
P801
TB30
TB30-X1
71P-003
JB4B
JB4B
J543
P11
45LL-016
SP175
LSCL2
48F-000
P22
J03
65T-003
TB30
TB30-X4
P03
71P-004
JB4B
JB4B
SWITCH BODYUP OVERRIDE / RESET... ORS_1-4

HMRLB
P543
45LR-002
D4
D4
P36
48F-001
P03
TB34
TB34-E1
65T-004
J03
P140
71P-005
TB23
TB23-J2
J16
TB34
TB34-E2
VEC-89
VEC89-P1
65T-005
J801-
RECDR-T1
71P-006
J02
JB4B
JB4B
TB26-D2
P304
35L2-000
PAY LOAD METER 3
P264
TB36
TB36-L1
41HM-004 41HM-005 LAMP HIGH MOUNT RIGHT LOW-BEAM
35L2-001
J362
TB36
TB36-L2
41L-000
SWITCH HEADLIGHTS
P25
TB10
TB10-L1
45LR-007
P36
P36
48F-002
35L2-002
TB36
TB36-L4
P02
41L-001
TB10
TB10-L1
SWITCH COMBO
P121
45R-000
SWITCH COMBO
P121
TB10
TB10-M1
VEC89-P1
TB34
TB34-D1
67C-000
VEC-91
VEC91-P9
TB24
TB24-V1
71P-007
TB23
TB23-J1
P03
35L2-003
J02
DIAG7
41L-002
TB10
TB10-L1
J03
45R-001
TB10
TB10-M1
J03
48LF-000 VEC-89
48LF-001 TB34
TB34-D2
J11
67C-001
TB24
TB24-V2
P03
71P-008
J03
P35
35L3-000
PAY LOAD METER 3
P264
TB36
TB36-M1
41L-004
TB34
TB34-C1
P03
45R-002
P36
TB10
TB10-M1
TB34-D2
J12
67C-002
TB24
TB24-V4
P03
71P-009
SWITCH GRID DRY
P34
P35
35L3-001
J362
TB36
TB36-M2
41L-005
TB34
TB34-C2
45R-003
P03
TB22
TB22-R1
P11
J543
67C-003
J03
12VDC POWER PORT #1
PWR1-1
71P-010
P16
SP180
35L3-002
TB36
TB36-M4
P02
41L-006
RELAY HEADLIGHT LOW MOUNT (HLM... HLMR-(+)
RELAY HEADLIGHT LOW MOUNT (HLM... HLMR-(+)

RELAY HEADLIGHT HIGH MOUNT (HH... HHMR-(+)
48LF-002 TB34
48LF-003 -
45R-004
TB22
TB22-R2
VEC-89
VEC89-P12
48LF-004 -
P12
J542
67C-004
J03
12VDC POWER PORT #2
PWR2-1
71P-011
SP180
TB61
TB61-H1
58E-06-02000-00
NOV 11
830E-1AC
A40851 & UP
Sheet 17 of 20
WIRE TABLE
WIRE LIST
NAME
WIRE LIST
CONN TO
BUSW
NAME
77DN-000
DEVICE FROM
-
P703
77DN-001
TB29
WIRE LIST
71P-012
DEVICE FROM
SP180
71P-013
TB61
71P-014
J703
77DN-003
PLON
77DP-000
P15
71PS-001
SWITCH TRACTION MOTOR PRESSURE... BPSW-COM LAMP LED PROPEL LOCKOUT ON

PLOS-B2
PLOS-B2
CONN FROM DEVICE TO

CONN TO
SENSOR LEFT REAR WHEEL SPEED P720
P15
TB29-F2
J15
TB29
P301
TB29-F1
PLREL
77DP-001
TB29
TB29-D2

J15
71SR-000
P250
P108
77DP-003
P301
TB29
71SS-000
VEC-89
VEC89-P4
TB23
TB23-T2
77G-000
P15
71SS-001
TB23
TB23-T1
P02
77G-001
J15

TB29-B2
TB29
71SS-002
J02
P250
77G-003
P301
TB29
TB29-B1
71VHM-000 TB28
71VHM-001 TB28
TB28-B2
VEC-90
VEC90-P1
77P-002
VEC-89
VEC89-P2
TB29
TB29-A2
TB28-B1
P04
77P-003
P301
TB29
TB29-A1
71VHM-002 71VHM-003 KOMTRAX PLUS MODULE
J04
SP187
77Y-000
P305
TB33
TB33-E1
P1
SP187
77Z-000
P305
TB33
TB33-F1
71VHM-004 SP187
71VHM-005 SP187
KOMTRAX PLUS MODULE
P1
79A-000
VEC-89
VEC89-P11
J16
P653
79A-001
TB60
TB60-G1
P16
71PS-000
CONN FROM DEVICE TO

TB61-H2
CONTINUED FROM DIAGRAM 16 & 17
TB29-D1
NAME
DEVICE FROM
90TCT-001 90TCT-002 -
CONN FROM DEVICE TO

TB25
P02
J02
90VHG-000 KOMTRAX PLUS MODULE

90VHG-001 -
P4A
90VHG-002 SP193
90VHG-003 -
WIRE LIST
CONN TO
TB25-R2
NAME
714G-003
DEVICE FROM
DIAG3
714P-001
VEC-91
CONN FROM DEVICE TO

TB29
P301
TB29
VEC91-P2
SP193
714P-003
P301
DIAG6
SP193
714Y-000
J04
714Z-000
P04
TB29
TB29-T1
900-000
90VHG-004 TB29
90VHR-000 KOMTRAX PLUS MODULE
TB29-T2
VHMS
900-001
ENGINE QSK60 INTERFACE TIER I P806P808

-
P4A
SP192
900-002
TB28
90VHR-001 90VHR-002 SP192
DIAG6
SP192
900-003
J04
90VHR-003 90VHR-004 TB29
P04
TB29
TB29-V1
900CG-000 KOMTRAX PLUS MODULE

900CR-000 KOMTRAX PLUS MODULE
TB29-V2
VHMS
90VHT-000 KOMTRAX PLUS MODULE

90VHT-001 -
P4A
SP191
DIAG6
SP191
P4B
900CT-000 KOMTRAX PLUS MODULE
ENGINE QSK60 INTERFACE TIER I P806901-000
P808
901-001
90VHT-002 SP191
90VHT-003 -
J04
901-002
TB28
P04
TB29
TB29-W1
901-003
TB29-W2
VHMS
NAME
TB29-H2
LR(+)-001
CONN FROM DEVICE TO

CONN TO
P210
ENTERTAINMENT RADIO P737
ENTERTAINMENT LEFT REAR SPEAKE... LRSPK
J210
-
TB29
TB29-H1
LR(-)-000
P210
ENTERTAINMENT RADIO
P305
TB33
TB33-D1
LR(-)-001
J210
ENTERTAINMENT LEFT REAR SPEAKE... LRSPK
P305
TB33
TB33-C1
RF(+)-000
J211
ENTERTAINMENT RADIO
J808-
RF(+)-001
P211
ENTERTAINMENT RIGHT FRT SPEAKE... RFSPK
TB28
TB28-T1
RF(-)-000
J211
ENTERTAINMENT RADIO
TB28-T2
P02
RF(-)-001
P211
ENTERTAINMENT RIGHT FRT SPEAKE... RFSPK
J02
DIAG4
RR(+)-000
ENTERTAINMENT RADIO P737
P4B
CNA
RR(+)-001
J210
ENTERTAINMENT RIGHT REAR SPEAK... RRSPK
P4B
CNA
RR(-)-000
P210
ENTERTAINMENT RADIO
CNA
RR(-)-001
J210
ENTERTAINMENT RIGHT REAR SPEAK... RRSPK
J808-
SE1-000
KOMTRAX PLUS MODULE P3A
P6A
TB28
TB28-V1
SE2-000
P6A
TB28-V2
P02
SE3-000
P6A
J02
DIAG4
SE4-000
P6A
916M-000
J808-
P806-
SE5-000
P6A
LR(+)-000
DEVICE FROM
P737
P737
P737
P210
P737
72-000
P108
J02
79A-002
TB60
TB60-G2
HORN BACKUP RIGHT
LRBH-(+)
72-001
P02
TB21
TB21-N2
79A-003
TB60
TB60-G2
HORN BACKUP LEFT
RRBH-(+)
72-002
VEC-90
VEC90-P1
TB21
TB21-N3
79B-000
J02
SP159
90VHT-004 TB29
419I-000
P806
J808
916M-001
TB27
TB27-V2
P302
SE6-000
SP730
72-003
TB21
TB21-N1
J701
79B-001
P02
TB21
TB21-L2
419I-001
TB27
TB27-F2
P302
916M-002
P808
TB27
TB27-V1
SE7-000
SP730
KOMTRAX PLUS MODULE
P3A
72A-000
P304
TB21
TB21-E1
79B-002
VEC-90
VEC90-P1
TB21
TB21-L3
419I-003
P808
TB27
TB27-F1
916M-003
J808
SE8-000
SP730
KOMTRAX PLUS MODULE
P3A
72AF-000
J701
P304
79B-003
TB21
TB21-L1
J701
419I-004
P806-
J808-
924-000
ENGINE QSK60 INTERFACE TIER II P806

ENGINE QSK60 INTERFACE TIER II P805
P802
SE9-000
SP730
P6A
72AT-000
INTERFACE MODULE
TB27-F4
R4
R4
924-001
P802-
SHIELD
TB36
TB36-J4
SP743
J02
925-000
ENGINE QSK60 INTERFACE TIER I P806ENGINE QSK60 INTERFACE TIER II P805
P802
SHIELD-001
SP737
TB30
TB30-B4
TB27
TB27-R1
925-001
ENGINE QSK60 INTERFACE TIER I P806ENGINE QSK60 INTERFACE TIER II P805
P802-
SHIELD-205
SP767
P15
P802
SHIELD-205A SP768
P720
P802-
SHIELD-209A SP770
P721
J808-
SHIELD-213
SP765
J15
IM2
TB33
TB33-A2
79B-004
SP159
P108
419I-005
TB27
72AUT-000 TB21
72CPU-000 TB24
TB21-H1
P303
79B-005
SP159
P651
439-000
TB24-W1
P808
79B-006
P652
J651
439-001
SWITCH CAB SECONDARY ENGINE SH... ESS_1-4

P02
-
72CPU-001 TB24
72CPU-002 ENGINE QSK60 INTERFACE TIER I
TB24-W2
P302
79BA-000
P304
TB23
TB23-X1
439-002
TB27
TB27-R2
P302
926-000
P806-
J808-
79BA-001
J701
TB23
TB23-X1
439-003
TB27
TB27-R3
P808
926-001
72FC-000
P652
P650
79BA-002
TB23
TB23-X2
VEC-89
VEC89-P11
439-004
P804
J808
927-000
ENGINE QSK60 INTERFACE TIER I P805ENGINE QSK60 INTERFACE TIER I P804-
72FD-000
TB29
TB29-R1
VEC-90
VEC90-P9
79C-001
J651
P652
439-005
TB27
TB27-R4
INTERFACE MODULE
IM3
927-001
P808
TB31
TB31-A1
SHIELD-217
SP766
J15
72FD-001
P302
TB29
TB29-R2
79R-000
P652
P650
439-006
J808-
P806-
927-002
TB31
TB31-A2
P02
SHIELD-223
SP741
P301
VEC90-P12
TB24
TB24-M1
79RC-000
SWITCH CAMERA (OPT)
P31
P651
509-000
P806
J808
927-003
J02
DIAG2
SHIELD-277
GE CONTROL INTERFACE P301
SP742
TB24-M2
INTERFACE MODULE
IM2
79RD-000
TB29
TB29-S1
VEC-90
VEC90-P9
509-001
P806
J808
928-000
J808-
SHLD-647
SP774
J240
TB31
TB31-B1
SHLD-648
P240
SP775
72FNR-000 VEC-90
72FNR-001 TB24
72GD-000
TB23
TB23-S1
P305
79RD-001
P302
TB29
TB29-S2
509-002
P808
TB27
TB27-S1
928-001

-
72GD-001
P03
TB23
TB23-S2
79W-000
TB26
TB26-C1
INTERFACE MODULE
IM2
509-003
P808
TB27
TB27-S3
928-002
TB31
TB31-B2
P02
SHLD-834
INTERFACE MODULE
IM1
SP198
72GD-002
J03
SWITCH GRID DRY
P34
79W-001
TB26
TB26-C2
P304
509-004
TB27
TB27-S2
P302
928-003
J02
DIAG2
SHLD_209
SP769
P15
72GD-003
SWITCH GRID DRY
P34
SWITCH GRID DRY
P34
85-000
TB28
TB28-C2
VEC-91
VEC91-P4
509-005
P806-
J808-
929-000
J808-
SHLD_731
SP773
TB30
TB30-B4
72IP-000
PAY LOAD METER 3
P264
TB21
TB21-C1
85-001
TB28
TB28-C1
P04
509-006
TB27
TB27-S4
R3
R3
929-001

-
TB31
TB31-C1
SPR1-000
P03
SPR_5
72IP-001
TB21
TB21-C2
P304
85-002
J04
JB6E
JB6E
509-007
P805-
J808-
929-002
TB31
TB31-C2
P02
SPR1-001
J03
SPR_13
72LP-000
TB26
TB26-J1
INTERFACE MODULE
IM3
85-003
JB6E
JB6E
KOMTRAX PLUS MODULE
P1
510E-000
VEC-90
VEC90-P3
TB25
TB25-N1
929-003
J02
DIAG2
SPR2-000
P03
SPR_6
72LP-001
TB26
TB26-J2
P304
85-004
JB6E
JB6E
KOMTRAX PLUS MODULE
P1
510E-001
TB25
TB25-N2
P304
930-001
P802-
SPR2-001
J03
SPR_14
IM2
TB33
TB33-B2
85-005
JB6E
JB6E
CNA
510E2-000
P303
TB21
TB21-A1
J808
SPR3-000
P03
SPR_7
CAN TEE J1939 # 1
P301B
SPR3-001
J03
SPR_15
J808-
SPR4-000
P03
SPR_8
72MAN-000 INTERFACE MODULE

72N-000
P108
J02
85-006
JB6E
JB6E
CNA
510E2-001
INTERFACE MODULE
IM3
TB21
TB21-A2
72N-001
P02
TB21
TB21-M2
85-007
JB6E
JB6E
CNA
510E2-002
P830
P12
72N-002
VEC-90
VEC90-P1
TB21
TB21-M1
86-500
J712
TB-HTST
TB-HTST-F4
510E2-003
TB21
TB21-A4
J12
72NR-000
VEC-90
VEC90-P4
TB22
TB22-K1
86-501
HEATER COOLANT LH
TB-HTST
TB-HTST-G1
525-000
J01
ACCELERATOR PEDAL
P236
72NR-001
TB22
TB22-K2
P304
86-502
HEATER COOLANT RH
TB-HTST-G2
525-001
TB31
TB31-T2
P01
VEC90-P4
INTERFACE MODULE
IM2
86-503
TB-HTST
525-002
J701
TB31
TB31-T1
EOH1
525A-000
P304
SP738
EOH2
525A-001
SP738
J701
VEC90-P4
TB22
TB22-J1
86-504
SP703
TB-HTST
TB-HTST-G3 SP703
72PR-001
TB22
TB22-J2
P304
86-505
SP703
72RQ-000
J537
D70
D70
86-506
TB-HTST
528A-000
P806-
J808-
P537
P12
86-507
SP707
TB-HTST-H1 -
CON1
72RQ-001
CON2
528A-001
P806
J808
72RQ-002
J12
TB23
TB23-K4
86-508
SP707
HOHTR1
TB27-P2
P302
72RQ-003
TB23
TB23-K1
P304
86-509
SP707
HOHTR2
531SC-000 TB27
531SC-001 R5
R5
TB27
TB27-P1
72RQ-004
TB23
TB23-K2
P03
86-510
CON3
TB-HTST
TB-HTST-H2
556-000
P302
TB27
TB27-T2
72RQ-005
J03
D71
D71
86-511
CON4
556-001
R50
R50
TB27
TB27-T3
72RR-000
D71
D71
P35
86A-000
THERMOSTAT OIL RESERVE TANK ECHTR1

P31
SWITCH CAMERA (OPT)
P651
556-002
P808
TB27
TB27-T1
72RR-001
P35
P35
86A-001
SWITCH CAMERA (OPT)
P31
SWITCH CAMERA (OPT)
P31
556-003
P805-
J808-
72RRQ-000 RELAY 1 PROPEL LOCKOUT

72RRQ-001 RELAY 1 PROPEL LOCKOUT
PLREL
86A-002
SP702
J651
556A-001
P808
R50
R50
PLREL
LAMP LED PROPEL LOCKOUT LOCKED... PLLO

D70
D70
86A-003
P652
SP702
556A-002
P806
J808
72SBT-000 TB25
72SBT-001 TB25
TB25-X1
P305
86A-004
P650
SP702
712-000
KSWPR-30
TB24
TB24-J1
TB25-X2
P03
87-000
VEC-89
VEC89-P4
TB21
TB21-J2
712-001
P305
TB24
TB24-J2
72SBT-002 SWITCH BRAKE TEST

72T-000
P37
J03
87-001
TB21
TB21-J1
INTERFACE MODULE
IM3
712-003
TB24
TB24-K2
VEC-89
VEC89-S5A
J02
P108
87-002
R15
R15
TB21
TB21-J3
712-004
TB24
TB24-K4
VEC-91
VEC91-S8A
72NR1-000 VEC-90
72PR-000 VEC-90
72T-001
TB21
TB21-P2
P02
87-500
J712
TB-HTST
TB-HTST-K4
712-005
TB24
TB24-K3
12VPR-(+)
73DS-000
P304
TB21
TB21-S1
87-501
HEATER COOLANT LH
TB-HTST
TB-HTST-J1
712-006
TB24
TB24-J4
R21
R21
73DS-001
TB21
TB21-S2
P02
87-502
HEATER COOLANT RH
TB-HTST
TB-HTST-J2
712-007
TB24
TB24-J4
R20
R20
73DS-002
J02
DSSW-NO
87-503
EOTS
TB-HTST
TB-HTST-J3
712A-000
VEC-91
VEC91-P9
73DS-003
TB21
TB21-S4
P04
87-506
CON1
TB-HTST
TB-HTST-K1
VEC90-P12
73DS-005
KOMTRAX PLUS MODULE
P3B
J04
87-507
HOSTAT
CON2
712BL-000 VEC-90
712BL-001 TB23
SWITCH AUX BOX DOME LIGHT (DLS... DLS-2

TB23-L1
TB23
TB23-L2
INTERFACE MODULE
IM3
73LS-000
VEC-91
VEC91-P1
TB21
TB21-F1
87-510
CON3
TB-HTST
TB-HTST-K2
TB23-L4
P03
73LS-001
TB21
TB21-F2
P304
87-511
ECHTR2
CON4
712BL-002 TB23
712BL-003 SWITCH BRAKE LOCK
P39
J03
73LS-002
TB21
TB21-F3
R20
R20
90-500
SP704
EOTS
VEC89-P4
TB24
TB24-C1
TB34-W1
PAY LOAD METER 3
P264
90-501
EOH1
SP704
712DS-000 VEC-89
712DS-001 TB24
TB24-C2
P02
TB34-W2
VEC-91
VEC91-P1
90-502
SP704
EOH2
712DS-002 712DS-003 JB4E
J02
JB4E
JB4E
JB4E
J228
712DS-004 JB4E
712G-000 VEC-91
JB4E
J229
VEC91-P9
TB23
TB23-H2
73LSL-000 TB34
73LSL-001 TB34
73MS-000
VEC-91
VEC91-P1
TB21
TB21-G1
90-503
SP708
HOSTAT
73MS-001
TB21
TB21-G2
P304
90-506
HOHTR1
SP708
73MS-002
TB21
TB21-G3
R21
R21
90-507
SP708
HOHTR2
73MSL-000 TB34
73MSL-001 TB34
TB34-X1
PAY LOAD METER 3
P264
90-510
ECHTR2
712G-001
TB23
TB23-H4
P04
TB34-X2
VEC-91
VEC91-P1
90CAG-000 GE CONTROL INTERFACE

90CAG-001 -
P303
THERMOSTAT OIL RESERVE TANK ECHTR1

TB25-G1
TB25
712G-002
P01
TB23
TB23-H1
P02
TB25
TB25-G2
712G-003
TB10
TB10-F2
J01
90CAG-002 90CAR-000 GE CONTROL INTERFACE
J02
DIAG1
712G-004
ACTIA DASH DISPLAY
P902
TB10
TB10-F1
P303
TB25
TB25-E1
712G-005
D9
D9
J04
90CAR-001 90CAR-002 -
P02
TB25
TB25-E2
712H-001
P16
TB60
TB60-K1
J02
DIAG1
712H-002
TB60
TB60-K2
SWITCH HOIST LIMIT
HLS
90CAT-000 GE CONTROL INTERFACE

90CAT-001 -
P303
TB25
TB25-F1
712H-003
VEC-91
VEC91-P10
TB23
TB23-W1
P02
TB25
TB25-F2
712H-004
J16
TB23
TB23-W1
J02
DIAG1
KSWPR-(+)
P303
712IM-000 VEC-90
712K-000 SWITCH KEY (KEYSW)
VEC90-P1
TB25-A1
KEYSW-BR
J03
73S-000
VEC-90
VEC90-P3
TB32
TB32-M1
73S-001
TB32
TB32-M1
INTERFACE MODULE
IM2
73S-002
P240
TB32
TB32-M2
73S-003
J240
SWITCH PARK BRAKE RELEASE PRES...
PBRPS
74D-000
GE CONTROL CABINET
T20
ALT2
74DS-000
KOMTRAX PLUS MODULE
P1
J04
74DS-001
P04
TB25
TB25-M2
74DS-002
TB25
TB25-M1
INTERFACE MODULE
IM2
74N-000
J01
P235
90CAT-002 90DIG-000 TB25
74N-001
TB31
TB31-R2
P01
90DIG-001
TB25
TB25-A2
P02
712K-001
P03
TB23
TB23-N1
74N-002
J701
TB31
TB31-R1
90DIG-002
J02
GE DID PANEL
DID
712K-002
TB23
TB23-N2
VEC-90
VEC90-P1
74NA-000
P302
SP739
90DIR-000
P303
TB25
TB25-B1
712K-003
TB23
TB23-N4
INTERFACE MODULE
IM2
74NA-001
SP739
J701
90DIR-001
P02
TB25
TB25-B2
712K-004
SWITCH KEY (KEYSW)
KEYSW-BR
P23
74X-001
TB33
TB33-T2
90DIR-002
J02
GE DID PANEL
DID
712L-000
SP100
74X-002
P301
TB33
TB33-T1
90DIT-000
P303
TB25
TB25-C1
712L-001
SWITCH AUX BOX DOME LIGHT (DLS... DLS-3

SP100
DL1
DL1
74Z-001
TB33
TB33-W2
90DIT-001
TB25
TB25-C2
P02
712L-002
SP100
DL2
DL2
74Z-002
P301
TB33
TB33-W1
90DIT-002
J02
GE DID PANEL
DID
712L-003
SP100
DL3
DL3
74ZA-000
P301
TB21
TB21-D1
90ER1-000
KOMTRAX PLUS MODULE
P5
P653
712L-004
SP102
DL4
DL4
74ZA-001
TB21
TB21-D2
VEC-89
VEC89-P1
90ER2-000
KOMTRAX PLUS MODULE
P5
P653
712L-005
SP102
DL5
DL5
74ZA-002
TB21
TB21-D4
INTERFACE MODULE
IM3
90ET1-000
KOMTRAX PLUS MODULE
P5
P653
712L-006
SP102
DL6
DL6
75-GP-000
TB26
TB26-F1
INTERFACE MODULE
IM2
90ET2-000
KOMTRAX PLUS MODULE
P5
P653
712M-000
VEC-90
VEC90-P1
INTERFACE MODULE
IM1
75-GP-001
TB26
TB26-F2
P304
IM2
TB28
TB28-P1
TB32
J703
J372
TB28
TB28-P1
P02
75A2-000
SWITCH TRACTION MOTOR PRESSURE... BPSW-NC

TB35-V1
TB35
712MM-000 VEC-90
712MM-001 -
VEC90-P4
75A1-000
90IMG-000 INTERFACE MODULE

90IMG-001 -
P301
TB28-P4
P02
TB35
J16
J02
DIAG5
712MM-002 712MM-003 SP157
J02
75A2-001
90IMG-002 TB28
90IMG-003 -
75A2-002
SWITCH TRACTION MOTOR PRESSURE... BPSW-NO

P16
-
J703
TB28
TB28-N1
TB61
TB61-J1
90IMR-000 INTERFACE MODULE

90IMR-001 -
IM2
75A2-003
J372
TB28
TB28-N1
712MM-004 VEC-89
712P-000
75A2-004
TB61
TB61-J2
P703
TB28-N4
P02
712P-001
75LE-000
TB26
TB26-G1
INTERFACE MODULE
IM2
90IMR-002 TB28
90IMR-003 -
J02
DIAG5
75LE-001
TB26
TB26-G2
P304
90IMT-000
INTERFACE MODULE
IM2
TB28
75NP-000
TB26
TB26-E1
INTERFACE MODULE
IM2
90IMT-001
J372
75NP-001
TB26
TB26-E2
P304
90IMT-002
TB28
TB28-M4
76LR-000
TB26
TB26-H1
INTERFACE MODULE
IM2
90IMT-003
76LR-001
TB26
TB26-H2
P304
77-000
TB26
TB26-K2
P303
77-001
TB26
TB26-K1
INTERFACE MODULE
IM1
77-002
TB26
TB26-K4
P02
77-003
PAY LOAD METER 3
P264
TB26
TB26-K3
77-005
J02
P651
77-006
P652
J651
77A-000
TB26
TB26-L2
P303
77A-001
TB26
TB26-L1
INTERFACE MODULE
IM1
77A-002
TB26
TB26-L4
P02
77A-003
PAY LOAD METER 3
P264
TB26
TB26-L3
77A-005
J02
P651
77A-006
P652
J651
77B-000
P15
P720
77B-001
TB29
TB29-E2
J15
77B-003
P301
TB29
TB29-E1
77C-000
P15
P720
77C-001
TB29
TB29-C2
77C-003
P301
TB29
TB35-V2
ENGINE QSK60 INTERFACE TIER I P805939GE-000 ENGINE QSK60 INTERFACE TIER II P820
P808
939GE-001 939GE-002 ENGINE QSK60 INTERFACE TIER I P820939GE-003 CAN TEE J1939 # 1
939GE-004 CAN TEE J1939 # 5
P303B
CAN TEE J1939 # 2
P304B
SPR4-001
J03
SPR_16
P305B
P02
SPR5-000
P03
SPR_9
939GE-005 939GE-006 CAN TEE J1939 # 3
J02
CAN TEE J1939 # 3
P307B
SPR5-001
J03
SPR_17
P308B
CAN TEE J1939 # 4
P310B
SPR6-000
P03
SPR_10
939GE-007 CAN TEE J1939 # 3

939GE-008 INTERFACE MODULE
P309D
DIAG4
SPR6-001
J03
SPR_18
IM1
CAN TEE J1939 # 2
P306D
SPR7-000
P04
SPR_11
939GE-009 PAY LOAD METER 3

939GE-010 KOMTRAX PLUS MODULE
P264
CAN TEE J1939 # 1
P302D
SPR7-001
J04
SPR_19
P4A
CAN TEE J1939 # 4
P311D
SPR8-000
P04
SPR_12
939GE-011 CAN TEE J1939 # 2

939GE-012 CAN TEE J1939 # 5
P315B
CAN TEE J1939 # 5
P316B
SPR8-001
J04
SPR_20
P317D
P318D
939GP-000 CAN TEE RPC # 1

939GP-001 ACTIA DASH DISPLAY
P203B
CAN TEE RPC # 2
P204B
P903
CAN TEE RPC # 4
P212D

939GP-003 -
P205B
P01
J01
CAN TEE RPC # 3
P207B

P208B
CAN TEE RPC # 4
P210B
P211B
CAN TEE RPC # 5
P213B
939GP-006 939GP-007 PAY LOAD METER 3
MM/RPC
CAN TEE RPC # 3
P209D
P264
CAN TEE RPC # 1
P202D
939GP-008 INTERFACE MODULE

IM1
CAN TEE RPC # 2
P206D
P218D
P219D
939GP-010 KOMTRAX PLUS MODULE

P4A
CAN TEE RPC # 5
P214D
P215B
CAN TEE RPC # 6
P216B
J808
CAN TEE J1939 # 1
P301B
J808-
939YE-000 ENGINE QSK60 INTERFACE TIER II P820

P808
939YE-001 939YE-002 ENGINE QSK60 INTERFACE TIER I P820939YE-003 CAN TEE J1939 # 1
939YE-004 CAN TEE J1939 # 5
P303B
CAN TEE J1939 # 2
P304B
P305B
P02
939YE-005 939YE-006 CAN TEE J1939 # 3
J02
CAN TEE J1939 # 3
P307B
P308B
CAN TEE J1939 # 4
P310B
939YE-007 CAN TEE J1939 # 3

939YE-008 INTERFACE MODULE
P309D
DIAG4
IM1
CAN TEE J1939 # 2
P306D
939YE-009 PAY LOAD METER 3

939YE-010 KOMTRAX PLUS MODULE
P264
CAN TEE J1939 # 1
P302D
P4A
CAN TEE J1939 # 4
P311D
939YE-011 CAN TEE J1939 # 2

939YE-012 CAN TEE J1939 # 5
P315B
CAN TEE J1939 # 5
P316B
P317D
P318D
939YP-000 CAN TEE RPC # 1

939YP-001 ACTIA DASH DISPLAY
P203B
CAN TEE RPC # 2
P204B
P903
CAN TEE RPC # 4
P212D

939YP-003 -
P205B
P01
J01
CAN TEE RPC # 3
P207B

P208B
CAN TEE RPC # 4
P210B
P211B
CAN TEE RPC # 5
P213B
939YP-006 939YP-007 PAY LOAD METER 3
MM/RPC
CAN TEE RPC # 3
P209D
P264
CAN TEE RPC # 1
P202D
939YP-008 INTERFACE MODULE

IM1
CAN TEE RPC # 2
P206D
P218D
P219D
939YP-010 KOMTRAX PLUS MODULE

P4A
CAN TEE RPC # 5
P214D
P215B
CAN TEE RPC # 6
P216B
952M/0-001 TB27
952M/0-002 -
TB27-W2
P302
P808
TB27
TB27-W1
J808
BUSS BAR BAT(-)
BAT(-)-4
952M/0-003 ENGINE QSK60 INTERFACE TIER II P806

BAT1(-)
BAT(-)-000 BATT1
BAT(-)-1
BAT(-)-001 BUSS BAR BAT(-)
CONTINUED ON DIAGRAM 19
WIRE LIST
CONN TO
TB29-J1
BATT3
BAT3(-)

BAT(-)-6
BUSS BAR BAT-
DISC(-)-1
BAT(-)-5
BUSS BAR BAT-
DISC(-)-2
BAT(-)-004 BUSS BAR BATBAT(-)-010 ENGINE JUMP START1
DISC(-)-6
-
LAMP LED MASTER DISCONNECT OPE... MLLO

BAT(-)-2
BUSS BAR BAT(-)
BUSS BAR BAT(-)
BAT(-)-3
TB32-R1
BAT(-)-020 ENGINE JUMP START2

J1
P701
P701
TB32
TB32-R2
J2
P701
P701
SP157
J3
P701
P701
MM/RPC
J4
P701
P701
MM/RPC
SP157
J5
P701
P701
VEC89-P4
TB35
TB35-D1
J6
P701
P701
TB35
TB35-D2
P03
J7
P702
P702
712P-002
J03
SWITCH BRAKE TEST
P37
J8
P702
P702
TB28-M1
712P-003
SWITCH BRAKE TEST
P37
SWITCH BRAKE TEST
P37
J9
P702
P702
TB28
TB28-M1
712PL-000
VEC-90
VEC90-P4
TB34
TB34-V1
J10
P22
P22
P02
712PL-001
TB34
TB34-V2
PAY LOAD METER 3
P264
J11
P22
P22
J02
DIAG5
712SL-000
VEC-90
VEC90-P3
TB36
TB36-P1
J12
SWITCH BRAKE LOCK
P39
SWITCH BRAKE LOCK
P39
90MMG-000 GE CONTROL INTERFACE

90MMG-001 -
P303
TB36
TB36-H1
712SL-001
CNLIN
TB36
TB36-P2
J13
SWITCH BRAKE TEST
P37
SWITCH BRAKE TEST
P37
P02
TB36
TB36-H2
712SL-002
CNRIN
CNLO
J14
KOMTRAX PLUS MODULE
P2B
KOMTRAX PLUS MODULE
P2B
90MMG-002 90MMG-003 TB36
J02
DIAG8
712T-000
VEC-91
VEC91-P11
TB23
TB23-R2
J15
SWITCH CAMERA (OPT)
P31
SWITCH CAMERA (OPT)
P31
TB36-H4
INTERFACE MODULE
IM2
712T-001
TB23
TB23-R1
P03
J16
P32
90MMR-000 GE CONTROL INTERFACE

90MMR-001 -
P303
TB36
TB36-G1
712T-002
J03
SWITCH COMBO
P121
J17
SWITCH ROTATING BEACON (OPT) P32

SWITCH ROTATING BEACON (OPT) P32
P32
P02
TB36
TB36-G2
714A-000
P15
P721
J18
P33
P33
90MMR-002 90MMR-003 TB36
J02
DIAG8
714A-001
TB29
TB29-K2
J15
J19
P33
P33
TB36-G4
INTERFACE MODULE
IM2
714A-003
P301
TB29
TB29-K1
J20
SWITCH GRID DRY
P34
SWITCH GRID DRY
P34
90MMT-000 GE CONTROL INTERFACE

90MMT-001 -
P303
TB36
TB36-F1
714B-000
P15
P721
J21
P36
P36
P02
TB36
TB36-F2
714B-001
TB29
TB29-M2
J15
J22
P23
90MMT-002 90MMT-003 TB36
J02
DIAG8
714B-003
P301
TB29
TB29-M1
J23
SWITCH MANUAL BACKUP LIGHT P23

J6
-
J6
TB36-F4
INTERFACE MODULE
IM2
P15
P721
J24
J6
J6
90TCG-000 GE CONTROL INTERFACE

90TCG-001 -
P303
TB25
TB25-S1
714DN-000 714DN-001 TB29
TB29-N2
J15
J25
J6
J6
P02
TB25
TB25-S2
P301
TB29
TB29-N1
J26
J6
J6
90TCG-002 90TCR-000 GE CONTROL INTERFACE
J02
DIAG3
714DN-003 GE CONTROL INTERFACE

714DP-001 TB29
TB29-L2
J15
J30
J830
J830
P303
TB25
TB25-P1
P301
TB29
TB29-L1
LF(+)-000
ENTERTAINMENT RADIO
P737
J211
P02
TB25
TB25-P2
P15
P721
LF(+)-001
P211
ENTERTAINMENT LEFT FRT SPEAKER
LFSPK
J15
90TCR-001 90TCR-002 -
714DP-003 GE CONTROL INTERFACE

714DP000 -
J02
DIAG3
714G-000
P15
P721
LF(-)-000
ENTERTAINMENT RADIO
P737
J211
TB29-C1
90TCT-000 GE CONTROL INTERFACE
P303
TB25
TB25-R1
714G-001
TB29
TB29-J2
J15
LF(-)-001
P211
LFSPK
DEVICE TABLE
DEVICE
SHORT DESCRIPTION DIAGRAM ZONE

Diagram5 D9
Diagram5 E5
-
12VDC POWER PORT #1
Diagram5
O11
12VDC POWER PORT #2
Diagram5
O11
24VDC ALTERNATOR
Diagram3
K7
24VDC AUXBOX BUSS
Diagram5
A5
24VDC AUXBOX BUSS
Diagram5
A5
24VDC AUXBOX BUSS
Diagram5
A5
24VDC AUXBOX BUSS
Diagram5
A5
24VDC AUXBOX BUSS
Diagram5
B5
24VDC AUXBOX BUSS
Diagram5
B5
24VDC AUXBOX BUSS
Diagram5
B5
Diagram6
L5
Diagram7
L5
ACCELERATOR PEDAL
Diagram10 N11
ACTIA DASH DISPLAY
Diagram8
H8
Diagram8
J12
ACTIA STATUS PANEL
Diagram8
ANTENNA KWB MODULE (OPT)
D1
Diagram15 O12
Diagram12 J21
ANTENNA ORBCOMM SATELLITE / GPS (OP... BATT1
Diagram12 H21
Diagram3 D2
BATT2
Diagram3
D3
BATT3
Diagram3
E2
BATT4
Diagram3
E3
BUSS BAR 0
Diagram3
G15
BUSS BAR 11
Diagram3
E15
BUSS BAR 11L
Diagram9
L5
BUSS BAR 11ST
Diagram3
F15
Diagram3
E6
BUSS BAR BAT(-)
Diagram3
F4
BUSS BAR BAT-
Diagram3
CAN TEE J1939 # 1
CAN TEE J1939 # 2
CAN TEE J1939 # 3
CAN TEE J1939 # 4
CAN TEE J1939 # 5
CAN TEE RPC # 1
CAN TEE RPC # 2
CAN TEE RPC # 3
CAN TEE RPC # 4
CAN TEE RPC # 5
CAN TEE RPC # 6
Diagram15 E18
Diagram15 E8
CB60
Diagram5
D1
D2
D6
Diagram11 L16
Diagram6 H14
D3
Diagram7
M20
D4
Diagram9
K6
D9
Diagram8
D12
D10
Diagram8
D15
D26
D13
Diagram11 N3
Diagram13 C11
D70
Diagram3
D71
D87
C19
Diagram12 M7
Diagram3 N13
DL1
Diagram5
C21
DL2
Diagram5
D21
DL3
Diagram5
D21
DL4
Diagram5
E21
DL5
Diagram5
E21
DL6
Diagram5
F21
ENGINE JUMP START1
Diagram3
D6
ENGINE JUMP START2
Diagram3
D7
ENGINE OIL RESERVE SYSTEM (OPT)
Diagram6
N14
ENGINE PRELUBE HIGH VOLUME PUMP
Diagram3
O14
Diagram7
I2
Diagram6
I2
Diagram5
M16
ENTERTAINMENT LEFT REAR SPEAKER
Diagram5
N16
ENTERTAINMENT RADIO
Diagram5
N20
ENTERTAINMENT RIGHT FRT SPEAKER
Diagram5
M16
ENTERTAINMENT RIGHT REAR SPEAKER
Diagram5
O16
FUSE LINK1 (150A)
Diagram3
O10
FUSE LINK2 (150A)
Diagram3
GB LEFT DECK
GB1 - REAR AXLE
GB1 - REAR AXLE
GB1 - REAR AXLE
GB1 - REAR AXLE
GB1 - REAR AXLE
GB1 - REAR AXLE
GB1 - REAR AXLE
GB1 - REAR AXLE
GB3 ENG GND BLOCK
Diagram11 M15
Diagram3 O15
GB3 ENG GND BLOCK
Diagram3
O15
GB3 ENG GND BLOCK
Diagram6
K4
GB3 ENG GND BLOCK
Diagram7
K5
GB8 BRAKE CABINET
Diagram4
H22
GB8 BRAKE CABINET
Diagram7
GB8 BRAKE CABINET
GB8 BRAKE CABINET
L21
Diagram11 O11
Diagram13 F16
GB10 FRT CAB GND
Diagram7
J15
GB10 FRT CAB GND
Diagram8
B8
GB10 FRT CAB GND
Diagram8
G9
GB10 FRT CAB GND
Diagram8
K13
GB10 FRT CAB GND
Diagram9
GB10 FRT CAB GND
GB10 FRT CAB GND
GB10 FRT CAB GND
GB10 FRT CAB GND
Diagram15 I2
Diagram15 M21
GB12 REAR CAB
Diagram5
M11
GB12 REAR CAB
Diagram5
M11
GB12 REAR CAB
Diagram5
M11
GB12 REAR CAB
Diagram7
GB12 REAR CAB
GB12 REAR CAB
GB12 REAR CAB
GB12 REAR CAB
GB12 REAR CAB
GB12 REAR CAB
GB12 REAR CAB
Diagram15 G14
Diagram5 E7
Diagram5
E7
Diagram5
E7
Diagram5
E18
Diagram5
H3
Diagram5
I3
Diagram5
I7
Diagram5
J7
Diagram5
J11
Diagram5
M7
Diagram5
M7
Diagram7
O10
Diagram9
G15
Diagram15 K7
Diagram15 B4
Diagram15 B7
Diagram15 B15
Diagram15 B18
Diagram15 B10
Diagram15 E2
Diagram15 E5
Diagram15 E13
Diagram15 E16
O10
Diagram14 I18
Diagram11 B19
Diagram11 B19
Diagram11 B19
Diagram11 D19
Diagram11 I13
Diagram11 I13
Diagram11 M15
B5
Diagram12 L6
Diagram14 D1
C14
Diagram10 I16
Diagram10 I16
Diagram10 K7
Diagram10 K16
Diagram11 N6
Diagram15 D16
E13
Diagram12 A4
Diagram14 E7
58E-06-02000-00
NOV 11
830E-1AC
A40851 & UP
Sheet 18 of 20
DEVICE TABLE
DEVICE TABLE
DEVICE
DEVICE TABLE

Diagram15 I14
-
Diagram4
Diagram5
DEVICE
DEVICE TABLE

Diagram3 K10
-
H18
H7
Diagram5
H7
MOTOR LEFT WINDOW
Diagram5
I3
Diagram5
DEVICE
CONTINUED FROM DIAGRAM 18
DEVICE TABLE
DEVICE TABLE
DEVICE TABLE
DEVICE TABLE
DEVICE TABLE
DEVICE TABLE
DEVICE SHORT DESCRIPTION DIAGRAM ZONE

Diagram15 N2
TB-HTST -

Diagram4 E12
TB23

Diagram8 B15
TB26

Diagram13 H12
TB28

Diagram10 O7
TB31

Diagram9 K14
TB35
SP175

Diagram11 J17
-
Diagram14 C14
SP176
Diagram11 J17
TB-HTST -
Diagram15 N2
TB23
Diagram7
E13
TB26
Diagram8
C15
TB28
Diagram13 H12
TB31
Diagram10 O7
TB35
Diagram14 B14
SP177
Diagram11 J18
TB-HTST -
Diagram15 N2
TB23
Diagram7
E13
TB26
Diagram8
C15
TB28
Diagram13 H12
TB31
Diagram10 O7
TB35
Diagram10 I21
SP180
Diagram12 F7
TB-HTST -
Diagram15 N2
TB23
Diagram7
E19
TB26
Diagram8
D15
TB28
Diagram13 H12
TB31
Diagram10 P7
TB35
MOTOR RIGHT WINDOW
Diagram10 K21
SP181
Diagram12 H4
TB-HTST -
Diagram15 O2
TB23
Diagram7
E20
TB26
Diagram8
D15
TB28
Diagram13 H12
TB31
Diagram10 P7
J3
Diagram3
K12
SP182
Diagram12 H4
TB-HTST -
Diagram15 O2
TB23
Diagram7
J13
TB26
Diagram9
F14
TB28
Diagram13 H12
TB31
Diagram10 P7
Diagram6
B8
Diagram15 N12
SP183
Diagram13 C10
TB-HTST -
Diagram15 O2
TB23
Diagram7
J13
TB26
Diagram9
F14
TB28
Diagram13 I5
TB32
Diagram4
Diagram6
B8
Diagram15 O12
SP184
Diagram13 C12
TB-HTST -
Diagram15 O2
TB23
Diagram7
J13
TB26
Diagram9
F14
TB28
Diagram14 A6
TB32
Diagram6
B8
Diagram11 N8
SP185
Diagram13 E17
TB-HTST -
Diagram15 O2
TB23
Diagram7
K12
TB26
Diagram12 A5
TB28
Diagram14 A6
TB32
Diagram6
F8
Diagram11 O8
SP187
Diagram12 H16
TB-HTST -
Diagram15 O2
TB23
Diagram7
K12
TB26
Diagram12 A5
TB29
Diagram6
F18
Diagram6
M9
Diagram12 J20
SP191
Diagram12 D16
TB-HTST -
Diagram15 P2
TB23
Diagram7
N12
TB26
Diagram12 A5
TB29
Diagram6
Diagram8
K9
PAY LOAD METER 3
Diagram14 O9
SP192
Diagram12 E16
TB10
Diagram8
E9
TB23
Diagram7
N12
TB26
Diagram12 A5
TB29
Diagram12 N4
R3
Diagram6
F12
SP193
Diagram12 E16
TB10
Diagram8
E9
TB23
Diagram7
N12
TB26
Diagram12 A6
TB29
Diagram13 A10
R4
Diagram6
F12
SP194
Diagram12 E16
TB10
Diagram8
I12
TB23
Diagram8
F12
TB26
Diagram12 A6
Diagram13 H14
R5
Diagram6
F17
SP195
Diagram14 G20
TB10
Diagram8
I16
TB23
Diagram8
F12
TB26
R15
Diagram8
I16
TB23
Diagram8
F12
TB26
R16
SP198
Diagram14 H20
Diagram13 I10
TB10
Diagram13 D12
Diagram8 E12
SP196
Diagram14 J7
Diagram14 K16
TB10
Diagram8
J9
TB23
Diagram8
G12
TB26
GB70 FRAME GND
Diagram3
I10
R17
SP701
Diagram8
J9
TB23
Diagram8
G12
TB26
Diagram3
I10
R18
SP702
Diagram15 I7
Diagram15 I7
TB10
GB70 FRAME GND
Diagram12 G7
Diagram7 I15
TB10
Diagram8
J9
TB23
Diagram9
C8
TB26
GB70 FRAME GND
Diagram3
I10
R19
SP703
Diagram8
J9
TB23
Diagram9
C8
TB26
R20
SP704
TB10
Diagram8
J9
TB23
Diagram9
K2
TB26
Diagram15 O9
Diagram4 D21
Diagram15 N5
Diagram15 N5
TB10
GE CONTROL CABINET
Diagram13 B12
Diagram14 L20
R21
SP705
Diagram8
J9
TB23
Diagram9
K2
TB26
Diagram5
D2
R23
SP706
Diagram15 N5
Diagram15 N4
TB10
Diagram14 L20
Diagram12 A7
TB10
Diagram9
C4
TB23
TB26
Diagram6
G20
R27
Diagram8
SP707
TB10
Diagram9
C4
TB23
TB26
Diagram7
F15
R30
SP708
TB10
Diagram9
C4
TB23
R34
SP709
Diagram9
C4
TB23
TB26
R44
Diagram5
C9
SP723
Diagram15 P5
Diagram8 E14
TB10
Diagram10 P2
Diagram12 O3
Diagram10 H9
Diagram10 H9
TB26
Diagram13 M14
Diagram12 B7
Diagram15 O5
Diagram15 O5
Diagram10 H9
Diagram10 H9
TB10
Diagram9
J5
TB23
TB26
R50
Diagram6
E9
SP728
Diagram9
J5
TB23
TB26
R51
Diagram6
C9
SP729
Diagram10 A8
Diagram10 C8
TB10
GE DID PANEL
Diagram14 M20
Diagram12 I9
Diagram10 M16
Diagram12 M4
TB10
Diagram9
J5
TB23
TB26
HEATER COOLANT LH
Diagram3
D16
SP730
Diagram9
J5
TB23
TB26
RELAY ACCESS LADDER LIGHT (ALLR)
Diagram9
F12
SP732
Diagram12 F15
Diagram9 L6
TB10
HEATER COOLANT RH
Diagram15 L5
Diagram15 L5
Diagram12 M4
Diagram12 M4
TB10
Diagram9
L5
TB23
TB26
Diagram9
L5
TB23
TB26
SP738
Diagram13 H5
Diagram10 N4
TB10
Diagram11 D9
Diagram3 F6
SP737
Diagram15 N7
Diagram15 N7
Diagram12 N4
Diagram12 N4
TB10
Diagram9
L5
TB23
TB26
Diagram3
F7
SP739
Diagram9
L5
TB23
TB26
Diagram3
N9
SP740
Diagram10 O4
Diagram10 P4
TB10
Diagram15 P7
Diagram15 P7
Diagram14 C7
Diagram14 C7
TB10
TB23
RELAY ENGINE PRELUBE MAG SWITCH (PL... -
Diagram3
O12
SP741
TB23
TB26
RELAY HEADLIGHT HIGH MOUNT (HHMR)
Diagram8
O7
SP742
Diagram10 G3
Diagram10 E3
TB10
HORN BACKUP LEFT
Diagram15 M7
Diagram11 C17
Diagram14 F13
Diagram14 G14
TB26
Diagram11 L5
Diagram11 L5
TB21
Diagram5
M8
TB23
TB26
HORN BACKUP RIGHT
RELAY HEADLIGHT LOW MOUNT (HLMR)
Diagram8
N7
SP743
Diagram5
M8
TB24
TB26
Diagram8
L7
SP744
Diagram14 N9
Diagram14 L9
TB21
HORN FRONT VEHICLE
Diagram11 C17
Diagram11 L18
Diagram14 H13
Diagram4 D7
TB21
Diagram5
M8
TB24
Diagram4
D7
TB26
INCLINOMETER
RELAY HYDRAULIC LADDER PK STATUS (O... -
Diagram7
G13
TB24
Diagram5
A11
TB26
RELAY KEY / GE CNTRL PWR (KCNPR)
SP766
Diagram10 G9
Diagram10 E9
TB21
Diagram15 N19
Diagram5 C9
SP765
INTERFACE MODULE
Diagram14 O7
Diagram4 L7
TB21
Diagram7
G13
TB24
Diagram5
A11
TB26
INTERFACE MODULE
Diagram5
B2
Diagram4
F8
SP767
TB21
Diagram7
G13
TB24
Diagram5
A11
TB26
INTERFACE MODULE
Diagram7
J20
Diagram3
G16
SP768
Diagram10 E10
Diagram10 E11
TB21
Diagram7
G13
TB24
Diagram5
A11
TB26 M5 -
INTERFACE MODULE
Diagram8
G17
Diagram3
E16
SP769
TB21
Diagram7
G13
TB24
Diagram5
B11
TB27
INTERFACE MODULE
TB21
Diagram7
G13
TB24
Diagram5
B11
Diagram11 L11
Diagram11 P6
SP770
INTERFACE MODULE
Diagram11 I6
Diagram13 P7
Diagram10 G10
Diagram10 G11
SP773
TB21
Diagram7
G13
TB24
Diagram5
JB1
Diagram3
E19
SP774
TB21
Diagram7
G13
TB24
JB4A
Diagram6
H12
Diagram11 O6
Diagram10 P11
Diagram13 I5
Diagram13 K2
SP775
TB21
Diagram7
G13
TB24
JB4B
TB21
Diagram7
G13
Diagram10 O11
Diagram10 L11
SP777
JB4C
Diagram10 I10
Diagram11 M2
Diagram13 K4
Diagram6 M13
SP778
TB21
Diagram7
JB4D
Diagram8
SP779
TB21
JB4E
Diagram7
SP782
SP783
TB21
JB6A
Diagram13 K1
Diagram13 L17
Diagram10 K20
Diagram10 K19
TB21
JB4H
A15
Diagram11 O3
Diagram10 J19
Diagram14 J17
Diagram14 J14
Diagram10 I20
Diagram10 J20
SP785
JB6B
Diagram7
F17
SENSOR FUEL LEVEL
SP786
JB6C
Diagram7
D12
Diagram13 D16
Diagram10 H6
Diagram13 M14
Diagram13 O14
STARTER DISCONNECT (DISC+)
Diagram3
JB6E
Diagram13 H1
Diagram13 I1
JB6G
Diagram12 H20
Diagram11 L2
JB8A
JB41
Diagram12 I18
Diagram6 G4
Diagram13 I16
Diagram13 J17
JB41-
Diagram7
KOMATSU WIRELESS BRIDGE (OPT) KWB
KOMTRAX PLUS MODULE
Diagram12 K20
Diagram12 L14
SENSOR PAYLOAD PRESSURE LEFT FRONT
L BAR-1
Diagram4
J12
SENSOR PAYLOAD PRESSURE LEFT REAR
L BAR-2
Diagram5
B11
SENSOR PAYLOAD PRESSURE RIGHT FRONT -
L BAR-3
SENSOR PAYLOAD PRESSURE RIGHT REAR
L BAR-4
Diagram11 M12
Diagram6 D8
L BAR-5
L BAR-6
Diagram10 L4
Diagram10 M5
L BAR-7
L BAR-8
Diagram13 J11
Diagram12 A5
LAMP BACKUP LIGHT LEFT DECK (OPT)
LAMP BACKUP LIGHT RIGHT DECK (OPT)

LAMP CAB DOME
DEVICE TABLE
DEVICE

Diagram12 F9
TB61
Diagram10 E17
TB61
Diagram14 N4
Diagram10 E17
TB61
Diagram14 N4
Diagram10 F17
TB61
Diagram14 N4
TB35
Diagram10 O14
TB61
Diagram14 N4
TB35
Diagram10 O14
TB61
Diagram14 N4
H18
TB35
Diagram11 C12
TB61
Diagram14 N4
Diagram4
H18
TB35
Diagram11 C12
TB61
Diagram14 N4
Diagram4
H18
TB35
Diagram11 D12
TB61
Diagram14 N4
TB32
Diagram4
J12
TB35
Diagram11 H9
TERM#1
Diagram15 B18
F18
TB32
Diagram4
J12
TB35
Diagram11 H9
TERM#2
Diagram15 E2
Diagram6
G18
TB32
Diagram4
J12
TB35
Diagram11 H10
TERM#3
Diagram15 E18
Diagram6
G18
TB32
Diagram4
J12
TB35
Diagram11 H10
Diagram15 N5
TB29
Diagram10 D4
TB32
Diagram4
J12
TB35
Diagram11 H10
Diagram15 O6
Diagram12 A6
TB29
Diagram10 D4
TB32
Diagram4
J12
TB35
Diagram11 H10
THERMOSTAT OIL RESERVE TANK
Diagram15 L7
Diagram12 A6
Diagram12 B5
TB29
TB32
Diagram7
I13
TB35
Diagram10 D14
TB32
Diagram7
I13
TB35
Diagram11 M12
Diagram11 M12
TIMER (1HR) ENGINE SERVICE LAMP (ES...
TB29
Diagram10 D4
Diagram10 D4
TIMER (1HR) HYDRAULIC PUMP MOD (HP... -
Diagram10 C16
Diagram12 B5
Diagram12 B5
TB29
TB32
Diagram7
I13
TB35
Diagram11 O16
TB32
Diagram7
J13
TB35
Diagram11 M12
Diagram11 M12
TB29
Diagram10 E4
Diagram10 E4
Diagram11 M8
Diagram12 B5
Diagram12 B6
TB29
TB32
Diagram7
L15
TB35
Diagram11 M5
TB32
Diagram7
L15
TB35
Diagram11 M13
Diagram11 M13
TIMER WIPER DELAY
TB29
Diagram10 E4
Diagram10 E4
VEC RTMR1
Diagram7
L12
Diagram12 B6
Diagram12 B6
TB29
TB32
Diagram7
M11
TB35
Diagram7
O7
TB32
TB35
VEC-89
Diagram5
C14
Diagram12 B6
Diagram12 C5
TB29
TB32
TB35
Diagram7
A10
TB32
TB35
VEC-89
Diagram7
E18
Diagram12 C5
Diagram12 C6
TB29
TB32
TB35
Diagram8
I5
TB32
TB35
VEC-89
Diagram8
L6
Diagram12 C6
Diagram12 D5
TB29
TB32
TB35
Diagram8
N5
TB32
TB35
VEC-89
Diagram8
O5
Diagram12 D6
Diagram12 D7
TB29
TB32
TB35
Diagram9
B10
TB32
TB35
VEC-89
Diagram9
C10
Diagram12 D7
Diagram12 E7
TB29
TB32
TB35
Diagram9
G11
TB32
TB35
VEC-89
Diagram9
I9
Diagram12 E7
Diagram12 E7
TB29
TB32
TB35
Diagram9
K9
TB32
TB35
VEC-89
Diagram10 D6
Diagram12 E7
Diagram12 E7
TB29
TB32
TB35
Diagram10 H10
TB32
TB35
VEC-89
Diagram11 D5
Diagram12 E7
Diagram12 E7
TB29
TB32
TB35
Diagram11 D7
TB32
TB35
VEC-89
Diagram11 G6
Diagram12 E7
Diagram12 E7
TB29
TB33
TB35
Diagram11 H6
TB33
TB36
VEC-89
Diagram12 P2
Diagram12 E7
Diagram12 E7
TB29
TB33
TB36
Diagram13 B15
TB33
TB36
VEC-89
Diagram13 C15
Diagram4
C20
TB29
TB33
TB36
Diagram13 C16
Diagram4
C20
TB29
TB33
TB36
VEC-89
Diagram13 N10
B11
TB27
Diagram4
C20
TB29
TB33
TB36
Diagram14 B3
B11
TB27
Diagram4
C20
TB29
TB33
TB36
VEC-90
Diagram4
B7
Diagram5
C5
TB27
Diagram6
A10
TB29
TB33
TB36
Diagram4
D9
Diagram5
C5
TB27
Diagram6
A10
TB29
TB33
TB36
VEC-90
Diagram5
D14
H13
TB24
Diagram5
C5
TB27
Diagram6
A10
TB29
TB33
TB36
Diagram7
L7
I17
TB24
Diagram5
C11
TB27
Diagram6
B10
TB29 X5 -
TB33
TB36
VEC-90
Diagram12 C7
Diagram7
I17
TB24
Diagram5
C11
TB27
Diagram6
B10
TB30
Diagram6
K9
TB33
Diagram10 C4
Diagram10 C4
Diagram12 L5
Diagram12 L5
VEC-90
Diagram7
Diagram12 F19
Diagram12 F19
Diagram10 B4
Diagram10 C4
Diagram12 L5
Diagram12 L5
VEC-90
TB24
Diagram12 F19
Diagram12 F19
Diagram10 B4
Diagram10 B4
Diagram12 K5
Diagram12 L5
VEC-89
Diagram5
Diagram12 F19
Diagram12 F19
Diagram10 B4
Diagram10 B4
Diagram12 K5
Diagram12 K5
VEC-89
TB27
Diagram12 E19
Diagram12 E19
Diagram10 B4
Diagram10 B4
Diagram12 K5
Diagram12 K5
VEC-89
TB29
Diagram12 E19
Diagram12 E19
Diagram10 A4
Diagram10 B4
Diagram13 M12
Diagram12 K5
VEC-89
TB29
Diagram10 G4
Diagram10 G4
Diagram15 J15
Diagram10 A4
Diagram13 M12
Diagram13 M12
VEC-89
TB29
Diagram10 G4
Diagram10 G4
Diagram15 I15
Diagram15 J14
Diagram13 L11
Diagram13 M12
VEC-89
TB29
Diagram10 G4
Diagram10 G4
Diagram15 I14
Diagram15 I15
Diagram13 L11
Diagram13 L11
VEC-89
TB29
Diagram10 F4
Diagram10 F4
Diagram15 G9
Diagram15 I14
Diagram13 D11
Diagram13 D11
VEC-89
TB29
Diagram10 F4
Diagram10 F4
Diagram15 G9
Diagram15 G9
Diagram12 P4
Diagram13 D10
VEC-89
TB29
Diagram10 F4
Diagram10 F4
Diagram13 G11
Diagram15 G9
Diagram12 G5
Diagram12 P4
VEC-89
TB29
Diagram10 F4
Diagram10 F4
Diagram13 F11
Diagram13 G10
Diagram12 F5
Diagram12 G5
VEC-89
TB29
Diagram10 E4
Diagram10 E4
Diagram13 F10
Diagram13 F11
Diagram12 F4
Diagram12 F5
VEC-89
TB29
Diagram10 E4
Diagram10 E4
Diagram13 B13
Diagram13 F10
Diagram11 M13
Diagram12 F4
VEC RTMR1
TB29
Diagram10 E4
Diagram10 E4
TB36
Diagram12 G20
Diagram7
I17
TB24
Diagram5
C11
TB27
Diagram6
B10
TB30
Diagram6
K9
TB33
TB36
VEC-90
Diagram14 H9
TB21
Diagram7
I17
TB24
Diagram5
D8
TB27
Diagram6
B10
TB30
Diagram6
K9
TB33
Diagram10 C4
Diagram10 C4
Diagram14 J13
Diagram14 J13
VEC-90
TB36
VEC-90
Diagram14 I6
TB21
TB24
Diagram5
D8
TB27
Diagram6
B10
TB30
VEC-90
Diagram15 G7
TB24
Diagram5
D8
TB27
Diagram6
B10
TB30
TB33
Diagram10 C4
Diagram10 C4
TB36
TB21
Diagram13 B10
Diagram13 B11
TB33
F15
Diagram10 A4
Diagram10 J4
Diagram14 J13
Diagram14 J13
TB36
VEC-91
Diagram4
K14
Diagram7
L2
TB21
TB24
Diagram5
L10
TB27
Diagram6
B10
TB30
VEC-91
Diagram4
K14
L2
TB21
TB24
Diagram5
L10
TB27
Diagram6
B10
TB30
TB33
Diagram10 C4
Diagram10 C4
TB36
Diagram6
Diagram13 B11
Diagram13 H5
TB33
Diagram10 J4
Diagram10 J4
Diagram14 J13
Diagram14 J13
TB36
VEC-91
Diagram4
L14
SWITCH ACCUMULATOR PRESSURE #1 (ACC...
TB21
Diagram5
L10
TB27
Diagram6
B10
TB30
VEC-91
Diagram5
C6
TB24
Diagram5
L10
TB27
Diagram6
B10
TB30
TB33
Diagram10 C4
Diagram10 H4
TB36
TB21
Diagram13 H5
Diagram13 H5
TB33
Diagram10 J4
Diagram10 J4
TB24
SWITCH ACCUMULATOR PRESSURE #2 (ACC...
Diagram13 M2
Diagram13 M2
Diagram14 J13
Diagram14 J13
TB36
VEC-91
Diagram5
C17
Diagram10 D12
Diagram10 E12
TB21
Diagram5
O6
TB27
Diagram6
C8
TB30
VEC-91
Diagram5
F14
TB24
Diagram5
O7
TB27
Diagram6
C8
TB30
TB33
Diagram10 H4
Diagram10 H4
TB36
TB21
Diagram13 I5
Diagram13 J11
TB33
Diagram10 K4
Diagram11 H4
TB24
Diagram13 O19
Diagram13 L16
Diagram14 K13
Diagram14 L7
TB36
VEC-91
Diagram5
L4
Diagram14 M3
Diagram14 N2
SWITCH AUX BOX DOME LIGHT (DLS)
Diagram5
TB21
TB24
Diagram5
O7
TB27
Diagram6
C8
TB30
VEC-91
Diagram5
M5
TB21
TB24
Diagram6
G9
TB27
Diagram6
D8
TB30
TB33
TB36
Diagram5
M5
SWITCH BODYUP OVERRIDE / RESET (ORS...
TB21
TB24
Diagram6
G10
TB27
Diagram6
D8
TB30
VEC-91
Diagram5
O5
Diagram7
TB21
TB24
Diagram7
A12
TB27
Diagram6
D8
TB30
TB33
Diagram10 H4
Diagram10 H4
TB36
Diagram13 J11
Diagram13 J11
TB33
SWITCH BRAKE LOCK
Diagram12 E4
Diagram12 E4
Diagram14 L7
Diagram14 L8
VEC-91
Diagram14 L3
Diagram14 N2
Diagram12 F7
Diagram10 J7
Diagram10 H4
Diagram10 H4
TB36
Diagram13 J11
Diagram13 J11
TB33
Diagram11 H4
Diagram11 H4
Diagram14 L7
Diagram14 L7
TB36
VEC-91
Diagram6
A12
Diagram10 B12
Diagram10 G12
SWITCH BRAKE TEST
TB21
Diagram7
A12
TB27
Diagram6
D8
TB30
VEC-91
Diagram6
B12
TB24
Diagram7
F13
TB27
Diagram6
D8
TB30
TB33
Diagram10 I4
Diagram10 I4
TB36
TB21
Diagram13 J11
Diagram13 J11
TB33
Diagram12 E4
Diagram12 G5
TB24
Diagram12 P9
Diagram9 G3
Diagram14 L8
Diagram14 L8
TB36
VEC-91
Diagram6
B12
SWITCH CAB SECONDARY ENGINE SHUTDOW... -
Diagram4
TB21
Diagram7
F13
TB27
Diagram6
D8
TB30
VEC-91
Diagram6
B12
TB21
TB24
Diagram7
F13
TB27
Diagram6
D8
TB30
TB33
TB36
Diagram6
B12
Diagram7
G18
SWITCH COMBO
TB21
TB24
Diagram7
H13
TB27
Diagram6
D8
TB30
VEC-91
Diagram6
C12
SWITCH COMBO
Diagram9
TB21
TB24
Diagram7
H13
TB27
Diagram6
D10
TB30
TB33
TB36
Diagram6
J9
SWITCH COMBO
TB21
Diagram7
H13
TB27
Diagram6
D11
TB30
VEC-91
Diagram6
L10
Diagram7
O15
TB21
TB24
Diagram7
J16
TB27
Diagram6
E10
TB30
TB34
Diagram13 P5
Diagram4 B5
TB36
Diagram13 K11
Diagram13 K11
TB33
Diagram12 G5
Diagram12 H5
TB24
Diagram11 F4
Diagram11 E4
Diagram11 N2
Diagram7 C5
Diagram14 M14
Diagram14 M14
VEC-91
SOLENOID BRAKE LOCK
Diagram13 N19
Diagram7 L20
Diagram10 I4
Diagram13 P5
TB36
SOLENOID AUTO LUBE
Diagram13 J11
Diagram13 J11
TB33
Diagram14 H19
Diagram14 G19
Diagram12 G5
Diagram12 G5
Diagram14 M8
Diagram14 M14
VEC-91
Diagram15 I3
Diagram8 I14
Diagram10 I4
Diagram10 I4
TB36
Diagram13 J11
Diagram13 J11
TB33
SWITCH CAMERA (OPT)
Diagram12 G5
Diagram12 G5
TB24
Diagram13 H1
Diagram7 G20
Diagram14 L8
Diagram14 M7
TB36
VEC-91
Diagram6
L10
Diagram7
P14
Diagram6
C5
TB21
TB24
Diagram7
J16
TB27
Diagram6
E10
TB30
Diagram4
B5
TB36
VEC-91
Diagram8
G15
TB24
Diagram6
E10
TB30
TB34
Diagram8
E16
TB36
Diagram8
G15
TB21
TB24
TB27
Diagram6
E10
TB30
Diagram8
E16
TB36
VEC-91
Diagram9
K3
Diagram8
D10
TB21
TB24
Diagram6
E10
TB30
TB34
Diagram8
J5
TB36
Diagram9
K3
Diagram8
B10
TB21
TB24
TB27
Diagram6
E11
TB30
Diagram8
J6
TB36
VEC-91
Diagram10 A5
SP08
Diagram5
H8
TB21
TB24
Diagram6
E11
TB30
TB34
Diagram8
K5
TB36
Diagram10 C5
Diagram5
H8
SWITCH ENGINE OIL RESERVE PRESS T1 ...
TB21
TB24
TB27
Diagram6
E11
TB30
Diagram8
K5
TB36
VEC-91
Diagram10 D14
Diagram9
M7
SP10
Diagram5
I8
SWITCH ENGINE OIL RESERVE PRESS T2 ...
Diagram6
M3
TB21
TB24
TB27
Diagram6
E11
TB30
TB34
Diagram8
L5
TB36
Diagram10 F6
Diagram9
G20
SP11
Diagram5
J8
SWITCH ENGINE PRELUBE OIL PRESS (PL...
Diagram3
M9
TB21
TB24
TB27
Diagram6
E11
TB30
Diagram8
L5
TB36
VEC-91
Diagram10 H15
Diagram9
G20
SP12
Diagram5
H4
SWITCH ENGINE RUN OIL PRESSURE T1 (...
Diagram7
M2
TB21
TB24
TB27
Diagram6
E11
TB30
TB34
Diagram8
L9
TB36
Diagram10 L15
Diagram9
D20
SP13
Diagram5
I4
SWITCH ENGINE RUN OIL PRESSURE T2 (...
Diagram6
M1
TB21
TB25
TB27
Diagram6
F10
TB31
Diagram6
F8
TB34
Diagram8
L9
TB36
VEC-91
Diagram10 M15
LAMP DECK LIGHT #1 (OPT LOCATION)
Diagram9
F21
SP14
Diagram5
I4
Diagram9
B4
TB21
Diagram14 L19
Diagram14 M18
Diagram14 N14
Diagram14 N14
VEC-91
Diagram13 I12
Diagram4 B15
Diagram13 L11
Diagram13 L11
TB34
LAMP CONTROL CABINET WORK LIGHT #2 -
Diagram14 L18
Diagram14 L18
Diagram14 N14
Diagram14 N14
VEC-91
LAMP CONTROL CABINET WORK LIGHT #1 -
Diagram11 K4
Diagram13 I11
Diagram13 K11
Diagram13 L11
TB34
Diagram14 K18
Diagram14 K19
Diagram14 N14
Diagram14 N14
VEC-91
SP09
Diagram10 K14
Diagram11 K4
TB27
Diagram13 A14
Diagram7 M3
Diagram13 K11
Diagram13 K11
TB34
Diagram11 H19
Diagram11 G19
Diagram13 D13
Diagram14 K18
Diagram14 N14
Diagram14 N14
VEC-91
Diagram10 I14
Diagram10 K14
TB27
SONALERT (SONA)
Diagram13 C11
Diagram8 E13
Diagram13 K11
Diagram13 K11
TB34
Diagram11 J19
Diagram11 I19
Diagram13 D13
Diagram13 D13
Diagram14 N8
Diagram14 N8
VEC-91
SWITCH DC POWER OFF - REST SWITCH
Diagram10 D16
Diagram10 I14
TB27
Diagram10 J8
Diagram12 M8
TB21
SOLENOID PARK BRAKE
Diagram10 O18
Diagram6 H14
Diagram13 K11
Diagram13 K11
TB34
Diagram11 E17
Diagram11 D17
Diagram12 H5
Diagram12 H5
Diagram14 N7
Diagram14 N7
TB25
Diagram4
B15
TB27
Diagram6
F10
TB31
Diagram6
H9
TB34
Diagram8
L9
TB36
VEC-91
Diagram11 K3
LAMP DECK LIGHT #2
Diagram9
E20
SP15
Diagram5
J4
SWITCH GRID DRY
TB21
Diagram4
B15
TB27
Diagram6
F11
TB31
Diagram6
H9
TB34
Diagram9
B8
TB36
VEC-91
Diagram11 M11
Diagram9
E21
SP100
Diagram5
D19
TB22
Diagram14 M18
Diagram4 D14
TB25
Diagram12 N8
Diagram9 M7
Diagram14 N14
Diagram14 N14
TB25
Diagram4
B15
TB27
Diagram6
F11
TB31
Diagram6
I9
TB34
Diagram9
B8
TB36-J5 -
VEC-91
Diagram12 G20
SP102
Diagram5
E19
SWITCH HEADLIGHTS
Diagram8
TB22
Diagram4
D14
TB25
Diagram4
C19
TB27
Diagram6
F11
TB31
Diagram6
I9
TB34
Diagram9
B14
TB36-K5 -
VEC-91
Diagram14 L15
Diagram14 I19
Diagram14 G19
Diagram12 L5
Diagram14 N14
SP103
Diagram5
E19
TB22
Diagram4
F13
TB25
Diagram4
C20
TB27
Diagram6
F14
TB31
Diagram6
I9
TB34
Diagram9
B14
TB60
Diagram15 F7
SP104
Diagram5
C19
SWITCH HOIST LIMIT
TB22
Diagram4
F13
TB25
Diagram7
F9
TB27
Diagram6
F14
TB31
Diagram6
I9
TB34
Diagram9
F5
TB60
Diagram11 D17
Diagram8 L15
Diagram10 N17
Diagram10 N17
VEC-91
LAMP HID BACKUP BERM AXLE (OPT)
Diagram14 B3
Diagram10 N19
SP106
Diagram4
B5
SWITCH HORN BUTTON
Diagram4
F13
TB25
Diagram7
F9
TB27
Diagram6
F14
TB31
Diagram6
I9
TB34
Diagram9
F5
TB60
Diagram8
P15
SP107
Diagram3
N11
Diagram11 K16
Diagram13 E13
TB22
TB22
Diagram5
M6
TB25
Diagram7
F9
TB27
Diagram6
F14
TB31
Diagram6
I9
TB34
Diagram9
F6
TB60
Diagram8
M15
SP108
Diagram3
M11
Diagram5
M7
TB25
Diagram7
Diagram6
F18
TB31
Diagram9
F6
TB60
P15
SP112
Diagram6
A3
TB22
Diagram5
M7
TB25
TB27
Diagram6
F19
TB31
Diagram10 K4
Diagram10 K4
TB34
Diagram8
TB34
Diagram9
F11
TB60
SP113
Diagram6
A4
SWITCH HYDRAULIC PUMP MOD LAMP (OPT...
Diagram5
M7
TB25
TB27
Diagram6
G8
TB31
Diagram6
B5
SWITCH KEY (KEYSW)
TB22
Diagram5
M7
TB25
TB28
Diagram4
K9
TB31
TB34
TB60
Diagram10 C20
Diagram3 G19
SP115
Diagram6
B4
SWITCH LEFT ENGINE SERVICE LAMP (LE...
TB22
Diagram6
J10
TB25
TB28
Diagram4
K9
TB31
Diagram6
B5
SWITCH LEFT GROUND LEVEL SHUTDOWN (...
TB22
Diagram6
J10
TB25
TB28
Diagram4
K9
TB31
TB34
TB60
Diagram6
SWITCH LEFT LADDER LIGHT GND LVL (L...
Diagram9
TB22
Diagram7
N10
TB25
TB28
Diagram4
K9
TB31
TB22
Diagram7
N10
TB25
TB28
Diagram4
K12
TB31
TB34
TB60
TB22
Diagram8
I6
TB25
Diagram12 I5
Diagram12 I5
Diagram14 G8
Diagram14 G8
TB60
Diagram10 L4
Diagram10 L4
TB34
SWITCH LEFT WINDOW
E6
Diagram10 J18
Diagram13 F14
Diagram12 I5
Diagram12 I5
Diagram14 G8
Diagram14 G8
TB60
Diagram10 K4
Diagram10 K4
TB34
SP116
Diagram10 E15
Diagram4 C1
Diagram12 I5
Diagram12 I5
Diagram13 N11
Diagram13 N11
TB60
SP114
Diagram10 K4
Diagram10 K4
TB34
Diagram10 C20
Diagram4 E9
TB22
Diagram11 O13
Diagram11 P13
F9
Diagram12 H5
Diagram12 H5
TB27
Diagram13 E14
Diagram11 N11
TB22
LAMP HIGH MOUNT RIGHT LOW-BEAM
TB28
Diagram4
K12
TB31
Diagram8
I7
TB25
TB28
Diagram5
D3
TB31
TB34
TB60
TB22
Diagram9
J8
TB25
Diagram12 I5
Diagram12 I5
Diagram14 G8
Diagram14 G8
TB60
Diagram10 L4
Diagram10 L4
TB34
TB22
TB28
Diagram5
D3
TB31
Diagram9
J8
TB25
TB28
Diagram5
D3
TB31
TB34
TB60
H20
Diagram13 F14
Diagram3 C17
TB22
Diagram9
J8
TB25
Diagram12 J5
Diagram12 J5
Diagram14 I7
Diagram14 I8
TB60
TB22
Diagram10 L4
Diagram10 L4
TB34
G15
TB28
Diagram6
I9
TB31
Diagram9
J8
TB25
TB28
Diagram6
I9
TB31
TB34
TB60
TB22
Diagram9
L1
TB25
Diagram12 J5
Diagram12 J5
Diagram14 K13
Diagram14 K13
TB60
Diagram10 L4
Diagram10 L4
TB34
TB22
TB28
Diagram6
I9
TB31
Diagram9
L1
TB25
TB28
Diagram6
I9
TB31
TB34
TB60
TB22
Diagram9
TB25
TB28
Diagram6
I9
TB31
Diagram6
G19
TB60
TB22
TB25
TB28
Diagram6
I9
TB31
TB35
Diagram6
G19
TB60
TB22
TB25
Diagram12 J5
Diagram12 J5
Diagram10 M5
Diagram10 M5
TB35
Diagram10 E22
Diagram4 E2
L1
Diagram11 B5
Diagram11 B5
Diagram12 J5
Diagram12 J5
Diagram14 L13
Diagram14 L13
TB60
TB22
Diagram10 L4
Diagram10 M5
TB34
Diagram11 N18
Diagram10 K10
TB28
Diagram6
K9
TB31
Diagram6
G19
TB60
Diagram11 K13
Diagram11 K13
TB25
TB28
Diagram6
K9
TB31
TB35
Diagram6
G19
TB60
TB25
Diagram12 J5
Diagram12 J5
Diagram10 M5
Diagram10 M5
TB35
TB22
TB28
Diagram6
M10
TB31
Diagram8
F16
TB60
TB25
TB28
Diagram6
M10
TB31
TB35
Diagram8
F16
TB60
TB25
Diagram12 J5
Diagram12 J5
Diagram10 M5
Diagram10 M5
TB35
Diagram12 C5
Diagram12 C5
TB28
Diagram6
M10
TB31
Diagram8
G12
TB61
TB25
TB28
Diagram6
M10
TB31
TB35
Diagram8
G12
TB61
TB25
Diagram12 K5
Diagram12 K5
Diagram10 M5
Diagram10 M5
TB35
Diagram12 C6
Diagram12 C6
TB28
Diagram6
Diagram9
I14
TB61
TB28
TB31
TB35
Diagram9
I14
TB61
TB25
Diagram12 O4
Diagram12 O4
Diagram10 M5
Diagram10 N7
TB35
TB25
TB28
M10
Diagram12 G18
Diagram12 G18
TB31
Diagram12 H5
Diagram12 H5
TB31
Diagram9
I14
TB61
TB25
TB28
TB35
Diagram9
K14
TB61
TB28
Diagram12 G18
Diagram12 G18
TB31
TB25
Diagram12 O4
Diagram12 O4
Diagram10 N7
Diagram10 N7
TB35
Diagram12 H5
Diagram14 D6
TB31
Diagram9
K14
TB61
TB25
TB28
TB35
Diagram9
K14
TB61
TB28
Diagram13 A10
Diagram13 A11
TB31
TB25
Diagram13 F6
Diagram13 F6
Diagram10 N7
Diagram10 O7
TB35
Diagram14 D7
Diagram14 D7
TB31
Diagram9
K14
TB61
Diagram8
B15
TB28
TB31
TB35
Diagram9
K14
TB61
TB26
Diagram8
B15
TB28
Diagram13 G12
Diagram13 G12
Diagram10 O7
Diagram10 O7
TB35
TB26
TB31
Diagram9
K14
TB61
Diagram8
B15
TB28
Diagram13 H12
TB31
Diagram10 O7
Diagram10 O7
TB35
TB26
TB35
Diagram9
K14
TB61
LAMP LED MASTER DISCONNECT CLOSED -
E10
G4
J10
D18
K17
D17
J2
I9
Diagram3
H19
SP117
LAMP LED PROPEL LOCKOUT LOCKED OUT -
Diagram3
E19
SP135
LAMP LED PROPEL LOCKOUT ON
Diagram3
D19
SP138
B5
Diagram10 I16
Diagram10 K16
SWITCH LOW BRAKE ACCUM PRESSURE
LAMP LED STARTER LOCKOUT CLOSED
Diagram3
G19
SP142
Diagram9
J19
Diagram3
F19
SP143
Diagram9
I19
Diagram13 N2
Diagram11 C9
LAMP LEFT FOG
Diagram9
C21
SP144
Diagram9
I20
SWITCH MASTER GROUND DISCONNECT (DI...
Diagram3
Diagram9
K20
SWITCH PARK BRAKE RELEASE PRESSURE
Diagram4
Diagram10 G13
Diagram10 F13
SP145
SP146
Diagram9
K19
Diagram8
L15
SP147
Diagram9
L19
Diagram8
N15
SP148
Diagram9
M17
Diagram8
N15
SP149
Diagram9
M17
SWITCH RETARD SPEED CONTROL (RSCS)
LAMP LOW MOUNT RIGHT LOW-BEAM
Diagram8
O15
SP150
Diagram9
G19
SWITCH RIGHT ENGINE SERVICE LAMP (R...
Diagram9
J21
SP151
Diagram9
G19
SWITCH RIGHT GROUND LEVEL SHUTDOWN ... -
LAMP MARKER/TURN LEFT SIDE DECK
Diagram9
I21
SP155
Diagram5
M11
SWITCH RIGHT LADDER LIGHT GND LVL (...
Diagram9
LAMP MARKER/TURN RIGHT FRT DECK
Diagram9
K21
SP156
Diagram5
Diagram9
L21
SP157
Diagram10 K18
Diagram14 E3
TB22
TB22
LAMP REAR SERVICE
SP159
SWITCH SERVICE BRAKE DEGRADE PRESSU...
SP160
Diagram7
Diagram13 G14
Diagram6 G14
TB22
Diagram11 O14
Diagram14 H19
M11
Diagram15 G15
Diagram7 G17
SWITCH RIGHT WINDOW
LAMP MARKER/TURN RIGHT SIDE DECK
TB22
Diagram6
Diagram13 O2
Diagram13 E16
TB22
SP165
TB22
LAMP RETARD OP-CAP
SP166
SWITCH TRACTION MOTOR PRESSURE (BPS...
SP167
TB-HTST
TB22
LAMP RIGHT FOG
Diagram9
SP168
TB-HTST
SP169
TB-HTST
TB22
LAMP RIGHT UPPER ENGINE SERVICE
SP171
Diagram11 N15
Diagram11 O11
Diagram15 M2
Diagram15 M2
TB22
LAMP RIGHT LOWER ENGINE SERVICE
B21
Diagram10 G21
Diagram10 F21
Diagram11 L16
Diagram11 L16
Diagram12 E8
Diagram15 L2
TB22
Diagram11 J12
Diagram11 I16
H15
Diagram10 G22
Diagram10 C21
Diagram14 F19
Diagram11 H16
SP161
TB-HTST
SP172
TB22
SP173
Diagram11 G18
Diagram11 G17
TB-HTST
LAMP STOP/TAIL LEFT
Diagram11 I12
Diagram11 E17
Diagram15 M2
Diagram15 M2
TB22
TB-HTST
TB23
Diagram11 F17
SP174
Diagram11 H17
TB-HTST
Diagram15 M2
Diagram15 N2
Diagram14 D7
Diagram4 E12
TB23
Diagram4
LAMP LED MASTER DISCONNECT OPEN
L18
H6
E12
Diagram10 N18
Diagram10 N18
Diagram11 C15
Diagram11 C15
Diagram11 C15
Diagram11 C15
Diagram11 D15
Diagram11 D15
Diagram11 G12
Diagram11 G12
Diagram11 G13
Diagram11 G13
Diagram11 H12
Diagram11 H12
Diagram11 H13
Diagram11 H13
Diagram11 H13
Diagram11 H13
Diagram11 M15
Diagram11 M15
Diagram13 L15
Diagram13 L15
Diagram13 L15
Diagram13 L15
Diagram11 B15
Diagram11 B15
Diagram11 B15
Diagram11 B15
Diagram11 B15
Diagram11 B15
Diagram11 F13
Diagram11 F13
Diagram11 F13
Diagram12 F9
Diagram12 F9
Diagram12 F9
58E-06-02000-00
NOV 11
830E-1AC
A40851 & UP
Sheet 19 of 20
CONNECTOR TABLE
CONNECTOR
TABLE
CONNECTOR DIAGRAM
ZONE
12VCN-12VA Diagram5 D5
12VCN-12VB Diagram5 D5
12VCN-24VA Diagram5 D5
12VCN-GND Diagram5 D5
12VPR-(+)
Diagram5 D9
12VPR-30
Diagram5 D10
12VPR-(-)
12VPR-87
24VDC-A1
24VDC-A2
24VDC-A3
24VDC-A4
24VDC-B1
24VDC-B2
24VDC-B4
ACCBD
ACCBD
ACCP1-C
ACCP1-NO
ACCP2-C
ACCP2-NO
ACPSW
ACPSW
AHS
ALLR-85
ALLR-86
ALLR-88
ALLR-88A
ALLSW
ALLSW
ALT (+)
ALT (-)
ALT1
ALT2
ALT_SEN
ATFS
ATFS_CP
ATS
BAT(-)-1
BAT(-)-2
BAT(-)-3
BAT(-)-4
BAT(-)-5
BAT(-)-6
BAT1(+)
BAT1(-)
BAT2(+)
BAT2(-)
BAT3(+)
BAT3(-)
BAT4(+)
BAT4(-)
BDS
BDS
BLS
BLS
BPS
BPSW-COM
BPSW-NC
BPSW-NO
BULR-(+)
BULR-(-)
BULR-30
BULR-87
BUS24V-1
BUS24V-2
BUS24V-3
BUS24V-4
BUS24V-5
BUS24V-6
BUS24V-7
BUS24V-8
BUS24V-9
BUS24V-10
BUS24V-11
BUSW
BUSW
CB60-1
CB60-2
CDL
CDL1
CDL1
CDL2
CDL2
CNA
CNLIN
CNLO
CNRIN
CON1
CON2
CON3
CON4
D1
D1
D2
D2
D3
D3
D4
D4
D9
D9
D10
D10
D15
D15
D26
D26
D70
D70
D71
D71
D87
D87
DIAG1
DIAG2
DIAG3
DIAG4
DIAG5
DIAG6
DIAG7
DIAG8
DID
DISC(-)-1
DISC(-)-2
DISC(-)-3
DISC(-)-4
DISC(-)-5
DISC(-)-6
DISC(-)-7
Diagram5 D10
Diagram5 D9
Diagram5 A5
Diagram5 A5
Diagram5 A5
Diagram5 A5
Diagram5 B5
Diagram5 B5
Diagram5 B5
Diagram13 C11
Diagram13 C12
Diagram13 M3
Diagram13 M2
Diagram13 M3
Diagram13 M2
Diagram13 N2
Diagram13 N2
Diagram11 L18
Diagram9 F13
Diagram9 F12
Diagram9 F12
Diagram9 F13
Diagram13 O19
Diagram13 O19
Diagram3 K7
Diagram3 K7
Diagram15 O12
Diagram15 O12
Diagram3 K7
Diagram15 K16
Diagram15 K16
Diagram13 L16
Diagram3 F4
Diagram3 F5
Diagram3 F5
Diagram3 F4
Diagram3 F4
Diagram3 F5
Diagram3 D2
Diagram3 D2
Diagram3 D4
Diagram3 D3
Diagram3 E2
Diagram3 E2
Diagram3 E4
Diagram3 E3
Diagram13 G14
Diagram13 G14
Diagram7 L20
Diagram7 L20
Diagram13 K1
Diagram12 E8
Diagram12 E9
Diagram12 E9
Diagram11 D9
Diagram11 D9
Diagram11 D9
Diagram11 D9
Diagram3 E6
Diagram3 E6
Diagram3 E6
Diagram3 E6
Diagram3 E6
Diagram3 E6
Diagram3 E6
Diagram3 E6
Diagram3 E6
Diagram3 E6
Diagram3 E6
Diagram12 F7
Diagram12 F8
Diagram5 D7
Diagram5 D6
Diagram9 M7
Diagram9 G20
Diagram9 G21
Diagram9 G20
Diagram9 G21
Diagram12 J20
Diagram14 J17
Diagram14 J17
Diagram14 J14
Diagram15 P4
Diagram15 P4
Diagram15 M5
Diagram15 M5
Diagram11 L16
Diagram11 L17
Diagram6 H14
Diagram6 H14
Diagram7 M20
CONNECTOR
TABLE
CONNECTOR DIAGRAM
Diagram5 C21
DL3
Diagram5 D21
DL2
DL4
DL5
DL6
DLS-2
DLS-3
DRL
DSSW-C
DSSW-NO
ECHTR1
ECHTR2
EOH1
EOH2
EOPSW-1
EOPSW-2
EOPSW1
EOPSW2
EOTS
ESDS -1
ESDS-2
ESDSR-1
ESDSR-2
ESLT-3
ESLT-C
ESLT-NO
ESOL
ESOL
ESREL1-85
ESREL1-86
ESREL1-88
Diagram8 D13
Diagram11 N3
Diagram11 N3
Diagram13 C11
Diagram13 C12
Diagram3 C18
Diagram3 C19
Diagram12 M7
Diagram12 M7
Diagram3 N13
Diagram3 N13
Diagram12 J9
Diagram6 I13
Diagram12 J9
Diagram15 D17
Diagram13 H17
Diagram12 E18
Diagram14 O19
Diagram12 K9
Diagram3 F15
Diagram3 G15
Diagram10 J9
Diagram10 J8
Diagram15 L7
Diagram15 M7
Diagram15 N7
Diagram15 N7
Diagram6 M1
Diagram6 M2
Diagram7 M2
Diagram7 M2
Diagram15 N5
Diagram4 C1
Diagram4 C2
Diagram4 E1
Diagram4 E2
Diagram10 D14
Diagram10 D14
Diagram10 D14
Diagram7 P14
Diagram7 P14
Diagram3 F7
Diagram3 F6
Diagram3 F6
Diagram3 F7
Diagram4 C17
ESSOL
Diagram7 O15
ESS-B
ESSOL
ESS_1-3
ESS_1-4
ETHER1
ETHER2
ETHER2FLS
FUS-1
FUS-2
GB1-A1
GB1-A2
GB1-A3
GB1-A4
GB1-B1
GB1-B2
GB1-B3
GB1-B4
GB3-A1
GB3-A3
GB3-B1
GB3-B3
GB8-1
GB8-2
GB8-3
GB8-4
GB10-A3
GB10-A4
GB10-B2
GB10-B4
GB10-C1
GB10-C3
GB10-D2
GB10-D3
GB10-D4
GB12-A1
GB12-A2
GB12-B1
GB12-B2
GB12-C2
GB12-C3
GB12-C4
GB12-D1
GB12-D2
GB12-D3
GB12-D4
GB31-D3
GB31A-A1
GB31A-A2
GB31A-A3
GB31A-A4
GB31A-B1
GB31A-B2
GB31A-B3
GB31A-B4
GB31A-C1
GB31A-C2
GB31A-C3
GB31A-D1
GB31A-D3
GB31A-D4
GB31B-A1
GB31B-A2
GB31B-A3
GB31B-A4
GB31B-B1
GB31B-B2
GB31B-B3
GB31B-B4
GB31B-C1
GB31B-C2
GB31B-C3
GB31B-C4
GB31B-D1
GB31B-D2
GB31B-D4
GB70-A1
GB70-A2
GB70-B2
GND
HBHR-85
HBHR-88a
Diagram3 G15
Diagram11 J12
ESS-A
Diagram3 G15
Diagram3 G15
Diagram5 D18
ESREL2-88a Diagram3 F7
HBHR-86
Diagram3 G15
Diagram5 D17
Diagram3 F7
Diagram12 I9
Diagram3 F15
Diagram5 F21
ESREL2-88
ESREL2-86
GB31A-D2
Diagram8 D13
Diagram5 E21
Diagram3 F7
Diagram9 K6
Diagram8 D13
Diagram5 E21
ESREL2-85
GB31A-C4
Diagram8 D12
Diagram5 D21
ESREL1-88a Diagram3 F7
Diagram7 M20
Diagram9 K6
ZONE
DL1
HBHR-88
HFSW1
HFSW1
HFSW2
HFSW2
HHMR-(+)
Diagram4 C17
Diagram7 O16
Diagram4 C17
Diagram4 C17
Diagram7 P12
Diagram7 P12
Diagram7 P13
Diagram13 D16
Diagram3 O10
Diagram3 O10
Diagram11 B19
Diagram11 B19
Diagram11 B19
Diagram11 I13
Diagram11 D19
Diagram11 M15
Diagram11 I13
Diagram11 M15
Diagram7 K5
Diagram6 K4
Diagram3 O15
Diagram3 O15
Diagram4 H22
Diagram13 F16
Diagram7 L21
Diagram11 O11
Diagram9 B5
Diagram7 J15
Diagram8 K13
Diagram8 B8
Diagram12 L6
Diagram15 M21
Diagram14 D1
Diagram8 G9
Diagram15 I2
Diagram5 M11
Diagram5 M11
Diagram5 M11
Diagram15 G14
Diagram10 K16
Diagram11 N6
Diagram15 D16
Diagram10 I16
Diagram10 I16
Diagram7 C14
Diagram10 K7
Diagram6 F8
Diagram5 E7
Diagram5 I3
Diagram5 E7
Diagram9 E13
Diagram5 E7
Diagram5 J3
Diagram5 E18
Diagram14 E7
Diagram5 M7
Diagram5 H3
Diagram5 J11
Diagram5 M7
Diagram7 O10
Diagram5 I3
Diagram15 I14
Diagram12 A4
Diagram6 M9
Diagram5 I7
Diagram14 J8
Diagram13 A10
Diagram8 K9
Diagram5 J7
Diagram12 N4
Diagram6 B8
Diagram6 B8
Diagram5 H7
Diagram14 K16
Diagram13 H14
Diagram6 B8
Diagram5 H7
Diagram4 H18
Diagram3 I9
Diagram3 I10
Diagram3 I10
Diagram14 I18
Diagram8 K8
Diagram8 K7
Diagram8 L7
Diagram8 L8
Diagram13 E13
Diagram13 E13
Diagram13 E14
Diagram13 E15
Diagram8 O7
CONNECTOR
TABLE
CONNECTOR DIAGRAM
HHMR-(-)
ZONE
Diagram8 O7
HHMR-(30) Diagram8 O7
HHMR-(87) Diagram8 O7
HIDBL
Diagram11 D17
HL1
Diagram11 O13
HIDBL_CP
HL2
HLMR-(+)
HLMR-(-)
HLMR-(30)
HLMR-(87)
HLS
HLS
HLSW-1
HLSW-2
HMLHB
HMLLB
HMRHB
HMRLB
HOHTR1
HOHTR2
HOSTAT
HPLT-3
HPLT-C
HPLT-NO
HPML
HPML
HPMS-1
HPMS-3
HPR-(+)
HPR-(-)
HPR-30
HPR-87
HPS1
HPS2
HS
IM1
IM1
IM1
IM1
IM1
IM1
IM1
IM1
IM1
IM1
IM1
IM2
IM2
IM2
IM2
IM2
IM2
IM2
IM2
IM2
IM2
IM2
IM3
IM3
IM3
IM3
IM3
IM3
IM3
IM3
IM3
IM3
IM3
IM3
IM3
IM3
IPT1AX2
IPT1AX3
IPT1BX2
IPT1BX3
IPT1CX2
IPT1CX3
IPT2AX2
IPT2AX3
IPT2BX2
IPT2BX3
IPT2CX2
IPT2CX3
J01
J01
J01
J01
J01
J02
J02
J02
J02
J02
J02
J02
J02
J02
J02
J02
J02
J02
J02
J02
J02
J02
J02
J03
J03
J03
J03
J03
J03
J03
J03
J03
J03
J03
J03
J03
J03
J03
J03
J03
J03
J03
J03
J03
J03
J03
Diagram11 D17
Diagram11 P13
Diagram8 N7
Diagram8 N7
Diagram8 N7
Diagram8 N7
Diagram10 N19
Diagram10 N19
Diagram11 N12
Diagram11 N11
Diagram8 L15
Diagram8 P15
Diagram8 M15
Diagram8 P15
Diagram15 P7
Diagram15 P7
Diagram15 O6
Diagram10 C16
Diagram10 C16
Diagram10 C16
Diagram10 C20
Diagram10 C21
Diagram10 C20
Diagram10 C21
Diagram11 K11
Diagram11 K12
Diagram11 L12
Diagram11 L11
Diagram13 H1
Diagram13 I1
Diagram10 O18
Diagram4 I7
Diagram4 K7
Diagram4 L7
Diagram7 I20
Diagram7 J20
Diagram8 G17
Diagram13 A7
Diagram13 B9
Diagram13 E7
Diagram13 I9
Diagram13 M9
Diagram4 H7
Diagram4 J7
Diagram7 J20
Diagram7 J20
Diagram8 D17
Diagram13 A9
Diagram13 C7
Diagram13 G7
Diagram13 H9
Diagram13 I9
Diagram13 P7
Diagram4 H7
Diagram4 H7
Diagram4 K7
Diagram5 B3
Diagram7 H20
Diagram7 J20
Diagram8 C17
Diagram11 I6
Diagram13 D7
Diagram13 D9
Diagram13 I7
Diagram13 L9
Diagram13 L9
Diagram13 O9
Diagram15 M9
Diagram15 M9
Diagram15 N9
Diagram15 N9
Diagram15 N9
Diagram15 N9
Diagram15 N9
Diagram15 N9
Diagram15 O9
Diagram15 O9
Diagram15 O9
Diagram15 O9
Diagram8 D13
Diagram8 G10
Diagram9 C7
Diagram10 P9
Diagram15 E11
Diagram4 C19
Diagram4 D16
Diagram6 I11
Diagram7 A13
Diagram7 E21
Diagram7 G16
Diagram8 J7
Diagram10 H8
Diagram10 L6
Diagram12 D5
Diagram12 I7
Diagram12 K7
Diagram13 A12
Diagram13 H14
Diagram14 O17
Diagram15 B13
Diagram15 D15
Diagram15 G11
Diagram4 E7
Diagram4 E11
Diagram5 N9
Diagram5 O9
Diagram6 K12
Diagram7 K16
Diagram7 K19
Diagram8 I8
Diagram8 J19
Diagram8 L3
Diagram9 B6
Diagram9 F4
Diagram9 J1
Diagram9 J6
Diagram9 L3
Diagram10 K15
Diagram11 B7
Diagram11 K15
Diagram11 L6
Diagram11 N7
Diagram12 P6
Diagram14 A5
Diagram14 D5
CONNECTOR
TABLE
CONNECTOR DIAGRAM
ZONE
J03
Diagram15 M17
J04
Diagram8 E15
J04
J04
J04
J04
J04
J04
J04
J04
J6
J11
J11
J11
J11
J11
J11
J11
J11
J11
J11
J11
J11
J11
J11
J11
J11
J11
J11
J11
J12
J12
J12
J12
J12
J12
J12
J12
J12
J12
J12
J12
J12
J12
J12
J12
J12
J12
J12
J12
J12
J12
J12
J12
J13
J13
J13
J14
J14
J14
J14
J14
J14
J14
J14
J14
J15
J15
J16
J16
J16
J16
J16
J16
J16
J16
J16
J16
J16
J16
J16
J54
J55
J56_CP
J57_CP
J170_CP
J180_CP
J190
J210
J211
J228
J229
J240
J240
J240
J240
J240
J240
J240
J262_CP
J362
J372
J502
J502
J502
J502
J502
J502
J503
J503
J503
J503
J503
J503
J503
J504_CP
J505
J505_CP
J506
J511
J520
J520J533
J533_CP
J534
J535
J536
J536_CP
J537
J540
Diagram5 L12
Diagram8 K19
Diagram9 M4
Diagram11 J11
Diagram12 F17
Diagram12 G17
Diagram13 F4
Diagram14 E9
Diagram12 F16
Diagram4 E4
Diagram6 P12
Diagram7 O11
Diagram8 N12
Diagram8 O11
Diagram8 P11
Diagram9 B17
Diagram9 E16
Diagram9 G7
Diagram9 G10
Diagram9 L16
Diagram10 E19
Diagram10 G18
Diagram11 E8
Diagram13 O16
Diagram14 B9
Diagram14 D9
Diagram14 G15
Diagram15 H16
Diagram3 I4
Diagram4 B3
Diagram4 C4
Diagram6 N12
Diagram7 P8
Diagram8 L12
Diagram8 N11
Diagram8 P11
Diagram9 C17
Diagram9 F7
Diagram9 F10
Diagram9 F16
Diagram9 J16
Diagram10 D15
Diagram10 E18
Diagram10 G16
Diagram11 F8
Diagram11 L13
Diagram13 N16
Diagram14 C9
Diagram14 D9
Diagram14 I15
Diagram15 I16
Diagram15 N15
Diagram10 D10
Diagram13 M5
Diagram14 M5
Diagram9 G16
Diagram9 K17
Diagram10 C17
Diagram13 C9
Diagram13 C13
Diagram13 H3
Diagram13 L14
Diagram13 O5
Diagram15 K14
Diagram10 G9
Diagram15 K15
Diagram9 M16
Diagram10 N16
Diagram11 D14
Diagram11 H11
Diagram11 H11
Diagram11 M14
Diagram12 F6
Diagram13 D13
Diagram13 E11
Diagram13 J3
Diagram13 L13
Diagram14 N6
Diagram15 J17
Diagram11 J16
Diagram11 H16
Diagram10 A9
Diagram10 C9
Diagram6 O13
Diagram6 P14
Diagram6 P14
Diagram5 N18
Diagram5 M18
Diagram7 B12
Diagram7 C12
Diagram4 H19
Diagram6 H16
Diagram7 L17
Diagram10 O16
Diagram11 N10
Diagram13 G12
Diagram13 K3
Diagram15 N17
Diagram14 N17
Diagram13 I15
Diagram9 L18
Diagram11 E5
Diagram14 B11
Diagram14 D11
Diagram14 G18
Diagram15 H19
Diagram9 J18
Diagram11 F5
Diagram11 L15
Diagram14 C11
Diagram14 D11
Diagram14 I18
Diagram15 I19
Diagram6 N13
Diagram6 N14
Diagram6 N14
Diagram6 M14
Diagram13 O17
Diagram7 O14
Diagram7 O14
Diagram4 E3
Diagram4 E3
Diagram9 H7
Diagram9 E7
Diagram4 C3
Diagram4 C3
Diagram3 C20
Diagram9 F18
CONNECTOR
TABLE
CONNECTOR DIAGRAM
ZONE
J540
Diagram9 J17
J540
Diagram10 E16
J540
J540
J540
J540
J540
J540
J540
J540
J541
J541
J541
J541
J541
J541
J541
J541
J541
J542
J542
J542
J542
J542
J543
J543
J543
J543
J543
J544
J544_CP
J546_CP
J547_CP
J548_CP
J549_CP
J563
J563_CP
J565
J601
J602
J651
J651_CP
J653_CP
J701
J701
J701
J701
J702
J702
J702
J702
J703
J704
J712
J730
J730
J731_CP
J732_CP
J801
J801
J801J801J808
J808J815
J815J830
JB1
JB4A
JB4B
JB4C
JB4D
JB4E
JB4H
JB6A
JB6B
JB6C
JB6E
JB6G
JB8A
JB41
JB41-
Diagram10 D16
Diagram10 G14
Diagram11 F7
Diagram11 L14
Diagram14 C10
Diagram14 D10
Diagram14 I16
Diagram15 I17
Diagram9 E18
Diagram9 L17
Diagram10 E20
Diagram10 G20
Diagram11 E7
Diagram14 B10
Diagram14 D10
Diagram14 G16
Diagram15 H17
Diagram7 P10
Diagram8 L13
Diagram8 N13
Diagram8 P13
Diagram9 C19
Diagram7 O12
Diagram8 N13
Diagram8 O13
Diagram8 P13
Diagram9 B19
Diagram9 F20
Diagram9 F19
Diagram14 B12
Diagram14 C12
Diagram14 D13
Diagram14 D13
Diagram10 C19
Diagram10 C19
Diagram9 G18
Diagram5 M12
Diagram5 N12
Diagram15 K5
Diagram15 K5
Diagram12 K19
Diagram7 E11
Diagram10 N5
Diagram10 O5
Diagram10 P5
Diagram4 D13
Diagram7 N11
Diagram13 E10
Diagram15 K12
Diagram12 E10
Diagram11 M17
Diagram15 O1
Diagram13 D14
Diagram13 E12
Diagram9 M18
Diagram9 K18
Diagram3 M15
Diagram6 M6
Diagram7 M6
Diagram7 O5
Diagram6 I6
Diagram7 I6
Diagram3 M13
Diagram7 P3
Diagram15 O16
Diagram3 E18
Diagram6 H12
Diagram10 I10
Diagram11 M2
Diagram8 E10
Diagram7 A15
Diagram11 O3
Diagram10 J19
Diagram7 F17
Diagram7 D12
Diagram12 H20
Diagram11 L2
Diagram12 I18
Diagram6 G4
Diagram7 G4
KCNPR-(+) Diagram5 C9
KCNPR-(-)
Diagram5 C10
KCNPR-87
Diagram5 C9
KCNPR-30
KEYSW-B
KEYSW-BR
KEYSW-C
Diagram5 C10
Diagram4 E8
Diagram4 E9
Diagram4 E9
KSWPR-(+) Diagram4 F8
KSWPR-(-)
Diagram4 F8
KSWPR-87
Diagram4 F8
KSWPR-30
L547
LBPS
LBPS
LBUL
LBUL
LCL1
LCL1
LCL2
LCL2
LDLLT
LDLLT
LDLT
LDLT
LDML
LDML_CP
LESLS-1
LESLS-2
LESLS-3
LFLT
LFSPK
LLESL
LLESL
LLPS
LLPS
LLSOL
LLSOL
LLSW-1
LLSW-2
LLSW-3
LMLHB
LMLLB
LMRHB
LMRLB
LP
LPLA
LPLA
LPLG
Diagram4 F8
Diagram14 C13
Diagram13 F14
Diagram13 F14
Diagram11 F4
Diagram11 F4
Diagram9 I21
Diagram9 I21
Diagram9 J21
Diagram9 J21
Diagram9 E21
Diagram9 E21
Diagram9 F21
Diagram9 F21
Diagram15 I20
Diagram15 I20
Diagram10 E15
Diagram10 E15
Diagram10 E15
Diagram9 C21
Diagram5 M16
Diagram10 G13
Diagram10 G13
Diagram13 L16
Diagram13 L16
Diagram13 N19
Diagram13 N19
Diagram9 E6
Diagram9 E6
Diagram9 E6
Diagram8 L15
Diagram8 N15
Diagram8 N15
Diagram8 O15
Diagram6 I4
Diagram14 H18
Diagram14 H19
Diagram14 I18
CONNECTOR
TABLE
CONNECTOR DIAGRAM
ZONE
LPLG
Diagram14 I19
LPLR
Diagram14 H19
LPLR
LRBH-(+)
LRBH-(-)
LRBL
LRBL
LRBPS
LRBPS_CP
LRL
LRL
LRSPK
LRSTL
LRSTL
LSCL1
LSCL1
LSCL2
LSCL2
LUESL
LUESL
M1-TA1
M1-TA2
M1-TB1
M1-TB2
M1-TC1
M1-TC2
M2-TA1
M2-TA2
M2-TB1
M2-TB2
M2-TC1
M2-TC2
MIRROR1
MIRROR2
MLLO
MLLON
MLREL
MLREL
MM/RPC
ORPS-1
ORPS-2
ORPS1
ORPS2
ORS-A
ORS-B
ORS_1-3
ORS_1-4
P01
P01
P01
P01
P1
P1
P01
P02
P02
P02
P02
P02
P02
P02
P02
P02
P02
P02
P02
P02
P02
P02
P02
P02
P02
P2A
P2B
P03
P03
P03
P03
P03
P03
P03
P03
P03
P03
P03
P03
P03
P03
P03
P03
P03
P03
P03
P03
P03
P03
P03
P03
P3A
P3B
P04
P04
P04
P04
P04
P04
P04
P04
P04
P4A
P4B
P5
P6A
P07
P07
P08
P08
P09
P09
P10
P11
P11
P11
P11
P11
P11
P11
P11
P11
P11
Diagram14 H18
Diagram11 C17
Diagram11 C17
Diagram11 E17
Diagram11 E17
Diagram15 K17
Diagram15 K18
Diagram11 H16
Diagram11 H17
Diagram5 N16
Diagram11 E17
Diagram11 E18
Diagram11 I19
Diagram11 I19
Diagram11 J19
Diagram11 J19
Diagram10 F13
Diagram10 F13
Diagram15 M12
Diagram15 M12
Diagram15 N12
Diagram15 N12
Diagram15 N12
Diagram15 N12
Diagram15 N12
Diagram15 N12
Diagram15 O12
Diagram15 O12
Diagram15 O12
Diagram15 O12
Diagram14 B14
Diagram14 C14
Diagram3 H19
Diagram3 G19
Diagram3 G16
Diagram3 G17
Diagram15 G16
Diagram6 M3
Diagram6 M3
Diagram7 M3
Diagram7 M4
Diagram10 I7
Diagram10 I8
Diagram10 I7
Diagram10 I8
Diagram8 D13
Diagram8 G10
Diagram9 C7
Diagram10 P9
Diagram12 I14
Diagram12 L14
Diagram15 E11
Diagram4 C19
Diagram4 D16
Diagram6 I11
Diagram7 A13
Diagram7 E21
Diagram7 G16
Diagram8 J7
Diagram10 H8
Diagram10 L6
Diagram12 D5
Diagram12 I7
Diagram12 K7
Diagram13 A12
Diagram13 H14
Diagram14 O17
Diagram15 B13
Diagram15 D15
Diagram15 G11
Diagram12 I14
Diagram12 K14
Diagram4 E7
Diagram4 E11
Diagram5 N9
Diagram5 O9
Diagram6 K12
Diagram7 K16
Diagram7 K19
Diagram8 I8
Diagram8 J19
Diagram8 L3
Diagram9 B6
Diagram9 F4
Diagram9 J1
Diagram9 J6
Diagram9 L3
Diagram10 K15
Diagram11 B7
Diagram11 K15
Diagram11 L6
Diagram11 N7
Diagram12 P5
Diagram14 A5
Diagram14 D5
Diagram15 M17
Diagram12 F14
Diagram12 L14
Diagram5 L12
Diagram8 E15
Diagram8 K19
Diagram9 M4
Diagram11 J11
Diagram12 F17
Diagram12 G17
Diagram13 F4
Diagram14 E9
Diagram12 E14
Diagram12 J14
Diagram12 K14
Diagram12 F16
Diagram11 O8
Diagram11 O8
Diagram11 P6
Diagram11 P6
Diagram11 O6
Diagram11 O6
Diagram11 M5
Diagram4 E4
Diagram6 P12
Diagram7 O11
Diagram8 N12
Diagram8 O12
Diagram8 P12
Diagram9 B17
Diagram9 E16
Diagram9 G7
Diagram9 G9
CONNECTOR
TABLE
CONNECTOR DIAGRAM
ZONE
P11
Diagram9 L16
P11
Diagram10 G18
P11
P11
P11
P11
P11
P11
P11
P12
P12
P12
P12
P12
P12
P12
P12
P12
P12
P12
P12
P12
P12
P12
P12
P12
P12
P12
P12
P12
P12
P12
P12
P13
P13
P13
P14
P14
P14
P14
P14
P14
P14
P14
P14
P15
P15
P16
P16
P16
P16
P16
P16
P16
P16
P16
P16
P16
P16
P16
P18
P20
P20
P21
P21
P22
P22
P23
P23
P24
P24
P25
P25
P31
P31
P32
P32
P33
P33
P34
P34
P35
P35
P36
P36
P37
P37
P39
P39
P54
P55
P56
P57
P058
P059
P071
P071
P072
P072
P108
P108
P120
P121
P121
P121
P121
P121
P121
P140
P150
P151
P152
P153
P170
P180
P190_CP
P202D
P203B
P204B
P205B
P206D
P207B
P208B
P209D
P210
P210B
P211
P211B
P212
P212
Diagram10 E19
Diagram11 E8
Diagram13 O16
Diagram14 B9
Diagram14 D9
Diagram14 G15
Diagram15 H16
Diagram3 I4
Diagram4 B3
Diagram4 C4
Diagram6 N12
Diagram7 P8
Diagram8 L12
Diagram8 N12
Diagram8 P12
Diagram9 C17
Diagram9 F7
Diagram9 F9
Diagram9 F16
Diagram9 J16
Diagram10 D15
Diagram10 E18
Diagram10 G15
Diagram11 F8
Diagram11 L13
Diagram13 N16
Diagram14 C9
Diagram14 D9
Diagram14 I15
Diagram15 I16
Diagram15 N15
Diagram10 D10
Diagram13 M4
Diagram14 M5
Diagram9 G16
Diagram9 K17
Diagram10 C17
Diagram13 C9
Diagram13 C13
Diagram13 H3
Diagram13 L14
Diagram13 O4
Diagram15 K14
Diagram10 G9
Diagram15 K15
Diagram9 M16
Diagram10 N16
Diagram11 D14
Diagram11 H11
Diagram11 H11
Diagram11 M14
Diagram12 F6
Diagram13 D13
Diagram13 E11
Diagram13 J3
Diagram13 L13
Diagram14 N6
Diagram15 J17
Diagram8 J12
Diagram8 B10
Diagram8 B10
Diagram8 D10
Diagram8 D10
Diagram9 B3
Diagram9 B4
Diagram11 C9
Diagram11 C9
Diagram9 G3
Diagram9 G3
Diagram8 I9
Diagram8 I10
Diagram15 I3
Diagram15 I3
Diagram14 E3
Diagram14 E3
Diagram14 B3
Diagram14 B3
Diagram12 N8
Diagram12 N9
Diagram12 M8
Diagram12 M9
Diagram9 M7
Diagram9 M8
Diagram12 P8
Diagram12 P9
Diagram7 K17
Diagram7 K18
Diagram11 J16
Diagram11 H16
Diagram10 A9
Diagram10 C9
Diagram10 K21
Diagram10 I21
Diagram10 K18
Diagram10 K18
Diagram10 J18
Diagram10 J18
Diagram7 G18
Diagram7 G19
Diagram11 K16
Diagram8 I14
Diagram8 I14
Diagram9 J2
Diagram9 J3
Diagram11 N2
Diagram11 N2
Diagram6 J14
Diagram14 L3
Diagram14 M3
Diagram14 N2
Diagram14 N2
Diagram6 O13
Diagram6 P14
Diagram6 P14
Diagram15 E2
Diagram15 E2
Diagram15 E5
Diagram15 E8
Diagram15 E5
Diagram15 E13
Diagram15 E14
Diagram15 E14
Diagram5 N18
Diagram15 E15
Diagram5 M18
Diagram15 E16
Diagram13 A14
Diagram13 A14
CONNECTOR
TABLE
CONNECTOR DIAGRAM
ZONE
P212D
Diagram15 E16
P214D
Diagram15 E19
P213B
P215B
P216B
P218D
P219D
P235
P236
P237
P240
P240
P240
P240
P240
P240
P240
P246
P250
P250
P262
P263
P263
P264
P264
P301
P301
P301
P301B
P302
P302
P302
P302
P302
P302
P302D
P303
P303
P303
P303
P303
P303
P303B
P304
P304
P304
P304
P304
P304
P304
P304
P304
P304B
P305
P305
P305
P305
P305B
P306D
P307B
P308B
P309D
P310B
P311D
P315B
P316B
P317D
P318D
P501
P502
P502
P502
P502
P502
P502
P503
P503
P503
P503
P503
P503
P503
P504
P505P506
P506_CP
P507
P511
P520
P533
P534
P535
P536
P537
P540
P540
P540
P540
P540
P540
P540
P540
P540
P540
P540
P541
P541
P541
P541
P541
P541
P541
P541
P541
P542
P542
P542
P542
P542
P543
P543
P543
P543
P543
P544
P546
P547
P548
P549
P563
Diagram15 E18
Diagram15 E5
Diagram15 E8
Diagram15 E8
Diagram15 E10
Diagram10 O11
Diagram10 N11
Diagram10 P11
Diagram4 H19
Diagram6 H16
Diagram7 L17
Diagram10 O16
Diagram11 N10
Diagram13 G12
Diagram13 K3
Diagram14 O7
Diagram7 G20
Diagram7 G21
Diagram15 N17
Diagram15 N18
Diagram15 N19
Diagram14 O9
Diagram14 O11
Diagram10 G2
Diagram10 H2
Diagram12 F3
Diagram15 B4
Diagram4 C21
Diagram6 G20
Diagram10 N2
Diagram10 O2
Diagram12 A3
Diagram12 H3
Diagram15 C4
Diagram4 B21
Diagram6 G20
Diagram10 L2
Diagram10 P2
Diagram12 E3
Diagram12 L3
Diagram15 B4
Diagram4 C21
Diagram5 D3
Diagram7 F15
Diagram10 A2
Diagram10 K2
Diagram10 M2
Diagram12 D3
Diagram12 M3
Diagram14 M20
Diagram15 B7
Diagram4 D21
Diagram5 C3
Diagram10 I2
Diagram12 O3
Diagram15 B10
Diagram15 C7
Diagram15 B15
Diagram15 B16
Diagram15 C16
Diagram15 B18
Diagram15 C18
Diagram15 B7
Diagram15 B10
Diagram15 C10
Diagram15 C12
Diagram10 B11
Diagram9 L18
Diagram11 E6
Diagram14 B11
Diagram14 D11
Diagram14 G17
Diagram15 H19
Diagram9 J18
Diagram11 F6
Diagram11 L15
Diagram14 C11
Diagram14 D11
Diagram14 I17
Diagram15 I19
Diagram6 N13
Diagram6 N14
Diagram6 M14
Diagram6 M14
Diagram10 D11
Diagram13 O17
Diagram7 O14
Diagram4 E3
Diagram9 H7
Diagram9 E7
Diagram4 C3
Diagram3 C20
Diagram9 F18
Diagram9 J17
Diagram10 D17
Diagram10 E16
Diagram10 G14
Diagram11 F7
Diagram11 L14
Diagram14 C10
Diagram14 D10
Diagram14 I16
Diagram15 I17
Diagram9 E18
Diagram9 L17
Diagram10 E21
Diagram10 G20
Diagram11 E7
Diagram14 B10
Diagram14 D10
Diagram14 G16
Diagram15 H17
Diagram7 P10
Diagram8 L13
Diagram8 N13
Diagram8 P13
Diagram9 C19
Diagram7 O12
Diagram8 N13
Diagram8 O13
Diagram8 P13
Diagram9 B19
Diagram9 F19
Diagram14 B12
Diagram14 C12
Diagram14 D13
Diagram14 D13
Diagram10 C19
CONNECTOR
TABLE
CONNECTOR DIAGRAM
ZONE
P565
Diagram9 G18
P602_CP
Diagram5 N12
P601_CP
P650
P651
P652
P652
P653
P701
P701
P701
P701
P702
P702
P702
P702
P703
P704
P711
P712
P720
P721
P730
P730
P731
P732
P737
P800
P800
P801
P801
P802
P802P803
P803
P803P803P804
P804P805
P805P805P805P805P805P806
P806P806P806P806P806P806P806P808
P815
P820
P820P826
P830
P902
P903
PBPSW
PBPSW
PBRPS
PBRPS
PBS
PBS
PL
PL
PLLO
PLMS-(+)
PLMS-(-)
PLMS-1
PLMS-2
PLON
PLOS-B1
PLOS-B2
PLOS-F1
PLOS-F2
PLPM-(+)
PLPM-(-)
PLPSW
PLPSW
PLREL
PLREL
PLS-2
PLS-3
PLT-3
PLT-C
PLT-NO
PWR1-1
PWR1-2
PWR2-1
PWR2-2
R3
R3
R4
R4
R5
R5
R15
R15
R16
R16
R17
R17
R18
R18
R19
R19
R20
R20
R21
R21
R23
R23
R27
R27
R30
R30
R34
R34
R44
R44
R50
R50
R51
R51
R546
RBML
Diagram5 M12
Diagram15 K9
Diagram15 K5
Diagram15 K7
Diagram15 K8
Diagram12 K19
Diagram7 E11
Diagram10 N5
Diagram10 O5
Diagram10 P5
Diagram4 D13
Diagram7 M11
Diagram13 E11
Diagram15 K12
Diagram12 E10
Diagram11 M17
Diagram13 J16
Diagram13 I16
Diagram10 E11
Diagram10 G11
Diagram13 D14
Diagram13 E12
Diagram9 M18
Diagram9 K18
Diagram5 N20
Diagram3 N9
Diagram3 N10
Diagram3 M15
Diagram6 M6
Diagram6 C5
Diagram7 C5
Diagram6 L5
Diagram6 L5
Diagram7 L5
Diagram7 L6
Diagram6 B2
Diagram7 I2
Diagram6 D2
Diagram7 A2
Diagram7 C2
Diagram7 C2
Diagram7 D2
Diagram7 G2
Diagram6 G2
Diagram7 A2
Diagram7 B2
Diagram7 C2
Diagram7 D2
Diagram7 F2
Diagram7 G2
Diagram7 I2
Diagram6 I6
Diagram3 M13
Diagram6 H2
Diagram7 H2
Diagram6 I2
Diagram15 O16
Diagram8 F8
Diagram8 H8
Diagram13 F14
Diagram13 F14
Diagram4 H20
Diagram4 H21
Diagram6 H14
Diagram6 H14
Diagram11 O14
Diagram11 O14
Diagram3 E19
Diagram3 O12
Diagram3 O12
Diagram3 O12
Diagram3 O12
Diagram3 D19
Diagram3 C17
Diagram3 C17
Diagram3 C17
Diagram3 C17
Diagram3 O13
Diagram3 O14
Diagram3 M9
Diagram3 M10
Diagram3 D16
Diagram3 D17
Diagram11 N17
Diagram11 N18
Diagram11 N16
Diagram11 O16
Diagram11 O16
Diagram5 O11
Diagram5 O11
Diagram5 O11
Diagram5 O11
Diagram6 F12
Diagram6 F12
Diagram6 F12
Diagram6 F12
Diagram6 F16
Diagram6 F17
Diagram13 D12
Diagram13 D12
Diagram8 E12
Diagram8 E12
Diagram12 G7
Diagram12 G7
Diagram7 I15
Diagram7 I15
Diagram13 B12
Diagram13 B12
Diagram14 L19
Diagram14 L20
Diagram14 L19
Diagram14 L20
Diagram12 A7
Diagram12 A7
Diagram8 J10
Diagram8 J11
Diagram13 M14
Diagram13 M14
Diagram12 B7
Diagram12 B7
Diagram5 C8
Diagram5 C9
Diagram6 E8
Diagram6 E9
Diagram6 C9
Diagram6 C10
Diagram14 B13
Diagram15 J18
CONNECTOR
TABLE
CONNECTOR DIAGRAM
ZONE
RBML1
Diagram15 J19
RBML2_CP
Diagram15 J20
RBML2
RBML_CP
RBUL
RBUL
RCL1
RCL1
RCL2
RCL2
RDLLT
RDLLT
RDLT
RDLT
RDML
RDML_CP
RECDR
RECDR
RECDR-T1
RECDR-T1
RESLS-1
RESLS-2
RESLS-3
RFLT
RFSPK
RLESL
RLESL
RLSW-1
RLSW-2
RLSW-3
RPLA
RPLA
RPLG
RPLG
RPLR
RPLR
RRBB1
RRBB2
RRBH-(+)
RRBH-(-)
RRBL
RRBL
RRBPS
RRBPS_CP
RRL
RRL
RRSPK
RRSTL
RRSTL
RSCL1
RSCL1
RSCL2
RSCL2
RSCS-A
RSCS-B
RSCS_1-1
RSCS_1-2
RSCS_1-3
RSCS_1-4
RSCS_2-1
RSCS_2-2
RSP
RTMR1-A1
RTMR1-B2
RTMR1-C1
RTMR1-C2
RTMR1-D1
RTMR1-D2
RTMR1-F1
RTMR1-F2
RUESL
RUESL
SABS
SABS
SBL
SBPS
SBPS
SDISC-1
SDISC-2
SDISC-3
SDISC-4
SDISC-5
SDISC-6
SDISC-7
SDISC-8
SFSW
SFSW
SLLO
SLON
SLREL
SLREL
SONA(+)
SONA(-)
SPR_1
SPR_2
SPR_3
SPR_5
SPR_6
SPR_7
SPR_8
SPR_9
SPR_10
SPR_11
SPR_12
SPR_13
SPR_14
SPR_15
SPR_16
SPR_17
SPR_18
SPR_19
SPR_20
SPS
STRT1-1A
STRT1-1C
STRT1-2A
STRT1-2B
STRT1-3
STRT1-4B
Diagram15 J20
Diagram15 J18
Diagram11 E4
Diagram11 E4
Diagram9 K21
Diagram9 K21
Diagram9 L21
Diagram9 L21
Diagram9 D20
Diagram9 D21
Diagram9 E20
Diagram9 E21
Diagram15 H20
Diagram15 H20
Diagram6 L2
Diagram6 L2
Diagram7 L2
Diagram7 L3
Diagram10 E22
Diagram10 E22
Diagram10 E22
Diagram9 B21
Diagram5 M16
Diagram10 G21
Diagram10 G21
Diagram9 H6
Diagram9 H6
Diagram9 H6
Diagram14 G18
Diagram14 G19
Diagram14 G18
Diagram14 G19
Diagram14 F18
Diagram14 F19
Diagram14 E10
Diagram14 E10
Diagram11 C17
Diagram11 C17
Diagram11 D17
Diagram11 D17
Diagram15 J17
Diagram15 J18
Diagram11 I16
Diagram11 I17
Diagram5 O16
Diagram11 F17
Diagram11 F18
Diagram11 G19
Diagram11 G19
Diagram11 H19
Diagram11 H19
Diagram10 J10
Diagram10 J10
Diagram10 J10
Diagram10 J10
Diagram10 K10
Diagram10 K10
Diagram10 K10
Diagram10 K10
Diagram10 L11
Diagram7 O7
Diagram7 O8
Diagram7 O7
Diagram7 O8
Diagram7 L11
Diagram7 L12
Diagram7 L11
Diagram7 L12
Diagram10 F21
Diagram10 F21
Diagram13 O2
Diagram13 O2
Diagram11 I12
Diagram6 G14
Diagram6 G14
Diagram3 E15
Diagram3 E15
Diagram3 F15
Diagram3 F15
Diagram3 F15
Diagram3 E15
Diagram3 E15
Diagram3 F15
Diagram13 E16
Diagram13 E16
Diagram3 F19
Diagram3 G19
Diagram3 E16
Diagram3 E17
Diagram8 E13
Diagram8 E13
Diagram7 M5
Diagram6 M5
Diagram6 M8
Diagram8 I17
Diagram8 I17
Diagram8 I17
Diagram8 I17
Diagram8 J17
Diagram8 J17
Diagram8 J17
Diagram8 K17
Diagram8 I20
Diagram8 I20
Diagram8 I20
Diagram8 I20
Diagram8 J20
Diagram8 J20
Diagram8 J20
Diagram8 K20
Diagram13 H1
Diagram3 K10
Diagram3 K10
Diagram3 K11
Diagram3 K11
Diagram3 K10
Diagram3 K11
STRT1-4B- Diagram7 O1
STRT2-1A
Diagram3 K12
STRT2-2A
Diagram3 K13
STRT2-1B
STRT2-2B
STRT2-3
STRT2-4A
Diagram3 K12
Diagram3 K13
Diagram3 K12
Diagram3 K12
STRT2-4A- Diagram7 O2
T19
T20
Diagram15 O9
Diagram15 O9
TB-HTST-C1Diagram15 L2
CONNECTOR
TABLE
CONNECTOR DIAGRAM
ZONE
TB-HTST-C2Diagram15 M2
TB-HTST-D2Diagram15 M2
TB-HTST-D4Diagram15 M2
TB-HTST-E1 Diagram15 M2
TB-HTST-E2 Diagram15 M2
TB-HTST-F4 Diagram15 N2
TB-HTST-G1Diagram15 N2
TB-HTST-H1Diagram15 N2
TB-HTST-H2Diagram15 O2
TB-HTST-J1 Diagram15 O2
TB-HTST-K1Diagram15 O2
TB-HTST-K2Diagram15 P2
TB-HTST-K4Diagram15 O2
TB10-A1
Diagram8 J9
TB10-A4
Diagram8 J9
TB10-A3
TB10-C1
TB10-C2
TB10-C3
TB10-C4
TB10-D2
TB10-D3
TB10-D4
TB10-E1
TB10-E2
TB10-F1
TB10-F2
TB10-G1
TB10-H2
TB10-J1
TB10-J3
TB10-K1
TB10-K3
TB10-L1
TB10-M1
Diagram8 J9
Diagram9 C4
Diagram9 C4
Diagram9 C4
Diagram9 C4
Diagram8 J9
Diagram8 J9
Diagram8 J9
Diagram11 L5
Diagram11 L5
Diagram8 E9
Diagram8 E9
Diagram9 L4
Diagram9 L4
Diagram9 J5
Diagram9 J4
Diagram8 I16
Diagram8 I16
Diagram8 I12
Diagram9 J5
TB10-M3
Diagram9 J4
TB21-A2
Diagram12 E4
TB21-A1
TB21-A4
TB21-B1
TB21-B2
TB21-B3
TB21-C1
TB21-C2
TB21-D1
TB21-D2
TB21-D4
TB21-E1
TB21-F1
TB21-F2
TB21-F3
TB21-G1
TB21-G2
TB21-G3
TB21-H1
TB21-J1
TB21-J2
TB21-J3
TB21-K1
TB21-K2
TB21-L1
TB21-L2
TB21-L3
TB21-M1
TB21-M2
TB21-N1
TB21-N2
TB21-N3
TB21-P2
TB21-R1
TB21-R2
TB21-S1
TB21-S2
TB21-S4
TB21-T1
TB21-T2
TB21-T3
TB21-T4
TB21-V1
TB21-V2
TB21-W1
TB21-W2
TB21-W3
TB21-X1
TB21-X2
TB21-X3
TB21-X4
TB22-A1
TB22-A2
TB22-B1
TB22-B2
TB22-C1
TB22-C2
TB22-C4
TB22-D1
TB22-D2
TB22-D3
TB22-E1
TB22-E2
TB22-E3
TB22-E4
TB22-F1
TB22-F2
TB22-G1
TB22-G2
TB22-H1
TB22-H2
TB22-H4
TB22-J1
TB22-J2
TB22-K1
TB22-K2
TB22-L1
TB22-L2
TB22-P1
TB22-P2
TB22-R1
TB22-R2
TB22-S1
TB22-S2
TB22-S3
TB22-T1
TB22-T2
TB22-X1
TB22-X2
TB23-A1
Diagram12 E4
Diagram12 E4
Diagram5 M8
Diagram5 M8
Diagram5 M8
Diagram14 M18
Diagram14 M18
Diagram11 H4
Diagram11 H4
Diagram11 H4
Diagram10 A4
Diagram14 L18
Diagram14 L19
Diagram14 L18
Diagram14 K18
Diagram14 K19
Diagram14 K18
Diagram10 K4
Diagram13 D13
Diagram13 D13
Diagram13 D13
Diagram7 G13
Diagram7 G13
Diagram7 G13
Diagram7 G13
Diagram7 G13
Diagram7 G13
Diagram7 G13
Diagram7 G13
Diagram7 G13
Diagram7 G13
Diagram7 H13
Diagram10 J4
Diagram10 J4
Diagram10 J4
Diagram10 J4
Diagram10 J4
Diagram12 G5
Diagram12 G5
Diagram12 G5
Diagram12 G5
Diagram12 G5
Diagram12 G5
Diagram12 H5
Diagram12 H5
Diagram12 H5
Diagram7 I17
Diagram7 I17
Diagram7 I17
Diagram7 I17
Diagram8 I6
Diagram8 I7
Diagram11 K13
Diagram11 K14
Diagram9 L1
Diagram9 L1
Diagram9 L1
Diagram5 M7
Diagram5 M8
Diagram5 M8
Diagram14 D6
Diagram14 D7
Diagram14 D7
Diagram14 D7
Diagram5 M6
Diagram5 M7
Diagram6 J10
Diagram6 J11
Diagram4 F13
Diagram4 F13
Diagram4 F13
Diagram12 C6
Diagram12 C5
Diagram12 C6
Diagram12 C5
Diagram4 D14
Diagram4 D14
Diagram9 J7
Diagram9 J8
Diagram9 J7
Diagram9 J8
Diagram12 H5
Diagram12 H5
Diagram12 H5
Diagram11 B5
Diagram11 B5
Diagram7 N10
Diagram7 N10
Diagram7 N12
CONNECTOR
TABLE
CONNECTOR DIAGRAM
ZONE
TB23-A2
Diagram7 N13
TB23-B2
Diagram7 K12
TB23-B1
TB23-C1
TB23-D1
TB23-E1
TB23-F1
TB23-F2
TB23-G1
TB23-G2
TB23-H1
TB23-H2
TB23-H4
TB23-J1
TB23-J2
TB23-J3
TB23-J4
TB23-K1
TB23-K2
TB23-K4
TB23-L1
TB23-L2
TB23-L4
TB23-M1
TB23-M2
TB23-N1
TB23-N2
TB23-N4
TB23-R1
TB23-R2
TB23-S1
TB23-S2
TB23-T1
TB23-T2
TB23-V2
TB23-W1
TB23-X1
TB23-X2
TB24-A1
TB24-B1
TB24-B2
TB24-B4
TB24-C1
TB24-C2
TB24-D1
TB24-D2
TB24-E1
TB24-E2
TB24-E4
TB24-F1
TB24-F2
TB24-G1
TB24-G2
TB24-G3
TB24-H1
TB24-H2
TB24-J1
TB24-J2
TB24-J4
TB24-K2
TB24-K3
TB24-K4
TB24-L1
TB24-L3
TB24-L4
TB24-M1
TB24-M2
TB24-N1
TB24-N2
TB24-N4
TB24-R1
TB24-R2
Diagram7 K12
Diagram14 F13
Diagram14 G13
Diagram14 H13
Diagram14 C7
Diagram14 C7
Diagram8 G12
Diagram8 G12
Diagram8 F12
Diagram8 F12
Diagram8 F12
Diagram10 H9
Diagram10 H9
Diagram10 H9
Diagram10 H9
Diagram12 M4
Diagram12 M4
Diagram12 M4
Diagram7 J13
Diagram7 J13
Diagram7 J13
Diagram9 C9
Diagram9 C8
Diagram4 E12
Diagram4 E12
Diagram4 E12
Diagram9 K2
Diagram9 K2
Diagram12 N4
Diagram12 N4
Diagram7 E20
Diagram7 E19
Diagram7 N13
Diagram10 M16
Diagram7 E13
Diagram7 E13
Diagram10 D16
Diagram7 H13
Diagram7 H13
Diagram7 H13
Diagram7 A12
Diagram7 A12
Diagram5 L10
Diagram5 L10
Diagram7 F13
Diagram7 F13
Diagram7 F13
Diagram5 L10
Diagram5 L10
Diagram5 C5
Diagram5 C5
Diagram5 C5
Diagram4 D7
Diagram4 D7
Diagram5 A11
Diagram5 A11
Diagram5 A11
Diagram5 B11
Diagram5 B11
Diagram5 B11
Diagram5 D8
Diagram5 D8
Diagram5 D8
Diagram7 J16
Diagram7 J16
Diagram5 C11
Diagram5 C11
Diagram5 C11
Diagram11 K4
Diagram11 K4
TB24-S1
Diagram10 K14
TB24-T1
Diagram10 I14
TB24-S2
TB24-T2
TB24-V1
TB24-V2
TB24-V4
TB24-W1
TB24-W2
TB24-X1
TB24-X3
TB25-A1
TB25-A2
TB25-B1
TB25-B2
TB25-C1
TB25-C2
TB25-D1
TB25-D2
TB25-E1
TB25-E2
TB25-F1
TB25-F2
TB25-G1
TB25-G2
TB25-H1
TB25-H2
TB25-K1
TB25-K2
TB25-L1
TB25-L2
TB25-M1
TB25-M2
TB25-N1
TB25-N2
TB25-P1
TB25-P2
TB25-R1
TB25-R2
TB25-S1
TB25-S2
TB25-T1
TB25-T2
TB25-V1
TB25-V2
TB25-V3
TB25-V4
TB25-W1
TB25-W2
TB25-X1
TB25-X2
TB26-A1
TB26-A2
TB26-A3
TB26-A4
TB26-B1
TB26-B3
TB26-B4
Diagram10 K14
Diagram10 I14
Diagram5 O6
Diagram5 O7
Diagram5 O7
Diagram6 G9
Diagram6 G10
Diagram13 I12
Diagram13 I11
Diagram12 H5
Diagram12 H5
Diagram12 I5
Diagram12 I5
Diagram12 I5
Diagram12 I5
Diagram12 I5
Diagram12 I5
Diagram12 I5
Diagram12 I5
Diagram12 J5
Diagram12 J5
Diagram12 J5
Diagram12 J5
Diagram12 J5
Diagram12 J5
Diagram4 B15
Diagram4 B15
Diagram4 B15
Diagram4 B15
Diagram13 F6
Diagram13 F6
Diagram4 C19
Diagram4 C20
Diagram12 J5
Diagram12 J5
Diagram12 J5
Diagram12 J5
Diagram12 J5
Diagram12 J5
Diagram12 K5
Diagram12 K5
Diagram7 F9
Diagram7 F9
Diagram7 F9
Diagram7 F9
Diagram12 O4
Diagram12 O4
Diagram12 O4
Diagram12 O4
Diagram12 A6
Diagram12 A5
Diagram12 A6
Diagram12 A5
Diagram12 A6
Diagram12 A6
Diagram12 A5
CONNECTOR
TABLE
CONNECTOR DIAGRAM
ZONE
TB26-C1
Diagram12 B6
TB26-D1
Diagram12 D6
TB26-C2
TB26-D2
TB26-E1
TB26-E2
TB26-F1
TB26-F2
TB26-G1
TB26-G2
TB26-H1
TB26-H2
TB26-J1
TB26-J2
TB26-K1
TB26-K2
TB26-K3
TB26-K4
TB26-L1
TB26-L2
TB26-L3
TB26-L4
TB26-M1
TB26-M2
TB26-M3
TB26-M4
TB26-M5
TB26-N1
TB26-N2
TB26-P1
TB26-P2
TB26-R1
TB26-R2
TB26-S1
TB26-S2
TB26-T1
TB26-T2
TB26-V2
TB27-A1
TB27-A2
TB27-A3
TB27-B1
TB27-B2
TB27-B3
TB27-C1
TB27-C2
TB27-C3
TB27-D1
TB27-D2
TB27-E1
TB27-E2
TB27-E4
TB27-F1
TB27-F2
TB27-F4
TB27-G1
TB27-H1
TB27-H2
TB27-J1
TB27-J2
TB27-J3
TB27-J4
TB27-K1
TB27-K3
TB27-L1
TB27-L3
TB27-M1
TB27-M2
TB27-P1
TB27-P2
TB27-R1
TB27-R2
TB27-R3
TB27-R4
TB27-S1
TB27-S2
TB27-S3
TB27-S4
TB27-T1
TB27-T2
TB27-T3
TB27-V1
TB27-V2
TB27-W1
TB27-W2
TB27-W3
TB27-W4
TB27-X1
TB27-X2
TB28-A1
TB28-A2
TB28-B1
TB28-B2
TB28-C1
TB28-C2
TB28-D1
TB28-D2
TB28-E1
TB28-E2
TB28-F1
TB28-F2
TB28-G1
TB28-G2
TB28-H1
TB28-H2
TB28-J1
TB28-J3
TB28-J4
TB28-K1
TB28-L1
TB28-M1
TB28-M4
TB28-N1
TB28-N4
TB28-P1
TB28-P4
TB28-R1
TB28-R2
TB28-R4
TB28-S1
TB28-S2
TB28-T1
TB28-T2
TB28-V1
TB28-V2
TB28-W1
TB28-W2
TB28-X1
TB28-X2
TB29-A1
Diagram12 B5
Diagram12 D5
Diagram12 B6
Diagram12 B5
Diagram12 B6
Diagram12 B5
Diagram12 B6
Diagram12 B5
Diagram12 C6
Diagram12 C5
Diagram12 C6
Diagram12 C5
Diagram12 D7
Diagram12 D7
Diagram12 E7
Diagram12 E7
Diagram12 E7
Diagram12 E7
Diagram12 E7
Diagram12 E7
Diagram12 E7
Diagram12 E7
Diagram12 E7
Diagram12 E7
Diagram12 E7
Diagram8 B15
Diagram8 B15
Diagram8 B15
Diagram8 B15
Diagram8 C15
Diagram8 C15
Diagram8 D15
Diagram8 D15
Diagram9 F14
Diagram9 F14
Diagram9 F14
Diagram6 A10
Diagram6 A10
Diagram6 A10
Diagram6 B10
Diagram6 B10
Diagram6 B10
Diagram6 B10
Diagram6 B10
Diagram6 B10
Diagram6 B10
Diagram6 B10
Diagram6 C8
Diagram6 C8
Diagram6 C8
Diagram6 E10
Diagram6 E11
Diagram6 F11
Diagram6 G8
Diagram6 D8
Diagram6 D8
Diagram6 F14
Diagram6 F14
Diagram6 F14
Diagram6 F14
Diagram6 D8
Diagram6 D8
Diagram6 D8
Diagram6 D8
Diagram6 B10
Diagram6 B10
Diagram6 F18
Diagram6 F19
Diagram4 C20
Diagram4 C20
Diagram4 C20
Diagram4 C20
Diagram6 F10
Diagram6 F11
Diagram6 F10
Diagram6 F11
Diagram6 D10
Diagram6 D11
Diagram6 E10
Diagram6 E10
Diagram6 E11
Diagram6 E10
Diagram6 E11
Diagram6 E11
Diagram6 E11
Diagram6 E10
Diagram6 E11
Diagram6 K9
Diagram6 K9
Diagram12 G18
Diagram12 G18
Diagram12 G18
Diagram12 G18
Diagram6 M10
Diagram6 M10
Diagram6 M10
Diagram6 M10
Diagram4 K9
Diagram4 K9
Diagram4 K9
Diagram4 K9
Diagram4 K12
Diagram4 K12
Diagram5 D3
Diagram5 D3
Diagram5 D4
Diagram13 I5
Diagram6 M10
Diagram13 G12
Diagram13 G13
Diagram13 H12
Diagram13 H13
Diagram13 H12
Diagram13 H13
Diagram13 H12
Diagram13 H13
Diagram13 H13
Diagram6 I9
Diagram6 I9
Diagram6 I9
Diagram6 I9
Diagram6 I9
Diagram6 I9
Diagram14 A6
Diagram14 A6
Diagram13 A10
Diagram13 A11
Diagram10 D4
CONNECTOR
TABLE
CONNECTOR DIAGRAM
ZONE
TB29-A2
Diagram10 D4
TB29-B2
Diagram10 D4
TB29-B1
TB29-C1
TB29-C2
TB29-D1
TB29-D2
TB29-E1
TB29-E2
TB29-F1
TB29-F2
TB29-G1
TB29-G2
TB29-H1
TB29-H2
TB29-J1
TB29-J2
TB29-K1
TB29-K2
TB29-L1
TB29-L2
TB29-M1
TB29-M2
TB29-N1
TB29-N2
TB29-P1
TB29-P2
TB29-R1
TB29-R2
TB29-S1
TB29-S2
TB29-T1
TB29-T2
TB29-V1
TB29-V2
TB29-W1
TB29-W2
TB29-X1
TB29-X2
TB29-X4
TB29-X5
TB30-A1
TB30-A2
TB30-B1
TB30-B2
TB30-B3
TB30-B4
TB30-C1
TB30-C2
TB30-D1
TB30-D2
TB30-D4
TB30-G1
TB30-G2
TB30-H1
TB30-H2
TB30-J1
TB30-J2
TB30-K1
TB30-K2
TB30-K3
TB30-K4
TB30-L2
TB30-L4
TB30-M1
TB30-M2
TB30-N1
TB30-T1
TB30-W1
TB30-W4
TB30-X1
TB30-X2
Diagram10 D4
Diagram10 E4
Diagram10 E4
Diagram10 E4
Diagram10 E4
Diagram10 E4
Diagram10 E4
Diagram10 E4
Diagram10 E4
Diagram10 E4
Diagram10 E4
Diagram10 F4
Diagram10 F4
Diagram10 F4
Diagram10 F4
Diagram10 F4
Diagram10 F4
Diagram10 F4
Diagram10 F4
Diagram10 G4
Diagram10 G4
Diagram10 G4
Diagram10 G4
Diagram10 G4
Diagram10 G4
Diagram6 G18
Diagram6 G18
Diagram6 F18
Diagram6 F18
Diagram12 F19
Diagram12 F19
Diagram12 E19
Diagram12 E19
Diagram12 E19
Diagram12 E19
Diagram12 F19
Diagram12 F19
Diagram12 F19
Diagram12 F19
Diagram13 J11
Diagram13 J11
Diagram13 K11
Diagram13 J11
Diagram13 K11
Diagram13 K11
Diagram13 J11
Diagram13 J11
Diagram13 B10
Diagram13 B11
Diagram13 B11
Diagram13 K11
Diagram13 K11
Diagram13 J11
Diagram13 J11
Diagram13 L11
Diagram13 L11
Diagram13 J11
Diagram13 J11
Diagram13 K11
Diagram13 K11
Diagram13 J11
Diagram13 L11
Diagram13 K11
Diagram13 K11
Diagram13 I5
Diagram13 H5
Diagram13 H5
Diagram13 H5
Diagram6 K9
Diagram6 K9
TB30-X4
Diagram6 K9
TB31-A2
Diagram6 H9
TB31-A1
TB31-B1
TB31-B2
TB31-C1
TB31-C2
TB31-D1
TB31-D2
TB31-E1
TB31-E2
TB31-F1
TB31-F2
TB31-G1
TB31-G2
TB31-G3
TB31-H1
TB31-H2
TB31-J1
TB31-J2
TB31-K1
TB31-K2
TB31-L1
TB31-L2
TB31-L3
TB31-M1
TB31-M2
TB31-M4
TB31-N2
TB31-N3
TB31-N4
TB31-P1
TB31-P2
TB31-R1
TB31-R2
TB31-S1
TB31-S2
TB31-T1
TB31-T2
TB31-V1
TB31-V2
TB31-V4
TB31-W1
TB31-W2
TB31-W3
TB31-X1
TB32-A1
TB32-A2
TB32-B1
TB32-B2
TB32-C1
TB32-C2
TB32-D1
TB32-D2
TB32-E1
TB32-E2
TB32-F1
TB32-F2
Diagram6 H9
Diagram6 I9
Diagram6 I9
Diagram6 I9
Diagram6 I9
Diagram6 I9
Diagram6 I9
Diagram10 K4
Diagram10 K4
Diagram10 K4
Diagram10 K4
Diagram10 L4
Diagram10 L4
Diagram10 L4
Diagram10 K4
Diagram10 K4
Diagram10 O7
Diagram10 O7
Diagram10 P7
Diagram10 P7
Diagram10 O7
Diagram10 O7
Diagram10 P7
Diagram10 L4
Diagram10 L4
Diagram10 L4
Diagram10 M6
Diagram10 L4
Diagram10 M6
Diagram10 O7
Diagram10 O7
Diagram10 O7
Diagram10 O7
Diagram10 N7
Diagram10 N7
Diagram10 N7
Diagram10 N7
Diagram10 M5
Diagram10 M6
Diagram10 M6
Diagram10 M5
Diagram10 M6
Diagram10 M5
Diagram6 F8
Diagram15 I14
Diagram15 I15
Diagram15 I14
Diagram15 I15
Diagram15 J14
Diagram15 J15
Diagram13 F10
Diagram13 F11
Diagram13 F10
Diagram13 F11
Diagram13 G10
Diagram13 G11
CONNECTOR
TABLE
CONNECTOR DIAGRAM
ZONE
TB32-G1
Diagram4 J12
TB32-H1
Diagram4 J12
TB32-G4
TB32-H2
TB32-J1
TB32-J4
TB32-K1
TB32-K2
TB32-K3
TB32-L2
TB32-M1
TB32-M2
TB32-N2
TB32-P1
TB32-P2
TB32-R1
TB32-R2
TB32-S1
TB32-T1
TB33-A2
TB33-B2
TB33-C1
TB33-D1
TB33-E1
TB33-F1
TB33-G1
TB33-H1
TB33-J1
TB33-J2
TB33-K1
TB33-K2
TB33-K3
TB33-L1
TB33-L2
TB33-L4
TB33-M1
TB33-M2
TB33-N1
TB33-N2
TB33-P1
TB33-P2
TB33-P3
TB33-R1
TB33-R2
TB33-R4
TB33-S1
TB33-S2
TB33-T1
TB33-T2
TB33-V1
TB33-V2
TB33-W1
TB33-W2
TB34-A1
TB34-A2
TB34-B1
TB34-B2
TB34-C1
TB34-C2
TB34-D1
TB34-D2
TB34-E1
TB34-E2
TB34-F1
TB34-F2
TB34-F4
TB34-J1
TB34-J2
TB34-K1
TB34-K2
TB34-L1
TB34-M1
TB34-M2
TB34-N1
TB34-N2
TB34-P1
TB34-P2
TB34-R1
TB34-R2
TB34-S1
TB34-S2
TB34-T1
TB34-T2
TB34-V1
TB34-V2
TB34-W1
TB34-W2
TB34-X1
TB34-X2
TB35-A1
TB35-A2
TB35-B2
TB35-B3
TB35-B4
TB35-C1
TB35-C2
TB35-C4
TB35-D1
TB35-D2
TB35-E1
TB35-E2
TB35-E4
TB35-F1
TB35-F2
TB35-F3
TB35-F4
TB35-G1
TB35-G2
TB35-G4
TB35-H1
TB35-H2
TB35-H4
TB35-J1
TB35-J2
TB35-J3
TB35-J4
TB35-K1
TB35-K2
TB35-K3
TB35-K4
TB35-L1
TB35-L2
TB35-L3
TB35-M1
TB35-M2
TB35-M3
TB35-N1
TB35-N2
TB35-P1
TB35-P2
Diagram4 J12
Diagram4 J12
Diagram7 L15
Diagram7 L15
Diagram7 I13
Diagram7 I13
Diagram7 I13
Diagram13 B13
Diagram4 H18
Diagram4 H18
Diagram4 H18
Diagram15 G9
Diagram15 G9
Diagram15 G9
Diagram15 G9
Diagram7 J13
Diagram7 M11
Diagram13 P5
Diagram13 P5
Diagram10 I4
Diagram10 I4
Diagram10 I4
Diagram10 I4
Diagram10 H4
Diagram10 I4
Diagram10 B4
Diagram10 B4
Diagram10 B4
Diagram10 B4
Diagram10 B4
Diagram10 B4
Diagram10 B4
Diagram10 B4
Diagram10 A4
Diagram10 A4
Diagram10 C4
Diagram10 C4
Diagram10 C4
Diagram10 C4
Diagram10 C4
Diagram10 C4
Diagram10 C4
Diagram10 C4
Diagram10 C4
Diagram10 C4
Diagram10 H4
Diagram10 H4
Diagram10 H4
Diagram10 H4
Diagram10 H4
Diagram10 H4
Diagram8 J5
Diagram8 J6
Diagram8 K5
Diagram8 K5
Diagram8 L5
Diagram8 L5
Diagram9 B14
Diagram9 B14
Diagram9 B8
Diagram9 B9
Diagram8 L9
Diagram8 L9
Diagram8 L9
Diagram9 F5
Diagram9 F6
Diagram9 F5
Diagram9 F6
Diagram9 F11
Diagram13 N11
Diagram13 N11
Diagram8 E16
Diagram8 E16
Diagram14 G8
Diagram14 G8
Diagram14 G8
Diagram14 G8
Diagram14 G8
Diagram14 G8
Diagram4 B5
Diagram4 B5
Diagram14 I7
Diagram14 I8
Diagram14 L13
Diagram14 L13
Diagram14 K13
Diagram14 K13
Diagram11 M12
Diagram11 M13
Diagram11 M13
Diagram11 M12
Diagram11 M13
Diagram13 D10
Diagram13 D11
Diagram13 D11
Diagram12 P4
Diagram12 P4
Diagram9 I14
Diagram9 I14
Diagram9 I14
Diagram6 G18
Diagram6 G19
Diagram6 G18
Diagram6 G19
Diagram11 H9
Diagram11 H10
Diagram11 H10
Diagram11 H9
Diagram11 H10
Diagram11 H10
Diagram9 K14
Diagram9 K14
Diagram9 K14
Diagram9 K14
Diagram9 K14
Diagram9 K14
Diagram9 K14
Diagram9 K14
Diagram11 C12
Diagram11 C13
Diagram11 D12
Diagram10 E17
Diagram10 E17
Diagram10 F17
Diagram10 O14
Diagram10 O14
Diagram8 F16
Diagram8 F16
CONNECTOR
TABLE
CONNECTOR DIAGRAM
ZONE
TB35-R1
Diagram13 M11
TB35-R3
Diagram13 M11
TB35-R2
TB35-R4
TB35-S1
TB35-S2
TB35-S3
TB35-S4
TB35-T1
TB35-T2
TB35-V1
TB35-V2
TB35-W1
TB35-W2
TB35-W3
TB36-A1
TB36-A2
TB36-B1
TB36-B2
TB36-C1
TB36-C2
TB36-C3
TB36-C4
TB36-D1
TB36-D2
TB36-E1
TB36-E2
TB36-F1
TB36-F2
TB36-F4
TB36-G1
TB36-G2
TB36-G4
TB36-H1
TB36-H2
TB36-H4
TB36-J1
TB36-J2
TB36-J3
TB36-J4
TB36-J5
TB36-K1
TB36-K2
TB36-K3
TB36-K4
TB36-K5
TB36-L1
TB36-L2
TB36-L4
TB36-M1
TB36-M2
TB36-M4
Diagram13 M12
Diagram13 M12
Diagram12 F5
Diagram12 F5
Diagram12 G5
Diagram12 G5
Diagram8 G12
Diagram8 G12
Diagram12 F4
Diagram12 F4
Diagram13 L11
Diagram13 L11
Diagram13 L11
Diagram14 L7
Diagram14 L8
Diagram14 L7
Diagram14 L8
Diagram14 L7
Diagram14 L8
Diagram14 L7
Diagram14 L8
Diagram14 N7
Diagram14 N8
Diagram14 N7
Diagram14 N8
Diagram12 K5
Diagram12 K5
Diagram12 K5
Diagram12 K5
Diagram12 K5
Diagram12 K5
Diagram12 L5
Diagram12 L5
Diagram12 L5
Diagram12 L5
Diagram12 L5
Diagram14 M7
Diagram14 M8
Diagram12 L5
Diagram14 N14
Diagram14 N15
Diagram14 N14
Diagram14 N14
Diagram14 N15
Diagram14 M14
Diagram14 M15
Diagram14 M15
Diagram14 N14
Diagram14 N15
Diagram14 N15
TB36-N1
Diagram14 N14
TB36-N4
Diagram14 N15
TB36-N2
TB36-P1
TB36-P2
TB36-R1
TB36-R2
TB36-R4
TB36-S1
TB36-S2
TB36-T1
TB36-T2
TB60-A1
TB60-A2
TB60-B1
TB60-B2
TB60-D1
TB60-D2
TB60-D4
TB60-E1
TB60-E2
TB60-E4
TB60-F1
TB60-F2
TB60-F3
TB60-F4
TB60-G1
TB60-G2
TB60-H1
TB60-H2
TB60-J1
TB60-J2
TB60-K1
TB60-K2
TB60-L1
TB60-L2
TB60-M1
TB60-M2
TB61-A1
TB61-A2
TB61-A4
TB61-B1
TB61-B2
TB61-C1
TB61-D1
TB61-D2
TB61-E1
TB61-E2
TB61-F1
TB61-F2
TB61-G1
TB61-G2
TB61-H1
TB61-H2
TB61-J1
TB61-J2
TB61-M1
TB61-M2
TB61-M4
VEC89-P1
VEC89-P1
VEC89-P1
VEC89-P1
VEC89-P1
VEC89-P1
VEC89-P1
VEC89-P2
VEC89-P2
VEC89-P2
VEC89-P2
VEC89-P2
VEC89-P2
VEC89-P2
VEC89-P4
VEC89-P4
VEC89-P4
VEC89-P4
VEC89-P4
Diagram14 N15
Diagram14 J13
Diagram14 J14
Diagram14 J13
Diagram14 J14
Diagram14 K14
Diagram14 J13
Diagram14 J14
Diagram14 J13
Diagram14 J14
Diagram11 G12
Diagram11 G13
Diagram13 L15
Diagram13 L15
Diagram11 H12
Diagram11 H13
Diagram11 H13
Diagram11 H12
Diagram11 H13
Diagram11 H13
Diagram11 C15
Diagram11 C16
Diagram11 D16
Diagram11 D16
Diagram11 C15
Diagram11 C16
Diagram11 G12
Diagram11 G13
Diagram10 N17
Diagram10 N18
Diagram10 N17
Diagram10 N18
Diagram11 M15
Diagram11 M15
Diagram13 L15
Diagram13 L15
Diagram11 B15
Diagram11 B16
Diagram11 B16
Diagram11 B15
Diagram11 B16
Diagram11 B15
Diagram14 N4
Diagram14 N4
Diagram14 N4
Diagram14 N4
Diagram14 N4
Diagram14 N4
Diagram14 N4
Diagram14 N4
CONNECTOR
TABLE
CONNECTOR DIAGRAM
ZONE
VEC89-P4
Diagram13 N10
VEC89-P9
Diagram8 N5
VEC89-P4
VEC89-P9
VEC89-P9
Diagram13 N12
Diagram8 O5
Diagram11 D7
VEC89-P11 Diagram9 I9

VEC89-P11 Diagram11 D5
VEC89-P11 Diagram11 D8
VEC89-P11 Diagram11 G5
VEC89-P12 Diagram8 L6
VEC89-P12 Diagram9 G11

VEC89-P12 Diagram9 K9

VEC89-P12 Diagram11 H8
VEC89-S5A Diagram5 B14

VEC89-S8A Diagram5 C14

VEC90-P1
Diagram4 D9
VEC90-P1
Diagram7 H10
VEC90-P1
VEC90-P1
VEC90-P2
VEC90-P2
VEC90-P2
VEC90-P2
VEC90-P3
VEC90-P3
VEC90-P3
VEC90-P4
VEC90-P4
VEC90-P4
VEC90-P4
VEC90-P4
VEC90-P9
VEC90-P9
VEC90-P9
Diagram4 D12
Diagram12 G20
Diagram4 B6
Diagram4 B8
Diagram14 H9
Diagram14 H12
Diagram4 B6
Diagram4 C12
Diagram14 G12
Diagram4 D12
Diagram12 C7
Diagram12 C9
Diagram14 I6
Diagram15 G7
Diagram7 G10
Diagram7 K10
Diagram7 L7

VEC90-P12 Diagram7 J10
VEC90-S7A Diagram5 D14

VEC90-S7B Diagram5 D14
VEC90-S8A Diagram5 C14
VEC90-S8B Diagram5 D14

VEC91-P1
Diagram10 A5
VEC91-P1
Diagram10 C5
VEC91-P1
VEC91-P1
VEC91-P1
VEC91-P1
VEC91-P2
VEC91-P2
VEC91-P2
VEC91-P2
VEC91-P2
VEC91-P2
VEC91-P2
VEC91-P3
VEC91-P3
VEC91-P3
VEC91-P3
VEC91-P4
VEC91-P4
VEC91-P4
VEC91-P4
VEC91-P4
VEC91-P4
VEC91-P4
VEC91-P4
VEC91-P9
VEC91-P9
VEC91-P9
VEC91-P9
VEC91-P9
VEC91-P9
Diagram10 A7
Diagram10 C7
Diagram14 L15
Diagram14 L17
Diagram4 K15
Diagram6 A11
Diagram6 B11
Diagram6 B11
Diagram6 B11
Diagram8 G15
Diagram10 F5
Diagram4 K13
Diagram4 K13
Diagram9 K3
Diagram10 F7
Diagram4 K13
Diagram4 L13
Diagram6 L10
Diagram6 L10
Diagram10 D14
Diagram11 M11
Diagram12 G20
Diagram15 F7
Diagram5 C17
Diagram5 O5
Diagram6 J9
Diagram8 G15
Diagram10 H15
Diagram10 L15
VEC91-P10 Diagram5 C6
VEC91-P10 Diagram10 M15

VEC91-P12 Diagram6 B11

VEC91-S5A Diagram5 F14
VEC91-S6A Diagram5 E14

VEC91-S6B Diagram5 E14
VHMS
Diagram12 F21
WADT-2
Diagram11 M8
WADT-1
WADT-4
WADT-6
WIF
WW+
WW-
Diagram11 M8
Diagram11 M8
Diagram11 M8
Diagram6 H4
Diagram11 N8
Diagram11 N8
Diagram12 F9
Diagram12 F9
Diagram12 F9
Diagram12 F9
Diagram11 F13
Diagram11 F13
Diagram11 F13
Diagram9 B10
Diagram9 B13
Diagram11 H5
Diagram11 H8
Diagram13 C15
Diagram14 B3
Diagram14 C6
Diagram8 I5
Diagram10 D6
Diagram10 D7
Diagram10 H10
Diagram13 B15
Diagram13 B17
Diagram13 M12
Diagram7 A10
Diagram7 E18
Diagram9 C10
Diagram12 P2
Diagram13 C16
58E-06-02000-00
NOV 11
830E-1AC
A40851 & UP
Sheet 20 of 20

Shop Manual 830E-1 A40851 & UP PDF

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Shop Manual 830E-1 A40851 & UP PDF

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CEBM027400

This material is proprietary to Komatsu America

NON-OEM PARTS IN CRITICAL SYSTEMS

This ALERT symbol is used with the signal words,

DANGER identifies a specific potential hazard WHICH WILL

WARNING identifies a specific potential hazard WHICH

CAUTION is used for general reminders of proper safety

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

KOMATSU MODEL 830E-AC TRUCK

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

MAJOR COMPONENT DESCRIPTION

The 830E-AC Dump Truck is an off-highway, rear

The operator cab has been engineered for operator

Traction Alternator (G.E. GTA-41)

Main Control Cabinet

AC Induction Traction Motorized Wheels

Major Component Description

FIGURE 16-1. TRUCK COMPONENTS

Major Component Description

20. Rear Axle Hatch

AC ELECTRIC DRIVE SYSTEM

Alternator . . . . . . . . . . . . .General Electric GTA - 41

Hoist . . . . . . . . . . . . . . . . . . . .17 240 kPa (2,500 psi)

Major Component Description

DUMP BODY CAPACITIES AND DIMENSIONS

OVERALL TRUCK DIMENSIONS

14.4 m (47 ft. 3 in.)

Major Component Description

General Safety and Operating Instructions

Precautions When Traveling In Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10

General Safety and Operating Instructions

Handling High Pressure Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19

General Safety and Operating Instructions

IN-CAB CONTROL PANEL FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-42

General Safety and Operating Instructions

Read and follow all safety precautions. Failure to

Clothing And Personal Items

Ensure all guards and covers are in their proper

Leaving The Operators Seat

Learn the proper use of safety features such as

While leaving the operator's seat, DO NOT touch any

Never remove any safety features. Always keep

Move the directional control lever to the PARK

Improper use of safety features may result in

Lower the dump body, and move the hoist control

General Safety and Operating Instructions

Precautions For High Temperature Fluids

Mounting And Dismounting

Asbestos Dust Hazard Prevention

Operate the machine or perform tasks with the

Ensure fire extinguishers

General Safety and Operating Instructions

Fire Prevention For Fuel And Oil