Komatsu Truck 930-4 Shop Manual CEBM017904

CEBM017904
Shop
Manual
DUMP TRUCK
SERIAL NUMBERS
A30462 - A30600
Unsafe use of this machine may cause serious injury or death. Operators and maintenance personnel must read and understand this manual before operating or maintaining this machine.
This manual should be kept in or near the machine for reference, and periodically reviewed by all
personnel who will come into contact with it.
This material is proprietary to Komatsu 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.
CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust, some of its constituents, and certain vehicle
components contain or emit chemicals known to the State of California
to cause cancer, birth defects or other reproductive harm.
CALIFORNIA
Proposition 65 Warning
Battery posts, terminals and related accessories contain lead and lead
compounds, chemicals known to the State of California to cause cancer
and birth defects or other reproductive harm. Wash hands after handling.
NON-OEM PARTS IN CRITICAL SYSTEMS

For safety reasons, Komatsu America Corp. strongly recommends against the use
of non-OEM replacement parts in critical systems of all Komatsu equipment. Critical
systems include but are not limited to steering, braking and operator safety 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 manual is written for use by the operator and/or the service technician. It is designed to help these persons to
become fully knowledgeable of the truck and all of its systems in order to keep it operating safely and efficiently. All
operators and maintenance personnel should read and understand the information in this manual before operating
the truck or performing maintenance and/or operational checks on the truck. All safety notices, warnings, and
cautions should be understood and followed when operating the truck or performing 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 typical of the component shown and may not be an exact reproduction of
what is found on the truck.
This manual shows dimensioning of U.S. standard and metric (SI) units throughout. All references to right, left,
front, or rear are made with respect to the operator's normal seated position unless specifically stated otherwise.
When assembly instructions are provided without references to specific torque values, standard torque values
should be used. Standard torque values are shown in torque charts in the General Information section of this
manual. Specific torques, when provided in the text, are in bold face type, such as 135 Nm (100 ft lbs). All torque
specifications have 10% tolerance unless otherwise specified.
A product identification plate is located on the frame in front of the right side front wheel. It designates the Truck
Model Number, Product Identification Number (vehicle serial number), and Maximum GVW (Gross Vehicle Weight)
rating.
The KOMATSU truck model designation consists of three numbers and one letter (i.e. 930E).
The three numbers represent the basic truck model.
The letter E designates an Electrical wheel motor drive system.
The Product Identification Number (vehicle serial number) contains information which identifies several
characteristics of this unit. For a more detailed explanation, see the end of Section A4.
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 maximum GVW.
GVW is total weight: empty vehicle weight + fuel & lubricants + payload.
To determine the allowable payload, fill all lubricants to the proper level and fill the fuel tank of an empty truck
(which includes all accessories, body liners, tailgates, etc.), and then weigh the truck. Record this value and
subtract it from the GVW. The result is the allowable payload.
NOTE: Accumulations of mud, frozen material, etc, become part of the GVW and reduces the allowable payload.
To maximize payload and to keep from exceeding the maximum GVW rating, these accumulations should be
removed as often as practical.
Exceeding the allowable payload will reduce the expected life of truck components.
A00041 12/06
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
12/06 A00041
TABLE OF CONTENTS
SUBJECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A
STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
ENGINE SYSTEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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
A00041 12/06
Introduction
A-3
KOMATSU MODEL 930E-4 DUMP TRUCK
A-4
Introduction
12/06 A00041
SECTION A
GENERAL INFORMATION
INDEX
MAJOR COMPONENTS & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2
GENERAL SAFETY AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3
WARNINGS AND CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4
STANDARD TORQUE CHARTS AND CONVERSION TABLES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5
STORAGE PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7
A01001 02/94
Index
A1-1
NOTES
A1-2
Index
02/94 A01001
MAJOR COMPONENTS & SPECIFICATIONS

TRUCK AND ENGINE
OPERATORS CAB
The 930E-4 Dump Truck is an off-highway, rear

dump truck with AC Electric Drive. The gross vehicle
weight is 1,100,000 lbs (498,960 kg). The engine is a
Komatsu SSDA16V160 rated @ 2700 HP (2014 kW).
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
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.
MAIN ALTERNATOR
The diesel engine drives an in-line alternator at
engine speed. The alternator produces AC current
which is rectified to DC within the main control
cabinet. The rectified DC power is converted back to
AC by groups of devices called "inverters", which are
also within the main control cabinet. Each inverter
consists of six phase modules under the control of a
gate driver power converter (GDPC). The two
GDPCs control the operation of each phase module.
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.
Cooling air for the control/power group and wheel
motors, as well as the alternator itself, is provided by
dual fans mounted on the alternator shaft.
AC INDUCTION TRACTION MOTORIZED

WHEELS
The alternator output supplies electrical energy to the
two wheel motors attached to the rear axle housing.
The motorized wheels use three-phase AC induction
motors with full-wave AC power.
The two wheel motors convert electrical energy back
to mechanical energy through built-in gear trains
within the wheel motor assembly. The direction of the
wheel motors is controlled by a directional control
lever located on the center console.
POWER STEERING
The truck is equipped with a full time power steering
system which provides positive steering control with
minimum operator effort. The system includes
nitrogen-charged accumulators which automatically
provide emergency power if the steering hydraulic
pressure is reduced below an established minimum.
DYNAMIC RETARDING
The dynamic retarding is used to slow the truck
during normal operation or control speed coming
down a grade. The dynamic retarding ability of the
electric system is controlled by the operator through
the activation of the retarder pedal (or by operating a
lever on the steering wheel) in the operators cab and
by setting the RSC (Retarder Speed Control).
Dynamic retarding is automatically activated, if the
truck speed goes to a preset overspeed setting.
BRAKE SYSTEM
Service brakes at each wheel are oil-cooled multiple
disc brakes applied by an all-hydraulic actuation
system. Depressing the brake pedal actuates both
front and rear brakes after first applying the retarder.
All wheel brakes will be applied automatically if the
brake system pressure decreases below a preset
minimum.
SUSPENSION
Hydrair II 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.
A02074 1/07
The parking brake is a dry disc type, mounted

inboard on each rear wheel motor, and is springapplied and hydraulically-released with wheel speed
application protection (will not apply with truck
moving).
Major Components & Specifications
A2-1
A2-2
1/07 A02074
SPECIFICATIONS
These specifications are for the standard Komatsu 930E-4 Truck. Customer options may change this listing.
ENGINE
Komatsu SSDA16V160
No. of Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Operating Cycle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-Stroke
Rated Brake HP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2700 HP (2014 kW) @ 1900 RPM
Flywheel HP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2550 HP (1902 kW) @ 1900 RPM
Weight (Wet)* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9608 kg (21,182 lbs)
* Weight does not include Radiator, Sub-frame, or Alternator.
AC ELECTRIC DRIVE SYSTEM

(AC/DC Current)
Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General Electric GTA-41
Dual Impeller, In-Line Blower. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .340 m/ min (12,000 cfm)
Motorized Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GDY106 AC Induction Traction Motors
Standard Gear Ratio* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32.62:1
Maximum Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64.5 km/h (40 mph)
* Wheel motor application depends upon GVW, haul road grade and length, rolling resistance, and other parameters.
Komatsu and GE must analyze each job condition to ensure proper application.
DYNAMIC RETARDING
Electric Dynamic Retarding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard
Maximum Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5400 HP (4026 kW)
Continuous* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3300 HP (2460 kW)
* Continuously rated high-density blown grids with retard at engine idle and retard in reverse propulsion.
BATTERY ELECTRIC SYSTEM

Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Four 8D, 12 volt wet batteries with disconnect switch
Cold Cranking Amps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1450 CCA
Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Volt, 260 Amp Output
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Volts
Starters (2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Volts
SERVICE CAPACITIES
Crankcase (including lube oil filters) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280 liters (74 gallons)
Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 594 liters (157 gallons)
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4542 liters (1200 gallons)
Hydraulic System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1325 liters (350 gallons)
Wheel Motor Gear Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 liters (25 gallons) per wheel
A02074 1/07
A2-3
HYDRAULIC SYSTEMS
Hoist and Brake Cooling Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tandem Gear
Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 931 L/min (246 gpm) @ 1900 RPM and 17,237 kPa (2500 psi)
Steering/Brake Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure Compensated Piston
Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246 L/min (65 gpm) @ 1900 RPM and 18,961 kPa (2750 psi)
Relief Pressure - Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17,237 kPa (2500 psi)
Relief Pressure - Steering/Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27,579 kPa (4000 psi)
Hoist Cylinders (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-Stage Hydraulic
Tank (Vertical/Cylindrical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Non-Pressurized
Tank Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 947 liters (250 gallons)
Filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . In-line replaceable elements
Suction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single, Full Flow, 100 Mesh
Hoist and Steering Filters (Dual In-Line, High Pressure) . . . . . . . . . . . . . . . . . . . . . . . . . . . . Beta 12 Rating =200
SERVICE BRAKES
All Hydraulic Actuation with Traction System Wheel Slip/Slide Control
Front and Rear Oil-Cooled Multiple Discs on each wheel
Total Friction Area / Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97,019 cm (15,038 in)
Maximum Apply Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17,238 kPa (2500 psi)
STEERING
Twin hydraulic cylinders with accumulator assist to provide constant rate steering
Emergency power steering automatically provided by accumulators
Turning Circle (SAE). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30.4 m (97 ft. 7 in.)
TIRES
Radial Tires (standard) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53/80 R63
Rock Service, Deep Tread . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tubeless
Rims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . patented Phase I New Generation rims
STANDARD DUMP BODY CAPACITIES AND DIMENSIONS

Capacity
Heaped @ 2:1 (SAE). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .211 m3 (276 yd3)
Struck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .171 m3 (224 yd3)
Width (Inside) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.15 m (26 ft. 9 in.)
Depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2 m (10 ft. 7 in.)
Loading Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.06 m (23 ft. 2 in.)
Dumping Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
NOTE: Optional capacity dump bodies are available.
A2-4
1/07 A02074
WEIGHT DISTRIBUTION
Empty Vehicle
Front Axle (49.3%). . . . . . . 103,301 kg (227,738 lbs)
Rear Axle (50.7 %) . . . . . . 107,518 kg (237,034 lbs)
Total (with 50% fuel) . . . . . 210,819 kg (464,772 lbs)
Loaded Vehicle
Front Axle (33.0%) . . . . . 165,554 kg (364,980 lbs)
Rear Axle (67.0%) . . . . . 336,124 kg (741,020 lbs)
Total . . . . . . . . . . . . . . . 501,678 kg (1,106,000 lbs)
Standard Komatsu body . . . . 30,362 kg (66,936 lbs)

Standard tire weight. . . . . . . . 26,127 kg (57,600 lbs)
Nominal Payload*. . . . . . . . 290,859 kg (641,228 lbs)

* Nominal payload is defined within Komatsu
America
Corporations
payload
policy
documentation. Nominal payload must be adjusted if
the weight of any customized body or tires vary from
that of the standard Komatsu body and tires. Nominal
payload must also be adjusted to take into account
the additional weight of any custom/optional extras
fitted to the truck which are not stated within the
Standard Features list of the applicable specification
sheet.
A02074 1/07
A2-5
NOTES
A2-6
1/07 A02074
SAFETY
GENERAL
Fire Extinguisher And First Aid Kit
Safety records from most organizations will show that

the greatest percentage of accidents are caused by
unsafe acts performed by people. 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.
Make sure that 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 should
contact in case of an emergency on hand.
Read and follow all safety precautions. Failure to

do so may result in serious injury or death.
Safety Rules
Clothing And Personal Items
Only trained and authorized personnel may

operate and maintain the truck.
Follow all safety rules, precautions and
instructions when operating or performing
maintenance on the truck.
When working with another operator or a person
on work site traffic duty, make sure that all
personnel understand all hand signals that are to
be used.
Safety Features
Avoid loose clothing, jewelry, and loose long hair.

They can catch on controls or in moving parts
and cause serious injury or death. Also, never
wear oily clothes as they are flammable.
Wear a hard hat, safety glasses, safety shoes,
mask and gloves when operating or maintaining
a truck. Always wear safety goggles, hard hat
and heavy gloves if your job involves scattering
metal chips or minute materials--particularly
when driving pins with a hammer or when
cleaning air cleaner elements with compressed
air. Also, ensure that the work area is free from
other personnel during such tasks.
Make sure that all guards and covers are in their

proper position. Have any damaged guards and
covers repaired. (See Operating Instructions Preparing For Operation.)
Learn the proper use of safety features such as
safety locks, safety pins, and seat belts. Use
these safety features properly.
Never remove any safety features. Always keep
them in good operating condition.
Improper use of safety features could result in
serious bodily injury or death.
A03039 5/08
General Safety & Operating Instructions
A3-1
Fire Prevention For Fuel And Oil
Leaving The Operators Seat

When preparing to leave the operator's seat, do not
touch any control lever that is not locked. To prevent
accidental operations from occurring, always perform
the following:
Fuel, oil, and antifreeze can be ignited by a

flame. Fuel is extremely flammable and can be
hazardous. Keep flames away from flammable
fluids.
Move the directional control lever to PARK. Do

not use the wheel brake lock when the engine
will be turned off.
Keep oil and fuel in a designated location and do

not allow unauthorized persons to enter.
Lower the dump body to the frame.

Stop the engine. When exiting the truck, always
lock compartments and take the keys with you. If
the truck should suddenly move or move in an
unexpected way, this may result in serious bodily
injury or death.
When refueling, stop the engine and do not

smoke.
Refueling and oiling should be done in well
ventilated areas.
Tighten all fuel and oil tank caps securely.
Mounting And Dismounting

Use the handrails and steps when getting on or
off the truck.
Never jump on or off the truck. Never climb on or
off a truck while it is moving.
When climbing on or off a truck, face the truck
and use the hand-hold and steps.
Never hold any control levers when getting on or
off a truck.
Always maintain three-point contact with the
hand-holds and steps to ensure that you support
yourself.
When bringing tools into the operator's
compartment, always pass them by hand or pull
them up by rope.
If there is any oil, grease, or mud on the handholds or steps, wipe them clean immediately.
Always keep these components clean. Repair
any damage and tighten any loose bolts.
A3-2
5/08 A03039
Precautions With High Temperature Fluids
Prevention Of Injury By Work Equipment
Immediately after truck operation, engine coolant,

engine oil, and hydraulic oil are at high temperatures
and are pressurized. If the cap is removed, the fluids
are 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.
Never enter or put your hand, arm or any other 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 lead to
serious bodily injury or death.
Unauthorized Modification
Any modification made to this vehicle without
authorization from Komatsu America Corp. can
possibly create hazards.
Before making any modification, consult the
authorized regional Komatsu America Corp.
distributor. Komatsu will not be responsible for any
injury or damage caused by any unauthorized
modification.
To prevent hot coolant from spraying:

1. Stop the engine.
2. Wait for the coolant temperature to decrease.
3. Depress the pressure release button on the cap
to vent cooling system pressure.
4. Turn the radiator cap slowly to release the
pressure before removing.
To prevent hot engine oil spray:
Precautions When Using ROPS

The ROPS is intended to protect the operator if the
truck should roll over. It is designed not only to
support the load of the truck, but also to absorb the
energy of the impact.
The Rollover Protection Structure (ROPS) must
be properly installed before the truck is operated.
1. Stop the engine.

2. Wait for the oil temperature to cool down.
3. Turn the cap slowly to release the pressure
before removing the cap.
Asbestos Dust Hazard Prevention

Asbestos dust 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 to control dust.
Operate the truck or perform tasks with the wind
to your back whenever possible.
ROPS installed on equipment manufactured and

designed by Komatsu America Corp. fulfills all of
the regulations and standards for all countries. If
it is modified or repaired without authorization
from Komatsu, or if it is damaged when the truck
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.
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
truck.
Use an approved respirator when necessary.
A03039 5/08
A3-3
PRECAUTIONS BEFORE OPERATION
Precautions For Attachments

When installing and using optional equipment,
read the instruction manual for the attachment
and the information related to attachments in this
manual.
Do not use attachments that are not authorized
by Komatsu America Corp. 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 truck.
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 For Starting The Truck

Start the engine from the operators seat only. Never
attempt to start the engine by shorting across
cranking motor terminals. This may cause a fire, or
serious injury or death to anyone in trucks path.
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 should attempt to
operate or maintain a Komatsu machine.
Safe practices start before the operator gets to the
equipment.
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
area, the roads to be used, and the existence of
obstacles before starting operations.
Always determine the travel roads at the work
site and maintain them so that it is always safe
for the machines to travel.
If travel through wet areas is necessary, check
the depth and flow of water before crossing the
shallow parts. Never drive through water that
exceeds the permissible water depth.
A3-4
5/08 A03039
Fire Prevention
In Operators Cab - Before Starting The Engine
Remove wood chips, leaves, paper, and other

flammable items that have accumulated in the
engine compartment. Failure to do so could result
in a fire.
Do not leave tools or spare parts lying around. Do

not allow trash to accumulate in the cab of the
truck. Keep all unauthorized reading material out
of the truck cab.
Check the fuel, lubrication, and hydraulic

systems for leaks. Repair any leaks. Clean any
excess oil, fuel or other flammable fluids, and
dispose of them properly.
Keep the cab floor, controls, steps and handrails

free of oil, grease, snow and excess dirt.
Make sure that a fire extinguisher is present and

in proper working condition.
Do not operate the truck near open flames.
Check the seat belt, buckle and hardware for

damage or wear. Replace any worn or damaged
parts. Always use the seat belts when operating a
truck.
Read and understand the contents of this
manual. Pay special attention to Sections 30 and
32 pertaining to safety and operating instructions.
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.
Make sure that the steering wheel, horn, controls
and pedals are free of any oil, grease or mud.
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
might be in the area.
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 In Enclosed Areas

If it is necessary to start the engine within an
enclosed area, provide adequate ventilation. Inhaling
exhaust fumes from the engine can kill.
A03039 5/08
Check the operation of the windshield wiper,

condition of wiper blades, and 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.
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 rear view mirror to a position where
the operator can see best from the operator's
seat. If any glass or light is broken, replace it with
a new part.
Make sure that the headlights, work lights, and
taillights are in proper working order. Make sure
that the truck is equipped with the proper work
lamps that are needed for the operating
conditions.
A3-5
OPERATING THE TRUCK

When Starting The Engine
Never attempt to start the engine by shorting
across cranking motor terminals. This may cause
a fire, or serious injury or death to anyone in
trucks 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 truck only while seated in
the operators seat.
Do not allow any unauthorized persons in the
operator's compartment or any other place on the
truck.
General Truck Operation
Wear the seat belt at all times.
Only authorized persons are allowed to ride in
the truck. Riders must be in the cab and belted in
the passenger seat.
Do not allow anyone to ride on the decks or 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 the hand signal communications
between operator and spotter. When other
machines and personnel are present, the
operator should move in and out of buildings,
loading areas, and through traffic under the
direction of a signal person. Courtesy at all times
is a safety precaution!
The tire and rim assembly may explode if

subjected to excessive heat. Personnel should
move to a remote or protected location if sensing
excessively hot brakes, smelling burning rubber
or observing evidence of fire near the tire and
wheel area.
If the truck must be approached to exstinguish a
fire, those personnel should do so only while
facing the tread area of the tire (front or back)
unless protected by using large heavy equipment
as a shield. Stay at least 50 ft. (15 m) from the
tread of the tire.
In the event of fire in the tire and wheel area
(including brake fires), stay away from the truck
for at least 8 hours or until the tire and wheel are
cool.
Keep serviceable fire fighting equipment on
hand.
Report
empty
extinguishers
for
replacement or refilling.
Always place the directional control lever in the
PARK when the truck is parked and unattended.
Do not leave the truck unattended while the
engine is running.
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.
Immediately report any adverse conditions at the

haul road, pit or dump area that may cause an
operating hazard.
Check for flat tires periodically during a shift. If
the truck has been operating on a flat, do not
park the truck inside a building 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 truck. Observers should not be
permitted in the area and should be kept away
from the side of such tires.
A3-6
5/08 A03039
Traveling On Slopes
Traveling In Reverse
Before operating the truck:
Sound the horn to warn people in the area. Make
sure that the back-up horn also works properly.
Check for personnel near the truck. Be
particularly careful to check behind the truck.
When necessary, designate a person to watch
the area near the truck and signal the operator.
This is particularly necessary when traveling in
reverse.
Traveling on slopes could result in the truck

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 truck slip on even the slightest slope.
Avoid traveling sideways, and always keep travel
speed low.
When operating in areas that may be hazardous

or have poor visibility, designate a person to
direct work site traffic.
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.
Do not allow any one to enter the line of travel of

the truck. This rule must be strictly observed
even with machines equipped with a back-up
horn or rear view mirror.
If the engine should stop on a slope, apply the

service brakes fully and stop the truck. Move the
directional control lever to PARK after the truck
has stopped.
Ensure Good Visibility

When working in dark places, install work lamps
and head lamps. Set up extra lighting in the work
area if necessary.
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.
Traveling
When traveling on rough ground, travel at low
speeds. When changing direction, avoid turning
suddenly.
Lower the dump body and set the dump lever to
the FLOAT position before traveling.
If the engine stops while the truck is in motion,
secondary steering and braking enable the truck
to be steered and stopped. A fixed amount of
reserve oil provides temporary steering and
braking to briefly allow the truck to travel to a safe
area. Apply the brakes immediately and stop the
truck as quickly and safely as possible off of the
haul road, if possible.
Operate Carefully On Snow

When working on snowy or icy roads, there is
danger that the truck 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. When traveling on
snow-covered roads, always install tire chains.
Avoid Damage To Dump Body

Always be extremely cautious when working in
tunnels, on bridges, under electric cables, or when
entering a parking place or any other place where
there are height limits. The dump body must be
completely lowered before driving the truck.
A03039 5/08
A3-7
When Loading
Driving Near High Voltage Cables

Driving near high-voltage cables can cause electric
shock. Always maintain safe distances between the
truck and the electric cable as listed below.
Voltage
Minimum Safety Distance
6.6 kV
3m
10 ft.
33.0 kV
4m
14 ft.
66.0 kV
5m
17 ft.
154.0 kV
8m
27 ft.
275.0 kV
10 m
33 ft.
The following actions are effective in preventing

accidents while working near high voltages:
Wear shoes with rubber or leather soles.
Use a signalman to give warning if the truck
approaches an electric cable.
If the work equipment touches an electric cable,
the operator should not leave the cab.
Make sure that the surrounding area is safe. Stop

the truck in the correct loading position, then load
the body uniformly.
Do not leave the operator's seat during the
loading operation.
Parking The Truck
Choose a flat, level surface to park the truck. If
the truck has to be parked on a slope, put blocks
behind all the wheels to prevent truck movement.
When parking on public roads, provide fences
and signs, such as flags or lights, on the truck to
warn pedestrians and other vehicles. Make sure
that the truck, flags or lights do not obstruct
traffic.
Before leaving the truck, lower the dump body
fully, move the directional control lever to PARK,
stop the engine and lock everything. Always take
the key with you.
When performing operations near high voltage

cables, do not allow anyone to approach the
truck.
Check
with
the
electrical
maintenance
department about the voltage of the cables
before starting operations.
When Dumping
Before starting the dumping operation, make
sure that there are no persons or objects behind
the truck.
Stop the truck in the desired location. Check
again for persons or objects behind the truck.
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, truck stability is poor
and there is danger of tipping over. Always use
extreme care when performing such operations.
Never travel with the dump body raised.
TOWING
Improper towing methods may lead to serious
personal injury and/or damage.
Use a towing device with ample strength for the
weight of this truck.
Never tow a truck on a slope.
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.
Keep a safe distance from the trucks and towing
apparatus while towing a vehicle.
Working On Loose Ground

Avoid operating the truck near cliffs, overhangs
and deep ditches. If these areas collapse, the
truck 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 truck. Avoid these areas whenever possible.
A3-8
Do not activate the wheel brake lock when the

parking brake is activated. Bleed down of
hydraulic pressure may occur, causing the truck
to roll away.
When 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.
For towing methods, refer to
Instructions - Section 30, Towing.
Operating
5/08 A03039
WORKING NEAR BATTERIES

Battery Hazard Prevention
Battery electrolyte contains sulfuric acid, which
can quickly burn the skin and eat holes in
clothing. If you spill acid on yourself, immediately
flush the area with water.
Battery acid can cause blindness if splashed into
your eyes. If acid gets into your eyes, flush them
immediately with large quantities of water and
see a doctor at once.
If you accidentally drink acid, drink a large
quantity of water, milk, beaten eggs or vegetable
oil. Call a doctor or poison prevention center
immediately.
Always wear safety glasses or goggles when
working with batteries.
Batteries generate hydrogen gas. Hydrogen gas

is very explosive and can easily be ignited with a
small spark or flame.
Before working with batteries, stop the engine
and turn the key switch to the OFF position.
Avoid short-circuiting the battery terminals
through accidental contact with metallic objects,
such as tools, across the terminals.
When removing or installing batteries, check
which is the positive (+) terminal and the negative
(-) terminal.
Tighten battery caps securely.
Tighten the battery terminals securely. Loose
terminals can generate sparks and lead to an
explosion.
Always wear safety glasses or goggles when

starting the truck with booster cables.
If any tool touches between the positive (+)

terminal and the chassis, it will cause sparks.
Always be cautious when using tools near the
battery.
When starting from another truck, do not allow

the two trucks to touch.
Connect the batteries in parallel: positive to

positive and negative to negative.
Connect the positive (+) cable first when

installing booster cables. Disconnect the ground
or negative (-) cable first during removal.
When connecting the ground cable to the frame

of the truck to be started, connect it as far as
possible from the battery.
Starting With Booster Cables
INCORRECT
A03039 5/08
A3-9
BEFORE PERFORMING MAINTENANCE
Securing The Dump Body
Warning Tag
Starting the engine or operating the controls while
other personnel are performing maintenance on the
truck can lead to serious injurty and/or death. Always
attach the warning tag to the control lever in the
operator's cab to alert others that you are working on
the truck. Attach additional warning tags around the
truck, if necessary.
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.
These tags are available from your Komatsu

distributor. Warning tag part number: 09963-03000
1. To hold the dump body in the raised position,

raise the body to its maximum height.
Stopping The Engine Before Service

Before performing inspections or maintenance,
stop the truck on firm flat ground, lower the dump
body, move the directional control lever to PARK,
and stop the engine.
If the engine must be run during service, such as
when cleaning the radiator, the directional control
lever must be in PARK. Always perform this work
with two people. One person must sit in the
operator's seat to stop the engine if necessary.
During these situations, never move any controls
that are not related to the task at hand.
When servicing the truck, do not to touch any
moving parts. Never wear loose clothing or
jewelry.
Put wheel blocks under the wheels to prevent
truck movement.
When performing service with the dump body
raised, place the dump lever in the HOLD
position and apply the lock (if equipped). Install
the body-up safety pins or cable securely.
Proper Tools
Only use tools that are suited to the task. Using
damaged, low quality, faulty or makeshift tools could
cause personal injury.
A3-10
FIGURE 3-1. BODY-UP RETENTION CABLE

INSTALLATION
1. Rear Body Ear
2. Axle Housing Ear
3. Body-Up Retention Cable
2. Install body-up retention cable (3, Figure 3-1)
between rear body ear (1) and axle housing ear
(4).
3. Secure the cable clevis pins with cotter pins.
After service work is completed, reverse the
installation steps to remove the cable assembly.
5/08 A03039
WHILE PERFORMING MAINTENANCE
Working Under The Truck
NOTE: Only authorized personnel should service

and repair the truck.
Always lower all movable work equipment to the

ground or to their lowest position before
performing service or repairs under the truck.
Keep The Truck Clean
Always block the tires of the truck securely.
Spilled oil, grease, scattered tools, etc., can

cause you to slip or trip. Always keep your truck
clean and tidy.
Never work under the truck if the truck is poorly

supported.
If water gets into the electrical system, there is

danger that the truck may 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.
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 is possible.
Rotating Fan And Belts

Stay away from all 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.
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.
Adding Fuel Or Oil

Spilled fuel and oil may cause slipping. Always
clean up spills immediately.
Always add fuel and oil in a well-ventilated area.
Attachments
Place attachments that have been removed from the
truck in a safe place and manner to prevent them
from falling.
A03039 5/08
When refueling, stop the engine and do not

smoke.
Tighten the cap of the fuel and oil fillers securely.
Never use fuel to wash parts.
A3-11
Radiator Water Level

If it is necessary to add coolant to the radiator, stop
the engine and allow the engine and radiator to cool
down before adding the coolant. Depress the
pressure release button on the cap to vent cooling
system pressure. Slowly loosen the cap to relieve
any remaining pressure.
Precautions When Performing Maintenance Near

High Temperature Or High Pressure
Immediately after stopping operation, engine coolant
and operating oils are at high temperature and under
high pressure. If the cap is removed, the oil or water
is drained, or the filters are replaced under these
conditions, it 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 shop manual.
Use Of Lighting
When checking fuel, oil, coolant or battery electrolyte,
always use lighting with anti-explosion specifications.
If such lighting equipment is not used, there is danger
of an explosion.
Precautions With High Pressure Oil

Work equipment circuits are always under
pressure. Do not add oil, drain oil or perform
maintenance or inspections before completely
releasing the internal pressure.
Small, high-pressure pin hole leaks are extremely
dangerous. A jet 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.
Precautions With The Battery

When repairing the electrical system or performing
electrical welding, remove the negative (-) terminal of
the battery to stop the flow of current.
Waste Materials
Never dump oil into a sewer system, river, etc.
Always put oil drained from your truck in
appropriate containers. Never drain oil directly
onto the ground.
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.
Obey appropriate laws and regulations when

disposing of harmful objects such as oil, fuel,
coolant, solvent, filters and batteries.
Always repair any loose or broken hoses. If fuel

or oil leaks, it may result in a fire.
A3-12
5/08 A03039
TIRES
Handling Tires
Storing Tires After Removal
If tires are not used under the specified conditions,

they may overheat and burst, or be cut and burst by
sharp stones on rough road surfaces. This may lead
to serious injury or damage.
To maintain tire safety, always use the specified tires.
Inflate the tires to the specified pressure. An
abnormal level of heat is generated when the inflation
pressure is too low.
The tire inflation pressure and permissible speeds
are general values. The actual values may differ
depending on the type of tire and the condition under
which they are used. For details, please consult the
tire manufacturer.
As a basic rule, store the tires in a warehouse in

which unauthorized persons cannot enter. If the
tires are stored outside, always erect a fence
around the tires and put up No Entry signs and
other warning signs that even young children can
understand.
Stand the tire on level ground and block it
securely so that it cannot roll or fall over.
If the tire falls over, flee the area quickly. The tires
for dump trucks are extremely heavy. Never
attempt to hold or support the tire. Attempting to
hold or support a tire may lead to serious injury.
When tires become hot, a flammable gas is produced

and may 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 to personnel in the area.
Explosions differ from punctures or tire bursts
because the destructive force is extremely large.
Therefore, the following operations are strictly
prohibited when the tire is pressurized:
Welding the rim
Welding near the wheel or tire
Smoking or creating open flames
If the proper procedure for performing maintenance
or replacement of the wheel or tire is not used, the
wheel or tire may burst and cause serious injury or
damage. When performing such maintenance,
consult your authorized regional Komatsu distributor
or the tire manufacturer.
A03039 5/08
A3-13
WHEN REPAIRS ARE NECESSARY

NOTE: Only qualified maintenance personnel who
understand the systems being repaired should
attempt repairs.
Many components on the Komatsu truck are
large and heavy. Ensure that lifting equipment hoists, slings, chains, and lifting eyes - are of
adequate capacity to handle the lift.
Do not work under a suspended load. Do not
work under a raised body unless body safety
cables, props or pins are in place to hold the
body in up position.
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.
When servicing any air conditioning system with
refrigerant, wear a face shield and cold resistant
gloves for protection against freezing. Follow all
current regulations for handling and recycling
refrigerants.
Follow package directions carefully when using
cleaning solvents.
If an auxiliary battery assist is needed, first use
one cable to connect the 24V positive (+) post of
the disabled truck batteries to the 24V positive
(+) post of the auxiliary assist. Use a second
cable to connect the 24V negative (-) post of the
auxiliary assist battery to a frame ground (-) on
the disabled truck away from the battery.
Always disconnect the positive and negative
battery cables of the vehicle before doing any
welding on the unit. Failure to do so may
seriously damage the battery and electrical
equipment. Disconnect the battery charging
alternator lead wire and isolate the electronic
control components before making welding
repairs. (It is not necessary to disconnect or
remove any control circuit cards on electric drive
dump trucks or any of the AID circuit control
cards.)
A3-14
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 possibly
cause damage to components.
If the truck must be towed, use a rigid tow bar.
Check the truck frame for a decal recommending
special towing precautions. Also refer to
Operating Instructions - Section 30, Towing.
Drain, clean, and ventilate fuel tanks and
hydraulic tanks before making any welding
repairs.
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.
Relieve pressure in lines or hoses before making
any disconnects.
After adjustments or repairs, replace all shields,
screens and clamps.
Only a qualified operator or maintenance
personnel who are also qualified in truck
operation should move the truck under its own
power in the repair facility or during road testing
after repairs are complete.
5/08 A03039
SPECIAL PRECAUTIONS FOR WORKING

ON AC DRIVE TRUCKS
Preliminary Procedures Before Welding
or Performing Maintenance
Before welding or repairing an AC drive truck,
maintenance personnel should notify a Komatsu
service representative. Only qualified personnel,
specifically trained for servicing the AC drive system,
should perform this service.
If it is necessary to perform welding or repair to the
truck without the field engineer present, the following
procedures 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 running, do not open any

of the cabinet doors or remove any covers. Do
not use any of the power cables for hand holds or
foot steps. Do not touch the retarding grid
elements.
Before opening any cabinets or touching a

retarding grid element or a power cable, the
engine must be shutdown and the red drive
system warning lights must not be illuminated.
Normal Engine Shutdown Procedure

1. Stop the truck out of the way of other traffic on a
dy, level surface (if possible) that is free of
overhead power lines or other obstructions in
case the dump body should need to be raised.
a. Reduce engine speed to idle. Allow the
engine to cool gradually by running it at low
idle for approximately 5 minutes.
b. Place the directional control lever in PARK.
Make sure that 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. Be sure the
rest indicator light in the overhead panel is
illuminated.
3. With the engine cooled down, turn the key
switch to the OFF position for normal engine
shutdown.
If the engine does not shutdown with the key
switch, use the engine shutdown switch on the
operator cab center console. Pull this switch up
until the engine stops.
4. With the key switch OFF and the engine
stopped, wait at least 90 seconds. Make sure
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
vehicle continues to steer after shutdown, notify
maintenance personnel.
5. Verify that all the link voltage light in the control
cabinet is off. Notify maintenance personnel if
the light remains illuminated longer than five
minutes after engine shutdown.
6. Close and lock all windows, remove the key
from the key switch, and lock the cab to prevent
possible
unauthorized
truck
operation.
Dismount the truck properly. Put wheel chocks
in place.
A03039 5/08
A3-15
Engine Shutdown Procedure Before Welding or

Performing Maintenance
Normal operation of the AC drive system at shutdown
should leave the system safe to service. However, in
the event of a system failure, performing the following
procedure before any maintenance activities will
ensure that no hazardous voltages are present in the
AC drive system.
1. Before shutting down the engine, verify the
status of all the drive system warning lights on
the overhead display panel. Use the lamp test
switch to verify that all lamps are functioning
properly.
If any of the red drive system warning lights
remain on, do not attempt to open any cabinets,
disconnect any cables, or reach inside the
retarding grid cabinet without a trained drive
system technician present, even if the engine is
off. Only qualified personnel, specifically trained
for servicing the AC drive system, should
perform this service.
2. If all red drive system warning lights are off,
follow the Normal Engine Shutdown Procedure
on the previous page.
3. After the engine has been stopped for at least
five minutes, inspect the link voltage lights on
the exterior of the main control cabinet and
back wall of the operator's cab (DID panel). If all
lights are off, it is safe to work on the retarding
grids, wheel motors, alternator and related
power cables.
4. Locate the GF cut-out switch in the access
panel on the left side of the main control
cabinet. Place the switch in the alternator
cutout position. This will prevent the alternator
from re-energizing and creating system voltage
until the switch is returned to its former position.
5. Before welding on the truck, disconnect all
electrical harnesses from the Engine Control
System (ECS) inside the electrical cabinet
behind the operator's cab. Also, disconnect the
ground strap from the ECS.
6. 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. 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 before servicing the cables and
returning the truck to service. Discard cables
with broken insulation.
10. Power cables and wiring harnesses should be
protected from weld spatter and heat.
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.
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.
Before doing any welding on the truck,
disconnect the battery charging alternator lead
wire and isolate electronic control components.
Also, always disconnect the negative and
positive battery cables of the vehicle. Failure to
do so may seriously damage the battery and
electrical equipment.
Never allow welding current to pass through ball
bearings, roller bearings, suspensions or
hydraulic cylinders.
11. If the red lights on the exterior of the control
cabinet and/or the back wall of the operator's
cab continue to be illuminated after following
the above procedure, a fault has occurred.
Leave all cabinet doors in place. Do not touch
the retarding 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, should perform this service.
12. Replace all covers and doors. 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.
7. Do not weld on the retarding 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.
A3-16
5/08 A03039
OPERATING INSTRUCTIONS
PREPARING FOR OPERATION
The safest trucks are those which have been properly
prepared for operation. At the beginning of each shift,
a careful check of the truck should be made before
attempting to start the engine.
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, and use and care of the safety
equipment on the truck. Only qualified operators or
technicians should attempt to 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 should also be worn for operator safety.
When walking to and from the truck, maintain a

safe distance from all machines, even if the
operator is visible.
WALK-AROUND INSPECTION
At the beginning of each shift, a careful walk-around
inspection should be performed before attempting to
start the engine. 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 the
illustration on the next page) and move in a
counterclockwise direction. Move front-to-rear,
across the rear, and continue 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.
Local work practices may prevent an operator from
performing all tasks suggested here. To the extent
permitted, the operator should follow this routine.
A03039 5/08
High voltage may be present on this truck! DO

NOT open any electrical cabinet doors on this
truck while the engine is running. Never climb on
any power cables or use power cables for
handholds or footholds unless the engine has
been shut down and the system has been verified
to be at rest.
1. Start at left front of truck. Visually inspect all
lights and safety equipment for damage. Make
sure that the lenses are clean and unbroken.
2. Empty the dust collectors on the left side air
cleaner assemblies. (A ladder may be
necessary to reach the air cleaners.) Make sure
that the battery box covers are in place and
secure.
3. Move in front of the left front tire. Inspect the
hub and brake assemblies for leaks and any
abnormal conditions.
4. Make sure that all suspension mounting
hardware is secure. Inspect the mounting key
area for evidence of wear. Make sure that the
suspension extension (exposed piston rod) is
correct and that there are no leaks.
5. With the engine stopped, check the engine oil
level. Use the service light, if necessary.
6. Inspect the air conditioner belts for correct
tension, obvious wear, and tracking. Make sure
that the fan guard is secure and in good
condition. When leaving this point, turn off the
service light if used.
7. Make sure that the anchor end of the steering
cylinder is secure and properly greased.
8. Move outside of the front wheel. Make sure that
all of the mounting nuts/studs are in place and
tight. Check the tires for cuts, damage, or
bubbles. Check for evidence of incorrect tire
inflation.
9. Move in behind the front wheel. Make sure that
the steering cylinder is properly greased and
the mounting hardware is tight. Check the
suspension mounting hardware and suspension
extension. Make sure that the suspension
protective boot is in good condition. Inspect the
hub and brakes for any unusual conditions.
Check the entire area for leaks.
A3-17
START HERE
A3-18
5/08 A03039
10. Inspect the sight glass on the hydraulic tank.

With the engine stopped and the body down,
the hydraulic oil level must be visible in the
center of the upper sight glass.
21. Make sure that all wheel nuts/studs are in place

and tight. Inspect the wheel for any oil that
would indicate brake leakage or wheel motor
leakage.
11. Verify that all hydraulic tank shut-off valves are

locked in their fully open positions.
22. Move in front of right dual tires. Inspect the hoist

cylinder in the same manner as the left side.
Make sure the body-up limit switch is secure
and in good condition. Remove any mud or dirt
accumulation from the switch.
12. Move around the hydraulic tank and in front of

the rear dual tires. Inspect the hoist cylinder for
any damage and leaks. Make sure that both
upper and lower hoist cylinder pins are secure
and properly greased.
13. Look under the lower edge of the chassis to
make sure that the flexible duct that carries the
air from the main blower to the final drive
housing is in good condition. Also, look up at
the main hydraulic pumps to see if there is any
leakage or any other unusual condition with the
pumps or pump drive shafts.
14. Move around the left side dual tires. Make sure
that all wheel nuts/studs are in place and tight.
Inspect the wheel for any oil that would indicate
brake leakage or wheel motor leakage.
15. Check the dual tires for cuts, damage, and
bubbles. Verify that tire inflation is correct. If the
truck has been run on a flat, the tire must be
cooled before moving the truck inside. Check
for any rocks that might be lodged between the
dual tires.
16. Inspect the left rear suspension for damage,
correct rod exposure, and leaks. Ensure that
the covers over the chrome piston rod are in
good condition.
17. Open the rear hatch cover. Inspect for leaks
around the parking brakes. Make sure the
cooling air exhaust ductwork is intact and there
are no obstructions.
18. While standing at the rear hatch, look up to
check that the rear lights and back-up horns are
in good condition. Look up at panhard rod to
check that it is properly greased. Also check
both body hinge pins for proper greasing and
any abnormal condition. Check the hoist limit
switch and clear any mud or debris from the
contacts.
19. Perform the same inspections on the right rear
suspension.
20. Move around the right side dual tires. Inspect
between the tires for rocks. Inspect the tires for
cuts, damage and proper inflation.
A03039 5/08
23. Move around the fuel tank. Make sure that the
fuel gauge agrees with the fuel gauge in the
cab. Inspect the mounting hardware for the fuel
tank at the upper saddles and at the lower back
side of the tank. Check the hoist filters for leaks.
24. Move in behind the right front wheel. Make sure
that the steering cylinder is properly greased
and the mounting hardware is secure. Check
the suspension mounting hardware and
suspension extension. Make sure that the
suspension protective boot is in good condition.
Inspect the hub and brakes for any unusual
conditions. Check the entire area for leaks.
25. Move out and around the right front wheel.
Make sure that all wheel nuts/studs are in place
and tight.
26. Move behind the front of the right front wheel.
Check the hub and brakes for leaks and any
unusual conditions. Make sure that the steering
cylinder is secure and properly greased. Inspect
the engine compartment for any leaks and
unusual conditions. Inspect the fan guard and
belts. Check for any debris behind the radiator.
27. Move around to the right front of the truck.
Empty the dust collectors on the right side air
cleaner assemblies. (A ladder may be
necessary to reach the air cleaners.)
28. As you move in front of the radiator, remove any
debris that is stuck in front of the radiator.
Check for any coolant leaks. Inspect the
headlights and fog lights.
29. Inspect the auto lube system. See Section P3,
Automatic Lubrication System, for more
information about the auto lube system.
30. Before climbing the ladder to first level, make
sure that the ground level engine shutdown
switch is ON. Inspect the fire control actuator.
Make sure that the safety pin and the plastic tie
that prevents accidental actuation are in place
and in good condition. Make sure that the
battery disconnect switches are activated.
A3-19
ENGINE START-UP
Always mount and dismount ladders facing the

truck. Never attempt to mount or dismount while
the truck is in motion.
31. Always use handrails and ladders when
mounting or dismounting the truck. Clean any
foreign material such as ice, snow, oil or mud
from the ladders and handrails.
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. Start the engine from the
operators seat only.
If the truck is equipped with an auxiliary cold
weather heater system, do not attempt to start
the engine while the heaters are in operation.
Damage to the coolant heaters will result!
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.
32. Use the coolant level sight gauge to check the
coolant level in the radiator. If it is necessary to
remove the radiator cap, make sure that the
engine is off, then relieve the coolant pressure
by slowly removing the radiator cap.
33. Inspect the retarding grid covers. Make sure
that the latches are in place and secure. Inspect
the main air inlet to ensure that it is clear. Make
sure that all cabinet door latches are secure.
34. Move around to the rear of the cab. Open the
doors of the brake cabinet and check inside the
cabinet for leaks.
35. Clean the cab windows and mirrors. Clean out
the cab floor, if necessary. Make sure that the
steering wheel, operator controls, and pedals
are free of any grease or mud.
36. Stow any personal gear in the cab so that it
does not interfere with any operation of the
truck. Dirt or trash buildup, specifically in the
operator's cab, should be cleared. Do not carry
tools or supplies in the cab or on the deck.
37. Adjust the seat and the steering wheel for the
most operator comfort.
38. Before operating the truck, read about and
understand the locations and functions of all
operator controls listed in Section N5, Operator
Cab Controls.
A3-20
1. Make sure that all personnel are clear of the

truck before starting the engine. Always sound
the horn as a warning before moving any
controls.
2. If the truck is in an enclosure, make sure that
there is adequate ventilation before start-up.
Exhaust fumes are dangerous!
3. Make sure that the directional control lever is in
PARK before starting.
drive system in rest mode. For more
information, refer to Section N5, Operator Cab
Controls.
5/08 A03039
AFTER ENGINE HAS STARTED
Do not crank an electric starter for more than 30

seconds. Allow two minutes for cooling before
attempting to start the engine again. Severe
damage to the starter motors can result from
overheating.
5. The key switch is a three-position switch
(OFF, RUN, START).
a. Turn the key switch one position clockwise to
the RUN (not START) position. All electrical
circuits except the start circuit are activated.
b. Turn the key switch fully clockwise to the
START position and hold this position until
the engine starts. The START position is
spring-loaded and will return the switch to
the RUN position when the key is released.
NOTE: This truck is equipped with an engine prelube
system. With this feature, a noticeable time delay
may occur before engine cranking begins as the
engine lube oil passages are being filled and
pressurized.
6. After the engine has started, place the rest
switch in the OFF position to deactivate the rest
mode. Refer to Section N5, Operator Cab
Controls for more information on the rest switch.
Do not leave the truck unattended while the

engine is running. Move the directional control
lever to PARK and turn off the engine before
leaving the truck.
Become thoroughly familiar with the steering, braking
and emergency controls.
1. After the engine has been started and the low
pressure warning systems are normal, test the
steering by turning the steering wheel fully to
the left and right.
If the steering system is not operating properly,
turn the engine immediately. Determine the
steering system problem and have it repaired
before resuming operation.
2. Operate each of the truck's brake circuits at
least twice before operating and moving the
truck. These circuits include the service brake,
parking brake, and brake lock. With the engine
running and the hydraulic circuit fully charged,
activate each circuit individually from the
operator's cab.
If any application or release of any brake circuit
appears sluggish or improper, or if warning
alarms are activated, turn off the engine and
notify maintenance personnel immediately. Do
not operate the truck until the faulty brake circuit
is fully operational.
3. Check the gauges, warning lights, and
instruments before moving the truck to ensure
proper system operation and proper instrument
functioning. Pay special attention to the braking
and steering hydraulic circuit warning lights. If
warning lights come on, turn off the engine
immediately and determine the cause.
4. Make sure that the headlights, worklights, and
taillights are in proper working order. Check the
operation of windshield wiper. Good visibility
may help prevent an accident.
A03039 5/08
A3-21
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.
1. Park the empty truck on flat, level ground.
Lower the dump body onto the frame and stop
the engine. Make sure that the key switch is in
the OFF position.
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.
A3-22
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.
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.
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. Stop the engine and
turn the key switch to the OFF position.
Immediately notify maintenance personnel.
corrected.
7. If the steering accumulators are adequately
charged, stop the engine by pulling up the
engine shutdown switch. Leave the key switch
in the ON position. This allows the steering
accumulators to retain their hydraulic charge.
The low steering pressure warning light and the
low accumulator precharge warning light should
not illuminate.
8. Turn the steering wheel from stop to stop. The
front wheels should turn fully to the left and to
the right. Also, the low steering pressure
warning light should illuminate and the warning
buzzer should sound.
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.
5/08 A03039
MACHINE OPERATION SAFETY

PRECAUTIONS
Do not allow unauthorized personnel to ride in or

on the truck. Do not allow anyone to ride on the
ladder of the truck.
After the engine is started and all systems are

functioning properly, the operator must follow all local
safety rules to ensure safe machine operation.
Check the gauges and instruments frequently

during operation for proper readings.
Observe all regulations pertaining to the job site's
traffic pattern. Be alert to any unusual traffic
pattern. Obey the spotter's signals.
If any of the red warning lights come on or if any

gauge reads in the red area during truck
operation, a malfunction is indicated. Stop the
truck as soon as possible and turn off 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 the wheel motors.
If the truck does not begin to move within 10
seconds after depressing the throttle pedal with
the directional control lever in a F or R position,
release the throttle pedal and allow the wheels to
regain traction before accelerating again.
Always look to the rear before backing the truck.
Watch for and obey the ground spotter's hand
signals before making any reverse movements.
Sound the warning horn (three blasts). The
spotter should have a clear view of the entire
area at the rear of the truck.
Match the truck speed to haul road conditions.

Slow down the truck in congested areas. Keep a
firm grip on the steering wheel at all times.
Do not allow the engine to run at idle for
extended periods of time.
When the truck body is in the dump position, do
not allow anyone beneath it unless the body-up
retaining pin or cable is in place.
Do not use the brake lock or the emergency

brake (if equipped) for parking. With the engine
stopped, hydraulic pressure will bleed down,
allowing the brakes to release.
Check the brake lock performance periodically
for safe loading and dump operation.
Proceed slowly on rough terrain to avoid deep
ruts or large obstacles. Avoid traveling close to
soft edges or the edge of a fill area.
Do not drive over unprotected power cables.
Truck operation requires concentrated effort by
the driver. Avoid distractions of any kind while
operating the truck.
Operate the truck only while properly seated with

seat belt fastened. Keep hands and feet inside
the cab while the truck is in operation.
A03039 5/08
A3-23
OPERATING ON THE HAUL ROAD

1. Always stay alert! If you are unfamiliar with the
road, drive with extreme caution. The cab doors
should remain closed at all times if the truck is
in motion or unattended.
2. Obey all road signs. Operate the truck so it is
under control at all times. Govern the 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 should
begin from a level surface whenever possible. If
there are circumstances where starting on a hill
or grade cannot be avoided, refer to Starting On
a Grade With a Loaded Truck.
4. When backing up the truck, give a back-up
signal of three blasts on the horn. When starting
forward, give two blasts on the horn. These
signals must be given each time the truck is
moved forward or backward.
5. Use extreme caution when approaching a haul
road intersection. Maintain a safe distance from
oncoming vehicles.
6. Maintain a safe distance when following
another vehicle. Never follow another vehicle in
the same lane closer than 15 m (50 ft). When
driving on a downgrade, this distance should be
at least 30 m (100 ft).
7. Do not stop or park on a haul road unless it is
unavoidable. If you must stop, move the truck to
a safe place, move the directional control lever
to PARK and turn off the engine before leaving
the cab. Chock the wheels securely and notify
maintenance personnel for assistance.
8. Before driving up or down a grade, maintain a
speed that will ensure safe driving and provide
effective retarding under all conditions. Refer to
Dynamic Retarding in Section N5, Operator
Cab Controls. Refer to the grade/speed chart in
the operator's cab to determine the maximum
safe truck speeds for descending various
grades with a loaded truck.
A3-24
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 up the truck if the back-up horn
or lights are inoperative. Always dim the
headlights when meeting oncoming vehicles.
10. If the emergency steering light and/or low brake
pressure warning light illuminate during
operation, steer the truck immediately to a safe
area away from other traffic, if possible, and
stop the truck. Refer to Step 7.
11. Check the tires for proper inflation periodically
during your shift. If the truck has been run on a
flat, or under-inflated tire, it must not be
parked in a building until the tire cools.
STARTING ON A GRADE WITH A

LOADED TRUCK
Initial propulsion with a loaded truck should begin
from a level surface whenever possible. If the truck
must be started on a hill or grade, use the following
procedure:
1. Fully depress the service brake pedal. Do not
use the 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 or REVERSE) and
increase the engine rpm with the throttle pedal.
2. As the engine rpm approaches the maximum,
and the operator senses the propulsion effort
working against the brakes, release the brakes
and let truck movement start. Completely
release the service brake pedal. As the truck
speed increases above 5-8 kph (3-5 mph), the
propulsion system controller (PSC) will drop the
propulsion if the retarder is still applied.
NOTE: Releasing and re-applying dynamic retarding
during a hill start operation will result in loss of
propulsion.
5/08 A03039
PASSING
1. Do not pass another truck on a hill or blind
curve. Only use areas designated for passing.
4. When the truck is stopped and in the dump

position, apply the brake lock and move the
directional control lever to NEUTRAL.
2. Before passing, make sure that the road ahead

is clear. If a disabled truck is blocking your lane,
slow down and pass with extreme caution.
LOADING
1. Pull into the loading area with caution. Remain
at a safe distance while the truck ahead is being
loaded.
2. When approaching or leaving a loading area,
watch out for other vehicles and personnel
working in the area.
Dumping 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.
3. When pulling in under a loader or shovel, follow

the spotter or shovel operators signals. The
truck operator may speed up loading operations
by observing the location and loading cycle of
the truck being loaded ahead, then follow a
similar pattern.
4. During loading, the operator must stay in the
cab with the engine running. Place the
directional control lever in NEUTRAL and apply
the brake lock.
5. When loaded, pull away from shovel as quickly
as possible but with extreme caution.
5. Pull the lever to the rear to actuate the hoist
circuit. Releasing the lever anywhere during
hoist up will hold the body at that position.
DUMPING
Raising The Dump Body
1. Pull into the dump area with extreme caution.
Make sure the area is clear of persons and
obstructions, including overhead utility lines.
Obey signals directed by the spotter, if present.
2. Avoid unstable areas. Stay a safe distance from
the edge of the dump area.
To prevent tipping or rolling, position the truck

on a solid, level surface before dumping. As the
body raises, the truck center of gravity will move.
3. Carefully maneuver the truck into the dump
position. When backing the truck into the dump
position, use only the foot-operated brake pedal
to stop and hold the truck. Do not rely on the
wheel brake lock to stop the truck. This control
is not modulated and applies the rear service
brakes only.
A03039 5/08
6. Raise the engine rpm to accelerate the hoist

speed.
If dumping very large rocks or sticky material as
described in the WARNING above, slowly
accelerate the engine to raise 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 cleared the
body.
7. Reduce the engine rpm as the last stage of the
hoist cylinder begins to extend. Let the engine
go to low idle as the last stage reaches halfextension.
8. Release the hoist lever as the last stage of the
hoist cylinder reaches full extension.
9. After the material being dumped clears the
body, lower the body to the frame.
A3-25
Lowering The Dump Body

(When dumping over a berm or into a crusher):

(When dumping on flat ground):
It is very likely when dumping on flat ground that the
dumped material will build up enough to prevent the
body from lowering. In this case, the truck will have to
be driven forward a short distance (just enough to
clear the material) before the body can be lowered.
1. Move the hoist lever forward to the DOWN

position. Release the lever to place the hoist
control valve in the FLOAT position, which
allows the body to return to the frame.
1. Move 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.
If dumped material builds up at the rear of the

body and the body cannot be lowered, perform
the following steps:
2. Stop, move the directional control lever to

NEUTRAL, and apply the brake lock.
3. Move the hoist lever forward to the DOWN
position. Release the lever to place the hoist
control valve in the FLOAT position, which
allows the body to return to the frame.
If dumped material builds up at the rear of the
body and the body cannot be lowered, then
perform the following steps:
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.
a. Move hoist lever back to the HOIST position

to fully raise the dump body. Release the
hoist lever so it returns to the HOLD position.
NOTE: Do not drive forward if the tail of body will not
clear the crusher wall in the fully raised position.
b. Move the directional control lever to
FORWARD, release the brake lock, depress
the Override button, and drive forward to
clear the material.
c. Stop, move the directional control lever to
NEUTRAL, apply the brake lock and lower
the body.
NOTE: Failure to hoist the body after making an
unsuccessful attempt at lowering the body may result
in the dump body suddenly lowering after the truck
has pulled ahead of the material that was previously
preventing the body from lowering.
c. Stop, move the directional control lever to

NEUTRAL, apply the brake lock, and lower
the body.
NOTE: Failure to hoist the body after making an
unsuccessful attempt at lowering the body may result
in the dump body suddenly lowering after the truck
has pulled ahead of the material that was previously
preventing the body from lowering.
Do not move the truck with the dump body raised

except in an emergency. Failure to lower body
before moving truck may cause damage to hoist
cylinders, frame and/or body hinge pins.
Do not move the truck with the dump body raised

except in an emergency. 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 leave the dump area
carefully.
4. With the body returned to frame, move the

directional control lever to FORWARD, release
the brake lock, and leave the dump area
carefully.
A3-26
5/08 A03039
TOWING
SAFE PARKING PROCEDURES
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. Do not tow the
truck any faster than 8 kph (5 mph).
Continue to use safety precautions when preparing

for parking and engine shutdown.
Information about the towing attachments listed

below is available from your Komatsu service
representative:
Front Bumper Modification Kit - MK3941: This kit
contains the parts necessary to modify the front
bumper for installation of towing bosses. One
MK3941 kit is required for each truck in the fleet.
Tow Adaptor Structure - MK3945: This structure
must be ordered (or designed) to mate with the
intended towing vehicle and is intended for towing an
unloaded vehicle only.
If 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 the
truck must be parked on a grade, position the
truck at a right angle to the grade.
2. The directional control lever must be in PARK
and chocks must be placed in front of and
behind the wheels so the truck cannot roll. Each
truck should be parked at a reasonable distance
from one another.
A disabled machine may be towed after the following

precautions have been taken.
1. Turn off the engine.
2. If the truck is equipped, install hydraulic
connections for steering and dumping between
towing and towed vehicles. Check the towed
vehicle braking system.
3. If the truck is loaded, dump the entire load.
Never pull or tow a loaded truck. Refer to
Disabled Truck Dumping Procedure.
4. Make sure that the tow bar has adequate
strength (approximately 1.5 times the gross
vehicle weight of truck being towed).
Do not activate the wheel lock feature when the

parking brake is activated. Bleed down of
hydraulic pressure may occur, causing the truck
to roll away.
3. Haul roads are not safe parking areas. In an
emergency, pick the safest spot that is 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. Make sure that the towing vehicle has adequate

capacity to both move and stop the towed truck
under all conditions.
6. Chock the disabled trucks wheels to prevent
movement while attaching the tow bar.
7. Release the disabled trucks brakes and
remove the blocking.
Sudden movement may cause tow bar failure.

Smooth, gradual truck movement is preferred.
8. Minimize the tow angle at all times. Never
exceed 30 degrees. The towed truck must be
steered in the direction of the tow bar.
A03039 5/08
A3-27
NORMAL ENGINE SHUTDOWN

PROCEDURE
Follow this procedure at each engine shutdown.
level surface. Make sure that there are no
overhead power lines or other obstructions in
case the dump body must be raised.
a. Reduce the engine speed to idle.
indicator light is illuminated.
c. Allow the engine to cool gradually by running
at low idle for 3 to 5 minutes, or activate the
5 minute shutdown delay timer as described
in Delayed Engine Shutdown Procedure.
the AC drive system in the rest mode. Make
sure that the rest mode indicator light in the
overhead panel is illuminated.
3. With the engine cooled down, turn the key
switch to the OFF position for normal engine
shutdown.
If the engine does not shutdown with the key
switch, use the engine shutdown switch on the
operator cab center console. Pull this switch up
until the engine stops.
4. With the key switch OFF and engine stopped,
wait at least 90 seconds. Make sure that the
steering circuit is completely bled down by
turning the steering wheel back and forth
several times. The front wheels should not turn
when the hydraulic pressure is relieved. If the
front wheels can still be turned, notify
5. Make sure that the link voltage light in the
control cabinet is off. Notify maintenance
personnel if a light remains illuminated for
longer than five minutes after the engine is shut
down.
6. Close and lock all windows. Remove the key
from the key switch and lock the cab to prevent
unauthorized truck operation. Dismount the
truck properly. Put wheel chocks in place.
A3-28
DELAYED ENGINE SHUTDOWN

PROCEDURE
level surface and free of overhead power lines
or other obstructions in case dump body needs
to be raised.
a. Reduce the engine speed to low idle.
indicator light in the overhead display panel
is illuminated.
the AC drive system in the rest mode. Make
sure that the rest mode indicator light in the
overhead panel is illuminated.
3. Press the top of the engine
shutdown timer switch to select
the ON (center) position. Press
the top of the switch again to
activate
the
timer
delay
(MOMENTARY position). Release the switch
and allow it to return to the ON position.
When the engine shutdown timer
has been activated, the timer
delay indicator light in the
overhead panel will illuminate to
indicate that the shutdown timing
sequence has started. The engine will continue
to idle for approximately 5 minutes to allow for
proper engine cool-down before stopping.
4. Turn the key switch to the OFF position. The
engine will shutdown when the timing sequence
is complete. When the engine stops, this will
activate the hydraulic bleeddown timer and turn
off the 24 VDC electric circuits that are
controlled by the key switch.
NOTE: To cancel the 5 minute idle timer sequence,
press the engine shutdown timer switch to the OFF
(lower) position. If the key switch is in the OFF
position, the engine will stop. If the key switch is in
the ON position, the engine will continue to run.
5/08 A03039
SUDDEN LOSS OF ENGINE POWER
FUEL DEPLETION
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.
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.
If the brake supply pressure drops to a predetermined level, the low brake oil pressure warning
light will illuminate and sonalarm 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. Move the directional control lever to PARK as
soon as the truck has stopped moving.
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.
3. Turn the key switch to the OFF position and

notify maintenance personnel immediately.
4. 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.
A03039 5/08
A3-29
DISABLED TRUCK DUMPING

PROCEDURE
Sometimes it is necessary to dump a load from the
body of a truck if the hoist system is inoperable. The
following instructions describe the use of a good
truck to provide the hydraulic power required to raise
the body of the disabled truck to dump the load.
b. Remove the cap from the hoist pilot valve

relief valve (2), located in the hydraulics
components cabinet behind the cab. While
counting the number of turns, slowly turn the
relief valve adjustment screw clockwise until
it bottoms. Repeat Step 2.
In the following example, Figure 3-2 illustrates a

typical hookup from the good truck. The disabled
truck may be the same truck model or a different
Komatsu truck model.
Hookup
Make sure that there is an adequate, clear area to
dump the loaded body. When the good truck is in
position, turn off the engine and allow the hydraulic
system to bleed down. Make sure that the pressure
has bled off before connecting the hoses.
1. With the good truck parked as close as possible
to the disabled truck, attach a hose from the
power up quick disconnect (4, Figure 3-2) to
the power down circuit of the disabled truck.
The hose must be rated to withstand 17,000
kPa (2500 psi) or greater pressure.
NOTE: The power down circuit will use a smaller
diameter hose (tube) than the power up circuit.
2. Connect another hose from the power down
quick disconnect (3) to the power up circuit of
the disabled truck.
NOTE: If both trucks are the same model, the hoses
will be installed at the quick disconnects shown in
Figure 30-1 and will be crossed when connected.
Raising the Body
1. 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).
2. Start the engine on the good truck, place the
hoist control in the POWER DOWN position and
increase the engine rpm to high idle to dump
the disabled truck. If the body of the disabled
truck fails to raise, increase the good truck
power down relief pressure as follows:
a. Shut down engine and allow the hydraulic
system to bleed down.
A3-30
FIGURE 3-2. PUMP MODULE, HOSE HOOKUP

1. Hoist Valve
2. Tubes to LH Hoist Cylinder
3. Power Down Quick Disconnect (Connect to power
up circuit of disabled truck.)
4. Power Up Quick Disconnect (Connect to power
down circuit of disabled truck.)
5. Overcenter Manifold
Lowering the Body

1. 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.
2. After the body is lowered, shut down the truck,
bleed the hydraulic system, and disconnect the
hoses.
3. Reduce the power down relief valve pressure
on the good truck to normal by turning the
adjustment counterclockwise the same number
of turns as required in Step 2b of Raising the
Body.
4. Check the power down relief pressure. Refer to
Section L10, Hydraulic Check-Out Procedure.
5. Check the hydraulic tank oil level.
5/08 A03039
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.
KEY SWITCH
A warning decal is below the key switch located to
the right of the steering column on the instrument
panel. The warning stresses the importance of
reading the operator's manual before operation.
The plates and decals must be kept clean and

legible. If any decal or plate becomes damaged or
illegible, replace it with a new one.
GRADE/SPEED CHART
A grade/speed retard chart is located on the left front
post of the operator's cab. It 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, retarding
grids, tire sizes, etc.
ROPS/FOPS
A plate attached to the right rear corner of the cab
states that the Rollover Protective Structure (ROPS)
and Falling Object Protective Structure (FOPS) meet
various SAE performance requirements.
The plate also contains a WARNING about making
modifications or repairs to the structure.
Unauthorized modifications or repairs will void the
certification.
A04061
Warnings and Cautions
A4-1
BATTERIES
CRUSHING HAZARD
Attached to the exterior of both battery

compartments is a danger decal which 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 before making any connections. When
connecting auxiliary power cables, positively
maintain correct polarity. Connect the positive (+)
posts together and then connect the negative (-) lead
of the auxiliary power cable to a good frame ground.
Do not connect to the negative posts of the truck
battery or near the battery box. This hookup
completes the circuit but minimizes the danger of
sparks near the batteries.
Warning plates are mounted on the frame in front of

both front tires and to the rear of both front tires.
They warn that the clearances change when the
truck is steered and could cause serious injury.
Sulfuric acid is corrosive and toxic. Use proper safety

gear, goggles, rubber gloves and a rubber apron
when handling and servicing batteries. If sulfuric acid
is swallowed, gets into your eyes or contacts your
skin, get proper medical help immediately.
Warning plates are attached to both the hydraulic

tank and fuel tank to alert technicians not to work on
the truck with the body in the raised position unless
the body-up retention device (pins or cable) is in
position.
This decal is placed on both battery boxes and near

the battery disconnect switches to indicate that the
battery system (24VDC) is a negative (-) ground system.
These decals are placed above the battery

disconnect switches on the right side of the front
bumper to indicate OFF and ON positions of the
switches.
A4-2
A04061
CYLINDER PRESSURE
FILLING THE HYDRAULIC TANK
These danger plates are mounted on the outside of

each frame rail to remind technicians to read the
warning labels attached to the side of each of the
accumulators (see below) before 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.
A plate mounted on the side of the hydraulic tank

provides instructions for filling the hydraulic tank.
These warning decals are mounted on the side of

each of the accumulators (both steering and brake)
to alert technicians to discharge all gas and hydraulic
pressure, and to read the maintenance/service
manual before performing any service.
To lessen the chances of system contamination,

keep the system open to the atmosphere only as
long as absolutely necessary. Service the tank with
clean Type C-4 hydraulic oil. All oil that is being put
into the hydraulic tank should be filtered through 3
micron filters.
A caution decal is attached below the hydraulic tank

oil level sight gauge. Check the oil level with the body
down, engine stopped, and key switch OFF. Add oil
per filling instructions if the oil level is below the top
of the sight glass.
This danger plate is attached to all four suspensions.

It contains instructions for releasing internal pressure
before disconnecting any hardware. Serious injury
can occur if these directions are not followed.
A04061
A4-3
HYDRAULIC OIL PRESSURE
EMERGENCY DUMP PROCEDURE
A warning plate is attached to the hydraulic tank to

warn technicians that high pressure hydraulic oil is
present during operation. When it is necessary to
open the hydraulic system, be sure the engine is
stopped and the 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.
A decal which provides the operator or technician

with the emergency procedure for dumping a loaded,
disabled truck by using a functional truck for
hydraulic power is located on the frame near the left
hoist cylinder.
Refer to Section L in the shop manual for additional
information about using this procedure.
WHEEL MOTOR OIL LEVEL

A wheel motor oil level decal is attached to the gear
cover on both electric wheel motors. This decal
stresses that the truck must be parked for 20 minutes
prior to checking the oil level in order to get an
accurate reading.
ACCUMULATOR DRAIN VALVES

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 the brake pressure. It further warns
not to overtighten the drain valves in order to prevent
damage to the valve seat(s).
EMERGENCY TOWING PROCEDURE

A decal which provides the operator or technician
with the emergency procedure for towing a disabled
truck is located on the left frame rial near the steering
accumulators.
HOT EXHAUST
A caution decal is also attached to the door of the
rear hatch cover and around the retarding grid
cabinet to alert personnel that hot exhaust air is
present and may cause injury.
A4-4
A04061
WELDING
CAPACITORS
This caution decal is placed near the battery

disconnect switches on the right side of the front
bumper to alert service technicians to always
disconnect the battery charging alternator lead wire
before making welding repairs.
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.
In addition, always isolate electronic control

components and 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. 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 possibly cause damage to components.
EMERGENCY SHUTDOWN
This decal is placed on the ground level engine
shutdown switch, which is mounted on the right side
of the front bumper structure. It specifies that this
switch is for emergency shutdown only.
This decal is placed near three different indicator

lights:
In the operator cab, on the D.I.D. panel on the
rear wall.
On the front of the control box, which is mounted
on the right side of the main control cabinet.
On the outside of the left control cabinet wall that
faces the right side of the operator cab.
When any of these indicator lights are on, high
voltage is present throughout the propulsion and
retarding system. Extreme care should be exercised!
A04061
A4-5
INFORMATION DISPLAY
HIGH VOLTAGE
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.
A high voltage danger plate is attached to the door of

the rear hatch cover.
These warning plates are mounted on all the AC

drive control housings and cabinets.
RADIATOR
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 running for a time will result in hot
coolant being expelled from the radiator. Serious
scalding and burning may result.
A4-6
High voltage may be present! Only authorized

personnel should access this rear housing.
High voltage may be present! Only authorized

personnel should access this rear housing.
A04061
LIFTING INSTRUCTIONS
This page illustrates a variety of decals which are
placed on deck mounted cabinets, housings, and
structures that must be lifted in a specific manner
and from specific points in order to safely move
them.
A04061
If any of these decals is damaged or defaced so it is

no longer legible, it should be replaced immediately.
Maintenance personnel must follow these lifting
instructions.
A4-7
PRODUCT IDENTIFICATION PLATE

A product identification plate is located on the frame
in front of the right side front wheel. It shows the
Truck Model Number, Maximum GVW, and Product
Identification Number (PIN).
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 identifies 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.
The Product Identification Number (PIN) consists of a

total of 19 characters. The first and last characters
are tamper preventive symbols (*). The remaining 17
alpha/numeric characters are used to identify the
following five characteristics of the machine:
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.
LUBRICATION CHART
The lubrication chart is mounted on the right hand side of the radiator grille structure. Refer to Section P,
Lubrication and Service, in the shop manual for more complete lubrication instructions.
A4-8
A04061
STANDARD TORQUE CHARTS AND CONVERSION TABLES

This manual provides U.S. standard and metric (SI)
units for most specifications.
EFFECT OF SPECIAL LUBRICANTS

On Fasteners and Standard Torque Values
References throughout the manual to standard torques

or other standard values will be to one of the following
charts or tables. For values not shown in these charts
or tables, standard conversion factors for most
commonly used measurements are provided in Table
XIII.
Komatsu 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
during the tightening process.
Standard torque values are not to be used when turnof-the-nut tightening procedures are recommended.
INDEX OF TABLES
Table I . . . . . . . . Standard Torque Chart (SAE)
Table II . . . Standard Torque, 12-Point, Grade 9
Table III . . . Standard Metric Assembly Torque
Table IV . . . . . . . JIC Swivel Nuts Torque Chart
Table V. . . . . . . . . . .Pipe Thread Torque Chart
Table VI . . . . . . . . . O-Ring Boss Torque Chart
Table VII. . . . . O-Ring Face Seal Torque Chart
Table VIII . . Torque Conversions (ft lbs to Nm)
Table IX . . Torque Conversions (ft lbs to kgm)
Table X. . . . Pressure Conversions (psi to kPa)
Table XI . . Pressure Conversions (psi to MPa)
Table XII. . . . . . . . . .Temperature Conversions
Table XIII . . . . Common Conversion Multipliers
Grade 5
Capscrew
Thread
Size
kgm
1/4-20
1/4-28
5/16-18
When 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 rustpreventive grease (see list, page A5-2) on the threads
and seats unless specified otherwise.
Verify threads and tapped holes are free of burrs and
other imperfections before installing hardware.
TABLE I. -STANDARD TORQUE CHART

SAE HEX HEAD CAPSCREW AND NUT ASSEMBLY
(LUBRICATED THREADS) - TOLERANCES 10%
TORQUE GRADE 5
ft lbs
. . A5-1
. . A5-2
. . A5-2
. . A5-3
. . A5-3
. . A5-3
. . A5-3
. . A5-4
. . A5-4
. . A5-4
. . A5-5
. . A5-5
. . A5-6
If special friction-reducing lubricants are used,

excessive stress and possible breakage of the
fasteners may result.
TORQUE GRADE 8
Nm
Capscrew
Thread
Size
Grade 8
TORQUE GRADE 5
TORQUE GRADE 8
Nm
ft lbs
kgm
ft lbs
kgm
Nm
ft lbs
kgm
Nm
0.97
9.5
10
1.38
13.6
1.11
10.8
11
1.52
14.9
3/4-16
235
32.5
319
335
46.3
454
7/8-9
350
48.4
475
500
69.2
15
2.07
20.3
21
2.90
28
678
7/8-14
375
51.9
508
530
73.3
719
5/16-24
16
2.21
22
22
3.04
3/8-16
25
3.46
34
35
4.84
30
1.0-8
525
72.6
712
750
103.7
1017
47
1.0-12
560
77.4
759
790
109.3
3/8-24
30
4.15
41
40
1071
5.5
54
1.0-14
570
78.8
773
800
110.6
7/16-14
40
5.5
54
1085
58
8.0
79
1 1/8-7
650
89.9
881
1050
145
7/16-20
45
6.2
61
1424
62
8.57
84
1 1/8-12
700
96.8
949
1140
158
1546
1/2-13
65
88
90
12.4
122
1 1/4-7
910
125.9
1234
1480
205
2007
1/2-20
70
9.7
95
95
13.1
129
1 1/4-12
975
134.8
1322
1580
219
2142
9/16-12
90
12.4
122
125
17.3
169
1 3/8-6
1200
166
1627
1940
268
2630
9/16-18
95
13.1
129
135
18.7
183
1 3/8-12
1310
181
1776
2120
293
2874
5/8-11
125
17.3
169
175
24.2
237
1 1/2-6
1580
219
2142
2560
354
3471
5/8-18
135
18.7
183
190
26.2
258
1 1/2-12
1700
235
2305
2770
383
3756
3/4-10
220
30.4
298
310
42.8
420
1 ft lbs = 0.138 kgm = 1.356 Nm
A05001 11/05
Standard Torque Charts and Conversion Tables
A5-1
STANDARD ASSEMBLY TORQUES

For 12-Point, Grade 9 Capscrews (SAE)
STANDARD ASSEMBLY TORQUES

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

torques for all 12-point, grade 9 (170,000 psi minimum
tensile) capscrews.
The following specifications apply to required assembly

torques for all metric Class 10.9 finished hexagon head
capscrews and Class 10 nuts.
Capscrew threads and seats shall be lubricated

when assembled.
Capscrew threads and seats shall not be lubricated

when assembled. These specifications are based
on all capscrews, nuts, and hardened washers
being phosphate and oil coated.
NOTE: Unless the instructions specifically recommend

otherwise, these standard torque values are to be used
with simple lithium base chassis grease (multi-purpose
EP NLGI) or a rust preventive grease (see list, this
page) on the threads.
Torques are calculated to give a clamping force of
approximately 75% of proof load.
The maximum torque tolerance shall be 10% of
the torque value shown.
NOTE: 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.
TABLE II. STANDARD ASSEMBLY TORQUE

for 12-Point, Grade 9 Cap screws
TABLE III. STANDARD ASSEMBLY TORQUE

for Metric Class 10.9 Cap screws & Class 10 Nuts
CAPSCREW
SIZE*
TORQUE
ft lbs
TORQUE
Nm
TORQUE
kgm
0.250 - 20
12
16
1.7
0.312 - 18
24
33
3.3
M6 x1
12
1.22
0.375 - 16
42
57
5.8
M8 x 1.25
30
22
3.06
CAPSCREW
SIZE*
TORQUE
Nm
TORQUE
ft lbs
TORQUE
kgm
0.438 -14
70
95
9.7
M10 x 1.5
55
40
5.61
0.500 -13
105
142
14.5
M12 x 1.75
95
70
9.69
0.562 - 12
150
203
20.7
M14 x 2
155
114
15.81
0.625 - 11
205
278
28.3
M16 x 2
240
177
24.48
0.750 - 10
360
488
49.7
M20 x 2.25
465
343
47.43
0.875 - 9
575
780
79.4
M24 x 3
800
590
81.6
1.000 - 8
860
1166
119
M30 x 3.5
1600
1180
163.2
M36 x 4
2750
2028
280.5
1.000 - 12
915
1240
126
1.125 - 7
1230
1670
170
* Shank Diameter (mm) - Threads per millimeter

This table represents standard values only. Do not use these
values to replace torque values which are specified in assembly
instructions.
1.125 - 12
1330
1800
184
1.250 - 7
1715
2325
237
1.250 - 12
1840
2495
254
1.375 - 6
2270
3080
313
1.375 - 12
2475
3355
342
1.500 - 6
2980
4040
411
1.500 - 12
3225
4375
445
* Shank Diameter (in.) - Threads per inch

This table represents standard values only. Do not use these
values to replace torque values which are specified in assembly
instructions.
Suggested* Sources for Rust Preventive Grease:

American Anti-Rust Grease #3-X from Standard Oil
Company (also American Oil Co.)
Gulf Norust #3 from Gulf Oil Company.
Mobilarma 355, Product No. 66705 from Mobil Oil
Corporation.
Rust Ban 326 from Humble Oil Company.
Rustolene B Grease from Sinclair Oil 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
11/05 A05001
TABLE IV.
TORQUE CHART FOR JIC 37 SWIVEL NUTS
WITH OR WITHOUT O-RING SEALS
TABLE VI.
TORQUE CHART FOR
O-RING BOSS FITTINGS
SIZE
CODE
TUBE SIZE
(O.D.)
THREADS
UNF-2B
TORQUE
ft lbs
SIZE
CODE
TUBE SIZE
(O.D.)
THREADS
UNF-2B
TORQUE
ft lbs
0.125
0.312 24
4 1
0.125
0.312 24
4 2
0.188
0.375 24
8 3
0.188
0.375 24
5 2
0.250
0.438 20
12 3
0.250
0.438 20
8 3
0.312
0.500 20
15 3
0.312
0.500 20
10 3
0.375
0.562 18
18 5
0.375
0.562 18
13 3
0.500
0.750 16
30 5
0.500
0.750 16
24 5
10
0.625
0.875 14
40 5
10
0.625
0.875 14
32 5
12
0.750
1.062 12
55 5
12
0.750
1.062 12
48 5
14
0.875
1.188 12
65 5
14
0.875
1.188 12
54 5
16
1.000
1.312 12
80 5
16
1.000
1.312 12
72 5
20
1.250
1.625 12
100 10
20
1.250
1.625 12
80 5
24
1.500
1.875 12
120 10
24
1.500
1.875 12
80 5
32
2.000
2.500 12
230 20
32
2.000
2.500 12
96 10
TABLE V.
TORQUE CHART FOR
PIPE THREAD FITTINGS
TABLE VII.
TORQUE CHART FOR
O-RING FACE SEAL FITTINGS
SIZE
CODE
PIPE
THREAD
SIZE
WITH
SEALANT
ft lbs
WITHOUT
SEALANT
ft lbs
0.125 27
15 3
20 5
0.250 18
20 5
25 5
0.375 18
25 5
35 5
0.500 14
35 5
45 5
12
0.750 14
45 5
55 5
16
1.000 11.50
55 5
65 5
20
1.250 11.50
70 5
80 5
24
1.500 11.50
80 5
95 10
32
2.000 11.50
95 10
120 10
A05001 11/05
SIZE
CODE
TUBE SIZE
(O.D.)
THREADS
UNF-2B
TORQUE ft
lbs
0.250
0.438 20
11 1
0.375
0.562 18
18 2
0.500
0.750 16
35 4
10
0.625
0.875 14
51 5
12
0.750
1.062 12
71 7
16
1.000
1.312 12
98 6
20
1.250
1.625 12
132 7
24
1.500
1.875 12
165 15
A5-3
TABLE VIII. TORQUE CONVERSIONS

Foot Pounds (ft lbs) to Newton-meters (Nm)
ft lbs
(Nm)
1.36
2.71
4.07
5.42
6.78
8.14
9.49
10.85
12.20
10
13.56
14.91
16.27
17.63
18.98
20.34
21.69
23.05
24.40
25.76
20
27.12
28.47
29.83
31.18
32.54
33.90
35.25
36.61
37.96
39.32
30
40.67
42.03
43.39
44.74
46.10
47.45
48.81
50.17
51.52
52.87
40
54.23
55.59
56.94
58.30
59.66
60.01
62.37
63.72
65.08
66.44
50
67.79
69.15
70.50
71.86
73.21
74.57
75.93
77.28
78.64
80.00
60
81.35
82.70
84.06
85.42
86.77
88.13
89.48
90.84
92.20
93.55
70
94.91
96.26
97.62
98.97
100.33
101.69
103.04
104.40
105.75
107.11
80
108.47
109.82
111.18
112.53
113.89
115.24
116.60
117.96
119.31
120.67
90
122.03
123.38
124.74
126.09
127.45
128.80
130.16
131.51
132.87
134.23
See NOTE on page A5-5 regarding Table usage
TABLE IX. TORQUE CONVERSIONS

Foot Pounds (ft lbs) to kilogram-meters (kgm)
ft lbs
(kg.m)
0.138
0.277
0.415
0.553
0.692
0.830
0.968
1.106
1.245
10
1.38
1.52
1.66
1.80
1.94
2.07
2.21
2.35
2.49
2.63
20
2.77
2.90
3.04
3.18
3.32
3.46
3.60
3.73
3.87
4.01
30
4.15
4.29
4.43
4.56
4.70
4.84
4.98
5.12
5.26
5.39
40
5.53
5.67
5.81
5.95
6.09
6.22
6.36
6.50
6.64
6.78
50
6.92
7.05
7.19
7.33
7.47
7.61
7.74
7.88
8.02
8.16
60
8.30
8.44
8.57
8.71
8.85
8.99
9.13
9.27
9.40
9.54
70
9.68
9.82
9.96
10.10
10.23
10.37
10.51
10.65
10.79
10.93
80
11.06
11.20
11.34
11.48
11.62
11.76
11.89
12.03
12.17
12.30
90
12.45
12.59
12.72
12.86
13.00
13.14
13.28
13.42
13.55
13.69
TABLE X. PRESSURE CONVERSIONS

Pounds/square inch (psi) To Kilopascals (kPa)
Formula: psi x 6.895 = kPa
psi
(kPa)
6.895
13.79
20.68
27.58
34.47
41.37
48.26
55.16
62.05
10
68.95
75.84
82.74
89.63
96.53
103.42
110.32
117.21
124.1
131.0
20
137.9
144.8
151.7
158.6
165.5
172.4
179.3
186.2
193.1
200.0
30
206.8
213.7
220.6
227.5
234.4
241.3
248.2
255.1
262.0
268.9
40
275.8
282.7
289.6
296.5
303.4
310.3
317.2
324.1
331.0
337.9
50
344.7
351.6
358.5
365.4
372.3
379.2
386.1
393.0
399.9
406.8
60
413.7
420.6
427.5
434.4
441.3
448.2
455.1
462.0
468.9
475.8
70
482.6
489.5
496.4
503.3
510.2
517.1
524.0
530.9
537.8
544.7
80
551.6
558.5
565.4
572.3
579.2
586.1
593.0
599.9
606.8
613.7
90
620.5
627.4
634.3
641.2
648.1
655.0
661.9
668.8
675.7
682.6
A5-4
11/05 A05001
TABLE XI. PRESSURE CONVERSIONS

Pounds/square inch (psi) To Megapascals (MPa)
Formula: psi x 0.0069 = MPa
psi
10
20
30
40
50
60
70
80
90
(MPa)
0.069
0.14
0.21
0.28
0.34
0.41
0.48
0.55
0.62
100
0.69
0.76
0.83
0.90
0.97
1.03
1.10
1.17
1.24
1.31
200
1.38
1.45
1.52
1.59
1.65
1.72
1.79
1.86
1.93
2.00
300
2.07
2.14
2.21
2.28
2.34
2.41
2.48
2.55
2.62
2.69
400
2.76
2.83
2.90
2.96
3.03
3.10
3.17
3.24
3.31
3.38
500
3.45
3.52
3.59
3.65
3.72
3.79
3.86
3.93
4.00
4.07
600
4.14
4.21
4.27
4.34
4.41
4.48
4.55
4.62
4.69
4.76
700
4.83
4.90
4.96
5.03
5.10
5.17
5.24
5.31
5.38
5.45
800
5.52
5.58
5.65
5.72
5.79
5.86
5.93
6.00
6.07
6.14
900
6.21
6.27
6.34
6.41
6.48
6.55
6.62
6.69
6.76
6.83
See NOTE below regarding Table usage
NOTE: Tables such as Table VIII, IX, X, and XI may be used as in the following example:
Example: Convert 975 psi to kilopascals (kPa).
1. Select Table X.
2. Go to psi row 90, column 7; read 668.8
97 psi = 668.8 kPa.
3. Multiply by 10:
970 psi = 6688 kPa.
4. Go to psi row 0, column 5; read 34.475
psi = 34.47 kPa. Add to step 3.
5. 970 + 5 psi = 6688 + 34 = 6722 kPa.
TABLE XII. TEMPERATURE CONVERSIONS

Formula: F - 32 / 1.8 = C or C x 1.8 + 32 = F
CELSIUS
FAHRENHEIT
CELSIUS
FAHRENHEIT
CELSIUS
FAHRENHEIT
C
F
C
F
C
F
121
250
482
63
145
293
4
40
104
118
245
473
60
140
284
2
35
95
116
240
464
57
135
275
1
30
86
113
235
455
54
130
266
4
25
77
110
230
446
52
125
257
7
20
68
107
225
437
49
120
248
9
15
59
104
220
428
46
115
239
12
10
50
102
215
419
43
110
230
15
5
41
99
210
410
41
105
221
18
0
32
96
205
401
38
100
212
21
5
23
93
200
392
35
95
293
23
10
14
91
195
383
32
90
194
26
15
5
88
190
374
29
85
185
29
20
4
85
185
365
27
80
176
32
25
13
82
180
356
24
75
167
34
30
22
79
175
347
21
70
158
37
35
31
77
170
338
18
65
149
40
40
40
74
165
329
15
60
140
43
45
49
71
160
320
13
55
131
46
50
58
68
155
311
10
50
122
48
55
67
66
150
302
7
45
113
51
60
76
NOTE: The numbers in the unmarked columns refer to temperature in either degrees Celsius (C) or Fahrenheit (F). Select a number in
this unmarked column and read to the left to convert to degrees Celsius (C) or read to the right to convert to degrees Fahrenheit (F). If
starting with a known temperature (either C or F), find that temperature in the marked column and read the converted temperature in the
center, unmarked column.
A05001 11/05
A5-5
TABLE XIII
COMMON CONVERSION MULTIPLIERS

METRIC TO ENGLISH

ENGLISH TO METRIC
Multiply
By
TO
Multiply
By
inch in.
millimeter (mm)
25.40
millimeter (mm)
inch in.
0.0394
inch in.
centimeter (cm)
2.54
centimeter (cm)
inch in.
0.3937
foot ft
meter (m)
0.3048
meter (m)
foot ft
3.2808
yard yd
meter (m)
0.914
meter (m)
yard yd
1.0936
1.61
kilometer (km)
mile mi.
0.6210
To Convert
From
mile mi.
kilometer (km)
To Convert From
2)
TO
0.1550
in.2
sq. centimeters (cm )
6.45
sq. centimeters (cm
sq. ft. ft2
sq. centimeters (cm2)
929
sq. centimeters (cm2)
sq. ft. ft2
0.001
cu. in. in.3
cu. centimeters (cm3)
16.39
cu. centimeters (cm3)
cu in in.3
0.061
cu. in. in.3
liters (l)
0.016
liters (l)
cu in in.3
61.02
cu. ft. ft3
cu. meters (m3)
0.028
cu. meters (m3)
cu ft ft3
35.314
cu. ft. ft3
liters (l)
28.3
liters (l)
cu ft ft3
0.0353
ounce oz
kilogram (kg)
0.028
grams (g)
ounce oz.
0.0353
fluid ounce fl oz
milliliter (ml)
29.573
milliliter (ml)
fluid ounce fl oz.
0.0338
pound (mass)
kilogram (kg)
0.454
kilogram (kg)
pound (mass)
2.2046
Newton (N)
4.448
Newton (N)
pound (force) lbs
0.2248
Newton meters (Nm)
0.113
Newton-meters (Nm)
kilogram meters (kgm)
0.102
sq. in. in.
pound (force) lbs

in. lbs. (force)
sq. in.
ft lbs (force)
Newton meters (Nm)
1.356
Newton-meters (Nm)
ft lbs
0.7376
ft lbs (force)
kilogram meters (kgm)
0.138
kilogram-meters (kgm)
ft lbs
7.2329
psi (pressure)
kilopascals (kPa)
6.895
kilogram-meters (kgm)
Newton meters (Nm)
9.807
psi (pressure)
megapascals (MPa)
0.007
kilopascals (kPa)
psi
0.1450
psi (pressure)
kilograms/cm2 (kg/cm2)
0.0704
megapascals (MPa)
psi
145.038
psi
14.2231
kilopascals (kPa)
98.068
ton
0.0011
(kg/cm2)
ton (short)
kilogram (kg)
907.2
kilograms/cm
ton (short)
metric ton
0.0907
kilograms/cm2 (kg/cm2)
quart qt
liters (l)
0.946
kilogram (kg)
gallon gal
liters (l)
3.785
metric ton
HP (horsepower)
Watts
745.7
liters (l)
HP (horsepower)
kilowatts (kw)
0.745
liters (l)
A5-6
ton
1.1023
quart qt
1.0567
gallon gal
0.2642
Watts
Horsepower HP
0.00134
kilowatts (kw)
Horsepower HP
1.3410
11/05 A05001
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. If
properly prepared, a stored machine may promptly
and safely be put back into operation. Improper
preparation, or complete lack of preparation, can
make the job of getting the vehicle back to operating
status difficult.
The following information outlines the essential steps
for preparing a unit for extended storage, and the
necessary steps for bringing the unit back to
operational status. Additional information is given to
help restore machines that were not put into storage,
but merely shut down and left idle for a long period of
time.
Much of this material is of a general nature since the
environment (where the machine has been standing
idle) will play a big part in its overall condition. A hot,
humid climate will affect vehicle components much
differently than a 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.
SHORT TERM IDLE PERIODS

There may be periods when a vehicle is idle from 30
to 60 days, but must be ready for use at any time. To
most effectively hande this type of situation, follow
the procedure below to prevent any deterioration
from the beginning of vehicle idle time.
1. Keep the vehicle fully serviced.
2. Perform a visual check of the vehicle every
week. Start and run the engine until it is at
operating temperature. Move the vehicle
around the yard for a few minutes to ensure that
all internal gears and bearings are freshly
lubricated.
3. Operate all hydraulic functions through their
complete range to ensure that the cylinder rods
and seals are fully lubricated.
4. Check and operate all systems.
5. Once a month, perform the 10 Hour service
items shown in the Operation and Maintenance
Manual. Keep batteries properly serviced.
These instructions are not intended to be all

inclusive, but are minimum guidelines. The final aim
should always be to provide the operator with a safe,
reliable, fully productive vehicle.
A07003 11/05
Storage Procedures and Idle Machine Preparation
A7-1
PREPARATION FOR STORAGE

For long term idle periods, proper preparation will
pay large dividends in time and money when future
operation of the vehicle is scheduled.
1. The engine should be prepared for storage
according to instructions found in the engine
manufacturer's manual.
2. The vehicle should be in top operating condition
with all problems corrected. The paint should be
in good condition, with no rust or corrosion. All
exposed, machined or unpainted surfaces
should be coated with a good rust preventive
grease.
3. After the vehicle has been parked in its storage
location, all hydraulic cylinders, including
Hydrair suspensions, should be retracted as
much as possible (steering cylinders centered).
Wipe the exposed portion of all cylinder rods
clean and coat them (including the seals on the
end of the barrel) with a good preservative
grease.
4. If long term storage is anticipated, the vehicle
should be blocked up with the tires clear of the
ground to remove the vehicle weight from the
tires. Lower the tire pressure to 103 - 172 kPa
(15 - 25 psi). Completely cover the tires with
tarpolins to minimize rubber oxidation and
deterioration.
5. Clean the radiator. Refer to Section C, Cooling
System, for the proper cleaning instructions.
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.
A7-2
6. The cooling system should be completely

drained, chemically flushed, and refilled with a
conditioned water/antifreeze solution suitable
for the lowest temperature anticipated. Refer to
Section P, 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.
NOTE: NEVER store a vehicle with a dry cooling
system.
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.
7. 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.
8. Disconnect the 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 the
battery compartment. Remove all corrosion and
paint the compartment with an acid proof paint.
9. The wheel axle housings should be fully
serviced with recommended lubricants. Seal all
vents.
10. The exhaust openings and air cleaners should
be covered tightly with moisture barrier paper
and sealing tape.
11/05 A07003
11. All lubrication points (grease fittings) should be

serviced with the recommended lubricants.
12. Relieve the tension from all drive belts. The
engine manufacturer recommends insertion of
heavy kraft paper between the belts and pulleys
to prevent sticking.
13. All vandalism covers and locks should be in
place and secured.
14. All cab windows should be closed, locked and
sealed, and the cab door should be locked to
prevent vandalism and weather effects.
REMOVAL FROM STORAGE

If the storage preparations were followed when
placing the vehicle into storage, getting it back to
operational status is a matter of reversing those
steps.
NOTE: Before starting the job of restoring a vehicle
to operation, obtain copies of the Operation and
Maintenance Manual, Service Manual, Engine
Manuals and Parts Book, if possible, and follow all
special instructions regarding servicing the vehicle
and its components.
15. The fuel tank should be completely drained of

fuel, fogged with preservative lubricant (NOXRUST MOTOR STOR., SAE10), and closed
tightly. All fuel filters should be replaced.
In addition to removing the storage materials, the

following actions should be taken:
16. If possible, all available service publications

(vehicle and engine) and a current parts catalog
should be packaged in a moisture proof
package and placed in the cab to aid whomever
will eventually place the unit back in operation.
2. Service the engine according to the engine

manufacturer's Operation and Maintenance
Manual.
17. Ensure that the water drain holes in the truck

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.
1. Inspect the entire vehicle carefully for rust and

corrosion. Correct as necessary.
3. Clean the radiator. Refer to Section C, Cooling

System, for cleaning instructions.
5. Thoroughly inspect all drive belts and hydraulic

oil lines for damage, wear or deterioration.
Replace any suspected lines. Do not take
chances on possible ruptures or blow-outs.
6. New hydraulic filters should be installed and the
hydraulic tank checked and serviced with Type
C-4 oil as specified in Section P, Lubrication
and Service.
A07003 11/05
A7-3
7. Open the fuel tank drain valve to remove any

moisture or sediment that may have
accumulated while in storage. Close the drain
valve and fill the fuel tank with diesel fuel.
Never blend gasoline, gasohol and/or alcohol

with diesel fuel. This creates an extreme fire
hazard and, under certain conditions, may cause
an explosion.
8. Ensure that all hydraulic controls, steering
linkage and throttle linkage points are lubricated
and operate freely before starting the engine.
9. All electrical connections must be clean and
tight. Ensure that all ground straps and cables.
are secure
16. Refer to the Operation and Maintenance

Manual for engine startup and vehicle checkout
procedures. Check all hose and line
connections for leaks when the engine is
running.
17. Before moving the vehicle, cycle all hydraulic
controls, steering controls, and braking systems
to verify proper operation. Check all
instruments and gauges to ensure that all
systems are operational.
18. When all systems are operational and all known
problems are corrected, road test the vehicle in
a smooth, level, unobstructed area to check
steering response, service brake efficiency, and
hydraulic functions.
19. Recharge any fire protection equipment before
the vehicle is returned to service.
10. Install fully charged batteries in the vehicle.

Clean the connectors and connect the battery
cables. The battery compartment must be free
of corrosion. Secure the batteries with holddowns.
11. Check all electrical cables for deterioration,
cracks and other damage. Replace any
defective cables.
Air pressure must be released from tires with bad

cuts or wear that extends into the plies before
removal from the vehicle. Also, do not allow
personnel to stand in removal path of tires.
12. Check all tires carefully for damage. Inflate the
tires to the proper pressure.
13. If disconnected, reconnect the parking brake
linkage.
14. Completely
service
the
vehicle
as
recommended in Section P, Lubrication and
Service, for both 10 and 100 Hour inspections.
15. Adjust all drive belts to the specified tension.
A7-4
11/05 A07003
RECONDITIONING AN IDLE VEHICLE

3. Inspect tires thoroughly for wear, cuts and
cracks on the treads and side walls.
Never attempt to operate a vehicle that has been

standing idle for a long period until all systems
which
affect
steering,
brakes,
engine,
transmission and running gears have been
completely reconditioned. An unsafe vehicle can
cause serious injuries and/or major property
damage.
Reconditioning a vehicle that has been subjected to
long idle periods without being properly prepared for
storage - merely shut down and left to the elements may present a major expenditure of time and money
when it is to be put into operation.
1. Remove all debris and thoroughly clean the
vehicle before starting any inspection or
maintenance.
2. Remove the batteries and move them to a
battery shop for service and charging, or
replace as necessary.
Do not disassemble an inflated tire. Remove the

valve core slowly and allow pressure to bleed off
before attempting to remove the lockring. Also,
eye protection must be worn during tire deflation
to protect against any foreign object being
projected into the eyes.
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.
A07003 11/05
a. Any tire suspected of being unserviceable

should be removed and thoroughly
inspected before being inflated.
b. If the tires are removed, clean and inspect all
wheel components. All rust and corrosion
must be removed and parts repainted as
needed before mounting the tires.
c. Mount and inflate tires as shown in
Operation and Maintenance Manual. Follow
all safety rules
4. Inspect the service brakes carefully. Before
disabling the brake circuit, block all wheels to
prevent possible movement of the vehicle.
a. All brake lines and connections must be
clean and free of rust, corrosion and
damage.
b. When reconditioning the braking system, the
service brake hydraulic circuits should be
checked out according to the instructions in
Section J, Brake Circuit Check-Out
Procedure.
5. The engine should be inspected and serviced
according to the engine manufacturer's
Operation And Maintenance Manuals.
a. Ensure that the exhaust is clear and clean. If
water entry is suspected, disconnect the air
tubes at the turbochargers to check for water
before attempting to start the ethe ngine.
b. Replace the fuel filters and fill filter cans with
fresh fuel for engine priming.
Have a new safety filter (secondary) element on

hand before removing the old one. Do not keep
the intake system open to the atmosphere any
longer than absolutely necessary.
A7-5
c. Replace both the primary and safety filter

(secondary) elements in the air cleaners.
Check all intake lines between the air
cleaners and the engine. All clamps must be
tight. The plunger in the filter condition
indicators must move freey.
d. Inspect the tubes in the precleaner section of
the air cleaner assembly. Use a light to
inspect the tubes. The light should be visible
through the end of the tube. If clogging is
evident, the precleaner must be cleaned
according to the instructions in Section C, Air
Cleaners.
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 debris.
To prevent injuries, always release

tension before replacing the fan belt.
spring
f. Check and tighten the engine fan drive belts.

If necessary, install a new belt set.
g. Check and tighten the engine mounts.
6. If fuel was left in the tanks, it must be removed.
Do not attempt to use old diesel fuel.
a. With the tanks empty, remove the inspection
plates and thoroughly check the interior of
the tanks. Remove any 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.
7. Drain the hydraulic tank. If the 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 the hydraulic filter elements and
clean the suction strainer elements. While
the suction strainers are removed, inspect
and clean the inside of the tank thoroughly to
remove all sediment and foreign material.
b. Inspect all hydraulic lines for deterioration
and damage. Replace any suspected lines.
Do not risk possible hose ruptures or blow
outs.
c. Check all hydraulic components (pumps,
valves and cylinders) for damage and
corrosion. Secure all mountings and
connections. The control valves must move
freely with no binding.
d. Check the exposed portions of all hydraulic
cylinder rods for rust, pitting and corrosion. If
the plating has deteriorated, the cylinder
should be removed and overhauled or
replaced. Pitted or scored plating will cause
leakage at the cylinder seals.
8. Check the front wheel hub, final drive and wheel
axle lubricant. If contamination is suspected,
the oil should be drained completely and the
component serviced with clean recommended
lubricant. If major contamination is present,
disassembly and overhaul will be necessary.
9. Check the parking brake. Since it is spring
applied, the brake pads may be stuck tightly to
the disc. It may be necessary to remove and
overhaul the parking brake assembly.
c. Install the inspection covers with new

gaskets.
d. Fill the tanks with the specified diesel fuel.
e. Replace the fuel filters.
A7-6
11/05 A07003
10. Lubricate all grease fittings that are not part of

the automatic lubrication system with the
recommended lubricants. Pay special attention
to the steering linkage connections. All pivot
points must move freely with no binding.
11. Check the battery charging alternator for
corrosion or deterioration. The alternator rotor
must move freely with no binding or roughness.
Inspect, install and properly tension the
alternator drive belts.
12. Ensure that the steering cylinder ball joints link
and hydraulic connections are secure.
13. Examine the Hydrair suspensions for damage.
a. Discharge the nitrogen from the suspensions
as outlined in Section H, Hydrair II
Suspensions.
b. Check the conditon of the suspension oil and
cylinder wipers. If the wipers are cracked or
hardened, the suspension must be rebuilt.
Recharge the suspension with new oil if the
old oil is deteriorated.
c. Check the exposed chrome portions of
cylinder for rust, pitting and corrosion. If the
plating is deteriorated, the suspension
should be removed and overhauled or
replaced. Pitted or scored plating will rapidly
cause leakage at the seals.
d. Recharge the suspensions as outlined in
Section H, Hydrair II Suspensions.
14. If not done previously, install fully-charged
batteries and ensure that the hook-up is correct.
ENGINE OPERATION
After all reconditioning procedures have been
completed, a static check of engine operation,
systems operations, and verification of the braking
and steering functions must be done before the
vehicle is moved.
.
Before starting the engine, clear the immediate

area of personnel and obstructions. Ensure that
all tools and loose equipment have been
removed from the vehicle. Always sound the
horn as a warning before starting the engine or
actuating any operational controls.
Never start the engine in a building unless the
doors and windows are open and ventilation is
adequate.
1. Turn the key switch ON. The warning lights for
low brake and steering pressure should
illuminate and the horn should sound. If it does
not, check all components in the circuit and
correct the problem before continuing.
2. Turn the key switch to the START position to
crank the engine. Release the key when the
engine starts. Watch the engine oil pressure
gauge. If the pressure does not show within 10 15 seconds, turn off the engine and locate the
problem.
3. While the engine is warming up, inspect the
coolant, oil and fuel lines for leaks. Check the
hydraulic pump and hydraulic lines for leaks.
4. When the engine is at operating temperature,
check the operation of the throttle circuit.
Acceleration should be smooth. Watch the
gauges for any abnormal activity. Proper
temperatures and pressures are shown in the
Operation and Maintenance Manual.
A07003 11/05
A7-7
After The Engine Has Started

5. After all known problems have been corrected,
the vehicle is ready for a road test. This test
should be performed only by a capable and
experienced operator in a large open area
where plenty of maneuvering room is available.
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 the steering
and emergency controls. Test the steering in
the extreme right and left directions. If the
steering system is not operating properly, turn
off the engine immediately. Determine the
steering system problem and have repairs
made before resuming operation.
One of the road test items that should be

performed is the repeated test of braking
efficiency at progressively higher speeds. Start
at slow speeds. Do not operate at higher
speeds until the machine is determined to be
operating safely.
2. Operate each of the brake circuits at least twice

prior to operating and moving the machine.
6. When the vehicle is ready for production use, it

should be visually rechecked and fully serviced
according to Section P, Lubrication and
Service.
a. Activate each circuit individually using the

controls in the cab with the engine running
and the hydraulic circuit fully charged.
b. If any application or release of any brake
circuit does not appear proper or if
sluggishness is apparent, turn off the engine
and notify maintenance personnel. Do not
operate the machine until the brake circuit in
question is fully operational.
3. Check all gauges, warning lights and
instruments before moving the machine to
ensure proper system operation and gauge
function. Pay special attention to the braking
and steering circuit warning lights. If any
warning lights come on, turn off the engine
immediately and determine the cause.
A few of the conditions which might be encountered

after a machine has been exposed to the elements
for a long period of time 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.
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.
4. Cycle the hoist controls and steering several

times to remove any trapped air. Complete the
steering cycles in both directions to verify
steering response, smoothness and reliability.
Check the seals and lines for leaks.
A7-8
11/05 A07003
ENGINE STORAGE
When an engine is to be stored or removed from
operation for a period of time, special precautions
should be taken to protect the interior and exterior of
the engine and other parts from rust and corrosion.
All rust and corrosion must be completely removed
from any exposed part before applying a rust
preventive compound. Therefore, it is recommended
that the engine be processed for storage as soon as
possible after removal from operation.
The engine should be stored in a building which is
dry and can be heated during the winter months.
Moisture absorbing chemicals are commercially
available for use when excessive moisture is
prevalent in the storage area.
Temporary Storage (30 Days Or Less)
1. Drain the oil from the crankcase. Fill the
crankcase to the proper level with the
recommended viscosity and grade of new oil.
2. Fill the fuel tank with the recommended grade
of fuel oil. Operate the engine for two minutes at
1200 rpm with no load. Turn off the engine. Do
not drain the fuel system or the crankcase.
3. Check the air cleaner and service it, if
necessary.
4. If freezing weather is expected during the
storage period, add an ethylene glycol base
antifreeze solution in accordance with the
manufacturer's recommendations.
5. Clean the entire exterior of the engine (except
the electrical system) with fuel oil and dry it with
compressed air.
6. Seal all engine openings. The material used for

this purpose must be waterproof, vaporproof
and possess sufficient physical strength to
resist puncture and damage from the expansion
of entrapped air.
An engine prepared in this manner can be returned
to service in a short period of time by removing the
seals at the engine openings, checking the engine
coolant, fuel oil, lubricating oil, transmission oil, and
priming the raw water pump (if used).
Extended Storage (More Than 30 Days)

1. Drain the cooling system and flush with clean,
softened water. Refill the system with clean,
softened water and add a rust inhibitor.
2. Remove, check and recondition the injectors, if
necessary, to ensure that they will be ready to
operate when the engine is restored to service.
Reinstall the injectors. Time them and adjust
the exhaust valve clearance.
3. Circulate the coolant by operating the engine
until the normal operating temperature of 71 85 C (160 - 185 F) is reached.
4. Stop the engine.
5. Drain the oil from the crankcase, then reinstall
and tighten the drain plug. Install new
lubricating oil filter elements and gaskets.
6. Fill the crankcase to the proper level with a 30weight preservative lubricating oil (MIL-L21260C, Grade 2).
To prevent possible personal injury, wear

adequate eye protection and do not exceed a
compressed air pressure of 276 kPa (40 psi).
A07003 11/05
A7-9
7. Drain the fuel tank. Refill with enough No. 1

diesel fuel or pure kerosene to allow the engine
to operate for about ten minutes. If it is not
convenient to drain the fuel tank, use a
separate portable supply of the recommended
fuel.
NOTE: If the engine is stored where condensation of
water in the fuel tank may be a problem, add pure,
waterless isopropyl alcohol (isopropanol) to the fuel
at a ratio of one pint to 125 gallons(473 L) of fuel, or
0.010% by volume. Where biological contamination
of fuel may be a problem, add a biocide, such as
Biobor JF or an equivalent, to the fuel. When using a
biocide, follow the manufacturer's concentration
recommendations and all cautions and warnings.
8. Drain and disassemble the fuel filter and
strainer. Discard the used elements and
gaskets. Fill the cavity between the element and
shell with No. 1 diesel fuel or pure kerosene,
and install on the engine. If spin-on fuel filters
and strainers are used, discard the used
cartridges, fill the new ones with No. 1 diesel
fuel or pure kerosene, and install on the engine.
10. Operate the engine for five minutes to circulate
the clean fuel oil throughout the fuel system.
16. Remove and clean the batteries and battery

cables with a baking soda/water solution and
rinse them with fresh water. Do not allow the
soda solution to enter the battery. Add distilled
water to the electrolyte, if necessary. Store the
battery in a cool - never below 0 C (32 F) dry place. Keep the battery fully charged and
check the level and the specific gravity of the
electrolyte regularly. Never set batteries on a
concrete floor. Place them on wooded blocks.
17. Insert heavy paper strips between the pulleys
and belts to prevent sticking.
18. Seal all engine openings, including the exhaust
outlet, with moisture resistant tape. Use
cardboard, plywood or metal covers where
practical.
19. Clean and dry the exterior painted surfaces of
the engine and spray with a suitable liquid
automotive body wax, a synthetic resin varnish
or a rust preventive compound.
20. Protect the engine with a weather-resistant
tarpaulin and store it under cover, preferably in
a dry building with temperatures above 0 C
(32 F).
11. Service the air cleaner.

12. Turbocharger bearings are pressure lubricated
through the external oil line leading from the
engine cylinder block while the engine is
operating. However, the turbocharger air inlet
and turbine outlet connections should be sealed
off with moisture resistant tape.
13. Apply a rust preventive compound to all
exposed, non-painted surfaces.
14. Drain the cooling system.
15. Drain the preservative oil from the engine
crankcase. Reinstall and tighten the drain plug.
A7-10
Outdoor storage of engines is not recommended.

However, if an engine must be kept outdoors,
follow the preparation and storage instructions
above. Do not use plastic sheeting for outdoor
storage. Plastic may be used for indoor storage.
However, when used outdoors, moisture can
condense on the inside of the plastic and cause
ferrous metal surfaces to rust and/or pit
aluminum surfaces. If a unit is stored outside for
any extended period of time, severe corrosion
damage can result.
11/05 A07003
21. Inspect the stored engine periodically. If there

are any indications of rust or corrosion,
corrective steps must be taken to prevent
damage to the engine parts. Perform a
complete inspection at the end of one year and
apply additional treatment, as required.
RESTORING AN ENGINE AFTER

EXTENDED STORAGE
1. Remove the covers and tape from all of the
openings of the engine, fuel tank and electrical
equipment. Do not overlook the exhaust
outlet or the intake system.
2. Wash the exterior of the engine and flywheel
with fuel oil to remove the rust preventive
compound.
3. Remove the paper strips from between the
pulleys and the belts.
4. Remove the drain plug and drain the
preservative oil from the crankcase. Reinstall
the drain plug. Then, refer to Lubrication and
Service, Section P, and fill the crankcase with
the recommended grade of lubricating oil to
proper level using a pressure prelubricator.
5. Fill the fuel tank with the engine manufacturer's
specified fuel.
6. Close all of the drain cocks and fill the engine
cooling system with clean, softened water and a
rust inhibitor. If the engine is to be exposed to
freezing temperatures, fill the cooling system
with an ethylene glycol base antifreeze solution.
Refer to the coolant specifications in Section P,
Lubrication and Service.
7. Install and connect the fully charged batteries.
8. Service the air cleaner as outlined in Section C,
Air Cleaners.
10. Remove the covers from the turbocharger air
inlet and turbine outlet connections.
11. After all of the preparations have been
completed, start the engine. The small amount
of rust preventive compound which remains in
the fuel system will cause a smoky exhaust for
a few minutes.
NOTE: Before subjecting the engine to a load or high
speed, it is advisable to check the engine tune-up.
A07003 11/05
A7-11
ELECTRIC DRIVE TRUCKS

These instructions provide the recommended
procedures for protecting equipment from damage
during both short term and long-term storage
periods. Also included are instructions for placing this
equipment into service after having been stored.
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.
A7-12
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. These instructions are not
intended to be all inclusive, but are minimum
guidelines for achieving 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.
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:
If greater than 2 megohms, run normally.
If less than 2 megohms, isolate the condition and
correct it before running.
Driving the truck circulates oil in the gearcase 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:
1. Drain the oil from the gearcase and install rust
preventive 4161 (a product of Van Straaten
Chemical Co.) or equivalent. Fill per General
Electric Motorized Wheel Service Manual.
11/05 A07003
2. Megger the wheels as indicated in the

instructions above. Operate the truck for at least
30 minutes to ensure that the rust preventive
compound has been thoroughly circulated
throughout the gearcase. Stop the truck and
drain the rust preventive compound.
NOTE: Do not run a loaded truck with rust preventive
compound in the wheel motor gearcases.
Do not operate trucks without oil in the wheel

motor gearcases.
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.
9. Install a 500 watt heat source inside all control

groups which house electronic control
equipment. These heat sources are to be
energized below 0 C (32 F) and de-energized
above 5 C (41 F).
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 the compartment doors with a
weatherproof tape to prevent entry of rain, snow
and dirt (allow breathing).
Storing A Truck That Is Not Operational

When a truck which is not fully operational is being
stored for any period of time, perform the following:
4. Lift all brushes in the motorized wheels, blowers

and the alternator. They must be removed from
the brushholder. Disconnecting brush pigtails is
not required.
1. Drain the oil from the gearcase and install rust

preventive compound 4161 (or equivalent). Fill
per General Electric Motorized Wheel Service
Manual.
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).
2. Jack up each side of the truck (one side at a

time) enough to rotate the tires.
6. Examine all exposed machined surfaces for

rust or dirt accumulation. Remove all
contamination 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.
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 ensure that the rust
preventive compound has been thoroughly
circulated throughout the gearcase. Disconnect
the welder. Remove the jacks. Drain the
gearcase.
7. Loosen exciter drive belts (where applicable).

8. Open all switches in the control compartment.
A07003 11/05
A7-13
5. If the truck is partially dismantled, pay close

attention to ductwork, blower shrouds, etc.,
which may be exposed to weather conditions.
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 in Storing A Truck
That Is Operational in this section.
2. Check all other weatherproofing tape. Replace

any that has become loose or is missing.
3. Check all heat sources. Replace or repair any
that have become inoperative.
4. Check all machine surfaces that were coated
with flushing compound when storage began. If
the compound appears to be deteriorating, it
must be cleaned off and renewed.
Placing Equipment Into Service After Storage
Storing A Major Component

When storing a motorized wheel, alternator, blower
or control group for any period of time, 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.
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 that are
found, then place the truck directly into service.
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.
Periodic Inspections
It is important that periodic inspections (every three
months) of stored equipment be performed to ensure
the continued serviceability of all protective
measures initially taken when the storage period
began. The following items should be checked at
each inspection interval:
1. Remove the weatherproof tape from the
compartment doors and perform 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 the compartment. Reseal the
compartment doors with new weatherproof
tape. If Megger readings indicate a
deterioration of insulation quality (to below 2.0
megohms), more protection may need to be
provided.
A7-14
2. Remove all
ductwork.
screening
material
from
the
3. Remove all heat sources from the motorized

wheels, control compartments and the
alternator.
4. Fill with recommended oil. Refer to the
Motorized Wheel Service Manual for the type
and amount oil to be used. This oil should be
drained and new oil should be added after 500
hours of operation.
5. Clean all motorized wheel grease fittings in the
axle box. Ensure 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 alternator. Make sure that the 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. Ensure that all brush pigtail screws
are tight.
11/05 A07003
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 the motor or
alternator. If this is the case, the faulty
component will have to be isolated and dried
out using procedures outlined in the G.E.
Service Manual.
8. Perform a thorough inspection of the motorized
wheels, alternator, blowers and control
compartments. Look for:
Rust or
surfaces
dirt
accumulation
on
machine
10. Check the retarding grids and insulators for

loose connections and dirt accumulation. Clean
and tighten connections as necessary.
11. Where applicable, check exciter drive belts for
cracks and deterioration. If acceptable, set the
belt tension to specification.
12. Before starting the engine, turn on the control
power. Check that the contactors and relays
pick up and drop out normally.
13. Perform a startup procedure on the complete
system to ensure maximum performance during
service. Refer to the truck's Vehicle Test
Instructions for the complete test procedure.
Damaged insulation
Any accumulation of moisture or debris,
especially in the ductwork
Loose wiring and cables
Any rust on electrical connectors in the control
compartment
Any loose cards in the card panels
9. Clean and make repairs as necessary.
A07003 11/05
After all storage protection has been removed, the

truck has been cleaned and inspected, all repairs
have been made, the motorized wheel gearcase has
been filled with new oil, the dirt seals have been
completely purged with new grease, and the system
has been completely checked, the truck can be
placed into service. However, it is recommended that
the truck be driven unloaded at a low speed of no
more than 16 km/h (10 mph) for the first hour of
operation.
A7-15
NOTES
A7-16
11/05 A07003
SECTION B
STRUCTURES
INDEX
STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
DUMP BODY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
B01016
Index
B1-1
NOTES
B1-2
Index
B01016
SECTION B2
STRUCTURAL COMPONENTS
INDEX
PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
GRILLE, HOOD AND LADDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
RIGHT DECK AND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
LEFT DECK AND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
CENTER DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-7
B02028
Structural Components
B2-1
NOTES
B2-2
B02028
STRUCTURAL COMPONENTS
PREPARATION
The deck components are removable in sections as
shown in Figure 2-1. The following removal and
installation instructions detail the steps to be taken
before the decks and hood can be removed.
Additional steps may be required before the deck or
other major structure is removed, depending on
optional equipment installed on the truck.
Prior to removal or repair procedures, it may be
necessary to remove the body to provide clearance
for any lifting equipment. If body removal is not
required, the body should be raised and the safety
cables installed at the rear of the truck.
After the truck is parked for 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.
1. Reduce the engine speed to idle. Place the
directional control lever in PARK. The parking
brake applied indicator lamp in the overhead
panel should be illuminated.
2. Place the drive system in the rest mode by
turning on the rest switch on the instrument
panel. The rest warning lamp should be
illuminated.
3. Turn the key switch to OFF. If the engine does
not stop, use the emergency shutdown switch
on the center console.
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
and cables must be performed by an
electrical maintenance technician who is
properly trained to service the system.
In the event of a propulsion system
malfunction, a qualified technician should
inspect the truck and verify that the
propulsion system does not have dangerous
voltage levels present before repairs are
started.
B02028
4. Verify that the link voltage lights are off. If they

remain on longer than five minutes after
shutdown, notify the electrical department.
5. Verify that the steering accumulators have bled
down by attempting to steer.
6. Bleed down the brake accumulators by using
the manual bleed valves on the brake manifold.
7. Activate the battery disconnect switches.
8. Inspect and maintain the anti-slip material on
the decks.
9. If weld repairs are necessary, disconnect all
electrical harnesses and remove the ground
strap from the engine control system (governor)
located in the auxillary control cabinet behind
the cab.
10. All hoses and mating fittings should be capped
as they are removed to prevent possible system
contamination.
11. Tag and verify that all cables, harnesses, and
hoses have been removed before the structure
is lifted off the truck.
B2-3
GRILLE, HOOD AND LADDER

Removal
1. Remove the hardware that attaches diagonal
ladder (4, Figure 2-1) to the front bumper.
2. Attach an appropriate lifting device to the ladder
and lift the structure off the truck.
3. Disconnect the wiring harnesses and remove
the cable clamps as necessary to allow
rremoval of the hood.
4. Attach an appropriate lifting device to hood and
grille assembly (1, Figure 2-2).
5. Remove all side mounting capscrews and
lockwashers (2, Figure 2-2).
6. Loosen the radiator bumpers on both decks.
7. Lift the hood and grille assembly from the truck
and move it to a work area.
FIGURE 2-2. HOOD AND GRILLE REMOVAL

1. Hood & Grille
Assembly
2. Capscrews and
Lockwashers
Installation
1. Move hood and grille assembly (1, Figure 2-2)
from the work area to the truck. Use an
appropriate lifting device to lift it into place.
2. Align the mounting holes with the brackets
attached to the radiator assembly. Install side
mounting capscrews (2, Figure 2-2).
3. Adjust and tighten both radiator bumpers.
FIGURE 2-1. DECK COMPONENTS
1. L.H. Deck
2. Electrical Cabinet
3. Cab
4. Diagonal Ladder
B2-4
5. Center Deck
6. R.H. Deck
7. Retarding Grids
4. Use an appropriate lifting device to lift diagonal

ladder (4, Figure 2-1) into position over the
mounting pads on the front bumper. Align the
mounting holes and install the hardware.
Tighten the capscrews to the standard torque.
5. Connect all cables, harnesses, hoses and
clamps that were removed previously.
B02028
RIGHT DECK AND COMPONENTS

Removal
1. Remove the access covers from retarding grids
(7, Figure 2-1). Tag and disconnect all electrical
leads in preparation for removal. Attach an
appropriate lifting device to the lifting eyes on
the grids.
2. Remove retarding grid mounting hardware (3,
Figure 2-3) at six locations.
3. Lift the retarding grids clear of deck structure (1,
Figure 2-3) and move it to a work area.
NOTE: If repairs to the grid assembly or cooling
blower are required, refer to the applicable G.E.
publication for service and maintenance procedures.
4. Disconnect deck lighting harness (4, Figure 23). Inspect the underside of the deck and, if
necessary, remove any hoses or cables that
remain. The lighting harness and clamps do not
require removal.
5. Install an appropriate lifting device to the lifting

eyes at each corner of the deck and take up any
slack. Do not attach the lifting device to the
handrails.
6. Remove deck mounting hardware (2, Figure 23) at the deck support and the front upright.
8. Ensure that all wiring harnesses, cables and
hoses have been removed. Carefully lift the
deck from the deck supports.
Installation
Repeat the removal procedure in reverse order to
install the right deck and components. Clean all
mount mating surfaces and tighten all attaching
hardware to standard torque specifications listed in
Section A, Standard Torque Charts and Conversion
Tables.
Ensure that all electrical harnesses and clamps are
undamaged and reinstalled securely. Replace any
components as necessary.
FIGURE 2-3. R.H. DECK STRUCTURE MOUNTING

1. Deck Structure
3. Retarding Grid Mounting Hardware
2. Deck Mounting Hardware
4. Deck Lighting Harness
B02028
B2-5
LEFT DECK AND COMPONENTS
2. Install an appropriate lifting device to the lifting

eyes at each corner of the deck and take up any
slack. Do not attach the lifting device to the
handrails.
3. Remove deck mounting hardware (2, Figure 24) at the deck support and the front upright.
If air conditioning system components must be

removed, refer to Section N, Operator Comfort,
for instructions on discharging the air
conditioning system befoe disconnecting any air
conditioning lines and servicing the air
conditioning system after installation.
NOTE: Refer to Section N, Truck Cab, for cab
removal and installation instructions.
Removal
1. Disconnect deck lighting harness (3, Figure 24). Inspect the underside of the deck and, if
necessary, remove any hoses or cables that
remain. The lighting harness and clamps do not
require removal.

deck from the deck supports.
Installation
Tables.
FIGURE 2-4. L.H. DECK STRUCTURE MOUNTING

1. Deck Structure
3. Deck Lighting Harness
2. Deck Mounting Hardware
B2-6
B02028
CENTER DECK
Installation
Removal
1. Install an appropriate lifting device to the deck
and take up any slack.
2. Remove deck mounting hardware (2, Figure 25).
deck from the truck.

Tables.
FIGURE 2-5. CENTER DECK STRUCTURE

MOUNTING
1. Deck Structure
B02028
2. Deck Mounting
Hardware
B2-7
NOTES
B2-8
B02028
SECTION B3
DUMP BODY
INDEX
DUMP BODY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3

DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
BODY PADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5
BODY GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6
HOIST LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6
BODY-UP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6
BODY-UP RETENTION CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6
ROCK EJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
B03020 1/08
Dump Body
B3-1
NOTES
B3-2
Dump Body
1/08
B03020
DUMP BODY
DUMP BODY
Removal
1. Park truck on a hard, level surface and block all
the wheels. Attach cables and a lifting device to
the dump body and take up the slack as shown
in Figure 3-1.
2. Remove the mud flaps from both sides of the
body. Remove any electrical wiring and hoses
that are attached to the body.
Inspect the condition and rating of all lifting

devices, slings, chains, and cables. Refer to the
manufacturer's manual for correct capacities and
safety procedures when lifting components.
Replace any questionable items.
3. Attach chains around the upper end of the hoist

cylinders to support them after the mounting
pins are removed.
Ensure that the lifting device is rated for at least a

45 ton capacity. Slings, chains, and 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 service procedure, contact
the Komatsu area representative for further
information.
4. Remove retaining capscrew and locknut (4,

Figure 3-2) from each of the upper hoist
cylinder mounting eyes. Remove each pivot pin
(2).
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, ensure there is
adequate clearance between the body and
overhead structures or electric power lines.
FIGURE 3-2. HOIST CYLINDER MOUNT (UPPER)

1. Dump Body
3. Hoist Cylinder
2. Pivot Pin
4. Retaining Capscrew
and Locknut
FIGURE 3-1. DUMP BODY REMOVAL

1. Lifting Cables
B03020 1/08
2. Guide Rope
Dump Body
B3-3
5. Remove capscrews (1, Figure 3-3) and locknuts

(2) from each body pivot pin.
Installation
6. Attach a body pivot pin support fixture to the

bracket on the underside of the dump body to
aid in supporting the pin as it is removed.
7. Remove body pivot pins (3) far enough to allow
shims (6) to drop out. Complete removal of pins
is not necessary unless new pins are being
installed.
NOTE: To prevent the pivot pins from falling while
removing the dump body, use chains to secure them
to the truck.
8. Lift the dump body clear of the chassis and
move it to a work area. Block the body to
prevent damage to the body guide.
9. Inspect bushings (5), (8), and (9), body ear (4),
and frame pivot (7) for excessive wear or
damage.
1. Park truck on a hard, level surface and block all

the wheels. 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.
2. 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 on the inside. A minimum of one shim is
required at the outside end of both frame pivots.
3. Align the hole in pivot pin (3) with the capscrew
hole in the pin retainer - part of body pivot ear
(4). Push the pivot pin through shims (6), frame
pivot (7), and into pivot bushings (5) and (9) in
each side of the body pivot.
4. Install capscrew (1) through each pin and
tighten nuts (2) to 203 Nm (150 ft lbs). Use
washers, as necessary, on the nut side only to
ensure the capscrew does not run out of
threads when tightening.
5. Align the hoist cylinder upper mounting eye
bushings with the hole through the body. Align
the pin retaining capscrew hole and install the
pin.
6. Install retaining capscrews and locknuts (4,
Figure 3-2). Tighten the locknuts to 203 Nm
(150 ft lbs).
7. Install all mud flaps, electrical wiring and hoses
to the body.
FIGURE 3-3. DUMP BODY PIVOT PIN

1. Capscrew
2. Locknut
3. Body Pivot Pin
4. Body Ear
5. Body Pivot Bushing
B3-4
6. Shim
7. Frame Pivot
8. Pivot Bushing
9. Body Pivot Bushing
Dump Body
1/08
B03020
BODY PADS
NOTE: It is not necessary to remove the dump body
to replace the body pads. Body pads should be
inspected during scheduled maintenance inspections
and replaced if worn excessively.
6. Remove the blocks from the frame. Lower the

body onto the frame.
Adjustment
1. Raise the unloaded dump body to a height that

is sufficient to allow access to all of the body
pads. Place blocks between the body and
frame. Secure the blocks in place.
1. Park the truck on a flat, level surface.
2. Remove pad mounting hardware (2, Figure 34).
3. A gap of approximately 1.9 mm (0.075 in.) is

required at each rear pad. This can be
accomplished by using one less shim at each
rear pad.
2. All pads (except the rear pad on each side)

should contact the frame with approximately
equal compression of the rubber.
3. Remove body pad (4) and shims (5). Note the

number of shims installed at each pad location.
The rear pad on each side should have one less
shim than the other pads.
4. Install new body pads with the same number of
shims that were removed in step 3.
4. If pad contact appears to be unequal, repeat the

adjustment procedure.
NOTE: Proper contact between the body pad and
frame is required to assure maximum pad life.
5. Install pad mounting hardware (2) and torque to

88 Nm (65 ft lbs).
FIGURE 3-4. BODY PAD INSTALLATION

1. Dump Body
3. Frame
2. Pad Mounting Hardware
4. Body Pad
B03020 1/08
Dump Body
5. Shim
6. Mounting Pad
B3-5
BODY GUIDE
HOIST LIMIT SWITCH
1. Inspect the body guide wear points each time a

body pad inspection is performed. Body guide
(2, Figure 3-5) should be centered between
wear plates (3) with a maximum gap of 4.8 mm
(0.19 in.) at each side (new wear plates).
2. If the gap becomes excessive, install new parts.
Refer to Section D, Electrical System (24VDC), for

the hoist limit switch adjustment procedure.
BODY-UP SWITCH
the body up switch adjustment procedure.
BODY-UP RETENTION CABLE
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.
Refer to Section A3, General Safety & Operating
Instructions - Securing The Body, for the body-up
retention cable installation procedure.
FIGURE 3-5. BODY GUIDE

1. Dump Body
2. Body Guide
B3-6
3. Body Guide Wear

Plates
Dump Body
1/08
B03020
ROCK EJECTORS
Rock ejectors are placed between the rear dual
wheels to keep rocks or other material from lodging
between the tires. Failure to maintain the rock
ejectors could allow debris to build up between the
dual wheels and cause damage to the tires.
3. If rock ejector arm (1) becomes bent, it must be

removed and straightened.
4. At each shift change, inspect mounting brackets
(4, Figure 3-7), pins (2) and stops (3) for wear
and damage. Repair as necessary.
Inspection
1. The rock ejectors must be positioned on the
center line between the rear tires within 6.0 mm
(0.25 in.).
2. With the truck parked on a level surface, the
arm structure should be approximately 454.5
mm (17.9 in.) from wheel housing (2). Refer to
Figure 3-8.
NOTE: With rock ejector arm (1, Figure 3-7) hanging
vertical as shown in Figure 3-8, there must be no gap
at stop block (3, Figure 3-7).
FIGURE 3-7. ROCK EJECTOR INSTALLATION

FIGURE 3-6. ROCK EJECTOR MOUNTING
BRACKET
1. Rock Ejector
2. Pin
B03020 1/08
1. Rock Ejector Arm
2. Wheel Housing
3. Stop Block
4. Mounting Bracket
Dump Body
B3-7
NOTES
B3-8
Dump Body
1/08
B03020
SECTION B4
FUEL TANK
INDEX
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
FUEL GAUGE SENDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
FUEL TANK BREATHER VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
FUEL RECEIVERS (WIGGINS QUICK FILL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
B04025
Fuel Tank
B4-1
NOTES
B4-2
Fuel Tank
B04025
1. Fuel Tank
2. Fuel Receiver Assembly
3. Mounting Cap
4. Upper Mounting Hardware
5. Filler Cap
6. Fuel Return Hose
7. Breather
B04025
FIGURE 4-1. FUEL TANK INSTALLATION

8. Fuel Supply Hose
9. Fuel Gauge Sender
10. Drain Cock
11. Hoist Circuit Filter Assemblies
12. Steering Circuit Filter Assembly
13. Wire Harness
14. Lower Mounting Hardware
Fuel Tank
15. Flat Washer

16. Rubber Dampener
17. Ground Wire
18. Terminals
19. Sender Mounting Hardware
B4-3
FUEL TANK
Cleaning
Removal
1. Raise the truck body and install the body up
retention cable.
2. Loosen filler cap (5, Figure 4-1) and open drain
cock (10) to drain the fuel from the tank into
clean containers. Tighten the filler cap when the
fuel is completely drained.
3. Disconnect wire harness (13) and remove the
clamps attached to the fuel tank. Remove
ground wire (17).
4. If equipped, close the inline shutoff valves.
Remove fuel return hose (6) and fuel supply
hose (8). Cap the hoses and tank fittings to
prevent contamination.
5. Remove hoist circuit filter assemblies (11) and
steering circuit filter assembly (12) from the
frame side of the tank. Support the filter
assembly by placing a chain over the frame rail.
It is not necessary to remove the hydraulic
hoses.
The fuel tank has drain cock (10, Figure 4-1) and a
cleaning port in the side that allows steam or solvent
to be used for 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.
Before a cleaning procedure of this type, all vents,
the fuel gauge sender, and hose connections should
be removed and temporarily sealed. After cleaning is
complete, 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. All openings should be sealed for rust
prevention.
Installation
1. Thoroughly clean the frame mounting brackets
and the mounting hardware holes. Re-tap the
threads if damaged.
NOTE: The weight of the empty fuel tank is

approximately 1690 kg (3725 lbs). Use lifting devices
with adequate capacity to remove the fuel tank.
6. Attach a lifting device to the lifting eyes on each
side of the tank.
7. Remove lower mounting hardware (14), flat
washer (15) and rubber dampeners (16).
Remove upper mounting hardware (3) and
mounting caps (4).
NOTE: The weight of the empty fuel tank is

approximately 1690 kg (3725 lbs). Use lifting devices
with adequate capacity to remove the fuel tank.
8. Lift the fuel tank from the brackets and move it

to a work area.
9. Remove fuel gauge sender (9), breather (5),
and other fittings as required to perform interior
cleaning. See Fuel Gauge Sender in this
section for removal of the fuel gauge sender.
Repair
If a tank has been damaged and requires structural
repair, perform such repairs before final cleaning.
2. Lift the fuel tank into position over the frame

trunnion mounts and lower it into position.
Install mounting caps (4, Figure 4-1) and upper
mounting hardware (3). Do not tighten the
hardware at this time.
3. Install rubber dampeners (16), flat washers (15)
and lower mounting hardware (14) in the lower
mounts. Tighten the lower mounting hardware
to 420 42 Nm (310 31 ft lbs).
4. Tighten upper mounting hardware (3) to 711
72 Nm (525 53 ft lbs).
5. Install hoist circuit filter assemblies (11) and
steering circuit filter assembly (12) on the frame
side of the tank.
6. Connect fuel return hose (6) and fuel supply
hose (8). Install wire harness (13) and all
clamps. Open the inline shutoff valves, if
equipped.
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.
B4-4
Fuel Tank
B04025
FUEL GAUGE SENDER

Fuel gauge sender (9, Figure 4-1) mounted on the
side of the tank provides an electrical signal to
operate the fuel gauge on the instrument panel.
Removal
1. Drain the fuel below the level of the fuel gauge
sender.
2. Disconnect the wires from terminals (18).
3. Remove sender mounting hardware (19).
Carefully remove the sender and gasket.
Installation
1. Clean the mating surfaces. Install a new gasket.
2. Install the fuel gauge sender in the tank. Ensure
the float is oriented properly and moves freely.
3. Install sender mounting hardware (19) and
tighten the capscrews to the standard torque.
4. Connect the wires to terminals (18).
5. Fill the fuel tank and check for leaks.
FUEL TANK BREATHER VALVE

NOTE: The relief pressure of the fuel tank breather
valve is 70 - 89 kPa (10 - 13 psi).
Disassembly
FIGURE 4-2. BREATHER VALVE
1. Remove clamp (3, Figure 4-2), cover (2) and

screen (1).
2. Remove ball cage (10), solid ball (11) and float
balls (12).
3. Unscrew end fitting (7) from body (4).
4. Remove stem (8) and valve spring (5).
1. Screen
2. Cover
3. Clamp
4. Body
5. Valve Spring
6. O-Ring
7. End Fitting
8. Stem
9. O-Ring
10. Ball Cage
11. Solid Ball
12. Float Ball
Assembly
1. Clean and inspect all parts. If any parts are
damaged, replace the entire assembly.
2. Place valve spring (5) into position in body (4).
3. Insert stem (8) into end fitting (7).
4. Screw end fitting (7) into body (4). Ensure the
components are properly aligned and seated.
5. Place screen (1) and cover (2) into position on
the breather. Install clamp (3).
6. Insert the balls into ball cage (10) with solid ball
(11) 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.
B04025
Fuel Tank
B4-5
FUEL RECEIVERS (WIGGINS QUICK FILL)

Fuel receiver assembly (2, Figure 4-1) is mounted on
the front of the fuel tank. Fuel receiver assembly (6,
Figure 4-3) is mounted on the left hand frame rail.
Keep the cap on each fuel receiver to prevent dirt
build up in valve area and nozzle grooves.
1. Refueling Box
2. Filler Hose
B4-6
If fuel spills from the fuel tank breather valve, or if the

tank does not completely fill, check the breather
valve to see whether the float balls are in place and
the outlet screen is clean. If the breather valve is
operating properly, the problem will most likely be in
the fuel supply system.
FIGURE 4-3. LEFT SIDE QUICK FILL

3. Capscrew
5. Filler Cap
4. Tapped Bar
6. Receiver Assembly
Fuel Tank
7. Fuel Tank
8. Frame Rail
B04025
SECTION C
ENGINE
INDEX
POWER MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-1
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
POWER TRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
FAN CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-1
C01014
Index
C1-1
NOTES
C1-2
Index
C01014
SECTION C2
POWER MODULE
INDEX
POWER MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3

SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3
PREPARATION FOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-4
REMOVAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-6
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-9
HOOKUP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-10
C02028
Power Module
C2-1
NOTES
C2-2
Power Module
C02028
POWER MODULE
The radiator, engine and alternator assemblies are
mounted on a roller-equipped subframe which is
contained within the truck's main frame. It is referred
to as a power module. This arrangement permits
removal and installation of these components with a
minimum amount of disconnect and by utilizing the
unique roll in/roll out feature.
Although the instructions in this section are primarily
based upon the roll out method for major
component removal, the radiator and fan may be
removed as separate items. Instructions for radiator
and fan removal are included later in this section. If
any optional equipment is installed on the truck,
additional removal and installation steps that are not
listed may be required.
The procedures outlined in this section of the manual
are general instructions for power module removal
and installation. It may be necessary to perform
some procedures in a different order or use different
methods for component removal and installation,
depending on the lifting equipment available at the
mine site. Prior to removal or repair procedures, it
may be necessary to remove the body to provide
clearance for lifting equipment to be used. If body
removal is not required, raise the body and install the
safety cable at the rear of the truck.
Read and observe the following instructions before
attempting any repairs.
SHUTDOWN PRODEURE
The truck must be shut down properly to ensure the
safety of those working in the areas of the deck,
control cabinet and retarding grids. The following
procedure will ensure that the electrical system is
properly discharged before repairs are started.
1. Stop the truck in position for repairs. Place the
directional control lever in PARK. Make sure
that the parking brake indicator lamp in the
overhead panel is illuminated. Make sure that
the engine speed is reduced to low idle.
turning the rest switch on the instrument panel
to ON. Make sure that the rest mode indicator
lamp in the overhead panel is illuminated.
3. Turn off the engine by using the key switch. If
the engine does not turn off, use the engine
shutdown switch on the center console.
remain on longer than 5 minutes after
5. Place the GF cutout switch in the CUTOUT
position. For switch location, see Figure 3-1 in
Section E, Propulsion System.
down by attempting to steer.
7. Bleed down the brake accumulators by using
the manual bleed valves on the brake manifold.
8. Open the battery disconnect switches.
Do not attempt to work in the deck area until

body safety cables have been installed.

Do not open any control 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
must be performed by an electrical
maintenance technician properly trained to
service the system.

inspect the truck and verify the propulsion
system does not have dangerous voltage
levels present before repairs are started.
C02028
9. Tag or mark all hydraulic lines, fuel lines and

electrical connections to ensure correct hookup
during installation of the power module. Plug all
ports and cover all hose fittings and
connections when disconnected to prevent
contamination.
NOTE: It is not necessary to remove the radiator
before removing the power module. However, the
coolant must be drained and the piping connected to
the brake cooling heat exchanger must be removed.
If radiator removal is needed or only radiator repair is
necessary, refer to Section C, Cooling System.
Power Module
C2-3
PREPARATION FOR REMOVAL

1. If radiator removal is required, refer to Section
B, Structural Components, for hood and grille
removal instructions. The power module may
be removed with the hood installed if desired.
2. Remove bottom drive shaft cover (2, Figure 21). Disconnect pump drive shaft (3) at drive
shaft U-joint companion flange (4) mounted on
the alternator.
FIGURE 2-1. HYDRAULIC PUMP DRIVE SHAFT

1. Hydraulic Pump
2. Bottom Drive Shaft
Cover
3. Pump Drive Shaft

4. Companion Flange
FIGURE 2-2. MAIN ALTERNATOR BLOWER DUCT
3. Remove the main alternator blower ducts to

provide clearance to raise the engine off the
subframe mounts. Refer to Figure 2-2.
a. Disconnect cables and hoses as required.
b. Remove alternator inlet transition structure
(8) and the gasket.
c. Remove wheel
structure (5).
motor
duct
transition
d. Cover all openings to prevent foreign

material from entering the system.
4. Remove engine air intake duct support rods (9,
Figure 2-3). Remove any hoses or electrical
cables attached to center deck structure.
1. Control Cabinet
2. Intake Duct
3. Alternator Inlet Duct
4. Blower Assembly
5. Wheel Motor Duct
Transition Structure
6. Wheel Motor Duct

7. Main Alternator
8. Alternator Inlet
Transition Structure
5. Attach an overhead hoist to the center deck

structure. Remove the deck mounting
hardware. Lift the deck from the truck and move
it to a storage area.
6. Disconnect the air cleaner restriction indicator
nylon tubes at the inlet ducts.
7. Loosen clamps (5) on hump hoses (4) between
the four engine air inlet ducts and air cleaner
outlet ducts.
8. Disconnect the inlet ducts at each of the four
turbochargers. Remove the inlet ducts from
truck. Cover the openings at the turbochargers.
C2-4
Power Module
C02028
FIGURE 2-3. ENGINE AIR INLET PIPING
1. Air Cleaner Assemblies

2. Left Rear Intake Duct
3. Left Front Intake Duct
4. Hump Hose
5. T-Bolt Clamp
6. T-Bolt Clamp
C02028
Power Module
7. Reducer Elbow
8. T-Bolt Clamp
9. Duct Support Rod
10. Right Front Intake Duct
11. Right Rear Intake Duct
C2-5
15. Remove the mounting hardware from the

diagonal ladder mounting pads. Lift the ladder
from truck and move it to a storage area.
16. Refer to Section N4, Heater/Air Conditioner, for
the procedures required to properly remove the
refrigerant. After the system has been
discharged, disconnect the refrigerant hoses
that are routed to the cab at the compressor
and receiver/drier (10).
NOTE: The system contains HFC-134A refrigerant.
FIGURE 2-4. ENGINE EXHAUST PIPING

1. Capscrew
2. Lockwasher
3. Nut
4. Front Exhaust Pipe

5. Rear Exhaust Pipe
6. Clamp Bands
9. Remove exhaust duct clamps (6, Figure 2-4).

Remove capscrews (1), lock washers (2) and
nuts (3) retaining the exhaust pipes to the
turbocharger outlet flange. Remove exhaust
ducts (4) and (5). Cover the opening on the
engine exhaust outlets.
10. Remove the alternator power cable protective
cover. Disconnect all electrical cables, oil and
fuel lines that would interfere with power
module removal (see Figure 2-5). Cover or plug
all lines and their connections to prevent
entrance of dirt or foreign material. To simplify
this procedure, most connections utilize quick
disconnects.
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.
REMOVAL
1. Remove capscrews, nuts and washers (8,
Figure 2-5) that secure the front subframe
support to the main frame.
2. Install a safety chain around the engine
subframe cross member and the main frame to
prevent the power module from rolling when the
subframe rollers are installed.
3. Remove the capscrews and caps that secure
the subframe mounting bushings to subframe
support bracket (3) at the rear of the subframe.
4. Check the engine and the alternator to ensure
that all cables, wires, hoses, tubing and
linkages have been disconnected.
11. Close the cab heater shutoff water valves,

disconnect the water lines and drain the water
from the heater core. Secure the water lines
away from engine compartment to prevent
interference with power module removal.
12. Drain the engine coolant into clean containers
for re-use after engine installation. Coolant
capacity is approximately 738 L (195 gal).
13. Disconnect and remove heat exchanger piping
(6, Figure 2-5) from the engine water pump and
the radiator.
14. Remove upper radiator support rod (11) at each
side of radiator.
C2-6
Power Module
C02028
FIGURE 2-5. POWER MODULE REMOVAL & INSTALLATION

1. Alternator
2. Rear Power Module Lift Eye
3. Rear Frame/Subframe Mount
4. Engine/Alternator Cradle
Structure
C02028
5. Power Module Subframe

6. Heat Exchanger Piping
7. Heat Exchanger
Power Module
8. Front Frame/Subframe Mount

9. Front Power Module Lift Eye
10. Receiver/Drier
11. Upper Radiator Support Rod
C2-7
FIGURE 2-7. POWER MODULE LIFTING POINTS

1. Module Lifting Tool
2. Alternator
3. Lifting Points
FIGURE 2-6. SUBFRAME ROLLERS

1. Roller Assembly
2. Subframe
3. Capscrews
5. Place a jack under the rear of the power
module. Raise the rear portion of engine
subframe and install the subframe rollers (see
Figure 2-6). Lower the rear portion of the
subframe carefully until the rollers rest on the
main frame guide rail.
NOTE: Subframe rollers are supplied in the truck tool
group and can be installed in the storage position
after use as shown in Figure 2-6.
The complete power module, including the hood

and grille, weighs approximately 17,000 kg
(37,500 lbs). Make sure that the lifting device to
be used has adequate capacity.
4. Engine
5. Power Module
Subframe
7. Roll the power module forward so that

adequate clearance is provided in front of the
control cabinet for the lifting device to be
attached to engine/alternator cradle structure
(2, Figure 2-5) and front subframe lifting points
(9). Place stands or blocks under the front of the
subframe and lower the hoist until the front of
the subframe is supported. Install a safety chain
to prevent the subframe from rolling.
8. Attach lifting device (1, Figure 2-7) to the hoist
and attach it to the engine/alternator cradle
structure and the front subframe lifting points as
shown in Figure 2-7. Remove the safety chain.
9. Raise the power module slightly to determine
whether it is on an even plane. Move the power
module straight out of the 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.
Lift the power module only at the lifting points on

the subframe and engine/alternator cradle
structure. Refer to Figure 2-5 and 2-7.
6. Position the hoist to front subframe lifting points
(9, Figure 2-5). Raise the engine subframe until
the engine is on a level plane. Remove the
safety chain.
C2-8
Power Module
C02028
INSTALLATION
1. Inspect the main frame guide rails. Remove any
debris which would interfere with power module
installation.
2. Clean the main frame rear support brackets.
Apply a light film of soap solution to each rubber
bushing (3, Figure 2-5) located at the rear of the
subframe.
3. Check the subframe rollers making sure they
roll freely and are in the roll out position (see
Figure 2-6).
4. Attach a lifting device to engine/alternator
cradle structure and front subframe lifting points
(Figure 2-7).
The complete power module, including the hood

and grille, weighs approximately 17,000 kg
(37,500 lbs). Make sure that the lifting device to
be used has 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 as far as possible
before the lifting chains contact the control
cabinet.
7. Place stands or blocks under the front of the
subframe to support the assembly while
repositioning the hoist.
8. Install a safety chain around the truck frame
and the subframe to prevent the power module
from rolling forward.
9. Place a small block behind each rear subframe
roller to prevent rolling.
10. Lower the hoist to allow the subframe to rest on
the stands and rollers. Remove the lifting
device.
11. Attach the hoist to the front lifting eyes on the
subframe.
12. Remove the small blocks behind the subframe
rollers. Remove the safety chain and slowly roll
the power module into position over the main
frame mounts. Lower the hoist until the front
subframe mounts are aligned and seated on the
front main frame mounts. Install the safety
chain.
13. Place a jack under the rear of the subframe to
support the power module. Raise the power
module just enough to permit removal of the
subframe rollers.
14. Lower the rear portion of the subframe until the
subframe rubber bushings are seated in
mounting brackets (3, Figure 2-5) on the main
frame of the truck.
15. After the subframe is seated in the frame
mounts, the safety chain may be removed from
the front subframe member.
16. Install the rubber bushings, capscrews, washers
and nuts in front mounts (8, Figure 2-5). Tighten
the capscrews to 1017 72 Nm (750 53 ft
lbs).
FIGURE 2-8. POWER MODULE INSTALLATION
C02028
17. Install the rear subframe mounting caps and

secure caps in place with lubricated capscrews.
Tighten capscrews to 552 20 Nm (407 15 ft
lbs). Refer to Figure 2-5.
Power Module
C2-9
HOOKUP
1. Install all ground straps between the frame and
subframe. Reconnect the electrical harnesses
at the power module subframe connectors.
2. Install the diagonal ladder on the front platform.
3. Attach a hoist to the front center deck and lift it
into position. Install the capscrews, flat
washers, lockwashers and nuts at each
mounting bracket. Tighten the capscrews to the
standard torque.
4. Install the engine air intake duct supports.
Install the intake ducts between the
turbochargers and air cleaner outlet ducts (see
Figure 2-3). Clamp them securely to ensure that
a positive seal is made. Refer to Figures 2-3
and 2-9 for correct installation and alignment
examples.
5. Install exhaust ducts (4) and (5, Figure 2-4) on
the turbocharger outlet flanges and pipes at the
frame crossmember.
6. Connect the cab heater inlet and outlet hoses,
then open both valves.
7. Install piping (6, Figure 2-5) between heat

exchanger (7) and the engine water pump and
radiator.
8. Inspect the alternator/wheel motor cooling duct
gaskets and replace them if damaged. Install
alternator inlet transition structure (8, Figure 22) and wheel motor duct transition structure (5).
9. Connect hydraulic pump drive shaft companion
flange (4, Figure 2-1) to alternator (5). Tighten
the capscrews to the standard torque. Install
driveshaft guard (2).
10. Connect all remaining electrical, oil, and fuel
lines. Connect the air filter restriction indicator
hoses.
11. Close the battery disconnect switches.
12. Connect the hoses routed from the cab to the
receiver/drier and air conditioning compressor.
13. Refill the radiator and service the engine with
appropriate fluids. Refer to Section P,
Lubrication and Service, for capacity and fluid
specifications.
14. Recharge the air conditioner system. Refer to
Section N4, Heater/Air Conditioner.
FIGURE 2-9. AIR INLET PIPING CONNECTIONS
C2-10
Power Module
C02028
SECTION C3
COOLING SYSTEM
INDEX
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-5
Filling Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6
REPAIRING THE RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6
Internal Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6
External Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-8
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-8
Pressure Testing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9
COOLANT SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9
C03034 7/07
Cooling System
C3-1
NOTES
C3-2
Cooling System
7/07 C03034
COOLING SYSTEM
RADIATOR
3. Refer to Section N4, Heater / Air Conditioner,

for the procedures required to properly remove
the refrigerant from the air conditioning system.
Removal
1. Drain the coolant into clean containers for
possible reuse after engine installation. Refer to
Section P, Lubrication and Service, for the
cooling system capacity.
NOTE: The system is charged with HFC-134A

refrigerant.
a. Remove the refrigerant hose clamps and
receiver/drier (3, Figure 3-1) from the front
left side of the radiator shroud. Disconnect
the harness from the low pressure switch on
the receiver/drier.
2. If the radiator is being removed without the

complete power module, remove the grille and
hood according to the removal instructions in
Section B, Structural Components.
b. Remove the clamps and disconnect inlet

hose (4, Figure 3-2) and outlet hose (5) at
the condenser. Remove mounting hardware
(3) and remove condenser (2) from radiator
assembly (1).
Federal
c. Cap all hoses to prevent contamination.

Remove any remaining clamps attaching the
hoses and wiring to the radiator shroud.
Reposition the hoses and wiring to allow
removal of the radiator and shroud
assembly.
4. Disconnect the lines at the fuel cooler. Remove
all clamps that secure the lines to the radiator.
FIGURE 3-1. RECEIVER/DRIER LOCATION

1. Condenser
2. Accumulator
3. Receiver/Drier
FIGURE 3-2. AIR CONDITIONER CONDENSER

1. Radiator Assembly
2. Condenser
3. Mounting Hardware
C03034 7/07
Cooling System
4. Inlet Hose
5. Outlet Hose
C3-3
FIGURE 3-4. FAN GUARDS

1. Fan Guard (LH)
2. Fan Guard (RH)
FIGURE 3-3. RADIATOR PIPING, BOTTOM VIEW
1. Drain Cock
2. Outlet Elbow (Front)
3. Radiator Mounting
Hardware
4. Outlet Elbow (Rear)

5. Heat Exchanger
6. Engine Subframe
5. Unclamp and separate all upper hoses between

the radiator and the engine.
6. Remove outlet elbows (2, Figure 3-3) and (4) at
the bottom tanks. Cap all coolant lines to
7. Remove and cap the hoses from the radiator
top tank and surge tank.
8. Remove the capscrews and lockwashers to free
fan guards (1, Figure 3-4) and (2) from radiator
shroud (3). The two halves of the fan guard may
be disassembled and removed or the complete
guard may be moved to the rear to clear the
shroud during removal of the radiator.
C3-4
3. Radiator Shroud
9. Attach the hoist to the radiator and take up any

slack.
NOTE: The radiator and shroud assembly weighs
approximately 2600 kg (5730 lbs).
10. Remove upper support rods (2, Figure 3-5) and
stabilizer bars (3), if equipped.
11. Remove radiator mounting hardware (4, Figure
3-3) that secures the radiator and to the power
module subframe.
13. Ensure that all hoses and wiring harnesses
have been removed. Lift the radiator slightly
with the hoist and move the radiator forward
until it is clear of the engine fan. Move the
radiator to a work area for service.
Cooling System
7/07 C03034
6. Tighten radiator mounting hardware (4) at the

lower radiator mounting brackets to the
standard torque.
7. For added stability, stabilizer bars (3) may be
installed. Install the stablizer bars at the radiator
brackets and subframe as shown, then tighten
the mounting hardware to the standard torque.
8. Install fan guards (1, Figure 3-4) and (2) using
the original mounting hardware.
10. Install the upper hoses between the radiator
and the engine. Seat the hoses fully and tighten
the clamps securely.
11. Install outlet elbows (2, Figure 3-3) and (4) with
new gaskets.
12. Route the lines to the fuel cooler and clamp
them in place. Attach the lines to the fuel cooler
fittings.
13. Install the air conditioning system components.
a. Install condenser (2, Figure 3-2), hoses (4)
and (5), and all clamps.
b. Install receiver/drier (3, Figure 3-1) and
clamp the hoses. Attach the harness to the
low pressure switch.
c. Clamp all hoses and wiring to the studs
using the original clamps. Refer to Section N,
Heater / Air Conditioner, for complete
instructions on evacuating and recharging
the air conditioning system.
FIGURE 3-5. RADIATOR MOUNTING

1. Radiator
4. Radiator Mounting
2. Upper Support Rod
Hardware
3. Stabilizer Bar
Installation
1. Attach a hoist to the radiator and lift it into
position on the power module subframe.
2. Install radiator mounting hardware (4, Figure 35) at the lower radiator mounting brackets. Do
not tighten at this time.
3. Inspect the rubber bushings for upper support
rods (2) and replace them if worn or damaged.
4. Install upper support rods (2) and the mounting
hardware at both ends. Do not tighten at this
time.
5. Adjust the upper support rods until the radiator
is positioned perpendicular to the subframe
within 3.0 mm (0.12 in.) measured at top of
radiator. When the position is established,
tighten the upper support rod locknuts and
recheck the perpendicularity of the radiator.
C03034 7/07
14. Install the grille and hood according to the

instructions
in
Section
B,
Structural
Components. Make sure that both radiator
bumpers are adjusted and secured.
15. Make sure that all coolant drains are closed, all
pipe plugs are installed, and all hoses are
connected securely. Service the cooling system
with the proper mixture of antifreeze as
recommended in Section P, Lubrication and
Service. Check for leaks and correct as needed.
16. Start and operate the engine until the cooling
system reaches normal operating temperature.
Recheck for leaks during engine operation.
Turn off the engine and correct any leaks.
Cooling System
C3-5
REPAIRING THE RADIATOR
Filling Procedure
Internal Inspection

expansion of coolant. DO NOT remove the
radiator cap while the engine and coolant are hot.
Severe burns may result.
1. With engine and coolant at ambient
temperature, remove the radiator cap.
Note: If coolant is added using the Wiggins quick fill
system, the radiator cap must be removed before
adding coolant.
2. Fill the radiator with the proper coolant mixture
(as specified by the engine manufacturer) until
coolant is visible in the sight gauge.
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.
3. Install the radiator cap.

4. Operate the engine for five minutes, then check
the coolant level.
5. If coolant is not visible in the sight gauge,
repeat steps 1 through 4 of this procedure. Any
excess coolant will be discharged through the
vent hose after the engine reaches normal
operating temperature.
NOTE: Engine coolant must always be visible in the
sight gauge before truck operation.
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.
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.
C3-6
Cooling System
7/07 C03034
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 3-7. 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 3-8. 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.
FIGURE 3-6. 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 3-7.
FIGURE 3-8. 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 3-9. Removing the tube at an excessive
angle may cause damage to the tube.
4. Remove all the top tubes before removing the
bottom tubes. After all of the tubes are
removed, use pliers to remove the seals from
the tanks. Discard all seals. New seals must be
used for assembly.
C03034 7/07
Cooling System
C3-7
Cleaning and Inspection

1. Use a drill with a 19 mm (3/4 in.) wire brush to
remove any foreign material from the tube
holes, then wipe the holes clean.
2. Clean the inside of the tanks and tubes. In most
cases, just flushing the inside with soap and a
high pressure hot water washer will be
sufficient. If not, contact an L&M manufacturing
facility for further instructions or visit the L&M
website at www.mesabi.com.
3. Check for signs of internal blockage in the tubes
and tanks. If desired, you may cut open tubes
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.
FIGURE 3-9. PROPER SEAL INSTALLATION
2. Use a 13 mm (1/2 in.) diameter brush to

lubricate the seals with lube/release agent
(XA2308).
3. Use a spray bottle to lubricate the tube ends
with the lube/release agent.
4. When installing tubes, start at one end and
work toward the center. After you reach the
center, move to the opposite end, and again
work toward the center. If any of the tubes are
difficult to install, do not force the tube. Remove
the tube and determine the problem. Possible
causes may be:
1. Install new tube seals onto the bottom tank and

the bottom side of the center tank. Do not install
seals in the top core at this time. Seals for the
top of the tubes do not have locking grooves;
bottom tube seals do. Ensure the correct seals
are installed in the proper position.
The seal holes must be dry during installation.
Use a rubber mallet and a flat metal plate to
lightly tap the seals into place. Using excessive
force will drive the seals in too far. When
installed properly, the seals should be slightly
convex. Improperly installed seals are concave
with a smaller diameter hole. Refer to Figure 310.
C3-8
Cooling System
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.
7/07 C03034
5. Working from the front of the radiator (opposite

of fan side), install the bottom row of tubes
starting with the fan side row.
When installing the tubes, center the top of the
tube in the top seal while angling the tube only
as much as necessary. Twist the tube while
applying upward force. Push the tube into the
seal until enough clearance is available to
install the bottom end of the tube into the
bottom seal.
6. Center the bottom end of the tube in the bottom
seal. Push the tube downward until the formed
bead on the tube is seated inside the lock ring
groove in the seal. If necessary, use the
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 3-11.
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.
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.
Additional service information can be found on

the L&M Radiator website at www.mesabi.com.
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.
a. Check for proper coolant/antifreeze mixture.
b. Follow the recommendations of the engine
manufacturer regarding use of cooling
system additives.
FIGURE 3-10. 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.
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.
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.
C03034 7/07
Cooling System
C3-9
NOTES
C3-10
Cooling System
7/07 C03034
SECTION C4
POWER TRAIN
INDEX
ALTERNATOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3

ALTERNATOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5
Measuring Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5
Joining the Alternator and Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-7
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
C04027 5/08
Power Train
C4-1
NOTES
C4-2
Power Train
5/08 C04027
POWER TRAIN
ALTERNATOR REMOVAL
The following instructions cover the removal of the
main alternator from the engine after the power
module has been removed from the truck.
The alternator weighs approximately 3720 kg

(8200 lbs). Ensure the lifting device to be used
has adequate capacity. Lift the alternator only at
the lifting eyes on the alternator.
1. Attach a hoist with two lifting chains to both
lifting eyes (8, Figure 4-2) on top of alternator
(1).
2. Block up the rear of the engine.
3. Loosen cradle adjustment setscrews (3, Figure
4-1).
4. Loosen engine-to-cradle capscrews (5, Figure
4-2).
FIGURE 4-1. CRADLE STRUCTURE

1. Cradle Structure
2. Jam Nut
3. Adjustment Setscrew
4. Subframe
5. Gap
FIGURE 4-2. ENGINE AND ALTERNATOR

1. Alternator
3. Cradle Structure
C04027 5/08
4. Flywheel Housing
5. Capscrews
6. Engine
Power Train
7. Subframe
8. Alternator Lifting Eyes
C4-3
5. Remove the access cover at the front, right side

of engine flywheel housing (4). Reach through
the access openings and remove 12 capscrews
(6, Figure 4-3) that join engine drive ring (7) to
alternator rotor (8). Rotate the crankshaft to
align each capscrew with the access hole.
NOTE: Ensure that all 12 capscrews have been
removed.
6. Remove 16 capscrews (3) that secure flywheel
housing adapter (2) to alternator housing (1).
NOTE: The clearance between the head of capscrew
(3) and flywheel housing (4) will not permit complete
removal of the capscrews at all locations. Ensure that
all of the capscrew threads are completely
disengaged from alternator housing (1).
7. Take up any slack in the hoist. Remove
mounting hardware (2, Figure 4-2) that secures
the alternator to the cradle structures.
8. Keep the alternator as level as possible and
move away from engine.
9. Note the location and quantity of the shims.
Keep the shims for possible reuse during
installation.
NOTE: For further disassembly instructions for the
alternator, refer to the GE Service Manual.
C4-4
FIGURE 4-3. ALTERNATOR TO ENGINE

MOUNTING
5. Capscrew
1. Alternator Housing
6. Capscrews
2. Flywheel Housing
7. Engine Drive Ring
Adapter
8. Alternator Rotor
3. Capscrews
4. Flywheel Housing
Power Train
5/08 C04027
ALTERNATOR INSTALLATION
Measuring Procedure
1. Thoroughly clean the alternator housing
mounting surface, rotor drive adapter mounting
surface and flywheel housing adapter mounting
surfaces.
2. Mount a magnetic base on the front of the
engine and a dial indicator on the front of the
crankshaft. Measure total crankshaft endplay.
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.
Total Crankshaft Endplay_________________
Never pry on the engine crankshaft damper.
3. Refer to Figure 4-4. Move the engine crankshaft

to the rear of its end travel.
Loosen or remove fan belts before measuring

crankshaft endplay to ensure that the crankshaft
moves easily and completely.
When taking measurements, always take four

equally spaced readings and average them.
Always measure from mating surface to mating

surface.
A reference to crankshaft rotation - clockwise

(CW) or counterclockwise (CCW) - is the
direction of rotation when looking at the front
(damper end) of engine.
Verify end play is within 0.13 - 0.38 mm (0.005 0.015 in.).
a. Carefully measure Dimension C at four

locations, 90 apart:
1st measurement:___________________
2nd measurement:__________________
3rd measurement:___________________
4th measurement:___________________
Dimension Cavg:______________
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: 0.13 - 0.38 mm

(0.005 - 0.015 in.)
SERVICE DATA - Eccentricity & Runout Limits

Description
T.I.R
Maximum Eccentricity of Flywheel

Housing Bore
0.66 mm
(0.026 in.)
Maximum Face Runout of Flywheel

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

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

Face (Coupling Assembly)
0.25 mm
(0.010 in.)
FIGURE 4-4. SHIM LOCATION

2. Alternator Rotor
3. Flywheel Housing
Adapter
4. Engine Flywheel
Housing
C04027 5/08
Power Train
A - Dimension A
B - Drive Shims
C - Dimension C
D - Housing Shims
C4-5
4. Refer to Figure 4-5 to determine alternator

endplay:
a. Using flat steel bar (3) bolted rigidly to
alternator rotor (2), install 5/8" - 11NC
capscrew (4) finger tight at each end into
alternator housing (1).
b. Move alternator rotor (2) axially toward the
rear (slip ring end) by alternately tightening
capscrews (4) one-half turn at a time. Do not
exceed 16 Nm (12.0 ft lbs) on each
capscrew. This establishes the maximum
permissIble rear travel for the alternator
rotor.
c. Alternately loosen capscrews (4) one turn at
a time until all torque is released. Carefully
remove steel bar (3).
d. Carefully measure Dimension A at four
locations, 90 apart, and average the
measurements. Do not move the alternator
rotor.
1st measurement:___________________
2nd measurement:___________________
3rd measurement:___________________
4th measurement:___________________
Dimension Aavg:____________
e. Add 0.25 mm (0.010 in.) to Dimension
Aavg.
f. Record (Step 4d + Step 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 4-4.
Shim Thickness
TM3467
0.10 mm
(0.004 in.)
TM3469
0.18 mm
(0.007 in.)
C4-6
2. Alternator Rotor
3. Steel Bar
4. Capscrew
b. If A is greater than C, subtract: (A - C) = D

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

Location D
Rotor-to-Drive Ring
Location B
Shim Part Number
FIGURE 4-5. ALTERNATOR END-PLAY
Power Train
Shim Part Number
Shim Thickness
TM3466
0.10 mm
(0.004 in.)
TM3468
0.18 mm
(0.007 in.)
5/08 C04027
Joining the Alternator and Engine
The alternator weighs approximately 3720 kg

(8200 lbs). Ensure the lifting device to be used
has adequate capacity. Lift the alternator only at
the lifting eyes.
1. Use two lifting eyes (8, Figure 4-2) provided on
the alternator. The top front lifting eye should be
equipped with some method of adjusting the
alternator to keep it horizontal.
2. Carefully move the alternator into place and
engage engine drive ring (6, Figure 4-6) into
alternator rotor drive (7) using shims B, if
required. Refer to step 5a. in Measuring
Procedure.
3. Install flywheel housing adapter capscrews (2)
into alternator housing (1). Tighten to 237 Nm
(175 ft lbs).
4. Install capscrews (5) through engine drive ring
(6) into alternator rotor adapter (7). Rotate the
crankshaft to access and align holes. Tighten
capscrews (5) to 237 Nm (175 ft lbs).
5. Install alternator-to-cradle mounting hardware
(2, Figure 4-2). Tighten to 712 Nm (525 ft lbs).
6. Tighten engine-to-cradle capscrews (5) to 465
Nm (345 ft lbs).
Never pry on the engine crankshaft damper.

Severe engine damage can result.
7. Mount a magnetic base on the front of the
engine and a dial indicator on the front of the
crankshaft. Measure total crankshaft endplay.
FIGURE 4-6. ALTERNATOR TO ENGINE

MOUNTING
2. Point Capscrew
3. Flywheel Housing
Adapter
4. Engine Flywheel
Housing
5. Capscrew
7. Alternator Rotor
B - Drive Shims
D - Housing Shims
The total engine crankshaft endplay (step 7) must

equal the original measurement or 0.51 mm
(0.020 in.), whichever is smaller.
If the endplay after the alternator and engine are
assembled is less than 0.51 mm (0.020 in.), and
less than the original engine crankshaft endplay,
reshimming is required.
9. Rotate the crankshaft one full revolution and
listen for any unusual noise caused by moving
components contacting stationary parts.
Total Crankshaft Endplay:________________

8. Compare the value above to the measurement
taken before the alternator was installed on the
engine.
10. Install the engine side cover, if removed. Install

the lockwire on all alternator mounting
capscrews.
11. Install the access cover on the flywheel housing.
C04027 5/08
Power Train
C4-7
ENGINE
Service
Removal
NOTE: Refer to previous sections for removal
procedures for the power module, alternator, and
radiator assembly.
Complete instructions for the disassembly, assembly

and maintenance of the engine and its components
can be found in the engine manufacturer's service
manual.
Installation
1. Align the engine with subframe (7, Figure 4-2)
and install the capscrews at the front engine
mounts.
The engine weighs approximately 9,300 kg

(20,515 lbs). Ensure that the lifting device to be
used has adequate capacity.
2. Align and install capscrews (2) through the rear

engine mounts and into cradle structure (3), but
do not tighten at this time.
1. Disconnect any remaining wiring or hoses

between engine (6, Figure 4-2) and subframe
(7).
3. Install the alternator on the engine. Refer to

Alternator Installation in this section.
2. Remove the capscrews at the front engine

mounts.
3. To ensure that the engine stays level while
lifting, attach a spreader bar with lifting straps to
the engine lifting eyes. Remove engine-tocradle structure mounting capscrews (5).
4. Adjust setscrew (3, Figure 4-1) to equalize gap

(5) between cradle structure (1) and subframe
(4) at the left side and right side. Lock the
setscrew with jam nut (2).
4. Lift the engine from the subframe and move to

clean work area for further disassembly.
C4-8
Power Train
5/08 C04027
SECTION C5
AIR CLEANERS
INDEX
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
SERVICING THE AIR CLEANERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Replacing The Filter Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Cleaning The Main Filter Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5
Servicing The Precleaner Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-6
AIR INTAKE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7
C05013 11/05
Air Cleaners
C5-1
NOTES
C5-2
Air Cleaners
11/05 C05013
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 dust collector cups at regular

intervals. Daily inspection is recommended.
Never allow the dust level to build up to the tube
(precleaner) chamber.
During operation or after the engine has been

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.
Replacing The Filter Element

1. Turn off the engine. Clean any dirt and dust
from the area around air cleaner element cover
(4, Figure 5-1).
2. Loosen large wing nut (5, Figure 5-2) on the air
cleaner cover to free main filter element (10).
Pull the main filter element from the assembly.
3. Inspect the main filter 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,
wing nut (5) must be removed from the
assembly and installed on the new element.
4. Check safety filter indicator (7). If the solid red
area is showing, replacement of the safety filter
is required. If the center is green, the safety
filter does not require replacement.
FIGURE 5-1. ENGINE AIR CLEANERS

1. Dust Collectors
2. Precleaner Section
C05013 11/05
3. Air Intake Cover

4. Element Cover
Air Cleaners
C5-3
6. Reset the safety filter indicator from red to

green by gently blowing air into the threaded
hole from gasket side of the indicator nut.
7. Install the new safety filter element. Tighten the
wing nut to 13 Nm (10 ft lbs).
8. Install main filter element (10) into the air
cleaner and secure it with wing nut (5). Tighten
the wing nut hand tight. Do not use a wrench or
pliers. If the original filter element is being
reused, ensure the sealing gasket is not
damaged. The gasket must seal completely.
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.
5. If the safety filter element must be replaced,
remove the indicator and remove the safety
filter element. Discard the filter element. Do not
clean the damaged filter element.
9. Close and latch the dust collectors on the

bottom of the air cleaner assembly.
FIGURE 5-2. AIR CLEANER ASSEMBLY

1. Dust Collector
2. Dust Collector Gasket
3. Tube
4. Unfiltered Air Inlet
C5-4
5. Wing Nut
6. Wing Nut Gasket
7. Safety Filter Indicator
8. End Cover
9. Safety Filter Element

10. Main Filter Element
11. Main Element Gasket
12. Clean Air Outlet
Air Cleaners
13. Precleaner Gasket

14. Safety Filter Element
Gasket
11/05 C05013
Cleaning The Main Filter Element
Only the main filter elements may be cleaned,

and then only if they are structurally intact. Do
not reuse an element that is damaged. Do not
clean and reuse the safety (secondary) filter
elements. Replace them with new parts.
After inspection, determine the condition of the main
filter element and 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.
FIGURE 5-3. INSPECTING FILTER ELEMENT
Clean dust loaded elements with dry filtered

compressed air as follows:
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.
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.
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.
FIGURE 5-4. CLEANING FILTER ELEMENT

WITH COMPRESSED AIR
C05013 11/05
Air Cleaners
C5-5
Servicing The Precleaner Section

The tubes in precleaner section (2, Figure 5-1)
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.
NOTE: The precleaner section may be separated

from the air cleaner assembly without removing the
entire air cleaner from the truck.
To inspect the tubes in the precleaner section,

remove the main filter element. Do not remove the
safety filter element. Loosen the clamps and remove
dust collector (1, Figure 5-2). Use a light to inspect
the tubes. All tubes should be clear and the light
should be visible.
NOTE: Both the main and safety elements must be
installed in the air cleaner while Steps 1 and 2 are
being accomplished to prevent any possibility of dirt
being forced into the engine intake area.
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.
1. Remove air intake cover (3, Figure 5-1).

Remove the mounting hardware that secures
the precleaner section to the air cleaner
assembly. Remove the precleaner section. The
safety filter element must remain in place to
protect the engine intake.
2. Loosen the clamps and remove dust collector
(1) from the precleaner section. Wash the dust
collector 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 the precleaner gaskets carefully for any
evidence of air leaks. Replace if necessary.
5. Install the precleaner section and gaskets on
the air cleaner assembly. Install all mounting
hardware that was removed.
6. Install the dust collector and gasket on the
precleaner section. Secure the dust collector
with mounting clamps.
FIGURE 5-5. REMOVING DUST FROM

PRECLEANER TUBES
FIGURE 5-6. WASHING AND SOAKING

PRECLEANER SECTION
C5-6
Air Cleaners
11/05 C05013
AIR INTAKE TROUBLESHOOTING

To ensure maximum engine protection, all
connections between the air cleaners and the engine
intake are tight and sealed. If air leaks are
suspected, check the following:
1. Check all intake lines, tubes and hump hoses
for breaks, cracks, and holes which could allow
an intake air leak.
2. Check that all air cleaner gaskets are sealing
properly.
3. Check the main and safety filter elements for
ruptures, holes or cracks.
4. Check the air cleaner assembly for structural
damage, cracks, breaks or other defects which
could allow air leakage. Check that all mounting
hardware is tightened properly.
C05013 11/05
Air Cleaners
C5-7
NOTES
C5-8
Air Cleaners
11/05 C05013
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)
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
BATTERY CHARGING ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-1
VEHICLE HEALTH MONITORING SYSTEM (VHMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-1
INTERFACE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-1
INTERFACE MODULE AND VHMS TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-1
VHMS 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.
D01046 5/08
Index
D1-1
TRUCK SHUTDOWN PROCEDURE

1. Reduce the engine speed to idle. Place the directional control lever in PARK. Make sure that the
parking brake applied indicator light in the overhead panel is illuminated.
2. Place the drive system in the rest mode by turning the rest switch on the instrument panel ON. Make
sure that the rest mode indicator light is illuminated.
3. Turn the key switch to the OFF position to turn off the engine.
If the engine does not shut down, use the engine shutdown switch on the center console. Pull this
switch up until the engine stops.
4. With the key switch OFF and the engine stopped, wait at least 90 seconds. Make sure that the steering circuit is completely depressurized by turning the steering wheel back and forth several times.
The front wheels should not turn when the hydraulic pressure is relieved. If the front wheels can still
be turned, notify maintenance personnel.
5. Make sure that the link voltage light in the control cabinet is off. Notify maintenance personnel if the
light remains illuminated for longer than five minutes after the engine is shut down.
6. Locate the GF cutout switch in the 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 its former position.
D1-2
Index
5/08 D01046
SECTION D2
24VDC ELECTRIC SUPPLY SYSTEM
INDEX
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
Battery Disconnect Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
24VDC Auxiliary Battery Receptacles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Isolator Diode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Engine Start Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
24VDC to 12VDC Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
D02033
24VDC Electrical Supply System
D2-1
NOTES
D2-2
D02033
24VDC ELECTRIC SUPPLY SYSTEM

ELECTRICAL SYSTEM DESCRIPTION
The truck uses a 24VDC electrical system which
supplies power for engine starting circuits and most
non-propulsion electrical components. The 24VDC
engine starting circuit is supplied by four heavy duty,
Type 8D, 12-volt storage batteries. Several
components require 12VDC and are supplied by
circuits tapped off the starting batteries.
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
should run about 30 to 60 cm3 (1 to 2 oz.) per cell per
week. Any appreciable increase over these figures
should be 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 leadacid 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.
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
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.
BATTERIES
Maintenance and Service
The electrolyte level of each cell should 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.
D02033
Two most common problems that occur in the

charging
system
are
undercharging
and
overcharging of the truck's batteries.
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. Make sure that
none of the soda solution is allowed to enter the
battery cells. Make sure 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, make sure 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, make sure 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).
NOTE: 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 should be corrected to 27C
(80F) as follows:
For every 5C (10F) below 27C (80F), 0.004
should 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
10F (50F), and self-discharge of a battery kept at
27C (80F) is about four times that one at 10F
(50F). Over a 30 day period, the average selfdischarge runs about 0.002 specific gravity per day
at 27C (80F).
To offset the results of self-discharge, idle batteries
should 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 should be kept charged,
especially during winter weather.
SPECIFIC GRAVITY
Corrected to 27C (80F)
FREEZING
TEMPERATURE
1.280
-70C (-90F)
1.250
-54C (-60F)
1.200
-27C (-16F)
1.150
-15C (+5F)
1.100
-7C (+19F)
For every 5C (10F) above 27C (80F), 0.004

should be ADDED to the reading.
Idle batteries should not be allowed to stand
unattended. If equipment is to stand unused for more
than two weeks, the batteries should be removed
and placed in a cool, dry place where they may be
checked periodically and charged when necessary.
Remember, all lead-acid batteries discharge slowly
when not in use. This self-discharge takes place
even though the battery is not connected in a circuit,
and it is more pronounced in warm weather than in
cold weather.
D2-4
D02033
BATTERY SUPPLY SYSTEM

24VDC Battery Charging Alternator
Refer to Section D, Battery Charging Alternator in, for
service information regarding the battery charging
alternator.
Battery Box
Four type 8D batteries (3, Figure 2-1) for the 24VDC
engine cranking circuit are located in the battery box
in the center of the front platform. For access to the
batteries, open the two hinged covers by turning the
cover latches (1) counterclockwise until released.
Lifting eyes are attached to each end of the battery
box so that the entire battery box assembly can be
removed, if necessary.
A 24VDC to 12VDC converter, located toward the

bottom of the inside left wall of the auxiliary control
cabinet, is used to convert the 24 volt battery system
voltage to 12 volts for various truck components.
When maintenance or repairs are performed, the
batteries can be quickly disconnected from the
starter or control circuits by using disconnect
switches (7 & 8) located on battery control box (4).
An external battery charger may also be connected
to auxiliary battery receptacles (2) located on battery
control box (4).
FIGURE 2-1. BATTERY BOX & BATTERY CONTROL BOX

8. Battery Disconnect Switch
5. Circuit Breaker (50 amp)
1. Battery Box Cover Latch
(System)
6. Engine Start Relay
2. Auxliary Battery Receptacles
9. Battery System Isolator Diode
7. Battery Disconnect Switch
3. Batteries
(Starter)
4. Battery Control Box
D02033
D2-5
Battery Control Box
24VDC to 12VDC Converter
Battery control box (4) is located to the left of the

battery box. This box contains the battery disconnect
switches and other components listed below.
24VDC to 12VDC converter (1, Figure 2-2) is used to

convert the 24 volt battery system voltage to 12 volts
for various truck components such as the radio/
cassette player, cab power windows, and the
auxiliary power receptacles in the cab.
Battery Disconnect Switches

Battery disconnect switches provide a convenient
method of disconnecting the truck batteries from the
truck electrical circuits without having to remove any
battery cables. Rearward disconnect switch (7)
opens the starter battery circuit only, preventing
engine startup while still allowing battery power to the
24VDC control system circuits, if desired. Forward
disconnect switch (8) disconnects the 24VDC system
batteries.
The converter is powered by the starter circuit

batteries. Converter output circuits are protected by
CB101, a 50 amp circuit breaker (5, Figure 2-1)
located inside the battery control box.
24VDC Auxiliary Battery Receptacles

Two pairs of receptacles (2), located near the battery
disconnect switches, 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
should be of the same type (8D) as the batteries
installed on the truck. Two pairs of batteries should
be used. Each pair should be connected in series to
provide 24VDC, with one pair connected to the front
receptacle and the other pair connected to the rear
receptacle on the truck.
Isolator Diode
A Schottky type isolation diode is used to provide
isolation between the electrical system battery
circuits and the dual starter motor start command
circuits. This device controls the direction of current
flow in high current applications.
Battery system isolation diode (9) allows current from
the battery charging alternator to charge the
batteries, but prevents current flow from the batteries
to the starter motors when the engine is started.
FIGURE 2-2. AUXILIARY CONTROL CABINET
(LEFT WALL)
Engine Start Relay

Engine start relay (6) receives the signal to begin
cranking from the start relay located on relay board
RB6. When the engine start relay is activated, it
provides current to the starter motors to engage the
drives and begin cranking the engine, eliminating the
need for magnetic switches.
D2-6
1. 24VDC to 12VDC Converter
D02033
SECTION D3
24VDC ELECTRICAL SYSTEM COMPONENTS
INDEX
TRUCK SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3

BRAKE WARNING BUZZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
AUXILIARY CONTROL CABINET COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
Power Distribution Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
Engine Starter Failure Delay Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
5 Minute Idle Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Pulse Voltage Modulator (PVM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Auto Lube Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Control Power Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Diode Board - DB1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
Fuse Blocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
Alarm Indicating Device (AID) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
RELAY BOARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
Relay Boards RB1, RB3, RB4, RB5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
Relay Boards RB6, RB7, RB8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Relay Board Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13
BODY-UP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
HOIST LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
FUSE BLOCKS CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17
CIRCUIT BREAKERS CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18
D03035 12/07
24VDC Electrical System Components
D3-1
NOTES
D3-2
12/07 D03035
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
that the parking brake applied indicator light in
the overhead panel is illuminated.
ON. Make sure 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. 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.
Power Distribution Terminals
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.
24VDC terminal (1, Figure 3-1) and 12VDC terminal

(2) are mounted on the left wall of the cabinet. These
terminals distribute battery voltage and 12VDC for
devices requiring reduced voltage. The 24VDC
terminal is a convenient test point for measuring
battery voltage during troubleshooting procedures.
5. Place the GF cutout switch in the CUTOUT

position throughout test and troubleshooting
procedures.
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.
D03035 12/07
Engine Starter Failure Delay Timer

Engine starter failure delay timer (3) is used in the
circuitry which detects a failure of one of the two
starter motors. This circuit provides a warning to the
operator if either starter does not energize for at least
2 seconds when engine starting is first attempted, or
if either starter stops operating during the engine
starting process.
D3-3
Test the 5 minute idle timer circuits as follows:
5 Minute Idle Timer

5 minute idle timer (4) is activated when the operator
presses the 5 minute idle timer engine shutdown
switch on the instrument panel. (This is a momentary
switch that also latches the 5 minute idle timer in the
energized position.) When the timer is energized,
internal contacts close and energize the relay.
1. With the key switch ON, press the engine

shutdown switch firmly to the momentary
position and release (switch will return to the
ON position).
The 5 minute idle timer circuit automatically provides

approximately five minutes of engine idle time before
actual engine shutdown occurs. This system allows
the engine cooling system to circulate coolant to
reduce
and
stabilize
engine
component
temperatures, when engine power requirements are
minimal, resulting in extended engine life.
Circuit 712 (to ground) remains 24 volts for

approximately 5 minutes. After 5 minutes,
the voltage drops to 0.
The circuit is controlled by a 3-position rocker switch.

Pressing the bottom of the switch will turn the circuit
OFF. The engine will shut down by use of the key
switch, console mounted engine shutdown switch, or
the ground level shutdown switch.
With the rocker switch in the middle position, the
circuit is ON, but does not activate the 5 minute idle
timer circuit. The engine can be shut down
immediately using any one of the three switches
described above.
When the top of the switch is depressed and held
momentarily, the idle timer circuit is activated. When
released, the switch will return to the ON (middle)
position, and the 5 minute idle timer circuit is latched
on through the switch. The 5 minute idle timer
indicator lamp on the overhead display will also
illuminate. The engine will not shut down with the key
switch. Moving the key switch to the OFF position,
will cause the engine to shut down after the 5 minute
time delay is completed. The normal shutdown
sequence will then occur.
However, if during the 5 minute idle timing sequence,
the 5 minute delay switch on the instrument panel is
pressed to the OFF position, the center console
engine shutdown switch is depressed, or the ground
level shutdown switch is activated, the engine will
shut down immediately, followed by the normal
shutdown of all systems.
D3-4
2. Turn the key switch OFF and verify the

following:
The 5 minute idle indicator lamp on the

overhead display is ON when circuit 712
reads 24 volts.
3. Repeat Step 1. While monitoring voltage at
circuit 712, turn the key switch OFF. Turn the
engine shutdown switch off.
Verify that the voltage at circuit 712 drops to
0 when the shutdown switch is turned to
OFF.
Pulse Voltage Modulator (PMV)

The Pulse Voltage Modulator (6) receives a load
curve signal from the engine controls and converts it
to a 0 to 10 volt signal for use by a PSC card in the
Integrated Control Panel (ICP).
Control Power Relay

Control power relay (8) is energized when the control
power switch, located in the main control cabinet, is
turned ON. This relay isolates the GE control power
from the truck circuits and provides power to nonpropulsion system 24VDC components.
Auto Lube Timer

The automatic lubrication system lubrication interval
is controlled by auto lube timer (9). Lubrication cycle
frequency can be adjusted by removing the timer
cover and selecting one of five different timing
intervals available. System on time is automatically
determined by the timer and is not adjustable. Refer
to Section P for additional automatic lubrication
system details.
12/07 D03035
FIGURE 3-1. AUXILIARY CONTROL CABINET - LEFT WALL

1. 24VDC Terminal
2. 12VDC Terminal
3. Engine Starter Failure Delay Timer
4. 5 Minute Idle Timer
5. Key Switch Power Relay
6. Pulse Voltage Modulator (PVM)
7. 12V Power Relay

8. Control Power Relay
9. Auto Lube Timer
10.Relay Board - RB1

18.Diode Board - DB1
NOTE: For more information about relay boards RB1 through RB9, refer to Relay Boards later in this section.
D03035 12/07
D3-5
Diode Board - DB1

Diode board (18, Figure 3-1) contains 24 replaceable
diodes that are mounted on a plug-in connector for
easy replacement. Some of the diodes are used in
the coil circuit of various relays to suppress the
resultant coil voltage spike when power is removed
from the circuit, preventing damage to other circuit
components (lamp filaments, etc.). Other diodes are
used to control the flow of current in a circuit as
required. Resistors or diodes may also be installed in
sockets P7 through P12.
Refer to the electrical schematic in Section R of this
manual for specific circuits.
If a diode failure is suspected, remove and check the

diode as follows:
1. Grasp the diode connector, compressing the
locking ears while pulling the connector off the
board. Note the connector key used to ensure
correct polarity.
NOTE: Some digital multimeters are designed to test
diodes. If this type is used, follow the manufacturer's
instructions for proper test.
2. An analog ohmmeter can be used to test the
diode as follows:
a. Place the meter on the X100 scale.
b. With the red meter lead (+) on the banded
end of the diode and the black lead (-) on the
other diode lead, the meter should read
between 1000 and 2000 ohms.
c. Reverse the meter leads and read infinite
resistance.
3. If no resistance is read on the meter, the diode
is open and must be replaced.
4. If the meter reads zero ohms, the diode is
shorted and must be replaced.
5. Orient the diode assembly for proper polarity
(key noted in step 1.) and insert connector
until locked in position on mating receptacle.
FIGURE 3-2. DIODE BOARD

5. Foam Block
1. Mounting Rail
6. Board
2. Screw
7. Diode
3. Nut
4. Mounting Plate
D3-6
12/07 D03035
Fuse Blocks
Alarm Indicating Device (AID) System
Four fuse blocks (1, Figure 3-3) contain fuses that

protect various circuits on the truck. Always replace a
blown fuse with a new one of the same rating. For a
listing of fuse sizes and circuits, refer to the Fuse
Blocks charts at the end of this section.
Alarm indicating device (AID) module (1, Figure 3-4

is connected to the electrical accessories circuits to
provide the operator with a warning indication of a
malfunction. This system consists of up to eight
printed circuit cards located in the auxiliary control
cabinet. The actual quantity of cards will depend on
the that are options installed on the truck.
FIGURE 3-3. AUXILIARY CONTROL CABINET FRONT VIEW

1. Fuse Blocks
FIGURE 3-4. AUXILIARY CONTROL CABINET RIGHT WALL

1. AID Module
D03035 12/07
D3-7
The AID system enables the indicating lights to be

flashing or constant. The AID also has the capability
of operating an audible alarm along with the light.
The eight printed circuit cards are:
Diode Matrix (With Sound) Card (Slot 1)
Diode Matrix (Without Sound) Card (Slot 2)
Hot Switch Inverter Card (Slot 3)
Hot Switch Inverter Card (Slot 4) (Not Used)
Temperature Card (Slot 5) (Optional)
Oil Level Card (Slot 6) (Optional)
Temperature and Latch Card (Slot 7)
Coolant Level and Flasher Card (Slot 8)
NOTE: Each card is identified with a number which
corresponds to a mating number on the housing. If
any cards are removed, make sure that the card
numbers correspond with the housing numbers
during installation See Figure 3-5.
The following briefly describe each card and its

function. Refer to Section R, Schematics, for the
circuit components described below.
Diode Matrix (With Sound)
The diode matrix with sound card works very much
like the other diode matrix card, except that it
contains extra diodes to activate the alarm horn in
addition to the flasher. The circuits connected to
terminals A1 through A8 operate in the same
manner.
All of the card circuits are connected to the lamp test
switch on the overhead display area. In normal
operation, these circuits are open and not functional.
When the operator pushes the lamp test switch, it
activates all the indicator circuits by grounding them.
This is used to verify that all lamps are functional.
Diode Matrix (Without Sound)
The diode matrix without sound card consists of a
series of diodes capable of working with eight
different indicator circuits. The indicator light can be a
flashing light by connecting it to the 12F circuit or a
steady light by connecting it to the 12M circuit. In
addition, some of the indicator light circuits are
routed through a dimmer module to allow the
operator to vary the intensity of the lamps. These
lamps are fed by circuits 12FD (flashing) and 12MD
(steady).
When an indicator circuit is not activated, there is no
ground circuit for the bulb. When the indicator
detecting switch activates the circuit, it grounds the
lamp and the flasher circuit through the diodes. Any
circuits connected to terminals C1 through C8 will
operate in the same manner. The alarm horn is not
activated by this card.
Hot Switch Inverter
FIGURE 3-5. AID SYSTEM CARD ENCLOSURE

1. Diode Matrix With Sound
2. Diode Matrix Without Sound
3. Hot Switch Inverter
4. Hot Switch Inverter (Not Used)
5. Temperature & Latch
6. Coolant Level & Flasher
D3-8
The hot switch inverter card is used to operate and

test the service brake indicator light. In normal
conditions Q4 transistor is off and the Indicator Light
is off. When the stoplight switch is activated, 24 volts
is sent to pin E of the hot switch inverter card.
Transistor Q4 is turned on by this voltage and, in
turn, grounds the service brake indicator light. There
is no alarm horn operation with this card.
A second circuit on this card is used to operate and
test the retard speed control indicator light. When
RSC is turned OFF, transistor Q7 is off and the
indicator light is off. When RSC is turned on, 24 volts
is sent to pin J of the card. This voltage turns on
Q7, grounding the indicator light circuit.
12/07 D03035
Hot Switch Inverter (Not Used)
Coolant Level & Flasher
The optional oil level card is used to turn on the low

oil level indicator light to warn the operator that the
engine oil/hydraulic tank oil level is below acceptable
levels. The oil float is connected to a variable
resistor. As the oil level decreases, the resistance
goes down, causing Q3 to turn on and grounding the
indicator light and alarm horn.
The coolant level and flasher card contains two

separate circuits. The flasher circuit at the top of the
card has Q12 transistor biased to be saturated when
no malfunction is present, resulting in 24 volt positive
output on pin H of the card and on wire 12F. When
an indicating circuit is activated, the ground side of
the circuit connected to card pin K is grounded.
Q12 will turn off initially and then after a delay,
adjusted by R20, will turn on and off to give the
intermittent 24 volt output.
The optional temperature card is used to turn on the

high oil temperature indicator light. The indicator light
tells the operator hydraulic tank oil temperature has
exceeded acceptable levels. Normal temperature
setting is 121C (250F). As the temperature goes
up, the resistance in the probe decreases providing a
ground path for the indicator light and alarm horn.
Temperature and Latch
The temperature and latch card has two circuits to
operate two different indicator lights. The
temperature circuit is controlled by a coolant
temperature sensor which decreases electrical
resistance as its temperature increases. It will have a
resistance of approximately 1000 ohms at 85C
(185F) and 500 ohms at 121C (250F). The normal
setting is 96C (204F).
When the temperature is low and the resistance is
high, Q1 is off and no high temperature indication
occurs. When the coolant temperature is excessive,
resistance decreases to a point where Q1 will turn on
and ground the flasher through D8, the alarm horn
through D12, and the high temperature light through
terminal D8. R14 can adjust the temperature
(resistance) at which the circuit is activated.
The other half of the circuitry on the coolant level and

flasher card operates the coolant level light. The
water level probe connected to terminal B11 grounds
the 31L circuit when the coolant in the radiator is
above the probe position. The coolant saturates the
probe and electrically grounds the circuit. When the
circuit is grounded, Q6 transistor is off, resulting in no
indication. When the coolant level drops below the
probe, 31L is no longer grounded and Q6 turns on to
ground the flasher through D5, the coolant level light
through terminal D11, and the alarm horn through
D6. The light and alarm horn will operate
intermittently as their 24 volt supply is from circuit
12F, the flasher output.
NOTE: Some electronic engine controls monitor
coolant level. If the engine controls monitor the
circuit, a 2K resistor is installed to replace the probe
and disable the AID system circuit.
NOTE: Some electronic engine controls monitor

coolant temperature. If the engine controls monitor
the circuit, a 2K ohm resistor is installed to replace
the temperature sensor and disable the AID system
circuit.
The latch circuit monitors the accumulator precharge
pressure switches. When one of the pressure
switches closes, Q5, which supplies power to the
gate of SCR Q7, will be turned off. With Q7 turned
on, Q9 will supply the ground path to turn on the low
accumulator precharge indicator light and sound the
alarm horn. The indicator light is connected to 12F
and will flash off and on. The SCR will remain on until
power is removed from the card by turning the key
switch OFF.
D03035 12/07
D3-9
RELAY BOARDS
Relay Boards RB1, RB3, RB4, RB5
The auxiliary control cabinet contains eight relay

boards to provide control for many of the 24VDC
circuits. Two types of boards are used. One type of
board contains circuit breakers in addition to 24VDC
relays and a PC board for special functions. The
second type of board contains relays only.
Each relay board of this type is equipped with four

green lights (9, Figure 3-6) and one red breaker
open light (7). Each relay board has a fifth green (8)
light that has a different function on each board.
All relays are interchangeable. The circuit breakers

are interchangeable, providing that the circuit
breaker capacity is the same.
Do not interchange or replace any circuit breaker

with one of a different capacity than specified for
the circuit. Serious damage or a fire may result if
the wrong capacity breaker is used.
The relay boards are identified as follows:

Relay Board
Functions
RB1
Clearance/Turn Signal Lights
RB3
Stop, Retard, Backup Lights
RB4
Parking Brake, Horn, Body-Up,

Engine Cranking
RB5
Headlights (standard)
RB6
Backup Horn, Start Relay, Engine

Interlock, 5 Minute Idle Timer, Ether
Start
RB7
Starter Relays, Bleeddown Power,

Auto Lube Solenoid & Timer,
Starter Failure Relays #1 and #2,
Headlights (HID)
RB8
PLMIII Lights, Shutter Control, TCI
RB9
Engine Start, Start Lockout, Starter

Failure Relays #3 and #4, Parking
Brake OFF
Four green lights (9) are labeled K1, K2, K3, or K4.
These lights will be on only when that particular
control circuit has been switched ON and the relay
coil is being energized. The light will not turn on if the
relay board does not receive the 24 volt signal to turn
on a component.
If illuminated, red breaker open light (7) indicates
that a circuit breaker on that relay board is in the OFF
position. A light on the overhead display panel will
also illuminate, informing the operator that a circuit
breaker is in the OFF position. The red breaker
open light will turn ON whenever there is a voltage
difference across the two terminals of a circuit
breaker.
If a control switch has been turned ON and a green
(K) light is on, but that component is not operating,
check the following on the relay board for that circuit:
If a circuit breaker light is on, press all the
circuit breakers to make sure that they are
all on. There is no visual indication as to
which circuit breaker has been tripped.
Check the operation of the component. If it
trips again, check the wiring or component
for the cause of the overload.
The contacts inside the relay may not be
closing, or the contacts may be open,
preventing an electrical connection. Swap
relays and check again. Replace defective
relays. Relays may take one minute to trip
and 30 seconds before they can be reset.
Check the wiring and all of the connections
between the relay board and the
component for an open circuit.
The component may be defective. Replace
the component.
There is a poor ground at the component.
Repair the ground connection.
Refer to Figure 3-1 for the location of each relay

board. Refer to the Circuit Breakers chart at the end
of this section for electrical circuit identification
numbers.
D3-10
12/07 D03035
1. Relay Board
2. Screw
3. Screw
4. Circuit Breaker
5. Circuit Panel Card
6. Screw
7. Breaker Open Light (RED)
8. Bleed Down Light (GREEN)
(Relay Board 4 Only)
9. K1, K2, K3, K4 Lights
(GREEN)
10. Screw
11. Relay
12. Circuit Harness Connector
FIGURE 3-6. TYPICAL RELAY BOARDS - RB1, RB3, RB4, RB5

To replace a relay:
NOTE: The relays are labelled to identify the
applicable circuits and components Also, refer to the
Fuse Blocks charts at the end of this section.
1. Remove one screw (10, Figure 3-6) holding the
crossbar in place and loosen the other screw.
2. Swing the crossbar away.
3. Gently wiggle and pull outward to remove relay
(11).
4. Line up the tabs and install a new relay.
5. Place the crossbar in its original position and
install screw (10). Tighten both screws.
D03035 12/07
D3-11
To replace a circuit breaker:
Relay Board RB6, RB7, RB8, RB9
NOTE: Always replace a circuit breaker with one of

the same amperage capacity as the one being
removed.
Relay boards 6, 7 and 8 (Figure 3-7) do not contain

circuit breakers or modular cards. Additional circuits
may be added by utilizing a spare relay socket as
described below:

2. Unplug all wiring harnesses from the relay
board. Remove the four relay board mounting
screws. Remove the relay board from the truck.
3. Remove four hold down screws (2, Figure 3-6)
(one in each corner) in the circuit breaker cover
plate. Remove two screws (6) and card (5).
4. Remove the nuts on the wire terminal leads on
the circuit breaker to be replaced. Remove
mounting screws on circuit breaker to be
replaced.
5. Lift out circuit breaker. Retain flat washers from
wire terminals.
The control circuit for the relays are the + and -

terminals:
+ terminal is for positive voltage.
- terminal is for grounding of the control circuit.
Either circuit can be switched open or closed to
control the position of the relay.
The terminals of the switched circuit from the relay
contacts are labeled as follows:
NC - Normally Closed
COM - Common
NO - Normally Open
6. Install new circuit breaker of the same capacity

rating as the one removed. Install one nut and
two flat washers for each wire connection to the
new circuit breaker.
COM terminal is for the voltage source

(protected by a circuit breaker) coming into
the relay which will supply the electrical
power for the component being controlled.
7. Install cover plate and all screws removed

during disassembly.
NC terminal is connected (through the

relay) to the COM terminal when the relay
is not energized (when the control circuit
terminals + & -) are not activated).
8. Carefully install card (5) with screws (6).

9. Install relay board in truck and connect all wiring
harnesses.
NO terminal is connected (through the

relay) to the COM terminal when the relay
is energized (by the control circuits + & -
being energized).
To replace a circuit panel card:

NOTE: DO NOT remove the small screws that hold
the cover plate to the circuit panel. Replace circuit
panel as a complete assembly.
1. Place battery disconnect switches in the OFF
position.
2. Remove the two mounting screws (6, Figure 36) and carefully remove the circuit panel card
from the relay board.
3. Line up the new circuit panel in slots and with
the socket on the relay board and install
carefully.
4. Install two mounting screws (6).
FIGURE 3-7. AUXILIARY RELAY BOARD RB6, RB7, RB8, RB9
1. Circuit Board
2. Mounting Rail
3. Screw
4. Nut
D3-12
5. Mounting Plate
6. Foam Block
7. Relay
12/07 D03035
Relay Board 4 (RB4)
Relay Board Functions

The following describes the
functions of each relay board.
components
and
Relay Board 1 (RB1)

1 - Flasher Power Light (Green): This light will be
illuminated when the turn signals or hazard
lights are activated.
1 light will be illuminated during right turn
signal operation
2 light will be illuminated during left turn
signal operation
3 light will be illuminated when clearance
lights are activated.
4 light will be flashing when the turn signals
or hazard lights are in operation.
NOTE: If circuit breakers (CB13 & CB15) are in the
off position, no warning will be noticed until the
clearance light switch is turned ON.
1 - Flasher Module card
2 - 12.5 amp circuit breakers (CB13, CB15)
4 - Relays
1 - Steering Pressure Bleed Down Timer Module

card
1 - Bleed Down Light (Green): This light is
illuminated when the bleeddown solenoid is
being energized. The bleeddown timer will
energize the solenoid for 90 seconds after the
key switch is turned OFF.
3 - 12.5 amp circuit breakers (CB20, CB21, CB22)
4 - Relays
Parking Brake Status Relay (K1)
Engine Cranking Oil Pressure Interlock
Relay (K2)
Horn Relay (K3)
Body-Up Relay (K4)
Relay Board 5 (RB5)

1 - Light Display Module card
1 - Lights Control Light (Green): This light is
illuminated when 24 volts is being supplied to
the battery terminal of the light switch.
Left Turn Light Relay (K1)
5 - 12.5 amp circuit breakers

(CB23, CB24, CB25, CB26, CB27)
Right Turn Light Relay (K2)
4 - Relays
Clearance Lights Relay (K3)

Flasher Relay (K4)
Left Low Beam Relay (K1)

Right Low Beam Relay (K2)
Left High Beam Relay (K3)
Right High Beam Relay (K4)
Relay Board 3 (RB3)

1 - Light Module Display card
1 - Rev Light (Green): This light is illuminated
whenever the directional control lever is in the
REVERSE position and the key switch is in the
ON position.
4 - 12.5 amp circuit breakers
(CB16, CB17, CB18, CB19)
4 - Relays
Manual Backup Lights Relay (K1)
Stop Lights Relay (K2)
Retard Lights Relay (K3)
D03035 12/07
D3-13
Relay Board 6 (RB6)
Relay Board 8 (RB8)
The following relays are installed on RB6:
Backup Horn Relay (K1)
70% Load Signal to PSC Relay (K1)
Engine Interlock Relay (K2)
Full Load Signal to PSC Relay (K2)
Engine Start Relay (K3)
Shutter Control Relay (K3)
Spare Relay (K4)
PLMIII Lights Relay (K4)
Ether Start Relay (K5)
A/C Shutter Control Relay (K5)
5 Minute Idle System Relay (K6)
PLMIII Red Lights Relay (K6)
PLMIII Amber Lights Relay (K7)
PLMIII Green Lights Relay (K8)
Relay Board 7 (RB7)
Relay Board 9 (RB9)
D3-14
Starter Motor #2 Relay (K1)
Spare Relay (K1)
Starter Motor Failure #1 Relay (K2)
Spare Relay (K2)
Spare Relay (K3)
Starter Motor #1 Relay (K4)
Park Brake Off Relay (K4)
Auto Lube Solenoid Relay (K5)
HID Headlights Relay (K6)
Engine Start Relay (K6)
Bleeddown Power Supply Relay (K7)
Engine Start Lockout Relay (K7)
Auto Lube Timer Relay (K8)
12/07 D03035
BODY-UP SWITCH
Adjustment
Body-up switch (3, Figure 3-8) is located inside the

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

body pads for wear and damage. Replace the body
pads if required. The body must be resting on the
frame in the normal body down position when
adjustments are made.
Operation
When the body is resting on the frame, actuator arm
(4) causes the electrical contacts in the magnetically
operated switch to close. When the body is raised,
the arm moves away from the switch, opening the
contacts. The electrical signal is sent to the control
system and the body-up relay.
The switch must be properly adjusted at all times.
Improper adjustment or loose mounting bolts may
cause false signals or damage to the switch
assembly.
1. Loosen capscrews (2, Figure 3-8) and adjust

proximity switch bracket (3) to achieve an air
gap (dimension A) of 12.7 to 15.9 mm (0.50 to
0.62 in.) between the sensing area
(crosshatched area as marked on the switch)
and actuator arm (4). Tighten the capscrews
after the adjustment.
2. If necessary, loosen actuator arm mounting
capscrews (5), and position arm until centered
over sensing area of switch. Vertical set up
dimension (B) should be 1.63 in. (41.5 mm).
Tighten the capscrews.
Service
Keep the sensing area clean and free of metallic dust
and other debris that may damage or inhibit
operation of the switch. If the switch is damaged or
not functioning, the switch must be replaced.
1. Switch Mounting Bracket

2. Adjustment Capscrews
3. Proximity Switch
4. Actuator Arm
5. Adjustment Capscrews
FIGURE 3-8. BODY-UP SWITCH
D03035 12/07
D3-15
HOIST LIMIT SWITCH

Hoist limit switch (5, Figure 3-9) is located inside the
right frame rail above the rear suspension, near the
body pivot pin. The hoist limit switch is designed to
stop the hoist cylinders before they reach full
extension, preventing possible damage to the dump
body or hoist cylinders.
Operation
When the hoist cylinders approach maximum stroke
and the body pivots on the pins, actuator arm (3)
moves close enough to the magnetically-operated
switch to close the electrical contacts. When the
contacts close, an electrical signal is sent to the
hoist-up limit solenoid valve, located in the hydraulic
brake cabinet, to prevent further oil flow to the hoist
cylinders.
The switch must be properly adjusted at all times.
Improper adjustment or loose mounting bolts may
cause false signals or damage to the switch
assembly.
Adjustment
1. Raise the body so that the hoist cylinders are
within 152 mm (6 in.) of maximum travel.
2. Adjust the hoist limit switch to achieve an air
gap (dimension A) of 12.70 to 14.30 mm (0.50
to 0.56 in.) between the sensing area and
actuator arm (3). Tighten the capscrews.
Service
Keep the sensing area clean and free of metallic dust
and other debris that may damage or inhibit
operation of the switch. If the switch is damaged or
not functioning, the switch must be replaced.
FIGURE 3-9. HOIST LIMIT SWITCH ADJUSTMENT
1. Body
2. Frame
3. Actuator Arm
D3-16
4. Switch Mounting
Plate
5. Hoist Limit Switch
12/07 D03035
FUSE BLOCK #1
LOCATION
AMPS
DEVICES(S) PROTECTED
15
A/C, Heater Blower Motor
10
Windshield Washer / Wiper
CIRCUIT
12H
63
Instrument Panel Gauges
712G
10
Key Switch Power
712P
10
Hoist Solenoid
712H
15
Turn Signal / Clearance Lights
712T
10
Engine Options
712E
10
AID and Indicator Lights
12M
Engine Start Failure
712SF
10
10
Engine Shutters
712R
11
10
Dome Light Switch
712A
17
15
Key Switch Supplemental Power
11KS
18
15
PLMIII
39J
19
PLMIII
39G
FUSE BLOCK #2
LOCATION
AMPS
CIRCUIT
15
Service Lights
15
Cab Dome, Fog, Ladder Lights
15
Hazard Lights
10
Interface Module
10
VHMS & Orbcomm Controllers
20
Modular Mining System
15
Display Module
11DISP
15
Headlights
11HDL
11SL
11L
4G
15
Oil Reserve System Pump
10
15
Oil Reserve System Control
11
20
Hydraulic Bleed Down
17
10
Radio Memory
11INT
85
11M
11ORS
11RCNT
11BD
65
FUSE BLOCK #3
LOCATION
AMPS
15
Cab Drive System
71P
10
Automatic Lube Pump
68A
13
10
Right Front Wheel Speed Sensor
15RFWS
14
10
Left Front Wheel Speed Sensor
15LFWS
17
10
Cigarette Lighter
67C
18
20
R.H. Cab Window
67R
19
20
L.H. Cab Window
67P
D03035 12/07
CIRCUIT
D3-17
FUSE BLOCK #4
LOCATION
AMPS
CIRCUIT
10
Brake Circuits
PLMIII
Interface Module
VHMS
71VHM
Modular Mining System
712MM
71BC
712K, 712PL
Display Module
17
Temperature Gauge
87
86
15V
18
Pedal Voltage
15PV
19
Engine Interface
15VL
CIRCUIT BREAKERS
LOCATION
AMPS
RB1 - CB13
12.5
Turn Signals / Clearance Lights
CIRCUIT
11CL
RB1 - CB15
12.5
Tail Lights
41T
RB3 - CB16
12.5
Retard Lights
44D
RB3 - CB17
12.5
Manual Backup Lights
47B
RB3 - CB18
12.5
Stop Lights
44A
RB3 - CB19
12.5
Backup Lights and Horn
79A
RB4 - CB20
12.5
Engine Control Power
23D
RB4 - CB21
12.5
Service Lights, Horn, Solenoid
RB4 - CB22
12.5
Engine Run Relay
RB5 - CB23
12.5
Headlights, Left Low Beam
11DL
RB5 - CB24
12.5
Headlights, Right Low Beam
11DR
RB5 - CB25
12.5
Headlights, Left High Beam
11HL
RB5 - CB26
12.5
Headlights, Right High Beam
11HR
RB5 - CB27
12.5
Headlights and Dash Lights
D3-18
11A
439E
11D
12/07 D03035
SECTION D10
BATTERY CHARGING ALTERNATOR
INDEX
BATTERY CHARGING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5

BATTERY CHARGING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5
ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5
CHARGE VOLT AND AMP VALUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5
BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5
Maintenance and Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Undercharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Overcharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Acid Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Non-Use or Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Freezing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-7
BATTERY CHARGING ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-8
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-8
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-8
Terminal Identification and Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9
Battery Positive (B+) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9
Battery Negative (B-) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9
DC Output (D+) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9
AC Output (R) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9
Regulator Harness Plug Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9
Alternator Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9
Performance Curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9
Battery/Alternator Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-10
WIRING DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-12
D10003 07/06
Battery Charging Alternator
D10-1
DIMENSIONS AND TORQUE VALUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-13

PERIODIC MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14
Troubleshooting Alternator (On-Truck) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14
Equipment Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14
Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14
Test Set-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-16
Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-17
REGULATOR TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-18
Regulator Bypass Test (No Output) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-18
Regulator Bypass Test (Amp Rating) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-19
BENCH TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20
Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20
Identification Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20
Advanced Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20
Bench Test 1: No-Load Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20
Bench Test 2: Full Load Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-21
Bench Test 3: Regulator Bypass Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-21
STATIC TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-22
Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-22
Identification Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-22
Regulator Tester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-22
Check For Shorted Power Transistor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-22
Circuit Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-23
FIELD COIL TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-24
Field Coil Test 1: Check for Open or Shorted Field Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-24
Field Coil Test 2: Check For Grounded Field Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-24
STATOR TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-25
Stator Test 1: Check For Stator-To-Stator Continuity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-25
D10-2
D10003 07/06
Stator Test 2: Check For Grounded Stators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-26

THERMAL SWITCH TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-26
Initial Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-26
Verifying a Faulty Thermal Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-27
TROUBLESHOOTING TIPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-28
ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-32
ALTERNATOR REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-32
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-32
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-34
Special Tools and Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-34
Epoxy Adhesive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-35
Liquid Threadlockers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-35
Elastoplastic Silicone Resin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-35
ALTERNATOR EXPLODED VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-38
ALTERNATOR DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-40
Regulator Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-40
Fan Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-41
Pulley Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-42
Anti-Drive End Housing Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-42
Anti-Drive End Rotor Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-44
Drive End Housing Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-46
Drive End Rotor Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-52
Field Coil Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-53
Drive End and/or Anti-Drive End Stator Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-55
CLEANING AND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-57
ALTERNATOR ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-57
Anti-Drive End Stator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-57
Drive End Stator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-59
Field Coil Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-62
Drive End Bearing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-64
D10003 07/06
D10-3
Drive End Rotor Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-66

Rotor and Rotor Shaft Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-66
Drive End Housing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-67
Anti-Drive End Rotor Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-71
Anti-Drive End Housing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-72
Regulator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-75
THERMAL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-76
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-76
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-78
SUPPORT STAND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-78
D10-4
D10003 07/06
BATTERY CHARGING SYSTEM

BATTERY CHARGING SYSTEM
ELECTRICAL SYSTEM DESCRIPTION
The Komatsu truck utilizes a 24VDC electrical system which supplies power for all non-propulsion electrical components. The 24VDC power is supplied by
two pairs of 12-Volt storage batteries wired in series.
The batteries are a lead-acid type, each containing
six 2-Volt cells. With the key switch on and the
engine off, power is supplied by the batteries. When
the engine is operating, the electrical power (nonpropulsion) is supplied by a 28-Volt alternator. Refer
to Schematics, Section R, for specific electrical hookup information.
Lead-acid storage batteries contain sulfuric acid,

which if handled improperly, may cause serious
burns on the skin or other serious injuries. Wear
protective gloves, aprons, and eye protection
when handling and servicing lead-acid storage
batteries. See the precautions in General Information, Section A, of this manual to ensure proper
handling of the batteries and/or accidents involving sulfuric acid.
Maintenance and Service
CHARGE VOLT AND AMP VALUES

The volt and amp levels are a function of the battery
state-of-charge. If the batteries are in a state of discharge, as after extended cranking time to start the
engine, system voltage, when measured after the
engine is started, will be lower than the regulator set
point. The system amperage will also be high. This is
a normal condition for the charging system. The
measured values of system Volts and amps will
depend on the level of battery discharge. In other
words, the greater the battery discharge level, the
lower the system Volts and the higher the system
amperage will be. The Volt and amp readings will
change; system Volts reading will increase up to the
regulator set point and the system amperage will
decrease to a low level (depending on other loads)
as the batteries recover and become fully charged.
BATTERY
During operation, the storage batteries function as an
electrochemical device for converting chemical
energy into the electrical energy required for operating the accessories when the engine is off.
D10003 07/06
Check the electrolyte level of each cell at the interval

specified in Lubrication and Service, Section P. Add
water, if necessary. The proper electrolyte level is 10
to 13 mm (0.375 - 0.50 in.) to above the plates. To
ensure maximum battery life, use only distilled water
or water recommended by the battery manufacturer.
After adding water in freezing temperature, operate
the engine for at least 30 minutes to thoroughly mix
the electrolyte.
DO NOT smoke or allow a flame around a dead

battery or during recharging. The expelled gas
from a dead battery cell or a charging battery is
extremely explosive and can cause serious
bodily injury.
Excessive consumption of water indicates leakage or
overcharging. Normal water usage for a truck operating eight hours per day is about 30-60 ml (1-2 oz) per
cell, per month. For heavy-duty operation (24 hours
per day), normal consumption is about 30-60 ml (1-2
oz) per cell, per week. Any appreciable increase in
water consumption is considered a danger signal. No
water consumption may indicate undercharging or
sulfated battery plates.
D10-5
Troubleshooting
The two most common problems that occur in the
charging system are undercharging and overcharging of the truck's batteries.
Undercharging
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 the electrical system
Loose alternator drive belt
Defective alternator or regulator
Defective battery equalizer
Overcharging
Overcharging, which causes battery overheating, is
first indicated by excessive use of water. If allowed to
continue, the cell covers will push up at the positive
ends of the battery case. In extreme situations, 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, or other signs of damage. Check the battery
hold-down connections to ensure they are not overtightened, which could cause a crack in the battery. If
the battery connections are too loose, it could allow
vibration, causing the battery case seams to break
open. A leaking battery must be replaced.
Corrosion
Corrosion creates resistance in the charging circuit,
which causes undercharging and gradual starvation of
the battery.
To remove corrosion, clean the battery with a solution
of ordinary baking soda and a stiff, non-wire brush.
Then rinse the battery with clean water. DO NOT allow
the baking soda solution into the battery cells. Dry the
battery and ensure the battery terminal connections
are clean and tight. Clean terminals are very important
in a voltage regulated system.
D10-6
NOTE: When washing the batteries, ensure the cell

caps are tight, preventing any cleaning solution from
entering the battery cells.
Acid Levels
The addition of acid will be necessary if considerable
electrolyte has been lost through spillage. Before
adding acid, ensure the battery is fully charged. This
is accomplished by putting the battery on a battery
charger and taking hourly specific gravity readings on
each cell. When all the cells are charged (gassing
freely) and three successive hourly readings show no
rise in specific gravity, the battery is considered fully
charged. Additional acid may now be added. Continue charging for another hour and again check the
specific gravity. Repeat the above process until all
cells indicate a specific gravity of 1.260 to 1.265 corrected to 27C (80F).
NOTE: 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, the temperature factor must be corrected to
27C (80F):
For every 5C (10F) below 27C (80F), subtract

0.004 from the specific gravity reading.
For every 5C (10F) above 27C (80F), add

0.004 to the reading.
Non-Use or Storage
Remove idle batteries (unused for more than two
weeks) from the truck and place in a cool, dry place.
Periodically check and charge, when necessary.
Remember, all lead-acid batteries discharge slowly
when not in use. This self-discharge takes place even
though the battery is not connected in a circuit and is
more pronounced in warmer weather than in cold.
The rate of self-discharge of a battery kept at 38C
(100F) is about six times faster than that of a battery
kept at 19C (50F). Self-discharge of a battery kept
at 27C (80F) is about four times faster than that of
one at 10C (50F). Over a thirty day period, the
average self-discharge is about 0.002 specific gravity
per day at 27C (80F).
D10003 07/06
To offset the results of self-discharge, booster-charge

idle batteries (not a quick charge) at least once every
thirty days. Batteries not used 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).
Freezing
An undercharged battery is extremely susceptible to
freezing when stored in cold weather.
The electrolyte of a battery in various stages of
charge will start to freeze at temperatures indicated
in Table 10-1.
The temperatures in Table 10-1 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. A battery with at least a
75% charge is in no danger of freezing, especially
during winter weather.
Table 10-1: OPERATING TEMPERATURES
Specific Gravity
Corrected to 27C
(80F)
Freezing
Temperature
Degrees
1.280
-70C (-90F)
1.250
-54C (-60F)
1.200
-27C (-16F)
1.150
-15C (+5F)
1.100
-7C (+19F)
NOTE: If the temperature of the electrolyte is not reasonably close to 27C (80F) when the specific gravity is taken, adjust the temperature factor to 27C
(80F).
D10003 07/06
D10-7
BATTERY CHARGING ALTERNATOR

GENERAL INFORMATION
General Description
The Niehoff model C653A 28-Volt (260 Amp) alternator is self-rectifying. All windings and current-transmitting components are non-moving, so there are no
brushes or slip rings to wear out.
When controlled by voltage regulator (5), these alternators become self-energizing through an internal
dual diode trio. A residual magnetic field induces a
small voltage in the stator and energizes the field
coil. The field coil continues receiving incremental
voltage until full voltage is achieved. Alternating current (AC) is rectified into a direct current (DC) output
through the diodes. The regulator controls voltage
output and has a D+ terminal to provide a DC output
signal to the trucks electrical system, confirming
alternator operation. An R terminal provides optional
AC output.
This is a basic dual stator alternator constructed from

shell assembly (8) containing one stator at each end
and a field coil between the stators.
Drive end housing (9) and anti-drive end housing (6)
each contain a bearing to support drive and rotor
shaft (1). They are attached to each end of the shell
assembly by long threaded studs.
Drive end housing assembly (9) has an area called
control housing (2), containing all the required internal electrical connections for the alternator. It also
contains a thermal switch used to protect the B+ terminal.
Battery positive terminal (4) is located on the face of
control housing (2) for connection to the trucks battery positive circuit. The ground circuit cable can be
attached to either of two ground terminals (10)
located on the front housing. Fan guard (7) protects
maintenance personnel from the rotating fan when
the engine is operating.
Identification plate (3) contains general alternator information, including model number and serial number.
.
FIGURE 10-1. ALTERNATOR EXTERIOR

1. Drive Shaft with Woodruff Key
2. Control Housing
3. Identification Plate
4. Battery Positive Terminal (B+)
5. Voltage Regulator
D10-8
6. Anti-Drive End Housing

7. Fan Guard and Cooling Fan Assembly
8. Shell Assembly
9. Drive End Housing
10. Ground Terminals (B-)
D10003 07/06
Regulator Harness Plug Identification
Terminal Identification and Location
FIGURE 10-3. PIN CONNECTION IDENTIFICATION

Alternator Specifications
Volts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28VDC
Amps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .260
Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Negative
FIGURE 10-2. TERMINAL LOCATIONS
B+. Battery Positive
B-. Battery Negative
D+. DC Output
R. AC Output
Battery Positive (B+)

Main positive power terminal on the alternator.
Located on the control housing.
Battery Negative (B-)
Main negative power terminal (ground) on the alternator. Located on the drive end housing.
Regulator Steps . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Regulator Settings . . . . . . . . . . . . . . . . . . . . . . .
......................................
......................................
......................................
27.5
28.5
28.0
29.0
Weight . . . . . . . . . . . . . . . . . . . . . . . . . 29 kg (65 lbs)

Performance Curve
Measurements listed on the curves are for a stabilized machine at maximum output at temperatures
indicated for each curve.
DC Output (D+)
Positive DC voltage output from the alternator. May
be used for specific control circuit. Located on the
regulator. Limited to one or two amp output.
AC Output (R)
Relay terminal. AC current output terminal for the
tachometer or for relay use. Located on the regulator.
FIGURE 10-4. ALTERNATOR PERFORMANCE

CURVE
D10003 07/06
D10-9
Battery/Alternator Terminology
NOTE: Charge voltage and amp rates vary from
battery type to battery type, based on battery
construction technology and physical size of the
battery.
AC: Alternating current (AC) output of the alternator.
Alternator: General term for a vehicle generator
using solid-state devices to rectify output power and
provide DC output.
Amps, Low: A minimum or lowest charging system
amp value required to maintain the battery state of
charge, obtained when testing the charging system
with a fully charged battery and no other loads
applied. This value will vary with battery type.
Amps, Medium: A system amp value which can
cause the battery temperature to rise above the adequate charging temperature within 4-8 hours of
charge time. To prevent battery damage, the charge
amps must be reduced when the battery temperature
rises. Check the battery manufacturers recommendations for proper rates of charge amps.
Amps, High: A system amp value which can cause
the battery temperature to rise above adequate
charging temperature within 2-3 hours of charge
time. To prevent battery damage, the charge amps
must be reduced when the battery temperature rises.
Check the battery manufacturers recommendations
for proper rates of charge amps.
Anti-Drive End: End of alternator farthest from drive
end (drive pulley).
Charge Voltage: Nominal value to which the regulator is set. The actual charge voltage level is determined by the battery type and the system duty cycle
and may vary slightly.
Control Housing: Part of the housing assembly containing internal electrical connections of the alternator and mounting area for the control unit.
Diode Trio: Assembly of three diodes, one diode

connected to each stator phase tap. Used typically to
operate as a signaling source, once the alternator is
rotating, to tell the regulator to turn on (self-energizing signal), or to provide current for the field coil operation.
Diode Trios: Dual use of two diode trios, one trio per
stator, on dual stator alternators.
DMM: Digital Multimeter. A handheld test instrument
to digitally display test values. The preferred test
meter has high impedance value (10 Meg-ohms).
Drive End: End of the alternator is equipped to
receive mechanical power from the primary power
source via the pulley or drive coupling.
Fan: Fan located at the anti-drive end of the alternator.
Ground: Return path of electrical circuit. May be
separate wire, component housing, or vehicle chassis. (B-) is considered the ground on modern vehicle
systems.
Harness: Enclosed bundle of wires used to connect
electrical devices.
Phase: Single output winding of an alternator. Most
dual stator alternators have six phases, three phases
per stator.
Polarity: Distinguishes between positive (+) and
negative (-) in an electrical circuit.
Rectifier Assemblies: Assembly of power diodes
that convert AC current output of the alternator stator
phases to DC current output. Rectifier assemblies
are modular designed. Rectifier modules are
grouped in single blocks mounted in an end housing.
Modular rectifier blocks can be replaced individually.
Self-energized: The alternator turns itself on and
begins to produce electricity at predetermined rotor
speed through special circuits designed into the regulator or the alternator.
DC: Direct current (DC) output of the alternator.
D10-10
D10003 07/06
Set Point: The voltage value to which the regulator is

set. The voltage value is established by the battery
type and the vehicle duty cycle. There are four values available on the regulator. The set point valve
may be fixed (flat compensation) or variable, based
on operating temperature (negative temperature
compensation).
Significant Magnetism: A change in the strength or
intensity of a magnetic field present in the alternator
rotor shaft when the field coil is energized. The magnetic field strength when the field coil is energized
must feel stronger than when the field is not energized.
Surface Charge: A higher than normal battery voltage occurring when the battery is removed from a
battery charger. The surface charge must be
removed to determine true battery voltage and state
of charge.
Voltage B+: A voltage value obtained when measuring voltage at the battery positive terminal or alternator (B+) terminal.
Voltage, Battery: The steady-state voltage value as
measured with the battery in an open circuit with no
battery load. This value relates to the battery state of
charge.
Voltage, Charge: A voltage value obtained when the
charging system is operating. This value will be
higher than the battery voltage and must never
exceed the regulator voltage set point.
Voltage Droop or Sag: A normal condition which
occurs when the load demand on the alternator is
greater than rated alternator output at a given rotor
shaft rpm.
Voltage Regulator (also Regulator): Device to control the alternator output voltage. Modern regulators
are solid-state devices. The regulator is mounted on
the alternator. Some regulators have several voltage
set points available for different operating conditions
or battery types.
D10003 07/06
D10-11
WIRING DIAGRAM
FIGURE 10-5. WIRING DIAGRAM
D10-12
D10003 07/06
DIMENSIONS AND TORQUE VALUES
FIGURE 10-6. TORQUE SPECIFICATIONS AND OVERALL DIMENSIONS
TORQUE SPECIFICATIONS
Item
Description
Metric
SAE
Ground Bolt (B-), M10 X 1.5
15 Nm
11 ft lbs
Pulley Nut, M20 X 1.5
163 Nm
120 ft lbs
Output Bolt (B+), M12 X 1.75
32 Nm
24 ft lbs
Fan Nut, M16 X 1.5
67 Nm
50 ft lbs
Regulator Hold Down Screw, M5 X 0.8
8.5 Nm
75 in. lbs
Regulator Terminal (R), M6 X 1
4.5 Nm
40 in. lbs
Regulator Terminal (D+), M5 X 0.8
4.5 Nm
40 in. lbs
DIMENSIONS
A
Housing Diameter
203.2 mm
8.0 in.
Overall Length Minus Drive Shaft
292.0 mm
11.5 in.
Shaft Diameter
22.22 mm
0.875 in.
Height (Centerline to Top)
142.0 mm
5.59 in.
Height (Centerline to Bottom)
135.6 mm
5.34 in.
Width (Centerline to Regulator)
139.2 mm
5.48 in.
D10003 07/06
D10-13
TESTING
PERIODIC MAINTENANCE
Alternator performance depends on the condition of
the components in the charging system. The most
important components in the charging system are the
alternator drive belt, battery, and related cables and
connections. A loose drive belt, weak battery, or corroded cables and connections can cause the alternator to work extra hard, leading to overheating and a
reduction in performance. When performing any
scheduled maintenance on your vehicle, ensure
these components are working properly. The alternator itself requires little maintenance.
1. The most important maintenance requirement
for an alternator is to keep the air cooling passages free of dirt and obstruction.
2. To ensure that air cooling passages are clean,
the alternator can be washed using a garden
hose.
3. During washing, avoid spraying high pressure
water directly on the regulator and regulator
connector. This can cause moisture to get past
the seals in the connector and cause performance problems.
4. After washing, dry the alternator by operating
the engine and alternator a few minutes. Maintenance requirements for internal components,
such as alternator bearings, depend on the
application, usage, and environment.
GENERAL INFORMATION
Troubleshooting Alternator (On-Truck)
Most 24-Volt charging system problems can be diagnosed with the alternator installed on the truck, operating under normal conditions. Many problems can
be attributed to loose or corroded cable connectors.
It is essential that all battery charging cables are in
satisfactory condition and all connections are clean
and securely tightened.
Equipment Required
Voltmeter, 0-40 Volt range (Digital type preferred)
Ammeter, 0-400 amp range (Digital, inductive
type preferred)
Jumper wires
Preliminary Checks
Ensure that an undercharged battery condition has
not been caused by accessories having been left on
for extended periods.
1. Check the alternator drive belt.
2. Ensure the automatic belt tensioner is working
correctly.
3. If a battery defect is suspected, check the battery.
4. Inspect the wiring for defects. Check all connections for tightness and cleanliness. Remove and
clean the battery cables.
5. The truck is equipped with a battery equalizer
system. Verify the proper operation of the
equalizer and the individual battery voltages.
Refer to Battery Equalizer, Section D, 24VDC
Electrical Supply System.
6. Check the (B-) cable, (B+) cable, and alternator-to-regulator wiring harness connections.
Repair or replace any damaged component
before troubleshooting.
7. Ensure the thermal switch is functioning properly.
Refer to the Thermal Switch section in this chapter for additional information.
D10-14
D10003 07/06
8. Check the battery. The batteries must be in

good condition and fully charged. If any battery
condition is marginal, replace it with one known
to be in good condition.
For split battery pack, dual voltage systems,
battery rest voltages with 0.3 V. When the 12V
battery voltage is more than 0.3 V lower than
24V battery voltage, check the 12V battery circuit to verify adequate charge.
Polarity of the battery and the alternator must
agree; reverse polarity will damage the alternator. The alternator is negative ground.
9. Check the voltage output and use the information below to determine possible cause.
a. Causes of low voltage
1). Loose or broken drive belt
2). Batteries low state of charge
3). Current load on system greater than
the alternator can produce
4). Defective wiring or poor ground path
5). Low regulator set point
6). Defective voltage regulator
7). Defective alternator
8). Lost residual magnetism
b. Causes of high voltage
1). Wrong regulator
2). High regulator set point
3). Defective regulator
c. Causes of no voltage output. See
Regulator Bypass Test (No Output) for
additional testing information.
1). No drive belt
2). No battery (B+) voltage at alternator's (B+) terminal
3). Defective regulator
5). Lost residual magnetism
10. Check the condition of the battery and the
charge voltage reactions.
D10003 07/06
NOTE:
Until
electrical
system
component
temperatures stabilize, the conditions listed here may
be observed during cold start voltage tests.
a. Maintenance-type batteries display the following characteristics.
1). Immediately after engine start, the system Volts are lower than regulator set
point with medium amps.
2).Three to five minutes into the charge
cycle, higher system Volts and reduced
amps.
3). Five to ten minutes into the charge cycle,
system Volts are at, or nearly at, the regulator set point, and the amps are reduced
to a minimum.
b. Low maintenance-type batteries display the
same characteristics as maintenance-type
batteries, except cycle times may be longer.
c. Maintenance free-type batteries display the
following characteristics.
1). Immediately after engine start, the system Volts are lower than the regulator set
point with low charging amps.
2). Fifteen to thirty minutes into the charge
cycle, still low Volts and low amps.
3). Fifteen to thirty minutes into the charge
cycle, Volts increase several tenths, amps
increase gradually, then increase quickly
to medium to high amps.
4). Twenty to thirty-five minutes into the
charge cycle, Volts increase to the set
point and amps decrease.
d. High-cycle, maintenance-free type batteries
display the following characteristics.
1). These batteries respond much better than
the standard maintenance-free batteries.
2). The charge acceptance of these batteries
may display characteristics similar to standard, maintenance-type batteries.
D10-15
Test Set-up
1. Discharge the battery as follows:
a. Disable the fuel system.
b. Turn all lights and accessories on. Crank the
engine for 10-15 seconds to discharge the
battery.
c. Turn all lights and accessories off.
d. Enable the fuel system.
2. Determine which set point is used on the regulator (27.5, 28.0, 28.5, 29.0). The set point of
the alternator is 28V. Normal range is within
0.3V of set point, as shown in Table 10-2.
Table 10-2: VOLTAGE REGULATOR
System
Voltage
24
Factory
Setting
Normal
Range
27.5
27.2 - 27.8
28.0
27.7 - 28.3
28.5
28.2 - 28.8
29.0
28.7 - 29.3
FIGURE 10-7. TROUBLESHOOTING

Refer to Figure 10-7 for the following steps. Install
meters directly at the alternator, as shown, to eliminate variations in readings due to cable lengths, etc.
3. Open the battery disconnect switch. Remove
the battery cable from the alternator (B+) terminal.
1. Alternator Under
Test
2. 0 to 400 AMP
Ammeter
3. 0 to 40VDC
Voltmeter
4. Alternator (B+)
Terminal
5. Alternator (B-)
Ground Terminal
6. Truck Batteries
4. Attach the meters as indicated by Figure 10-7.

Measure the voltage and amperage at the alternator, not at the batteries or an intermediate
point.
a. Connect the ammeter negative lead to the
end of the cable removed in Step 3. Connect
the ammeter positive lead to the alternator
(B+) terminal.
b. Connect the red lead of a voltmeter to the
alternator (B+) terminal, and the black lead
of the voltmeter to the (B-) terminal on the
alternator.
5. Secure all the test equipment leads to prevent
damage or short circuits when the engine is
started.
6. Reconnect the battery disconnect switch.
D10-16
D10003 07/06
Test Procedure
The following tests require working near the

engine when it is on. Use caution when working
near the engine fan, alternator fan, and fan belts.
1. Start the engine and accelerate to high idle.
If the charge voltage is above 33-Volts, immediately shut the engine off. Electrical system damage may occur if the charging system is allowed
to operate at high voltage.
2. Watch the meter reading(s). If the battery is sufficiently discharged, the amps must be high
within 10% of the output specified by the performance curve. Volts must be within or below
the normal range as the battery approaches full
charge. Amps must fall as the voltage rises.
When the amps and Volts stabilize, note the
readings and refer to Table 10-3.
Table 10-3: AMP/VOLTAGE READINGS
Amps
Volts
Diagnosis
HIGH
LOW
Charging system is good. Battery

is not yet fully charged. Wait for
charging system to bring to full
charge: Amps must decrease and
Volts must stabilize within normal
range.
HIGH
NORMAL Watch until amps fall, or Volts

exceed normal range. If amps
decrease and Volts remain normal,
charging system is good. If Volts
exceed normal, regulator and/or
field coil must be replaced. Go to
Static Tests.
HIGH
HIGH
Stop the test. Regulator and/or

field coil replaced. Go to Static
Tests.
LOW
LOW
Ensure voltmeter leads are

attached at the alternator. If the
connections are good, the alternator and/or regulator must be
repaired or replaced. Go to Bench
Test 3.
LOW
LOW
NORMAL Regulator is good. Go to Bench

Test 2.
HIGH
Stop the test. If battery and voltmeter check good, the regulator and/
or field coil must be replaced.
3. The batteries are considered fully charged if the

charge voltage is at the regulator set point, and
the charge amps remain at the lowest value for
10 minutes.
4. If the charging system is not performing properly, go to the Regulator Bypass test in the next
section.
D10003 07/06
D10-17
REGULATOR TESTING
3. If the shaft is still not magnetized, remove the

jumper from the alternator (D+) terminal on the
regulator and go to Step 4.
Regulator Bypass Test (No Output)

If the Troubleshooting Alternator test procedure indicates low or no output, perform the following test to
determine if the voltage regulator is defective or if the
alternator is defective.
1. A self-energized alternator may have lost its
magnetism.
a. Touch a steel tool to the shaft on the antidrive end to detect any magnetism.
4. If the shaft is not magnetized:

a. If connected, unplug the alternator-to-regulator wiring harness connection.
b. Install a jumper wire from the alternator (B+)
terminal to pin F in the wiring harness plug.
c. Momentarily (1 second), connect a jumper
wire from pin A to the alternator (B-) terminal.
b. If the shaft is magnetized, proceed to Step 5.
d. Touch the shaft with the steel tool to detect

significant magnetism.
c. If the shaft is not magnetized, proceed to

Step 2.
e. If the shaft is not magnetized, the alternator

is defective.
2. If the shaft is not magnetized:

a. Momentarily (1 second), connect a jumper
wire from the regulator (D+) terminal to the
alternator (B+) terminal.
f. If the shaft is magnetized, the regulator is

defective.
b. Touch the shaft with the steel tool to detect

significant magnetism.
c. If the shaft is magnetized, proceed to Step 5;
otherwise go to Step 3.
FIGURE 10-9. WIRING HARNESS PLUG JUMPER

WIRE CONNECTION
1. Wiring Harness Plug
2. Regulator
FIGURE 10-8. JUMPER WIRE CONNECTION

1. Plug
2. Regulator
5. Connect a voltmeter across pin D and pin C in

the wiring harness plug. Does battery voltage
exist?
a. If no voltage, the alternator is defective.
b. If voltage is present, proceed to Step 6.
D10-18
D10003 07/06
6. Set the voltmeter to the diode test scale.

a. Connect the black lead of the voltmeter to
pin E in the wiring harness plug.
b. Connect the red lead to the (B-) terminal on
the alternator.
c. The voltmeter must read a voltage drop.
Limit the time the terminal is connected to a few

seconds. Doing so can protect the charging system from excessive voltage increase.
d. Reverse the leads. The voltmeter must read

OL.
e. If there is no voltage drop, the alternator is
defective.
f. If there is a voltage drop, proceed to Step 7.
7. Install a jumper from the alternator (B+) terminal
to pin F in the wiring harness plug.
Table 10-4: REGULATOR BYPASS TEST

Connect
Disconnect
Amps increase Amps

decrease
Alternator is good.
Replace the regulator only if low amps/
low Volts are indicated by Bench Test
1 or 2.
No change
The alternator must

be repaired. Go to
Static Tests.
a. Momentarily (1 second), connect a jumper

wire from pin A to the alternator (B-) terminal.
b. Again, touch the shaft with a steel tool to
detect significant magnetism. Is the shaft
magnetized?
Diagnosis
No change
c. If the shaft is not magnetized, the alternator

is defective.
d. If the shaft is magnetized, the regulator is
defective.
Regulator Bypass Test (Amp Rating)
1. Disconnect alternator-to-regulator wiring harness plug (1, Figure 10-9).
2. Connect a jumper wire from pin F (F+ terminal)
in the alternator-to-regulator harness plug to the
alternator (B+) terminal.
3. Start the engine and accelerate to high idle.
4. Momentarily touch pin A (F- terminal) wiring
harness plug to the alternator ground terminal
(B-). Observe whether the amps increase or
decrease.
a. If the amps increase to within 10% of the
rated output when connecting (F-) to ground
(B-), the alternator is good. Refer to Table
10-4.
b. If the amps decrease when disconnecting
pin A (F-) from alternator ground (B-), the
alternator is good. Refer to Table 10-4.
D10003 07/06
D10-19
BENCH TESTING
Bench Test 1: No-Load Test

1. With the battery connected and no electrical
load, operate the alternator at 5000 rpm.
Perform the following on-bench tests when:
2. Compare the test results to the No Load Test,

Table 10-5, and take the appropriate action, as
stated in the table.
On-vehicle test results are not available.

Table 10-5: NO LOAD TEST
Confirming on-vehicle test results.

Equipment
Amps
Volts
HIGH
LOW
Voltmeter, 0-40 Volt range (Digital type preferred)

Ammeter, 0-400 ampere range (Digital, Inductive
type preferred.)
HIGH
Test bench with 30-40 hp motor able to drive the

alternator to 8000 rpm. Mount the alternator on
the test bench per the bench manufacturers
instructions. Ensure the test bench batteries are
at 95% or higher state of charge.
Identification Record
NORMAL Allow time to stabilize while monitoring the Volts. If the Volts
increase above the normal range,
the regulator and/or field coil must
be replaced. If the amps
decrease, the charging system is
good.
HIGH
HIGH
The regulator and/or field coil

must be replaced. Go to Static
Testing.
LOW
LOW
The alternator and/or regulator

must be repaired or replaced. Go
to Bench Test 3.
List the following items for troubleshooting:

Alternator model number ______________
Regulator model number ______________
Set point(s) listed on regulator __________
Advanced Troubleshooting
LOW
LOW
a. A voltage reading at the regulator set point of

0.2 Volts is considered normal.
b. The alternator rated output (listed on the
nameplate) within 10% is determined at
5000 rpm.
D10-20
Diagnosis
Test bench battery is discharged
or defective. Allow to charge or
replace.
NORMAL The regulator is good. Go to

Bench Test 2.
HIGH
Stop the test. The alternator is

defective, bench is not working
properly, or the alternator is wired
improperly to the bench.
D10003 07/06
Bench Test 2: Full Load Test

1. With the load set to the rated output (listed on
the nameplate) 10%, operate the alternator at
5000 rpm.
2. Compare the test results to Table 10-6, and take
the appropriate action, as stated in the table.
Table 10-6: FULL LOAD TEST
Amps
Volts
HIGH
LOW
HIGH
Diagnosis
The test bench battery is discharged or defective. Allow the
battery to charge or replace the
battery.
NORMAL The charging system is good.
HIGH
HIGH
Stop the test. The regulator and/

or field coil replaced. Go to Static
Testing.
LOW
LOW
The alternator and/or regulator

must be repaired or replaced. Go
to Bench Test 3.
LOW
HIGH
2. Set up the load on the alternator the same as

Bench Test 2.
3. Note whether the amps increased to within
10% of the rated output when connecting pin A
(F-) to alternator ground (B-.)
4. Note whether the amps decrease when disconnecting pin A (F-) from the alternator ground.
Compare the test results to Table 10-7, and take
the appropriate action, as stated in the table.
Limit the time the terminal is connected to a few

seconds. Doing so can protect the charging system from excessive voltage increase.
Table 10-7: REGULATOR BYPASS TEST
Connect
Disconnect
Amps increase Amps decrease The alternator is

good. Replace the
regulator only if low
amps/low Volts are
indicated by Bench
Test 1 or 2.
Stop the test. The alternator is

defective, the bench is not working properly, or the alternator is
wired improperly to the bench.
No change
Bench Test 3: Regulator Bypass Test
Diagnosis
Perform this test only when directed by other tests.
No change
The alternator must

be repaired. Go to
Static Testing.
1. Bypass the regulator by installing a jumper

between pin A (F-) and pin F (F+).
FIGURE 10-10. PIN CONNECTION

IDENTIFICATION
D10003 07/06
D10-21
STATIC TESTING
Check For Shorted Power Transistor

1. Set the DMM to the diode test scale and zero
the meter.
Static tests must confirm on-vehicle and bench

tests. For best results, disassemble the alternator, as needed, to access the parts.
Equipment
Digital Multimeter (DMM)
Ammeter (digital, inductive)
Regulator tester
IDENTIFICATION
Identification Record
Alternator model number ______________
Regulator model number ______________
Set point(s) listed on regulator __________
Regulator Tester
A regulator tester can test all regulator functions. If a
regulator tester is used, follow the regulator tester
manufacturers instructions.
If a regulator tester is not available, the regulator can
only be tested for a shorted power transistor.
2. Connect one meter lead to pin A (F-, Figure 1011) connector socket in the regulator, and connect the other lead to pin C (B-) connector
socket in the regulator. Observe the meter reading.
3. Reverse the leads and observe the meter reading.
4. In one direction, the DMM must register a tone.
In the other direction, the DMM must show OL
(out of limits).
5. If the DMM shows zero in both directions, the
power transistor is shorted and the regulator
must be replaced.
NOTE: If regulator failure is indicated, field coil failure

must also be suspected.
D10-22
D10003 07/06
Circuit Tests
1. Before testing, check for visible signs of damaged components.
2. Conduct the tests described in Alternator Pinto-Pin Tests, Table 10-8.
3. The expected reading listed for each test must

be obtained.
4. Replace any component that fails.
5. Remove wiring harness (1, Figure 10-12)
before any test.
Table 10-8: ALTERNATOR PIN-TO-PIN TESTS

Test
No.
Meter
Scale
Meter (+) Lead

Connection
Meter (-) Lead

Connection
Tested Circuit
Expected
Reading
Ohms
Pin C
Alt. B- Terminal
Regulator ground circuit
0 ohms
Ohms*
Pin A
Pin F
Field coil resistance
1.5 0.2 ohms
Ohms
Pin F
Alt. B- Terminal
Insulated
OL (out of limits)
Ohms
Pin A
Alt. B- Terminal
Insulated
OL (out of limits)
Diode Test
Pin B
Alt. B+ Terminal
Phase winding and diode <0.7 Volts (flow)**
Diode Test
Alt. B+ Terminal
Pin B
Phase winding and diode OL (blocking)**
Diode Test
Pin B
Alt. B- Terminal
Phase winding and diode OL (blocking)*
Diode Test
Alt. B- Terminal
Pin B
Phase winding and diode <0.7 Volts (flow)**
Ohms
Pin D
Alt. B+ Terminal
Regulator power circuit
0 ohms
10
Diode Test
Alt. B+ Terminal
Alt. B- Terminal
All diodes in parallel
OL (blocking)
11
Diode Test
Alt. B- Terminal
Alt. B+ Terminal
All diodes in parallel
<0.8 Volts (flow)
12
Diode Test
Alt. B- Terminal
Pin E
Dual diode trio
<0.7 Volts (flow)
13
Diode Test
Pin E
Alt. B- Terminal
Dual diode trio
OL (blocking)
* Applies only when the field coil is attached to the

rectifier/housing assembly.
** If the expected reading is not achieved, check the
thermal switch inside the rectifier/housing assembly and test the switch for continuity.
D10003 07/06
D10-23
FIELD COIL TESTS

This test is used to check for an open or shorted field
coil.
Field Coil Test 1: Check for Open or Shorted Field
Coil
1. Set the digital multimeter DMM to x1 scale.
Ensure the DMM is zeroed.
2. Connect the meter leads from pin A (F-, Figure
10-13) and pin F (F+) in the regulator harness
plug. The DMM must show 1.2 0.2 ohms.
a. If the meter shows more than 1.5 ohms, the
field coil is open.
b. If the meter shows less than 0.5 ohm, the
field coil is shortened. Replace the field coil.

WIRE CONNECTION
2. Regulator

IDENTIFICATION
Field Coil Test 2: Check For Grounded Field Coil
1. Set the digital multimeter (DMM) to x10K scale.
Ensure the DMM is zeroed.
2. Connect one meter lead to pin A (F-, Figure 1014) in the regulator harness plug. Connect the
other lead to the alternator ground (B-) terminal.
The DMM must show a very high resistance. If
the DMM reads less than 100K ohms, the field
coil is grounded. Replace the field coil.
D10-24
D10003 07/06
3. Move the drive lead from pin A (F-) to pin F (F+)

in the harness plug. The DMM must show a
very high resistance. If the ohmmeter shows
less than 100K ohms, the field coil is grounded.
Replace the field coil.
STATOR TESTS
These alternators have delta-wound stators. Test 1
will show the condition of the phase lead from the
ring terminal at the diode end of the lead to the soldered connection at the phase winding. Test the
phase coil windings on a bench stator tester, following the testers instructions.
Before performing tests:
1. Check the stator for signs of damage, such as
burnt insulation or a loose coil.
2. Disconnect the phase lead wire from the mounting terminals.

WIRE CONNECTION
2. Regulator
FIGURE 10-15. PHASE LEAD LOCATIONS

Stator Test 1: Check For Stator-To-Stator Continuity
1. Set the DMM to the ohms scale and zero the
meter.
2. Connect one meter lead to phase lead P1 (Figure 10-15), connect other meter lead (one at a
time) to each phase lead P4, P5, and P6.
Repeat for P2 and P3.
3. The DMM must show OL (out of limits) each
time. If the DMM shows a value, replace the
stator.
D10003 07/06
D10-25
Stator Test 2: Check For Grounded Stators
Initial Test
1. Set the DMM to the ohms scale and zero the

meter.
1. Disconnect the wiring harness plug from the

regulator.
2. Connect one DMM lead to the (B-) terminal on

the alternator, and connect the other meter lead
to each phase lead P1, P2, and P3 (Figure 1015).
2. If necessary, remove the cover from the drive

end housing.
3. If the resistance reading is other than OL (out of

limits) at any connection, the stator is grounded
to the shell. Replace the stator.
4. Connect one DMM lead to the (B-) terminal on
the alternator, and connect the other DMM lead
to each phase lead P4, P5, and P6.
5. If the resistance reading is other than OL (out of
limits) at any connection, the stator is grounded
to the shell. Replace the stator.
3. Check for continuity between pin B (phase 1) of

the wiring harness plug and the phase lead
(diode) connection (2), shown in Figure 10-16.
This connection is just left of the 11 O'clock
position when looking at the alternator from the
drive end.
a. If continuity exists, there is a problem with
the alternator and not with the thermal
switch.
b. If there is no continuity, the thermal switch is
probably faulty.
THERMAL SWITCH TEST

If the alternator is not operating properly, check the
thermal switch. This switch is a normally closed (NC)
switch which must have continuity between the wires
from the switch.
FIGURE 10-16.
1. Pin B (Phase)
D10-26
2. Phase Lead
Connection
D10003 07/06
Verifying a Faulty Thermal Switch

1. Remove the cover from the control box on the
drive end housing.
2. Locate the thermal switch inside the control
box.
3. Test the two wires from the thermal switch for
continuity.
a. If there is no continuity, the switch is faulty.
b. If there is continuity, there may be a problem
with either the alternator or the wiring harness.
D10003 07/06
D10-27
TROUBLESHOOTING TIPS
PROBLEM
CAUSE/SOLUTION
A self-energizing type alternator can lose its residual magnetism and not work properly. Residual magnetism is the small
amount of magnetic field that remains in the alternator when
there is no field current present. This residual magnetism is
Refer to the Regulator Bypass test (No Output)
necessary to start the alternator. Once established, the residsection for additional testing information.
ual magnetism slowly declines over time when the alternator
is not used. In practical terms, this time period is months. To
test for the presence of residual magnetism, touch a steel
wrench or screwdriver to the rotor shaft on the anti-drive end
of the alternator. If a light magnetic attraction is present, the
residual magnetism is present. If there is no attraction, the
residual magnetism is lost and must be restored or the alternator may not self-energize. See 2. Self-energizing alternator
loses residual magnetism.
1. Installed the alternator and connected the
cables (B+/B-(GND)) but the alternator has no
output. What could be wrong?
Once an alternator is magnetized at the factory, it must hold

its residual magnetic field for the duration of its life. In rare
instances, residual magnetism can be lost either during an
extended period of inactivity (shelf time) or if the alternator
section for additional testing information.
was exposed to a strong external magnetic field.
Momentarily (1 second), connect a jumper wire from the
jumper (D+) terminal on the regulator to the (B+) alternator
output terminal. The alternator must operate normally. If not,
further troubleshooting is required.
2. Self-energizing alternator loses residual
magnetism.
3. How can voltage regulators be tested?
Voltage regulators can be tested using several methods.

section for additional testing information.
1. The first method is to remove the suspect regulator and

substitute a known good regulator and then conduct the
alternator output test. If the alternator performs properly,
the suspect regulator is confirmed defective and must
be replaced.
2. The second method, incorporating the process of elimination, is to follow a diagnostic sequence and test the
individual alternator component functions to determine if
the components are good or bad. After systematically
eliminating the alternator components as the cause of
the problem, most likely, the regulator is defective.
Replace the regulator.
3. The third method involves utilizing a direct regulator
tester which is commercially available. When using a
tester to test a regulator, follow the instructions supplied
by the tester manufacturer and service manual for
proper terminal connections. If the regulator is not properly connected, the tester or the regulator may be damaged. Refer to the regulator tester manufacturer's
instructions to determine if the regulator is defective.
D10-28
D10003 07/06
PROBLEM
CAUSE/SOLUTION
4. The regulator has four different voltage settings The voltage regulator is equipped with a selectable voltage
set point. This feature allows the choice of the regulated voltfrom 27.0V to 29.5V on the 28.0V systems.
age output of the alternator according to the type of batteries
Which is used?
in use on the truck.
Refer to the Regulator Removal procedure in the
Alternator Disassembly section for additional infor- The lower voltage settings are used for maintenance-type
batteries. The maintenance-type batteries require slightly
mation.
lower charge voltage to maintain performance. Excessive
voltage settings on the maintenance-type batteries will lead to
overcharging and premature failure of the batteries.
The higher voltage settings are used for maintenance-free
batteries. In general, a vehicle equipped with maintenancefree batteries must have the regulator charge voltage set
point adjusted to one of the two higher settings on the regulator. If the voltage setting is set too low for the maintenancefree batteries, the insufficient charge voltage will keep the
battery from reaching full charge. Over time, this can lead to a
no start condition and reduce the battery life. An incorrectly
adjusted regulator voltage set point will result in either a continuous overcharging or undercharging condition, which can
affect battery performance and shorten the battery life.
The highest regulator voltage setting can be used only on
vehicles equipped with battery isolators. The battery isolators
are generally used on vehicles with two or more batteries.
The isolator set-up allows for independent discharge of one
battery, while the other battery remains fully charged for
engine restart. Due to the design nature of the isolator, the
alternator voltage setting must be increased to overcome a
voltage drop that occurs as the current flows through the isolator. This voltage drop can be as high as one Volt. If the voltage is set lower than the battery type requires, it will lead to
an undercharge condition, a no start situation, and will reduce
the battery life.
If regulator replacement is necessary, set the new regulator
charge voltage set point to the same voltage setting as on the
regulator being replaced. Confirm that this is the correct setting for the type of battery being used. The ambient temperature may also play a role in determining the correct regulator
charge voltage set point. When the vehicle is operated continuously in cold climates, and the battery is not maintaining a
state of full charge, the regulator voltage set point may be
adjusted to the next higher set point appropriate for the given
battery type.
D10003 07/06
D10-29
PROBLEM
CAUSE/SOLUTION
The alternator field coil acts as an electromagnet

when field current is applied. The stronger the magnetic field, the higher the alternator output when the
Refer to the Field Coil tests section for additional testing
shaft is turned. The strength of the magnetic field is
information.
dependent on the resistance of the field coil winding
(which determines the amperes of current the field
coil draws) and the number of wire turns in the field
coil. The most common symptoms associated with
alternator field coil failure are a no output condition,
reduced output, and sometimes an over-charge condition.
5. What is an alternator field coil, and how can the coil be
tested?
The field coil can be tested for resistance value or

short to ground using an ordinary multi-meter. To test
the alternator's field coil resistance, refer to the Field
Coil Tests for additional testing information.
6. What is the function of the R terminal on the regulator
and what can be measured there?
The R terminal represents a tap or direct connection

to the alternator stator that has electric power only
when the alternator is turning and producing power.
The terminal output is utilized on some applications
for rpm or tachometer function. This requires a calibration circuit that relates the alternator shaft speed
to the engine speed. The output at the R terminal is
AC voltage. The average voltage output can be measured with an ordinary multi-meter. The R terminal
output, depending on the electrical load, will be equivalent to approximately one-half of the alternator regulated voltage output. In other words, on the 28-Volt
system, the average voltage reading will be about 14Volts.
7. An alternator is being tested on a test bench and it does The maximum alternator output is dependent on the
not reach its full-rated output. What could be wrong?
alternator shaft speed. If the test bench motor is not
properly rated, the alternator shaft will turn too slowly.
The alternator will not reach its rated output. When
testing an alternator on a test bench, ensure the test
bench motor is powerful enough to drive the alternator shaft at full load. To properly test the alternator
rated at 28-Volts and more than 200 amps, a bench
motor rated at 30 hp is required. Testing an alternator
using an underrated bench motor can lead to misdiagnosis and unnecessary component replacement.
D10-30
D10003 07/06
PROBLEM
CAUSE/SOLUTION
8. When the alternator voltage is measured at the alternator (B+) terminal, it is considerably higher than alternator voltage measured at the battery (B+) terminal. What
could be wrong?
When there is a difference in voltage measured

between two places in the same circuit, the most
likely cause is excessive resistance in that circuit.
This difference, as measured between two points, is
called a voltage drop. The excessive resistance in the
circuit can be a result of poor connections at the terminals or undersize gauge of the connecting cable.
All connecting cables in any electrical system must
be of sufficient gauge for the length of the cable to be
able to carry the necessary current within the circuit.
If the gauge is too small, the resulting voltage drop
will impair electrical system performance. This is a
critical issue for the charging system because excessive voltage drops in the system, on the positive or
the negative side, can prevent the batteries from
recharging properly. The maximum difference
between the measurements must not exceed 0.8Volts for the 28-Volts system. To maintain accuracy
when testing the charging system, measure the voltage drop with the alternator at no load and at maximum load to check how the load current can affect
the voltage. Undersized cables also heat up when
conducting electrical current. This causes the insulation to either soften or get brittle, and represents a
safety hazard in the system.
D10003 07/06
D10-31
ALTERNATOR
ALTERNATOR REPAIR
The charging system is capable of causing physical harm. Use caution during the removal/installation procedures to protect personnel from
injury.
The alternator weighs approximately 32 kg (70

lbs). To prevent personal injury, it is recommended that a sling and overhead lifting device
be used when removing the alternator.
1. Disconnect the battery power:
a. If the truck is equipped with a battery equalizer, open the battery disconnect switch to
remove power from the system.
b. Remove the battery cables using the following sequence:
1). Remove the battery positive (+) cables
first.
2). Remove the negative (-) cables last.
2. Securely attach a sling around the alternator,
and hook the sling to an overhead lifting device.
3. Remove battery cable (1, Figure 10-18) from
the (B+) terminal on alternator (2).
FIGURE 10-17. BATTERY CHARGING

ALTERNATOR
1. Alternator
2. Radiator
Removal
The following instructions cover the removal of alternator (1, Figure 10-17) from a Komatsu engine. Radiator (2) has been removed from the truck in some
pictures to clearly show the removal process. However, the radiator does not need to be removed to
remove the alternator.
To prevent shorting of the electrical system, disconnect the positive battery cable from the battery before starting this procedure.
D10-32
FIGURE 10-18. REMOVE BATTERY CABLE

1. Battery Cable (B+)
2. Alternator
Terminal
D10003 07/06
4. Remove ground strap (1, Figure 10-19) from

the alternator by removing cap screw (1, Figure
10-20). It is not necessary to completely remove
the ground cable unless it is damaged and must
be replaced.
5. Remove eight lock nuts (1, Figure 10-21) from

the front cover of the belt guard assembly.
6. Remove cover (2).
FIGURE 10-21. BELT GUARD ASSEMBLY

FIGURE 10-19. GROUND STRAP
1. Ground Strap
2. Sub Frame
1. Lock Nuts
2. Cover
7. Use a inch square drive breaker bar to

release the tension on automatic belt tensioner
(1, Figure. 10-22.)
8. Remove belt (2). Replace the belt if signs of
wear or damage are found.
FIGURE 10-20. GROUND STRAP CONNECTION

1. Ground Strap
2. Cap Screw
FIGURE 10-22. AUTOMATIC BELT TENSIONER
ASSEMBLY
1. Automatic Belt
Tensioner
D10003 07/06
2. Belt
D10-33
9. Remove outer alternator bracket half (1, Figure

10-23) by removing four lock nuts (2).
10. Remove the alternator from the inner bracket
half.
4. Use a inch square drive breaker bar to

release the tension on automatic belt tensioner
(1, Figure 10-22) and install belt (2).
5. Install cover (2, Figure 10-21) using eight lock
nuts (1).
6. Install ground strap (1, Figure 10-19) to the
alternator. Tighten ground cable cap screw (2,
Figure 10-20) to 15 Nm (11 ft lbs). If the ground
strap cable was removed from the frame, reattach it.
7. Install battery cable (B+) to the terminal on
alternator (2, Figure 10-18). Tighten the nut to
32 Nm (24 ft lbs).
8. Connect the battery cable to the battery.
a. If the truck is equipped with a battery equalizer, close the battery disconnect switch.
FIGURE 10-23. MOUNTING BRACKET

1. Alternator Bracket
(Top Half)
2. Lock Nut
For additional information on disassembling the alternator, see the Alternator Disassembly procedure in
this chapter.
b. If the truck is not equipped with a battery

equalizer, install the negative cable to the
negative battery post. Then, install the positive cable to the positive battery post.
Special Tools and Lubricants
Table 10-9: REQUIRED LUBRICANTS AND
SEALANTS
Komatsu
Part #
XA3401
Installation

lbs). To prevent personal injury, it is recommended that a sling and overhead lifting device
be used when removing the alternator.
Description
Use
Grease
Lubricate spiral rings
Liquid
Threadlockers
Thread lock screws
Elastoplastic
Silicone Resin
Insulate electrical
connections
Epoxy
Adhesive
Install new stator

wedges
1. Securely attach a sling around the alternator

and hook the sling to an overhead lifting device.
2. Place the alternator on the inner bracket half.
3. Install outer alternate bracket half (1, Figure 1023). Install four lock nuts (2) and tighten to standard torque.
D10-34
D10003 07/06
Epoxy Adhesive
Elastoplastic Silicone Resin
Master Bond, Inc.

154 Hobart Street
Hackensack, NJ 07601 USA
Phone: 201-343-8983
Fax: 201-343-2132
www.masterbond.com
Dow Corning 1-2577 Low VOC RTV is a one-part

clear, RTV cure with mild heat acceleration possible.
It has a hard slick finish with abrasion resistance, solvent-borne with low VOC which is ozone-safe. This
silicon meets UL and MIL Specs and contains a UV
indicator.
Epoxy adhesive, EP11HT, is a one component, heat

curing, structural epoxy adhesive with high shear
strength, easy handling, and high temperature resistance. Cures at elevated temperatures, e.g. 90-120
minutes at 121C (250F) or 60-90 minutes at 149C
(300F). The minimum cure temperature is 121C
(250F). EP11HT attains tensile shear strengths in
excess of 22753 kPa (3,300 psi) and forms rigid and
dimensionally stable bonds. The service temperature
range is -51C to 204C (-60F to 400F). As a one
part system, it does not require mixing prior to use
and has an unlimited working life at room temperature. EP11HT bonds well to a wide variety of substrates, including metals and most plastics. It has
excellent resistance to a wide range of chemicals
including acids, bases, oils, salts, and many solvents.
This adhesive is 100% reactive and does not contain
any solvents or volatiles. The standard color is tan.
The cured adhesive fully meets the requirements of
MIL-MMM-A-132.
Typical Properties:
Viscosity/Flowability
(cps or mPa sec) = 1,250;
Durometer = 25 D;
Specific Gravity = 0.88;
RT Tack Free Time = 6 minutes;
Room Temp Cure Time = 60 minutes;
Heat Cure Time = 2 minutes @ 60C (140F;
Agency Listing = UL 94 V-0 or HB & 746C / Mil Spec;
Dielectric Strength, Volts/mil = 340;
Dielectric Strength kV/mm = 13.4;
Volume Resistivity ohm-cm = 1.9E+14
Dow Corning Corporation
Corporate Center
PO Box 994
Midland MI 48686-0994 USA
Phone: 989-496-7881
Fax: 989-496-6731
www.dowcorning.com
Liquid Threadlockers
Loctite 222 Low Strength Threadlocker is an anaerobic sealant. This low-strength threadlock is used for
small screws less than 6 mm (.25 in.) in diameter.
The parts can be separated using hand tools.
Henkel Corporation
1001 Trout Brook Crossing
Rocky Hill, Connecticut 06067 USA
Phone: 860-571-5100
Internet: www.loctite.com
D10003 07/06
D10-35
Table 10-10: REQUIRED TOOLING

XA3320 Field Coil Removal/Installation Tool
XA3322 Stator Installation Tool
Customer-supplied dealer manufactured support stand
Three jaw gear puller (rotor removal, anti-drive end
housing, and anti-drive end shaft bearing)
Air impact wrench (pulley nut and fan nut)
Air chisel with a rounded point hammer bit (to loosen
rust from rotor, item 47)
Torque wrench (inch pounds)
Torque wrench (foot pounds)
FIGURE 10-25. XA3322 STATOR INSTALLATION

TOOL
Torx bit T15 (field coil screws, item 53)

Torx bit T20 (drive end cover plates and control unit
cover plates, item 6)
Torx bit T25 (rotor screws, item 46)
Allen socket wrench 3 mm (fan guard, item 69)
Deep well socket 6 mm (nut, item 54)
Socket 8 mm (voltage regulator screws, item 38)
Socket 9 mm (drive end and anti-drive end housings
lock flange nuts, item 14)
Socket 11 mm (stator wire hex jam nut, item 11)
Socket 24 mm (fan nut, item 67)
Socket 30 mm (pulley nut, item 1)
Small screwdriver (to release sockets in electrical plug,
item 30)
Expandable pliers (studs, item 61, and pulley bushing,
item 4)
Internal heavy-duty snap ring pliers (items 8, 10)
FIGURE 10-26. CUSTOMER-SUPPLIED DEALER

MANUFACTURED SUPPORT STAND
Hydraulic Press
FIGURE 10-27. THREE JAW GEAR PULLER

FIGURE 10-24. XA3320 FIELD COIL
REMOVAL/INSTALLATION TOOL
D10-36
D10003 07/06
NOTES
D10003 07/06
D10-37
ALTERNATOR EXPLODED VIEW
FIGURE 10-28. ALTERNATOR
D10-38
D10003 07/06
1. Lock Nut
36. Harness, Wiring
2. Flat Washer
37. Regulator
3. Pulley (supplied with engine)
38. Screw, Hex
4. Bushing, Pulley
5. Ring, Spiral
6. Screw, Pan
7. Plate, Cover
39. Washer, Stainless Steel Bellville

40. Washer, Bellville
41. Lock Nut
8. Ring, Beveled Retainer
42. Nut
9. Bearing, Front
10. Ring, Flat Retainer
44. Bushing, Pulley
11. Nut, Hex Jam
45. Shaft and Core, Rotor Assembly
12. Flat Washer
46. Screw, Torx
13. Insulator
47. Rotor Assembly
14. Nut, Lock Flange
48. Rotor Shaft and Core Assembly
15. Flat Washer
49. Key, Woodruff
16. Cap Screw, Stainless Steel
50. Ring, Spiral
17. Lock Washer
51. Ring, Carrier
18. Lock Washer, Stainless Steel
52. Coil and Stator Assembly, Field
19. Cap Screw
53. Screw, Torx
20. Housing, Drive End
54. Nut
21. Cover, Control Unit
55. Wedge, Stator (attached to stator with epoxy

glue)
22. Switch, Thermal

23. Cap Screw, Hex Head
24. Lock Washer, Stainless Steel
25. Flat Washer
26. Cover Plate, Stud Assembly
27. Cap Screw, Stainless Steel
28. Lock Washer
29. Flat Washer
30. Shell Connector (Plug)
31. Pin Connector, Female
32. Plug, Wedge Lock
33. Shell Connector (Receptacle)
34. Receptacle, Wedge Lock
35. Pin Connector, Male
56. Stator, Drive End

57. Bushing, Tension (not used in mounting)
58. Shell
59. Stator, Anti-Drive End
60. Coil, Field
61. Stud
62. Bearing, Anti-Drive End
63. O-Ring
64. Housing, Anti-Drive End
65. Fan
67. Nut
68. Guard, Fan
69. Screw, Pan
70. Grommet
D10003 07/06
D10-39
Regulator Removal
1. Remove voltage regulator (37).
a. Disconnect wiring harness (36) from voltage
regulator (37).
Wedges must be reinstalled and sealed in place
correctly to prevent damage to the internal parts
during operation.
b. Remove and save four screws (38) and four

Bellville washers (39) using an 8 mm socket.
ALTERNATOR DISASSEMBLY
NOTE: Disassemble the alternator only as far as
necessary to replace any defective part(s).

lbs). Be careful when moving or positioning the
alternator to prevent personal injury.
FIGURE 10-29.
36. Wiring Harness
The following replacement parts are mandatory:

spiral rings (5, 50), O-rings (63), lock nuts (14),
bearings (9, 62), and all lock washers. All small
hardware is included in a kit. Refer to the Parts
book.
FIGURE 10-30.
38. Screw
D10-40
39. Bellville Washer
D10003 07/06
2. If replacement of the voltage regulator is necessary, record the setting of the selectable voltage
set point switch on the back side of the voltage
regulator. When installing a new voltage regulator, set the selectable voltage set point switch to
the same switch position as the faulty regulator.
NOTE: DO NOT lose the metal portion of grommet

washers (70).
2. Remove fan (65) by removing nut (67) using an
air impact wrench and a 24 mm socket. Also,
remove Bellville washer (66).
FIGURE 10-33.
FIGURE 10-31.
NOTE: The setting of this switch can depend on the
type of battery being used. Refer to the Battery
section for additional information.
65. Fan
67. Nut
Fan Removal
1. Remove fan guard (68) by removing six Allen
head screws (69) using a 3 mm Allen wrench.
When removing nut (67), the use of an air impact

wrench is recommended.
FIGURE 10-32.
68. Fan Guard
69. Allen Head Screw
D10003 07/06
FIGURE 10-34.
70. Grommet Washer
D10-41
3. Remove and discard spiral ring (50) from fan

(65).
Anti-Drive End Housing Removal

1. Scribe a single mark on side of shell (58) and
drive end housing (20). Scribe a double mark on
the side of shell (58) and anti-drive end housing
(64). This will ensure the proper reassembly of
the end housings.
FIGURE 10-35.
50. Spiral Ring
65. Fan
Pulley Removal
1. Remove pulley (3, Figure 10-24) from the drive
end by removing nut (1) using an air impact
wrench and a 30 mm socket. Also, remove
washer (2) and woodruff key (49).
FIGURE 10-37.
64. Anti-Drive End
58. Shell
Housing
FIGURE 10-36.
1. Nut
2. Washer
49. Woodruff Key
NOTE: Removal of the pulley may require a three

jaw gear puller.
D10-42
D10003 07/06
NOTE: Disassembly of the alternator can be made

easier by using a support stand, as shown. The
Support Stand section in this chapter provides
dimensions to manufacture the stand.
3. Remove and discard nine lock flange nuts (14)

from anti-drive end housing (64) using a 9 mm
socket.
FIGURE 10-40.
FIGURE 10-38.
14. Lock Flange Nuts
64. Anti-Drive End

Housing
4. Remove anti-drive end housing (64) from shell

(58).
lbs). Be careful when moving or positioning the
alternator to prevent personal injury.
NOTE: Removal may require the use of a three jaw

gear puller.
2. Position the alternator in the support stand with

the anti-drive end facing up.
FIGURE 10-41.
58. Shell
64. Anti-Drive End
Housing
74. Three Jaw

Gear Puller
FIGURE 10-39.
D10003 07/06
D10-43
5. Remove and discard two O-rings (63) from

inside diameter of anti-drive end housing (64).
7. Remove and discard spiral ring (50) from carrier

ring (51).
.
63. O-Rings
FIGURE 10-42.
64. Anti-Drive End
Housing
6. Remove bearing (62) from rotor shaft (48) along

with ring carrier (51) using a three jaw gear puller.
FIGURE 10-44.
50. Spiral Ring
51. Carrier Ring
Anti-Drive End Rotor Removal

1. Remove one Torx screw (46) using a number
T25 Torx bit. Scribe a mark on the face of the
rotor at the center of the screw hole. This will be
used to correctly position the rotor during
assembly.
48. Rotor Shaft

51. Ring Carrier
FIGURE 10-43.
62. Bearing
FIGURE 10-45.
46. Screw
D10-44
47. Rotor
D10003 07/06
NOTE: If necessary to loosen rust, use an air chisel

with a rounded-point hammer bit to vibrate the area
between screw holes on the rotor face.
The rotor retaining screws have been installed
with a thread lock compound (Loctite). DO NOT
use air impact tools to remove screws (46). Use
only hand tools to carefully remove these
screws. Using air tools can cause the screws to
break, resulting in damage.
4. Thread three screws (46) into the puller holes.

Tighten the screws evenly to start removing
rotor (47) from rotor shaft (48).
.
FIGURE 10-48.
46. Screw
47. Rotor
48. Rotor Shaft
FIGURE 10-46.
46. Screw
47. Rotor
2. Remove remaining five Torx screws (46) using

a number T25 Torx bit.
3. Clean out three threaded puller holes in top of
rotor (47).
Threaded screws (46) may not be long enough to

completely remove rotor (47) from the rotor shaft. If
necessary, use a three jaw gear puller to completely
remove the rotor. Using the three jaw gear puller
may damage the rotor if it is rusted to the rotor shaft.
FIGURE 10-47.
46. Screw
47. Rotor
47. Rotor.
D10003 07/06
FIGURE 10-49.
74. Three Jaw
Gear Puller
D10-45
2. Place the alternator in the support stand with

the drive end facing up.
5. Remove the rotor from the rotor shaft.
FIGURE 10-50.
FIGURE 10-52.
Drive End Housing Removal
3. Remove cover plate (7) by removing six Torx
screws (6) using a number T20 Torx bit.
Ensure the single mark has been scribed
between drive end housing (20) and shell (58).
This mark will be used during the assembly process to correctly align the two parts.
1. Position the support stand so the large diameter

hole is facing up.
FIGURE 10-53.
6. Screw
7. Cover Plate
FIGURE 10-51.
D10-46
D10003 07/06
4. Remove six hex jam nuts (11, Figure 10-54)

using an 11 mm socket. Remove the phase
leads from the terminals. If necessary, remove
flat washers (12, Figure 10-55) and insulators
(13).
5. Mark the location of the six phase leads for

proper reassembly. Place a different identification mark on both the housing and each phase
lead terminal.
FIGURE 10-56.
FIGURE 10-54.
11. Hex Jam Nuts
FIGURE 10-55.
12. Flat Washers
13. Insulators
D10003 07/06
6. Remove and discard nine lock flange nuts (14)

using a 9 mm socket.
FIGURE 10-57.
D10-47
7. Remove the sealing compound from the face of

the drive end housing where the field coil leads
enter the control unit
9. Carefully pull out and disconnect plug (30) from

receptacle (33) by releasing the lock and disconnecting the gray plug assembly.
FIGURE 10-58.
FIGURE 10-60.
8. Remove five Torx screws (6) from control unit

cover (21) using a T20 Torx bit. Remove control
unit cover (21).
30. Plug
33. Receptacle
10. Remove orange wedge lock (32).
FIGURE 10-61.
30. Plug
6. Screw
D10-48
32. Wedge Lock
FIGURE 10-59.
21. Control Unit Cover
D10003 07/06
11. Using a small flat-blade screwdriver, release the

female pin connectors from the plug assembly.
13. Pull the field coil leads through the opening in

the drive end housing.
FIGURE 10-62.
FIGURE 10-64.
12. Remove the two field coil leads from plug (30),
and remove the orange seal from the field coil
leads.
14. Lift drive end housing (20), along with rotor (47)
and rotor shaft (48), off of shell assembly (58).
This may require two people; one to lift the
housing, and the other to guide the phase leads
out of the housing.
FIGURE 10-63.
30. Plug
FIGURE 10-65.
48. Rotor Shaft
47. Rotor
58. Shell Assembly
D10003 07/06
D10-49
16. Remove spiral ring (5) from pulley bushing (4)

and discard.
15. Remove pulley bushing (4).
4. Pulley Bushing
FIGURE 10-66.
4. Bushing
NOTE: Use a pair of expandable pliers and gently

wiggle (move side-to-side) the pulley bushing out of
the housing.
4. Pulley Bushing
D10-50
FIGURE 10-67.
75. Expandable Pliers
FIGURE 10-68.
5. Spiral Ring
17. Place drive end housing (20) into a hydraulic

press with the outer surface of the housing supported by the press table.
FIGURE 10-69.
77. Hydraulic Press
D10003 07/06
18. Press rotor shaft (48) out of front bearing (9).
20. Remove flat retainer ring (10) using heavy-duty

internal snap ring pliers. Save the ring.
FIGURE 10-70.
9. Front Bearing
FIGURE 10-72.
48. Rotor Shaft
10. Flat Retainer Ring

19. Remove beveled retainer ring (8) using heavyduty internal snap ring pliers. Save the retainer
ring.
21. Place the drive end housing face down on a

hydraulic press with the outer surface of the
housing supported by the press table.
FIGURE 10-71.
8. Beveled Retainer
Ring
D10003 07/06
9. Front Bearing
FIGURE 10-73.
9. Front Bearing
D10-51
Use a bearing driver with a slightly smaller diameter than the outer race of the bearing. Pressing
against the inner race of the bearing will cause
bearing damage.
2. Remove one Torx screw (46) using a number

T25 Torx bit. Scribe a mark on the face of the
rotor at the center of the screw hole. This will be
used to correctly position the rotor during
assembly.
22. Use a bearing driver to remove the bearing from

the housing. Discard the bearing.
46. Screw
FIGURE 10-76.
47. Rotor
FIGURE 10-74.
Drive End Rotor Removal
1. If necessary, remove drive end rotor (47) from
rotor shaft (48), using the following steps.
The rotor retaining screws have been installed

with a thread lock compound (Loctite). DO NOT
use air impact tools to remove screws (46). Use
only hand tools to carefully remove these
3. Remove remaining five Torx screws (46) using
a number T25 Torx bit.
4. Place rotor (47) and rotor shaft (48) into a
hydraulic press and remove the shaft. Ensure
the rotor is fully supported by the press table.
FIGURE 10-75.
47. Drive End Rotor
D10-52
48. Rotor Shaft
D10003 07/06
4. Reposition the alternator in the support stand

with the drive end facing up.
Field Coil Removal
DO NOT damage or bend studs (61).

the anti-drive end facing up.
2. Permanently mark the letters ADE on the surface of field coil (60) in the location of the missing screw.
3. Remove eight Torx screws (53) using a number
T15 Torx bit.
FIGURE 10-78.
5. Permanently mark the letters DE on the surface
of field coil (60) in the location of the missing
screw.
6. Remove eight Torx screws (53) using a number
T15 Torx bit.
FIGURE 10-77.
53. Screws
60. Field Coil
Field coil retaining screws (53) have been

installed with a thread lock compound (Loctite).
DO NOT use air impact tools to remove screws.
Use only hand tools to carefully remove these
D10003 07/06
FIGURE 10-79.
53. Screws
60. Field Coil
D10-53
7. Place XA3320 field coil removal/installation tool

on top of the field coil.
DO NOT damage the field coil leads during the

removal process.
NOTE: If a new field coil will be installed, mark the
letters (in the same location and orientation) from
Steps 2 and 5 on the new replacement field coil.
9. Carefully remove the field coil from the stator.
The clearance between the field coil and stator
is minimal. Use caution during the removal process. As the field coil is removed, ensure the
two field coil leads are removed without damage.
FIGURE 10-80.
8. Engage the recessed areas of the tool with the
field coil bobbin ears. Rotate the tool clockwise
approximately five degrees to release the field
coil from the stator tabs.
NOTE: In some instances, removal of the field coil

may be easier by placing the anti-drive end of the
alternator in an upward position and pulling the field
coil out of the stator.
FIGURE 10-82.
FIGURE 10-81.
D10-54
D10003 07/06
Drive End and/or Anti-Drive End Stator Removal
4. Permanently scribe or etch a single mark

aligned with the center of two stud holes, across
the top surface of anti-drive end stator (59) and
end of shell (58). Repeat at an adjacent hole.
Remove and replace one faulty stator at a time.

This process will ensure the alignment of stators
(56, 59) to shell (58). Refer to the appropriate
Installation section for specific installation
instructions.
the drive end facing up.
2. Permanently scribe or etch a single mark,
aligned with the center of a stud hole, across
the top surface of drive end stator (56) and end
of shell (58).
FIGURE 10-84.
58. Shell
FIGURE 10-83.
56. Drive End Stator
58. Shell

with the anti-drive end facing up.
D10003 07/06
59. Anti-Drive End

Stator
A single scribe mark identifies the stator as the

drive end stator. The double mark identifies the
stator as the anti-drive end stator. It is critical
that these marks be precisely aligned during
assembly. If the marks are not precisely aligned,
the phase leads, field coil leads, and the mounting holes will not properly align. If a new stator is
being installed, it is critical to precisely transfer
the location of the mark(s) to the new part.
D10-55
5. Remove the shell assembly from the support

stand. Remove hex head nuts (54) from studs
(61) using a deep well 6 mm socket. Discard
nuts (54). Use expandable pliers to hold the
enlarged portion of the stud.
8. Position the shell in the support stand with the

faulty stator in a downward position. Place stator installation/removal tool XA3320 on top of
the tabs of the stator being removed. Ensure
the recessed portion of the tool is fully engaged
with the stator tabs
Ensure the stator installation/removal tool is

engaged with the stator tabs of the part being
removed and not the stator in the upper position.
The shell assembly is manufactured with a raised
area in the center of the shell. The stators can
only be removed by pushing them out through
the end of the shell.
9. Place the shell assembly into a hydraulic press
and remove the faulty stator. Figure 10-86
shows the drive end stator being removed.
FIGURE 10-85.
54. Hex Head Nuts
61. Studs
NOTE: Hex head nuts (54) have been installed using

a thread locking compound. Use care when
removing.
6. Remove and save nine studs (61) from the stators.
7. If a stator needs to be replaced, remove only
the faulty stator.
a. If removing the anti-drive end stator, place a
mark on the drive end stator where each
anti-drive end phase lead is located. Cut the
three terminals off the anti-drive end phase
leads and discard.
b. If removing the drive end stator, break out
the six glued in wedges on the drive end stator with the anti-drive end phase leads
behind them.
D10-56
FIGURE 10-86.
NOTE: The tabs of the stator may bend slightly
downward during the removal process. Continued
downward pressure will push the stator out of the
shell.
D10003 07/06
10. Carefully pull the three anti-drive end stator

phase leads through the spaces between the
stator windings.

1. Ensure all parts being reused are thoroughly
clean.
2. Ensure all parts being reused are in good condition. Replace any damaged parts.
ALTERNATOR ASSEMBLY
Before starting the installation procedure, ensure all
the parts are available and in good condition.
Replace any damaged parts before assembly.
FIGURE 10-87.
11. If it is necessary to remove the other stator, first
reinstall a new stator in place of the removed
stator. Then, reposition the shell in the hydraulic
press with the remaining stator in a downward
position.
All electrical wiring connections are coated with

a Dow Corning 1-2577 low VOC RTV coating or
equivalent. DO NOT use a coating containing
acetic acid (vinegar smell) on any electrical components. Using any other coating will cause part
damage.
The following replacement parts are mandatory:

spiral rings (5, 50), O-rings (63), lock nuts (14),
bearings (9, 62), and all lock washers. All small
hardware is included in a kit. Refer to the Parts
book.
Anti-Drive End Stator Installation
This procedure assumes the drive end stator is
already installed in the shell, and a new anti-drive
end stator is being installed.
NOTE: New stators do not have terminals on the
phase leads. The leads must be cut to length,
insulation sleeves installed, and terminals soldered
onto the wires during final assembly.
FIGURE 10-88.
12. Place the shell assembly into a hydraulic press
and remove the other faulty stator (56 or 59).
1. Precisely transfer the two scribed assembly

marks from faulty anti-drive end stator (59) to
the replacement stator.
2. Place the stator in the opening of shell (58).
D10003 07/06
D10-57
NOTE: If the drive end stator will not be replaced,

route the phase leads from the replacement antidrive end stator through the corresponding spaces
(marked in Step 7a of the Disassembly procedure,
page 55) between the drive end stator windings. New
insulation sleeves and terminals will be installed on
the phase leads during final assembly.
4. Insert six alignment studs through the holes in

anti-drive end stator (59) aligning them with the
holes in drive end stator (56).
.
FIGURE 10-91.
FIGURE 10-89.
59. Anti-Drive End

Stator
5. Place the shell with the stator into a hydraulic

press. Place stator installation tool XA3322 on
top of the stator.
3. Align the two scribed marks on the stator with

the scribed marks on shell (58). It is critical that
these scribed marks be carefully aligned. If the
marks are not precisely aligned, the wiring and
the mounting holes will not properly align.
FIGURE 10-92.
FIGURE 10-90.
D10-58
D10003 07/06
8. If the drive end stator needs to be replaced, follow the steps in the next section. If the drive end
stator does not need replacement, go to the
Field Coil Installation section in this manual.
Ensure the shell is supported in a hydraulic
press so the alignment studs are not damaged by
the supports.
6. Press the stator into the shell. The top surface
of stator (59) will be flush with the end of shell
(58) when fully installed.
.
Drive End Stator Installation

This procedure assumes the anti-drive end stator is
already installed in the shell, and a new drive end
stator is being installed.
1. Precisely transfer the scribed assembly mark
from faulty drive end stator (56) to the replacement stator.
2. Place the stator in the opening of the shell.
3. Route three anti-drive end stator phase leads
through the corresponding spaces between the
drive end stator windings.
NOTE: There are two methods for routing the antidrive end phase leads. Follow either Step 3a or 3b.
a. Primary method (recommended): Break out

the six wedges on the replacement drive end
stator. Route the phase leads through the
corresponding spaces between the drive end
stator windings. Glue the six replacement
wedges in place using the recommended
epoxy adhesive after the drive end stator is
pressed in place.
FIGURE 10-93.
58. Shell
59. Stator
7. Remove the shell and stator assembly from the

press. Remove the installation tool. Remove the
six alignment studs.
FIGURE 10-95.
FIGURE 10-94.
D10003 07/06
D10-59
b. Alternative method: Remove the insulation

sleeves from the three anti-drive end phase
leads. DO NOT damage the insulation
sleeves during removal. Carefully feed the
terminal ends up through the corresponding
spaces between the drive end windings. Use
a pick tool to pull the terminals though the
windings. Reinstall insulation sleeves after
the drive end stator is pressed in place.
4. Place the stator in the opening of the shell. Precisely align the scribed mark. It is critical that
this scribed mark be carefully aligned. If the
mark is not precisely aligned, the wiring and the
mounting holes will not properly align.
FIGURE 10-97.
5. Insert six alignment studs through the holes in
the drive end stator aligning them with the holes
in the anti-drive end stator.
FIGURE 10-96.
If the insulation sleeves are damaged or not

installed properly, excessive damage can be
caused to the alternator when current is produced during operation.
FIGURE 10-98.
D10-60
D10003 07/06
6. Place the shell with the stator in a hydraulic

press. Place stator installation tool XA3322 on
top of the stator. Position the studs in the openings of the tool.
8. Remove the shell and stator assembly from the

press. Remove the installation tool. Remove the
six alignment studs.
FIGURE 10-101.
FIGURE 10-99.
NOTE: Precisely align the alignment marks on both
stators and the shell. If they are not aligned, remove
the stator(s) and reinstall.
Position the shell in a hydraulic press so the

alignment studs are not damaged by the supports.
9. Install nine studs (61) through stators (56 and

59). Install the studs from the anti-drive end of
the alternator with the enlarged portion of the
stud on the anti-drive end.
7. Press the stator into the shell. The top surface

of drive end stator (56) will be flush with end of
shell (58) when fully installed.
FIGURE 10-102.
56. Drive End Stators
59. Anti-Drive End
Stators
61. Studs
FIGURE 10-100.
D10003 07/06
58. Shell
D10-61
10. Install hex head nuts (54) onto the studs. Use a
suitable thread lock compound such as Loctite
222. Tighten the nuts to 3 Nm (30 in. lb) in an
alternating pattern.
2. Align the letters ADE on the field coil with the

non-tabbed portion of the stator, and route the
two field coil leads through the corresponding
space between the stator windings.
Field Coil Installation

NOTE: If a new field coil is being installed, transfer
the letters ADE (anti-drive end) and DE (drive end)
from the faulty field coil to the corresponding
locations on the replacement field coil.
1. Position shell (58) on the support stand with the

drive end facing down.
FIGURE 10-104.
NOTE: New field coils do not have terminal pins
installed on the leads. The leads must be cut to
length and the new terminal pins crimped on during
final assembly.
FIGURE 10-103.
58. Shell
D10-62
73. Support Stand
D10003 07/06
3. Carefully push the field coil downward through

stator tabs (59). The clearance between the
field coil and stator is minimal and will require
care during the installation process. As the field
coil is installed, ensure the two wires are not
damaged. Push the field coil downward until the
mating surfaces between the field coil bobbin
ears and the stator tabs are vertically aligned.
5. Engage the recessed areas of the tool with the

field coil bobbin ears. Rotate the tool clockwise
approximately five degrees to engage the field
coil with the stator tabs. Ensure the letters ADE
are now aligned with the non-tabbed area of the
stator.
FIGURE 10-107.
FIGURE 10-105.
59. Stator Tabs
6. Install eight field coil screws coated with a

thread locking compound (such as Loctite 222
or equivalent). Tighten the screws to 2 Nm (20
in. lb).
60. Field Coil
4. Place field coil removal/installation tool XA3320

on top of the field coil.
FIGURE 10-108.
FIGURE 10-106.
D10003 07/06
D10-63
DO NOT install a screw in the marked hole

because there is no corresponding stator tab. If
installed, the screw will fall into the stator cavity,
damaging internal parts during operation.
DO NOT install a screw in the marked hole

because there is no corresponding stator tab. If
installed, the screw will fall into the stator cavity,
damaging internal parts during operation.
Drive End Bearing Installation
7. Reposition the shell assembly in the support

stand with the drive end facing up.
1. Install flat retainer ring (10) into the drive end

housing, as shown, using heavy-duty, internal
snap ring pliers.
FIGURE 10-109.
FIGURE 10-111.
8. Install eight field coil screws coated with a
thread locking compound (such as Loctite 222
or equivalent). Tighten the screws to 2 Nm (20
in. lb).
10. Flat Retainer Ring
76. Snap Ring Pliers
Fully support the housing before pressing the

bearing into the housing. Position the diameter of
the bearing driver against the outer bearing race.
Pressing on the inner race of the bearing will result
in bearing damage.
FIGURE 10-110.
D10-64
D10003 07/06
2. Place drive end housing (20) and front bearing

(9) in a hydraulic press. Press the bearing into
the bore until completely seated against the flat
retainer ring.
4. Lubricate the spiral ring with Komatsu grease

XA3401. Wind new spiral ring (5) into the
groove around pulley bushing (44).
FIGURE 10-114.
FIGURE 10-112.
9. Front Bearing
5. Spiral Ring
44. Pulley Bushing
3. Install beveled retainer ring (8) using heavyduty, internal snap ring pliers. Position the beveled portion of the retaining ring facing up.
5. Compress spiral ring (5) and install pulley bushing assembly into the inside bore of the drive
end housing. Position the thickest flange of the
pulley bushing facing up (towards the inside of
the alternator).
FIGURE 10-113.
FIGURE 10-115.
8. Beveled Retainer
Ring
D10003 07/06
76. Snap Ring Pliers

5. Spiral Ring
D10-65
Rotor and Rotor Shaft Installation
Drive End Rotor Installation
1. Press rotor and rotor shaft assembly (47, 48)

into drive end housing (20).
1. If removed, install drive end rotor (47) onto shaft

assembly (48).
a. Place the rotor and rotor shaft assembly into

a hydraulic press with the rotor shaft fully
supported.
b. Place drive end housing (20) onto rotor shaft
(48).
c. Press the drive end housing onto the rotor
shaft. Press the housing onto the shaft using
a bearing driver, which will press against the
inner bearing race.
FIGURE 10-116.
47. Drive End Rotor
48. Shaft Assembly
2. Center the screw hole in rotor shaft (48) with

the slot in rotor (47).
FIGURE 10-118.
47. Rotor Assembly
48. Rotor Shaft

Assembly
When installing the drive end housing, press

only on the inner race of the bearing. Pressing on
any other surface will result in bearing damage.
FIGURE 10-117.
47. Drive End Rotor
48. Shaft Assembly
3. Install five Torx screws (46) using a T25 Torx bit.

Apply thread lock compound (Loctite 222) and
tighten to 7 Nm (65 in. lb). DO NOT install a
screw in the marked hole at this time.
2. Rotate the shaft to verify the bearing moves

freely.
4. Ensure the screw hole has remained centered

in the slot on the face of the rotor. Apply thread
lock compound (Loctite 222) and install the
screw. Tighten to 7 Nm (65 in. lb).
D10-66
D10003 07/06
Drive End Housing Installation

1. Place shell assembly (58) into the support
stand with the drive end facing up.
3. As the drive end housing is installed, guide the

two field coil leads and the six stator phase
leads through the proper openings in the drive
end housing.
NOTE: If necessary, install new terminal ends on the
wires. On the stator phase leads cut the wires to
length, strip the correct amount of wire insulation,
install insulating sleeves over the wires, and solder
on the new terminal ends. On the new field coil leads,
cut the wires to length, strip the correct amount of
wire insulation, and crimp on the new terminal pins.
FIGURE 10-119.
58. Shell Assembly
73. Support Stand
DO NOT damage the stator windings or studs

while repositioning the alternator.
FIGURE 10-121.
2. Align the scribed marks on the drive end housing and the shell. Install the rotor shaft and
housing assembly onto the shell. A rod can be
used to verify the mounting tabs on the shell
and the drive end housing are properly aligned.
FIGURE 10-120.
D10003 07/06
D10-67
4. Install nine new lock flange nuts (14) onto studs

(61). Tighten the nuts to 5 Nm (45 in. lb) using
an alternating pattern.
6. Place the stator phase leads onto the stator

phase lead studs and install new hex jam nuts
(11). Tighten the nuts to 3 Nm (30 in. lb).
FIGURE 10-122.
FIGURE 10-124.
61. Studs
11. Jam Nuts
5. Install insulator (13) and then flat washer (12)

on the stator phase lead studs.
Position the insulation sleeves on the stator
phase leads over the arm of each terminal ring to
avoid a possible short circuit.
FIGURE 10-123.
12. Flat Washer
D10-68
13. Insulator
D10003 07/06

groove around pulley bushing (4).
9. Guide the two field coil leads through the opening in the drive end housing and into the control
housing.
FIGURE 10-127.
FIGURE 10-125.
4. Pulley Bushing
5. Spiral Ring
8. Compress spiral ring (5) and install pulley bushing assembly (4) into the outside of drive end
housing (20). Position the thickest flange of the
pulley bushing facing up (towards the outside of
the alternator).
FIGURE 10-126.
4. Pulley Bushing
Assembly
5. Spiral Ring
D10003 07/06
D10-69
10. Install the orange wire seal over the field coil
leads. Install the two terminal sockets into plug
assembly (30). Install orange wedge (32) to lock
the sockets into the plug.
11. Connect plug assembly (30) with receptacle

assembly (33).
FIGURE 10-129.
30. Plug Assembly
33. Receptacle
Assembly
12. Apply Dow Corning 1-2577 low VOC RTV, or

equivalent, onto all electrical connections. Also,
seal the opening where the field coil leads enter
the control unit.
FIGURE 10-128.
30. Plug Assembly
32. Wedge
NOTE: Ensure the brown wire in the plug assembly

corresponds to the white wire in the receptacle
assembly. Ensure the red wire corresponds with the
black wire.
FIGURE 10-130.
D10-70
D10003 07/06
13. Install cover plate (7). Apply thread lock compound (Loctite) and install six Torx screws (6)
using a T20 Torx bit. Tighten the screws to 3 Nm
(30 in. lb).
Anti-Drive End Rotor Installation

with the anti-drive end facing up.
FIGURE 10-133.
FIGURE 10-131.
6. Screws
7. Cover Plate
14. Apply Dow Corning 1-2577 low VOC RTV, or

equivalent, onto the cover before installing.
Install control unit cover (21). Apply thread lock
compound (Loctite) with five Torx screws (6)
using a T20 Torx bit. Tighten to 3 Nm (30 in.
lb).
2. Install anti-drive end rotor (47) onto shaft

assembly (48). Align the previously-scribed
mark on the face of the rotor with the center of
the screw hole.
FIGURE 10-134.
47. Anti-Drive End Rotor
48. Shaft Assembly
FIGURE 10-132.
6. Screws
D10003 07/06
D10-71
3. Apply thread lock compound (Loctite) and

install five Torx screws (46) using a T25 Torx bit.
DO NOT install a screw in the scribed hole at
this time. Tighten the five screws to 7 Nm (65
in. lb).
Anti-Drive End Housing Installation

groove of carrier ring (51).
FIGURE 10-137.
FIGURE 10-135.
46. Screw
50. Spiral Ring
47. Rotor
4. Ensure the alignment mark has remained centered with the screw hole. Apply thread lock
compound (Loctite), install the screw. Tighten to
7 Nm (65 in. lb).
51. Carrier Ring
2. Install two new O-rings (63) in anti-drive end

housing (64).
FIGURE 10-138.
63. O-Rings
46. Screw
D10-72
FIGURE 10-136.
47. Rotor
64. Anti-Drive End

Housing
D10003 07/06
3. Compress spiral ring (50) and install carrier ring

assembly (51) into the anti-drive end housing,
(towards the inside of the alternator). This part
can be installed in either direction.
5. Apply thread lock compound (Loctite 222) and

install nine new lock flange nuts (14). Tighten to
5 Nm (45 in. lb) in an alternating pattern.
FIGURE 10-141.
FIGURE 10-139.
50. Spiral Ring
51. Carrier Ring

Assembly
4. Align the installation scribe marks on shell (58)

and anti-drive end housing (64). Install the antidrive end housing over rotor shaft (48) and nine
studs (61).
48. Rotor Shaft

58. Shell
D10003 07/06
FIGURE 10-140.
61. Studs
64. Anti Drive-End
Housing
64. Anti-Drive End

Housing
6. Install anti-drive end bearing (62) over the rotor

shaft. Place the shell assembly into a hydraulic
press. Press the bearing into the bore of antidrive end housing (64) until it is completely
seated against the pulley bushing.
FIGURE 10-142.
62. Bearing
64. Anti-Drive End

Housing
D10-73
10. Install fan guard (68). Apply thread lock compound (Loctite). Install Allen head screws (69)
using a 3 mm Allen socket wrench. Tighten the
screws to 7 Nm (65 in. lb).
When installing the anti-drive end bearing, press
only on the inner race of the bearing. Pressing on
any other surface will result in bearing damage.
7. Rotate the shaft to verify the bearing moves freely.
groove around fan (65).
FIGURE 10-143.
50. Spiral Ring
65. Fan
9. Install the fan onto the rotor shaft with Bellville

washer (66) and nut (67). Use an air impact
wrench and a 24 mm impact socket to tighten
the nut to 6 Nm (50 ft lb).
FIGURE 10-145.
68. Fan Guard
69. Allen Head Screws
70. Grommets
.
NOTE: Verify the metal grommet washers are still in
grommets (70).
FIGURE 10-144.
D10-74
D10003 07/06
11. Remove the alternator from the support stand.

Install woodruff key (49) in the rotor shaft.
Install pulley (3) with flat washer (2) and nut (1).
Use an air impact wrench and a 30 mm impact
socket to tighten the nut to 163 Nm (120 ft lb).
NOTE: The setting of this switch can depend on the

type of battery being used. Refer to Battery in this
chapter for additional information.
2. Place the regulator on the alternator. Install four
screws (38) with Bellville washers (39) using an
8 mm socket. Tighten the screws to 8 Nm (70
in. lb).
FIGURE 10-146.
1. Lock Nut
2. Flat Washer
49. Woodruff Key

FIGURE 10-148.
Regulator Installation
1. Set the selectable voltage set point switch on
the back side of the regulator to the correct
position.
38. Screws
39. Bellville Washers
3. Connect wiring harness (36) to voltage regulator (37).
FIGURE 10-147.
FIGURE 10-149.
36. Wiring Harness
D10003 07/06
D10-75
THERMAL SWITCH
3. Remove the plastic tie strap securing the wires

together.
Removal
1. Disconnect wiring harness plug (36) from voltage regulator (37).
FIGURE 10-152.
FIGURE 10-150.
4. Remove all the sealant from around thermal

switch (22).
2. Remove nine Torx screws (6) using a T20 Torx

bit. Remove covers (21, 26).
FIGURE 10-153.
22. Thermal Switch
FIGURE 10-151.
6. Screws
26. Stud Assembly
NOTE: If desired, disconnect field coil plug (30) from

receptacle (35). This will provide additional clearance
when removing the thermal switch.
D10-76
D10003 07/06
5. Remove hex head bolt (23) using a 13 mm

socket. Also, remove Bellville washer (24) and
flat washer (25).
7. Remove thermal switch (22).

a. Reposition the two insulation sleeves to
expose the wiring connections.
b. Remove the heat shrink insulation from both
wiring connections.
c. Unsolder each wire from the wiring terminal
sleeves.
FIGURE 10-154.
23. Hex Head Bolt
25. Flat Washer
6. Identify and mark the wiring terminals for proper

reassembly. These terminals must be reinstalled
in the same location as they were removed.
FIGURE 10-156.
The order of the connections from top to bottom is:

rectifier terminal (1)
rectifier terminal (1),
B+/sense terminal (2),
thermal switch terminal (3),
flat washer,
Bellville washer, and
bolt
FIGURE 10-157.
FIGURE 10-155.
D10003 07/06
D10-77
SUPPORT STAND
Installation
1. Place the appropriate diameter heat shrink
insulation onto the thermal switch wires.
2. Solder the new thermal switch wires into the
wiring terminal sleeves.
Disassembly of the alternator can be made easier by

using a support stand, as shown. This drawing provides the dimensions to manufacture the stand.
3. Position the heat shrink insulation over each

wiring connection and apply heat to seal the
connection.
4. Reposition the insulation sleeve over each wiring connection.
5. Place the wiring terminal connections in the correct order. Refer to Step 6, Removal, for the
proper installation order. Install hex head bolt
(23) with lock washer (24) and flat washer (25).
Tighten the bolt to 28 Nm (20 ft lb).
The thermal switch connection is coated with a

Dow Corning 1-2577 low VOC RTV coating, or
equivalent. DO NOT use a coating containing
acetic acid (vinegar smell) on any electrical components. Using any other coating will cause part
damage.
FIGURE 10-158.
6. Coat the thermal switch connection with Dow

Corning 1-2577 low VOC RTV coating, or
equivalent.
7. Secure the wires together using a plastic tie
strap.
8. Apply Dow Corning 1-2577 low VOC RTV
coating, or equivalent, onto the cover plates
before installing. Install control unit cover plates
(21, 26). Apply a thread lock compound (Loctite) to the screws with nine Torx screws (6)
using a T20 Torx bit. Tighten to 3 Nm (30 in.
lb).
9. Connect wiring harness (36) to voltage regulator (37).
D10-78
D10003 07/06
SECTION D11
VEHICLE HEALTH MONITORING SYSTEM (VHMS)
INDEX
VHMS BASIC FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3
Gather Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3
Convert and Record Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3
Communicate Data to Off-Board Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-4
USING VHMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-5
Turning VHMS ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-5
Normal VHMS Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-5
Turning VHMS OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-6
Downloading from the VHMS Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-6
VHMS DATA ITEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7
Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7
Machine History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7
VHMS 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
VHMS DIAGNOSTIC FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14
Fault History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14
VHMS LED Digits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14
VHMS CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-15
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-15
VHMS SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-16
VHMS Tool Box Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-16
VHMS Setting Tool Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-16
VHMS INITIALIZATION PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-17
VHMS Controller Setup Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-17
VHMS Snapshot Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-20
VHMS Download Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-21
VHMS FTP Upload Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-22
VHMS Initialization Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-23
WHEN REPLACING A VHMS CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-24
D11010
D11-1
VHMS CONTROLLER CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-29

Necessary Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-29
Preliminary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-29
VHMS Controller Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-30
ORBCOMM CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-32
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-32
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-32
D11-2
D11010

VHMS BASIC FEATURES
Convert and Record Data
The center of the Vehicle Health Monitoring System

(VHMS) is the VHMS 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 VHMS
components.
VHMS 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 VHMS software

programs, refer to VHMS Software elsewhere in this
section. For error codes, check-out and
troubleshooting procedures, refer to VHMS
Troubleshooting
and
Check-out
Procedures
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
Gather Data
The VHMS controller gathers data from three
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 VHMS controller one time per day.
In addition to data gathered from external controllers,

the VHMS records information about the vehicle and
VHMS usage, including:
Key ON and engine ON record
VHMS configuration changes.
The system performs three primary functions:

1. Gathers data from on-board sources:
PLM III controller
Interface Module (IM)
Engine controllers
2. Converts data into usable formats and records it
into permanent memory.
3. Communicates data to off-board systems:
Satellite (OrbComm)
PC download
NOTE: The electric drive system does provide a
limited number of faults to the interface module.
Refer to VHMS Troubleshooting later in this section
for a complete listing of fault codes that are
generated by the drive system.
FIGURE 11-1. VHMS COMPONENTS

1. Orbcomm Controller
4. Red LED Digits
2. VHMS Controller
5. Green LED Light
3. Interface Module
D11010
D11-3
FIGURE 11-2. VHMS COMPONENT FLOW CHART
Communicate Data to Off-Board Systems

VHMS has two methods to communicate data to offboard 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 control cabinet. OrbComm
antenna (1, Figure 11-3) is mounted on the front left
corner of the cab by magnetic mount (2).
In order to collect all the necessary machine data, a

preventive maintenance (PM) 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
PM snapshot.
Communication to a laptop PC occurs whenever a

user connects a laptop PC to the VHMS controller
and requests a data download. All VHMS 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.
D11-4
D11010
Turning VHMS ON
The VHMS controller is turned on by the truck key
switch (circuit 712). Immediately after receiving input
from the key switch signal, the VHMS controller
begins its power-up initialization sequence. This
sequence takes about three seconds, during which
time red LED digits (4, Figure 11-1) on the top of the
VHMS controller unit will display a circular sequence
of flashing LED segments. The VHMS controller will
not support a connection from a laptop PC or a
manual snapshot during this initialization time.
The VHMS controller is connected directly to the
battery circuit, which provides a constant 24 volt
signal from the truck batteries. However, the VHMS
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
The battery disconnect switch, located at the

truck battery box, will remove 24 volt power from
the VHMS controller and cause the VHMS
controller to lose all data gathered since the key
switch was last turned on. DO NOT disconnect
the batteries until the VHMS controller has
completed its shutdown operations and has
turned off its LED digits.
USING VHMS
The primary tool for configuring, downloading, and
viewing VHMS 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
VHMS 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 VHMS
controller.
Normal VHMS Operation

The red LED digits on the top of the VHMS controller
indicate the current condition of the system. The
possible conditions are shown in Table 1.
Table 1: VHMS Status

LED DISPLAY
Flashing LED segments
in circular sequence
DESCRIPTION
Power-on initialization
Numeric display, counting

00 - 99 at rate of 10
Normal Operation
numbers per second
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 VHMS controller, but
are not indicated on the LED digits.
D11010
D11-5
Turning VHMS OFF
Downloading from the VHMS Controller
The VHMS 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 VHMS 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 VHMS
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 VHMS controller

before it has time to save data to permanent memory,
data loss or corruption may occur.
The VHMS controller will turn off the red LED digits
when it is off.
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.
VHMS diagnostic port (2, Figure 11-4), located on the
D.I.D. panel at the rear of the operator cab, is used to
download from the VHMS controller.
Do not remove 24 volt power from the VHMS

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

1. IM Diagnostic Port
2. VHMS Diagnostic Port
D11-6
D11010
Table 2: File Types of Download Data

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

recent 400 Key ON and Engine ON conditions.

recent 600 fault codes. For each fault code, the
VHMS controller records the following information:
Fault Code Number
SMR (service meter reading) when the fault
occurred
Time/Date when the fault occurred
VHMS History
recent 400 VHMS configuration changes. The VHMS
controller will record a history entry each time one of
the following configuration changes occurs:
SMR (service meter reading) when the fault

cleared
Changing the date or time of the VHMS

controller
Time/Date when the fault cleared
Changing the OrbComm satellite settings

Performing a VHMS memory clear operation
If a fault occurs more than once within 30 minutes,

the VHMS controller will only maintain a single fault
entry, but it will count the number of times the fault
occurred and was cleared. This feature prevents an
intermittent fault that occurs repeatedly from filling up
the fault memory.
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.
D11010
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 VHMS controller is continually recording
real-time data for various engine data items. This
allows the VHMS 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 VHMS controller, VHMS
snapshot in progress light (2) 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 VHMS
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 VHMS
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 that can then be downloaded and
stored on 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 should 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 VHMS controller will record the
snapshot for the first (earliest) fault occurrence. The
only exception is the manual snapshot button, in
which case the VHMS 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
2. VHMS Snapshot In Progress Light
D11-8
D11010
Table 3: Snapshot Data

Data Item
Data Source
Engine Coolant Temperature
Cummins QUANTUM Controller
Engine Oil Pressure
Accelerator Position%
Engine Speed
Exhaust Gas Temperature (Left Front)
Cummins 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
Front Right Brake Oil Temperature
Interface Module
Rear Left Brake Oil Temperature
Interface Module
Rear Right Brake Oil Temperature
Interface Module
Ambient Temperature
Interface Module
D11010
D11-9
Trends
The VHMS controller develops trends by monitoring
real-time data and reducing the data into 20 hour
statistical values. For each trended data item, the
VHMS 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 VHMS 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 VHMS 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 VHMS
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
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
Front Right Brake Oil Temperature
Interface Module
Rear Left Brake Oil Temperature
Interface Module
Rear Right Brake Oil Temperature
Interface Module
Ambient Temperature
Interface Module
D11-10
MIN
D11010
Haul Cycle Data

The VHMS 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 VHMS controller immediately
attempts to send the data to WebCARE via the
OrbComm satellite. The haul cycle summary data is
also stored in VHMS controller internal memory. The
VHMS 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
D11010
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 VHMS 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
VHMS Fault Description
Source
Sent via
OrbComm
Snapshot
Trigger
#A018
RR Flat Cylinder Warning
PLM III
#A019
LR Flat Cylinder Warning
PLM III
#A101
Pump Filter Switches
IM
#A107
Propel System Caution
IM
#A108
Propel System Temp Caution
IM
#A109
Propel System Reduced Level
IM
#A115
Low Steering Precharge
IM
#A124
No Propel / Retard
IM
#A125
No Propel
IM
#A126
Hydraulic Tank Level
IM
#A127
IM Sensor +5V Low
IM
#A128
IM Sensor +5V High
IM
#A190
Auto Lube Switch
IM
#A194
High FL Brake Oil Temp
IM
#A195
High FR Brake Oil Temp
IM
#A196
High RL Brake Oil Temp
IM
#A197
High RR Brake Oil Temp
IM
MFA0
Manual Trigger
Manual
C00115
Speed Signal Lost
Engine
C00135
Oil Pressure Circuit Failed High
Engine
D11-12
D11010
Table 6: Alarm and Snapshot Triggers (continued)

VHMS
Fault Code
Source
Sent via
OrbComm
Snapshot
Trigger
C00143
Low Oil Pressure
Engine
C00151
High Coolant Temperature
Engine
C00155
High IMT LBF
Engine
C00158
High IMT LBR
Engine
C00162
High IMT RBF
Engine
C00165
High IMT RBR
Engine
C00214
High Oil Temperature
Engine
C00219
Remote Oil Level Low
Engine
C00233
Low Coolant Pressure
Engine
C00234
Engine Overspeed
Engine
C00235
Low Coolant Level
Engine
C00261
High Fuel Temperature
Engine
C00292
OEM Temp out of Range
Engine
C00293
OEM Temp Failed High
Engine
C00294
OEM Temp Failed Low
Engine
C00296
OEM Pressure Out of Range
Engine
C00297
OEM Pressure Failed High
Engine
C00298
OEM Pressure Failed Low
Engine
C00473
Remote Oil Level Signal Invalid
Engine
C00555
High Blow-by Pressure
Engine
C00639
Intake Air Leak LBR
Engine
C00641
High Exh Temp #1 LB
Engine
C00642
High Exh Temp #2 LB
Engine
C00643
High Exh Temp #3 LB
Engine
C00644
High Exh Temp #4 LB
Engine
C00645
High Exh Temp #5 LB
Engine
C00646
High Exh Temp #6 LB
Engine
C00647
High Exh Temp #7 LB
Engine
C00648
High Exh Temp #8 LB
Engine
C00651
High Exh Temp #1 RB
Engine
C00652
High Exh Temp #2 RB
Engine
C00653
High Exh Temp #3 RB
Engine
C00654
High Exh Temp #4 RB
Engine
C00655
High Exh Temp #5 RB
Engine
C00656
High Exh Temp #6 RB
Engine
C00657
High Exh Temp #7 RB
Engine
C00658
High Exh Temp #8 RB
Engine
D11010
D11-13
VHMS DIAGNOSTIC FEATURES
VHMS CONTROLLER
VHMS provides several basic data items that are

useful for troubleshooting failures in the VHMS itself.
The VHMS 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 VHMS 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 VHMS
Troubleshooting and Checkout Procedures in this
section.
VHMS LED Digits

The VHMS 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 VHMS 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
VHMS Troubleshooting and Checkout Procedures in
this section.
The VHMS 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
Light (11) OrbComm
OFF - no communication with OrbComm
controller
ON - communication with OrbComm controller
FLASHING - satellite in view
D11-14
FIGURE 11-6. VHMS CONTROLLER

1. VHMS 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
D11010
Installation
Removal
If the VHMS 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 VHMS 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 VHMS Software later in
this section.
During the controller replacement process, two data
downloads will have to be taken (one before, one
after) and sent to WebCARE. Also, a VHMS
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 VHMS 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 VHMS controller. Refer
to When Replacing a VHMS Controller later in
this section.
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.
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 VHMS
controller.
1. Install the new VHMS controller and connect

the wiring harnesses to it. Connect the laptop
PC to the VHMS 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 VHMS 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 VHMS
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
VHMS
Troubleshooting
and
Checkout
procedures elsewhere in this section.
13. Using a laptop PC and the VHMS Technical
Analysis Tool Box software, perform a complete
data download from the VHMS controller.
14. Confirm the download data is good by using the
VHMS Technical Analysis Tool Box software.
Make sure 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 VHMS controller.
16. Use internet access available to the laptop PC
to send the download data set that was taken
before the VHMS 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 VHMS
controller was installed to WebCARE.
D11010
D11-15
VHMS SOFTWARE
To work with the Vehicle Health Monitoring System
(VHMS), several special tools and software
programs are required. Refer to Tables 1 and 2 for
detailed information on VHMS software and tools.
Refer to the following pages for detailed information
on how to perform certain procedures using VHMS
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.
Table 7: VHMS Software

Part Number
Version 3.04.03.01
Name
VHMS Technical
Analysis Tool Box
Description
Source
To maintain VHMS system
Komatsu Distributor
Version 3.06.00.00 VHMS Setting Tool
To initialize VHMS 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 VHMS Komatsu Distributor
Table 8: VHMS Tools

Name
Description
Source
Laptop PC
200 MHz or higher

64 MB RAM or more
Serial or USB Port
CD/DVD -Rom drive
Floppy Disk Drive
Windows 95/98/2000/ME/XP
Purchase Locally
Serial cable (RS232 port)
Male DB9 connector at one end

Female DB9 connector at other end
Purchase Locally
Adaptor
USB port to RS232 serial port

(If the laptop PC does not have an RS232 port,
this adaptor is required.)
Purchase Locally
VHMS Setting Tool Installation
VHMS 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.
1. Insert the CD. If the VHMS Technical Analysis

Tool
Box
software
begins
installing
automatically, select the [Cancel] button to stop
the installation process.
2. Open My Computer.
3. Double-click on the new icon on the desktop,

VHMS Technical Analysis Tool Box.
3. Right-click on the CD drive and select Open.
4. Initialize the software by inserting the Set Up

Disk.
5. Double-click on the Setup.exe file.
5. Enter the User Name. The User Name is user.
4. Open the Setting Tool folder.

6. Accept the recommended defaults and finish
installing VHMS Setting Tool.
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.
D11-16
D11010
VHMS INITIALIZATION PROCEDURE
VHMS CONTROLLER SETUP PROCEDURE
When a new VHMS-equipped truck is being

assembled, there are several procedures to perform
in order to initialize the system. Following the
procedures will ensure a smooth initialization
process which should 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 VHMS Initialization form will not allow the system
to be initialized.
VHMS Setting Tool software program

1. Start the VHMS Setting Tool software program.
There will be three choices to choose from.
Use the [VHMS Setting] function to initialize a
truck or change a truck's settings.
Use the [When VHMS needs to be replaced]
function when replacing a truck's VHMS
controller.
Use the [Review setting information] function
when only needing to view a truck's settings.
NOTE: The interface module must be fully

operational before initializing the VHMS controller.
The initialization procedure consists of the following:
VHMS Controller Setup Procedure
Select Operation
2. Select VHMS Setting, then click [Next].
VHMS Snapshot Procedure

VHMS Download Procedure
VHMS FTP Upload Procedure
VHMS Initialization Forms
D11010
D11-17
Machine Information Setting(2)
VHMS Setting Function

3. Select Set up & All clear if initializing a truck,
then click [Next].

4. Verify that the Machine Information Settings are
correct. If not, enter the correct settings. Then
click [Next].
D11-18
5. Verify that the Machine Information Settings are

correct. If not, enter the correct settings. Then
click [Next].
Date & Time Setting

6. Enter the correct Time Zone, Date and Time.
Check [DST (Summer Time)] if the truck's
location uses Daylight Savings Time. Then click
[Next].
D11010
Setting Summary
GCC Setting
7. Choose the correct GCC code. The GCC code
tells trucks that are equipped with Orbcomm
which satellite ground station to use. Then click
[Next].
8. Verify that all the setting information is correct

and click [Apply].
9. Click [YES].
10. Click [OK].
11. Click [OK]. The VHMS Setting Tool program will

close.
D11010
D11-19
VHMS SNAPSHOT PROCEDURE

A snapshot through VHMS records important data
about different systems on the truck. Take snapshots
on a periodic schedule and store them as part of the
truck history. These snapshots can then be
compared and trends can be analyzed to predict
future repairs.
A single snapshot records truck data for 7.5 minutes.
NOTE: On AC drive trucks, a laptop PC should also
be connected to the GE drive system to allow for
maximum horsepower check of the engine during the
snapshot recording process.
3. While the manual snapshot is being taken,

operate the truck.
a. Operate the engine at high and low idle.
b. Raise the dump body to the full dump
position.
c. Lower the dump body to the frame, then hold
it in the power down position momentarily.
d. Turn the steering wheel to full left, then full
right against the stops momentarily.
e. Travel forward to maximum speed and apply
the brakes hard.
f. Travel in reverse.
1. Allow the truck to run until it is at normal

operating temperatures.
2. Press and hold the GE data store switch for
three seconds, then release it. The white data
store in progress LED should illuminate.
g. Perform a horsepower check using a laptop

PC connected to the GE drive system.
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 that the VHMS 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.
D11-20
D11010
VHMS DOWNLOAD PROCEDURE

NOTE: Always verify a full download has been taken
before disconnecting the laptop PC from the truck.
1. Turn the key switch to the OFF position to stop
the engine.
2. Turn the key switch to the ON position, but DO
NOT start the engine.
3. Allow the VHMS controller to start up. This
should take about one minute. Verify the red
LED display starts counting up.
4. Attach the VHMS serial cable to the truck's
VHMS 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
Password and click the [OK] button.
and
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 been
connected to the truck, 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 should show an item
named Snapshot with the code MFAO and
text Manual Trigger.
16. Select the [Machine History] option from the list

on the left side of the screen.
17. Verify that the key ON/OFF and engine ON/OFF
records are recorded correctly.
18. Exit any open windows on the laptop PC.
19. Verify that a full download has been taken.
Refer to Location of Downloaded Files on
Computer for more detailed instructions.
20. Disconnect the VHMS cable from the laptop PC
and from the truck.
21. Turn the key switch to OFF.
Location of Downloaded 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 VHMS 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:
14. Click the [OK] button to complete the download.
- Desktop
- My Computer
- Local Disk (C:)
- VHMS_Data
- Model
- Serial Number
- Date
- Check Number
15. Verify that the Download Completed message

is displayed. Click on [Exit].
NOTE: The Date folder is named in the format

YYYYMMDD.
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.
D11010
D11-21
VHMS FTP UPLOAD PROCEDURE

After downloading, the VHMS 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 via FTP 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 should
be uploaded to WebCARE.

The screenshot shows the location the VHMS
download files 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.
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 VHMS 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.
D11-22
4. At the FTP Client Login window, enter the FTP

User ID and Password.
User ID = komatsu
Password = vhms
D11010
5. The target directory should be set to the laptop

PC's hard drive (usually drive C:\).
7. After selecting the correct file to send, click the

[Send (FTP)] button.
a. Double-click the VHMS_Data folder to drop

down the model folders.
8. Click the [Yes] button to verify that you want to

upload the data to WebCARE.
b. Double-click the appropriate model folder to

drop down the serial number folders.
c. Double-click the appropriate serial number
folder to drop down the date folders.
d. Double-click the appropriate date folder to
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.
NOTE: The compressed sending file will look similar

to this file name, and will always end with a .K.
P_930E_-_A30462_1105208857.K
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.
Make sure that the laptop PC has an internet
connection.
10. Click the [OK] button, then the [Exit] button.

Close all other open windows.
VHMS INITIALIZATION FORMS

Complete the initialization check list and initialization
forms found later in this section. Send the
initialization form to Komatsu.
Initialization is now complete.
D11010
D11-23
WHEN REPLACING A VHMS

CONTROLLER
3. Click the [Save] button.
Refer to the VHMS controller removal and installation

instructions earlier in this section to replace a VHMS
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.
5. Replace the VHMS controller.

2. Select the [Save current setting before
replacement of VHMS controller] function.
D11-24
D11010
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
truck's location uses Daylight Savings Time.
Click the [Apply] button.
D11010
D11-25
10. Click the [OK] button.
Setting 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.
D11-26
D11010
3. After selecting one of the following choices,

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

from the drop-down menu, then click the
[Apply] button to change the setting.
Satellite
Payload Meter
a. Date & Time: Should 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. Select [DST Summer Time)] if
it applies. Click the [Apply] button.
D11010
c. Payload Meter: Set Start Time to 0, and

Interval to 1. Then click the [Apply] button to
save the setting.
D11-27
Review Setting Information

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

Program.
D11-28
D11010
VHMS CONTROLLER CHECKOUT

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)
NOTE: Before performing this procedure, the

interface module must be fully functional and the
VHMS controller must be initialized and fully
functional.
Preliminary
the engine. Verify that the seven segment LED
display on the VHMS controller is off.
3. Allow the VHMS controller to boot up. Watch
the red, two digit LED display on the VHMS
controller to show a circular sequence of seven
flashing segments on each digit. After a short
time the two digit display should start counting
up from 00 - 99 at a rate of ten numbers per
second.
FIGURE 13-7. VHMS CONTROLLER

1. VHMS Controller
2. LED 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
4. Attach the VHMS serial cable to the truck's

VHMS diagnostic port (2, Figure 13-3) and the
other end to the laptop PCs serial port.
and
7. Check for any active fault codes. If any are

found, these circuits should be analyzed to
determine the cause of the fault and they must
be repaired before continuing.
D11010
D11-29
8. Start the VHMS Setting Tool program by

clicking on the icon on the laptop PC screen.
9. Select the [Review setting information] function
and then click the [Next] button.
11. If any one of the following settings was

changed, a new VHMS Initialization Form must
be filled out and submitted to Komatsu America
Service Systems Support Team.
VHMS controller replaced
Engine or alternator replaced
Adjusted time or time zone
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 VHMS Initialization
form to Komatsu America Service Systems
Support Team.
VHMS Controller Checkout Procedure

10. Review the settings for accuracy.
1. Connect the serial cable from the PC to the

serial port of the VHMS controller.
If everything is correct, click the [Exit] button. The

checkout procedure is complete.
2. Start the serial communications software (Tera

Term).
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.
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 5 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
VHMS has been established.
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
>
D11-30
D11010
7. At the prompt type "dispvhmsinf". Information

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

lights (10 and 11, Figure 13-6). Verify the
connection status and repair any problems.
Light (10) PLM III communication
>dispvhmsinf
---- MACHINE INFORMATION -------PRODUCT GROUP: Dumptruck

MACHINE_MODEL: 930E-
OFF - No communication with the PLM III

controller. Troubleshoot and repair the
connection.
ON - Communication with the PLM III controller
is good.
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:
FLASHING - Satellite signal is established.

This may take as long as 15 minutes to occur.
PRG_NO1: 12000100100
PRG_NO2: 782613R290
---- DEVICES -----------------------PLC NO CONNECTION
PLM23 Disabled
PLM3 CONNECTED
---- Condition -------------------SMR: 90.0 H
DATE 04-10-25 TIME14:44:24
TIMEZONE: 0.0 H SUMMERTIME 0
----Controller Info ------------------PartNumber: 0000000000
Serial No.: 000000
Compo Name: KDE1010
SilkyID: VA011740744
>
NOTE: Use the results of step 6 and 7 to confirm that
the correct software is installed in the VHMS
controller.
D11010
D11-31
ORBCOMM CONTROLLER
The OrbComm controller receives data from the
VHMS controller and sends this data through the
antenna to the Komatsu computer center.
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.
Installation
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 VHMS 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 VHMS Troubleshooting and Checkout
Procedures elsewhere in this section.
4. Fill out the VHMS 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 should come 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.
FIGURE 11-8. ORBCOMM CONTROLLER

1. OrbComm Controller
2. Connector CN1A
D11-32
3. Connector CN1B
4. Antenna Connector
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.
D11010
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
Flashburn Software Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5
Interface Module Application Code Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6
Interface Module Realtime Data Monitor Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6
INTERFACE MODULE CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-7
Necessary Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-7
Preliminary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-8
Check Digital Inputs To The Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-9
Check Analog Inputs To The Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-11
Check Serial Interfaces To The Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-11
Check Outputs From The Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-12
D12007
INTERFACE MODULE
D12-1
NOTES
D12-2
INTERFACE MODULE
D12007
INTERFACE MODULE
The interface module (IM) (1, Figure 12-1) collects
data from various sensors and sends this information
to the VHMS 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 VHMS 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 VHMS & Interface Module Troubleshooting
and Error Codes elsewhere in this section.
Removal
1. Turn the key switch OFF. Wait three minutes to
allow the VHMS 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 VHMS Software instructions to
install the flashburn program on a laptop PC.
3. Connect the laptop PC to IM diagnostic port (1,
Figure 12-5).
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.
D12007
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
D12007
INTERFACE MODULE SOFTWARE

To work with the interface module, 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: NOTE: Be aware that the software and data
files are updated periodically. Check with the local
Komatsu distributor for the latest software versions.
Table 1: Interface Module Software

Part Number
Name
Description
Source
1.1.0.0 Install.exe
(or higher)
Interface Module
Realtime Data Monitor Use to watch inputs and outputs in the
Software Version
interface module
1.1.0.0 Install.exe
EJ3055-2.exe
Flashburn Program
To install application code in interface

module
Komatsu Distributor
EJ9098-2.exe
930E-4
Application Code
Application code for interface module
Komatsu Distributor
Komatsu Distributor
Table 2: Interface Module Tools

Name
Description
Source
Laptop PC
200 MHz or higher

64 MB RAM or more
Serial or USB Port
CD/DVD -Rom drive
Floppy Disk Drive
Windows 95/98/2000/ME/XP
Purchase Locally
Serial cable (RS232 port)
Male DB9 connector at one end

Female DB9 connector at other end
Purchase Locally
Adaptor
USB port to RS232 serial port

(If the laptop PC does not have an RS232 port,
this adaptor is required.)
Purchase Locally
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.
D12007
INTERFACE MODULE
D12-5
Interface Module Application Code Installation
Interface Module Realtime Data Monitor Software
The application code is truck specific software that is

installed into the interface module. Application code
is installed using the Flashburn program.
The Interface Module Realtime Data Monitor

Software is used to display the data going into and
out of the interface module.
1. Using a laptop PC, save the application code

files to a folder on a local hard drive (such as
C:\temp).
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].
To install:
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.
To use:
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.
6. Make sure that the power to the interface

module is off. 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.
D12-6
INTERFACE MODULE
D12007
INTERFACE MODULE CHECKOUT
If a new truck with VHMS is being assembled, or

a new VHMS system has just been installed, refer
to the VHMS System for instructions regarding
the VHMS Initialization Procedure. The initialization procedure and form must be completed
before the truck can be put into service.
Necessary Equipment
System schematic
Laptop PC
Interface Module Real Time Data Monitor
software
Serial cable (RS232)
Jumper wire 77 mm (3 in.) or longer
Volt Meter
300 to 332 ohm resistor
FIGURE 12-4. INTERFACE MODULE
3/8 in. nut driver
NOTE: The interface module must already have the

application code installed.
D12007
1. Interface Module
2. Connector IM1
INTERFACE MODULE
3. Connector IM2
4. Connector IM3
D12-7
Preliminary
the engine.
3. Allow the VHMS controller to start up. This
should take about one minute. Verify the red
LED display starts counting up.
4. Attach the VHMS serial cable to the machine's
VHMS diagnostic port (2, Figure 12-5), and the
7. Check for fault codes associated with the

interface module.
a. Perform a VHMS download with the VHMS
Technical Analysis Toolbox program. Refer
to VHMS 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.
8. Attach the VHMS serial cable to the machine's
IM diagnostic port (1, Figure 12-5), and the
9. 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.
and
10. Click on [Select Serial Port] in the menu bar.

Select the correct communication port. It will
usually be Com1.
11. Click on [Start/Stop] in the menu bar and select
Start.
12. 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
D12007
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).
7. Pump Filter Switches (IM2-Y) - short wire 39L to
ground at TB44-N momentarily and confirm
8. No Propel (IM2-p) - short wire 75NP to ground
at TB25-P momentarily and confirm state
change (one to zero).
9. Propel System Caution (IM2-t) - short wire 79W
to ground at TB26-D 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).
FIGURE 12-6. INTERFACE MODULE REAL TIME DATA MONITOR
D12007
INTERFACE MODULE
D12-9
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).
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.
13. Auto Lube Switch (IM3-Y) - short wire 68LLP1
to ground at TB24-T momentarily and confirm
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.
FIGURE 12-7. INTERFACE MODULE REAL TIME DATA MONITOR
D12-10
INTERFACE MODULE
D12007
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.
Verify that the used analog inputs are in the range of
the values listed below.
1. Truck Speed [kph] (IM1-G, H): 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.
9. Right Front Brake Oil Temp [C] (IM3-R):

Disconnect right front brake oil temp sensor and
confirm fault A169, Hydraulic Oil Temp - Right
Front Sensor Low, is active. Reconnect sensor.
10. Left Front Brake Oil Temp [C] (IM3-T): Disconnect left front brake oil temp sensor and confirm
fault A168, Hydraulic Oil Temp - Left Front Sensor Low, is active. Reconnect sensor.
11. 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.
12. 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.
13. Battery Voltage 24V [V] (IMint): confirm reported
voltage is +/- 1 volt of actual measured battery
voltage.
Check Serial Interfaces To The Interface Module

1. Confirm fault A184, J1939 Not Connected, is
not active.
2. Confirm fault A257, Payload CAN/RPC Not
Connected, is not active.
3. Confirm fault A275, GE RS232 Not Connected,
is not active.
7. Right Rear Brake Oil Temp [C] (IM3-M):

Disconnect right rear brake oil temp sensor and
confirm fault A167, Hydraulic Oil Temp - Right
Rear Sensor Low, is active. Reconnect sensor.
8. Left Rear Brake Oil Temp [C] (IM3-I):
Disconnect left rear brake oil temp sensor and
confirm fault A166, Hydraulic Oil Temp - Left
Rear Sensor Low, is active. Reconnect sensor.
D12007
INTERFACE MODULE
D12-11
Check Outputs From The Interface Module

NOTE: 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. Turn the key switch ON and and place the
directional control lever into NEUTRAL.
a. Confirm that park brake solenoid is energized by verifying that coil is magnetized.
b. Use the GE DID panel to set the truck speed
to a speed above 1 kph.
c. Shift into park. Confirm that the park brake
solenoid remains energized.
d. Reduce the truck speed to 0 kph. Confirm
that the auto apply solenoid energizes.
Then, after 0.5 second, confirm that park
brake solenoid de-energizes and, after
another 0.5 second, confirm that the auto
apply solenoid de-energizes.
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.
D12-12

volts, confirm that the Engine Start Fail lamp
energizes.
volts, confirm that the Low Fuel lamp energizes.
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.
volts, confirm that the Brake Oil Temp lamp
energizes. Remove 24 volts from TB35-L.
8. Confirm that the voltage on circuit 33ES1 at
TB35-B is approximately 0 volts.
TB35-C is approximately 0 volts.
10. Check the Brake Oil Temperature gauge by
placing a 316 ohm resistor with a range of 300
to 332 ohms between circuit 5VIM on TB42-L
and 34BT3 on TB24-G. Verify that the gauge
needle moves clockwise. Do not remove the
resistor yet.
TB35-B is approximately battery volts.
TB35-C is approximately battery volts. Remove
the resistor between circuits 5VIM and 34BT3.
INTERFACE MODULE
D12007
SECTION D13
INTERFACE MODULE AND VHMS TROUBLESHOOTING
INDEX
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-3
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4
Communications Networks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4
Coaxial Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4
FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4
Fault History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VHMS LED Display Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Chassis Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
D13-4
D13-5
D13-6
D13-9
FAULT TREE ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-15

Unable to connect to VHMS 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
D13008 5/08
D13-15
D13-16
D13-17
D13-18
D13-19
D13-1
NOTES
D13-2
5/08 D13008

GENERAL
The center of the Vehicle Health Monitoring System
(VHMS) is the VHMS 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 VHMS system
components.
For instructions on how to use VHMS software

programs, refer to VHMS Software elsewhere in this
section.
FIGURE 13-1. VHMS SYSTEM
D13008 5/08
D13-3
TROUBLESHOOTING
VHMS basically consists of five communications
networks connected to the VHMS and OrbComm
modem controllers. Figure 13-1 shows the VHMS
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.
FAULT CODES
Fault History
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 VHMS, 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.
The fault history recorded in the VHMS controller can

help identify a failure within VHMS and in the
communications network to the engine, interface
module and PLMIII. VHMS provides the following
fault codes.
Table 1: Fault History

Fault
Code
Description
DBB0KK
Source Voltage Error
DBB3KK
Abnormality in VBAT Voltage

(VHMS VBAT <10V)
DBBRKR Can-net System (J1939)

DBB0KQ VHMS Connector Mismatch
DAW0KR IM Stopped Real Time Data
D13-4
7P70Kr
Too Much Payload Data For Requested

Period
7P70KR
PLMIII Stopped Real Time Data
9843KM
Truck Frame Number Changed
MFA0
Manual Trigger
5/08 D13008
VHMS LED Display Fault Codes

The VHMS 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 VHMS LED digits count from 00 - 99 continuously at a rate of ten
numbers per second.
Table 2: VHMS LED Display Error Codes

Fault Code
D13008 5/08
Fault Condition
VHMS 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
VHMS Connector Mismatch
Alternates nf and 11
MFA0
Manual Trigger
Alternates nf and A0
D13-5
Chassis Fault Codes

Fault codes generated from the truck chassis, PLM III or GE are shown in Table 3.
NOTE: Not of the fault codes that are listed may be used for this truck.
Table 3: Chassis Fault Codes

VHMS
Fault Code
Source
Sent via
OrbComm
#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
#A101
Pump Filter Switches - 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
D13-6
Snapshot
Trigger
5/08 D13008
Table 3: Chassis Fault Codes (continued)

VHMS
Fault Code
Source
Sent via
OrbComm
Snapshot
Trigger
#A127
IM Sensor +5V Low
IM
#A128
IM Sensor +5V High
IM
#A139
Low Fuel
IM
#A145
Brake Cooling RPM Advance 1
IM
#A146
Brake Cooling RPM Advance 2
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, 12-Volt, System Sensing Low
IM
#A164
Battery Voltage, 12-Volt, System Sensing High
IM
#A166
Hydraulic Oil Temp - LR Sensor Low
IM
#A167
Hydraulic Oil Temp - RR Sensor Low
IM
#A168
Hydraulic Oil Temp - LF Sensor Low
IM
#A169
Hydraulic Oil Temp - RF Sensor Low
IM
#A170
Hydraulic Oil Temp - LR Sensor High
IM
#A171
Hydraulic Oil Temp - RR Sensor High
IM
#A172
Hydraulic Oil Temp - LF Sensor High
IM
#A173
Hydraulic Oil Temp - RF Sensor High
IM
#A182
System Battery 12V High
IM
#A183
System Battery 12V Low
IM
#A184
J1939 Not Connected
IM
#A190
Auto Lube Switch
IM
#A194
High LF Brake Oil Temp
IM
#A195
High RF Brake Oil Temp
IM
#A196
High LR Brake Oil Temp
IM
#A197
High RR Brake 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
#A204
Steering Pressure Sensor Low
IM
#A205
Brake Pressure Sensor Low
IM
D13008 5/08
D13-7
Table 3: Chassis Fault Codes (continued)

VHMS
Fault Code
Source
#A206
Ambient Temperature Sensor High
IM
#A207
Ambient Temperature Sensor Low
IM
#A212
Bad Truck Speed Signel
IM
#A213
Park Brake Not Set When Expected
IM
#A214
Park Brake Not Released When Expected
IM
#A215
Brake Auto Apply Circuit Fault
IM
#A216
Park Brake Command Circuit Fault
IM
#A230
Park Brake Request While Moving
IM
#A240
IM Key Switch Power Lost
IM
#A250
Low Battery Voltage - Engine Off
IM
#A257
Payload CAN/RPC Not Connected
IM
#A260
Park Brake Failure - Application While Moving
IM
#A273
Pump Filter Circuit Fault
IM
#A275
Starter Stuck ON
IM
#A276
Drive System Data Link Not Connected
IM
#A350
Output Overload 1B
IM
#A351
Output Overload 1E
IM
#A352
Output Overload 1H
IM
#A353
Output Overload 1J
IM
#A354
Output Overload 1K
IM
#A355
Output Overload 1L
IM
#A356
Output Overload 1M
IM
#A357
Output Overload 1N
IM
#A358
Output Overload 1P
IM
#A359
Output Overload 1R
IM
#A360
Output Overload 1S
IM
#A361
Output Overload 1T
IM
#A362
Output Overload 1U
IM
#A363
Output Overload 1V
IM
#A364
Output Overload 1Y
IM
#A365
Output Overload 1Z
IM
D13-8
Sent via
OrbComm
Snapshot
Trigger
5/08 D13008
Engine Fault Codes

Table 4: Engine Fault Codes
VHMS
Fault Code
Source
C112
Timing Fueling Flow Mismatch
Engine
C113
Timing Actuator Circuit Shorted
Engine
C115
Speed Signal Lost
Engine
C116
Timing Rail Pressure Ckt Failed High
Engine
C117
Timing Rail Pressure Ckt Failed Low
Engine
C118
Fuel Pump Pressure Ckt Failed High
Engine
C119
Fuel Pump Pressure Ckt Failed Low
Engine
C121
One Engine Speed Signal Lost
Engine
C122
LB Boost Ckt Failed High
Engine
C123
LB Boost Ckt Failed Low
Engine
C124
High Boost LB
Engine
C125
Low Boost LB
Engine
C126
High Boost RB
Engine
C127
Low Boost RB
Engine
C128
RB Boost Ckt Failed High
Engine
C129
RB Boost Ckt Failed Low
Engine
C131
Throttle Ckt Failed High
Engine
C132
Throttle Ckt Failed Low
Engine
C133
PTO Circuit Shorted High
Engine
C134
PTO Circuit Shorted Low
Engine
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
C141
Oil Press Ckt Failed Low
Engine
C143
Low Oil Pressure
Engine
C144
Coolant Temp Ckt Failed High
Engine
C145
Coolant Temp Ckt Failed Low
Engine
C147
Freq Throttle OOR High
Engine
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
C157
LBR IMT Ckt Failed Low
Engine
C158
High IMT LBR
Engine
D13008 5/08
Sent via
OrbComm
Snapshot
Trigger
D13-9
Table 4: Engine Fault Codes (continued)

VHMS
Fault Code
Source
C159
RBF IMT Ckt Failed High
Engine
C161
RBF IMT Ckt Failed Low
Engine
Sent via
OrbComm
Snapshot
Trigger
C162
High IMT RBF
Engine
C163
RBR IMT Ckt Failed High
Engine
C164
RBR IMT Ckt Failed Low
Engine
C165
High IMT RBR
Engine
C212
Oil Temp Ckt Failed High
Engine
C213
Oil Temp Ckt Failed Low
Engine
C214
High Oil Temperature
Engine
C219
Remote Oil Level Low
Engine
C221
Ambient Air Press Failed High
Engine
C222
Ambient Air Press Failed Low
Engine
C223
CORS Burn Valve Open Circuit
Engine
C225
CORS Makeup Valve Open Circuit
Engine
C231
Coolant Press Ckt Failed High
Engine
C232
Coolant Press Ckt Failed Low
Engine
C233
Low Coolant Pressure
Engine
C234
Engine Overspeed
Engine
C235
Low Coolant Level
Engine
C237
Multi Unit Sync Error
Engine
C252
Oil Level Signal Invalid
Engine
C253
Oil Level Low
Engine
C254
FSOV Open Circuit
Engine
C259
FSOV Mech Stuck Open
Engine
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
C294
OEM Temp Failed Low
Engine
C296
OEM Pressure Out of Range
Engine
C297
OEM Pressure Failed High
Engine
C298
OEM Pressure Failed Low
Engine
C299
Hot Shutdown
Engine
C316
Fuel Pump Open Circuit
Engine
D13-10
5/08 D13008

VHMS
Fault Code
Source
C318
Fuel Pump Mech Stuck
Engine
C343
ECM Hardware Issue
Engine
C346
ECM Software / Hardware Failure
Engine
C349
Output Shaft Speed Above Normal
Engine
C384
Ether Solenoid Ckt Failed
Engine
C422
Coolant Level Signal Invalid
Engine
C423
Timing Press Incorrect
Engine
C426
J1939 Broadcast Data Missing
Engine
C427
J1939 Datalink Can Not Transmit
Engine
C431
Idle Validation Invalid
Engine
C432
Idle Validation Invalid
Engine
C441
Low Battery Voltage
Engine
C442
High Battery Voltage
Engine
C451
Rail Press Ckt Failed High
Engine
C452
Rail Press Ckt Failed Low
Engine
C455
Rail Actuator Open Ckt
Engine
C467
Desired Timing Not Achieved
Engine
C468
Desired Rail Press Not Achieved
Engine
C473
Remote Oil Level Signal Invalid
Engine
C487
Ether Bottle Empty
Engine
C489
AXG Speed Low Error
Engine
C514
Rail Actuator Mech Stuck
Engine
C524
Alt Droop SW Val Fault
Engine
C527
Dual Output A Shorted High or Open
Engine
C528
Alt Torque SW Val Fault
Engine
C529
Dual Output B Shorted High or Open
Engine
C553
Rail Press OOR High
Engine
C554
Rail Press Incorrect
Engine
C555
High Blow-by Pressure
Engine
C611
Engine Hot Shutdown
Engine
C612
High Oil Filter Rest
Engine
C616
High Turbo Comp Inlet Temp LBR
Engine
C621
Low Power #1 LB
Engine
C622
Low Power #2 LB
Engine
C623
Low Power #3 LB
Engine
D13008 5/08
Sent via
OrbComm
Snapshot
Trigger
D13-11

VHMS
Fault Code
Source
Sent via
OrbComm
Snapshot
Trigger
C624
Low Power #4 LB
Engine
C625
Low Power #5 LB
Engine
C626
Low Power #6 LB
Engine
C627
Low Power #7 LB
Engine
C628
Low Power #8 LB
Engine
C631
Low Power #1 RB
Engine
C632
Low Power #2 RB
Engine
C633
Low Power #3 RB
Engine
C634
Low Power #4 RB
Engine
C635
Low Power #5 RB
Engine
C636
Low Power #6 RB
Engine
C637
Low Power #7 RB
Engine
C638
Low Power #8 RB
Engine
C639
Intake Air Leak LBR
Engine
C641
High Exh Temp #1 LB
Engine
C642
High Exh Temp #2 LB
Engine
C643
High Exh Temp #3 LB
Engine
C644
High Exh Temp #4 LB
Engine
C645
High Exh Temp #5 LB
Engine
C646
High Exh Temp #6 LB
Engine
C647
High Exh Temp #7 LB
Engine
C648
High Exh Temp #8 LB
Engine
C649
Change Lubricating Oil and Filter
Engine
C651
High Exh Temp #1 RB
Engine
C652
High Exh Temp #2 RB
Engine
C653
High Exh Temp #3 RB
Engine
C654
High Exh Temp #4 RB
Engine
C655
High Exh Temp #5 RB
Engine
C656
High Exh Temp #6 RB
Engine
C657
High Exh Temp #7 RB
Engine
C658
High Exh Temp #8 RB
Engine
C661
High Power #1 LB
Engine
C662
High Power #2 LB
Engine
C663
High Power #3 LB
Engine
C664
High Power #4 LB
Engine
D13-12
5/08 D13008

VHMS
Fault Code
Source
C665
High Power #5 LB
Engine
C666
High Power #6 LB
Engine
C667
High Power #7 LB
Engine
C668
High Power #8 LB
Engine
C671
Exh Temp Ckt Failed Low #1 LB
Engine
C672
Engine
C673
Engine
C674
Engine
C675
Engine
C676
Engine
C677
Engine
C678
Engine
C694
LBR Turbo Comp Inlet Temp Sensor Ckt Failed

High
Engine
C695
LBR Turbo Comp Inlet Temp Sensor Ckt Failed

Low
Engine
C711
High Power #1 RB
Engine
C712
High Power #2 RB
Engine
C713
High Power #3 RB
Engine
C714
High Power #4 RB
Engine
C715
High Power #5 RB
Engine
C716
High Power #6 RB
Engine
C717
High Power #7 RB
Engine
C718
High Power #8 RB
Engine
C719
Blowby Press Ckt Failed High
Engine
C721
Exh Temp Ckt Failed Low #1 RB
Engine
C722
Engine
C723
Engine
C724
Engine
C725
Engine
C726
Engine
C727
Engine
C728
Engine
C729
Blowby Press Ckt Failed Low
Engine
C753
Cam Sync Error
Engine
C777
Ambient Derate Error
Engine
D13008 5/08
Sent via
OrbComm
Snapshot
Trigger
D13-13

VHMS
Fault Code
Source
C2144
High Exh Temp #9 LB
Engine
C2145
High Exh Temp #9 RB
Engine
C2146
Engine
C2147
Engine
C2148
High Power #9 LB
Engine
C2149
High Power #9 RB
Engine
C2151
Low Power #9 LB
Engine
C2152
Low Power #9 RB
Engine
C2154
Post Oil Filter Press Ckt Failed High
Engine
C2155
Post Oil Filter Press Ckt Failed Low
Engine
C2157
Rapid Rise in LBR IMT
Engine
C2158
Rapid Rise in RBF IMT
Engine
C2159
Rapid Rise in RBR IMT
Engine
C2241
High IMT LBM
Engine
C2242
LBM IMT Ckt Failed High
Engine
C2243
LBM IMT Ckt Failed Low
Engine
C2244
Rapid Rise in LBM IMT
Engine
C2245
High IMT RBM
Engine
C2246
RBM IMT Ckt Failed High
Engine
C2247
RBM IMT Ckt Failed Low
Engine
C2248
Rapid Rise in RBM IMT
Engine
D13-14
Sent via
OrbComm
Snapshot
Trigger
5/08 D13008
FAULT TREE ANALYSIS

Unable to connect to VHMS from laptop PC
D13008 5/08
D13-15
Flashing Error Code N4-23 (PLM III Communications Fault)
D13-16
5/08 D13008
Flashing Error Code N4-22 (Engine Communications Fault)
D13008 5/08
D13-17
No Data Received By WebCARE
D13-18
5/08 D13008
Coaxial Cable Troubleshooting
D13008 5/08
D13-19
NOTES
D13-20
5/08 D13008
SECTION D14
VHMS FORMS
INDEX
VHMS FORMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-3

VHMS INITIALIZATION CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-3
VHMS DATA DOWNLOAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-4
VHMS INITIALIZATION FORM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-4
VHMS INITIALIZATION CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-6
VHMS INITIALIZATION FORM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-8
D14003 01/06
VHMS - Forms
D14-1
NOTES
D14-2
VHMS - Forms
01/06 D14003
VHMS 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 VHMS Initilization to create the file name.
Example: 930E-3SE-A30300-VHMS Initilization.pdf.
2. Using a serial cable, connect a laptop PC to the

VHMS 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].
The following instructions will help ensure an

accurate and complete form.
When a new machine equipped with the Vehicle
Health Monitoring System (VHMS) has been
assembled, there are several procedures to perform
in order to initialize the VHMS 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.
b. Select the Set up & All clear option, then

click [Next].
5. At the Machine Information Setting (1) screen:
a. Is Product Group correct?
b. Select the correct Machine Model.
c. Select the correct Machine Type.
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.
1. __ VHMS Initialization Check List

2. __ VHMS Data Download
b. Enter engine serial number.
3. __ VHMS Initialization Form
c. Then click [Next].
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.
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].
VHMS 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.
8. At the GCC Setting screen:

a. Select the correct country setting.
b. Click [Next].
Each machine model will have a different VHMS

Initialization Check List. Use the correct form for the
model of machine being setup.
1. With the key switch OFF, record all data for
item 1.
D14003 01/06
VHMS - Forms
D14-3
VHMS DATA DOWNLOAD

9. At the Verification screen:
A manual snapshot must be performed before

downloading any data. For new machines, this
should have been performed during the VHMS
Initialization Check List procedure.
a. Ensure that all information is correct.

b. Click on [Apply].
c. At the confirmation screen, select [Yes].
1. Perform a VHMS download. For more detailed

information on how to perform a download, refer
to VHMS Download in Section D, 24VDC
Electrics in the appropriate shop manual.
d. Select [OK].
e. Select [OK] to close the program.
10. Start the VHMS Setting Tool program.
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.
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.
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.
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.
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.
VHMS INITIALIZATION FORM

This form must be completed and submitted at:
New machine delivery
VHMS controller replacement
OrbComm controller replacement
Engine or alternator replacement
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
VHMS, Payload, Komtrax and Fleet Manager
activities for all branches.
D14-4
VHMS - Forms
01/06 D14003
Machine Information
Enter machine information. All fields are required.
VHMS 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.
VHMS Setting Tool Information
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.
Enter the Greenwich Mean Time (GMT) for the
location the machine will be working.
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
Initialization Form.
D14003 01/06
for
submitting
the
VHMS
VHMS - Forms
D14-5
VHMS 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
VHMS Serial Number
OrbComm Serial Number
2. Connect PC to VHMS 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 VHMS 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 VHMS time.

Start Time (set to 0)
Interval (set to 1)
D14-6
VHMS - Forms
01/06 D14003
VHMS 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
VHMS 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
D14003 01/06
Send download data to KAC Service Systems

Support at
ServicePrograms@komatsuNA.com
VHMS - Forms
D14-7
VHMS 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 VHMS Initialization in the file name. (Example: 930E-3SE-A30300-VHMS Initialization.pdf),
1. E-mail the completed form to the Service Systems Support Team at ServicePrograms@KomatsuNA.com.
2. Attach the VHMS download files and a copy of the completed Machine-Specific VHMS Initilization Check
List. The E-mail subject line should include the Model-Type, Serial Number, and VHMS Initialization.
(Example: Subject: 930E-3SE-A30300-VHMS Initialization)
The completed forms can also be faxed to: (847) 522-8005.
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
VHMS Controller Part Number
VHMS 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 VHMS Initialization
Retrofitted VHMS Initialization
VHMS Controller Replacement
Major Component (Engine/Transmission Replacement)
Customer or Distributor Change
Setting Tool Information Change
D14-8
VHMS - Forms
01/06 D14003
SECTION E
ELECTRIC PROPULSION SYSTEM
INDEX
ELECTRIC PROPULSION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-1
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-1
NOTE: Propulsion system electrical schematics are located in Section R of this manual.
E01012
Index
E1-1
DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE TRUCK IS RUNNING AND CONTINUE
TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES ARE NOT
FOLLOWED.
Before attempting repairs or working near propulsion system components, the following
precautions and truck shutdown procedure must be followed:
DO NOT step on or use any power cable as a handhold when the engine is running.
NEVER open any electrical cabinet covers or touch the Retarding Grid elements. Additional
procedures are required before it is safe to do so. Refer to Truck Shutdown Procedures,
this Section, for additional propulsion system safety checks to be performed by a technician
trained to service the system.
ALL removal, repairs and installation of propulsion system electrical components, cables etc.
must be performed by an electrical maintenance technician properly trained to service the
system.
IN THE EVENT OF A PROPULSION SYSTEM MALFUNCTION, a qualified technician should

inspect the truck and verify the propulsion system does not have dangerous voltage levels
present before repairs are started.
THE LINK VOLTAGE LIGHTS MUST NOT BE ILLUMINATED WHEN TEST OR REPAIRS ARE
INITIATED. It requires approximately 5 minutes after the truck is shut down before the Link
Voltage has dissipated.
AN ADDITIONAL 10 TO 15 MINUTES IS REQUIRED FOR THE AUXILIARY BLOWER MOTOR

AND ITS CIRCUITS TO DE-ENERGIZE. Do not attempt to perform Auxiliary Blower Motor or
Blower electrical circuit repairs until the Red warning lights on the Blower Control Panel have
turned off and it has been verified the system is de-energized.
BEFORE WELDING ON THE TRUCK; Disconnect all electrical harnesses and the ground wire
from the Engine Control System (ECS - MTU engine). If equipped with DDEC or Komatsu
engine, disconnect 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
E01012
SECTION E2
ELECTRICAL PROPULSION SYSTEM COMPONENTS
INDEX
ELECTRICAL PROPULSION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-3

GENERAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-3
SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5
Propulsion System Controller (PSC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5
Truck Control Interface (TCI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-6
Diagnostic Information Display (DID) Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-7
DID Panel Event Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-7
PSC SOFTWARE FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-26
Input Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-26
State Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-26
DC Link State . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-29
Engine Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30
ALTERNATOR FIELD CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30
Desired Three-Phase Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30
Desired DC Link Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30
Self-Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31
Propel Torque Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31
Retard Torque Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31
Wheel Slide Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
Resistor Grid Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
Chopper Voltage Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
E02020 10/06
Electrical Propulsion System Components
E2-1
EVENT DETECTION AND PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32

Power-On Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
Initiated Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33
Periodic Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33
EVENT RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33
EVENT LOGGING AND STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33
Event History Buffer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-34
Data Packs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-34
To Record and Save a Data Pack to a Disk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-34
Event Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
SERIAL DATA COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
PSC - TCI Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
PSC - PTU Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
Inverter Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
OUTPUT PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
ABNORMAL CONDITIONS/OVERRIDING FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
Fast Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
Engine Shutdown/Engine Not Running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
Limp Home Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-37
PROPULSION SYSTEM COMPONENT ABBREVIATIONS & LOCATIONS . . . . . . . . . . . . . . . . E2-38
ELECTRONIC ACCELERATOR AND RETARD PEDALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
E2-2
10/06 E02020
ELECTRICAL PROPULSION SYSTEM COMPONENTS

The following information provides a brief description
of system operation and major components of the AC
propulsion system. Refer to the appropriate GE
publication for detailed information and theory of
operation.
A list of commonly used propulsion system
component abbreviations is listed in Table V at the
end of this Section. Figures 2-3 through 2-11
illustrate the physical location of these components
where applicable.
GENERAL SYSTEM DESCRIPTION

The AC drive system consists of the following major
components:
Alternator (coupled to a diesel engine)
In-line Cooling Blower
Gate Drive Power Converters
Rectifier Diode Modules
AC Power Inverters
AC Induction Traction Motors
The alternator supplies three phase AC power for the

gate driver power converters and rectifier diode
modules. The rectifier diode modules convert the AC
power to DC power, then supply that DC power to
two AC power inverters via the DC link. Each AC
power inverter inverts the rectified DC voltage,
delivering variable voltage, variable frequency power
to each of the AC induction traction motors.
NOTE: Refer to Figure 2-1 for the following
description.
The two AC induction traction motors, each with its
own inverter, are connected in parallel across the
rectified output of the alternator. The inverters
change the rectified voltage back to AC by turning on
and off (chopping) the applied DC voltage.
The output AC voltage and frequency are controlled
to produce optimum slip and efficiency in the traction
motors. At low speeds, the rectified alternator output
(DC link or DC bus) voltage is chopped with patterns
called pulse width modulation (PWM) inverter
operation. At higher speeds, the DC link voltage is
applied to the traction motors using square wave
inverter operation. The voltage of the DC link is
dependent upon the Propulsion System Controller
(PSC) and engine RPM during propulsion. The DC
link voltage will vary between 600 and 1600 volts.
E02020 10/06
The alternator field is supplied from a tertiary winding

on the alternator and is controlled by a silicon
controlled rectifier (SCR) bridge. A starting boost
circuit initially energizes the alternator from the truck
batteries until the flux builds up enough to sustain
excitation.
Cooling air for the alternator, control cabinet and

traction motors is supplied by a dual in-line fan
assembly mounted on the rear of the alternator. This
blower provides cooling air to the traction motors,
propulsion inverters, dynamic retarding choppers,
and control system.
A resistor grid package is used to dissipate power

from the traction motors (operating as generators)
when in dynamic retarding mode. The total retard
power produced by the traction motors is controlled
by the two motor inverters. The amount of retard
power dissipated by the grid package is controlled by
an IGBT chopper circuit and stage-controlled
contactors.
The PSC, which is mounted in the main control

cabinet, determines the optimum engine operating
speeds based on what the operator requests,
propulsion system requirements, and efficient fuel
usage. Interfaces between the PSC and the truck
brake system allow the PSC to provide proper
retarding, braking and wheel slide control.
The PSC interfaces with the Truck Control Interface

(TCI), which is mounted in the same card rack as the
PSC. System status and control signals are
transmitted and received between these two
components to access real time data and event
information that is stored in the PSC. This data is
displayed on the Diagnostic Information Display
(DID) panel located in the cab behind the operator's
seat.
E2-3
FIGURE 2-1. PROPULSION SYSTEM DIAGRAM
E2-4
10/06 E02020
SYSTEM COMPONENTS
The ICP (Integrated Control Panel) consists of three
major components: the PSC (Propulsion System
Controller), the TCI (Truck Control Interface) and the
TMC (Traction Motor Controller).
Propulsion System Controller (PSC)
The PSC is the main controller for the AC drive
system. The ICP panel receives input signals from
speed sensors mounted on the alternator and
traction motors, voltage and current feedback signals
from various control devices, and status/command
inputs from the TCI. Using these inputs, the PSC
controls the two inverters, retarding circuits, relays,
contactors, and other external devices to provide the
following functions:
Propulsion and wheel slip control
Retarding and wheel slide control
Engine speed control
Event detection
Initialization of the necessary operating
restrictions, including the shut down of the truck if
a serious system fault (event) is detected. If the
fault is not serious, an indicator lamp alerting the
operator to the problem will illuminate. All event
data is recorded for future review by
The PSC contains the following internal, removable

printed circuit boards and two fiber optic boards:
System
CPU
Card:
Provides
serial
communications and control functions, RS232
communications to PTU, and microprocessor
controls for internal panel circuits.
Digital I/O Card: Receives digital inputs and
feedback information from various propulsion
and control system components. Digital outputs
drive propulsion system contactors, relays and
provide equipment enable commands.
System Analog I/O Card: Receives engine,
voltage and current signals for the main
alternator, link voltage and current, retard pedal
input, and retard lever input. Controls retard
effort, engine speed request, and AFSE firing
pulses.
Inverter 1 & 2 CPU and I/O Cards (2 ea.):
Receives motor speed signals, link voltage,
phase voltages, and phase currents for
microprocessor control for inverters 1 and 2.
Controls IGBT phase modules through the fiber
optic assembly. Phase module status is returned
via a separate fiber optic assembly.
Fiber Optic Assembly: Provides electrical
isolation for control and feedback signals for
phase modules and chopper modules.
Log event data

Store statistical data of the history of various
component and system function operations.
Communicate with the TCI to exchange
propulsion system status and control data (event
data, statistical data, etc.) and to receive required
truck systems status data.
Communicate with the TCI to exchange
propulsion Portable Test Unit (PTU) data
(propulsion real time, history, diagnostic, and
parameter data such as software code, etc.)
Drive the operator cab status and warning lamps.
E02020 10/06
E2-5
Truck Control Interface (TCI)

The TCI is the main interface between the truck
systems/devices and service personnel. This panel is
used in conjunction with the DID panel.
The TCI panel provides the following functions:
Communicates with the PSC to exchange
propulsion control system status and control data
and to provide the PSC with truck systems status
data.
Communicates with the DID panel to exchange
PSC and/or TCI diagnostic and parameter data.
Communicates with a PTU to exchange TCI
data.
Communicates with a Modular Mining Dispatch
System to exchange truck status data.
Monitors engine control system, payload
information, ambient and propulsion system
temperature, operator control inputs, etc.
The TCI contains the following internal, removable

printed circuit boards:
CPU Card: Provides high speed communications
to PSC and RS232 serial communication with the
PTU.
Analog I/O Card: Provides RS232 serial
communications with the DID and an optional
Modular Mining Dispatch System. Receives
signals for front wheel speed, motor cooling and
barometric air pressures, accelerator, retard
speed setting, payload, ambient and hydraulic oil
temperature, and engine cranking voltage.
Outputs drive the cab mounted temperature
gauges.
Digital I/O Card: Receives operator control,
engine and body-up signals. Provides engine
start controls and drives the cab mounted
indicator/warning lamps.
Controls the engine start sequence.

Provides signals to activate many of the cab
mounted warning lamps and gauges. Controls
the parking brake solenoid.
Processes the front wheel speed signals for the
PSC and speedometer.
E2-6
10/06 E02020
Diagnostic Information Display (DID) Panel
DID Panel Event Codes
The DID panel (Figure 2-2) is located in the cab

behind the operators seat. The display provides
service personnel with a means of communicating
with the TCI.
The tables on the following pages list the possible

event codes which may be displayed on the DID
panel when accessed. Table 1 describes restrictions
to operation of the propulsion and retarding systems
when a fault occurs for a particular code listed in
Tables 2, 3 and 4.
The panel has two display lines. Each line is 40

characters long. The top line is the message line
and is used by the TCI to inform service personnel of
the truck systems and components status.
The bottom display line provides information in

addition to the top line or relates to the keypad,
displaying possible selection options and display
functions. The keypad, located below the display
lines, is used by service personnel to direct the
activity of the TCI.
The display provides service and status information

on the various truck systems and the propulsion
system by displaying system status information or
fault codes, as well as a description of the system
status or a problem on the top display line.
Information on the second display line may change to
indicate which functions are available by pressing
keys [F1] through [F5].
Event codes numbered 000 through 099 are

applicable to the PSC and are listed in Table 2.
Codes numbered 100 through 199 are applicable to
Inverter 1, and codes numbered 200 through 299 are
applicable to Inverter 2. These are listed in Table 3.
Codes numbered 600 through 699 are applicable to
the TCI and are listed in Table 4. The codes listed in
the Tables are applicable to Release 21 software.
Table 1: Event Restrictions

RESTRICTION
DEFINITION
No Power
NO RETARD (red) light illuminates.

No retarding allowed.
No propulsion allowed.
No power on the link.
No Propel
NO PROPEL (red) light illuminates.

No propulsion allowed.
Retarding allowed.
Link power allowed.
Speed Limit
PROPEL SYSTEM
CAUTION<170> (amber) light
illuminates.
Propel, retard and DC link power
still allowed.
Speed limited to 10 MPH (16 KPH).
INV1 Disable
Prohibits system from enabling

inverter #1 drive signal.
INV2 Disable
Prohibits system from enabling

inverter #2 drive signal.
Engine Speed/
RP1
Raises engine speed to account for

a possible stuck RP contactor.
Closes RP1.
SYS Event
No restrictions. Event is for

information purposes only.
The DID panel can also be used to perform the selfload test.
FIGURE 2-2. DIAGNOSTIC INFORMATION

DISPLAY
E02020 10/06
E2-7
Table 2: DID PANEL FAULT CODES

(Codes Received from PSC)
EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
000
NO FAULT
002
GROUND FAULT
No power
A ground fault has been detected:

For voltage < 1000 V, detection threshold is 166 mA
For voltage >= 1000 V, detection threshold ramps from
166 mA at 1000 V down to approximately 70 mA at
approximately 1500 V.
003
FAILED DIODE
No power
Failed diode(s) in main rectifier
004
GFCO OPEN and not in REST
005
DRIVE SYSTEM OVERTEMP

:01
auxiliary phase control
:02
auxiliary inverter
:03
afse
:04
alternator
:05
left stator
:06
left rotor
:07
right stator
:08
right rotor
No power
Lost communication with both inverters
DC LINK OVERVOLTAGE
No power
DC link voltage exceeds limit for a sufficient time.
:11
left IGBT module
:12
left diode
:13
right IGBT module
:14
right diode
:15
rectifier diode
:01
not in retard
:02
in retard
Occurs while in retard, exceeds retard voltage limit
:03
instantaneous
Occurs instantaneously in propel or retard, exceeds link

voltage limit
ALT FIELD OVERCURRENT
Alternator field current exceeds limit.
Occurs while not in retard, exceeds propel voltage limit
:01
normal
:02
instantaneous
Exceeds current limit with no persistence
:03
persistent
With persistence due to low engine speed
011
No power
Exceeds current limit over time
RETARD LEVER BAD

:01
voltage too high
:02
voltage too low
:01
voltage too high
012
None
Incorrect input from retard lever
None
Incorrect input from retard pedal
RETARD PEDAL BAD
:02
E2-8
BOTH INVERTERS COMMUNICATION FAILED
chopper IGBT
chopper diode
009
013
GF Cutout Switch is open with the system not in REST.
Temperature exceeds a limit for a sufficient time.
:10
008
None
Displayed when all faults have been reset
No Propel
:09
006
None
DETECTION
INFORMATION
voltage too low

LINKV TEST FAILED
No power
Incorrect link volts
10/06 E02020

EVENT
NUMBER
014
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
ANALOG SENSOR FAULT

:01
alt field amps
:02
link amps
:03
load box amps
:04
3 phase alt volts
:05
alt field volts
:10
PSC link volts
:11
inv1 link volts
:12
inv2 link volts
:13
A2D ground
:14
A2D gain
:15
fault current
:16
ATOC
:21
grid blower 1 amps
:22
grid blower 2 amps
015
Speed limit
ANALOG SENSOR FAULT (restrictive)

:02
016
Speed limit
link amps
Incorrect input from a sensor
Incorrect input from a sensor

Problem has occurred in the system CPU card.
PSC CPU CARD (FB147)

:01
task_1
:02
task_2
:03
task_3
:04
task_4
:05
task_5
:06
task_6
:07
maintenance task
:09
flash CRC
Flash CRC computation did not match expected value.
:10
BRAM CRC
CRC on BRAM does not match expected value.
:11
excess timeouts
On power up, excessive timeouts occurred.
:12
invalid pointers (data pack corrupted)
On power up, the status of data in BBRAM is invalid.
Failed to initialize
No power
017
DIGITAL I/O CARD FAULT (FB104)
018
ANALOG I/O CARD FAULT (FB173)

:01
analog card no response
:02
analog card timeout
No power
System CPU cannot communicate with digital I/O card.

System CPU cannot communicate with analog I/O card.
No power
Card missing
Read timeout
019
RIDING RETARD PEDAL
SYS Event
Brake pedal applied while truck speed is >5 mph
020
LO SPEED HI TORQUE TIMEOUT
No propel
Torque limit exceeded
E02020 10/06
E2-9

EVENT
NUMBER
021
EVENT
DESCRIPTION
EVENT
RESTRICTION
TCI COMM. FAULT

:01
Message missing
:02
Bad tick
:03
Bad CRC
:04
Overflow
:05
Bad start
:06
Bad stop
PSC received no serial data from TCI over period of time.
No propel
022
PERSISTENT TCI COMM FAULT
023
TERTIARY OVERCURRENT
024
DETECTION
INFORMATION
No power
No serial data received from TCI and truck is stopped for

10 seconds.
No propel
Current in alternator field tertiary winding exceeds limit

over time.
PSC CONFIG FILE INCORRECT
Incorrect or missing PSC configuration file
:01
no file
No configuration file selected
:02
bad CRC
:03
wrong version
Wrong configuration file version
:04
overspeeds incorrect
Incorrect overspeed values
AUX INVERTER FAULT
Auxiliary blower system fault
025
:01
not ok or no speed feedback
:02
numerous shutdowns
026
No power
No power
Auxiliary speed feedback indicates no or incorrect blower

speed.
Auxiliary OK goes low twice when speed command is
greater than running speed.
CAPACITOR OVERPRESSURE
No power
Excessive filter cap pressure
:01
INV1
No power
INV1 capacitor
:02
INV2
No power
027
PSC PANEL CONNECTOR

:01
CNFB
:02
CNI/CNX (3500 HP, 150 TON)
:03
030
No power
Aux blower connector

GF CONTACTOR
031
INV2 capacitor
A panel connector B, C, or D is not properly connected.
Speed limit
GF command/feedback don't agree.
BATTERY BOOST CIRCUIT

:01
GFR failed to open
:02
GFR failed to close
:03
SCR3 failed
032
Speed limit
GFR command/ feedback don't agree.
RP CONTACTOR
:01
RP1
:02
RP2
:03
RP3
033
RETARD CIRCUIT
035
ESS INPUT
E2-10
Speed limit & engine

RP command/ feedback don't agree.
speed/RP

speed/RP
Speed limit
Engine speed sensor is out of range.
10/06 E02020

EVENT
NUMBER
036
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
GY19 GRID BLOWER FAILURE

:01
blower 1 stall
:02
blower 2 stall
:03
blower 1 open
:04
blower 2 open
:05
blower 1 & 2 delta too large
037
No power
A grid blower has failed.
COMPUTER POWER SUPPLY

:01
VOLTS 5 POS
:02
VOLTS 15 POS
:03
VOLTS 15 NEG
+5V power supply is out of limits.

Speed limit

-15V power supply is out of limits.
040
VOLTS 24 POS
041
VOLTS 24 NEG
-24V power supply is out of limits.
042
DIRECTION SELECTED IN LOAD BOX MODE
No propel
Selector switch moved to FORWARD or REVERSE

during self load.
043
DRIVE SYSTEM BATTERY LOW
Speed limit
Battery volts are below limit.
044
DRIVE SYSTEM BATTERY HIGH
None
Battery volts are above limit.
045
CHOPPER OPEN CIRCUIT

:01
chopper 1
:02
chopper 2
Open circuit in a chopper

Speed limit
Open circuit in chopper 2
046
RETARD SHORT CIRCUIT
047
ENGINE STALL
No power
048
SHORTED DC LINK
No power
051
TACH LEFT REAR

:01
Open circuit in chopper 1
Failure during chopper self test. Link voltage decayed too

quickly when AFSE command set low, prior to starting
speed
test.
An engine stall condition has occurred.
DC link short detected at startup.
Input from M1 sensor is out of tolerance.
zero output with truck moving

INV1 disable
Zero output from sensor with front wheels moving, brake

released.
:02
high output with truck stopped

TACH RIGHT REAR
Input from M2 sensor is out of tolerance.
:01
Zero output from sensor with front wheels moving, brake

released.
:02
High output from sensor with all other wheel speeds at

zero.
TACH LEFT FRONT
Input from left front wheel sensor is out of tolerance.
052

zero.
INV2 disable
053
:01

SYS Event
Zero output from sensor with rear wheels moving, brake

released.
:02

TACH RIGHT FRONT
Input from right front wheel sensor is out of tolerance.
:01
Zero output from sensor with rear wheels moving, brake

released.
:02
054

zero.
SYS Event
E02020 10/06

zero.
E2-11

EVENT
NUMBER
055
EVENT
DESCRIPTION
FRONT WHEEL TACHS
056
EVENT
RESTRICTION
SYS Event
INVERTER SW VERSION
:01
Inverter # 1
:02
Inverter # 2
061
Incorrect version of Inverter Software is installed.

SYS Event
MOTOR OVERSPEED
063
DETECTION
INFORMATION
SYS Event
Truck is over the motor overspeed limit.
ENGINE LOAD SIGNAL

:01
below minimum
:02
above maximum
Engine load out of range.

SYS Event
:03
PWM signal failed low.
:04
PWM signal failed high.
:05
PWM signal failed incorrect period.
065
TEMP INPUT RANGE CHECK
An analog input is outside the design range of valid

values.
:01
aux pc temp sensor
Auxiliary phase controller temperature sensor
:02
aux inv temp sensor
Auxiliary inverter temperature sensor
:03
afse temp sensor
AFSE temperature sensor
:04
alternator temp
:05
left stator temp
:06
left rotor temp
:07
right stator temp
:08
right rotor temp
:09
chopper IGBT temp
:10
chopper diode temp
:11
left IGBT module temp
:12
left diode temp
:13
right IGBT module temp
:14
right diode temp
:15
rectifier diode temp
070
Speed limit
Temperature is out of range.
LINK CAPACITANCE LEVEL LOW
SYS Event
071
LINK CAPACITANCE LEVEL TOO LOW
Speed Limit
Link capacitance level is too low.
072
GROUND FAULT CIRCUIT
Speed Limit
Ground fault detection circuit
074
Link capacitance level is low, but OK.
INV1 COMM FAILED

:01
No communication Inverter #1
:02
Inverter #1 customer option bit
075
INV1 Disable
INV2 COMM FAILED

:01
No communication Inverter #2
:02
Inverter #2 customer option bit
E2-12
INV2 Disable
10/06 E02020

EVENT
NUMBER
076
EVENT
DESCRIPTION
EVENT
RESTRICTION
FB173 CARD
:01
speed FPGA DL
:02
speed FPGA run
:03
ALT FPGA DL
:04
Microcontroller
:05
slow task
:06
med task
:07
fast task
:08
FD task
:09
Alternator 3 phase volts bad
:10
alt FPGA timeout
FB173 card failure
No power
077
INVERTER FAILED VI TEST
078
Inverter Background Communication Failure
084
CONTROL POWER SWITCH OFF
085
DETECTION
INFORMATION
No power
Inverter failed during test.
Sys Event
A failure in the inverter background communication was

detected.
SYS Event
Control power switch is turned off while truck is moving.
AUX COOLING
A fault has occurred in the auxiliary blower operation.
:02
aux rpmfb input
Rpm of Aux Blower out of range.
:03
aux rpm feedback
:04
abnormal shutdown
SYS Event
Rpm feedback does not match rpm command.

A fault occurred during shutdown
087
HP LOW
SYS Event
Horsepower adjust is at negative limit for 30 seconds.
088
HP LIMIT
SYS Event
Horsepower limit exceeded while in propulsion.
089
ENGINE SPEED DOES NOT MATCH

COMMAND
SYS Event
Engine speed feedback does not match commanded

speed.
:02
091
RPM does not match command

INVERTER 1 CUTOUT
SYS Event
092
INVERTER 2 CUTOUT
SYS Event
094
ILLEGAL LIMP REQUEST
SYS Event
A limp mode request is received while truck is moving.
095
BAD BRAM BATTERY
SYS Event
BRAM battery voltage is low.
096
UNEXPECTED PSC CPU RESET
SYS Event
PSC CPU reset without request.
098
DATA STORE
SYS Event
PTU data store command
E02020 10/06
E2-13

(Codes Received from Inverter 1 & 2)
EVENT
NUMBER
100/200
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
INVERTER CPU CARD (FB172)

:23
pat fail out 100
Pattern had bad A, B, C output 100%.
:29
no extvi TIC
Extrapolation interrupt not running
:30
no vector TIC
Vector interrupt not running
:31
no I TIC TIC
I TIC interrupt not running
:32
NMI occurred
Non-maskable interrupt occurred.
:34
no background TIC
:35
PGA not programmed
INV1 (INV2) off
Background not running

PGA could not be programmed.
:38
PGA init failed
PGA initialization failed.
:39
PGA DP failed
PGA D/P did not initialize.
:40
par not found
Parameter not found
:41
multiple par
Parameter multiply defined
:48
no cam TIC
Cam ISR not running
:49
no peak samp TIC
Peak sample ISR not running
101/201
INVERTER CPU CARD (NR)

:01
Aup cmd not off
Phase A up command not off
:02
Adn cmd not off
Phase A down command not off
:03
Bup cmd not off
Phase B up command not off
:04
Bdn cmd not off
Phase B down command not off
:05
Cup cmd not off
Phase C up command not off
:06
Cdn cmd not off
Phase C down command not off
:07
Aup cmd not on
Phase A up command not on

INV1 (INV2) off
:08
Adn cmd not on
:09
Bup cmd not on
Phase B up command not on
:10
Bdn cmd not on
Phase B down command not on
:11
Cup cmd not on
Phase C up command not on
:12
Cdn cmd not on
Phase C down command not on
:13
no chopper TIC1
Chopper 1 interrupt not running
:14
no chopper TIC2
Chopper 2 interrupt not running
:16
inv CPU reset
Inverter CPU was reset.
E2-14
Phase A down command not on
10/06 E02020

EVENT
NUMBER
102/202
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
INV I/O CARD (FB172)

:05
gnd not ok
Logic ground not OK
:08
no IO card
Could not access I/O card
:09
eoc not working
A/D conversion did not work.
:10
DB no brake
DB on too long while not braking
:11
ptf A signal
:12
ptf B signal
:13
ptf C signal
Phase C overcurrent signal too long
:14
IC zero not ok
Current IC not zero at start up
:15
IC not ok
C phase current too high
:16
ptl not ok
Protective turn off circuit not OK
cur measure not ok
Phase A and B currents do not match.
:17
103/203
INV1 (INV2) off
Phase A overcurrent signal too long

Phase B overcurrent signal too long
INV I/O CARD (NR)

:01
chop 1 cmd not off
Chopper 1 command not off
:02
chop 2 cmd not off
Chopper 2 command not off
:03
chop 1 cmd not on
Chopper 1 command not on
:04
chop 2 cmd not on
Chopper 2 command not on
:05
volt scale A flt
Scale A volts out of range 70%, 100%
:06
volt scale B flt
Scale B volts out of range 70%, 100%
:07
link V scale flt
Link V scale out of range 70%, 100%
:08
current scale A flt
Scale A current out of range 70%, 100%
:09
current scale B flt
Scale B current out of range 70%, 100%
:10
input V scale fit
Input V scale out of range 70%, 100%
:11
V test VCO high
:12
V test VCO low
High frequency on VCO Vtest channel
:13
IA VCO hi
High frequency on IA channel
:14
IB VCO hi
High frequency on IB channel
:15
link V VCO hi
High frequency on VCO link filter V channel
:16
infilV VCO hi
High frequency on VCO in filter V channel
:17
IA too high
IA current too positive
None
Low frequency on VCO Vtest channel
:18
IA too low
IA current too negative
:19
IB too high
IB current too positive
:20
IB too low
IB current too negative
:21
link V too hi
Link voltage too positive
:22
infilV too hi
Input filter voltage too positive
:23
DB chop VCO hi
High frequency on VCO DB chopper channel
E02020 10/06
E2-15

EVENT
NUMBER
103/203
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
INV I/O CARD (NR)

:24
DB chopV too hi
DB chopper voltage too positive
:25
VA VCO hi
High frequency on VCO VA channel
:26
VB VCO hi
:27
VC VCO hi
:28
VA volts too hi
VA voltage too positive
:29
VB volts too hi
VB voltage too positive
:30
volt scale C flt
Scale C volts out of range 70%, 120%
:31
VC volts too hi
VC voltage too positive
:01
fo ps low
104/204
High frequency on VCO VB channel

None
High frequency on VCO VC channel
FIBER OPTIC CARD

INV1 (INV2) off
Fiber optic power supply monitor
:02
fo card disable
:03
fo card enable
:01
P5V not ok
:02
P15V not ok
:03
N15V not ok
:06
P24V not ok
+24 volt not in tolerance
:07
N24V not ok
-24 volt not in tolerance
105/205
Fiber optic card disabled

Fiber optic card enabled and no dir
POWER SUPPLY CARD
106/206

INV1 (INV2) off

-15 volt not in tolerance
DC WIRING
:01
:02
107/207
DC pwr conn open
INV1 (INV2) off
link V phase V mismatch
DC power connection is open.

Link and phase voltage are mismatched.
GDPS FAILURE
:01
gate dr ps off
:02
gate dr ps off S
:03
multiple IGBT not off S
:01
linkV sensor flt
:01
Vfil not ok
109/209
LINK VOLTS SENSOR
111/211
INPUT VOLTS SENSOR
E2-16
SYS Event
INV1 (INV2) off
No power to gate drive power supply or it failed

No power to gate drive power supply or it failed with
enable/DC volts
Multiple IGBTs not off with enable/DC volts
INV1 (INV2) off
INV1 (INV2) off
Link voltage sensor failed
Filter voltage outside limits
10/06 E02020

EVENT
NUMBER
113/213
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
INVERTER, GENERAL
:01
Aup cur hi
Phase A current out too high
:02
Adn cur hi
Phase A current in too high
:03
Bup cur hi
Phase B current out too high
:04
Bdn cur hi
Phase B current in too high
:05
Cup cur hi
Phase C current out too high
:06
Cdn cur hi
Phase B current in too high
:07
Aup cur lo
Phase A current out too low
:08
Adn cur lo
Phase A current in too low
:09
Bup cur lo
Phase B current out too low
:10
Bdn cur lo
Phase B current in too low
:11
Cup cur lo
Phase C current out too low
:12
Cdn cur lo
Phase C current in too low
:13
A zero cur hi
Phase A current out not zero
:15
B zero cur hi
Phase B current out not zero
:17
A volt hi Adn
Phase A volt too high while phase A down on
:18
A volt lo Aup
Phase A volt too low while phase A up on
:19
A volt hi Bdn
Phase A volt too high while phase B down on
:20
A volt lo Bup
Phase A volt too low while phase B up on
:21
A volt hi Cdn
:22
A volt lo Cup
Phase A volt too high while phase C down on

INV1 (INV2) off
Phase A volt too low while phase C up on
:23
B volt hi Adn
Phase B volt too high while phase A down on
:24
B volt lo Aup
Phase B volt too low while phase A up on
:25
B volt hi Bdn
Phase B volt too high while phase B down on
:26
B volt lo Bup
Phase B volt too low while phase B up on
:27
B volt hi Cdn
Phase B volt too high while phase C down on
:28
B volt lo Cup
Phase B volt too low while phase C up on
:29
C volt hi Adn
Phase C volt too high while phase A down on
:30
C volt lo Aup
Phase C volt too low while phase A up on
:31
C volt hi Bdn
Phase C volt too high while phase B down on
:32
C volt lo Bup
Phase C volt too low while phase B up on
:33
C volt hi Cdn
Phase C volt too high while phase C down on
:34
C volt lo Cup
Phase C volt too low while phase C up on
:35
Aup fault cur
Phase A fault current when phase A up on
:36
Adn fault cur
Phase A fault current when phase A down on
:37
Bup fault cur
Phase B fault current when phase B up on
:38
Bdn fault cur
Phase B fault current when phase B down on
:39
Cup fault cur
Phase C fault current when phase C up on
:40
Cdn fault cur
Phase C fault current when phase C down on
:48
A volt hi off
Phase A voltage high with all IGBTs off
:49
A volt lo off
Phase A voltage low with all IGBTs off
E02020 10/06
E2-17

EVENT
NUMBER
113/213
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
INVERTER, GENERAL
:50
B volt hi off
Phase B voltage high with all IGBTs off
:51
B volt lo off
Phase B voltage high with all IGBTs off
:52
C volt hi off
Phase C voltage high with all IGBTs off
:53
C volt lo off
Phase C voltage high with all IGBTs off
:54
phase short pos
Possible phase to DC+ short
:55
phase short neg
Possible phase to DC- short
:60
linkV too hi PTL
Link volts above PTL
:70
Aph neg I low
Phase A negative current low (unbalance)
:71
Bph neg I low
:72
Cph neg I low
Phase B negative current low (unbalance)
:73
Aph neg I hi
Phase A negative current high (unbalance)
:74
Bph neg I hi
Phase B negative current high (unbalance)
:75
Cph neg I hi
Phase C negative current high (unbalance)
:76
Aph pos I low
Phase A positive current low (unbalance)
:77
Bph pos I low
Phase B positive current low (unbalance)
:78
Cph pos I low
Phase C positive current low (unbalance)
:79
Aph pos I hi
Phase A positive current high (unbalance)
:80
Bph pos I hi
Phase B positive current high (unbalance)
INV1 (INV2) off
Phase C negative current low (unbalance)
:81
Cph pos I hi
Phase C positive current high (unbalance)
:82
no current w run
No current while running
:22
IA VCO lo
:24
IB VCO lo
Low frequency on IB channel
:26
linkV VCO lo
Low frequency on VCO link filter V channel
:28
infilV VCO lo
Low frequency on VCO in filter V channel
:38
LinkV too lo
Link voltage too negative
:40
infilV too lo
:46
DB chop VCO lo
:48
DB chopV too lo
DB chopper voltage too negative
:50
VA VCO lo
Low frequency on VCO VA channel
:52
VB VCO lo
Low frequency on VCO VB channel
:54
VC VCO lo
Low frequency on VCO VC channel
114/214
INVERTER, GENERAL (NR)

Low frequency on IA channel
Input filter voltage too positive

None
Low frequency on VCO DB chopper channel
:56
VA volts too lo
VA voltage too negative
:58
VB volts too lo
VB voltage too negative
:61
VC volts too lo
VC voltage too negative
E2-18
10/06 E02020

EVENT
NUMBER
119/219
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
INVERTER, PHASE A:01
alarm AN
Phase A negative IGBT did not turn off.
:02
Adn fb not off
Phase A down feedback is not off.
:03
phase A modl neg
:04
hold AN
:05
Adn fb not on
:06
Adn IGBT not on
Phase A negative IGBT did not turn on.
:07
IGBT_PS_AN
IGBT protective shutoff
:02
Adn temp short
120/220
Phase A negative module failed.

INV1 (INV2) off
Phase A positive and negative IGBTs are on (negative

turn on).
Phase A down feedback is not on.
INVERTER, PHASE A- (NR)
:03
Adn temp open
:04
Adn temp warm
Phase A down thermistor short

None
Phase A down thermistor open

Phase A down thermistor warm
:05
Adn temp hot
Phase A down thermistor hot
:06
Adn fb not off S
Phase A down not off with enable/DC volts
:01
I sensor ph A
:02
IA zero not ok
:03
IA not ok
121/221
INVERTER, PHASE A CURR

Phase A current sensor failed.
INV1 (INV2) off
Current IA not zero at startup

Phase A current too high
:04
I snsr ph A open
Phase A current sensor open
:05
I snsr ph A short
Phase A current sensor short
:01
V sensor phase A
:02
VA not ok
123/223
INVERTER, PHASE A VOLTS
125/225
INV1 (INV2) off
Phase A voltage sensor failed.

Phase A voltage too high
INVERTER, PHASE B+/B:01
alarm B
:02
PTF B
:03
IGBT_SAT_BP
IGBT saturated
:04
IGBT_SAT_BP
IGBT saturated
:01
alarm BP
:02
Bup fb not off
Phase B up feedback is not off.
:03
phase B modl pos
Phase B positive module failed.
:04
hold BP
126/226
Phase B IGBT did not turn off

INV1 (INV2) off
Overcurrent on phase B
INVERTER, PHASE B+
Phase B IGBT did not turn off.
INV1 (INV2) off
Phase B positive and negative IGBTs are on (positive

turn on).
:05
Bup fb not on
Phase B feedback is not on.
:06
Bup IGBT not on
Phase B positive IGBT did not turn on.
E02020 10/06
E2-19

EVENT
NUMBER
127/227
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
INVERTER, PHASE B+
:02
Bup temp short
Phase B up thermistor short
:03
Bup temp open
Phase B up thermistor open
:04
Bup temp warm
:05
Bup temp hot
Phase B up thermistor hot
:06
Bup fb not off S
Phase B up not off with enable/DC volts
128/228
None
Phase B up thermistor warm
INVERTER, PHASE B:01
alarm BN
Phase B negative IGBT did not turn off.
:02
Bdn fb not off
Phase B down feedback is not off.
:03
phase B modl neg
:04
hold BN
:05
Bdn fb not on
:06
Bdn IGBT not on
Phase B negative IGBT did not turn on.
:07
IGBT_PS_BN
:02
Bdn temp short
129/229
Phase B negative module failed.

INV1 (INV2) off
Phase B positive and negative IGBTs are on (negative

turn on).
Phase B down feedback is not on.
INVERTER, PHASE B- (NR)
:03
Bdn temp open
:04
Bdn temp warm
Phase B down thermistor short

None
Phase B down thermistor open

Phase B down thermistor warm
:05
Bdn temp hot
Phase B down thermistor hot
:06
Bdn fb not off S
Phase B down not off with enable/DC volts
:01
I sensor ph B
:02
IB zero not ok
:03
IB not ok
130/230
INVERTER, PHASE B CURR

Phase B current sensor failed.
INV1 (INV2) off
Current IB not zero at startup

Phase B current too high
:04
I snsr ph B open
Phase B current sensor open
:05
I sensr ph B short
Phase B current sensor short
:01
V sensor phase B
:02
VB not ok
132/232
INVERTER, PHASE B VOLTS
134/234
INV1 (INV2) off
Phase B voltage sensor failed.

Phase B voltage too high
INVERTER, PHASE C+/C:01
alarm C
:02
PTF C
:04
IGBT_SAT_CP
IGBT saturated
:05
IGBT_SAT_CN
IGBT saturated
E2-20
Phase C IGBT did not turn off.

INV1 (INV2) off
Overcurrent on phase C
10/06 E02020

EVENT
NUMBER
135/235
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
INVERTER, PHASE C+/C:01
alarm CP
Phase C positive IGBT did not turn off.
:02
Cup fb not off
Phase C up feedback is not off.
:03
phase C modl pos
:04
hold CP
:05
Cup fb not on
:06
Cup IGBT not on
Phase C positive IGBT did not turn on.
:07
IGBT_PS_CP
:02
Cup temp short
136/236
Phase C positive module failed.

INV1 (INV2) off
Phase C positive and negative IGBTs are on (positive

turn on).
Phase C up feedback is not on.
INVERTER, PHASE C+
:03
Cup temp open
:04
Cup temp warm
Phase C up thermistor short

None
Phase C up thermistor open

Phase C up thermistor warm
:05
Cup temp hot
Phase C up thermistor hot
:06
Cup fb not off S
Phase C up not off with enable/DC volts
:01
alarm CN
:02
Cdn fb not off
Phase C down feedback is not off.
:03
phase C modl neg
Phase C negative module failed.
:04
hold CN
:05
Cdn fb not on
Phase C down feedback is not on.
:06
Cdn IGBT not on
Phase C negative IGBT did not turn on.
:07
IGBT_PS_CN
137/237
INVERTER, PHASE C-
138/238
Phase C negative IGBT did not turn off.
INV1 (INV2) off
Phase C positive and negative IGBTs are on (negative

turn on).
INVERTER, PHASE C- (NR)

:02
Cdn temp short
Phase C down thermistor short
:03
Cdn temp open
Phase C down thermistor open
:04
Cdn temp warm
:05
Cdn temp hot
Phase C down thermistor hot
:06
Cdn fb not off S
Phase C down not off with enable/DC volts
141/241
None
Phase C down thermistor warm
INVERTER, PHASE C VOLTS

:01
V sensor phase C
:02
VC not ok
143/243
INV1 (INV2) off
Phase C voltage sensor failed.

Phase C voltage too high
INVERTER, TACH 1 (NR)

:01
tach1 rate hi
:02
tach1 no input
:03
TACH_INTERMIT
144/244

:01
tach1 one channel
:01
tach2 high rate
:02
tach2 no input
145/245
INV1 (INV2) off
None
Tach 1 high rate of change

Tach 1 no frequency input
Tach 1 single channel operation
INVERTER, TACH 2
E02020 10/06
None
Tach 2 high rate of change

Tach 2 no frequency input
E2-21

EVENT
NUMBER
146/246
EVENT
DESCRIPTION
:01
148/248
EVENT
RESTRICTION
None
tach2 one channel
DETECTION
INFORMATION
Tach 2 single channel operation
INVERTER, CHOPPER 1 (NR)

:01
chop1 fb not off
Chopper 1 feedback is not off.
:02
chop1 fb not on
Chopper 1 feedback is not on.
:03
chopA temp short
:04
chopA temp open
:05
chopA temp warm
ChopA thermistor warm
:06
chopA temp hot
ChopA thermistor hot
:07
DB1 fb not off S
Chopper 1 not off with DC volts
150/250
None
ChopA thermistor short

ChopA thermistor open
INVERTER, CHOPPER 2 (NR)

:01
chop2 fb not off
Chopper 2 feedback is not off.
:02
chop2 fb not on
Chopper 2 feedback is not on.
:03
chop B temp short
:04
chop B temp open
:05
chop B temp warm
Chop B thermistor warm
:06
chop B temp hot
Chop B thermistor hot
:07
DB2 fb not off S
Chopper 2 not off with DC volts
151/251
None
MISCELLANEOUS
:01
153/253
INV1 (INV2) off
tach differential
Chop B thermistor short

Chop B thermistor open
Too much speed difference
INVERTER, MOTOR
:01
motor open
:02
motor short
:01
rotor temp hi
:02
stator temp hi
154/254
INV1 (INV2) off
Motor connection open

Motor connection short
INVERTER MOTOR FAULTS (NR)
155/255
INVERTER, SECOND LOAD

:01
second load open
None
Motor stator temperature is high.

None
175/275
INV 1 GENERIC EVENT
None
176/276
INV 1 GENERIC EVENT
INV1 (INV2) off
E2-22
Motor rotor temperature is high.
Second load connection open

Inverter shutdown with no event code
10/06 E02020

(Codes Received from TCI)
EVENT
NUMBER
601
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
TCI FB144 CPU CARD

:01
10ms task failed to init
:02
:03
:04
:05
:06
flt manager task
:07
flash CRC
:09
main task failed to init
:10
excess timeouts
:11
BBRAM bad
:12
TCI CPU card problem
No propel
Flash CRC computation did not match expected value.

Upon power-up, excessive bus timeouts occurred.
BBRAM CRC
CRC on BBRAM did not match expected value.
602
FB104 DIGITAL I/O CARD FAULT
603
FB160 ANALOG I/O CARD FAULT
604
No propel
Internal TCI self-test detected a digital I/O card problem.
No propel
Internal TCI self-test detected an analog I/O card

problem.
Speed limit
Lost RS422 communication with PSC.
PSC FAULT
:01
missing message
:02
bad tick
:03
bad CRC
:04
FIFO overflow
:05
bad start bit
:06
bad stop bit
605
AUX BLOWER COMM. FAULT
None
Lost RS422 communication with auxiliary blower

controller while auxiliary blower is in failure mode and
DC link is not energized.
607
POSITIVE 5 VOLTS
Speed limit
+5V power supply out of limits
608
POSITIVE 15 VOLTS
Speed limit
+15V power supply out of limits
609
NEGATIVE 15 VOLTS
Speed limit
-15V power supply out of limits
610
POT REFERENCE
Speed limit
Pot reference (10.8V) out of limits
611
FREQUENCY INPUT
:01
left front wheel speed
:02
right front wheel speed
613
Left front wheel sensor out of range

Right front wheel sensor out of range
ANALOG INPUT
:01
A2D gnd
:02
A2D gainchk
614
616
Front wheel speed input out of range

None
Speed limit
BATTERY SEPARATE CONTACTOR

FAILURE
:01
Battery Separate Failure
:02
crank batt > cntrl batt
:03
cntrl batt > crank batt

DIRECTION MISMATCH
E02020 10/06
Signal is outside the design range of valid values.
Signal is outside the design range of valid values.

SYS Event
Voltage difference greater than 3V
No propel
Simultaneous FORWARD and REVERSE commands

were received.
E2-23

EVENT
NUMBER
617
EVENT
DESCRIPTION
EVENT
RESTRICTION
ENGINE START REQUEST DENIED

:01
engine warn while cranking

SYS Event
:02
engine kill while cranking

ENGINE WARNING RECEIVED
620
ENGINE KILL WHILE VEHICLE MOVING
622
Engine warning occurs after engine crank command is

given.
Engine kill input occurs while engine crank command is
active.
619
No propel
Engine controller sends caution signal, rpm above low

idle.
No propel
Engine shutdown switch is activated while truck is

moving.
PARK BRAKE FAULT
Error in parking brake operation has occurred.
:01
command/response failure
Park brake command and feedback don't agree.
:02
set above maximum speed
Parking brake set feedback is received while truck is

moving.
HYDRAULIC BRAKE FLUID
Hydraulic brake oil temperature has exceeded the limit.
623
:01
No propel
tank
:02
left front outlet
:03
right front outlet
:04
left rear outlet
:05
right rear outlet
SYS Event
624
BODY UP AND PAYLOAD INDICATION
625
Extended Battery Reconnect Time
628
CONNECTED BATTERY VOLTS

:01
control battery low
:02
control battery high
Speed Limit
Full payload and body up signal are received at the

same time.
None
Excessive time since battery separate and battery

reconnection
One of the connected batteries' volts are incorrect with
engine speed above low idle.
Control battery voltage below minimum limit (20)
SYS Event
Control battery voltage above maximum limit (32)
:03
crank battery low
Cranking battery voltage below minimum limit (20)
:04
crank battery high
Cranking battery voltage above maximum limit (32)
:01
low
:02
high
Voltage is above maximum operational limit.
MOTOR BLOWER PRESSURE
Motor inlet and outlet pressure signal is outside

operational limits.
629
BAROMETRIC PRESSURE SIGNAL
630
:01
low voltage
:03
high voltage
:04
sensor reversed
:02
Voltage is below minimum operational limit.
No voltage signal feedback

Speed Limit
Voltage feedback is below minimum operational limit.

AMBIENT TEMPERATURE
632
Barometric pressure signal is outside operational limits.

SYS Event
no cooling air
:02
631
E2-24
DETECTION
INFORMATION
SYS Event
high
Ambient temperature signal is outside operational limits.

TCI CONFIGURATION DATA
No propel
Problem with TCI configuration file
:01
no file loaded
No propel
No configuration file is loaded.
:02
bad CRC
No propel
:03
version incorrect
No propel
Wrong version of file is loaded.
10/06 E02020

EVENT
NUMBER
633
EVENT
DESCRIPTION
BBRAM CORRUPTED
SYS Event
634
TRUCK OVERLOADED - RESTRICTIVE
635
TRUCK OVERLOADED - NON-RESTRICTIVE
636
EVENT
RESTRICTION
DETECTION
INFORMATION
Battery backed RAM has failed.
NO PROPEL
The over-payload signal is on, operation restricted.
SYS Event
The over-payload signal is on, propulsion allowed.
AUX INVERTER
An auxiliary blower control failure has occurred.
:01
buss volts low
Low DC bus was detected during powerup.
:02
buss volts high
High DC bus was detected during powerup.
:03
overcurrent
Overcurrent condition was detected during operation.
:04
battery loss
Loss of blower control battery voltage has occurred.
:05
high dc buss when running
High DC bus voltage was detected during operation.
:06
high dc buss after pc powerup
High DC bus voltage was detected after phase controller

powerup.
:07
Low dc buss after pc powerup
SYS Event
Low DC bus voltage was detected after phase controller

powerup.
:08
high dc buss when running
High DC bus voltage was detected during operation.
:09
overcurrent after pc powerup, current overload
Overcurrent condition was detected after phase

controller power up.
:10
current overload
Sustained current overload exists.
:11
low dc buss overcurrent
Overcurrent due to low DC bus voltage
:12
low dc buss current overload
Sustained current overload due to low DC bus voltage
:13
gate drive trip
IGBT protection circuit detected an overload.
:14
no input voltage
Zero input voltage was detected.
638
ENGINE CRANKING TIMEOUT
639
ENGINE START REQUEST WHILE RUNNING
640
ACCEL PEDAL TOO HIGH
641
ACCEL PEDAL TOO LOW
SYS Event
Accelerator pedal voltage is low.
696
UNEXPECTED TCI CPU RESET
SYS Event
TCI CPU reset without request.
698
DATA STORE
SYS Event
A data snapshot has been manually initiated.
E02020 10/06
SYS Event
Engine is cranking longer than allowed.
SYS Event
Engine start request signal occured while engine RPM

greater than 600 RPM, and longer than 3 seconds.
No Propel
Accelerator pedal voltage is high.
E2-25
PSC SOFTWARE FUNCTIONS

The operation of the AC drive system is regulated by
a software program which resides in the propulsion
system control panel's memory. The software
program also contains instructions to test and fault
isolate the system.
This section describes the PSC software program
and its functions without regard to hardware.
Test State: The purpose of this state is to provide an

environment for the verification of system
functionality. The test state will support a variety of
activities, including:
Waiting for the engine to start (if needed).
Automatic testing on initial system startup or
following rest state.
Application of power to the DC link.
Externally initiated testing to clear a fault, set
temporary variables, or for maintenance
purposes.
Input Processing
This function reads in all external inputs for use by
the PSC. The input processing function performs any
signal conditioning that is required and computes the
required derived inputs.
State Machine
As part of the total software package, a particular
group of regulatory software commands is included
called a state machine. The state machine controls
the various functions of truck operation.
The software implements the state machine by
keeping track of which state the truck is in and which
state the truck is allowed to move into if the operator
requests a different mode of operation. Each
software state is defined as follows:
Startup/Shutdown State: The purpose of this state

is to ensure the system is in a desired known state
upon startup or shutdown. This is an unpowered
state.
NOTE: Powered and unpowered refer to the state
of the DC link. 600 volts or more equals powered,
50 volts or less equals unpowered.
NOTE: The test state may be either powered or

unpowered at a given point in time, depending on
which activities are being performed.
Ready State: This is the default powered state. The

system will be in this state whenever the engine and
control system are ready to provide power, but none
is requested.
Ready state is also the state where the DC link is
discharged in preparation for shutdown, rest, or in
reaction to certain event conditions. Therefore, the
ready state should not be considered strictly a
powered state (as are propel and retard).
Rest State: The purpose of this state is to conserve

fuel while the truck idles for an extended period of
time. The rest state also provides an environment
where maintenance personnel can control the engine
without causing power to be applied to the DC link.
The rest state is an unpowered state.
Propel State: The purpose of this state is to provide

the power system configuration and overall
environment for engine-powered propulsion. This is a
powered state. The system will not be allowed to
maintain the propel state without sufficient power on
the DC link.
Retard State: This state provides the power system

configuration and overall environment for retard
functions, where energy from vehicle movement is
dissipated in the retarding grid resistors in an effort to
slow the truck. The retard state is a powered state.
E2-26
10/06 E02020
Transitions between states under normal operational

conditions (no failures, etc.) are described as follows:
Transition to Startup/Shutdown State

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

automatically from the Test or Ready state if a
request for Rest state is received from the TCI and all
of the following conditions are true:
Any testing in progress is complete.
The system temperatures are cool enough to
allow the Rest state (function of IGBT phase
module,
chopper
module,
and
motor
temperatures).
The AFSE panel is disconnected and there is
essentially no voltage on the DC link.
Transition to Startup/Shutdown State

(for Shutdown): The system will transition to the
Startup/Shutdown state for the purpose of
shutdown from the Test, Rest, Ready, or Startup/
Shutdown (if previously entered for the purpose of
startup) state if all of the following conditions are true:
The truck is not moving.
Transition from Ready State to Test State: This

transition will occur if the truck is not moving and a
request for testing is received.
System power is removed, or the control power

switch or key switch is turned off.
There is essentially no voltage on the DC link.
Any testing in progress is complete.
NOTE: Testing in progress does not have to be
successful, but for the purpose of ensuring an orderly
shutdown it must be complete before the current
state is exited.
Transition from Ready State to Propel State: This

transition will occur if all of the following conditions
are true:
The accel pedal is pressed.
A direction has been chosen (the truck is either in
FORWARD or REVERSE).
There is sufficient voltage on the DC link.
At least one of the following conditions is true:
Transition from Startup/Shutdown State to Test

State: This transition will occur automatically once
initialization is complete (functions performed while in
Startup/Shutdown state for the purpose of startup
have been completed).
a. The retard pedal or lever is not pressed or is

pressed such that an insignificant amount of
retarding effort is requested.
b. Truck speed is such that retard is not
allowed.
c. Truck speed is
overspeed limit.
Transition from Test State to Ready State: This

transition will occur upon completion of any required
testing if the TCI Rest state request is not active and
there is sufficient voltage on the DC link.
E02020 10/06
less
than
the
motor
d. The TCI accel inhibit is not active.
E2-27
Transition from Ready State to Retard State: This

transition will occur if truck speed is such that retard
is allowed and at least one of the following conditions
exists:
Truck speed is greater than or equal to motor
overspeed limit. Overspeed will not be engaged
such that it prevents the truck from propelling at
40 mph (64 kph).
Transition from Propel State to Retard State: This

transition will occur if at least one of the following
conditions exists:
Truck speed is such that retard is allowed, and
the retard pedal or lever is pressed such that a
significant amount of retarding effort is
requested.
The retard pedal or lever is pressed such that a

significant amount of retarding effort is
requested.
Truck speed exceeds the motor speed limit.

Overspeed will not be engaged such that it
prevents the truck from propelling at 40 mph (64
kph).
All of the following conditions are true:
All of the following conditions are true:
a. Retard speed control is selected.
a. Retard speed control is selected.
b. Truck speed exceeds the set retard speed,

or the truck is accelerating such that the
truck speed will soon exceed the set retard
speed if no action is taken.
b. Truck speed exceeds the set retard speed,

or the truck is accelerating such that the
truck speed will soon exceed the set retard
speed if no action is taken.
c. The accel pedal is not pressed and/or the

truck is configured such that accelerator
pedal signal does not override retard speed
control.
c. The truck is configured such that accelerator

pedal signal does not override the retard
speed control.
Transition from Rest State to Test State: This

transition will occur upon release of the TCI rest
request.
NOTE: A transition directly from Rest state to Ready
state is not allowed because the system is essentially
off and should be brought back on-line and checked
out before Ready state is entered.
Transition from Propel State to Ready State: This

exist:
The accelerator pedal is not pressed.
The retard pedal or lever is not pressed or is
Truck speed is less than the motor overspeed
limit.
a. Retard speed control is not selected.
b. Truck speed is below the set retard speed,
and acceleration is such that no retard effort
is (currently) required to maintain this
condition.
E2-28
Transition from Retard State to Ready State: This

exist:
Overspeed is not active.
a. The retard pedal or lever is not pressed or is
b. Truck speed is such that retarding is not
allowed.
a. Retard speed control is not selected.
b. Truck speed is low enough such that retard
speed control is not active.
c. The accelerator pedal is pressed, and the
truck is configured such that the accelerator
pedal overrides the retard speed control.
This allows the configuration constant to
determine if pressing on the accelerator
pedal kicks the truck out of retard, even if the
retard speed control is still active.
The retard torque control logic exit sequence is
complete.
10/06 E02020
DC Link State
Power is provided to the inverters and motors via the
DC link. The DC link has two associated states:
powered and unpowered. The following defines the
conditions necessary to establish each state, as well
as the transitional conditions between the two states:
Powering the DC Link: The PSC software will

attempt to power the DC link (command the system
configuration defined below) if all of the following
conditions are true:
Event restrictions do not prohibit power on the
DC link.
De-Powering the DC Link: The PSC software will

attempt to de-power the DC link (command the
system configuration defined below) if the system is
in Test or Ready state and any of the following
conditions are true:
Event restrictions prohibit power on the DC link.
The system is preparing to transition to Startup/
Shutdown state for the purpose of shutdown (all
the non-link-related conditions for Startup/
Shutdown state have been satisfied).
The system is preparing to transition to Rest
state (all the non-link-related conditions for Rest
state have been satisfied).
The engine is being shut down.
The system is in Test state and any initiated

testing is complete.
To accomplish this, the PSC software will establish
the necessary system configuration as follows:
The engine is running.

The gate drive power converters have been
enabled.
Neither inverter is requesting that a low voltage
test be run.
1. Alternator field reference isset to zero.

2. AFSE is disabled.
3. GF is open and GFR is dropped out.
4. Chopper turn-on voltage is set below 600 volts.
In attempting to power the DC link, the PSC software

will establish the necessary system configuration as
follows:
5. RP2 is closed.
1. GF is closed and GFR is picked up.

2. AFSE is enabled.
3. Alternator field reference is commanded so that
the desired DC link voltage or three-phase
voltage is maintained.
4. RP contactors open.
5. Chopper turn-on voltage is set above 600 volts.
NOTE: Before the AFSE is allowed to output firing
pulses, the RP contactors will be commanded to
open and the GF contactor will be verified to be
closed. The AFSE will not output firing pulses if it is
disabled, if GFR is dropped out, or if the alternator
reference signal is 0.
E02020 10/06
E2-29
Engine Control
ALTERNATOR FIELD CONTROL
This software function generates the engine speed

command. The engine electronic fuel control is
responsible for maintaining that speed.
The alternator is controlled by controlling the

alternator field reference sent to the AFSE panel.
The desired engine speed is determined according to

the system state:
Propel State: The engine speed is commanded
such that the engine supplies only as much
horsepower as is required to achieve the desired
torque.
All Other States: The engine speed is a direct
function of the accelerator pedal. Additional
constraints on the engine speed command are as
follows:
If the truck is in NEUTRAL, the commanded
engine speed at full scale accelerator pedal will
be the engine's high idle. If the truck is not in
NEUTRAL, the maximum commanded engine
speed will be the engine's rated horsepower rpm.
This allows faster hoisting of the truck bed, if
desired.
During retard state the engine speed command
will not be increased to support the DC link when
retard is being ramped out at low truck speeds.
However, engine speed may be increased if
needed to support the DC link during normal
retard when wheel slides are occurring.
The desired alternator output voltage is dependent

on the system state. The PSC will command an
alternator field reference such that the desired DC
link voltage or three-phase voltage is maintained.
Desired Three-Phase Voltage
During all powered states, the three-phase line-toline voltage will not be allowed to drop below 444
volts. This is the minimum voltage needed to supply
the gate drive power converters.
During all powered states except retard, the DC link
voltage will represent the rectified three-phase
voltage. In this case, as long as the DC link voltage is
above 600 volts, the three-phase voltage will be
adequate.
During retard, the DC link voltage is not necessarily
related to the three-phase voltage since the motors
will be powering the DC link and reverse biasing the
rectification diodes. In this case, the control ensures
that the minimum three-phase voltage is maintained.
Desired DC Link Voltage
The desired link voltage is controlled by the
alternator during all powered states except retard.
The desired voltage is based on:
The following constraints are applied to generating

the engine speed command during all operating
states:
1. During propel, the desired DC link voltage will

be adjusted based on motor speed and
horsepower commanded to the inverters.
The engine speed command will always be

greater or equal to the minimum idle signal. The
TCI can request that the engine speed command
be increased by setting minimum idle.
2. During retard, the DC link voltage may rise

above the rectified three-phase voltage. When
this occurs, the DC link voltage is controlled by
the retard torque command, grid resistor
command and chopper start. If conditions occur
which prevent the motors from producing power
to support the resistor grids, the alternator may
be required to supply some power. In this case,
the alternator field control will maintain at least
600 volts on the DC link.
The engine speed command will be increased if

more alternator cooling is needed.
3. During all powered states, the DC link voltage

will not be allowed to drop below 600 volts.
4. While the DC link is being powered up, the
voltage will be controlled to the levels
necessary to support the inverter self-tests.
E2-30
10/06 E02020
Jerk Limit
Self-Load
During self-load, the alternator provides power to the
resistor grids. The rectifying diodes will be forward
biased, and DC link voltage will be controlled by the
alternator. The alternator field control will be based
on the following:
The DC link voltage will not be allowed to drop
below 600 volts.
One mode of self-load will require the alternator
output to be controlled to maintain a set desired
horsepower dissipation in the resistor grids.
Another mode of self-load will require the
alternator output to be controlled to maintain a
set desired link voltage between 600 and 1500
volts.
Propel Torque Control
This software function commands the appropriate
motor torque to the inverters during propel. The
torque command is primarily a function of the accel
pedal position and is limited by the physical
constraints of the system.
Each wheel torque is computed independently
because the wheels may be operating at different
speeds. Each torque command is adjusted to
account for the following constraints:
Wheel Spin
In the event that the inverters detect a wheel
spin condition and reduce torque in the slipping
wheel, the motor torque in the other wheel may
be increased within the above constraints such
that as much of the total desired torque as
possible is maintained.
Retard Torque Control

The retard system converts braking torque from the
wheel motors to energy dissipated in the resistor
grid. The requested retard torque is based on the
following three sources:
Retard Foot Pedal or Lever
The maximum short time retard torque (at any
speed, hence the constant torque level) will be
scaled (linearly) by the retard foot pedal input
(RPINHI) to produce the foot pedal retard
torque call.
Overspeed
While overspeed is active, the full available
retard torque will be requested.
Speed Override
The propulsion system will attempt to limit truck
speed to the design envelope of the wheel
motors. The torque command will be modulated
as the truck speed approaches the motor
overspeed limit so that this limit is not exceeded
if possible. Note, however, that steady state
operation is kept as close to the overspeed limit
as possible without exceeding it.
Motor Torque Limits
The torque command will be constrained to the
operating envelope of the inverters and the
traction motors. The maximum torque that can
be commanded is dependent on motor speed
and DC link voltage.
Gear Stress
The torque commanded will not exceed that
which will produce excess gear stress.
Horsepower Available
The horsepower available will be estimated
from the engine speed. Parasitic loads are
taken into account. The torque will be limited so
that the engine does not overload.
E02020 10/06
The torque command will be slew-rate limited to

prevent jerking motion.
Retard Speed Control

While RSC is active, the RSC retard torque call
will be adjusted to control truck speed to the
RSC set point. Retard speed control will not
request any retard torque if RSC is not active.
The maximum torque call from the above three
sources will be selected as the retard torque call.
Retard torque limits are as follows:
The retard torque call will be limited to the
maximum torque level based on speed.
The retard torque call will be limited to the
maximum torque level available within the
thermal constraints of the motors.
The retard torque call will be limited as needed to
prevent overvoltage on the DC link.
While in retard, the minimum retard torque call
will provide enough power to support at least one
grid with 600 volts on the DC link. Retard will be
dropped if the torque call falls below this value.
At low speed, the available retard torque will be
ramped to zero.
E2-31
Wheel Slide Control
Power-On Tests
The inverters prevent wheel slide by limiting torque to

maintain wheel speeds above preset limits. These
preset limits are a function of truck speed and the
allowable creep; additional compensation will be
applied to provide for differences between wheel
speeds during turns.
Three power-on tests are executed once every time

power is applied to the PSC. They are as follows:
CPU Card Checks - Upon power-up, the PSC will
confirm the integrity of its CPU card hardware
before transferring execution control to the
application program residing in its FLASH
memory.
The first resistor grid (RG1) will always be engaged

when retard is active since the grid blower motors
are wired across it.
Battery-Backed RAM (BBRAM) Test/Adjustable

Parameter Initialization - A battery-backed RAM
(BBRAM) check will be performed to check for
BBRAM data integrity. If the check fails, all TCI/
PTU-adjustable parameters will be initialized to
their default values.
The second fixed resistor grids (controlled by RP2)

will be engaged as needed to dissipate the energy
produced in retard state.
Inverter Powerup Tests - The purpose of these

tests is to verify that each inverter sub-system is
functional:
Resistor Grid Control
1. Enabling Inverter Powerup Tests - The powerup tests for a given inverter will be enabled if all
of the following conditions are true:
Chopper Voltage Control

Chopper turn-on voltage will be set to give the
motors as much of the retard envelope as possible
(i.e., keep the voltage as close to the maximum value
as possible) and to keep the DC link voltage at or
below the maximum link voltage value.
a. The system is in Test state for the purpose of

power-up.
b. The associated gate drive power converter
has been enabled.
c. The engine is running.
d. Battery voltage is at least 25 VDC.
EVENT DETECTION AND PROCESSING

The PSC contains very powerful troubleshooting
software. The PSC software constantly monitors the
AC drive system for any abnormalities (events).
Automatic self-tests are performed periodically on
various parts of the system to ensure its integrity.
Additionally, there are some elaborate tests which
may be run by an electrician with the use of DID
screens. Predictive analysis is used in some areas to
report potential problems before they occur.
The troubleshooting system is composed of two
parts:
The PSC for detection, event logging, data
storage and fault light indications.
The TCI (or a PTU) for retrieval of stored event
information,
real
time
vehicle
status,
troubleshooting, etc.
The event detection function of the software is
responsible for verifying the integrity of the PSC
hardware and the systems to which the PSC
interfaces by detecting an event (abnormal
condition). The events fall into three detection
categories:
E2-32
e. The inverter is requesting that the low

voltage and/or high voltage powerup tests be
performed.
f. The inverter has not been physically cut out
of the system.
g. Active event restrictions do not preclude
powering the DC link or running the inverter.
2. Low Voltage Test - A given inverter will
automatically perform its low voltage test if
needed once inverter powerup testing is
enabled per the above requirements. The PSC
will declare the test failed and log an event if the
test does not successfully complete within an
expected time period.
3. High Voltage Test - If the low voltage testing
defined above is successful for a given inverter,
the inverter will automatically perform its high
voltage test if needed once there is sufficient
power on the DC link. The PSC will declare the
test failed and log an event if the test does not
successfully complete within an expected time
after the DC link is sufficiently powered.
10/06 E02020
DC Link Capacitance Test - This test will run

once every 24 hours when conditions allow,
normally after a VI-test during the normal powerup sequence. This test can also be run from the
DID panel to aid in troubleshooting. During test
execution, engine speed is set to 1500 rpm and
the DC link is charged to 120 VDC. The engine is
then returned to idle while the DC link is allowed
to discharge to 100 VDC. Total link capacitance
is then calculated using the time it took to
discharge.
If capacitance is getting low, but is still OK, event
70 is logged. If capacitance is below the
minimum allowable level, event 71 is logged and
the truck is restricted to 10 MPH. If the test is not
able to be completed after numerous attempts,
event 72 is logged, indicating a problem in the
truck's ground detection circuit, and truck speed
is limited to 10 mph.
EVENT RESTRICTIONS
The PSC software will not override an event
restriction as long as the limp home mode is not
active. Transitions to restricted states will not be
allowed. If the system is in a state which becomes
restricted, it will transition down to the highest
unrestricted state. The order of the states, from
lowest to highest, is Startup/Shutdown, Rest, Test,
Ready, Retard, Propel.
Transitions to the Test state or lower states in
reaction to event restrictions will not be allowed until
the truck is not moving. The limp home mode is a
state which is entered when the truck has suffered a
failure and is not able to continue normal operation,
but is still capable of getting back to the maintenance
area, or at least out of the way of other trucks.
Event Restrictions associated with a given event are
listed in Table 1 earlier in this section.
Initiated Tests
These tests are performed when requested by
maintenance personnel. The truck must be in the
Test state for these tests to run.
Maintenance Tests - The purpose of these tests
is to facilitate verification of system installation
and wiring, particularly the digital interfaces
(relays, contactors, etc).
Self-Load Test - Self-load testing is a means by
which the trucks diesel engine can be checked
for rated horsepower output.
Periodic Tests
These automatic tests are run continuously during
the operation of the truck to verify certain equipment.
EVENT LOGGING AND STORAGE

This software function is responsible for the
recording of event information. There are two basic
levels of event storage: event history buffer and data
packs. The event history buffer provides a minimum
set of information for a large number of events, while
data packs provide extensive information for a limited
number of events.
The following requirements apply to both data packs
and the event history buffer:
Fault information is maintained until overwritten;
it is not cleared out following a reset. This allows
the user to examine data associated with events
that have been reset, as long as there have not
been so many new events as to necessitate
reuse of the storage space.
If a given event is active (logged and not reset),
logging of duplicate events (same event and subID numbers) will not be allowed. If the event is
reset and subsequently reoccurs, it may be
logged again. Likewise, if an event reoccurs with
a different sub-ID from the original occurrence,
the event may be logged again.
E02020 10/06
E2-33
Event History Buffer

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

RAM, in case a fault occurs and battery power is
cycled before the data pack is filled with data (the
software allows for proper recovery and then
continues to fill the data pack). Maintenance
personnel, by way of the DID (or PTU), can assign
the data pack to hold only certain event numbers (for
the case where it is desired to collect data on a
particular fault).
However, in the default case, faults will be stored as
they come until all data packs are frozen (holding
fault data). When all data packs are frozen, the data
pack with the fault that was RESET first (either
automatically or by the DID/PTU), if any, will be
unfrozen and will start storing new data in case a
new fault occurs.
To Record and Save a Data Pack to a Disk
PSC:
NOTE: The concepts of lockout, soft reset, and

accept limit do not apply to data packs.
1. With the PTU serial cable attached to the PSC

port, type c:\ACNMENU and press {enter}.
Thirty (30) data packs are stored with each

containing 100 frames of real time snapshot data.
Snapshot data is defined as a collection of key data
parameter values for a single point in time). The
purpose of each data pack is to show a little movie
of what happened before and after a fault.
2. Select PTU TCI and PSC and press {enter}
The time interval between snapshots is default to 50

ms, but each data pack may be programmed via the
DID (or PTU) from 10 ms to 1 sec. (In multiples of 10
ms). The TIME 0:00 frame # at which the fault is
logged is default to frame #60, but each data pack is
programmable from 1 to 100.
7. Cursor to View Data Packs and press {enter}.
In the above default cases, data is stored for 3

seconds (2.95 second actual) before the fault and 2
seconds after the fault.
A data pack status structure is assigned to each data
pack plus any programmable settings. This status
structure is used by the TCI (or PTU) to check for
available data (event number, id, and status, should
be set to zero if data pack is not frozen), as well as
for control of the data packs.
If a data pack is unfrozen (not holding any particular
fault data), it is continually updated each 100 frames,
organized in a circular queue, with new real time
snapshot data. When a fault occurs, the frame
number at which the event occurred is used as a
reference to mark the end of the data pack, and data
is collected until the data pack is full. Only when the
data pack is full will the event number, id and status
be updated in the status structure.
E2-34
3. Type your name and press {enter}.

4. Type your password and press {enter}.
5. Cursor to Special Operation and press {enter}.
6. Cursor to Event Data Menu and press {enter}.
8. Type FLTR number to be recorded and press
{enter}.
9. Watch the lower right of the screen as 100
frames are recorded. Press the F2 key.
10. Cursor to Record Screen and press {enter}.
11. Assign a file name for the data pack.
12. Press {escape} until back to the DOS C:>
prompt.
13. Insert a blank disk in the appropriate drive.
14. Type the following command: copy c:\geohvac\ptuaccur\f2data\filename
NOTE: Insert the name assigned to the file in Step 11
in place of filename" in the command in Step 14.
15. Press {enter} to copy the file to the disk.
10/06 E02020
SERIAL DATA COMMUNICATIONS
TCI:
1. With the PTU serial cable attached to the TCI
port, type c:\ACNMENU and press {enter}.
2. Select PTU TCI and PSC and press {enter}
The PSC system CPU card uses serial data busses

to communicate with the TCI, the PTU, and the two
inverter CPU cards.
3. Type your name and press {enter}.

4. Type your password and press {enter}.
5. Cursor to Special Operation and press {enter}.
6. Cursor to Event Data Menu and press {enter}.
7. Cursor to View Data Packs and press {enter}.
8. Type PK number to be recorded and press
{enter}.
9. Watch the lower right of the screen as 100
frames are recorded. Press the F2 key.
10. Cursor to Record Screen and press {enter}.
11. Assign a file name for the data pack.
12. Press {escape} until back to the DOS C:>
prompt.
13. Insert a blank disk in the appropriate drive.
14. Type the following command: copy c:\geohvac\ptuaccur\f2data\filename
NOTE: Insert the name assigned to the file in Step 11
in place of filename" in the command in Step 14.
15. Press {enter} to copy the file to the disk.
Event Reset
There are two basic types of event resets: soft and
hard. The difference between the soft and hard reset
is that a soft reset only affects events that have not
been locked out and a hard reset affects events
regardless of lockout status.
Events will be reset:
On power-up - A soft reset will be issued against
all events at power-up.
PSC - TCI Communications Processing

This software function performs the processing
necessary for the PSC to communicate with the TCI.
The communication is comprised of periodic data
and non-periodic data.
Periodic data is a predefined set of data which is
used for transferring real time control information
from the PSC to the TCI and from the TCI to the PSC
at a fixed rate.
The non-periodic messages are used to transfer all
background data. Background data consists of DID
commands, remote monitor data, and download
code.
Packets containing periodic data will be
asynchronously (not initiated) transmitted from the
PSC to the TCI and from the TCI to the PSC every
200 ms. The TCI initiates the transfer of non-periodic
data.
The TCI and the PSC are interfaced using the
General Electric Asynchronous Communications
Protocol (ACP). ACP provides two general types of
messages: acknowledged and unacknowledged. The
acknowledged messages are used to transmit the
background data. The unacknowledged messages
are used to transmit the periodic data.
PSC - PTU Communications Processing

necessary for the PSC to communicate through an
RS-232 serial link to the Portable Test Unit (PTU).
By DID commands - The TCI can issue both hard

and soft resets.
By PTU commands - The PTU can issue both
hard and soft resets.
E02020 10/06
E2-35
Inverter Communications Processing

necessary for the PSC system CPU card to
communicate with both inverter CPU cards. The
communication is through a high-speed serial link
that is operated in a polled fashion with the system
CPU card initiating communications to an inverter
CPU card.
Every message transmitted across the serial link
may contain two separate sections of information:
periodic data and acknowledged data. The periodic
data format is fixed and is used for transferring
control information from the system CPU card to the
inverter CPU card and vise versa. The
acknowledged data format is used to transfer all
background data. When large amounts of
background data are to be transferred via the
acknowledged data format, the originating CPU card
will break the data down into smaller pieces and
transmit each piece individually. All acknowledged
data flows are initiated from the system CPU card
with the inverter CPU card providing a response.
The system CPU card has one high-speed channel
available for communications to the inverter CPU
cards. This channel transfers periodic data across
the serial link every 5 ms. This means that the
periodic data to each inverter CPU card is updated
every 10 ms. Each inverter responds to the data
when the ID code in the periodic data matches the ID
code of the specific inverter CPU card. The ID code
is hard-wired in the card's backplane wiring.
OUTPUT PROCESSING
This software function processes all external outputs
from the PSC. Refer to the G.E. publication System
Description for a listing of the PSC outputs.
E2-36
ABNORMAL CONDITIONS/OVERRIDING
FUNCTIONS
Software functions given up to this point have
assumed that the truck is operating under typical
circumstances. The following information defines
system operation under abnormal or exceptional
circumstances. In the event of conflict between these
functions and those given for normal operation, the
following functions will take precedence.
Fast Start
A fast start software function is provided to address
the case where the PSC is reset unexpectedly
(power supply glitch, for example) while the system is
running. Its purpose will be to regain control of the
truck as quickly as possible.
Engine Shutdown/Engine Not Running
The engine must be running to enable the gate
drives and to maintain power on the DC link.
Typically, the PSC will be given advanced warning
that the engine is about to be shut off. However, if the
engine stalls or stops because of a mechanical
malfunction, the system will most likely have no
advance warning.
The system reaction to an engine not running
condition will be the same as an event carrying a no
power restriction except that no event will be
recorded and no external reset to clear the condition
will be required. The no power restriction will be
automatically lifted as soon as the engine starts
running.
If the system is given warning of an impending
engine shutdown, the existing torque commands will
be command to zero over a long ramp time (2 to 10
seconds). If no warning is given and the engine stops
running, the existing torque commands will be
command to zero over a short ramp time (0.1 to 0.5
second).
10/06 E02020
Limp Home Mode

The purpose of limp home mode is to address the
situation where the truck has suffered a failure and is
not able to continue normal operation but is still
capable of limping (getting back to the maintenance
area or at least out of the way of other trucks). The
intent is that the limp home mode will be used by
maintenance personnel operating the truck at low
speeds with the truck unloaded. Maximum truck
speed will be limited to a reduced value while in limp
home mode.
The PSC will exit limp home mode if either of the

following conditions occur:
The TCI stops requesting limp home mode.
An event occurs for which limp home mode is not
possible.
If the TCI requests limp home mode, the state

machine will ignore the restrictions associated with
any fault for which limp home mode is possible.
The PSC will enter limp home mode if all of the

following conditions are true:
The TCI is requesting limp home mode.
The PSC is in Ready or Test state and there is no
initiated testing in progress.
At least one inverter is functional.
There are no events active for which limp home
mode is not possible.
If there are any events active for which an
inverter must be turned off or cut out before limp
home mode is allowed, those actions have been
taken (inverter is turned off or cut out as
required).
NOTE: The DID panel can be used to cut out an
inverter. In some cases, certain DC link bus bars/
cables within the inverter also may need to be
removed. The DID will prompt maintenance
personnel if any of the above actions need to be
accomplished.
E02020 10/06
E2-37
PROPULSION SYSTEM COMPONENT ABBREVIATIONS & LOCATIONS

The Table 5 lists component abbreviations that are used in schematics and system description information. Refer
to Figures 2-3 through 2-6 for the location of the components. A short description of the component's primary
function is also listed.
Table 5: PROPULSION SYSTEM COMPONENTS DESCRIPTION

FIG.
NO.
COMPONENT
FUNCTION
AFSE
2-4
Alternator Field Static Exciter

Panel
Regulates current in the alternator field based on firing

pulses from the PSC.
AFSER
2-4
Resistor
AFSE Battery boost command pull up resistor.
Alternator
Main alternator, propulsion and control system.
Ambient Temperature Sensor
Provides ambient air temperature input to the control

group.
System analog input/output card
Provides signal conditioning for analog signals to and

from the TCI and PSC.
ALT
AMBTS
2-6
ANALOG I/O CARD

BAROP
2-4
Barometric Pressure Sensor
Provides altitude input for control electronics.
BATFU1, 2
2-4
System Fuse
Provides overload protection for control equipment.
Battery Disconnect Switch
Connects and disconnects the 24 VDC truck batteries.
BATTSW
BDI
2-4
Battery Blocking Diode
Works in conjunction with BFC and BLFP to maintain

battery voltage to CPU.
BFC
2-4
Battery Line Filter Capacitor
Additional capacitance for BLFP to prevent nuisance CPU

resets.
BFCR
2-4
Battery Filter Resistor
Added to replace Battery line filter that was removed.
Grid Blower Motors 1 and 2
DC motors driving blowers to provide cooling air for the

retarding grids.
BM1, 2
BM1I / BM2I
2-3
Current Sensing Modules
Monitors current flowing through grid blower motors #1

and #2.
CCF1, 2
2-3
DC Link Filter Capacitors
Absorbs and releases current to the DC link for the grid

resistors when a current spike occurs.
CCLR1, 2
2-3
Capacitor Charge Resistor

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

attenuated sample of the DC link voltage to the Capacitor
Charge Indicating lights.
CCL1, 2
2-4
Capacitor Charge Indicating

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

link (the DC bus connecting the Alternator output,
Chopper Module/Resistor Grid circuits and traction
Inverters).
CD1, 2
2-3
Chopper Diodes 1 and 2
Controls the DC voltage applied to the grids during

retarding.
CF11, 22, 21, 22
2-3
DC Link Filter Capacitors
Absorbs and releases current to the DC link for the

Traction Motors when a current spike occurs.
CGBM1, 2
2-3
Blower Motor Capacitors
Limit the rate of current increase when starting to optimize

motor commutation.
CMAF
2-4
Alternator Field Current Sensing

Module
Detects amount of current flowing through the Alternator

field winding.
CMT
2-4
Alternator Tertiary Current

Sensing Module
Detects amount of current flowing through the Alternator

tertiary winding.
CM1, 2
2-3
Chopper IGBT Phase Module 1

and 2
Controls the DC voltage applied to the grids during

retarding.
E2-38
10/06 E02020

FIG.
NO.
COMPONENT
FUNCTION
CM11A - 12C
Current Sensing Modules, Phase Detects amount of current flow through the A, B and C
phases of Traction Motor 1.
1A, 1B and 1C
CM21A - 22C
Current Sensing Modules, Phase Detects amount of current flow through the A, B and C
phases of Traction Motor 2.
2A, 2B and 2C
CPR
2-4
Control Power Relay
Picks up when the Key Switch and Control Power Switch

are closed.
CPRD
2-4
Dual Diode Module
Allows two separate voltages to control the CPR coil.
CPRS
2-4
Control Power Relay

Suppression Module
Suppresses voltage spike when CPR coil is de-energized.
CPS
2-4
Control Power Switch
Energizes CPR coil.
DCN BUS/DCP BUS
2-6
DC Link (-) and (+) Bus
The DC bus connects the Alternator output, Chopper

Module/Resistor Grid circuits, and Traction inverters.
DID
Diagnostic Information Display
Provides maintenance personnel with the ability to

monitor the operational status of certain truck systems
and perform system diagnostic test.
DIGITAL I/O CARD
Digital Input/Output Card
Receives contactor, relay and switch feedback signals

and provides drive signals to relays, contactors, indicator
lamps, etc. Located in PSC and TCI.
Filter Discharge Resistor
Resistor divider network connected across the DC link,

provides secondary discharge link for the DC link. Normal
discharge is through RP1.
Fiber Optic Assembly
Provides voltage and electrical noise isolation for control

and feedback signals between the PSC and Phase/
Chopper Modules.
FDR
2-6
FIBER OPTIC
ASSEMBLY
FP
2-6
Filter Panel
Filters electrical noise on 3 phases of Alternator output.
GDPC1
2-4
Gate Driver Power Converter 1
Converts 19 to 95 VDC from the Gate Drive Power Supply

to 25 kHz, 100 VRMS, square wave power to drive
Inverter 1 IGBT Phase and Chopper Modules.
GDPC2
2-4
Gate Driver Power Converter 2
Converts 19 to 95 VDC from the Gate Drive Power Supply

to 25 kHz, 100 VRMS, square wave power to drive
Inverter 2 IGBT Phase and Chopper Modules.
GF
2-5
Alternator Field Contactor
Connects the AFSE to the Alternator field.
GFBR
2-4
Resistor
Provides a small load across the contactor feedbacks to

help keep the contactors clean.
GFCO
2-4
Generator Field Contactor Cutout Disables Alternator output.

Switch
GFM1, 2
Gate Firing Module
Receives pulses from the Analog I/O card in the PSC,

amplifies the pulses, and then splits the pulses to drive
two SCR circuits in the AFSE. Located on AFSE panel.
GFR
2-5
Alternator Field Relay
Picks up with GF contactor and applies B+ to the AFSE

(battery boost) during initial acceleration phase.
GFRS
2-5
Alternator Field Relay Coil

Suppression Module
Suppresses voltage spikes when GF coil is de-energized.
GFS
2-5
Suppression Module
Suppresses voltage spikes in coil circuit when GF

contactor is de-energized.
GRR
2-6
Ground Resistor Panel
Detects power circuit grounds.
GRR9, 10
2-4
Resistors
Used with GRR to detect power circuit grounds.
E02020 10/06
E2-39
ICP
FIG.
NO.
COMPONENT
2-4
Integrated Control Panel
FUNCTION
The ICP is the main controller for the AC drive system.
The ICP is composed of the PSC, TCI and inverter cards.
INV1 TMC CARD
Generates Phase Module turn-on/turn-off commands for

Inverter 1 Central Processing
Unit Card and Input/Output Card the Inverter 1.
INV2 TMC CARD
Generates Phase Module turn-on/turn-off commands for

Inverter 2 Central Processing
Unit Card and Input/Output Card the Inverter 2.
KEYSW
Key Switch
Connects battery voltage to CPR and control circuits

when closed. (Located on instrument panel.)
Link Current Sensing Module
Detects amount of current flow through the DC link.
L1, 2
Cabinet Lights
Provide interior cabinet illumination.
M1, 2
Motorized Wheels
LINK1
Monitors voltages and currents from various areas for

Inverter 1. Monitors Traction Motor 1 speed.
Monitors voltages and currents from various areas for

Inverter 2. Monitors Traction Motor 2 speed.
2-6
Each Motorized Wheel consists of a Traction Motor and a

Transmission Assembly. The 3-phase asynchronous
Traction Motors convert electrical energy into mechanical
energy. This mechanical energy is transmitted to the
wheel hub through a double reduction gear train
(Transmission).
P11A+, 11B+, 11C+

P12A+, 12B+, 12C+
2-3
IGBT Phase Modules
Provide positive driving voltages (PWM or square wave,

depending on truck speed) for each of the three windings
of Traction Motor 1.
P11A-, 11B-, 11CP12A-, 12B-, 12C-
2-3
IGBT Phase Modules
Provide negative driving voltages (PWM or square wave,

P21A+, 21B+, 21C+

P22A+, 22B+, 22C+
2-3
IGBT Phase Modules
Provide positive driving voltages (PWM or square wave,

P21A-, 21B-, 21CP22A-, 22B-, 22C-
2-3
IGBT Phase Modules
Provide negative driving voltages (PWM or square wave,

PS
2-4
Power Supply
PSC
RDA, B, C
2-5
RG1A - 5C
A DC to DC converter which provides regulated 24 VDC

outputs from the unfiltered battery supply.
Supplies power to PSC, TCI & LEMS.
Propulsion System Controller
The PSC is a part of the ICP, and is the main controller for
the AC drive system. All propulsion and retarding
functions are controlled by the PSC based on internally
stored software instructions.
Rectifier Diode Panel
Converts Alternator 3-phase, AC voltage to DC voltage to

power the two Inverters.
Retard Grid Resistors
Dissipate power from the DC link during retarding, load

box testing, and Inverter Filter Capacitor discharge
operations.
When closed, connects Grid Resistors to the DC link
during retarding, load box testing, and Inverter Filter
discharge operations.
Note: Some trucks do not have RP3 installed.
RP1, 2
2-5
Retard Contactors 1and 2
RP1S, RP2S
2-5
Suppression Modules
Suppresses voltage spikes in coil circuit when RP

contactors are de-energized.
RP1BR \ RP2BR
2-4
Resistor
Provides a small load across the contactor feedbacks to

help keep the contactors clean.
E2-40
10/06 E02020

FIG.
NO.
R1
2-5
COMPONENT
FUNCTION
Battery Boost Resistor
Limits surge current in the Alternator field circuit when

GFR contacts first close.
SS1, 2
Traction Motor Speed Sensors
Each speed sensor provides two output speed signals,

proportional to the Traction Motor's rotor shaft speed.
SYS CPU Card
System Central Processing Unit

Card
Provides control of propulsion and dynamic retarding

functions, battery backed RAM, real-time clock,
downloadable code storage, and an RS422 serial link.
TCI
Truck Control Interface
Is a part of the ICP Panel. Provides the main interface

between the various truck systems, controls, and
equipment and is used in conjunction with the DID by
TH1
2-5
Alternator Field Thyrite (Varistor) Discharges the Alternator field when the AFSE is first
VAM1
2-3
Voltage Attenuation Module
Attenuates the three high voltage outputs applied to each

phase winding of Traction Motor 1 to a level acceptable
for use by the Analog I/O card in the ICP.
VAM2
2-3
Attenuates the three high voltage outputs applied to each

phase winding of Traction Motor 2 to a level acceptable
for use by the Analog I/O card in the ICP.
VAM3
2-6
Attenuates the high voltage outputs between the main

alternator and the rectifier panel, and between the rectifier
panel and the inverters to a level acceptable for use by
the Analog I/O card in the ICP.
VAM4
2-5
Attenuates the high voltage outputs between the AFSE

and the main alternator to a level acceptable for use by
the Analog I/O card in the ICP.
turned off.
E02020 10/06
E2-41
FIGURE 2-3. CONTROL CABINET COMPONENTS - HIGH VOLTAGE INVERTER AREA
E2-42
10/06 E02020
FIGURE 2-4. CONTROL CABINET COMPONENTS - LOW VOLTAGE CONTROL AREA
E02020 10/06
E2-43
FIGURE 2-5. CONTROL CABINET COMPONENTS - CONTACTOR COMPARTMENT
E2-44
10/06 E02020
FIGURE 2-6. CONTROL CABINET COMPONENTS - REAR CABINET VIEW
E02020 10/06
E2-45
ELECTRONIC ACCELERATOR AND

RETARD PEDALS
The accelerator pedal provides a signal to the Truck
Control Interface (TCI) when the operator requests
power. The retard pedal provides a signal to the
Propulsion System Controller (PSC) when the
operator requests retarding. The pedal signals are
processed by the analog card in the respective panel
for use by the system controllers to provide the
desired mode of operation.
As the operator depresses the pedal, the internal
potentiometer's wiper is rotated by a lever. The
output voltage signal increases in proportion to the
angle of depression of the pedal.
Repair and initial adjustment procedures are
discussed in the following. Refer to AC Drive System
Electrical Checkout Procedure for final calibration of
the pedal potentiometer after installation in the truck.
Removal
NOTE: Repair procedures for the retard and
accelerator pedal are identical. The retard pedal is
mounted on the brake pedal. Refer to Section J for
instructions for removing and installing the electronic
pedal on the brake actuator.
Disassembly
1. Remove the screws for cable clamps (1, Figure
2-11). The clamps can remain attached to
wiring harness (2).
2. Remove
the
mounting
potentiometer (3).
screws
and
Assembly
1. Position the potentiometer with the flat side
toward the potentiometer cover and install it on
the pedal shaft as follows:
a. Align the cutouts in the shaft with the
potentiometer drive tangs.
b. Press the potentiometer onto the shaft until it
bottoms against the housing.
2. Install the mounting screws.
3. Attach cable clamps (1) and tighten the screws
securely.
4. Inspect the assembly and verify proper wiring
clearance during operation of the pedal through
the full range of travel.
NOTE: Note the routing and clamp location of the

wiring harness. Proper wire routing is critical to
prevent damage during operation after reinstallation.
1. Disconnect the pedal wiring harness from the
truck harness connector.
2. Remove mounting cap screws, lockwashers
and nuts, and remove the pedal assembly.
Installation
1. Install the pedal assembly using the mounting
cap screws, lockwashers and nuts.
2. Connect the pedal wiring harness to the truck
wiring harness.
3. Use the DID panel to calibrate the pedal
potentiometer according to the instructions in
the AC Drive System Electrical Checkout
Procedure.
E2-46
FIGURE 2-7. TYPICAL ELECTRONIC PEDAL

1. Cable Clamp
2. Wiring Harness
3. Potentiometer
10/06 E02020
SECTION E3
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE
INDEX
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3

AC DRIVE SYSTEM MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3
NORMAL TRUCK SHUTDOWN PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-4
SHUTDOWN AFTER SYSTEM FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-4
SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-5
Battery and Control Circuit Checks - Battery Power OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-5
Battery and Control Circuit Checks - Battery Power ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-8
Checks with Key Switch OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-9
Checks with Key Switch ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-9
CPU Battery Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-9
MEMORY BACKUP BATTERY REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-10
TCI PROGRAMMING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-10
PSC PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E3-11
INVERTER PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E3-11
CPU RESET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E3-11
PSC CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-12
PSC Digital Input Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-12
PSC Digital Output Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-16
TCI CHECKOUT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-17
Modular Mining Communication Port Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-17
TCI Digital Input Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-17
TCI Digital Output Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-23
CALIBRATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25
Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25
Accelerator Pedal, Retarder Pedal/Lever and RSC Dial . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25
E03018 10/06
AC Drive System Electrical Checkout Procedure

(Release 21 Software)
E3-1
ERASING EVENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25

PSC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25
TCI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26
GATE DRIVER POWER CONVERTER TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26
LOAD TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
Alternator Speed Sensor Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
Battery Boost Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
Brake Circuit Switch Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28
Hoist & Steering Circuit Switch Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28
Link Energized Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28
Loadbox Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-30
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-34
PVM Optimum Load Curve Handshaking Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-34
Phase Module and Chopper Module Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-34
PHASE MODULE REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35
Phase Module Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35
Phase Module Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35
E3-2

(Version 21 Software)
10/06 E03018
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE

AC DRIVE SYSTEM MAINTENANCE
DANGEROUS VOLTAGE LEVELS ARE PRESENT

WHEN THE ENGINE 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:
If weld repairs are required, the welding
DO NOT step on or use any power cable as a
touch the Retarding Grid elements until all

shutdown procedures have been completed.
System (ECS) harnesses and ground wire

(MTU engine). If equipped with DDEC or
Komatsu engine, disconnect ECM harnesses.
GE cards should be pulled forward far enough
to disconnect card from backplane connector.
ALL removal, repairs and installation of
Some power cable panels throughout the
NEVER open any electrical cabinet covers or
ground electrode should be attached as close

as possible to the area to be welded. NEVER
weld on the rear of the Electrical Control
Cabinet or the retard grid exhaust air louvers.
Power cables and wiring harnesses should be
protected from weld spatter and heat.
Prior to welding, disconnect Engine Control
propulsion system electrical components,

cables etc. must be performed by an electrical
maintenance technician properly trained to
service the system.
truck are made of aluminum or stainless steel.

They must be repaired with the same material
or the power cables may be damaged.
Power cables must be cleated in wood or
After the truck is parked in position for the repairs, the

truck must be shut down properly to ensure the safety
of those working in the areas of the deck, electrical
cabinet, traction motors, and retarding grids. The
following procedures will ensure the electrical system is
other non-ferrous materials. Do not repair

cable cleats by encircling the power cables
with metal clamps or hardware. Always
inspect power cable insulation prior to
servicing the cables and prior to returning the
truck to service. Discard cables with broken
insulation.
IN THE EVENT OF A PROPULSION SYSTEM

MALFUNCTION, a qualified technician should
inspect the truck and verify the propulsion
system does not have dangerous voltage
levels present before repairs are started.
E03018 10/06
If a problem occurs in the AC drive system that

prevents use of normal shutdown procedures,
ADDITIONAL PRECAUTIONS ARE NECESSARY to
ensure that dangerous drive system voltages are
not present when tests or repairs are performed.

E3-3
NORMAL TRUCK SHUTDOWN PROCEDURE

1. Reduce the engine speed to idle. Move the
directional selector lever to PARK. Make sure that
the parking brake applied indicator light in the
overhead display panel is illuminated.
turning on the rest switch on the instrument panel.
Make sure that the rest mode indicator light in the
overhead display panel is illuminated.
3. Shut off the engine by turning the key switch OFF.
If the engine does not stop, use the emergency
shutdown switch on the center console.
4. Wait 90 seconds for the steering accumulators to
bleed down. Ensure that the steering
accumulators have bled down completely by
trying to turn the steering wheel.
5. Verify that the link voltage lights on the DID panel
in the cab are off. If they remain on for longer
than five minutes after engine shutdown, the
propulsion system must be inspected to find
the cause.
6. To ensure that the link will not be energized
during test and repair procedures, turn GF Cutout
Switch (2, Figure 3-1) in the control cabinet to the
CUTOUT position by pulling the switch out and
moving the switch downward as shown.
FIGURE 3-1. INFORMATION DISPLAY PANEL

1. Control Power Switch
2. GF Cutout Switch
3. Capacitor Charge Light
NOTE: In the event of a system failure, performing the

following procedure will ensure that no hazardous
voltages are present in the drive system.
SHUTDOWN AFTER SYSTEM FAILURE

1. Before shutting off the engine, verify the status of
the drive system warning lights on the overhead
display. Use the lamp check feature to verify
proper lamp function.
NOTE: The link voltage lights on the DID panel are not
lamp checked.
If any of the red drive system warning lights are on,

DO NOT attempt to open any cabinets, disconnect
any cables, or reach inside the retarding grid
cabinet even after shutting off the engine.
2. If all red drive system warning lights are off, move
the directional selector lever to PARK, shut off the
engine and chock the wheels.
3. After the engine has been off for at least five
minutes, inspect the link voltage lights on the DID
panel in cab. If all lights are off, the retarding
grids, wheel motors, alternator, and power cables
connecting these devices are safe to work on.
IF THE LINK VOLTAGE LIGHTS CONTINUE TO BE

ILLUMINATED AFTER FOLLOWING THE ABOVE
PROCEDURE, A FAULT HAS OCCURRED.
Leave all cabinet doors in place, do not touch

the retard grid elements,
Do not disconnect any power cables or use

them as hand or footholds.
Notify the Komatsu factory representative or

Distributor immediately.
If there is any question whether the system has

potential hazardous voltage present, return to the
operator cab and perform the normal shutdown
procedure. Normal operation of the drive system at
shutdown should allow high voltages to be
dissipated.
E3-4

10/06 E03018
SYSTEM CHECKOUT
Test equipment that is required to fully test the AC
drive system:
Battery and Control Circuit Checks Battery Power OFF
One or two Portable Test Units (PTU) or laptop

computers
One digital multimeter
Make sure that the link voltage is drained down

before servicing the propulsion system or
performing tests.
Several jumper wires

One analog VOM
1. Prepare for the following checks by performing

the following procedure:
One 500 volt megger
The Portable Test Unit (PTU) is used to test, download

and record system parameters on the TCI and PSC
modules.
The PTU is plugged into the DIAG1 port on the

DID panel at the rear of the operator cab for
monitoring the PSC module.
The PTU is plugged into the DIAG3 port on the

DID panel at the rear of the operator cab for
monitoring the TCI module.
The TCI and PSC are programmed through the DB9
ports on the DID panel. The inverter cards are
programmed through the DB9 ports on the ICP panel.
NOTE: If only one PTU is available, in some cases it
will be necessary to switch between the PSC port and
the TCI port to complete the test if it is necessary to
monitor both during a test procedure. After the serial
cable has been switched, exit to the Main Menu and
the software will automatically switch to the menu for
the connected panel.
Several different numbering methods or symbols are
used in the following procedures to denote the
operation to be performed:
a. Turn both battery disconnect switches to the

OFF position.
b. Disconnect circuit wire 21B from the starter
solenoid.
c. Remove the 50 amp fuse (BATFU) from the
left wall of the right side compartment of the
control cabinet.
d. Disconnect the CN1 connector from the power
supply on the right wall of the right side
compartment of the control cabinet.
e. Open the ICP panel and slide the cards out far
enough to disconnect them from the
backplane.
f. Turn off all circuit breakers in the auxiliary
control cabinet.
g. Make sure that the key switch is OFF, the 5
minute delay timer is OFF, and the rest switch
is ON.
h. Turn off all lights and switches.
1., 2., a., b., etc: Test preparation and instruction steps
are preceded by a number or a letter.
Procedures requiring visual checks, voltage
measurements, etc, are preceded by this
symbol.
PTU keyboard entry steps are preceded by this
symbol.
{escape}: When a keyboard key must be pressed, the
key label is enclosed in braces.
PTU screen display information is
shown in this type font and
preceded by this symbol.
NOTE: The following test procedures are applicable to
Release 20 software. Procedures required for later
software versions may vary. Contact the Komatsu
distributor or factory representative for the current
software version available.
E03018 10/06

E3-5
Resistance Checks, Low Voltage Circuits:
Battery Circuit Voltage Check:

2. In the auxiliary control cabinet, measure voltage
to ground at each of the following circuits; 11,
11B1, 712 @ TB32, and 11ST @TB28.
3. Measure the resistance from ground to the

circuits listed in Table I. Stop and troubleshoot
any direct short (0 ohms) to ground.
All circuits should show some resistance as
shown in Table I.
All voltages should be zero.
TABLE I. CIRCUIT RESISTANCE CHECKS

(All readings from circuit to ground)
LOCATION
APPROX.
VALUE
11B1
Measure at the 12VDC insulator in the auxiliary control cabinet.
11
Measure at the 24VDC insulator in the auxiliary control cabinet.

All devices listed for the 11A circuit reading must be off.
15V
TB21
71GE
TB22
120
439
TB25
10V
TB28
11SL
TB28
11ST
TB28
15PV
TB29
11S
TB30
CIRCUIT
NOTES
Engine service lights must be turned off.
Ground level engine shutdown switch must be deactivated.

The following devices must be turned off:
Brake cabinet service light

Operator cab dome light
Hazard lights
Headlights
Ground level engine shutdown switch
Left and right side engine service lights
11A
TB30
712
TB32
71
TB32
11KS
12M
>10
Measure at AID Module terminal B-13.
12F
>200
Measure at AID Module terminal B-12.
E3-6
Auxiliary control cabinet service lights must be turned off.

Measure at the key switch.

10/06 E03018
Resistance Checks, Propulsion System Circuits:

the following additional procedure:
a. Make sure that all circuits are restored and the
key switch is OFF.
b. Place the GF cutout switch, located on the
right side of the control cabinet, in the
CUTOUT position (down).
c. Disconnect the CCLR1 connector and the
CCLR2 connector located in the center
compartment of the control cabinet near the
top of each vertical bus bar.
d. Disconnect the output plugs on the four VAM
panels.
e. Remove the wires on the GNDB ground blocks
located on the left wall of the right side
compartment of the control cabinet. Ensure
that the lugs on these wires are not touching
one another after the wires are removed.
Chopper Modules (CM1, CM2):

9. With the VOM set on the Rx10,000 scale,
measure the following at each chopper module in
the control cabinet:
GR(-) wire to ground resistance should be
approximately 2 megohms or greater.
GR(+) wire to ground resistance should be
approximately 2 megohms or greater.
AFSE P1 Adjustment:
10. Connect an ohmmeter from the wiper of Pot P1
(cathode of ZD1) to Terminal E (GND) on the
battery boost module.
If necessary, adjust P1 to obtain an ohmmeter
reading of 6000 ohms.
11. Restore the following circuits:
a. Reinsert all ICP panel cards.
b. Reconnect the ground wires at the GNDB
ground blocks.
f. Remove the output plugs on both gate driver

power converters (GDPC1 and GDPC2).
c. Reconnect the output plugs on the four VAM

panels.
g. Remove the FAULTP02 wire on the GRR9

resistor.
d. Reconnect the output plugs to both gate driver

power converters (GDPC1 and GDPC2).
DC Link Checks:
NOTE: Use an analog meter (VOM) to measure
resistance in the following steps. The VOM must be on
the Rx1 scale. Otherwise, the link capacitors will start
charging and an accurate reading will not be possible.
5. Place the VOM positive lead on the DC(+) link
bus and the VOM negative lead on a cabinet
ground.
Resistance should be 2 megohms or greater.
6. Place the VOM positive lead on the DC(-) link bus
and the VOM negative lead on a cabinet ground.
Resistance should be 2 megohms or greater.
7. Place the VOM positive lead on the DC(+) link
bus and the VOM negative lead on the DC(-) link
bus.
Resistance should be approximately 1500 ohms.
8. Place the VOM positive lead on the DC(-) link bus
and the VOM negative lead on the DC(+) link bus.
E03018 10/06
e. Reconnect
connectors.
the
CCLR1
and
CCLR2
f. Reconnect the FAULTP02 wire to the GRR9

resistor.
GRR Wiring:
12. Measure the resistance between the FAULTP02
wire of the GRR9 resistor and ground.
Resistance should be 60 ohms.
wire of the GRR9 resistor and the DC(-) link bus.
wire of the GRR9 resistor and the DC(+) link bus.
15. Reconnect the CN1 connector to the power
supply. Remove any test equipment.
16. Activate the battery disconnect switches. Close all
open circuit breakers.

E3-7
Battery and Control Circuit Checks Battery Power ON

TABLE II. POWER SUPPLY HARNESS
RESISTANCE CHECKS

performing tests.
a. Remove the 50 amp fuse (BATFU) from the
left wall of the right side compartment of the
control cabinet.
b. Disconnect circuit wire 21B from the starter
solenoid.
c. Plug in all the cards in the ICP panel. Verify
that all the CN connectors are connected and
control power switch (1, Figure 3-1) is OFF.
d. Verify that all circuit breakers are closed and
the
battery
disconnect
switches
are
deactivated.
e. Make sure that the key switch and the 5 minute
delay timer are OFF.
Power Supply Check (PS):

2. Remove the CN1 connector on the power supply.
Use an ohmmeter to check the harness side
connector pins to ground. Refer to Table II for the
resistance value at each pin.
Pin
Ohms
27
27
3
4
Circuit
Pin
Ohms
Circuit
+5
32
return
+5
33
return
27
+5
34
return
27
+5
35
return
27
+5
36
return
27
+5
37
return
38
1K
-15
12K
+5
39
1K
-15
12K
+5
40
1K
-15
10
12K
+5
41
1K
-15
11
27
+5
42
return
12
return
43
13
return
44
return
14
return
45
return
15
return
46
860
+24
16
return
47
50
BP24
17
return
48
860
18
49
19
return
50
20
return
51
21
return
52
22
53
23
770
+15
54
return
24
770
+15
55
return
+24
25
770
+15
56
1.4K
3. Check for 1.4K ohms between TB3-K and TB3-L

(LEM +24V to -24V power supply busses).
26
770
+15
57
8K
27
58
1.4K
-24
4. After resistance checks are complete, reconnect

CN1 connector.
28
210
+15
59
29
210
+15
60
30
return
61
31
return
62
E3-8

-24
psstat
10/06 E03018
Checks with Key Switch OFF

5. With key switch OFF, verify 25VDC to ground
minimum for the following circuits:
11
11L on CB30
+15VDC at the 15SPD, 15RWS and 15LWS

wires on TB21 (from TCI, power to front wheel
speed sensors)
11A on TB30
11SL on TB28
NOTE: The voltage should be at least 25VDC. If the
voltage is significantly low, check the battery circuits. If
the voltage is slightly low, install a battery charger.
6. Check circuit 11B1 voltage to ground.
The voltage should be approximately 12VDC.
7. Make sure that the CN1 connector on the power
supply is connected. Install the BATFU fuse.
8. Activate the battery disconnect switches and turn
on the ground level engine shutdown switch.
Make sure all circuit breakers are closed.
10. Use a digital multimeter to check the polarity of
the battery voltage at the BATFU fuse holder.
Connect the positive lead to BATP and the
negative lead to RTN.
The voltage at BATP should be +24V.
+15VDC at the 15VL wire on TB32

Approximately 14.8VDC at the 15SIM wire on
TB32.
8. Measure voltage between circuit 72E (+) (TB24)
and circuit 0 (-) (TB24-H) in the auxiliary control
cabinet.
The voltage should be 5VDC.
9. Install a jumper from 22F0 @ TB32 to ground.
The voltage should change to 7VDC.
10. Remove the jumper to 22F0.
11. Verify 12VDC to ground for the following circuits:
65
67C
67P
1. Deactivate the battery disconnect switches. Turn

the key switch ON.
2. Check the voltage of circuit 712 to ground.
3. Check the voltage of circuit 71CK to ground.
4. Turn control power switch (1, Figure 3-1) to ON.
Verify that all five green lights in the power supply
are lit.
5. Verify that the display on the DID panel is lit.
6. Check the voltage on the following circuits in the
auxiliary control cabinet. Voltage at each should
be at least 25VDC:
E03018 10/06
Approximately 11VDC at the 10V wire on TB28
67R
Checks with Key Switch ON
71GE on TB22
+15VDC at the 15PV wire on TB29 (from TCI,

supply to operator control pedals)
+15VDC at the 15V wire on TB21 (from TCI,
power to cab gauges)
11s onTB30
71 on TB32
7. Verify the specified voltage to ground at the

following locations in the auxiliary control cabinet:
CPU Battery Checks

12. Turn the control power switch to OFF.
13. Connect a VOM across the screws securing the
green plate on the edge of the PSC CPU card in
the ICP panel. Connect the positive lead to top
screw (2, Figure 3-2) and the negative lead to
bottom screw (4).
The value should be approximately 3.5 volts.
14. Connect a VOM across the screws securing the
green plate on the edge of the TCI CPU card in
the TCI panel. Connect the positive lead to top
screw (2) and the negative lead to bottom screw
(4).
The value should be approximately 3.5 volts.
NOTE: If battery voltage is low in either battery check,
refer to Memory Backup Battery Replacement
instructions on the following page.

E3-9
MEMORY BACKUP BATTERY

REPLACEMENT
The replaceable memory backup battery on the CPU
cards will require replacement if voltage is low when
performing the CPU Battery Checks or if, during truck
operation, an event code appears on the DID panel
display as follows:
Event Number 095 (BBRAM Battery Low)
Event Number 633 (BBRAM Battery Failure)
To replace the battery on either card:
1. With control power OFF, remove the appropriate
card and locate the green plate with the battery
near the card edge. (See Figure 3-3.)
2. Have a replacement battery available for
immediate installation. See your trucks Parts
Book for the correct battery part number.
NOTE: To prevent data loss, the new battery must be
installed within five minutes of removal of the old
battery.
TCI PROGRAMMING

performing tests.
1. Connect the serial communication cable from the
PTU to the TCI port (DIAG3) on the DID panel
located on the back wall of the operator cab.
PARK and the rest switch is in the REST position.
3. Turn control power switch (1, Figure 3-1) and the
key switch ON.
To program the TCI CPU card:
Click START > Programs > GEOHVPTU_2.0 >
AC TOOLS > wPTU AC v21.01
Select Normal mode {enter}
3. Remove both screws (2) and (4) that retain

battery assembly (3) to the mounting bocks. Note
the arrow direction (polarity) on the green plate
before removal.
Type password ok75e {enter}
4. Remove the old battery and install the new

battery. Make sure that it is positioned for proper
polarity. Reinstall the screws.
To select the Configuration File, click Browse,

then Up One Level, then select the file that
matches your trucks wheels.
5. Install the card in the appropriate panel slot.
Click Open.
Click Program Panel.

Select the GE Panel to download.
Click Begin Download.

After the download is complete, click Exit when
you see Press exit to continue.
FIGURE 3-2. BATTERY LOCATION

(PSC Panel Shown
1. PSC CPU Card
2. Positive (+) Screw
3. Battery Assembly
E3-10
4. Negative (-) Screw

5. Panel Enclosure

10/06 E03018
PSC PROGRAMMING
INVERTER PROGRAMMING

performing tests.
Make sure that the link voltage is drained down and

the engine is not running before performing the
following procedures.

PTU to the PSC port (DIAG1) on the DID panel

PTU to the top ports on the ICP panel (CNG for
inverters 11 and 12, CNH for inverters 21 and 22).

2. Turn GF cutout switch (2, Figure 3-1) to the

CUTOUT position.

key switch ON.
To program the PSC CPU card:


To select the Configuration File, click Browse,
then Up One Level, then select the file that
matches your trucks wheels.
Click Open.
E03018 10/06
To program the inverters:

CPU RESET
After any programming is done, turn the control power
switch to OFF. Wait for the green LEDs on the power
supply turn off, then turn the control power switch to
ON. This allows for synchronization of all CPU
communication links.

E3-11
PSC CHECKOUT
To check the PSC digital inputs:

PSC Digital Input Checks

1. Open circuit breakers 1 and 2 for gate driver
power converters 1 and 2.
key switch ON.

Under Real Time, double-click PSC Real
Time Data.
Verify that the analog values are similar to the
example in Figure 3-3. Also, make sure that the
correct truck ID is at the top of the screen and
COMMLINK signal under Modes reads OK.
The following normal power-on digital inputs
should be highlited: KEYSW, PSOK, CNX,
CPSFB and CNFB.
BRAKEON will be highlited with wire 44R (TB26)
jumpered to 712 (TB22). The wires do not have
to be removed.
GFNCO should be highlited with the GF cutout
switch in the NORMAL position.
FIGURE 3-3. PSC REAL TIME DATA SCREEN
E3-12

10/06 E03018
Close the PSC Real Time Data screen, then

double-click PSC Serial Data.
Verify that the analog and digital values are
similar to the example in Figure 3-4.
FIGURE 3-4. PSC SERIAL DATA SCREEN
E03018 10/06

E3-13
Close the PSC Serial Data screen, then

double-click PSC Analog Inputs.
With the retarder pedal not depressed, verify
that the RETARD PEDAL signal is
approximately 1.5 volts.
With the retarder pedal fully depressed, verify
that the RETARD PEDAL signal is
With the retarder lever fully up (OFF position),

verify that the RETARD LEVER signal is
approximately 0 volts.
With the retarder lever fully down, verify that the
RETARD LEVER signal is approximately 8.75
volts.
The ENGINE LOAD signal should be either
50% if the PWM load signal is being used or 5.0
volts if the analog load signal is being used. This
indicates a 0 HP adjust level with the engine off.
FIGURE 3-5. PSC ANALOG INPUTS SCREEN
E3-14

10/06 E03018
Close the PSC Analog Inputs screen, then

double-click PSC Temperatures.
Verify that the temperature values are similar to
the example in Figure 3-5.
NOTE: All temperatures are calculated except for the

AFSE and AMBIENT TEMPERATURE values.
Close the PSC Temperatures screen.
FIGURE 3-6. PSC TEMPERATURES SCREEN
E03018 10/06

E3-15
To check the PSC digital outputs:
PSC Digital Output Checks

1. Open circuit breakers 1 and 2 for gate driver
power converters 1 and 2.



key switch ON.

Click LOGIN to wPTU Toolbox.
Under Engine Stopped Task, double-click
PSC Manual Test.
The PSC Manual Test screen looks similar to
the PSC Real Time Data screen in Figure 3-3.
Clicking the buttons in the Digital Outputs field
will toggle the output on and off. See Table III.
NOTE: For Steps 1 through 5, remove the contactor
arc chutes and observe the contacts while they are
closed to ensure that the tips are mating properly.
These contactors are interlocked so they will not close
with the arc chutes removed. For testing, the interlock
can be pushed inward to allow contact closure with the
arc chute removed.
NOTE: Do not check CMCTL at this time.
TABLE III. PSC DIGITAL OUTPUT CHECKS

STEP
OUTPUT
RP1
RP1 Contactor
Verify that RP1 picks up and RP1FB is highlighted.
RP2
RP2 Contactor
Verify that RP2 picks up and RP2FB is highlighted.
RP3
RP3 Contactor (If installed)
If installed, verify that RP3 picks up and RP3FB is highlighted.
GFR
GFR Contactor
Verify that the GFR relay picks up.
GF
GF Contactor
Verify that the GF contactor picks up and GFFB is highlighted on the PTU. The
GF Cutout Switch must be in the NORMAL (up) position to check.
GF
Move the GF Cutout Switch to the CUTOUT (down) position. Verify that the GF
GF Cutout Switch Safety Check contactor does not pick up and GFFB is not highlighted on the PTU. Return the
GF Cutout Switch tothe NORMAL (up) position.
CPRL
Control Power Relay
With CPRL highlighted, turn off the Control Power Switch and verify that control
power is not lost. Turn the switch back on.
AFSE
Alternator Field Static Exciter
With AFSE highlighted, verify 24 volts to ground on the +25 terminal on the
AFSE terminal board.
FORT
Forward Travel Direction
Verify that circuit 72FD changes from 24VDC to 0VDC when FORT is activated.
10
REVT
Reverse Travel Direction
Verify that circuit 79RD changes from 24VDC to 0VDC when REVT is activated.
E3-16
DESCRIPTION
DEVICE CHECKOUT

10/06 E03018
TCI CHECKOUT
TCI Digital Input Checks


performing tests.
Modular Mining Communication Port Check
PTU to the Modular Mining port on the DID panel

key switch ON.
To check the TCI digital inputs:


key switch ON.
The PTU baud rate defaults to 38400. However, the

Modular Mining port is at 9600 baud. Therefore, before
testing the Modular Mining port, the PTU baud rate
must be changed to 9600.

Double-click TCI Real Time Data.
example in Figure 3-7. Also, make sure that the
COMMLINK signal under Modes reads OK.
Test the inputs in the Digital Inputs field as
described in Table IV.

Click Options.
Remove 38400 and add 9600 to the column
Selected Baud Sequence. Click OK.
The GE wPTU Toolbox Login Screen
Connection Status window should now show
Connected to AC TCI 360T-DIGBT at 9600
Baud on COM1. This verifies the port
communication.
If the Connection Status window shows
Connection to target failed, exit the program
and restart the PTU.
E03018 10/06

E3-17
FIGURE 3-7. TCI REAL TIME DATA SCREEN
E3-18

10/06 E03018
TABLE IV. TCI DIGITAL INPUT CHECKS

STEP
INPUT
DESCRIPTION
ENGSTRTREQ Engine Start Request - DO NOT CHECK AT THIS TIME.
ENGCAUTION
Check Engine Caution Lamp - Jumper circuit 419M @ TB30 to ground to illuminate the lamp in the overhead
panel. ENGCAUTION on the PTU should be highlighted.
CONTROLON
WARM-UP
Control Power ON & Engine Warm-Up - DO NOT CHECK AT THIS TIME.
ENGWARN
ENGKILL
Engine Shutdown Switch - Pull up on switch on center console. Verify that circuit 439 @ TB25 changes from
24VDC to 0VDC. Push down the switch to reset the system.
BODYDWN
Body Up Switch (activated when body is down) - Place a washer on body-up switch. Verify that circuits 63L &
71F change from 0VDC to 24VDC and the lamp in the overhead panel is OFF.
RESTSW
Rest Switch - Move the Rest Switch to the REST position. Verify that the internal lamp on the Rest Switch
illuminates when in the REST position.
REVREQ
Reverse Request - Move the selector lever to the REVERSE position. The parking brake will release, circuit
52PBO will be 24VDC, and circuit 52CS will be 0VDC.
FORREQ
Forward Request - Move the selector lever to the FORWARD position. The parking brake will release, circuit
10
NEUREQ
Neutral Request - Move the selector lever to the NEUTRAL position. The parking brake will release, circuit
11
PRKBRKSW
Parking Brake Switch - Move the selector lever to the PARK position. PRKBRKSW on the PTU should be
highlighted. (NOTE: The parking brake solenoid is controlled by the VHMS Interface Module. See VHMS/
Interface Module Checkout Procedure to fully test this function.)
12
RSC
13
MIDPAYLD
14
FULLPAYLD
Truck Fully Loaded - Jumper 73LS @TB25 to ground. (NOTE: RB2 circuit breakers must be OFF if installed.)
15
OVERPAYLD
Truck Overloaded - Jumper circuit 72IP@TB29 to circuit 712 @ TB32.
16
RESET
Override/Fault Reset Switch - Push the switch on the center console.
17
LAMPTEST
18
DATASTORE
19
AXLEP
E03018 10/06
Engine Service Light - Jumper 528A @ TB32 to ground to illuminate the blue indicator lamp on the back of the
center console.
Retard Speed Control Switch - Pull up the switch on the center console.
Truck at 70% Payload - Jumper 73MS @TB25 to ground. (NOTE: RB2 circuit breakers must be OFF if installed.)
Lamp Test Switch - Push the switch on the dash panel. All warning/status lights in the overhead panel should
illuminate except for the bottom two rows, the backup horn sounds, and the retard lights at the rear of the truck
and on top of the cab turn on.
Data Store Switch - Push the switch on the back of the center console.
Axle Pressure Switch - Jumper across the air pressue switch in the rear axle housing.

E3-19
Close the TCI Real Time Data screen, then

double-click TCI Serial Data.
FIGURE 3-8. TCI SERIAL DATA SCREEN
E3-20

10/06 E03018
Close the TCI Serial Data screen, then doubleclick TCI Analog Inputs.
example in Figure 3-9.
With the accelerator pedal not depressed, verify
that the ACCEL PEDAL signal is
With the accelerator pedal fully depressed, verify

that the ACCEL PEDAL signal is
With the RSC switch up (OFF position) and the
RSC dial fully counterclockwise, verify that the
RSC POT signal is approximately 10.7 volts.
With the RSC switch up (OFF position) and the
RSC dial fully clockwise, verify that the RSC
POT signal is approximately 0 volts.
FIGURE 3-9. TCI ANALOG INPUTS SCREEN
E03018 10/06

E3-21
Close the TCI Analog Inputs screen, then

double-click TCI Temperatures.
Verify that the temperature values are similar to
the example in Figure 3-10.
NOTE: All temperatures are calculated except for the

AFSE and AMBIENT TEMPERATURE values.
Close the TCI Temperatures screen.
FIGURE 3-10. TCI TEMPERATURES SCREEN
E3-22

10/06 E03018
To check the PSC digital outputs:
TCI Digital Output Tests





key switch ON.
Under Engine Stopped Task, double-click TCI

Manual Test.
The TCI Manual Test screen looks similar to
the TCI Real Time Data screen in Figure 3-7.
Clicking the buttons in the Digital Outputs field
will toggle the output on and off. See Table V.
NOTE: The lamp test switch for the overhead panel will
not activate the GE propulsion system lamps when the
PTU is in the Manual Test mode.
TABLE V. TCI DIGITAL OUTPUT CHECKS

STEP
INPUT
DESCRIPTION
LOCATION
(Fig. 3-11)
BATSEPC
Battery Separate Relay - Measure 24 VDC from circuit 21BSR @ TB28 to

ground. With BATSEPC highlighted on the PTU, press {enter}. Verify 0 VDC.
LINKONLT
Link Energized Light on the back of the center console will illuminate.
SPD1
SPD2
not used
NORETARD
No Retard/Propel Light will illuminate.
NOPROPEL
No Propel Light will illuminate.
A6
PSCNOTRDY
Propulsion System Not Ready Light will illuminate.
C6
RESTLT
Propulsion System at Rest Light will illuminate.
B6
REDUCELT
Propulsion System at Reduced Level Light will illuminate.
D6
RTRDCON
Retard System at Continuous Level Light will illuminate.
E6
10
BATTCHRGR
Battery Charger System Failure Light will illuminate. (NOTE: This function is
controlled by the VHMS Interface Module. See VHMS/ Interface Module
Checkout Procedure to fully test this function.)
E5
not used
A5
11
ENGSPDSET
not used
12
REVERSELT
Backup horn and backup lights will activate.
13
RETARDXLT
Retard light on top of the cab and at rear of truck will turn on.
14
RETARDLT
Dynamic Retarding Applied Light will illuminate.
D3
B4
15
TEMPWARN
Propulsion System Temperature Light will illuminate.
C5
16
PSCWARNLT
Propulsion System Light will illuminate.
B5
17
HYDBHOTLT
Hydraulic Brake Oil Hot Light - cannot be checked (NOTE: This function is
controlled by the VHMS Interface Module. See VHMS/ Interface Module
Checkout Procedure to test this function.)
D5
18
ENGCRANK
Engine Crank Signal - See the following procedure to test this function.
E03018 10/06

E3-23
To check the Engine Crank Signal:

NOTE: Before checking ENGCRANK, verify that the
21B wires are removed from the starter solenoid relay
in the battery control box. Also, make sure that the
engine oil is at the proper level.
1. Change the PTU from the Engine Stopped
Tasks screen to the TCI Real Time Data
screen.
2. Turn the key switch to START.
Trucks without prelube system:
Measure 24VDC to ground on circuit 21A @
TB25 and circuit 21B @ TB31.
Trucks with prelube system:
Measure 24VDC to ground on circuit 21A @
TB25.
After the prelube system has reached the proper
oil pressure, measure 24VDC to ground on
circuit 21PT @ TB28 to ground.
After circuit 21PT is 24VDC, circuits 21ST and
21B will measure 24VDC to the starter solenoid.
Verify that ENGSTRTREQ, ENGCRANK,
ENGCRNK2, and BATSEPC are highlighted on
the PTU when circuits 21A, 21PT and 21B are
24VDC.
3. Turn the key switch to ON.
4. Move the directional control lever to FORWARD.
5. Turn the key switch to START.
FIGURE 3-11. STATUS/WARNING LIGHTS

Row/Column
Indicator Description
Color
A1*
High Hydraulic Oil Temperature
B1*
Low Steering Pressure
Red
C1
Low Accumulator Precharge
Red
D1
Spare
E1
Low Brake Pressure
Red
Red
A2*
Low Hydraulic Tank Oil Level
Red
B2*
Low Auto Lube Pressure
Amber
C2*
Circuit Breaker Tripped
Amber
D2*
Hydraulic Oil Filter Restricted
Amber
E2*
Low Fuel
Amber
A3*
Parking Brake Applied
Amber
6. Release the key switch.
B3*
Service Brake Applied
Amber
7. Move the directional control lever to NEUTRAL.
C3*
Body Up
Amber
D3*
Dynamic Retarding Applied
Amber
E3
Stop Engine
Red
Circuit 21A should remain 0VDC.
8. Turn key switch to START position.

Circuit 21A should remain 0VDC.
A4*
Starter Failure
Amber
10. Release the key switch.
B4*
Manual Backup Lights
Amber
11. Move the directional control lever to PARK.
C4*
5 Minute Shutdown Timer
Amber
D4*
Amber
E4*
Cheack Engine
Amber
A5
No Propel/Retard
Red
B5
Propulsion System Warning
Amber
C5
Propulsion System Temperature
Amber
D5
Maintenance Monitor
Red
E5
Battery Charger System Failure
Red
E3-24
A6
No Propel
Red
B6
Propulsion System at Rest
Amber
C6*
Propulsion System Not Ready
Amber
D6*
Propulsion System at Reduced Level
Amber
E6*
Retard System at Continuous Level
Amber

10/06 E03018
CALIBRATIONS
The following procedures are used to calibrate the
retarder and accelerator pedals, retarder lever, and the
hydraulic brake temperature and propel system
temperature gauges and the speedometer for the
software. If any of the above components require
replacement during truck servicing or troubleshooting
procedures, the new or rebuilt component must be
recalibrated using the applicable procedure before the
truck is returned to service.
TABLE VI. CALIBRATION VALUES

INPUT
ACCEL-SEL
1.00 - accelerator pedal fully depressed

0.00 - retarder pedal released and retarder lever
fully up
RETRD-SEL
Speedometer
1.00 - retarder pedal fully depressed and

retarder lever fully up
1.00 - retarder pedal released and retarder lever
fully down
The speedometer can be calibrated by using the DID

panel at the back of the operator cab.
1. On the DID panel, press the function keys
F4 - Menu > F1 - Test Menu > F4 - Speedometer.
DESCRIPTION
0.00 - accelerator pedal released
RETSPD
5 - RSC dial pulled up and turned fully

counterclockwise
34 - RSC dial pulled up and turned fully
clockwise
2. Adjust the speedometer to read 32 kph (20 mph).

3. Enter 40 on the DID panel keypad.
Verify that the speedometer reads 64 kph (40
mph).
Accelerator Pedal, Retarder Pedal/Lever and
RSC Dial
The pedals and retarder lever can be calibrated by
using the DID panel at the back of the operator cab.
Press the function keys F4 - Menu > F4 - Truck Cfg >
F2 - Begin, then follow the instructions on the screen.
The pedals, retarder lever and RSC dial can also be
calibrated by using the PTU as follows:
ERASING EVENTS
PSC
key switch ON.




key switch ON.

Under the Special Tasks heading, double-click
Erase PSC Events.
Click YES.
Double-click PSC Event Summary.
Only two events should be listed and active:

Event 91 (Inverter 1 Cutout) and Event 92
(Inverter 2 Cutout). Investigate any other events
that are listed.

Time Data.
Verify the values in Table VI.
E03018 10/06

E3-25
TCI
key switch ON.
Under the Special Tasks heading, double-click
Erase TCI Events.
7. Close circuit breaker CB2 on GDPC1 in the right

side compartment of the control cabinet.
8. Use an analog meter to check the voltage
between the pins on the P12A+ round connector.
There should be 90 - 100VDC.
9. Open circuit breaker CB2 on GDPC1. Reconnect
the round connector to P12A+ and close circuit
breaker CB2 again.
10. Carefully remove the gray plug on top of each P12
phase module. Without looking directly into the
plug hole in each phase module, verify that a red
light is present. Insert the gray plugs.
11. Carefully remove the gray plug on top of chopper
module CM2. Without looking directly into the
plug hole, verify that a red light is present. Insert
the gray plug.
Click YES.
Double-click TCI Event Summary.
No events should be listed. Investigate any
events that are listed.
GATE DRIVER POWER CONVERTER TEST
Never look directly into the fiber optic light. Eye

damage could result.
1. Disconnect the round connector on top of phase
modules P11A+, P12A+, P21A+ and P22A+.
breaker CB1 again.
5. Carefully remove the gray plug on top of each
P11 phase module. Without looking directly into
the plug hole in each phase module, verify that a
red light is present. Insert the gray plugs.

breaker CB1 again.
breaker CB2 again.
6. Carefully remove the gray plug on top of chopper

module CM1. Without looking directly into the
plug hole, verify that a red light is present. Insert
the gray plug.
E3-26

10/06 E03018
LOAD TESTING

Preparation
1. Ensure that the wheels are chocked and the

directional control lever is in PARK.
2. Ensure that all blower motor and alternator

brushes are installed correctly.

Time Data.
3. Install locks on the contactor box door and left

side compartment door of the control cabinet. The
right side compartment will be accessed.
4. Use the DID panel to cutout both inverters:
a. Press F4 - MENU > F3 - Inv Cutout >
F1 - Inv #1 > F4 - Toggle.
The display will show Inverter #1 = cut-out.
Verify that ENGSPD in the Analog field shows

the correct alternator speed value.
9. Leave the PTU connected to the PSC port for
further checks. Use the emergency stop switch on
the center console of the operator cab to stop the
engine.
Battery Boost Check
b. Press F5 - Return > F2 - Inv #2 > F4 - Toggle.

The display will show Inverter #2 = cut-out.
c. Press F5 - Return > F5 - Return to return to the
main DID panel display.
5. Turn the rest switch ON.
6. Move GF cutout switch (2, Figure 3-1) to the
CUTOUT (down) position.
The battery boost check must be performed exactly

as described in the following procedure. Failure to
do so may result in serious injury.
7. Ensure that circuit breakers CB1 and CB2 on both

gate driver power converters are closed.
The contactors in the control cabinet with the R1

resistor may be energized while the engine is
running. DANGEROUS VOLTAGES ARE PRESENT
INSIDE THE CONTROL CABINET.
8. Reconnect the 21B wires to the starter solenoids.
NOTE: The engine must be OFF during initial setup.
Alternator Speed Sensor Checks
1. Connect an AC voltmeter to circuits 74X (TB22)

and 74Z (TB22).
2. Move GF cutout switch (2, Figure 3-1) to the

CUTOUT (down) position.
2. Ensure that the GF cutout switch is in the

CUTOUT (down) position and the rest switch is
ON.
3. Verify that all link voltage lights are OFF.
3. Start the engine and operate at low idle.

Verify approximately 4VAC on the meter.
Verify that the tachometer in the operator cab
reads approximately 700 RPM.
4. Connect a voltmeter across resistor R1 located in

the right side compartment of the control cabinet.
a. Connect the positive lead to BAT
b. Connect the negative lead to F101.
5. Start the engine.
4. Remove the voltmeter.
6. Move the GF cutout switch to the NORMAL (up)

position.
5. Ensure engine speed control by varying the

position of the accelerator pedal.
7. Turn the rest switch OFF.
6. To check the PSC alternator speed feedback,

connect the serial communication cable from the

key switch ON.
E03018 10/06
The voltmeter will momentarily show a reading

of approximately 18VAC, then drop to zero.
10. Move the GF cutout switch to the CUTOUT
(down) position.
11. Use the emergency stop switch on the center
console of the operator cab to stop the engine.
12. Verify that all link voltage lights are OFF. Remove
the voltmeter.

E3-27
Hoist & Steering Circuit Switch Checks
Brake Circuit Switch Checks

2. Start engine and allow engine to warm up for
approximately 10 minutes.
Verify that all status/warning lights in the
overhead panel are off except Parking Brake
Applied (A3, Figure 3-11), Propulsion System at
Rest (B6) and Propulsion System Not Ready
(C6).
3. Turn the wheel brake lock switch ON.
4. Short circuit 33T to ground. This is for the brake
lock degradation switch located in brake cabinet.
Note that when the wheel brake lock is applied,
the service brake lights on the truck are active
and the service brake light indicator on the
overhead panel is lit.
9. On the inner side of the fuel tank, short circuit 39

on hoist circuit hydraulic filters bypass indicator
switch to ground.
The hydraulic oil filter light in the overhead panel
should illuminate.
10. At the steering circuit hydraulic filter, short circuit
39 on the filter bypass indicator switch to ground.
The hydraulic oil filter light in the overhead panel
should illuminate.
11. Short circuit 51A at the nitrogen precharge
pressure switches on the top of the steering
accumulators to ground.
The low accumulator precharge indicator light is
activated. This light stays on even when the
short is removed.
12. Use emergency shutdown switch on the center
console to shut off the engine. Do not turn the key
switch OFF.
The low accumulator precharge light should
remain on and the brakes and steering pressure
should remain charged.
13. Turn the key switch OFF.
Verify that the steering pressure bleeds down.

Time Data.
Verify that BRAKEON is highlighted when the
wheel brake lock is applied and the engine is
running.
6. Turn the wheel brake lock switch OFF.
7. In the brake cabinet, short circuit 33 on the brake
pressure switch to ground.
The low brake pressure light on the overhead
panel and the low brake pressure buzzer should
activate.
8. On the LH frame rail, short circuit 33F at the
steering pressure switch on the bleeddown
manifold to ground.
The low brake pressure light, low steering
pressure light and low brake pressure buzzer
should activate.
Link Energized Checks

2. Move the GF cutout switch to the NORMAL (up)
position.
Time Data.
Verify that capacitor charge light (3, Figure 3-1)
and the link energized indicator light on the rear
of the center console are lit.
Verify that LINKV and both inverter link voltages
(I1LV & I2LV) are approximately 700 volts.
Verify the other values and highlighted functions
are similar on the various PSC screens in
Figures 3-12 through 3-14.
E3-28

10/06 E03018
FIGURE 3-12. PSC REAL TIME DATA SCREEN
FIGURE 3-13. PSC SERIAL DATA SCREEN
E03018 10/06

E3-29
FIGURE 3-14. PSC ANALOG INPUTS SCREEN

Loadbox Test

key switch ON.
1. Jumper fan clutch control circuit 22FO @ TB32 to

ground to lock the fan in full on condition.
2. With the engine running, move the GF cutout

switch to the NORMAL (up) position.
Under Real Time, double-click TCI Real Time

Data.
Verify that the analog values and highlighted

functions are similar to the TCI Real Time Data
screen in Figure 3-15.
7. Exit the TCI Real Time Data screen. Leave the
engine running and the PTU connected to the TCI
port for the loadbox test.
E3-30
Verify that the control cabinet doors are closed and

locked before performing the following tests.
DANGEROUS VOLTAGES ARE PRESENT INSIDE
THE CONTROL CABINET WHEN THE ENGINE IS
RUNNING.
Under Test, double-click Self Load Engine

Test.
Click Enter LDBX.
Verify that the values are similar to the initial Self
Load Engine Test screen in Figure 3-16.

10/06 E03018
FIGURE 3-15. TCI REAL TIME DATA SCREEN
FIGURE 3-16. INITIAL SELF LOAD ENGINE TEST SCREEN
E03018 10/06

E3-31
10. Note the ENGLOAD value on the screen.

If the value is 5 volts during load testing, loading
is satisfactory.
In the following step, exhaust air from grid vents
may be very hot.
4. Put the directional control lever in NEUTRAL and
depress the accelerator pedal to just pick up
contactor
RP1.
This
should
occur
at
approximately 1150 rpm.
If the value is below 5 volts, the electrical system

needs to remove horsepower loading. This is an
indication of a weak engine.
If the value is above 5 volts, the electrical system
needs to load the engine more. This is an
indication of a strong engine.
Check for air flow from the rectifier air exhausts

on the back of the control cabinet.
11. The Self Load Engine Test screen should be

recorded and the values compared to values that
are calculated to account for parasitic losses at
the elevation of the test site and ambient
temperature during testing as follows:
On the PTU, verify that the values for BLWR1

and BLWR2 are balanced but opposite polarity.
a. Output horsepower should be 2700 HP 5% @

1900 +10/-15 rpm.
Check for hot air flow from both front sections of

the retarding grid.
NOTE: If the HPADJ value is fixed at zero and the

ENGLOAD% value is fixed at 50% (or 5.0V if using an
analog load signal), it is an indication that the PWM
engine load signal is not getting to the PSC. Check for
Event 63 (Engine Load Signal) on the DID panel. Refer
to Troubleshooting for more information.
5. Depress the accelerator pedal to pick up
contactors RP1 and RP2. This should occur at
approximately 1375 rpm.
6. Let up on the accelerator pedal just enough so
that contactor RP2 drops out but contactor RP1 is
still picked up. This should occur at approximately
1375 rpm.
NOTE: Some trucks are not equipped with contactor
RP3.
7. Depress the accelerator pedal to pick up
contactors RP1, RP2 and RP3. This should occur
at approximately 1550 rpm.
8. Warm up the engine until the engine coolant
temperature stabilizes. Then fully depress the
accelerator pedal to pickup all the RP contactors.
The CHOP value on the PTU should be be 25%
at approximately 1900 rpm.
9. Record the PTU screen while viewing the screen
during full load.
Under the Save menu, select Single
Snapshot, then click Save.
To view the recorded screen, under the View
menu, select Screen Relay, the highlight the
file and click Open.
b. Requested rpm from GE must be 1900 rpm.

c. Refer to Figure 3-17 for parasitic losses curve.
Read the parasitic losses from the graph
based on ambient temperature and altitude.
Add the value on the graph to the delivered
HP to GE and compare that to the -5%
value at the rpm rated tolerance (i.e. 2612
HP + value from graph = corrected HP).
Manual Offset HP Output Adjustment:
12. If it isnecessary to troubleshoot HP problems, use
With loadbox initiated, enter a + or - offset value
in the HP Offset field.
Click the HP Offset box.
13. Perform the load test again.
Return the offset to 0.0
Click the HP Offset box.
Click EXIT LDBX to exit the Self Load Engine
Test screen.
14. Allow the engine to cool down until the engine
temperature and pressure gauges show normal
operating values.
16. Turn the key switch OFF. Allow approximately 90
seconds for the steering accumulators to bleed
down.
17. Remove the jumper from the fan clutch control
circuit
18. Record all data to create a truck record for future
comparison.
E3-32

10/06 E03018
FIGURE 3-17. TOTAL PARASITIC LOSS AT FULL POWER

Komatsu SSDA16V160, 27000 GHP, ECS 8 Blade, 78 dia. 5.3 PW @ 798 RPM
E03018 10/06

E3-33
TROUBLESHOOTING
Phase Module and Chopper Module

Troubleshooting
PVM Optimum Load Curve Handshaking

Troubleshooting
NOTE: A value of less than 0.5VDC or more than
9.5VDC on circuit 72E indicates a failure.
1. With the engine off, key switch ON and control
power switch ON, measure the voltage between
the 72E (+) lead and the 72R (-) lead.
The voltage should be 5.0VDC.
a. Jumper circuit 22FO to ground and verify
voltage on 72E to 72R changes to 7.0VDC.
b. If the voltage is 0VDC, verify that the
connections to the PVM are correct and that
circuits 439 and 11SL (connected to CN P382
positions 5 and 40) are 24VDC.
2. With the engine running and under load, and the
key switch and control power switch ON, check
the voltage at 72E (+) to 72R (-).
The voltage should be 5.0VDC.
a. Check the PVM diagnostic connector P381.
b. Verify that the voltage between position A to B
is 8 to 11VDC. A reading of 0VDC indicates
that the 1939 transmission line failed. Check
1939 wiring.
c. Verify the voltage between position C to B is 8
to 11VDC. A reading of 0VDC indicates that
the PVM has failed only if the voltage from
position A to B is correct and the filtering circuit
is correct. Check the filtering circuit resistors
and capacitors connected to P383 positions 12
and 20 and P382 position 33 mounted on
diode board DB1.
3. If both Step 1 and 2 are 0VDC, then circuit 439 or
11SL or both are incorrect.
1. To troubleshoot a phase module or chopper

module, stop the engine and turn the rest switch
OFF. Connect the serial communication cable
from the PTU to the PSC panel and access the
PSC Manual Test screen.
2. Click the appropriate GD1E or GD2E signal in the
Digital Output field and turn it ON. (GD1E turns
on all Inverter 1 phase modules and chopper
module 1. GD2E turns on all Inverter 2 phase
modules and chopper module 2.)
3. Disconnect the gray fiber optic cable on the phase
module or chopper module that is being checked.
In the following step, DO NOT look directly at the

red light. Eye damage could result.
4. If a red light is visible out of the gray receptacle on
the gate driver module, the phase module or
chopper module is OK.
5. If a red light is not visible, disconnect the round
power supply harness from the gate driver
module.
6. Check the AC voltage in the two pins in the
harness. There should be 100 VAC square wave
on the harness. The actual reading on the VOM
will depend on the meter and how it is designed to
measure AC voltage. Most meters read less than
100 volts. Normally, there will either be proper
voltage on the harness or no voltage at all.
7. If there is no voltage, troubleshoot the appropriate
gate driver power converter or the harness. See
Gate Driver Power Converter Test earlier in this
section.
8. If there is voltage, reconnect the harness and
disconnect the gate lead on the G terminal.
Allow adequate time for link voltage to drain down

before opening the control cabinet to perform the
following checks or repairs.
E3-34
10. If there is a red light visible with the gate lead

disconnected, there is a short and the phase
module or chopper module must be replaced.
11. If a red light is not visible with the gate lead
disconnected, the gate driver module is faulty and
must be replaced. All the gate driver sections for
phase modules and chopper modules are alike
and interchangeable. The red-covered and whitecovered gate driver modules are interchangeable
where mounted by the six cap screws to the
cooling tubes of the phase module or chopper
module.

10/06 E03018
PHASE MODULE REPLACEMENT

Phase Module Installation
Phase Module Removal

1. Place the control power switch in the OFF
position and the GF cutout switch in the CUTOUT
position.
1. Inspect the rear cooling air sealing gasket.

Replace it if damaged.
2. Use a VOM to ensure that there is no voltage

present between the (+) and (-) DC links and
ground.
3. Install the two mounting bolts and washers that

secure the phase module to the control cabinet.
Tighten the bolts to 64 Nm (47 ft lbs).
3. Disconnect the fiber optic cables and the round

plug at the top of the phase module. Tuck the
removed cables under the loom to protect the
cables when the module is pulled out.
4. Remove the mounting hardware that secures the
phase module to the vertical bus bar. Note the
length of the bolts for proper reinstallation.
5. Remove the mounting hardware that secures the
two fuses.
6. Mark each phase module so that it will be
reinstalled in its original location.
2. Return the phase module to its original location.
4. Install the mounting hardware that secures the

two fuses. Tighten the bolts to 19 Nm (14 ft lbs).
5. Install the mounting hardware that secures the
phase module to the vertical bus bar. Tighten the
bolts to 26 Nm (19 ft lbs).
6. Reconnect the fiber optic cables and the round
plug at the top of the phase module.
7. Place the GF cutout switch in the NORMAL
position and the control power switch in the ON
position.
NOTE: Each phase module weighs 29.5 kg (65 lbs).

7. Support the phase module and remove the two
nuts and washers that secure the phase module
to the control cabinet.
NOTE: For removal of other control cabinet

components, refer to the GE service manual.
8. Slide the phase module forward by the extended

mounting arms and remove it from the control
cabinet. Do not pull on the gate card cover.
E03018 10/06

E3-35
NOTES
E3-36

10/06 E03018
SECTION G
REAR AXLE, SPINDLES AND WHEELS
INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1
FRONT WHEEL HUB AND SPINDLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1
REAR AXLE HOUSING MOUNTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1
REAR AXLE HOUSING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1
G01017
Index
G1-1
NOTES
G1-2
Index
G01017
SECTION G2
TIRES AND RIMS
INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3

WHEEL STUD MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
FRONT TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-6
REAR TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8
RIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9
Tire Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9
Tire Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9
G02018 7/06
Tires and Rims
G2-1
NOTES
G2-2
Tires and Rims
7/06
G02018
TIRES AND RIMS

The truck tires should be inspected and tire pressure
checked with an accurate pressure gauge before
each working shift. Tire pressure will vary according
to manufacturer and local working conditions.
Consult the tire manufacturer for recommended tire
pressure.
Insure valve caps are securely applied to valve
stems. The caps protect valves from dirt build up and
damage. DO NOT bleed air from tires which are hot
due to operation; under such circumstances, it is
normal for pressure to increase in the tire due to
expansion.
A bent or damaged rim which does not support the
bead properly may cause abnormal strain on the tire
resulting in tire damage. If a tire becomes deeply cut,
it should be removed and repaired. Neglected cuts
cause many tire problems; water, sand, dirt and other
foreign materials work into the tire through a cut,
eventually causing tread or ply separation.
Tires should be stored indoors if possible. If stored
outdoors, cover tires with tarpaulin to keep out dirt,
water and other foreign materials. Long exposure to
the sun will cause ozone cracks. Storage should be
in a cool, dry, dark, draft free location. Tires should
be stored vertically. If they must be laid on their sides
for a short period, avoid distortion by stacking no
more than three tires on top of one another. Avoid
contact with oil, grease and other petroleum
products.
When inflating tires always use a safety cage.

Never inflate a tire until the lockring is securely in
place. Do not stand in front of or over the
lockring during inflation procedures. Never
overinflate a tire. Refer to tire manufacturers
recommendations.
Always keep personnel away from a wheel and
tire assembly when it is being removed or
installed.
The tire and rim weigh approximately 6,480 kg
(14,285 lbs.). Make sure that tire handling
equipment is capable of lifting and maneuvering
the load.
Due to the size and weight of the tire and rim
assemblies, special handling equipment, such as a
modified fork lift called a tire handler as shown in
Figure 2-1, is desirable. Consult local tire vendors for
sources of equipment designed especially to remove,
repair, and install large off-highway truck tires.
Before storing used tires, clean thoroughly and

inspect for damage. Repair as necessary. When a
truck is placed in storage, it should be blocked to
remove the weight from the tires. If a stored truck
cannot be blocked, check air pressure and inspect
tires twice a month for proper inflation pressure.
DO NOT weld or apply heat on the rim assembly

with the tire mounted on the rim. Remaining
gases inside the tire may ignite causing
explosion of tire and rim.
DO NOT go near a tire if a brake or wheel motor
has experienced a fire until the tire has cooled.
FIGURE 2-1. TYPICAL TIRE HANDLER
G02018 7/06
Tires and Rims
G2-3
WHEEL STUD MAINTENANCE

The wheel mounting hardware used on some trucks
may no longer be able to maintain the specified
clamping force (tightening torque). Inadequate
clamping force may lead to broken studs, stripped
threads, and/or failure of the stud knurl which would
allow the stud to rotate when the nut is loosened or
tightened. Stud replacement is necessary based on
the following guidelines:
The maximum allowable number of missing or
damaged studs in any one bolt circle is four.
While replacing missing or damaged studs, the

condition of all other stud threads should be
inspected. If minor corrosion or dirt is found in
the threads, wire brush thoroughly. If damaged
(knicked or highly corroded) threads are found,
the stud(s) must be replaced.
The position of missing or damaged studs must

not be in consecutive locations. In addition, there
must be a minimum of four properly functioning
studs between each missing stud. Refer to
Figure 2-2.
FIGURE 2-2. MISSING/DAMAGED WHEEL STUD ALLOWANCE
G2-4
Tires and Rims
7/06
G02018
FRONT TIRES AND RIMS

Removal
1. Apply parking brake and block rear wheels to
prevent movement of truck.
6. Grip the tire and wheel assembly with tire a

handler. Remove nuts (11, Figure 2-3) that
secure the wheel assembly.
2. Following normal shutdown procedures, place

the rest switch in the ON position, shut down
the engine and verify that the link voltage lights
are OFF. Allow at least 90 seconds for the
accumulators to bleed down. Turn the steering
wheel to ensure that no pressure remains. As a
safety precaution, bleed down the brake
accumulators.
7. Be careful not to damage the inflation hose

during tire removal. Move the wheel assembly
away from the wheel hub and into a clean work
area.
3. Place a jack under the spindle or frame at the

front cross tube.
Do not attempt to disassemble wheel assembly

until all air pressure is bled off.
4. Raise the front end of the truck until the tire

clears the ground. Block up the truck securely
under the frame.
Always keep personnel away from a wheel

assembly when it is being removed or installed.
5. Inspect the hydraulic brake lines for damage or

leaking fittings.
FIGURE 2-3. FRONT WHEEL HUB AND RIM ASSEMBLY

1. Wheel Hub
2. Stud
3. Tire Inflation Hose
4. Swivel Connector
G02018 7/06
5. Rim
6. Bead Seat Band
7. Side Flange
8. Lock Ring
Tires and Rims
9. O-Ring
10. Clamp Bracket
11. Flanged Nut
G2-5
Installation
NOTE: Remove all dirt and rust from mating parts
before installing wheel assembly.
1. Grip the wheel assembly with the tire handler
and align the tire inflation hose and wheel hub
(1, Figure 2-3). Position the rim onto the wheel
hub studs.
Grease containing molybdenum disulphide must

never be used on wheel mounting hardware. Use
of this type of grease on wheel mounting
hardware may result in wheel mounting studs
stretching beyond their elastic limit, making them
susceptible to breakage.
2. Lubricate all stud threads and nut seating
flanges with a lithium based grease that does
not contain molybdenum disulphide. Install and
tighten the nuts in the following sequence:
a. Install six nuts at the 12 o'clock and six nuts
at the 6 o'clock positions. Tighten each nut to
2326 136 Nm (1715 100 ft. lbs.).
b. Install three nuts directly below the 3 o'clock
and three nuts directly above the 9 o'clock
positions. Tighten the nuts to 2326 136
Nm (1715 100 ft. lbs.).
c. Install three nuts directly above the 3 o'clock
and three nuts directly below the 9 o'clock
positions. Tighten these nuts to 2326 136
Nm (1715 100 ft. lbs.).
d. Install the remaining nuts and torque in a
clockwise direction to 2326 136 Nm (1715
100 ft. lbs.).
e. Retighten all nuts in a clockwise direction to
2326 136 Nm (1715 100 ft. lbs.).
3. Remove the blocking and lower the jack.
4. Operate the truck for one load and retighten the
wheel nuts to the specified torque.
G2-6
Tires and Rims
7/06
G02018
REAR TIRES AND RIMS

Removal
1. Park the truck on level ground and block the
front wheels. Position a jack under the rear
suspension mounting plates as shown in Figure
2-4.
7. Position a tire handler to grip the inner wheel.

Remove flanged nuts (6).
8. Pull straight out to remove the tire from the
wheel hub.
If the wheel motor is to be removed from the

truck for service, install approximately eight
flanged nuts with appropriate spacers in place of
the outer wheel adaptor ring and nuts removed in
Step 4. This will provide additional support for
the wheel motor transmission during removal
and transportation.
FIGURE 2-4. REAR AXLE JACK LOCATION
2. Raise the rear axle housing until the tires clear

the ground. Securely block up the rear axle
housing near the wheel motor mounting flange.
3. If the rear inner tire is to be removed, remove
the inner tire inflation hose at the clamp on the
outer wheel and disconnect it from inner
extension (7, Figure 2-6).
4. Grip outer wheel and tire with tire handler arms
as shown in Figure 2-5. Remove flanged nuts
(10, Figure 2-6) from adaptor ring (9) securing
outer rim to wheel motor hub.
FIGURE 2-5. REAR TIRE REMOVAL

1. Tire Handler
2. Outer Rear Tire
3. Inner Rear Tire
5. Pull straight out on the outer wheel assembly

and remove it.
6. If inner wheel removal is necessary, disconnect
inner tire inflation extension (7) and remove it.
G02018 7/06
Tires and Rims
G2-7
FIGURE 2-6. REAR WHEEL ASSEMBLY

1. Wheel Motor Mounting Flange
2. Inner Wheel Rim
3. Disc Brake Assembly
4. Extension
5. Wheel Hub
11. Flanged Nut

12. Wheel Motor Transmission
13. Extension
14. Bracket
15. Outer Wheel Rim
6. Flanged Nut
7. Inner Extension
8. Clamps
9. Adapter Ring
10. Flanged Nut
Installation
b. Install three nuts directly below the 3 o'clock
and three nuts directly above the 9 o'clock
Nm (1715 100 ft. lbs.).
Always keep personnel away from a wheel
assembly when it is being removed and installed.
c. Install three nuts directly above the 3 o'clock

and three nuts directly below the 9 o'clock
Nm (1715 100 ft. lbs.).
NOTE: Clean all mating surfaces and check the stud

threads before installing the wheel assemblies.
d. Install the remaining nuts and tighten in a

clockwise direction to 2326 136 Nm (1715
100 ft. lbs.).
1. If either wheel motor has been removed, bleed

the disc brakes before installing the rear tires.
Refer to Section J, Wet Disc Brake Assembly Wet Disc Brake Bleeding Procedure.
2. Grip the inner wheel assembly with a tire
handler and install it onto wheel hub (5, Figure
2-6). Carefully align tire inflation extension line
(4) for mating with inner extension (7).
3. Lubricate all stud threads and nut seating
flanges with lithium based grease. Install and
tighten the nuts in the following sequence:
e. Retighten all nuts in a clockwise direction to

the required 2326 136 Nm (1715 100 ft.
lbs.).
4. If adaptor ring (9) requires installation, install
the adaptor onto the wheel hub/wheel motor.
Lubricate the studs and nut flanges with lithium
based grease.
5. Using the procedures in Step 3, install flanged
nuts (10) in the sequence described and tighten
to the same torque value as the inner wheel.
a. Install six nuts at the 12 o'clock and six nuts

at the 6 o'clock positions. Tighten each nut to
2326 136 Nm (1715 100 ft. lbs.).
G2-8
Tires and Rims
7/06
G02018
6. Grip the outer wheel assembly with a tire

handler and position it onto the wheel motor
hub.
NOTE: Position the outer dual wheel to align the tire
valve bracket with the inner wheel inflation line.
7. Using the procedures in Step 3, install flanged
nuts (11) in the sequence described and tighten
to the same torque value as the inner wheel.
8. Secure the inner and outer dual tire inflation
lines to bracket (14) on the outer rim.
9. Remove the blocks from under the truck and
lower the truck to the ground. Operate the truck
for one load and retighten outer wheel nuts (11)
and adapter flange nuts (10) to 2326 136 Nm
(1715 100 ft. lbs.).
NOTE: Inner flanged nuts (5 & 7) and studs should
be inspected for breakage or missing nuts during
scheduled maintenance checks by inserting a mirror
between the rear tires.
RIM
Tire Removal
5. After the bead is broken loose, insert the flat of

a tire tool in the beading notch on lockring (8).
Pry the lockring up and out of the groove on the
rim.
6. Pry in on bead seat band (6) until O-ring (9) is
exposed. Remove the O-ring.
7. Remove bead seat band (6) from rim (5) and
remove flange (7).
8. Reposition wheel assembly and repeat removal
procedure on opposite side of tire. Remove the
tire from the rim.
Tire Installation
1. Before mounting the tire to the rim, remove all
dirt and rust from the rim parts, particularly the
O-ring groove and bead seats. Also touch up all
metal parts with anti-rust paint to prevent bare
metal from being exposed to the weather.
NOTE: Do not allow paint, rust or other
contamination to cover the mating faces of lockring
(8, Figure 2-7) and rim (5).
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 an explosion.
When inflating tires always use a safety cage.
Never inflate a tire until the lockring is securely in
place. Do not stand in front of or over the
lockring during inflation procedures. Never
overinflate a tire. Refer to tire manufacturers
recommendations.
1. Place the tire and wheel assembly in a safety
cage and discharge all air pressure from the
tire.
2. Attach a hydraulic bead breaker to the rim by
slipping the jaws of the frame assembly over
the outer edge of flange (7, Figure 2-7). Make
sure that the jaws of the frame are as near to
bead seat band (6) as possible.
3. Following the tool manufacturers instructions,
move the tire bead in far enough to permit
placing a wedge between the tire and the flange
at the side of the tool.
G02018 7/06
4. Repeat
this
procedure
at
locations
approximately 90 from the first application.
Continue this procedure until the tire bead is
free from the rim.
Make 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 the tire inflation hose and hardware were
removed, reinstall them in the rim. Position the
hose assembly for proper routing.
3. Install the inner flange on the rim. Coat the
beads of the tire with tire mounting soap
solution.
Prying against tire bead may cause damage to

tire bead and will cause air leaks.
4. Position the tire over the rim and work the tire
on as far as possible without prying against the
beads.
Tires and Rims
G2-9
FIGURE 2-7. FRONT WHEEL HUB AND RIM ASSEMBLY

1. Wheel Hub
2. Stud
3. Tire Inflation Hose
4. Swivel Connector
5. Rim
6. Bead Seat Band
7. Side Flange
8. Lock Ring
9. O-Ring
10. Clamp Bracket
11. Flanged Nut
5. Install outer flange (7, Figure 2-7) in position

and install bead seat band (6). Push in on the
bead seat band to expose the O-ring groove in
the rim.
9. If the beads of the tire and O-ring do not seat

within one minute, raise the tire slightly and tap
the bead seat band. This will help the air
pressure to push the tire bead out into position.
6. Lubricate new O-ring (9) with soap solution and

install it in the groove of the rim.
10. As soon as the seating has been accomplished,

install the valve core and inflate the tire to the
recommended tire pressure.
7. Install lockring (8) and tap it into place with a

lead hammer. The lockring lug must fit into the
slot of the rim.
Use a safety cage whenever possible. Stand to

one side as tire is being inflated. Never start
inflating unless the lockring is securely in place.
DO NOT stand in front of or over the lockring
when inflating.
8. With the tire inside a safety cage, remove the
valve core from the valve stem and inflate the
tire to seat the beads of the tire and the O-ring
as specified by the tire manufacturer.
G2-10
Tires and Rims
7/06
G02018
SECTION G3
FRONT WHEEL HUB AND SPINDLE
INDEX
FRONT WHEEL HUB AND SPINDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3

WHEEL HUB AND SPINDLE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9
Wheel Bearing Adjustment: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9
Brake Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-10
Seal Assembly Gap Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-11
STEERING CYLINDERS AND TIE ROD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12
Spherical Bearing Wear Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-13
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-14
Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-14
TOE-IN ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-15
G03028 11/07
Front Wheel Hub and Spindle
G3-1
NOTES
G3-2
11/07 G03028
FRONT WHEEL HUB AND SPINDLE

WHEEL HUB AND SPINDLE ASSEMBLY
The following instructions will cover the complete
removal, installation, disassembly, assembly and
bearing adjustment of the front wheel hub and
spindle. If only brake service is to be performed, refer
to Section J, Brake Circuit.
Preparation
1. Shut down the truck. Refer to Normal Engine
Shutdown Procedure in Section A, General
Safety & Operating Instructions.
2. Bleed down the brake accumulators using the
manual bleed valves on the brake manifold in
the hydraulic cabinet.
Do not loosen or disconnect any hydraulic brake

line or component until the engine is stopped,
the key switch is OFF for 90 seconds, and the
drain valves on the brake accumulators are
opened.
Removal
1. Remove the front tire and rim assembly. Refer
to Front Tire and Rim - Removal in Section
G2, Tires and Rims.
2. Close the hydraulic pump shutoff valves.
3. Disconnect speed sensor connector(s) (5,
Figure 3-1). Tie the cables back away from the
spindle to prevent damage during spindle
removal.
NOTE: The left wheel has two speed sensors
installed.
4. Disconnect disc brake cooling oil hoses (4) at
the inlet and outlet ports on the brake housing.
5. Disconnect the brake apply line. Cap the hoses
and ports to prevent contamination. Remove
the oil in the brake housing and hub bearings by
removing hex plug (2) and draining the oil into a
suitable container.
6. Remove the lubrication lines from the tie rod
and steering cylinder.
7. Disconnect the tie rod and steering cylinder rod
from the spindle being removed. Refer to
Steering Cylinders and Tie Rod - Removal in
this section.
FIGURE 3-1. FRONT WHEEL & SPINDLE

INSTALLATION
1. Spindle
2. Brake Housing Drain
3. Disc Brake Housing
G03028 11/07
4. Brake Cooling Hose

5. Speed Sensor
Connector
G3-3
10. Remove 16 arm attachment capscrews (5) as

follows:
The front spindle, brake and wheel hub assembly

weighs approximately 4840 kg (10,670 lbs).
Ensure that the lifting device is capable of lifting
the load.
8. Position a fork lift under the wheel hub and
spindle assembly as shown in Figure 3-2. Use
blocking as necessary to keep the assembly
level.
9. Remove capscrews and washers (1, Figure 33) that secure retainer plate (2) to the spindle
structure and suspension. To prevent thread
damage, loosen the capscrews in a circular
pattern in torque increments of 678 Nm (500 ft
lbs). Remove the retainer plate.
NOTE: A tool may be fabricated locally to aid in

spindle removal. Refer to Section M8, Special Tools,
for fabrication information. Usage of this tool is
described in the following steps.
a. Refer to Figure 3-5. Remove the capscrews

in the steering arm designated by an X.
b. Remove the capscrews using a circular
pattern in torque increments of 678 Nm (500
ft lbs). DO NOT attempt to remove each
capscrew in one sequence.
11. Run a tap (1.25 in. - 12 UNF) in the threads after
the capscrews are removed.
12. Use several 1.25 in. - 12 UNF x 8.00 in., grade 8
capscrews and hardened flat washers to install
the spindle removal tool on the bottom of the
steering arm. (See Figure 3-4 for Komatsu part
numbers). Lubricant, such as chassis lube, is
recommended for use on the washers and
threads of the capscrews.
NOTE: Multiple washers may be required to allow the

pusher capscrews to be effective. One or two
washers can be installed with the pusher tool in place
to gauge the washer height required to prevent the
capscrews from bottoming out. The minimum
recommended thread engagement is 41 mm (1.62
in.).
FIGURE 3-3. WHEEL HUB AND SPINDLE

REMOVAL
FIGURE 3-2. SPINDLE AND WHEEL HUB
REMOVAL
(TYPICAL)
G3-4
1. Capscrews
2. Retainer Plate
3. Spindle
4. Steering Arm
5. Arm Retainer
Capscrews
11/07 G03028
FIGURE 3-4. SPINDLE REMOVAL TOOL

INSTALLATION
1. Capscrew
(P/N KC7095)
2. Hardened Washer
(P/N WA0366)
3. Removal Tool
4. Steering Arm
5. Spindle
6. Suspension Piston
FIGURE 3-5. SPINDLE REMOVAL TOOL

1. Capscrew Insertion
Holes (X)
2. Tool Structure
15. Tighten the capscrews again to the maximum

specified torque. Using a large hammer and
heat as specified in the previous step, carefully
tap the top surface of the spindle.
Heavy components 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.
13. Install the remaining capscrews in the holes
marked X (Figure 3-5). Progressively increase
the torque in a circular pattern until the tapered
piston breaks loose or 2142 Nm (1580 ft lbs)
of torque is reached.
14. If the specified torque is reached and the
tapered parts have not separated, apply heat to
the spindle at two places, 180 apart. DO NOT
exceed 454C (850F) saturated temperature of
the spindle.
G03028 11/07
NOTE: In extreme cases, it may be necessary to

remove additional steering arm retaining capscrews
and use additional pusher capscrews to apply more
force.
16. 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.
17. Move the spindle and hub assembly to a clean
work area for repair.
G3-5
Installation
1. Clean the spindle bore and suspension rod
taper so that they are free of rust, dirt, etc.
2. Lubricate the spindle bore and suspension rod
taper with multi-purpose grease Number 2 with
5% Molybdenum Disulphide.
7. Install the steering cylinder into the steering

arm. Use EH4638 sleeve alignment tool
(included in tool group) to position the spacers
and bearing during pin insertion. Tighten the pin
retaining nut to 1017 102 Nm (750 75 ft
lbs).
8. Use EH4638 alignment tool to install the tie rod
on the steering arm. Tighten the pin retaining
nut to 1017 102 Nm (750 75 ft lbs).
Use of anti-seize compounds that contain copper

are prohibited from use on spindle bores and rod
tapers. These lubricants can cause severe
damage. Only use multi-purpose grease Number
2 with 5% molybdenum disulphide.
9. Connect the lubrication lines.

10. Install the brake system cooling hoses using
new O-rings in the flange fittings. Install the
brake apply line. Ensure that drain plug (2,
Figure 3-1) is installed.
11. Reconnect the speed sensor cables.
3. Position the spindle and wheel hub assembly

on a fork lift or similar lifting device as shown in
Figure 3-2.
12. Install the wheel and tire as described in Front

Tires amd Rims - Installation in Section G2,
Tires and Rims.
4. Raise the spindle and wheel hub assembly into

position.
13. Ensure that the hydraulic pump shut-off valves

are open.
5. Secure the spindle to the suspension using

retainer plate (2, Figure 3-3) and capscrews (1).
Tighten the capscrews using the following
procedure:
14. Start the engine. Move the hoist control lever to

the FLOAT position to allow hydraulic oil to
circulate through the brake cooling system and
fill the front wheel hub and disc brake assembly
with oil.
a. Tighten the capscrews uniformly to 678 Nm

(500 ft lbs).
b. Continue to tighten the capscrews in
increments of 339 Nm (250 ft lbs) to obtain
a final torque of 2705 135 Nm (1995 100
ft lbs).
6. If removed, install the steering arm. Tighten the
capscrews to 2705 135 Nm (1995 100 ft
lbs).
G3-6
15. Bleed the air from the brake apply lines as

described in Wet Disc Brake Bleeding
Procedure in Section J5, Wet Disc Brake
Assembly.
16. Shut off the engine. Check the hydraulic tank oil
level and refill if necessary.
17. Inspect the brake assembly and all hose
connections for leaks.
11/07 G03028
Disassembly
1. Remove the wheel hub and spindle as covered
in the Removal procedure before proceeding to
Step 2. Remove any dirt and mud from the
assembly.
12. Attach lifting eyes and an overhead hoist to the

brake assembly. Carefully lift the assembly off
the hub.
Refer to Section J for brake assembly rebuild
instructions.
2. To aid in the complete disassembly of the wheel

hub and spindle assembly, support the
assembly in a vertical (hub cover up) position
using a fabricated spindle stand.
13. Remove and discard seal carrier O-ring (38).
3. Install six 0.50 in. -13 x 0.75 in. socket head

capscrews (34, Figure 3-6) through the disc
brake back plate into the mating holes in the
seal carrier. Tighten securely.
15. If bearings require replacement, press cups (6

and 29) from the wheel hub.
NOTE: The capscrews installed in Step 3 will secure

the seal carrier and face seal assembly to the brake
housing during brake removal. DO NOT rotate the
wheel hub.
14. Remove speed sensor gear (35) and shims

(36).
16. Remove capscrews (31) and hardened flat

washers (32). Remove brake adapter (19) and
discard O-rings (22 and 25).
17. Remove inner bearing cone (28) and retainer
pin (39).
18. Remove bearing spacer (27).
4. Disconnect the speed sensor cables. Loosen

the sensor clamping capscrews and remove
speed sensors (16).
5. Remove capscrews (20) and hardened
flatwashers (21) that secure brake adapter (19)
to the brake housing.
6. Remove the capscrews and washers that
secure cover (5). Remove the cover and
discard O-ring seal (41).
washers (12).
8. Remove bearing retainer (13), O-ring (9), and
shims (8). Discard the O-ring.
9. Attach a lifting device to the wheel hub/brake
assembly and carefully lift it straight up and off
the spindle.
10. Remove outer bearing cone (7) and retainer pin
(40).
11. Rotate the hub vertically 180, and place it on
blocking to prevent damage to wheel studs and
machined surfaces.
10. Remove capscrews (14) and washers (15) that
secure seal carrier (37), sensor gear (35), and
shims (36) to the wheel hub.
washers (24) that secure the brake assembly
inner gear to the wheel hub.
G03028 11/07

1. Clean all metal parts in fresh cleaning solvent.
2. Remove and clean magnetic plug (10, Figure 36).
3. Inspect wheel hub studs (2). Replace if
damaged or broken.
NOTE: If new studs are installed, coat the hole in the

hub and serrated portion of the stud with an antiseize compound prior to installation. DO NOT coat
threads.
4. Inspect the tapped hole threads. Re-tap if
necessary.
5. Inspect the bearing seating surfaces in the hub
and on the spindle. Inspect the bearing spacer.
Use a stone to carefully dress high spots that
may interfere with re-assembly.
6. Inspect all
damage.
other
machined
surfaces
for
7. Always use new O-ring seals during assembly.
G3-7
FIGURE 3-6. FRONT WHEEL SPINDLE, HUB & BRAKE ASSEMBLY

1. Wheel Hub
2. Stud
3. Capscrew
4. Washer
5. Cover
6. Outer Bearing Cup
7. Outer Bearing Cone
8. Shims
9. O-Ring
10. Magnetic Plug
11. Capscrew
12. Hardened Washer
14. Capscrew
G3-8
15. Washer
16. Speed Sensor
17. Sensor Bracket
19. Brake Adapter
20. Capscrew
21. Hardened Washer
22. O-Ring
23. Capscrew
24. Hardened Washer
25. O-Ring
26. Spindle
27. Bearing Spacer
28. Inner Bearing Cone
29. Inner Bearing Cup

30. Seal Assembly
31. Capscrew
32. Hardened Washer
33. Drain Plug
34. Socket Head Capscrew
35. Speed Sensor Gear
36. Shims
37. Seal Carrier
38. O-Ring
39. Bearing Retainer Pin
40. Bearing Retainer Pin
41. O-Ring
42. Oil Seal
11/07 G03028
Wheel Bearing Adjustment
Assembly
All mating surfaces of the wheel and brake

components must be clean and dry during
assembly. No thread lubricant is permitted on
these surfaces.
1. Position the spindle vertically (hub end up).
2. Check bearing cones (7 and 28, Figure 3-6) for
a slip fit on spindle (26).
3. Check the threads in the bearing retainer holes
in the end of the spindle to ensure that the
capscrews will thread freely. If not, re-tap the
threads.
4. Install bearing cups (6 and 29) in wheel hub (1)
as follows:
a. Preshrink the cups by packing them in dry
ice or by placing them in a deep-freeze unit.
NOTE: Do not cool below -54C (-65F).
b. Install the cups in the wheel hub bores.
c. After the cups have warmed to ambient
temperature, press the cups tight against the
hub shoulder as follows:
Inner cup (29) - Apply 20,860 kg (23 tons) force.
Outer cup (6) - Apply 19,050 kg (21 tons) force.
5. Install spacer (27). If necessary, tap lightly to
seat the spacer against the spindle. The spacer
must fit tightly against the spindle shoulder.
6. Install pin (39) in the pin groove and install inner
bearing cone (28) over the pin and against the
spacer. The cone is a loose fit on the spindle.
7. Install wheel hub (1) onto spindle (26). Install
outer pin (40) and outer bearing cone (7).
NOTE: To ensure bearing lubrication during initial
operation, lightly lubricate the bearings with clean
hydraulic oil.
8. Install bearing retainer (13) onto the spindle

without O-ring (9) and shims (8). The thickness
of the retainer is etched on the surface of the
retainer. This side should be facing outward.
Use four equally-spaced capscrews in order to
secure the retainer. Two capscrews must be
positioned adjacent to the 12.7 mm (0.50 in.)
diameter access holes in the retainer.
9. Seat the wheel bearings using the following
procedure:
a. Tighten the four capscrews to 108 Nm (80 ft
lbs). Rotate the wheel hub at least three full
revolutions.
b. Tighten the four capscrews to 217 Nm (160
ft lbs). Rotate the wheel hub at least three
full revolutions.
c. Repeat Step b until the torque is maintained.
d. Loosen the four capscrews and rotate the
hub at least three revolutions.
e. Tighten the four capscrews to 81 Nm (60 ft
lbs). Rotate the wheel hub at least three full
revolutions.
f. Tighten the four capscrews to 136 Nm (100
ft lbs). Rotate the wheel hub at least three
full revolutions.
g. Repeat Step f until the torque is maintained.
10. Use a depth micrometer to measure and record
the distance between the face of bearing
retainer (13) and spindle (26) through each of
the two 13 mm (0.50 in.) diameter access holes.
11. Add the two dimensions measured in the Step
10. Divide the sum by 2 to obtain the average
depth.
12. Subtract the retainer plate thickness, which is
etched on the surface of bearing retainer (13),
from the result calculated in Step 11.
13. Assemble a shim pack that equals the
dimension calculated in Step 12 within 0.0254
mm (0.001 in.).
NOTE: Measure the shims individually for accuracy.
The above procedure results in a shim pack which
will provide a nominal 0.508 mm (0.020 in.) preload
for the bearings after assembly.
To facilitate the bearing adjustment procedure,

DO NOT install the brake assembly at this time.
G03028 11/07
G3-9
Example:
Step 12 (average depth)
Step 13 subtract etched dim.
Step 14 Required shim pack
1.416 in.
-1.375 in.
= 0.041 in.
NOTE: After a shim pack has been determined, the

shim pack, spindle, wheel hub, spacer, and bearings
are now an interdependent group. If any of the parts
are replaced, the shim pack is no longer valid and a
new pack must be calculated.
14. Remove bearing retainer (13), outer cone (7),
retainer pin (40), and wheel hub (1) from spindle
(26) for installation of the brake assembly.
Brake Installation
15. Position the wheel hub vertically on blocks with
the inner bearing bore at the top.
16. Assemble the brake to the hub as follows:
a. Install nine 0.51 mm (0.020 in.) thick shims
(36) on top of the wheel hub flange at each
of the six gear/seal carrier mounting
locations. Shims may be installed on either
side of speed sensor gear (35) for speed
sensor alignment.
b. Install speed sensor gear (35).
c. Install new O-ring (38) in the groove in the
hub. Ensure that the O-ring is not twisted.
Lubricate the O-ring.
18. Install hardened flat washers (32) and

capscrews (31). Tighten capscrews to 2705
135 Nm (1995 100 ft lbs).
Socket head capscrews (34) are installed to

position the seal carrier on the brake back plate
after assembly and prior to installation on the
hub/spindle. In the next step, it may be necessary
to loosen these capscrews slightly to align the
brake assembly holes with the brake adapter.
NOTE: The following instructions must be performed
carefully to prevent damage to brake adaptor O-ring
seal (22) during assembly.
19. Prior to installing the hub and brake assembly
on the spindle, install four alignment studs on
the brake adapter in place of capscrews (20).
Space the studs 90 apart to ensure that the
brake assembly is properly aligned during the
following steps.
a. Install new O-ring (22) onto the brake
adapter shoulder. Ensure that the O-ring is
not twisted and is properly seated.
b. Lubricate the O-ring with petroleum jelly or
chassis grease.
d. Install lifting eyes on the brake assembly and

attach it to an overhead hoist.
20. Attach an overhead hoist to the wheel hub and

brake assembly. Rotate the hub 180 in
preparation for lowering it onto the spindle.
e. Lower the brake assembly onto the hub

while aligning the hub and seal carrier
mounting holes.
NOTE: The hoist must be rigid enough to prevent

springing or jerking as the hub and brake
assembly is lowered into position.
NOTE: Do not remove the shipping bars until the

inner gear ring of the brake assembly is attached to
the hub.
21. Lift the hub over the spindle and slowly lower
while aligning the brake mounting holes with the
alignment studs.
a. Install capscrews (14) and washers (15) from

under hub flange. Tighten the capscrews to
the standard torque.
a. When the brake piston housing is

approximately 13 mm (0.50 in.) from the
adaptor, install four capscrews (20) and flat
washers (21) spaced evenly in between the
alignment studs.
b. Align the brake hub holes with the wheel hub

and install hardened flat washers (24) and
capscrews (23). Tighten the capscrews to
2705 135 Nm (1995 100 ft lbs).
c. Remove the shipping bars from the brake
assembly.
17. Install new O-ring (25) to brake adapter (19).
Place the assembly into position on the spindle.
G3-10
b. Carefully pull the brake and wheel hub

assembly into position by tightening the
capscrews evenly and in small increments.
c. DO NOT allow the assembly to cock
(angle). If the assembly is cocked, lift the
assembly and inspect O-ring (22) for
damage. Replace the O-ring if necessary,
and repeat the procedure.
11/07 G03028
22. After the brake assembly is properly positioned

on the adapter and the four capscrews are
snug, remove the alignment studs.
23. Remove socket head capscrews (34) that
secure seal carrier (37) to brake assembly (18).
24. Install remaining brake adapter/brake assembly
mounting capscrews (20) and hardened flat
washers (21). Tighten the capscrews to 2705
135 Nm (1995 100 ft lbs).
25. Install bearing retainer pin (40) in the groove in
the spindle. Align and slide outer bearing cone
(7) over the pin. Lubricate the bearing with
clean hydraulic oil.
26. Install shim pack (8), retainer (13), capscrews
(11), and washers (12). Tighten the capscrews
alternately in several successive increments
while rotating the hub to a final torque of 1017
102 Nm (750 75 ft lbs).
27. Install new O-ring (41) on cover (5). Install the
cover, capscrews, and washers. Tighten the
capscrews to the standard torque.
Seal Assembly Gap Check
After the assembly of the wheel and brake is
complete, the gap between seal carrier (3, Figure 37) and back plate (6) must be measured and
adjusted if necessary.
The ideal gap is 4.81 mm (0.189 in). If necessary,
use shims to maintain a gap of 4.56 - 5.06 mm (0.179
- 0.199 in.).
28. Measure the seal gap as follows:
a. Measure gap (dimension A, Figure 3-7) at
three equally-spaced places and record the
results.
FIGURE 3-7. MEASURING SEAL GAP

1. Spindle
2. Wheel Hub
3. Seal Carrier
4. Capscrews
5. Shims
6. Back Plate
31. Install speed sensor(s) (16, Figure 3-6) in

support bracket(s) (17). Adjust the sensor as
follows:
a. Rotate the hub to position the center line of a
gear tooth directly under the sensor tip.
b. Turn in the sensor until the tip contacts the
gear tooth. Then back off by a 1/2 turn.
c. Continue turning out the sensor until the flats
of the sensor housing are perpendicular to
the gear tooth motion. See Figure 3-8.
d. Lock the sensor in place. Rotate the hub
180 to check whether there is enough
sensor clearance.
b. Add the three dimensions and divide the

result by 3 to obtain the average gap width.
29. If the average gap width is not within the
allowable range, loosen seal carrier capscrews
(4) and add shims (5) as required to reduce the
gap, or remove shims to increase the gap. The
quantity and thickness of shims at each of
the six locations must be equal.
30. Re-tighten the seal carrier capscrews to the
standard torque and measure the seal gap as
described in Step 28. If necessary, repeat Step
29 until the proper gap is maintained.
FIGURE 3-8. SPEED SENSOR ADJUSTMENT

32. Install the speed sensor cables.
33. Install the hub and spindle assembly according
to the Installation instructions.
G03028 11/07
G3-11
STEERING CYLINDERS AND TIE ROD

The steering cylinders and tie rod mounting
arrangements are similar. The removal, installation,
and bearing wear limits are applicable to both.
NOTE: On 930E-4AT models, the steering angle
sensor must be removed from the tie rod/steering
arm joint before the pin can be removed.
It is also important to ensure that the steering linkage

components are tightened to the proper torque. Use
the torque specifications for steering linkage
components listed in this section.
Spherical Bearing Wear Limits

For optimum steering performance, it is necessary to
determine the condition of the spherical bearings on
the steering linkage components. Ball diameter, new
dimensions, and maximum allowable wear
specifications are listed in Table 1. Bearings that
exceed the maximum wear limits must be replaced.
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.
If premature wear of the bearings is evident, check

the automatic lubrication system to ensure that 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.
TABLE 1. STEERING SPHERICAL BEARING

WEAR SPECIFICATIONS
Spherical Bearing Ball
Diameter (New)
109.47 mm
(4.31 in.)
Maximum Allowable Wear
1.09 mm
(0.043 in.)
This dimension represents

maximum joint wear limit.
NOTE: Pin (3) should

be perpendicular with
surface D when
checking wear.
FIGURE 3-9. SPHERICAL BEARING WEAR LIMITS

1. Outer Race
2. Ball
G3-12
3. Pin
4. Bearing Housing
11/07 G03028
Removal
1. With the engine off and the key switch OFF,
allow at least 90 seconds for the accumulator to
bleed down. Turn the steering wheel to ensure
that no hydraulic pressure is present.
5. Remove pins (16) from each end of the

assembly and move the assembly to a clean
work area.
2. Block the front and back of rear wheels.

3. Disconnect the hydraulic and lubrication lines at
the steering cylinders. Plug all line connections
and cylinder ports to prevent contamination of
the hydraulic system.
4. Remove locknuts (9, Figure 3-10), capscrews
(3), and retainers (10) from both ends of the
assembly.
The bearing spacers and the washers are

secured by the pin. Take measures to prevent
components from falling during removal of the
pin. Damage to the components and/or personal
injury may result.
FIGURE 3-10. STEERING CYLINDER AND TIE ROD INSTALLATION

1. Steering Cylinder
2. Tie Rod Assembly
3. Capscrew
4. Spacer
5. Tie Rod End
G03028 11/07
6. Capscrew
7. Locknut
8. Washer
9. Locknut
10. Retainer
11. Bearing
12. Spindle Arm
14. Capscrew
15. Washer
16. Pin
17. Frame
18. Spherical Bearing
Seal
G3-13
Installation
NOTE: Use sleeve alignment tool EH4638 (included
in the tool group) to hold bearing spacers (4, Figure
3-10) and spherical bearings (11) in position when
the pins are inserted during assembly.
1. Align steering cylinder (1) or tie rod end (5)
bearing bore with the pin bores in the spindle or
frame. Insert bearing spacers (4) and washer
(8).
NOTE: The tie rod is to be installed with the clamping
bolts toward the rear of the truck.
2. Install pins (16), capscrews (3), and retainers

(10). Secure them with locknut (9). Tighten to
1017 102 Nm (750 75 ft lbs).
3. Connect the hydraulic and lubrication lines to
their respective ports. Operate the steering and
check for leaks and proper operation.
Bearing Replacement
1. Remove capscrews (2, Figure 3-11) and
lockwashers (3). Remove bearing retainer (4).
2. Press bearing (1) out of the bore in the steering
cylinder or tie rod end.
3. Press the new bearing into the bore.
Always install pin retaining capscrews from the

top with the locknut on the bottom side at the
steering arm as shown in Figure 3-10.
4. Install the bearing retainers, capscrews, and

lockwashers. Tighten the capscrews to the
standard torque.
FIGURE 3-11. TYPICAL BEARING INSTALLATION

(Steering Cylinder Shown for Reference)
1. Bearing
2. Capscrew
3. Lockwasher
G3-14
4. Bearing Retainer
5. Rod End
11/07 G03028
TOE-IN ADJUSTMENT
1. The steering system must first be centered in
the straight ahead position. Shut off the engine
and turn the key switch OFF. Allow at least 90
seconds for the accumulators to bleed down.
DO NOT turn the steering wheel.
2. Block the front and back of the rear wheels.
3. Check the toe-in by measuring the distance
between the centers of the front tires. Obtain
the measurements on the horizontal centerline
at the front and rear of the tires. Refer to Figure
3-12.
Radial tires should have equal measurements
(zero toe-in).
4. Loosen the clamp locknuts on the tie rod.
Rotate the tie rod as necessary to obtain the
correct toe-in setting.
5. When the adjustment is complete, tighten
clamp locknuts (7, Figure 3-10) on the tie rod to
420 42 Nm (310 31 ft lbs).
6. Remove the blocks from the rear wheels.
930E TOE-IN DATA
Nominal tie-rod length, radial tires
(Zero toe-in)
3667 mm
(144.37 in.)
FIGURE 3-12. MEASURING TOE-IN
G03028 11/07
G3-15
NOTES
G3-16
11/07 G03028
SECTION G4
REAR AXLE MOUNTING
INDEX
REAR AXLE MOUNTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
PIVOT PIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
PIVOT EYE BEARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
PIVOT EYE REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
ANTI-SWAY BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-7
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-7
G04016 1/08
Rear Axle Mounting
G4-1
NOTES
G4-2
Rear Axle Mounting
1/08 G04016
REAR AXLE MOUNTING

PIVOT PIN
10. Remove capscrews (1). Remove locking plate
(16).
Removal
1. Park the truck on firm, level surface and block
the front and rear of all tires.
The truck body must be empty and resting on the

frame before attempting this procedure.
11. Install puller using tapped holes (11) in head of

pin. Remove pin (10).
NOTE: Placing a pry bar or jack between the
mounting structure and pivot eye may be necessary
to push the pivot eye downward and away from the
mount structure. Spacers (13) will fall free.
2. Release all brakes.

3. Charge the rear suspensions with nitrogen until
the pistons are fully extended.
4. Place blocks or stands under each frame
member beneath the hoist cylinders.
Blocks must be securely in place before lowering

the frame. Check the blocks on the wheels to
make sure they are in place.
5. Release the
suspensions.
nitrogen
from
the
front
6. Release the
suspensions.
nitrogen
from
the
rear
7. Attach a hoist to the lift eye at the top of the

pivot eye to control downward movement of the
front of the axle housing.
8. Disconnect the pivot eye bearing lube line.
Remove the ground wire between the pivot eye
and frame.
9. Remove capscrew
lockwasher (3).
(2,
Figure
4-1)
and
FIGURE 4-1. PIVOT PIN ASSEMBLY

9. Bearing
1. Capscrew
10. Pivot Pin
2. Capscrew
11. Puller Holes
3. Lockwasher
12. Truck Frame
4. Capscrew
13. Spacer
5. Locknut
6. Bearing Retainer
15. Sleeve
7. Pivot Eye
16. Locking Plate
8. Bearing Carrier
NOTE: Some trucks may not be equipped with
bearing carrier (8).
G04016 1/08
Rear Axle Mounting
G4-3
Installation
1. Raise pivot eye (7) into position.
2. Make sure that the inner race of the spherical
bearing is aligned.
3. Install spacers (13). Install pin (10).
4. Position locking plate (16) by lining up the
capscrews with the capscrew holes in the pin.
Install the capscrews.
5. Rotate the pin and lock plate to align capscrews
(2) with holes in frame mounting structure.
a. Install capscrews (2) and lockwashers (3).
b. Tighten capscrews (2) to 237 Nm (175 ft.
lbs.).
c. Tighten capscrews (1) to 2325 Nm (1715 ft.
lbs.).
6. Install the ground wire and the lubrication line.
Pressurize the lube line to ensure that bearing
(9) receives grease.
7. Charge the front suspension as described in
Section H, Oiling and Charging Procedures.
8. Charge the rear suspensions with nitrogen to
fully extend the pistons.
9. Remove the blocks or stands from beneath the
frame.
10. Release the nitrogen from the rear suspension
and charge according to the procedure in
Before removing the blocks from the wheels,

make sure the parking brake is applied.
FIGURE 4-2. PIVOT EYE BEARING

INSTALLATION
11. Remove the blocks from the wheels.

1. Pivot Eye Structure
2. Bearing Retainer
3. Bearing Carrier
4. Spherical Bearing
5. 12 Pt. Capscrew
6. Locknut

G4-4
Rear Axle Mounting
1/08 G04016
PIVOT EYE BEARING
PIVOT EYE REPAIR
Removal
If damage occurs to pivot eye (4, Figure 4-3), it may

be necessary to remove it from rear axle structure (1)
to facilitate repair and bearing replacement.
1. Remove capscrews and locknuts (5 and 6,

Figure 4-2).
2. Remove bearing retainers (2).
3. Setup an appropriate tool to press spherical
bearing (4) from the pivot eye.
4. Inspect all parts for wear or damage. Replace
any parts showing excessive wear or damage.
Spherical bearing outer race O.D.:

222.25 - 222.22 mm (8.7500 - 8.7488 in.)
Bearing bore I.D.:

152.37 - 152.40 mm (5.9990 - 6.0000 in.)
FIGURE 4-3. PIVOT EYE ATTACHMENT
5. If bearing carrier (3) is damaged or worn, refer

to Pivot Eye Repair in this section for repair
procedure.
1. Rear Axle Structure

2. Capscrew
3. Flat Washer
4. Pivot Eye
Removal
1. Follow all preceding instructions in Pivot Pin Removal. Make sure that axle housing (1) and
the wheels are blocked securely.
2. Attach a lifting device to pivot eye (4). The
weight of the pivot eye is 346 kg (762 lbs).
Installation
1. Set up an appropriate tool to press spherical
bearing (4, Figure 4-2) into the pivot eye. Make
sure that the bearing is centered and properly
installed in the pivot eye to allow proper
lubrication.
2. Install bearing retainers (2) using capscrews (5)
and locknuts (6). Tighten the capscrews to the
standard torque.
3. Remove capscrews (2) and flat washers (3).

Remove the pivot eye.
Disassembly
1. Remove spherical bearing (4, Figure 4-2) as
described in Pivot Eye Bearing - Disassembly.
2. If bearing carrier (3) (if equipped) is damaged or
worn, setup an appropriate tool to press the
bearing carrier out of the pivot eye bore.
Bearing carrier (new) (if equipped):
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 the pivot eye structure bore for
excessive wear or damage.
Pivot eye bore (new):
247.650 0.013 mm (9.7500 0.0005 in.)
(pivot eyes equipped with bearing carrier)
222.164 0.013 mm (8.7466 0.0005 in.)
(pivot eyes not equipped with bearing carrier)
G04016 1/08
Rear Axle Mounting
G4-5
ANTI-SWAY BAR
Assembly
1. Setup an appropriate tool to press bearing
carrier (3, Figure 4-2) into the bore of the pivot
eye structure. (Some trucks may not be
equipped with the bearing carrier.)
NOTE: The anti-sway bar mounting arrangement is

identical at each end.
NOTE: With parts to correct size, the fit of the

bearing carrier into the bore of the pivot eye structure
may be 0.025 - 0.08 mm (0.001 - 0.003 in.)
interference fit. Freezing the bearing carrier will
ease installation.
1. Position the frame and the rear axle housing to

allow the use of a puller arrangement to remove
pins (4, Figure 4-4) from the rear axle housing
and frame.
Removal
2. Securely install blocking between the frame and

the axle housing.
3. Disconnect the lubrication lines.
4. Position a fork lift or attach a lifting device to
anti-sway bar (11). The weight of the anti-sway
bar is 147 kg (325 lbs).
The lubrication groove in the bearing carrier

outer diameter must be aligned with the
lubrication fitting hole in the pivot eye structure.
2. Press the bearing carrier into the bore. Make
sure that the carrier is pressed fully into the
pivot eye bore (flush with the sides) to allow
proper lubrication.
3. Install spherical bearing (4) as described in
Pivot Eye Bearing - Assembly.
5. Remove capscrews (9) and locknuts (10) at

each mount.
6. Attach a puller and remove pin (4) from each
end of the anti-sway bar.
7. Remove the anti-sway bar from the mounting
brackets.
8. Remove bearing spacers (6).
Installation
1. Make sure that the mating surfaces of axle
housing (1, Figure 4-3) and pivot eye (4) are
clean and not damaged.
2. Install an appropriate lifting device to the pivot
eye. The weight of the pivot eye is 346 kg (762
lbs).
3. Lift the pivot eye into position on the front of the
axle housing. Insert several capscrews (2) and
flat washers (3) to align the parts. Remove the
lifting device.
4. Install the remaining capscrews and flat
washers. Tighten the capscrews alternately until
the pivot eye is properly seated. Tighten the
capscrews to 2325 231 Nm (1715 170 ft.
lbs.).
FIGURE 4-4. ANTI-SWAY BAR ASSEMBLY
1. Mounting Structure
2. Capscrew
3. Lockwasher
4. Pin
5. Sleeve
6. Bearing Spacer
G4-6
Rear Axle Mounting
7. Retainer Ring
8. Bearing
9. Capscrew
10. Locknut
11. Anti-Sway Bar
1/08 G04016
Installation
Disassembly
1. Remove retainer rings (7, Figure 4-4) from the
bores of both ends of anti-sway bar (11).
2. Press out spherical bearings (8).

1. Inspect the bearing bores of the anti-sway bar.
If the bores are damaged, repair or replace the
anti-sway bar.
2. Inspect bearing spacers (6) for damage or
wear. Replace as needed.
Assembly
1. Press new bearings into the anti-sway bar.
2. Install retainer rings (7). Make sure that the
rings are properly seated in the grooves.
1. Place pin (4, Figure 4-4) into position at the

front of the frame mount. Push the pin through
spacer (6), and rotate the pin to align retaining
capscrew (9) hole with the hole in mounting
structure (1).
2. Raise the anti-sway bar into position. The
weight of the anti-sway bar is 147 kg (325 lbs).
3. Push the pin through the spherical bearing,
insert the second spacer and continue pushing
into the other ear of the bracket. If necessary,
realign the pin with the retainer capscrew hole.
Install capscrew (9) and locknut (10). Tighten
the locknut to 135 Nm (100 ft. lbs.).
4. Repeat the previous steps to install the
remaining pin and spacers at the opposite end
of the anti-sway bar. Start the pin into the bore
of the axle housing mount from the rear of the
truck.
5. Attach the lubrication lines. Pump grease into
the bearing to verify that the line and the system
are operational.
6. Remove the blocking from between the frame
and the axle housing.
7. If necessary, recharge the suspensions. Refer
to Section H, Oiling and Charging Procedures.
G04016 1/08
Rear Axle Mounting
G4-7
NOTES
G4-8
Rear Axle Mounting
1/08 G04016
SECTION G5
REAR AXLE HOUSING
INDEX
REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3

REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
Installation
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5
WHEEL MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6

Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-8
WHEEL MOTOR GEAR OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-10
Filtering Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-10
Particle Size Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-10
Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-10
Oil Sample Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-11
ELEMENT SPECIFICATION CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-12
G05024
Rear Axle Housing
G5-1
NOTES
G5-2
Rear Axle Housing
G05024
REAR AXLE HOUSING

REAR AXLE HOUSING
attempting any repairs on propulsion system
components!

down by attempting to steer. The wheels should
not turn.
manual bleed valves on the brake manifold.
9. Block the front wheels to prevent movement as
brakes will be released.

hand hold when the engine is running.
All removal, repair and installation of
started.
After the truck is parked for the repairs, the truck

must be shut down properly to ensure the safety of
personnel working in the area of the wheel motors,
11. Close the shutoff valves on the hydraulic pumps

to reduce the amount of oil loss from the brake
system.
Removal
1. Remove the dump body as outlined in Section
B, Dump Body. Block up the truck and remove
rthe ear tires as described in Section G, Tires
and Rims.
2. Loosen the hose clamps and disconnect the
wheel motor cooling air duct from the
connection on the front center of the housing.
3. With the pump shutoff valves in the closed
position, remove the drain plugs at the bottom
of the brake assemblies and drain the oil from
the disc brakes.
4. Disconnect the hydraulic hoses at manifold (4,
Figure 5-1). Cap all fittings and plug all hoses to
5. Remove the covers from access holes (17).
Preparation
that the parking brake applied indicator light is
illuminated.
ON. Make sure that the rest indicator light is
illuminated.
3. Turn the key switch OFF. If the engine does not
shut down, use the engine shutdown switch on
the center console.
4. Place the GF cutout switch on the control
cabinet in the CUTOUT position.
G05024
10. Mark all electrical cables and hydraulic hoses

before removal.
6. Remove the cable grips from wheel motor

cables (7), air pressure sensor/rear light
harness (8) and speed sensor harness (9).
Slide the cable grips forward on the cables.
7. Remove the cable grip mounting cover and
slide it forward in order to access to the brake
cooling line clamp inside the axle housing.
8. Disconnect brake system cooling lines (2 & 10)
at each brake back plate. Disconnect brake
apply lines (11). Cap and plug all openings.
9. Remove clamps (3) that secure the brake
hoses to the spindles.
10. Open the rear access cover and remove the
wing nuts that secure the duct tube to the axle
housing. Remove the tube.
11. Open the access covers inside the axle
housing.
Rear Axle Housing
G5-3
12. Disconnect parking brake supply line (13).

Disconnect and remove the right hand parking
brake supply line at the tee.
13. Disconnect the air sensor hose from the duct.
14. Remove wheel motor cooling air exhaust duct
(5) from between the wheel motors.
15. Disconnect wheel motor power cables (7) at the
wheel motor terminals. Remove the cable
clamps and pull the cables from the axle
housing.
16. Disconnect air pressure sensor/rear light
harness (8) inside the axle housing and remove
the clamps. Disconnect speed sensor harness
(9) connectors and remove the clamps. Pull
both harnesses from the axle housing.
17. Remove the auto lube system hoses and

clamps that are attached to the housing. Secure
the hoses to the frame to prevent interference
during axle housing removal.
18. Remove the rear suspensions. Refer to Section
H, Rear Suspensions.
19. Remove the anti-sway bar. Refer to Section G,
Rear Axle Housing Attachment.
20. Remove the pivot pin. Refer to Section G, Rear
Axle Housing Attachment.
21. Remove the wheel motors as described later in
this section.
22. Attach an overhead hoist or crane to the lifting
eyes on the rear axle housing and move it from
the rear of the frame.
FIGURE 5-1. REAR AXLE HOUSING AND WHEEL MOTORS

2. Brake Cooling Oil Return
3. Clamp
4. Manifold
5. Cooling Air Duct
6. Relay Valve
7. Wheel Motor Power Cables

8. Air Sensor/Rear Light Harness
9. Speed Sensor Harness
10. Brake Cooling Oil Supply
11. Brake Apply Line
12. LH Wheel Motor
13. Park Brake Line

14. RH Wheel Motor
15. Capscrew
16. Hardened Flatwasher
17. Access Hole
NOTE: Hose routing and clamping may differ slightly from the illustration.
G5-4
Rear Axle Housing
G05024
Installation

1. Thoroughly clean the capscrew holes and
wheel motor mounting faces. Re-tap any holes
with damaged threads.
2. Check the wheel motor mounting faces for
nicks, scratches and other damage. Inspect all
welds and repair as necessary.
3. Inspect the pivot pin bearing. If worn or
damaged, refer to Section G, Rear Axle
Housing Attachment - Pivot Eye Bearing, for
removal and repair instructions.
4. Inspect brake system relay valve (6, Figure 5-1)
and the hoses for leaks. Inspect manifold (4)
hose connections and repair any leaks and
damaged hoses.
1. Position the axle housing under the frame.

2. Align the pivot pin bores and install the pivot
pin. Refer to Section G, Rear Axle Housing
Attachment.
3. Install the anti-sway bar. Refer to Section G,
Rear Axle Housing Attachment.
4. Install the rear suspensions. Refer to Section H,
Rear Suspensions.
5. Connect the auto lube system hoses and
clamps.
6. Route wheel motor cables (7, Figure 5-1) into
the housing and clamp them in place. Install the
cable grip mounting plate and the cable grips.
7. Install speed sensor harness (9, Figure 5-1)
through the housing. Install the cable grip.
8. Install air sensor/light harness (8) through the
housing and clamp it in place. Install the
connectors and the cable grip.
9. Install the wheel motors, cables, brake lines
and tires as described later in this section.
10. Connect the hoses to manifold (4) at the front of
the housing.
11. Install air duct (5). Close the duct inspection
covers and install the duct tube in the rear
opening of the axle housing.
12. Reconnect the wheel motor cooling air duct and
clamp it securely.
13. Open the pump shutoff valves and service the
hydraulic system.
G05024
Rear Axle Housing
G5-5
WHEEL MOTOR

attempting removal of the wheel motors or any
repairs on the propulsion system components!
9. Block the front wheels to prevent movement as

brakes will be released.
10. Mark all electrical cables and hydraulic hoses
before removal.
11. Close the shutoff valves on the hydraulic pumps
to reduce the amount of oil loss from the brake
system.

hand hold when the engine is running.
All removal, repair and installation of


started.
After the truck is parked for the repairs, the truck

must be shut down properly to ensure the safety of
personnel working in the area of the wheel motors,
Preparation
Removal
NOTE: If suitable equipment is available to lift the
wheel motor assembly from the axle housing, it is not
necessary to remove the truck body. The lifting
equipment must be capable of lifting and supporting
the weight of the complete wheel motor assembly. It
must also be mobile and capable of aligning the
wheel motor to the axle housing mounting flange
during installation. If the wheel motor must be
removed by use of a crane or overhead hoist, refer to
Section B, Dump Body, for removal instructions.
1. Raise the rear of truck as described in this
section until tires clear the ground. Use support
stands or cribbing to block under the rear
housing.
2. Remove the inner and outer wheels from the
wheel motor. Refer to Section G, Tires and
Rims, for instructions. Make sure that additional
capscrews have been installed to provide
support for the wheel motor transmission
housing while the rear tires are removed.

that the parking brake applied indicator light is
illuminated.
3. With the pump shutoff valves in the closed

position, remove the drain plug at the bottom of
the brake assembly and drain the oil from the
disc brake housing.

ON. Make sure that the rest indicator light is
illuminated.
4. Remove the covers from access holes (17,

Figure 5-1)
3. Turn the key switch OFF. If the engine does not

shut down, use the engine shutdown switch on
the center console.
4. Place the GF cutout switch on the control
cabinet in the CUTOUT position.
down by attempting to steer. The wheels should
not turn.
manual bleed valves on the brake manifold.
G5-6
5. Disconnect brake system cooling lines (2 & 10)

at the brake back plate. Disconnect brake apply
lines (11). Cap and plug all openings.
6. Remove clamps (3) that secure the brake
hoses to the spindles.
7. Open the rear access cover and remove the
wing nuts that secure the duct tube to the axle
housing. Remove the tube.
8. Open the access covers inside the axle
housing.
9. Disconnect the parking brake supply line for the
motor to be removed. Disconnect the air sensor
hose if necessary.
10. Remove wheel motor cooling air exhaust duct
(5) from between the wheel motors.
Rear Axle Housing
G05024
11. Disconnect wheel motor power cables (7) at the

wheel motor terminals. Disconnect the speed
sensor cable at the connector in the center of
the housing.
12. Tie up cables and hoses as necessary to
prevent damage during wheel motor removal.
Each complete wheel motor assembly weighs

approximately 18,132 kg (39,975 lbs.). Make sure
that the lifting device is capable of handling the
load safely.
13. Attach the lifting device to the wheel motor
assembly. Do not allow the lifting device to
contact the brake housing.
washers (16) that secure the wheel motor to the
rear housing.
15. Move the wheel motor assembly out of the axle
housing. Be careful to prevent damage to the
brake hoses if not removed previously.
16. Refer to the appropriate GE service manual for
wheel motor repair instructions.
1. Thoroughly clean the capscrew holes and
mounting faces of the rear housing and wheel
motor.
2. Re-tap any holes with damaged threads.
3. Check the mounting faces of the wheel motor
and rear housing for nicks, scratches and other
damage.
4. Inspect brake system relay valve (6, Figure 5-1)
and hoses for leaks. Inspect manifold (4) hose
connections. Repair any leaks or damaged
hoses.
High tightening force is required on wheel motor

mounting capscrews. Repeated tightening will
cause capscrew material to fatigue and break.
DO NOT reuse wheel motor mounting capscrews
and washers more than twice after original
installation. The mounting hardware must be
replaced after the third use.
The following method is suggested to control the "3 Use" maximum:
Punch mark the capscrew heads with a center punch
after each tightening as follows:
Initial Installation . . . . . . . . . . . . . . . . . No marks
Second Installation . . . . . . . . . One punch mark
Third Installation . . . . . . . . . . . .Two punch marks
Before installation, inspect each capscrew for any
defects and the number of punch marks. Replace
capscrews and washers if two punch marks are
evident. Do not reuse a capscrew if any defect is
suspected. Hardware showing signs of rust,
corrosion, galling, or local yielding on any seat or
thread surfaces should be replaced. Replace
mounting hardware if the truck was operated with the
wheel motors in a loose joint condition. Use only
original Komatsu parts.
The hardened flat washers used in this application
are punched during the manufacturing process.
Therefore, they must be assembled with the punch
lip away from head of the mounting capscrews to
prevent damage to the fillet between the capscrew
head and shank. Refer to Figure 5-2.
5. Inspect the wheel motor power cables,

terminals, cable grips, and clamps. Replace any
cables or hardware that is worn or damaged.
All propulsion system power cables must be

properly secured in non-ferrous cable cleats. If
any clamps are cracked or broken, replace them
with new parts. Inspect the cable insulation and
replace the entire cable if the insulation is
damaged.
G05024
Rear Axle Housing
FIGURE 5-2. MOUNTING HARDWARE

1. Washer
2. Capscrew
G5-7
Installation
1. Install two guide pins 180 apart in the rear
housing.
When installing the wheel motors, make sure that

the markings on both components line up. The
top capscrew hole on the axle housing may also
be determined by counting the holes in between
the two sets of punch marks. The top hole on the
axle housing should line up with the CL
stamping on the wheel motor.
Each complete wheel motor assembly weighs

approximately 18,132 kg (39,975 lbs.). Make sure
that the lifting device is capable of handling the
load safely.
2. Lift the wheel motor into position on the axle
housing. Make sure that all cables and lines are
clear before installation. If brake system hoses
(2, 10, & 11, Figure 5-1) have not been
removed, guide the hoses through the spindle
holes during installation
The wheel motors must be properly aligned

before installing them onto the axle housing. The
wheel motor has markings which help determine
installation orientation. Two sets of dimples are
located at the 3 oclock and 9 oclock positions. A
centerline symbol marks the 12 oclock position
of the wheel motor. Refer to Figure 5-4.
Punch Marks
FIGURE 5-3. AXLE HOUSING DIMPLE MARKINGS
The axle housing also contains dimples at the 3

oclock and 9 oclock positions next to the wheel
motor mounting rings. Refer to Figure 5-3.
FIGURE 5-4. WHEEL MOTOR DIMPLE MARKINGS
G5-8
Rear Axle Housing
G05024
3. Install lubricated capscrews and flat washers

securing wheel motor to rear axle housing.
Snug up all capscrews until wheel motor is
seated against axle housing flange at all points.
Final tighten (alternating capscrews 180 apart)
to 2007 Nm (1480 ft. lbs.).
4. Connect power cables (7, Figure 5-1) to their
appropriate location on the wheel motor.
Connect speed sensor cable.
All propulsion system power cables must be

properly secured in their wood or other nonferrous cable cleats. If clamps are cracked or
broken, replace them with new parts. Inspect
cable insulation and replace entire cable if
insulation is damaged.
8. Connect the air sensor hose if removed. Install

parking brake apply hose (13).
9. Install the inspection covers on access holes
(17).
10. Install air duct (5). Close the duct inspection
covers and install the duct tube in the rear
opening of the axle housing.
11. Open the pump shutoff valves.
12. Check the wheel motor oil level. Rotate a
magnetic plug to the 6 oclock position and
remove the plug. The oil level should be even
with the bottom of the plug opening. Refer to
Figure 5-5. Fill as necessary.
13. Check the hydraulic tank oil level before and
after engine start-up and brake bleeding
procedure. Service as necessary.
14. Bleed the brake apply line according to the
bleeding procedure in Section J, Wet Disc
Brake Assembly.
5. Connect brake apply line (11) to the port on the

brake assembly back plate.
6. Using new O-rings, install the brake cooling
lines.
7. To prevent cooling air loss, seal the gap around
the brake cooling hoses (see sealant
specification below) where the hoses pass
through the spindle holes. Install clamps (3).
MASTIC SEALANT
Vendor Product Name:
Uniseal 310S Sealant
Description:
2.00 in. wide x 0.125 in. thick x 120 in.

long roll
Vendor Source:
Uniseal
1800 W. Maryland Street
Evansville, IN 47712
Other sources may

throughout the world.
FIGURE 5-5. WHEEL MOTOR OIL LEVEL
be
available
15. Remove the temporary capscrews that were

installed in the wheel motor transmission
housing mounting flange. Install the tires and
rims using the procedures outlined earlier in
Section G.
16. Raise the truck and remove the support stands.
Lower the truck and remove the jack.
G05024
Rear Axle Housing
G5-9
WHEEL MOTOR GEAR OIL

Filtering Requirements
Wheel motor gear oil must be changed (or filtered)
every 500 operating hours or sooner if determined
from oil sample analysis. Filtering synthetic oil for
reuse is recommended, and can significantly extend
the life of the oil. Due to their additive formulation, GE
approved oils may last up to a year, or possibly
longer. After a year, the synthetic oil must be
analyzed by the oil manufacturer if continued use is
desired. A 10 micron filter must be used for filtering
the oil.
Viscosity of filtered oil must be monitored by oil
analysis to ensure proper lubrication. Viscosities
below the condemning limit indicates entry of
contamination that will affect the oil film and
lubricating quality. The condemning limit for 680 oil,
is 53cSt when tested at 100 C (212 F), and 588cSt
at 40 C (104 F). This value can be used along with
element tracking of phosphorus, calcium, and zinc to
verify correct oil viscosity. Ensure the appropriate
viscosity value is being maintained for the approved
oil you are using. If the viscosity of the oil is below the
acceptable limit, the oil should be rechecked. If the
second test fails, dispose of the oil. Fill the wheel
motor with new, GE approved oil. The contaminated
oil should be properly disposed of according to local
regulations.
If the viscosity of the oil is below the condemning

limits, the oil may be contaminated with
hydraulic oil. Make sure that all joints are
properly sealed before filling the wheel motor
with fresh oil. If hydraulic oil continues to
contaminate the wheel motor, serious damage to
internal components may result.
Particle Size Analysis

When filtering synthetic oil for reuse, the oil must be
monitored to determine when filtering is necessary.
The process of monitoring the oil for this purpose is
particle size analysis. The test consists of passing a
beam of light through the oil as it passes through a
clear tube. A computer analyzes the quantity and
size of particles contained in the oil.
G5-10
Particles that are smaller than 5 microns in size are

not large enough to cause any gear or bearing
failures. Particles over 25 microns can damage
bearings and must be filtered from the oil.
General Electric (GE) recommends that the oil be
tested according to the International Standards
Organization's ISO Particle Analysis 4406. This
standard documents the size and number of particles
permitted in the lubricant. This is an extremely
important measurement of the condition of the oil.
An "ISO Cleanliness Code" is used to document the
number and size of the contaminates that can be
tolerated in a specific application of a lubricant. An
example of an "ISO Cleanliness Code" would be 18/
13. The first number (18 in this example) applies to
the allowable number of particles between 5 - 15
microns in size. The second number (13 in this
example) applies to the allowable number of particles
between 15 - 25 microns. If the particle count
identified by the "ISO Cleanliness Code" is exceeded
or there are particles present larger than 25 microns,
the oil should be filtered.
GE recommends that a Cleanliness Code of 18/13
be used for motorized wheels. Oil qualified for reuse
must be filtered to 10 microns absolute.
If particle analysis yields a result of greater than 18
for the top number or greater than 13 for the lower
number the motorized wheel oil should be filtered to
10 microns absolute. On occasion, one should check
the results of the filtering process to assure the
filtering process is yielding the desired results.
Should the result be unacceptable, check the filter
type, particle size, and condition prior to filtering
again.
Flushing
The transmission of the wheel motor must be flushed
using the same oil that is used in normal operation.
The use of solvents or low viscosity oils are not
acceptable.
After flushing to remove contamination from the
wheel motor, the transmission should be filled with
new or filtered oil. A sample should be taken for
analysis after 100 hours of operation. If results of the
oil analysis are within the acceptance range, the
wheel motor may return to the 250 hour interval for
oil analysis. If the results of the analysis are not
within the acceptance range, immediately contact
your area GE or Komatsu service representative.
Large quantities of loose material in the oil may be an
indication of imminent wheel motor failure.
Rear Axle Housing
G05024
Oil Sample Analysis

Spectrographic oil analysis results should be
examined prior to sun pinion gear inspection. The
trends of element parts per million (ppm) or sudden
ppm element changes can estimate the present
condition of the wheel motor and also predict the
immediate future of the mechanical components
within the wheel motor.
While examining oil sample history, the most
important characteristic to look for is a rapid increase
in the presence of an element in the oil such as iron
(Fe). Rapid changes in element content indicate that
a component(s) may be deteriorating. In many cases
oil analysis can help detect which component may be
deteriorating and the cause of the failure.
Oil sampling must be done every 250 hours of
operation. The sample must be taken within a half an
hour of truck shut down and within an hour of actual
truck operation. Oil samples that are not taken under
this stipulation will not convey an accurate
measurement of wheel motor condition.
When taking an oil sample, position one of the
magnetic plugs in the six oclock position on the
wheel. Oil samples should be taken from this
plugged hole using a flexible tube that is 18 in. (457
mm) in length. The tube must be inserted downward
exactly 12 in. (305 mm) toward the bottom of the
torque tube.
A gradual rise of elements between oil samples is

normal. Only when a sharp increase occurs is there
evidence that a mechanical failure is imminent.
Levels of elements that indicate mechanical stress
differ from element to element. Additionally, oil
sampling criteria established for each element may
differ at each mine site due to factors such as uphill
or downhill hauling, grades, and speeds.
Elements for the wheel motor that can be detected
with oil analysis are iron (Fe), chromium (Cr), nickel
(Ni), copper (Cu), silicon (Si), phosphorus (P), zinc
(Zn), and calcium (Ca). Monitoring and plotting levels
of these elements should aid in identifying
operational status of the wheel motor. Rapid changes
or high levels of these elements are indicators that
problems exist in the mechanical components.
As stated above, some guidelines for analyzing oil
samples can be given, but specific levels should be
established at the operating mine site. The element
type, maximum ppm, maximum spike allowable
between 250 hour interval oil samples, oil sample
indicators, and possible causes and actions are
listed in the following charts. These charts provide
basic guidelines for analysis of oil sampling
information.
When a sample is extracted from the wheel motor

and placed in a clear bottle, the appearance, as well
as odor of the oil should be inspected. Note any
burning smells or other odors typical of fatigued or
contaminated oil. Check the oil for cloudiness, large
particles, and filming. Any of these conditions
indicate a problem.
G05024
Rear Axle Housing
G5-11
ELEMENT SPECIFICATION CHARTS
Element
Max ppm
Iron (Fe)
600
Max spike
200
100
Indications of oil samples

If iron levels are high and other
elements are slightly elevated:
Possible cause of elevated ppm's

"Soft" iron contamination. Sources are likely to
be casting material.
If iron levels are high and other

elements ppm's are rising rapidly:
"Hard" iron contamination. Sources are likely

to be bearing, gears, etc.
Action: A sun pinion and magnetic plug inspection should be done immediately. The magnetic plugs should be
inspected for metal chips and shavings. The sun pinion and low speed planet gears should be inspected for wear
or spalling per GE GDY-85/106 AC Motorized Wheel Component Inspection and Reuse Criteria (GEK-91680). If
the low speed planet gears fail to meet the inspection criteria the wheel should be removed, disassembled, and
gears replaced. If the low speed planet gears meet the re-use criteria, but the sun pinion fails to meet the reuse
criteria, then replace the sun pinion. Once the sun pinion has been replaced drain the oil and replace with fresh oil.
This wheel should then be monitored closely and replaced if the iron level spikes again.
Element
Chromium
(Cr)
Max ppm
Max spike
10

If chromium is high and iron is high:

A bearing failure is likely in progress.
Action: The oil should be resampled immediately and a gear train inspection completed. If resampling shows high
chrome, the wheel should be removed from service, disassembled, and the bearings and gears inspected.
Element
Max ppm
Max spike
Nickel (Ni)
10

If nickel is high and iron is high or rising: Nickel is likely from one or more of the gears.
Action: This could indicate a condition such as gear tooth pitting or spalling. The oil should be resampled
immediately and a gear train inspection completed. If the resampling of the oil shows high nickel and chromium,
the wheel should be removed from service, disassembled, and the bearings and gears inspected.
Element
Max ppm
Copper (Cu)
50
Max spike
15
20

If copper is high with iron high:
If copper is high with other elements
low:

High iron will produce high copper from the thrust
washers and bearings.
A thrust washer is rapidly wearing with the likely cause
of the sun pinion gear thrusting inboard or outboard.
Action: This often indicates a normal wear condition such as minor thrust washer wear. It can also be an indicator
of bearing wear. If bearing wear is a concern review the chromium readings in conjunction with the copper
readings. If both the copper and chromium readings spike; remove the wheel from service, disassemble the wheel,
and inspect the bearings. If the only elevated reading is that of copper or lead; remove the sun pinion and check
the outer thrust washer for wear. If the outer thrust washer has worn less than the depth of the oil lubricating
grooves then reassemble the sun pinion, filter the oil and continue to monitor. If the outer thrust washers have worn
more than the depth of the oil lubricating grooves then replace the outer thrust washers, reassemble the sun
pinion, filter the oil and continue to monitor.
G5-12
Rear Axle Housing
G05024
Element
Max ppm
Max spike
Calcium (Ca)
40
20

If calcium, zinc, and phosphorus are
high:

Hydraulic oil has entered the drive train.
Action: If calcium and zinc spike then look at the oil viscosity. If the oil viscosity is below the 53 cSt at 100 C (212
F) or 588 cSt at 40 C (104 F) condemning limit, the oil should be resampled immediately. If the resampling still
shows a spike in calcium and low viscosity remove the wheel, disassemble, and replace the internal brake seals.
The oil removed from a low viscosity wheel should be disposed of and not reused under any circumstances. If the
oil viscosity is above 53 cSt at 100 C (212 F) or 588 cSt at 40 C (104 F) then monitor the wheel for any further
changes in viscosity
Element
Zinc (Zn)
Max ppm
75
Max spike
40 If zinc, phosphorus, and calcium are high: Hydraulic oil has entered the drive train.
25 If zinc is high without high calcium and
phosphorus:
High mechanical wear of components is

occurring.
Action: If zinc and calcium increase proportionally then look at the oil viscosity. If the oil viscosity is below the 53
cSt at 100 C (212 F) or 588 cSt at 40 C (104 F) condemning limit, the oil should be resampled immediately. If
the resampling still shows a spike in calcium and low viscosity remove the wheel, disassemble, and replace the
internal brake seals. The oil removed from a low viscosity wheel should be disposed of and not reused under any
circumstances. If the oil viscosity is above 53 cSt at 100 C (212 F) or 588 cSt at 40 C (104 F) then monitor the
wheel for any further changes in viscosity.
Element
Max ppm
Phosphorus
400
(P)
Max spike
150

If phosphorus, zinc, and calcium are
high:

Hydraulic oil has entered the drive train.
Action: If the oil viscosity is below the 53 cSt at 100 C (212 F) or 588 cSt at 40 C (104 F) condemning limit, the
oil should be resampled immediately. If the resampling still shows a spike in phosphorus and low viscosity, remove
the wheel, disassemble, and replace the internal brake seals. The oil removed from a low viscosity wheel should
be disposed of and not reused under any circumstances. If the oil viscosity is above 53 cSt at 100 C (212 F) or
588 cSt at 40 C (104 F) then monitor the wheel for any further changes in viscosity.
Element
Max ppm
Silicon (Si)
50
Max spike
20
25

If silicon is high with other elements high: High wear of components.
If silicon is high with other elements low: Dirt has entered the drive train. Flush wheel
motor.
Action: Flush the wheel motor and monitor element levels.

To fully utilize oil sampling analysis, complete information should be kept with the truck. Necessary information
includes: the truck identification number at the mine site, truck serial number, side of truck the wheel motor is on,
dates when wheel motors are changed (include serial numbers of wheels), the type of oil, viscosity of the oil,
sample date, hours on wheel, hours on oil, and element count. Refer to the chart below. Information in this format
can be easily sent to equipment manufactures and gives required information to analyze the results of oil samples.
Separate records for each wheel motor should be kept in this format.
Contamination can reduce sun pinion gear life significantly, as well as the rest of the drive train. Additional
component (sun pinion gear, etc.) inspections may be required, in addition to normal maintenance interval
inspections, if oil samples from a wheel motor show elements are above normal or rapidly elevating.
G05024
Rear Axle Housing
G5-13
G5-14
Rear Axle Housing
G05024
SECTION H
HYDRAIR II SUSPENSIONS
INDEX
FRONT SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
REAR SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1
OILING AND CHARGING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
H01013
Index
H1-1
NOTES
H1-2
Index
H01013
SECTION H2
FRONT SUSPENSIONS
INDEX
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-4
"Turn-Of-The-Nut" Tightening Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-7
MINOR REPAIRS (LOWER BEARING & SEALS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-8
Removal - Bearing Retainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-8
Installation - Bearing Retainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-8
MAJOR SUSPENSION REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10
H02013 03/05
Front Suspensions
H2-1
NOTES
H2-2
Front Suspensions
03/05 H02013
FRONT SUSPENSION
Hydrair II suspensions are hydro-pneumatic
components containing oil and nitrogen gas. The oil
and gas in the four suspensions carry the gross truck
weight less wheels, spindles and rear axle assembly.
The front suspension cylinders consist of two basic
components: a suspension housing attached to the
truck frame and a suspension rod attached to the
front spindle.
Check valves and orifice dampening holes control
suspension travel to provide good ride qualities on
haul roads under loaded and empty conditions.
Removal
1. Remove the front wheel and tire. Refer to
Section G, Tires and Rims.
2. Remove the front wheel hub and spindle as
covered in Section G, Front Wheel Hub and
Spindle.
3. Remove the boot clamp and boot from the front
suspension.
4. Discharge the nitrogen pressure from the
suspension as follows:
a. Remove the cap from charging valve (5,
Figure 2-1).
The front suspension rods also act as kingpins for

steering the truck.
b. Turn charging valve swivel nut (small hex)

(2, Figure 2-2) counterclockwise three full
turns to unseat the valve seal. DO NOT turn
more than three turns. DO NOT turn large
hex (3) (see DANGER below).
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.
c. Depress the valve stem until all nitrogen

pressure has been relieved.
Wear a face mask or goggles. Make sure that only

swivel nut (2) turns. Turning the complete
charging valve assembly may result in the valve
assembly being forced out of the suspension by
the gas pressure inside.
5. After all nitrogen pressure has been relieved,
loosen large hex (3) and remove the charging
valve assembly. Discard the O-ring seal.
FIGURE 2-1. SUSPENSION CHARGING VALVE

1. Suspension Housing
2. Cap Structure
3. Pressure Sensor
Port
H02013 03/05
4. Vent Plug
5. Charging Valve
FIGURE 2-2. CHARGING VALVE INSTALLATION

1. Valve Cap
2. Swivel Nut (Small
Hex)
Front Suspensions
3. Charging Valve
Body (Large Hex)
4. Vent Plug
H2-3
6. Place a suitable container under the

suspension cylinder. Remove bottom drain plug
(19, Figure 2-8) and allow the cylinder to drain
completely.
A
properly
charged
front
suspension cylinder contains 98 L (25.8 gal) of
oil.
NOTE: Front Hydrair II suspensions are equipped
with lower bearing retainer puller holes. If rod wiper,
rod seals, bearing, O-ring and backup ring
replacement is required, it is not necessary to
remove the suspension from the truck. Refer to Minor
Repairs (Lower Bearing & Seals) for bearing retainer
removal and installation.
7. If major suspension rebuild is required, continue
with the removal procedure.
Installation
Use the following procedure for preparing the
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.
8. Attach a fork truck or suitable lifting device to

the suspension. Secure the suspension to the
lifting device.
The front Hydrair II suspension weighs

approximately 2790 kg (6150 lbs). Make sure that
the lifting device to be used has a sufficient
capacity to handle the load.
9. Remove capscrews (1, Figure 2-3).
10. Remove capscrews (8).
11. Remove capscrews (6) and spacers (9).
12. Move the suspension to a clean work area for
disassembly.
13. Discard the suspension mounting capscrews,
washers, and nuts.
FIGURE 2-3. SUSPENSION INSTALLATION

1. Capscrews, Washers 6. Capscrews, Washers
7. Piston
2. Nuts, Washers
8. Capscrew, Washers
3. Housing
9. Spacer
4. Mounting Surface
10. Nuts & Washers
5. Shear Key
H2-4
Front Suspensions
03/05 H02013
2. Inspect the suspension and frame mounting

surfaces and spotfaces for flatness. The surface
finish must not exceed 250 RMS (medium tool
cut). Surface flatness must be within 0.254 mm
(0.010 in.).
High tightening force is required to load front

suspension mounting capscrews. Repeated
tightening will result in capscrew fatigue and
damage. DO NOT reuse mounting hardware
(capscrews, hardened washers and nuts).
Replace capscrews, washers and nuts after each
use.
Suspension mounting capscrews are specially
hardened bolts to meet or exceed Grade 8
specifications. Replace only with bolts of correct
hardness. Refer to the appropriate Komatsu
parts catalog for the correct part numbers.
.
The use of dry threads in this application is not

recommended. Due to the high tightening forces
required to load these capscrews, dry threads
may cause damage to tools.
3. Lubricate the capscrew threads, capscrew head
seats, washer faces, 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
Company
grease
from
Sinclair
FIGURE 2-4. INSTALLATION OF HARDENED

FLAT WASHER
1. Hardened Flatwasher
2. Capscrew
NOTE: Special hardened flat washers are punched

during the manufacturing process. When placed
under the capscrew head they must be assembled
with the inside diameter radius of the hole toward the
head (punch lip away from head) to prevent damage
to the fillet between capscrew head and shank. See
Figure 2-4.
4. Use a fork truck or lifting device to lift the
suspension into position on the truck. Ensure
that shear key (5, Figure 2-3) is flush with the
end of suspension keyway. Install 14 capscrews
(1, 6 & 8) with hardened washers and nuts. A
flat washer is used under each capscrew head
and each nut. The four bottom holes require
spacers (9). Snug each capscrew, but do not
tighten fully at this time.
Oil
GULF NORUST #3 from Gulf Oil Company

RUST BAN 326 from Humble Oil Company
1973 RUSTPROOF from the Texas Company
RUST PREVENTIVE GREASE-CODE 312 from
the Southwest Grease and Oil Company
NOTE: If none of the rust preventive greases listed
above are available for field assembly, use one of the
following lubricants:
It is essential that proper thread engagement is

achieved on front suspension mounting
capscrews in order to ensure maximum joint
strength between the suspension cylinder and
the frame. Failure to achieve the recommended
thread engagement may result in capscrew
thread failure, leading to suspension failures.
SAE 30 weight oil

5% Molybdenum - Disulphide Grease
H02013 03/05
Front Suspensions
H2-5
FIGURE 2-5. MEASURING THREAD ENGAGEMENT
5. Measure thread engagement after installation of

the front suspensions.
The mandatory thread engagement requires the
capscrew to extend more than 3.20 mm (0.125
in.) past the face of the nut. Refer to dimensions
(C & D, Figure 2-5). If thread engagement does
not meet the required specification, longer
capscrews must be used. If it is necessary to
use longer capscrews, all mounting capscrews
at the affected suspension must be exchanged
for longer, alternate capscrews.
H2-6
6. After thread engagement checks and

adjustments have been performed, the
capscrews are now ready for tightening using
the "turn-of-the-nut" tightening procedure
described on the following page.
NOTE: The "turn-of-the-nut" tightening procedure
was developed for high strength capscrews (grade 8
or better) in this joint application. Do not use this
tightening method for other joints (unless specified)
or with capscrews of lesser grade/size.
Front Suspensions
03/05 H02013
a. Mark a reference line on a corner of the

hexagonal capscrew head or nut and the
mounting surface opposite this corner, as
shown. Then mark the position located 60
or 120 clockwise relative to the first
reference line on the mounting surface.
Refer to Figures 2-6 and 2-7.
"Turn-Of-The-Nut" Tightening Procedure

7. Tighten all 14 capscrews (1, 6 & 8, Figure 2-3)
to 542 5 Nm (400 40 ft lbs). Use a torque
wrench of known calibration.
8. Maintain this torque on the top two corner
capscrews and the bottom, outer four
capscrews (the bottom four capscrews without
spacers).
b. To ensure that the opposite end of the

turning member (either the capscrew head or
nut) remains stationary, scribe a reference
mark for this check.
9. Loosen the eight remaining capscrews and then

tighten again using "turn-of-the-nut" tightening
procedure as follows:
c. Each corner of a hexagon represents 60.

The turning member (either the capscrew
head or nut) is turned until the marked corner
is adjacent with the marked reference line.
Ensure that the opposite end of the turning
member has not turned during the tightening
procedure.
10. For the four capscrews (1, Figure 2-3) at the

upper mount, initially tighten the capscrews to
95 Nm (70 ft lbs), then advance the capscrew
head 60 using Steps 10a through 10c. Refer to
Figure 2-6.
NOTE: Do not exceed 4 RPM tightening speed.

Do not hammer or jerk the wrench during the
tightening procedure.
11. Loosen the top two corner capscrews (1) and
the bottom outer four capscrews (8), (the
bottom four capscrews without spacers).
a. Tighten the top two corner capscrews to 95
Nm (70 ft lbs), then use "turn-of-the-nut"
method to advance the capscrew heads 60.
FIGURE 2-6. REFERENCE MARKS FOR 60

DEGREE ADVANCE
b. Tighten the bottom, outer four capscrews to

271 Nm (200 ft lbs), then use the "turn-ofthe-nut" method to advance the capscrew
heads 120.
152 mm (6.0 in.) Capscrews
For the bottom four capscrews (6, Figure 2-3),

initially tighten the capscrews to 136 Nm (100
ft lbs), then advance the capscrew head 120
using Steps 10a through 10c. Refer to Figure 27.
NOTE: If for any reason, these fasteners need to be

checked for tightness after completing the above
procedure; loosen and inspect all 14 capscrews and
repeat the entire process, starting with cleaning and
lubricating the capscrews, washers, and nuts.
12. Charge the suspension with dry nitrogen to fully
extend the suspension piston before installing
the front wheel hub and spindle.
13. Install spindle, wheel and tire according to
instructions in Section G.
FIGURE 2-7. REFERENCE MARKS FOR 120

DEGREE ADVANCE
355 mm (14.0 in.) Capscrews
H02013 03/05
14. Service the suspension. For instructions refer to

15. Install the suspension boot and secure it with
the boot clamp.
Front Suspensions
H2-7
MINOR REPAIRS (LOWER BEARING &

SEALS)
Removal - Bearing Retainer
If only rod wiper, rod seals, bearing, O-ring and
backup rings are to be replaced, refer to the following
steps for lower bearing retainer removal.
1. Remove lower bearing retainer capscrews and
hardened washers (20 & 21, Figure 2-9). Install
pusher bolts into the tapped holes in the
retainer flange.
2. Tighten the pusher bolts evenly and prepare to
support the bearing retainer as it exits the
suspension
housing.
Remove
retainer
assembly (18).
3. Remove wiper (29), rod seal (28), step seal
(27), O-ring (22), backup ring (23) and lower
bearing insert (24).
Installation - Bearing Retainer

1. Install new rod seal (28, Figure 2-9), step seal
(27) and rod wiper (29).
When installing backup rings with rod seal (28)

and step seal (27), make sure that the radius is
positioned toward the seal and the white dot is
positioned away from the seal as shown in Figure
2-9.
FIGURE 2-8. PISTON ROD REMOVAL
2. Install new O-rings (22) and backup rings (23)
in their appropriate grooves in the lower bearing
retainer (18). Install new bearing (24).
NOTE: Backup rings must be positioned toward the
flange of bearing retainer as shown in Figure 2-10.
3. Install temporary guide bolts to ensure bolt hole
alignment as the bearing retainer is seated. Lift
lower bearing retainer (18) assembly into place
and carefully start it into the suspension
housing.
4. Install capscrews and hardened washers (20 &
21). Tighten the capscrews to 678 Nm (500 ft
lbs).
5. Install the wheel, tire and spindle assembly.
Refer to Section G for installation instructions.
H2-8
Front Suspensions
1. Capscrew
2. Hardened Flat Washer
3. Capscrew
4. Hardened Flat Washer
5. Upper Bearing Retainer
6. Housing
7. Piston
8. Mounting Holes
9. Steel Ball (2 each)
10. Roll Pin
11. Nut
12. Piston Stop
13. Key
14. Upper Bearing
15. O-Ring & Backup Ring
16. Cap Structure
03/05 H02013
FIGURE 2-9. FRONT SUSPENSION

1. Housing
2. Cap Structure
3. Capscrew
4. Hardened Washer
5. O-Ring
6. Backup Ring
7. Capscrew
8. Hardened Washer
9. Charging Valve
Assembly
10. Vent Plug
11. Plug (Pressure Sensor
Port)
12. Upper Bearing Retainer
13. Piston Stop
14. Nut
H02013 03/05
Front Suspensions
15. Roll Pin

16. Steel Check Ball
17. Piston
18. Lower Bearing Retainer
19. Plug
20. Capscrew
21. Hardened Washer
22. O-Ring
23. Backup Ring
24. Lower Bearing
25. Key
26. Upper Bearing
27. Step Seal
28. Rod Seal
29. Rod Wiper
H2-9
MAJOR SUSPENSION REBUILD

Disassembly
NOTE: Refer to your Komatsu distributor for
HydrairII suspension repair information and
instructions not covered in this manual.
1. With the suspension held in a vertical position
(end cap up), remove capscrews (1, Figure 2-8)
and hardened washers (2). Attach a hoist to
end cap structure (16) and lift the end cap out of
suspension housing (6) until piston stop (12)
contacts upper bearing retainer (5). Remove
capscrews (3) and hardened washers (4). Lift
the cap structure and bearing from the housing.
2. Remove roll pin (10), nut (11), piston stop (12)
and key (13). Separate the cap and bearing.
Remove O-rings and backup rings (15).
Remove bearing (14).
When installing backup rings with rod seal (28)

and step seal (27), be certain radius is positioned
toward the seal and the white dot is positioned
away from the seal as shown in Figure 2-9.
2. Install new O-rings (22) and backup rings (23)
in their appropriate grooves in bearing retainer
(18).
NOTE: Backup rings must be positioned toward
bearing retainer bolt flange as shown in Figure 2-10.
3. Rotate the suspension 180.

NOTE: Steel balls (9) will fall free when the housing
is rotated.
4. Attach a lifting device to piston (7) and carefully
lift it out of the housing.
5. Remove capscrews and washers (20 & 21,
Figure 2-9). Install pusher bolts and remove
lower bearing retainer (18).
6. Remove and discard rod seal (28) step seal
(27) and rod wiper (29). Remove and discard Orings (22) and backup rings (23). Remove lower
bearing (24).
FIGURE 2-10. BACK-UP RING REPLACEMENT
Assembly
NOTE: All parts must be completely dry and free of
foreign material. Lubricate all interior parts with clean
HydrairII suspension oil. Refer to the Oil and
Nitrogen Specifications Chart in Section H, Oiling
and Charging Procedures.
Use care not to damage the machined or plated

surfaces, O-rings or seals when installing piston
assembly.
1. Install new rod seal (28, Figure 2-9), step seal
(27), and rod wiper (29).
H2-10
1. O-Ring
2. Backup Ring
3. Bearing Retainer
3. Install lower bearing (18, Figure 2-9) into the

lubricated
suspension
housing.
Install
capscrews and hardened lockwashers (20 &
21) through the bearing flange and into the
tapped holes in the housing. Tighten the
capscrews to 678 Nm (500 ft lbs).
4. Install new backup rings and O-rings (15,
Figure 2-8) in the end cap grooves. Backup
rings must be positioned toward the flange on
the end cap.
5. Install new bearing (14) on upper bearing
retainer (5).
6. Slide the upper bearing retainer assembly over
cap structure rod (16).
Front Suspensions
03/05 H02013
7. Install key (13) and piston stop (12) on the cap

structure rod. Make sure that the piston stop is
fully seated against the rod shoulder. Install
locknut (11) against the piston stop. Tighten the
locknut 1/2 turn further until the hole for roll pin
(10) is in alignment. Install roll pin (10).
10. Apply a light coating of petroleum jelly to the

seals, wiper and bearings. With the 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
8. Attach a lifting device to the top side of the end

cap assembly. Lower the assembly down on
piston (7). Insert steel balls (9) in the holes in
the piston before fully seating the bearing on
top of the piston. A small amount of petroleum
jelly will prevent the balls from dropping out
during assembly.
11. Install capscrews and hardened washers (1 & 2)

and tighten to 678 Nm (500 ft lbs).
9. Install upper bearing retainer (5) onto the piston

rod. Secure the bearing in place with new
capscrews (3) and hardened washers (4).
Tighten the capscrews to 678 Nm (500 ft lbs).
NOTE: Always use new capscrews (3, Figure 2-8)
during assembly. Used capscrews will be stressed
and fatigued because of loads imposed on these
capscrews during operation.
H02013 03/05
12. Install bottom plug (19, Figure 2-9) and tighten

to 17 Nm (13 ft lbs).
NOTE: If the suspension is to be stored, put in one
liter (two pints) of a rust preventive oil. This oil must
be drained when the suspension is put back into
service.
13. Install the charging valve and new O-ring (5,
Figure 2-1). Lubricate the O-rings with clean
Hydrair suspension oil before threading into
the end cap. Tighten the charging valve (large
hex) to 23 Nm (17 ft lbs).
Front Suspensions
H2-11
NOTES
H2-12
Front Suspensions
03/05 H02013
SECTION H3
REAR SUSPENSIONS
INDEX
REAR SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3

SUSPENSION CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-7
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-7
SUSPENSION PRESSURE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-9
H03020 1/08
Rear Suspensions
H3-1
NOTES
H3-2
Rear Suspensions
1/08 H03020
REAR SUSPENSIONS
The Hydrair II suspensions are hydro-pneumatic
components containing oil and nitrogen gas. The oil
and gas in the four suspensions carry the gross truck
weight less wheels, spindles and final drive
assembly.
The rear suspension cylinders consist of two basic
components: a suspension housing attached to the
frame and a suspension rod attached to the rear axle
housing.
The Hydrair II suspension cylinder requires only

normal care when handling as a unit. However, after
being disassembled, these parts must be handled
with extreme care 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.
FIGURE 3-1. REAR SUSPENSION INSTALLATION

1. Suspension Cylinder
2. Mud Flap
H03020 1/08
3. Mounting Pin
Rear Suspensions
H3-3
SUSPENSION CYLINDER
2. Remove charging valve cap (1, Figure 3-2)

loosen swivel nut (4) (small hex) on the
charging valve, and turn it counterclockwise
three full turns to unseat the valve seal.
Connect the charging kit.
Removal
TABLE 1. TOOL LIST FOR SUSPENSION PIN

REMOVAL
Part Number
Description
Quantity
EJ2847
Pin Removal Tool
EJ2848
Cylinder
EJ2849
Hand Pump
EJ2850
Shackle
MM0093
Capscrew - M16 x 2 x 70
1. Remove capscrews, washers, and mud flap (2,

Figure 3-1) from the suspension.
Make sure that only swivel nut (4) 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 in.).
4. Place stands or cribbing under the truck frame
at each hoist cylinder mount.
5. Open the valve on the suspension charging kit
to release nitrogen from the suspension.
Disconnect the charging kit.
6. Disconnect the lubrication
pressure sensor cable.
lines
and
the
7. Position a fork lift under the suspension housing

above the lower mounting pin. Secure the
suspension to the fork lift.
The rear Hydrair II suspension weighs

approximately 883 kg (1947 lbs). Make sure that
the capacity of the lifting device used is sufficient
for lifting this load.
NOTE: The mounting arrangement for the top and
bottom pins is identical.
8. Remove locking capscrew (4, Figure 3-3) from
the lower suspension pin that is to be removed.
The locking capscrew on the other cylinder
must remain installed.
FIGURE 3-2. CHARGING VALVE
1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
5. Rubber Washer
H3-4
6. Valve Body
7. O-Ring
8. Valve Stem
9. O-Ring
9. Install pin removal tool (1) to each lower pin

using the capscrews listed in Table 1. Tighten
the capscrews to 240 24 Nm (177 17 ft
lbs).
10. Attach both shackles (2) to cylinder (3).
11. Attach each shackle to pin removal tool (1), as
shown.
Rear Suspensions
1/08 H03020
FIGURE 3-3. REAR SUSPENSION

PIN REMOVAL TOOL
1. Pin Removal Tool
2. Shackle
3. Cylinder
4. Locking Capscrew
FIGURE 3-4. SUSPENSION MOUNTING PIN

Typical, top & bottom
1. Pin
2. Retainer Capscrew
3. Locknut
4. Bearing Spacer
5. Retainer Ring
6. Bearing
7. Capscrew
8. Washer
9. Sleeve
12. Apply pressure to the cylinder using the hand

pump (not shown).
Do not exceed 10 tons of force when applying

pressure to the cylinder. Damage to the tool or
suspension components may result, as well as
personal injury to maintenance personnel.
13. 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.
14. Remove the pin from the lower mounting.
15. Install the tool on the upper pin and repeat the
pin removal process.
16. Remove the cylinder from the truck.
17. If it is necessary to remove the remaining rear
suspension cylinder, insert the pins back into
the upper and lower mountings.
18. Secure the pins using locking capscrews (4),
and repeat the removal process.
H03020 1/08
Rear Suspensions
H3-5
Disassembly
Installation
1. Inspect mounting bore sleeves (9, Figure 3-4)
and the bearing spacers for damage and wear.
Check the fit of the pins in the bores before
installing the suspension. Replace worn or
damaged parts.
2. Secure the suspension to the fork lift and raise
it into position. The suspension assembly
should be retracted as far as possible before
installation.
3. Position the top suspension eye and spherical
bearing between the ears on the frame, as
shown in Figure 3-4. Orient the cylinder so that
the charging valve faces the opposite
suspension cylinder, as shown in Figure 3-1.
4. Lubricate all pin-to-bearing and pin-to-sleeve
contact surfaces with anti-seize compound.
Lubricating the pin surfaces aids in removal and
installation, as well as prevention of rust and
corrosion.
5. Align the retaining capscrew hole in pin (1,
Figure 3-4) with the hole in the mounting bore.
Drive in the pin far enough to hold pin in
position.
6. Insert spacer (4) and continue to drive in the pin
through the spherical bearing. Insert the
remaining spacer and continue to drive in the
pin until the retaining capscrew hole is aligned
with the hole in the pin.
7. Install capscrew (2) and locknut (3). Tighten to
203 Nm (150 ft lbs). If further alignment of the
capscrew and hole are necessary, install a pin
removal tool onto the pin. Use the tool in
conjunction with a large pipe wrench or other
suitable device to align the locking capscrew
holes.
NOTE: The suspension should be placed in a fixture

which will allow it to be rotated 180 vertically. Place
the suspension in the fixture with the rod end down.
To avoid possible injury, wear a face mask or

goggles while relieving nitrogen gas pressure.
1. Depress the charging valve stem to ensure that
all nitrogen gas pressure has been released
before removing the charging valve.
2. Remove charging valve cover (16, Figure 3-5).
Remove charging valve (17). Remove and
discard the charging valve O-ring.
3. Remove pressure sensor (15).
4. With the suspension in a vertical position
(piston rod down), remove drain plug (18) and
drain the suspension oil. A properly charged
rear suspension cylinder contains 54.5 L (14.4
gal) of oil.
5. Rotate the cylinder 180. Remove capscrews
(6) and washers (7). Lift piston rod (9) from
housing (1).
6. Remove bearing retainer (5) from the piston.
Remove bearing (4). Remove the seals, the Oring and backup ring from bearing retainer (5).
Discard the O-ring and backup ring.
7. Remove bearing (3) from the piston.
8. If spherical bearings (6, Figure 3-3) require
replacement, remove retaining rings (5), and
press the bearing from the cylinder bore.
8. Adjust the piston rod height until the lower

mount bearing aligns with the bore in the rear
axle housing, and repeat the above procedure
to install the bottom pin. Mounting components
in the top and bottom joints are identical.
9. Install the nitrogen charging kit, and add
nitrogen to raise the frame off the stands or
cribbing. A lifting device may also be used.
10. Connect the lubrication lines and the pressure
sensor.
11. Service the suspension. For instructions, refer
to Section H, Oiling and Charging Procedures.
12. Install mud flap (2, Figure 3-1) with the
capscrews, flat washers, and lockwashers.
H3-6
Rear Suspensions
1/08 H03020
Assembly

1. Clean all parts thoroughly in fresh cleaning
solvent. Use a solvent that does not leave a film
after evaporation, such as trichlorethylene,
acetone or laquer thinner.
When using cleaning agents follow the solvent

manufacturer's instructions.
Assembly must be performed 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. Refer to the Oil
and Nitrogen Specifications Chart in Section H,
Oiling and Charging Procedures.
1. If removed, install spherical bearing (6, Figure
3-3) in the eye of the piston rod and cylinder
housing.
2. Install retaining rings (5) to secure the bearings.
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.
NOTE: If other repairs are necessary, refer to your
local Komatsu distributor for repair information and
instructions not covered in this manual.
3. Install wiper seal (12, Figure 3-5), double lip

seal (11), buffer seal (10), O-ring (13) and
backup ring (14) onto bearing retainer (5).
NOTE: Refer to the seal installation illustration and
details (Figure 3-5) for proper orientation.
4. Install rod bearing (4).
5. Slide piston bearing (3) onto the lubricated
piston rod.
6. With the lubricated housing (1) held in a vertical
position, slide the piston assembly partially into
the housing. Slide retainer (5) onto the housing
and fasten with capscrews (6) and washers (7).
Tighten the capscrews to standard torque. Use
care during piston installation to prevent
damage to machined and chrome surfaces.
NOTE: If the suspension is to be stored, fill with one
liter (two pints) of a rust preventive oil. This oil must
be drained when the suspension is put back into
service.
7. Install a new O-ring onto the charging valve,
and install the charging valve onto the cylinder.
Tighten the large hex of the charging valve to
23 Nm (17 ft lbs).
If a new charging valve is being used, tighten
the swivel nut to 15 Nm (11 ft lbs), then loosen
and retighten the swivel nut to 15 Nm (11 ft
lbs). Loosen the swivel nut again, and retighten
it to 6 Nm (50 in lbs). Install the valve cap
finger-tight.
8. Install the charging valve, pressure sensor, and
plugs.
9. Install cover (16) onto the suspension.
10. Pressure test the suspension. Refer to
Suspension Pressure Test later in this section.
H03020 1/08
Rear Suspensions
H3-7
FIGURE 3-5. REAR SUSPENSION ASSEMBLY

1. Housing
2. Vent Plug
3. Piston Bearing
4. Rod Bearing
5. Bearing Retainer
6. Capscrew
H3-8
7. Hardened Washer
8. Mud Flap
9. Piston Rod
10. Rod Buffer Seal
11. Rod Double Lip Seal
12. Wiper Seal
Rear Suspensions
13. O-ring
14. Backup Ring
15. Pressure Sensor
16. Cover
17. Charging Valve
18. Drain Plug
1/08 H03020
SUSPENSION PRESSURE TEST

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.
4. Pressurize the suspension with air or nitrogen

to 7585 1380 kPa (1100 200 psi).
5. Maintain pressure for a minimum of 20 minutes
and check for bubbles at the following locations:
Housing bearing/housing joint
Piston/piston seal area
Charging valve and plugs
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. Make sure that the charging valve and all plugs
are installed. Attach the pressurization line to
the charging valve.
3. Place the suspension assembly in a
containment device and submerge the entire
assembly in the water tank.
H03020 1/08
6. After the test is complete, remove the assembly

from the water tank and release the air or
nitrogen pressure. DO NOT remove the
charging valve from suspension.
7. Remove the suspension from the containment
device.
8. Coat any exposed, unpainted areas with rust
preventive grease.
9. Store the suspension in a collapsed position to
protect the piston chrome surface until it is
installed on a truck.
Rear Suspensions
H3-9
NOTES
H3-10
Rear Suspensions
1/08 H03020
SECTION H4
SUSPENSION OILING AND CHARGING PROCEDURES
INDEX
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
Equipment List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
Installation of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
Removal of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4
Support Blocks For Oiling And Charging Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5
Front Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5
Front Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-6
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-7
Rear Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-7
Rear Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-9
OIL AND NITROGEN SPECIFICATIONS CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-10
H04016 12/07
Oiling And Charging Procedures
H4-1
NOTES
H4-2
12/07 H04016
SUSPENSION OILING AND CHARGING PROCEDURE

GENERAL
Equipment List
These procedures cover the oiling and charging of

Hydrair II suspensions on Komatsu 930E dump
trucks.
Hydrair Charging Kit
Jacks and/or Overhead Crane
Support Blocks for:

Oiling Height Dimensions (Front and Rear)
Charging Height Dimensions (Front Only)
Hydrair Oil (See Specifications Chart)
Friction Modifier (See Specifications Chart)
Dry Nitrogen (See Specifications Chart)
Suspensions which have been properly charged will

provide improved handling and ride characteristics
while also extending the fatigue life of the truck frame
and improving tire wear.
NOTE: Inflation pressures and exposed piston
lengths are calculated for a normal truck gross
vehicle weight (GVW). Additions to truck weight by
adding body liners, tailgates, water tanks, etc, should
be considered part of the payload. Keeping the truck
GVW within the specification shown on the Grade/
Speed Retard chart in the operator cab will extend
the service life of the truck main frame and allow the
Hydrair II suspensions to produce a comfortable ride.
Installation of Charging Kit

1. Assemble the charging kit as shown in Figure 41, and attach it to a container of pure dry
nitrogen (8).
2. Remove the protective covers and charging
valve caps from the suspensions.
3. Turn "T" handles (1, Figure 4-1) of adapters (2)
completely counterclockwise.
All Hydrair II 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.
Proper charging of Hydrair II suspensions requires
that three basic conditions be established in the
following order:
1. The oil level must be correct.
2. The suspension piston rod extension for
nitrogen charging must be correct.
3. The nitrogen charge pressure must be correct.
For best results, Hydrair II suspensions should be
charged in pairs (fronts together and rears together).
If rear suspensions are to be charged, the front
suspensions should be charged first.
NOTE: For longer life of suspension components, a
friction modifier should be added to the suspension
oil. See the Specifications Charts at the end of this
section.
NOTE: Setup dimensions in the Specifications
Charts must be maintained during oiling and
charging procedures. However, after the truck has
been operated, these dimensions may vary.
H04016 12/07
FIGURE 4-1. HYDRAIR CHARGING KIT

NOTE: The arrangement of parts may vary from
the illustration depending on the kit part number.
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 Container
H4-3
4. Make sure that outlet valves (3) and inlet valve

(4) are closed (turned completely clockwise).
Support Blocks For Oiling And Charging

Dimensions
5. Turn the swivel nut (small hex) on the charging

valve three full turns counterclockwise to unseat
the valve.
Before starting the oiling and charging procedures,

supports should be fabricated to maintain the correct
exposed piston rod extensions.
6. Attach charging valve adapters (2) to each

suspension charging valve stem.
7. Turn "T" handles (1) clockwise. This will
depress the core of the charging valve and
open the gas chamber of the suspension.
8. 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.
Removal of Charging Kit
1. Close both outlet valves (3).
2. Turn "T" handles (1) counterclockwise to
release the charging valve cores.
3. Remove charging valve adapters (2) from the
charging valves.
4. Tighten the swivel nut (small hex) on the
charging valve. If a new charging valve is being
used, tighten the swivel nut to 15 Nm (11 ft.
lbs.), then loosen and retighten the swivel nut
to 15 Nm (11 ft. lbs.). Loosen the swivel nut
again and retighten to 6 Nm (50 in. lbs.).
Install the valve cap finger-tight.
5. Install the charging valve caps and protective
covers on both suspensions.
H4-4
Nitrogen charging support blocks for the rear

suspension are no longer necessary. However,
oiling blocks are necessary to properly set the
oiling height.
Exposed piston rod extensions are specified for both
oil level and nitrogen charging for Hydrair II
suspensions. These dimensions are listed in the
tables below Figures 4-2 and 4-5. Measure the
dimensions from the face of the cylinder gland to the
machined surface on the spindle at the front
suspension. At the rear suspension, measure from
the face of the cylinder gland to the piston flange.
Support blocks may be made in various forms. Mild
steel materials are recommended. Square stock or
pipe segments at least 25 mm (1 in.) may be used.
The 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.
12/07 H04016
FRONT SUSPENSION

improperly handled. Follow all the safety notes,
cautions and warnings in these procedures to
prevent accidents during servicing and charging.
3. Depress the charging valve core to release

nitrogen pressure from the suspension. When
all nitrogen pressure has been released, the
suspension should have collapsed slowly and
be seated solidly on the support blocks.
Remove the top fill plug next to the charging
valve (see Figure 4-2).
1. Park the unloaded truck on a hard, level

surface. Apply the parking brake and chock the
wheels.
2. Thoroughly clean the area around the charging
valve on the suspensions. Remove the
protective covers from the charging valves.
Front Suspension Oiling
Wear a face mask or goggles while relieving

nitrogen pressure. Make sure that all personnel
are clear and support blocks are secure before
relieving nitrogen pressure from the suspension.
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.
section.
1. Position and secure oiling height dimension
blocks 180 apart to provide stability (see
Figure 4-2). When nitrogen pressure is
released, the suspensions will lower and rest on
the blocks. Ensure that 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.
2. Remove the charging valve cap. Turn the swivel
nut (small hex) counterclockwise three full turns
to unseat the valve seal. DO NOT turn the 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
released from the suspension.
H04016 12/07
FIGURE 4-2. FRONT SUSPENSION
FRONT SUSPENSION DIMENSIONS (EMPTY)

OILING HEIGHT
CHARGING HEIGHT
*CHARGING PRESSURE
25.4 mm
(1.0 in.)
**299 mm
(9.0 in.)
2930 kPa
(425 psi)
* with standard Rock Body

** For trucks utilizing extreme duty front suspensions, the charging
height is 195 mm (7.5 in.).
Note: If the truck starts to lift off the blocks before charging
pressure is attained, STOP CHARGING.
4. Fill the suspension with clean Hydrair oil (with

6% friction modifier) until the cylinder is full to
the top of the fill plug bore. Use drip pans and
clean all spillage 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. Install a new O-ring
on the fill plug and install the plug.
H4-5
Front Suspension Nitrogen Charging
Lifting equipment (crane or hydraulic jacks) must

be of sufficient capacity to lift the truck weight.
Make sure that all personnel are clear of the lift
area before the 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 Hydrair oil.
2. Tighten valve body (6) (large hex) to 23 Nm
(17 ft. lbs.). Swivel nut (4) (small hex) must be
unseated by turning it counterclockwise three
full turns.
Dry nitrogen is the only gas approved for use in

Hydrair II 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 the Specifications Chart
at the end of this section.
3. Install the Hydrair charging kit and a bottle of
pure dry nitrogen. Refer to Installation of
Charging Kit earlier in this section.
4. Charge the suspensions with nitrogen gas to
50.8 mm (2 in.) greater than the charging height
listed in Figure 4-2. 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.
6. Remove the center hose from manifold (6).
7. Open inlet valve (4) until the pressure drops
below the pressure listed in Figure 4-2, then
close the valve.
8. Install the center hose to manifold (6).
9. Charge the suspensions to the pressure listed
in Figure 4-2. DO NOT use an overcharge of
nitrogen to lift the suspensions off the charging
blocks.

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
10. Close inlet valve (4, Figure 4-1). Leave outlet

valves (3) open for five minutes to allow the
pressures in the suspensions to equalize.
11. Close outlet valves (3). Remove the charging kit
components. Refer to Removal of Charging Kit
earlier in this section.
12. If the charging valve is being reused, tighten
swivel nut (4, Figure 4-3) to 6 Nm (50 in. lbs.).
H4-6
12/07 H04016
13. If a new charging valve is being used, tighten

the swivel nut to 15 Nm (11 ft. lbs.), then
loosen and retighten the swivel nut to 15 Nm
(11 ft. lbs.). Loosen the swivel nut again and
retighten to 6 Nm (50 in. lbs.). Install the valve
cap finger-tight.
14. Install the protective guard over the charging
valve.
15. Raise the truck body in order to extend the front
suspensions, allowing for removal of the
nitrogen charging blocks. Make sure that
sufficient overhead clearance exists before
raising the body. If the suspensions do not
extend after raising the body, turn the steering
wheel from stop to stop 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.
The front Hydrair suspensions are now ready for
operation. Visually check piston 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.
REAR SUSPENSION

improperly handled. Follow all the safety notes,
cautions and warnings in these procedures to
prevent accidents during servicing and charging.
1. Park the unloaded truck on a hard, level
surface. Apply the parking brake and chock the
wheels.
2. Thoroughly clean the area around the charging
valve on the suspensions. Remove the
protective covers from the charging valves and
the rubber covers from the suspension piston.
Rear Suspension Oiling
Wear a face mask or goggles while relieving

nitrogen pressure. Make sure that all personnel
are clear and support blocks are secure before
relieving nitrogen pressure from the suspension.
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.
section.
1. Position and secure the oiling blocks in place so
the blocks are seated between the frame and
the rear axle housing (see Figure 4-4). A block
should be used on both the left and right sides
of the truck.
2. Remove charging valve cap. Turn the swivel nut
(small hex) counterclockwise three full turns to
unseat the valve seal. DO NOT turn the 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
released from the suspension.
H04016 12/07
H4-7
FIGURE 4-4. OILING BLOCK INSTALLATION

1. Main Frame
2. Oiling Support Block
3. Rear Axle Housing
3. Depress the charging valve core to release

nitrogen pressure from the suspension. When
all nitrogen pressure has been released, loosen
and remove the fill plug. The suspension should
have collapsed slowly as gas pressure was
released. The weight of the truck is now
supported by the support blocks.
FIGURE 4-5. REAR SUSPENSION

1. Main Frame
2. Charging Valve
NOTE: A plastic tube can be used to help bleed off

trapped air inside the piston.
4. Remove the vent plug, pressure sensor, and
charging valve (see Figure 4-5). Use one of the
open ports to fill the suspension with clean
Hydrair oil (with 6% friction modifier). Fill until
clean oil seaps from the open ports. Use drip
pans and clean all spillage 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.
REAR SUSPENSION DIMENSIONS (EMPTY)

OILING HEIGHT
CHARGING HEIGHT
*CHARGING PRESSURE
53 mm
(2.1 in.)
218 mm
(8.6 in.)
1296 kPa
(188 psi)
* Charging pressures are for reference only and may vary depending on
body weights.
5. Install the vent plug and pressure sensor onto

the suspension.
6. Install a new O-ring onto the charging valve.
Lubricate the O-ring with clean Hydrair oil.
7. Install the charging valve onto the suspension.
Tighten valve body (6, Figure 4-3) to 23 Nm
(17 ft. lbs.).
H4-8
12/07 H04016
5. Slowly release gas until the suspensions match

the charging height listed in Figure 4-5.
Rear Suspension Nitrogen Charging
6. Close inlet valve (4, Figure 4-1). Leave outlet

valves (3) open for five minutes to allow the
pressures in the suspensions to equalize.
Lifting equipment must be of sufficient
to lift the truck weight. Make sure
personnel are clear of lift area before
started. Clearances under the truck
suddenly reduced.
capacity
that all
lifting is
may be
Make sure that 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 Hydrair oil.
2. Tighten valve body (6) (large hex) to 23 Nm
(17 ft. lbs.). Swivel nut (4) (small hex) must be
unseated by turning it counterclockwise three
full turns.
7. Make sure that 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 this amount, check the front
suspensions for equal extension. Adjust the
front suspensions 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.
8. Close outlet valves (3). Remove the charging kit
components. Refer to Removal of Charging Kit
in this section.
9. If the charging valve is being reused, tighten
swivel nut (4, Figure 4-3) to 6 Nm (50 in. lbs.).
10. If a new charging valve is being used, tighten
the swivel nut to 15 Nm (11 ft. lbs.), then
loosen and retighten the swivel nut to 15 Nm
(11 ft. lbs.). Loosen the swivel nut again and
retighten to 6 Nm (50 in. lbs.). Install the valve
cap finger-tight.
11. Install the protective guards over the charging
valves. Install the rubber covers over the piston
rods.
Dry nitrogen is the only gas approved for use in

Hydrair II 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 the Specifications Chart
at the end of this section.
The rear Hydrair suspensions are now ready for

operation. Visually check piston 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.
3. Install Hydrair charging kit and a bottle of pure

dry nitrogen. Refer to Installation of Charging
Kit in this section.
4. Charge the suspensions with nitrogen gas to 38
mm (1.5 in.) greater than the charging height
listed in Figure 4-5.
H04016 12/07
H4-9
OIL AND NITROGEN SPECIFICATIONS CHARTS

HYDRAIR II OIL SPECIFICATIONS
Ambient Temperature
Range
-34.5C & above

(-30F & above)
Part No.
Approved Sources
VJ3911
(need to add
6% of
AK3761)
Sunfleet TH Universal Tractor Fluid

Mobil 424
Chevron Tractor Hydraulic Fluid
Mobil D.T.E. 15
Conoco Power Tran III Fluid Petro
Texaco TDH Oil
Canada Duratran Fluid
AMOCO ULTIMATE Motor Oil
Shell Canada Donax TDL
5W-30
AK4063
Suspension Oil (premixed with

6% Friction Modifier)
AK4064
-48.5C & above

(-55F & above)
5 Gallon container
55 Gallon container
VJ5925
(need to add
6% of
AK3761)
Emery 2811, SG-CD,

5W-30
Mobil Delvac I, 5W-30
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
H4-10
Property
Value
Nitrogen
99.9% Minimum
Water
32 PPM Maximum
Dew Point
-55C (-68F) Maximum
Oxygen
0.1% Maximum
12/07 H04016
SECTION J
BRAKE CIRCUIT
INDEX
BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-1
BRAKE CIRCUIT CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1
WET DISC BRAKE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
J01027
Index
J1-1
NOTES
J1-2
Index
J01027
SECTION J2
BRAKE CIRCUIT
INDEX
SERVICE BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
PARKING BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5
BRAKE LOCK CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5
SECONDARY BRAKING AND AUTOMATIC APPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6
WARNING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6
J02038 1/07
Brake Circuit
J2-1
NOTES
J2-2
Brake Circuit
1/07 J02038
BRAKE CIRCUIT
The Komatsu truck is equipped with an all-hydraulic
actuated wet disc service brake system. The brake
system utilizes Type C-4 hydraulic oil provided by the
brake/steering pump from the main hydraulic tank for
brake application. Brake disc cooling during truck
operation is provided by the hoist circuit pump
through the hoist valve. A disc type parking brake,
located in the rear axle housing, is attached to each
wheel motor. The fundamental function of the brake
system is to provide an operator with the the
necessary control for stopping the truck in either a
slow modulating fashion or in as short a distance as
reasonably possible.
Outlined below are the functions that Komatsu feels
are necessary for safe truck operation:
Warn the operator as soon as practical of a
serious or potentially serious loss of brake
pressure so that proper action can be taken to
stop the truck before the secondary system is
exhausted of its power.
Provide secondary brake circuits so that any
single failure leaves the truck with sufficient
stopping power.
Automatically apply the service brakes if low
pressure warnings are ignored and pressures
continue to decrease.
Provide a wheel brake lock to relieve the operator
from holding the brake pedal while at the dump or
shovel.
Provide a spring-applied parking brake for
holding (not stopping) the truck during periods
other than loading or dumping.
The brake system should be easy to diagnose
and service.
The following brake circuit description should be

used in conjunction with the hydraulic brake system
schematic located in Section R.
The brake system consists of several major valve
components: the foot-operated dual circuit treadle
valve, hydraulically-operated dual relay valves, brake
manifold and two accumulators. The dual circuit
treadle valve is the only component located in the
operator's cab. The dual relay valve for the front
brakes, the brake manifold, and the electrical
components are located in the hydraulic brake
cabinet behind the cab (See Figure 2-1).
J02038 1/07
The dual relay valve for the rear brakes is located in

the rear axle housing. The two accumulators are
mounted on the frame rail, behind the right front tire.
The brake manifold contains dual circuit isolation
check valves, accumulator bleed down valves, and
valves for the brake lock, parking brake and
automatic apply functions. All of these components
are screw-in cartridge type valves.
There are two independent means of brake actuation
provided for the operator: the service brake/retarder
pedal and the wheel brake lock switch. Additionally,
the brakes will apply automatically if the brake
system supply drops below a predetermined
pressure.
SERVICE BRAKE CIRCUIT

This portion of the system provides the operator with
the precise control that is necessary 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 foot-operated
dual circuit treadle valve. This valve enables the
operator to control the relatively high pressure
energy within the brake accumulators directed to the
brakes. There are two valves in the dual brake valve.
One supplies pressure to a dual relay valve to
provide apply pressure for the brakes on the front
axle. The other supplies pressure to a dual relay
valve to provide apply pressure for the brakes on the
rear axle.
As the brake pedal is depressed, each valve within
the dual circuit brake valve simultaneously delivers
fluid from its respective accumulator to the dual relay
valves, which deliver fluid to the wheel brakes at a
pressure proportional to both pedal position and
force. The further the pedal is depressed, the higher
the brake force, which gives the operator a very
positive feel of control.
Brake accumulators have two functions: storing
energy for reserve braking in the event of a failure
and providing rapid oil flow for good brake response.
Depressing the brake pedal also actuates the stop
light pressure switch, which in turn actuates the
brake light on top of the cab, the stop/tail lights on the
rear axle housing and the propulsion interlock.
Brake Circuit
J2-3
FIGURE 2-1. HYDRAULIC BRAKE CABINET

1. Dual Relay Valve
2. Hoist Pilot Valve
3. Relief Valve (Hoist Power Down)
4. Brake Lock Shuttle Valve
5. Brake Manifold
6. Brake Oil Supply Pressure Test Port (SP3)
7. Rear Brake Accumulator Bleed Valve
8. Automatic Apply Valve
9. Front Brake Accumulator Bleed Valve
10. Parking Brake Solenoid Valve (SV2)
11. Brake Lock Apply Pressure Test Port (PP3)
12. Pressure Reducing Valve (PR)
J2-4
13. Brake Lock Solenoid Valve (SV1)

14. Parking Brake Release Pressure (PK2)
15. Low Accumulator Test Port (LAP1)
16. Low Brake Pressure Switch
17. Parking Brake Pressure Switch
18. Automatic Brake Apply Solenoid Valve (SV3)
19. Junction Manifold
20. Stop Light Pressure Switch
21. Brake Lock Degradation Switch
22. Rear Brake Pressure Test Port (BR)
23. Front Brake Pressure Test Port (BF)
Brake Circuit
1/07 J02038
PARKING BRAKE CIRCUIT

The parking brakes are spring applied and
hydraulically released. Whenever the parking brake
solenoid is de-energized, a spring in the solenoid
valve will shift the spool, diverting oil pressure from
the parking brakes to direct the oil back to the
hydraulic tank.
Normal Operation
(key switch ON, engine running)
Directional control lever in PARK
Automatic brake apply solenoid (18, Figure 2-1)
is energized, causing all four service brakes to
apply. After one second, parking brake solenoid
(10) is de-energized. The oil pressure in the
parking brake lines returns to tank and the
springs in the parking brake will apply the brake.
Parking brake pressure switch (17) will close,
completing a path to ground and illuminating the
parking brake light on the overhead panel. After
0.5 second, the automatic brake apply solenoid is
de-energized, causing the service brakes to
release.
Directional control lever in F, R, or N
Parking brake solenoid (10, Figure 2-1) is
energized. The oil flow is routed from the parking
brake solenoid to the parking brake pistons for
release. The parking brake circuit is protected
against accidental application by monitoring a
wheel motor speed sensor to determine truck
ground speed. The parking brake will not apply
until the truck is virtually stopped. This eliminates
parking brake damage and will extend brake
adjustment intervals.
If 24 volt power to the parking brake solenoid is

interrupted, the parking 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
parking brake line to return to tank, and the springs in
the parking brake will apply the brake. Parking brake
pressure switch (17) will close, completing a path to
ground, illuminating the parking brake light on the
overhead panel and interrupting propulsion.
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
secondary means of stopping the truck in the event
of a brake valve malfunction. By turning on the dash
mounted wheel brake lock switch, brake lock
solenoid valve (13, Figure 2-1) and pressure
reducing valve (12) will apply unmodulated pressure
oil at 13,800 kPa (2000 psi) to fully actuate the rear
brakes. Shuttle valve (4) in the rear brake line
provides the independence from the brake treadle
valve for brake application.
If the key switch is turned OFF, the parking brake will

not apply until vehicle speed is less than 0.5 km/h (1/
3 mph).
If a loss of hydraulic supply pressure occurs with the
directional control lever in F, R, or N, the parking
brake solenoid will still be energized. The supply
circuit that lost pressure is still open to the parking
brake pistons. To prevent parking brake pressure oil
from returning to the supply circuit, a check valve in
the parking brake circuit traps the oil, holding the
parking brake in the released position.
NOTE: Normal internal leakage in the parking brake
solenoid may allow leakage of the trapped oil to
return back to tank and eventually allow parking
brake application.
J02038 1/07
Brake Circuit
J2-5
SECONDARY BRAKING AND

AUTOMATIC APPLY
WARNING CIRCUIT
A fundamental function of the secondary brake

system is to provide reserve braking in the event of
any single failure. For this reason, the system is
divided into multiple circuits, each with its own
isolation check valve, accumulators, and circuit
regulator. The secondary system becomes whatever
circuit(s) is operable after a failure. If the failure is a
jammed treadle valve, then the brake lock becomes
the secondary system. Otherwise, either of the two
brake circuits would be the secondary system.
The brake accumulators perform two functions:
provide rapid flow for good response and store
energy for secondary braking. The check valves
ensure that this energy is retained if a failure should
occur in the brake system supply or an accumulator
circuit. An additional check valve, located between
the supply line from the brake/steering pump and the
brake manifold, provides additional protection
against pressure loss if the oil supply is interrupted.
If a failure occurs in the pump, steering, or either
brake accumulator circuit, a low brake pressure
warning light located on the overhead panel in the
cab will illuminate, and an audible alarm will sound,
indicating that the vehicle should be stopped as soon
as practical. When the pressure in one accumulator
circuit is lower than the preset level, all the service
brakes will be automatically applied. Automatic brake
application is accomplished by the automatic apply
valve (PS1) located in the brake manifold. This valve
senses the lower brake accumulator pressure. When
the pressure is less than 11,400 kPa (1650 psi), the
valve shifts, operating the brake treadle valve
hydraulically which, in turn, applies pressure to the
dual relay valves, applying all the brakes.
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
to low brake pressures. Several electrical sensors, a
relay and delay timer are used to detect brake
system problems. See Figure 2-1 for the following
component references.
Brake Warning Relay
When the brake lock switch is turned on, the
brake warning relay is energized and switches
the electrical connection from the terminal to the
brake lock degradation switch. When the brake
lock switch is turned off, the relay is de-energized
and switches the connection from the brake lock
degradation switch to the terminal.
System Supply Pressure Switch
Located on the pump pressure sensing manifold.
When system supply pressure drops below
15,800 kPa (2300 psi), the low steering pressure
light, low brake pressure warning light and
buzzer will turn on.
Low Brake Pressure Pressure Switch (16)
Located on brake manifold (5). When the
accumulator with the lower pressure falls below
12,700 kPa (1850 psi), the low brake pressure
warning light and buzzer will turn on.
Brake Lock Degradation Switch (21)
Located on junction manifold (19) in the hydraulic
components cabinet. When the brake lock switch
is turned on, brake lock solenoid (13) and the
brake warning relay are energized. The brake
warning relay switches the electrical connection
from the terminal to the brake lock degradation
switch. 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
warning light and buzzer will turn on.
Regardless of the nature or location of a failure,

sensing the lowest brake accumulator circuit
pressure ensures two to four full brake applications
after the low brake pressure warning light and alarm
activate and before automatic apply activates. This
allows the operator the opportunity to safely stop the
truck after the warning occurs.
J2-6
Brake Circuit
1/07 J02038
FIGURE 2-2. BRAKE VALVE

1. Actuator Cap
2. Adjustment Collar
3. Nut
4. Actuator Plunger
5. Wiper Seal
6. Poly-Pak Seal Assembly
7. Glyde Ring Assembly
8. Regulator Springs (B1)
9. Plunger Return Spring
10. Spring Seat
11. Spool Return Spring (B1)
12. Regulator Sleeve (B1)
13. Regulator Spool (B1)
14. Reaction Plunger (B1)
15. Base Plate
17. Regulator Sleeve (B2)
18. Regulator Spool (B2)
19. Spool Return Spring (B2)
20. Regulator Springs (B2)
21. Staging Seat
A. Adjustment Collar Maximum Pressure
Contact Area
B. Automatic Apply Piston Area
C. PX Port
D. Tank Port
E. Reactionary Pressure Area
F. Brake Apply Port
G. Orifice
H. Supply Port
Note:
B1 - Rear Brakes
B2 - Front Brakes
J02038 1/07
Brake Circuit
J2-7
Refer to Figure 2-3 for the brake lines that connect to

the rear axle housing.
NOTE: If hoses (4) and (8) are switched, the rear
brakes will be slow to apply and slow to release.
FIGURE 2-3. REAR BRAKE HOSES

1. BS - Left & Right Brake Cooling Oil Supply
2. LBR - Left Brake Cooling Return Line
3. T - Return To Tank
4. P1 - Pressure Inlet From Accumulator
5. RBR - Right Brake Cooling Return Line
6. RBP - Right Brake Pressure Test Port
7. LBP - Left Brake Pressure Test Port
8. PX - Pilot Inlet/Brake Apply Line
9. PB - Parking Brake
J2-8
Brake Circuit
1/07 J02038
SECTION J3
BRAKE CIRCUIT COMPONENT SERVICE
INDEX
BRAKE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3

Rebuild Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-5
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8
BRAKE VALVE BENCH TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11
Test Setup Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-12
Brake Valve Output Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-12
Final Test and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13
Installation Of Brake Pedal Actuator Assembly to Brake Valve . . . . . . . . . . . . . . . . . . . . . . . .J3-13
Installation of Retard Pedal To Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13
DUAL RELAY VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-15
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-16
DUAL RELAY VALVE BENCH TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17
Test Setup Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-18
Relay Valve Output Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-18
BRAKE MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Cleaning and Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20
BRAKE ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-20
J03037 12/06
Brake Circuit Component Repair
J3-1
Brake Accumulator Bleeddown Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-22
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-23
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-23
Accumulator Precharging Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25
Precharge Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-27
Accumulator Storage Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-28
Bladder Storage Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-28
Installing A Bladder Accumulator From Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-28
RETARDER CONTROL LEVER (STEERING COLUMN-MOUNTED) . . . . . . . . . . . . . . . . . . . . . J3-29
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29
Lever Adjustments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29
Potentiometer Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-30
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-30
J3-2
12/06 J03037
BRAKE CIRCUIT COMPONENT SERVICE

BRAKE VALVE
Rebuild Criteria
The brake pedal assembly combines the dynamic

retarding control with service brake control functions.
If any one of the following conditions exist, the brake

valve should be removed and repaired:
As the pedal is depressed, the first portion of pedal

travel actuates an internal potentiometer which
provides an electrical signal to the propulsion
system, signalling a request by the operator for
retarding. The electrical signal is modulated as the
operator continues to depress the pedal, increasing
the level of retarding effort from minimum to
maximum. Further pedal depression after maximum
retarding request is achieved results in service brake
application from minimum to maximum when the
pedal is fully depressed. A slight increase in pedal
resistance can be felt when service brake actuation
occurs. Additionally, indicator lights on the overhead
panel in the cab will turn on as dynamic retarding is
applied. A second light will turn on when the service
brakes are applied.
Excessive cam rock in the 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 the valve pilot or manual applied at
18,960 kPa (2750 psi) system pressure.
Failure of the pedal to return to the full release
position.
The valve holds pressure when in the neutral
position.
Varying output pressure with the pedal fully
depressed.
NOTE: The following information discusses the

operation, test and repair of the hydraulic brake valve
assembly only. Refer to Section E for information
concerning the retarding control portion of the pedal.
The brake valve is a pressure modulating valve that
is actuated mechanically through the brake pedal in
the operator cab or hydraulically through automatic
apply valve (2, Figure 3-1) in the hydraulic brake
cabinet.
The brake valve controls the pressure delivered to
the front and rear service brake dual relay valves
which provide the apply pressure for the front wheel
and rear wheel disc brake assemblies. Apply
pressure can be modulated from zero to maximum
braking effort by use of the foot pedal.
FIGURE 3-1. BRAKE MANIFOLD
1. Accumulator Bleed Down Valve
(Rear Brake)
(Front Brake)
J03037 12/06
J3-3
Removal
5. Disconnect the retarder pedal harness.
NOTE: If the brake valve is to be removed from the

vehicle for repair or adjustment, additional equipment
will be required as outlined in the disassembly and
assembly procedures. Minor repairs and service
adjustment may not require the removal of the brake
valve.

lockwashers (2) that secure brake valve
assembly (3) to the mounting structure.
7. Slide the brake valve assembly downward and
remove it from the cab. Move the brake valve
assembly to a clean work area for disassembly.
Installation
Before disconnecting pressure lines, replacing

components in the hydraulic circuits, or
installing test gauges, always bleed down the
steering and brake accumulators.
1. Securely block the wheels to prevent the truck
from rolling away.
2. Place the directional control lever in PARK and
turn the rest switch ON. Turn the key switch
OFF to shut down the engine and allow 90
seconds for the steering system accumulators
to bleed down. Open bleed down valves (1) and
(3, Figure 3-1) to bleed down the brake
accumulators.
3. Remove the access panel at the front of the
operator cab.
4. Tag and remove all hydraulic lines from the
brake valve. Plug all lines and ports to prevent
possible contamination. Remove all valve
fittings except the fitting at port PX.
1. Place brake valve assembly (3, Figure 3-2) into

position in the cab and secure it with capscrews
(1) and lockwashers (2). Tighten the capscrews
to the standard torque.
2. Remove the plugs from the brake valve
assembly and hydraulic lines. Install all fittings
and connect the lines securely to the brake
valve assembly.
NOTE: Before 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 the steering
accumulator precharge procedure. Also, the air must
be bled from the brake system lines and the brake
accumulators must be precharged with nitrogen.
Refer to Accumulator Charging Procedure later in
this section.
3. Connect the retarder pedal harness to the truck
harness.
4. With the engine off and the key switch OFF,
open both brake accumulator bleed down
valves (1) and (3, Figure 3-1). Precharge both
brake accumulators to 9650 kPa (1400 psi).
Refer to Accumulator Charging Procedure later
in this section.
NOTE: For best performance, charge the
accumulators in the temperature conditions that the
vehicle is expected to operate in. During the
precharge, allow the temperature of the nitrogen gas
to come into equilibrium with the ambient
temperature.
5. Close both accumulator bleed down valves
after the accumulators have been properly
charged.
FIGURE 3-2. BRAKE VALVE REMOVAL

1. Capscrews
2. Lockwashers
J3-4
3. Brake Valve
6. Start the engine. Partially apply the brakes and

open the supply plug at each wheel to the bleed
air from brake lines and brakes. Close the
supply plug after the bubbles disappear. Refer
to Wet Disc Brake Bleeding Procedure later in
this section for additional information.
7. Check for oil leaks at the brake valve.
12/06 J03037
Disassembly
1. If not already removed, remove electronic
retard pedal (16, Figure 3-3) from the brake
pedal by removing pivot shaft (8).
NOTE: During disassembly, precision machined
parts should be ink marked or tagged to ensure
proper reassembly and minimize adjustment time. All
items must be placed back into the bores from which
they were removed.
1. Brake Valve
2. Retainer Clip
3. Pivot Shaft
4. Bushings
5. Shims
6. Retainer Clip
7. Nylon Bearing
8. Pivot Shaft
9. Shim
10. Jam Nut
11. Capscrew
12. Pedal Structure
13. Pad
14. Nut
15. Capscrew
2. Match mark each section of the brake valve

before disassembly.
3. Drain the oil from all ports of the brake valve by
rotating the valve over a suitable container.
4. Secure the brake valve in an upright position in
a vice.
5. Remove brake pedal actuator (17) by removing
retainer clips (2), then removing pivot shaft (3)
with a punch and hammer.
16. Electronic Retard Pedal

17. Brake Pedal Actuator
18. Spring Pivot (Lower)
19. Spring
20. Spring Pivot (Top)
21. Set Screw
22. Jam Nut
FIGURE 3-3. BRAKE VALVE WITH RETARD PEDAL
J03037 12/06
J3-5
6. Remove four button head allen screws (3,

Figure 3-4) that secure boot retainer plate (4).
7. Remove boot retainer plate (4), boot (2), and
actuator cap (1) as an assembly by grasping
the boot and gently lifting it from the valve body.
16. Remove base plate (27).

17. With the valve upright, retaining plug (26)
should fall out. If the plug does not fall out,
lightly tap the valve body to dislodge the plug.
NOTE: Spools (8), reaction plungers (16) and (17),
and spool return springs (15) may fall out at this time.
Keep the parts separate so they can be installed in
the same bores from which they were removed. "B1"
reaction plunger (16) is larger than "B2" reaction
plunger (17).
18. Remove O-ring (25) from the counterbore in the
base of the valve body. Discard the O-ring.
19. With the controller upright on the work bench,
hold the valve with one hand and push "B1"
actuator plunger (2) down with the other hand
until regulator sleeve (14) becomes loose.
20. Repeat the Step 19 to loosen the "B2" regulator
sleeve.
21. Turn the valve on its side on the work bench
and remove both regulator sleeves (14) from
the valve body.
FIGURE 3-4. ACTUATOR CAP & BOOT

1. Actuator Cap
2. Boot
3. Capscrew
4. Retainer Plate
5. Capscrew
6. Actuator Base
7. Threaded Insert
8. Remove capscrews (31, Figure 3-5) and plate

(30).
9. Remove and discard O-ring (22) and face seals
(23).
10. Loosen the locknuts on actuator plunger (2).
Loosen the socket head capscrew from
adjustment collars (1).
11. Unscrew and remove the adjustment collars.
12. Remove two socket head capscrews (5, Figure
3-4) that retain actuator base (6) to the valve
body.
13. Remove the actuator base from the valve body.
14. Remove the controller from the vice.
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) and (6) are also different in the
"B1" and "B2" bores.
22. Remove regulator spools (8), reaction plungers
(16) and (17), and spool return springs (15)
from regulator sleeves (14).
23. Remove plunger return springs (4), regulator
springs (5) and (6), and spring seats (7) from
the valve body.
24. Remove 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.
25. Remove Glyde ring assembly (3) from the
actuator plunger.
26. Remove O-rings (10), (12), and (13), and teflon
backup rings (9) and (11) from the regulator
sleeves. Discard the O-rings and backup rings.
27. Remove wiper seals (18), poly-pak seals (20),
and orange backup rings (19) from the actuator
section of the valve. Discard the seals and
backup rings.
15. Remove four capscrews (29, Figure 3-5) and

washers (28) from the base of the valve.
J3-6
12/06 J03037
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
J03037 12/06
9. Backup Ring
10. O-Ring
11. Backup Ring
12. O-Ring
13. O-Ring
14. Regulator Sleeve
15. Spool Return Spring

18. Wiper Seal
19. Backup 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. Capscrew
30. Plate
31. Capscrew
J3-7

1. Clean all metal parts with solvent and air dry.
2. Inspect 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.
3. Place regulator 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.
4. Inspect each spring carefully for cracks and
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 threaded inserts (7, Figure 3-4) in
actuator base (6). If any of the threads are
damaged, the inserts must be replaced.
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. The rounded ends must not be
sealed to allow the boot to breathe.
4. Carefully position the cap into the new boot
groove. Wipe off any excess glue.
5. Position the boot so that it conforms to the
contour of the cap, then set it aside. The
adhesive requires about 30 minutes to cure.
Valve Body Seal Installation
1. Install 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 that the internal O-ring is still seated
inside the poly-pak seal and did not get
dislodged during installation. Position the polypak seal to the bottom of the groove.
6. Lubricate all parts with a thin coat of clean type

C-4 hydraulic oil. Take care to keep the
components protected from contamination.
Assembly
Actuator Base Threaded Inserts
1. If any threaded inserts (7, Figure 3-4) were
removed from actuator base (6), position the
actuator base upside down on the work bench
and support it directly under each of the four
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. To avoid breaking the base,
make sure that the base is supported.
3. Thoroughly clean the actuator base and set it
aside.
Boot and Cap
1. Examine boot (2, Figure 3-4) for any cracks,
tears, or other damage. If damage is evident,
the boot must be replaced.
2. If damaged, remove the boot from actuator cap
(1) and discard the old boot. Thoroughly clean
the sides of the cap by using a knife or suitable
scraper to scrape the lip where the cap contacts
the boot. Clean the cap thoroughly to remove all
adhesive or particles of the old boot.
J3-8
FIGURE 3-6. VALVE BODY SEAL INSTALLATION

1. Actuator Plunger
2. Valve Body
3. Poly - Pak Seal
4. Backup Ring
5. Wiper Seal
6. Actuator Base
12/06 J03037
3. Install orange backup ring (4) on top of the polypak seal. Start it by hand and then continue to
work into the groove either by hand or by using
an O-ring installation tool.
4. Install 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.
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
actuator plunger (2).
2. Install a split Glyde ring (3) over the O-ring.
Twist and squeeze the split Glyde ring into a
small circle before installing it to ensure a tight
fit over the O-ring.
3. Repeat Steps 1 and 2 for the second plunger.
Regulator Sleeve O-Ring Installation

1. Install O-ring (2, Figure 3-7) onto the smallest
groove (on the top) of 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 split nylon backup ring (4) onto each side
of O-ring (5) located in the middle of the
regulator sleeve.
3. Install one split nylon backup ring behind O-ring
(2) located at the top end of the sleeve. (This Oring is the smallest of the three O-rings.)
Position the backup ring so that it is next to the
top of the regulator sleeve. The top of the
sleeve is the end with the smallest outside
diameter.
4. Repeat Steps 1-3 for the second regulator
sleeve.
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 actuator plunger Glyde ring (3,
Figure 3-5).
2. Install 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. Ensure that the actuation
plunger is completely seated and bottomed.
FIGURE 3-8. GLYDE RING INSTALLATION

1. Actuator Plunger
2. Valve Body
3. Glyde Ring
4. Sharp Edges
FIGURE 3-7. SLEEVE SEAL PLACEMENT

1. Backup Ring
2. O-Ring
3. Regulator Sleeve
J03037 12/06
4. Backup Ring
5. O-Ring
6. O-Ring
J3-9
3. Repeat Steps 1 and 2 for the B2 actuation

plunger.
12. Install spool return spring (15) into regulator

spool (8).
4. Install the plunger return spring (4, Figure 3-5),

regulator springs (5) and (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.
13. Insert reaction plunger (16) or (17) into the

regulator spool.
5. Lightly lubricate regulator spool (8).
16. Lightly lubricate large retainer plate O-ring (25)

and install it into the counterbore in the bottom
end of the valve.
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
outside diameter.
7. 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.
8. Remove the spool from sleeve before installing
the sleeve into the valve body.
10. Lightly lubricate O-rings (10), (12) and (13) on
the regulator sleeve.
11. Install the regulator sleeve assembly into the
correct circuit in the valve. Make sure that the
spring seat is correctly seated in the regulator
spring before installing the regulator sleeve
assembly. Push the sleeve into the bore until
the sleeve retaining flange at the base of the
sleeve contacts the valve body.
J3-10
14. Install regulator spool (8) into regulator sleeve

(14).
15. Repeat Steps 6 - 14 for the second circuit.
17. Install retainer plug (26) into the counterbore on

the bottom of the valve. Make sure that the
steps on the retainer plug are facing the
counterbore or toward the top of the valve.
18. Install base plate (27) on top of the retainer
plug. Tighten four allen screws (29) evenly,
alternating diagonally, in order to evenly seat
the regulator sleeve assembly. Then tighten the
screws to a final torque of 16 - 17 Nm (140 150 in lbs).
19. Using a new O-ring (22, Figure 3-5) and seal
(28), install plate (30) on valve body.
20. Install actuator base (6, Figure 3-4) on top of the
valve. Be sure to position it properly for correct
port direction. Install and tighten two socket
head capscrews (5) to 20 - 21 Nm (180 - 190 in
lbs).
21. Screw adjustment collars (1, Figure 3-5) onto
the top of actuator plungers (2). Screw them all
the way down until they bottom on the threads.
12/06 J03037
BRAKE VALVE BENCH TEST AND ADJUSTMENT

The following parts and test equipment will be
required to completely bench test and adjust the
brake valve.
Three 20,680 kPa (3000 psi) pressure gauges
Hydraulic pressure supply, regulated to 18,960
kPa (2750 psi)
Hydraulic test stand (Refer to Figure 3-9)
Hose fittings for valve ports:

Port PX . . . . . . . . . . . . . . . . . . 7/16 in., # 4 SAE
Ports P1, P2, B1 and B2. . . . . . 3/4 in., #8 SAE
Port T . . . . . . . . . . . . . . . . . 1 1/16 in., #12 SAE
Ohmmeter or continuity tester
NOTE: It is possible to check the pressures with the
brake valve installed and connected to the vehicle.
Remove the brake pedal assembly and actuator cap
and boot assembly to adjust individual brake circuit
pressures.
FIGURE 3-9. TEST BENCH SETUP

1. Motor
2. Pump
3. System Pressure Gauge
4. Needle Valve
J03037 12/06
5. Needle Valve
6. Brake Valve
7. Front Brake Pressure Gauge
8. Shutoff Valves
9. Simulated Brake Volume

10. Rear Brake Pressure Gauge
11. Relief Valve
J3-11
Brake Valve Output Pressure Adjustment
Test Setup Procedure

1. Position the valve in the fixture to allow
plungers to be activated by hand using a lever.
2. Attach the pilot input supply pressure to the pilot
port labeled PX on the rear of the valve.
3. Attach the main supply input pressure to the 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 regulated output ports B1 and B2
to the test lines. Pressure monitoring devices in
these two lines must be capable of 20,680 kPa
(3000 psi). Connect all ports according to the
diagram shown in Figure 3-9. All ports must be
used and connected.
1. Install the pedal pivot shaft in the actuator base

by itself without installing the pedal assembly.
2. By placing a screwdriver or pry bar under the
pivot pin and on top of the threaded plunger
assembly, each circuit can be actuated
individually. Refer to Figure 3-9.
3. Gradually apply pressure on each circuit one at
a time to check for leaks around the plunger.
Make sure that the adjustment collar is screwed
all the way down on the threads.
4. B1 Adjustment: Adjust the adjustment collar
up (counterclockwise), starting with one-turn
increments until the output pressure at port B1
is 17,235 517 kPa (2500 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.
All ports must be used. Relieve pressure before

disconnecting hydraulic and other lines. Tighten
all connections before applying pressure.
5. B2 Adjustment: Adjust the adjustment collar

up (counterclockwise), starting with one-turn
increments until the output pressure at port B2
is 17,235 517 kPa (2500 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.
Avoid spillage and contamination! Avoid contact

with hot oil if the machine has been operating.
The oil will be at very high pressure.
6. Tighten the set screws in the adjustment collars

to 3 - 4 Nm (25 - 30 in lbs). The entire plunger
may have to be rotated to get to the set screws.
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.
7. Check the pressures again after tightening the

set screws. If the pressures have moved out of
specified range, loosen the appropriate set
screw and re-adjust.
6. Start the hydraulic pump and regulate output

pressure to 18,960 kPa (2750 psi) at pressure
gauge (3). Pressure gauges (7) and (10) should
read zero.
7. Pilot supply circuit pressure must also be
18,960 kPa (2750 psi).
8. Cycle each circuit 50 times using pilot apply.

This is done by closing needle valve (5, Figure
3-9) and opening needle valve (4). Read the
pressure on gauges (7) and (10). Close valve
(4) and open valve (5). The pressure gauges
should read zero.
9. Recheck the pressures after cycling. If they
have changed, re-adjust the pressures.
8. Return line pressure during this test is not to

exceed 34 kPa (5 psi).
9. Test the valve with ISO 32 grade hydraulic oil at
49 3 C (120 10 F).
J3-12
12/06 J03037
Final Test and Adjustment

The brake pedal actuator must be installed on the
brake valve body before the 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. Install the gauges at the B1 and B2
diagnostic test connectors in the brake cabinet.
1. Reinstall the brake valve with the actuator pedal
attached on the test stand according to the
previous Test Setup Procedure.
2. With the test stand pump adjusted for 18,960
kPa (2750 psi) or with the engine running and
the brake system supply pressure at or above
18,960 kPa (2750 psi), depress the pedal as
quickly as possible. The pressure on the output
circuits must reach at least 17,235 517 kPa
(2500 75 psi) at port B1 and port B2 within
one second. Measurement of time begins the
moment force is applied to move the pedal.
3. 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 that the
pressure increase is smooth and no sticking of
the spools is observed. Fully depress the pedal.
The pressures must remain within specification
at B1 and B2 for 20 seconds.
4. Adjust set screw (21, Figure 3-3) until the set
screw is not touching the actuator cap. Apply
Loctite 242 to the adjustment screw before
setting the deadband.
11. If the pressures are not within specifications, readjust the set screw. If the pressure is within
specifications, apply a few drops of Loctite to
the jam nut.
12. Check for 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.
13. T port leakage must be less than 250 cc/
minute with valve pilot pressure or manually
applied.
Installing Brake Pedal Actuator Assembly to
Brake Valve
1. Install jam nut (22, Figure 3-3) and set screw
(21) into brake pedal actuator (17).
2. Insert nylon bushings (4) into the brake pedal
actuator.
3. Install one retainer clip (2) to one end of pivot
shaft (3).
4. Align pedal structure (12) with brake valve (1)
and partially insert pivot shaft (3). Move the
pedal structure to the B2 side of the valve and
insert shims (5) between the pedal structure
and the brake valve ear to fill the gap. Fully
insert the pivot shaft. Install the remaining
retainer clip.
5. Assemble spring assembly (19) and install the
complete assembly onto the brake pedal
actuator as shown.
5. Set the deadband by placing a 0.254 mm

(0.010 in.) thick shim at location (9) between the
pedal structure and the return stop boss on the
pivot structure.
Install the spring assembly with the larger ball

socket end pointing to the pedal structure and
smaller end toward the valve assembly.
6. Adjust the set screw until it is just touching the

cap.
NOTE: When the pedal is adjusted properly, the

spring assembly will not interfere with pedal travel.
7. Continue turning the set screw until the

pressure begins to rise on one of the brake
apply pressure gauges.
Installing Retard Pedal To Brake Pedal
8. Back off the set screw by 1/8 turn.

9. Tighten jam nut (22) and remove the shim that
was inserted in Step 5.
10. Fully stroke the brake pedal actuator to verify
that the output pressures at port B1 and B2
are within specifications.
NOTE: If the pedal is adjusted properly, the spring
and spring pivots will not interfere with pedal travel.
J03037 12/06
1. Install nylon bearings (7, Figure 3-3) in retard

pedal (16).
2. Install retard pedal (16) onto brake pedal
actuator (17) with pivot shaft (8). Install two
retainer clips (6).
3. With jam nut (10) loose, adjust capscrew (11)
until the roller on the retard pedal just contacts
the brake pedal actuator. Tighten jam nut (10).
J3-13
DUAL RELAY VALVE
Rear Brake Circuit:
The dual relay valves (one for the front brake circuits
and one for the rear brake circuits) supply the apply
pressure for each disc brake assembly. When the
operator depresses the brake valve, hydraulic
pressure (proportional to the amount of brake valve
application) applied to the pilot pressure circuit of
each dual relay valve. Regulated pressure
(proportional to the pilot pressure applied) is then
delivered from the B1 and B2 ports of each dual
relay valve to each wheel.
The dual relay valve for the front brake circuit is
located in the hydraulic brake cabinet behind the cab.
The dual relay valve for the rear brake circuit is
located in the rear axle housing. Access to the rear
brake circuit valve requires removal of the wheel
motor cooling air duct components.

Removal
from rolling away.
accumulators.
NOTE: Follow Steps 3 and 4 below for the front valve
or Steps 5 through 9 for the rear valve.
Front Brake Circuit:
3. Tag and remove all hydraulic lines from the dual
relay valve. Plug all lines and ports to prevent
possible contamination.
4. Remove two capscrews and washers that
secure the valve to the rear wall of the cabinet.
Remove the valve and move it to a clean work
J3-14
5. Open the access hatch on the rear axle

housing. Remove the capscrews that secure
the duct tube to the axle housing. Remove the
tube.
6. Remove the wheel motor cooling air exhaust
duct from between the wheel motors.
7. Tag and remove all hydraulic lines from the dual
relay valve. Plug all lines and ports to prevent
possible contamination.
8. Remove two capscrews and washers that
secure the valve to the mounting bracket.
Remove the valve and move it to a clean work
Installation
1. Install the dual relay valve in the hydraulic brake
cabinet (front brake circuit) or rear axle housing
(rear brake circuit). Install the two mounting
capscrews and lockwashers to secure the
valve. Tighten the capscrews to the standard
torque.
2. Unplug all hoses and fittings and attach the
hoses to the proper valve ports.
3. Start the engine and check for leaks and proper
brake operation. Shut off the engine.
4. For the rear valve, reinstall the wheel motor
cooling air duct between the wheel motors.
Reinstall the tube in the axle access opening
and close the hatch.
Disassembly
NOTE: The parts installed in the valve body for the
B1 and B2 bores are identical. However, the parts
must not be interchanged between the two bores.
1. Thoroughly clean the valve to remove any dirt
accumulation. Drain the oil from all valve ports
by rotating the valve over a suitable container.
2. Use a felt tip pen to mark manifold body (1,
Figure 3-10) and valve body (2) to ensure
correct reassembly.
NOTE: As the valve is disassembled, lay out the
parts in the order of disassembly. Note the valve
body bore from which the parts are removed. The
parts must be reinstalled in the same bore from
which they are removed.
3. Secure the valve in an upright position in a vice.
4. Remove two socket head capscrews (3) that
hold manifold body (1) to valve body (2).
Remove the manifold body and discard O-rings
(18).
12/06 J03037
5. Remove plungers (16) and sleeves (17).

6. Remove the controller from the vice.
7. Remove four capscrews and washers (7) from
the base of the valve.
8. Remove sleeve retainer (6).
10. With the valve upright, plug (5) should fall out. If
not, tap the valve body lightly to dislodge it.
11. Remove spools (12), reaction plungers (8) and
spool return springs (11). Keep the parts
separate so they can be installed in the same
spool from which they were removed.
12. Remove and discard packing (4) from the
counterbore in the base of the valve body.
13. Turn the valve on its side on the work bench
and remove sleeves (9) from the valve body.
14. Remove and discard seal (10), O-rings (22) and
(24), and backup rings (21) and (23).
15. Remove spring seats (13) and (15) and
regulator springs (14).

1. Clean all metal parts with solvent and air dry.
2. Apply a light film of type C-4 hydraulic oil to
plungers (16, Figure 3-10) and insert them into
sleeves (17). The sleeves must slide smoothly
and freely in the sleeve bores. If the parts do not
slide smoothly or excessive wear is apparent,
replace both the sleeve and plunger.
3. Apply a light film of oil to regulator spools (12)
and slide them into sleeves (9). The spools
must slide smoothly and freely in the sleeve
bores. If the parts do not slide smoothly or
excessive wear is apparent, replace both the
sleeve and spool.
4. Inspect each spring carefully for cracks and
breaks. Any spring with a crack or break must
be replaced. If the valve was not reaching the
proper regulated pressure, replace the regulator
springs.
5. Lubricate all parts with a thin coat of clean type
C-4 hydraulic oil. Take care to keep the
components protected from contamination.
J03037 12/06
FIGURE 3-10. DUAL RELAY VALVE

1. Manifold Body
2. Valve Body
3. Capscrew
4. Packing
5. Plug
6. Sleeve Retainer
7. Capscrews & Washers
8. Reaction Plunger
9. Sleeve
10. Seal
11. Spool Spring
12. Regulator Spool
13. Lower Spring Seat

14. Regulator Spring
15. Upper Spring Seat
16. Plunger
17. Sleeve
18. O-Ring
19. Plug
20. Backup Ring
21. O-Ring
22. Backup Ring
23. O-Ring
J3-15
Assembly
1. Install sleeves (17, Figure 3-10) in the bores in
the top of valve body (2).
2. Install plungers (16) in the sleeves as shown in
Figure 3-10.
3. Apply a film of oil to O-rings (18) and position
them in the grooves on top of the valve body.
4. Position manifold body (1) on valve body (2) by
aligning the marks that were made during
disassembly.
5. Secure the manifold to the valve body with two
socket head capscrews (20). Tighten the
capscrews finger-tight only.
6. Preassemble upper spring seat (15), spring (14)
and lower spring seat (13). Insert this assembly
into the bore from the bottom of the valve. Make
sure that the upper spring seat is positioned
against plunger (16). Repeat for the other bore.
7. Install sleeve packing seal (10). Refer to Details
A and B in Figure 3-10 and install O-rings
(22) and (24) and backup rings (21) and (23) in
the grooves of sleeve (9).
8. Apply a light film of oil to the sleeve seals.
Carefully push sleeves (9) into their respective
bores in the valve body until the flange at the
base of each sleeve contacts the valve body.
9. Preassemble regulator spool (12) as follows:
10. Install the regulator spool assemblies into their

respective sleeve bores. The spherical end
must be inserted toward the spring seat. Push
them into the bore until contact is made with the
lower spring seat.
11. Install sleeve retainer plug packing (4) in the
valve body.
12. Verify that spring seats (13) and (15) are
positioned properly in regulator springs (14) and
that reaction plunger (8) slides smoothly in its
bore. Install retaining plug (5) in the valve body
counterbore.
13. Position sleeve retainer (6) on the valve body.
Install four capscrews and washers (7). Tighten
the capscrews evenly to properly seat plug (5)
in the counterbore. Then tighten the capscrews
to a final torque of 16 - 17 Nm (140 - 150 in
lbs).
14. Tighten two capscrews (3) that hold manifold
body (1) to valve body (2) to 20 - 21 Nm (180 190 in lbs).
15. Install plugs (19) in the manifold body ports.
Tighten the larger plugs to 31 - 34 Nm (275 300 in lbs). Tighten the smaller plugs (installed
in the TC1 and TC2 ports) to 10 - 11 Nm (90
- 100 in lbs).
a. Insert spool springs (11) into the spool bore.

b. Insert reaction plungers (8) into the spool
bores and springs.
J3-16
12/06 J03037
DUAL RELAY VALVE BENCH TEST AND ADJUSTMENT

The following parts and test equipment will be
required to completely bench test the dual relay
valve.
Four 20,680 kPa (3000 psi) pressure gauges
Hydraulic pressure supply, regulated to 18,960
kPa (2750 psi)
Hydraulic test stand (Refer to Figure 3-11)
Hose fittings for valve ports:

Port PX . . . . . . . . . . . . . . . . . . 7/16 in., # 4 SAE
Ports B1 and B2 . . . . . . . . . . . . 3/4 in., #8 SAE
Port T . . . . . . . . . . . . . . . . . 1 1/16 in., #12 SAE
Ohmmeter or continuity tester
NOTE: It is possible to check the pressures with the
dual relay valve installed on the truck by using the
brake treadle valve to modulate pilot pressure and
monitoring brake apply pressure in the appropriate
brake apply pressure lines.
FIGURE 3-11. DUAL RELAY VALVE BENCH TEST SETUP

1. Motor
2. Pump
3. Main Pressure Gauge
4. Pressure Regulator
(Pilot Pressure)
5. Needle Valve
(Pilot Pressure Release)
J03037 12/06
6. Needle Valve
(Pressure Bleed to Tank)
7. Pilot Pressure Gauge
8. Dual Relay Valve
9. LH Brake Apply Pressure
Gauge
10. RH Brake Apply Pressure

Gauge
11. Needle Valve
12. Needle Valve
13. Shutoff Valves
14. Simulated Brake Volume
15. Relief Valve
J3-17
Relay Valve Output Pressure Adjustment
Test Setup Procedure

1. Position the valve on the test stand as shown in
Figure 3-11.
2. Attach the pilot input supply line to the port
labeled PX on the side of the valve.
3. Attach the main supply input pressure line to
the port on the front of the valve labeled P.
4. Attach the tank return line to the port labeled
T.
5. Attach the regulated output ports B1 and B2
to the test lines. Pressure monitoring devices in
these two lines must be capable of 20,680 kPa
(3000 psi). Connect all ports according to the
diagram shown in Figure 3-12. All ports must be
used and connected.
1. With the pump operating, and supply pressure

and pilot pressure adjusted as described in the
Test Setup Procedure, inspect the valve for
leakage.
2. With 17,235 kPa (2500 psi) of pilot pressure
applied, verify that pressure gauges (9) and
(10) read 17,235 517 kPa (2500 75 psi).
3. Close pilot supply needle valve (5) and open
pilot pressure release needle valve (6) to bleed
pressure back to the reservoir. Pilot pressure
gauge (7) and regulated output pressure
gauges (9) and (10) should drop to zero.
4. Repeat Steps 2 and 3 approximately 50 times
to cycle the valve from minimum to maximum
apply pressure.
5. Verify that the output pressure remains within
specifications. If not, the valve must be rebuilt.
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.
immediately.
6. Start the hydraulic pump and regulate output
pressure at 18,960 kPa (2750 psi) at pressure
gauge (3). Pressure gauges (9) and (10) should
read zero.
7. Adjust pressure regulator (4) to set pilot supply
pressure to 17,235 kPa (2500 psi) on gauge (7).
8. Return line pressure during this test is not to
exceed zero.
6. While observing pilot pressure gauge (7) and

regulated output pressure gauges (9) and (10),
apply pilot pressure slowly and steadily until
17,235 kPa (2500 psi) maximum pilot pressure
is obtained.
Pilot pressure and regulated output pressure
must track within 345 kPa (50 psi) after the pilot
pressure reaches 690 kPa (100 psi).
7. Reduce pilot pressure to zero. Apply 17,235
kPa (2500 psi) of pilot pressure as quickly as
possible. Regulated output pressure must
increase to 17,235 517 kPa (2500 75 psi)
within one second after pressure is applied to
the pilot line.
8. Check for internal valve leakage from port T
with full supply pressure (port P) applied.
With pilot pressure released, leakage must
not exceed 100 cc/minute.
With 17,235 kPa (2500 psi) of pilot
pressure applied, leakage must not exceed
150 cc/minute.
9. Test the valve with ISO 32 grade hydraulic oil at

49 3 C (120 10 F).
J3-18
12/06 J03037
BRAKE MANIFOLD
Removal
Accumulators maintain high pressure. DO NOT

disconnect any hydraulic line or service any
brake system components until all hydraulic
pressure has been manually drained from the
accumulators. Open the manual drain valves
located on the brake manifold in the brake
cabinet to relieve 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".
NOTE: If the brake manifold is leaking oil, a single Oring or cartridge can be replaced while the manifold
is still installed on the truck.
from rolling away.
accumulators.
3. Verify that the brake accumulators are bled
down by pressing the brake lock switch (key
switch ON, engine off) and applying the service
brake pedal. The service brake light should not
come on.
4. Close the bleed down valves by rotating them
clockwise.
5. If a brake manifold cartridge is faulty or leaking
oil externally, remove the cartridge. Inspect the
O-rings and the seats in the manifold. Replace
the O-rings and any defective parts.
NOTE: If the manifold must be removed from the
truck, disconnect only the hydraulic lines and wires
that are necessary to allow removal.
6. Plug all lines and ports to prevent possible
contamination.
7. Remove the mounting hardware and move the
brake manifold to a clean work area for
disassembly.
J03037 12/06

(Rear Brake)
(Front Brake)
3. Check Valve
4. Pressure Reducing Valve
Installation
1. Place the brake manifold into position in the
hydraulic brake cabinet. Install and tighten the
mounting hardware to the standard torque.
2. Connect all lines and electrical connections to
the proper locations.
3. Start the engine. Check for leaks and for proper
operation.
4. Shut off the engine and make sure that the
hydraulic tank is filled to the proper level.
Disassembly
1. Mark all plugs, valves and cartridges before
removal to ensure proper assembly.
2. Remove the plugs, valves and cartridges as
needed.
NOTE: Check valve (3, Figure 3-12) and reducing
valve (4) both have an orifice disc located below
them. The two orifices are different sizes. Therefore,
it is very important to properly match each orifice with
the correct installation location.
J3-19
BRAKE ACCUMULATORS

1. After disassembly, clean all parts with an
approved cleaning solution.
2. Blow all parts dry with air and protect from dust
and any foreign matter until installation.
3. Replace all O-rings and any other items
deemed unsuitable for further usage.
Two bladder type accumulators provide a volume of

oil for the service brake system. The accumulators
each have a capacity of 37.9 liters (10 gallons) of oil
and are located on the right frame rail to the rear of
the front tire. The front accumulator is for the front
brake circuit and the rear accumulator is for the rear
brake circuit.
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 (3, Figure 3-12) or
reducing valve (4), refer to Figure 3-13 for
proper orifice disc installation. The orifice discs
must be installed in the direction shown for
proper operation.
Check valve orifice - 1.58 mm (0.062 in.)
Reducing valve orifice - 2.54 mm (0.100 in.)
4. Install all cartridges in the bores from which
they were removed. Tighten them securely.
Accumulators maintain high pressure. DO NOT

disconnect any hydraulic line from the
accumulators or brake system until all hydraulic
pressure has been manually drained from
accumulators. Open manual drain valves located
on the brake manifold in the brake cabinet to
drain pressurized oil. The manual bleeddown
valve for the rear accumulators is identified as
NV1. The manual bleeddown valve for the front
accumulators is identified as NV2.
Brake Accumulator Bleeddown Procedure

The front and rear brake circuit accumulators can be
bled down by rotating the manual bleeddown valves
counterclockwise. The valves are located on the
brake manifold in the hydraulic brake cabinet.
1. Turn accumulator bleed down valves (1) and (2,
Figure 3-12) counterclockwise to open the
valves. Left valve (1) will bleed the rear brake
circuit and right valve (2) will bleed the front
brake circuit accumulator.
2. Verify that the brake accumulators are bled
down by pressing the brake lock switch (key
switch ON, engine off) and applying the service
brake pedal. The service brake light should not
come on.
3. Close the bleed down valves by rotating them
clockwise.
FIGURE 3-13. ORIFICE INSTALLATION

1. Cartridge
2. Brake Manifold
J3-20
3. Cavity
4. Orifice Disc
12/06 J03037
Removal
from rolling away.
accumulators.
3. Remove protective cover (3, Figure 3-14) from
the charging valve guard on top of the
accumulator.
4. Install a charging valve kit onto the accumulator
charging valve. Use the charging kit to release
nitrogen from the accumulator that is to be
removed.
5. Disconnect oil line (6) from the bottom hydraulic
port. Cap the port and hose fitting to prevent
contamination.
6. Attach a lifting device to accumulator.
Each accumulator weighs approximately 100 kg

(220 lbs). Ensure that the lifting device has
adequate capacity for handling the load.
7. Remove accumulator mounting clamps (5) and
lift the accumulator off the mounting pad. Move
the accumulator to a clean work area.
FIGURE 3-14. BRAKE SYSTEM ACCUMULATORS

1. Rear Brake Circuit
Accumulator
2. Front Brake Circuit
Accumulator
3. Protective Cover
4. Charging Valve
5. Mounting Clamps
6. Oil Lines
7. Mounting Bracket
8. R.H. Frame Rail
Installation
1. Position the accumulator on mounting bracket
(7, Figure 3-14) with warning label visible.
2. Install mounting clamps and hardware. Tighten
capscrews to standard torque.
3. Install oil line (6) at bottom (hydraulic) port.
4. Refer to Accumulator Charging Procedure in
this section.
5. Install protective cover (3) over charging valve
on top of accumulator.
J03037 12/06
J3-21
Disassembly
1. Secure accumulator shell (10, Figure 3-17) with
a chain wrench or similar device to prevent
rotation during disassembly.
2. Remove cap (14). Verify that the nitrogen has
been released and remove charging valve (11).
Remove bleed plug (2) from hydraulic port
assembly (1).
3. Use a spanner wrench to remove locking ring
(3) from the hydraulic port assembly. Use an
adjustable wrench on the flats of the hydraulic
port assembly to prevent the port assembly
from rotating.
4. Remove spacer (4) as shown in Figure 3-15.
Then push the hydraulic port assembly into the
shell.
FIGURE 3-15. SPACER REMOVAL

5. Insert a hand into the accumulator shell and
remove O-ring backup (5), O-ring (6) and metal
backup washer (7).
6. Separate anti-extrusion ring (8) from the
hydraulic port.
7. Fold the anti-extrusion ring and remove it from
the shell as shown in Figure 3-16.
FIGURE 3-17. ACCUMULATOR ASSEMBLY

1. Hydraulic Port
Assembly
2. Bleed Plug
3. Locking Ring
4. Spacer
5. O-Ring Backup
6. O-Ring
7. Metal Backup Washer
8. Anti-Extrusion Ring
9. Bladder Assembly
10. Shell
11. Charging Valve
12. O-Ring
13. Locknut
14. Protective Cap
15. Port Protector*
FIGURE 3-16. ANTI-EXTRUSION RING REMOVAL
J3-22
12/06 J03037
8. Remove the hydraulic port from the shell as

shown in Figure 3-18.

1. All metal parts should be cleaned with a
cleaning agent.
2. Seals and soft parts should be wiped clean.
3. Inspect the hydraulic port assembly for
damage. Check the poppet plunger to see that
it spins freely and functions properly.
4. Check the anti-extrusion ring and soft seals for
damage and wear. Replace all worn or
damaged seals with original equipment seals.
FIGURE 3-18. HYDRAULIC PORT REMOVAL
5. After the shell has been cleaned with a

cleansing agent, check the inside and outside of
the shell. Pay special attention to the area
where the gas valve and hydraulic assembly
pass through the shell. Any nicks or damage in
this area could destroy the accumulator bladder
or damage new seals. If this area is pitted,
consult your Komatsu service manager.
Assembly
9. At the opposite end of the accumulator
assembly, remove locknut (13) from the bladder
valve stem.
1. After shell (10, Figure 3-17) has been cleaned

and inspected, secure it in place to prevent
rotation during assembly.
10. Reach inside the shell at the hydraulic port end

and compress the bladder to expel as much air
as possible.
2. Apply 2 liters (64 oz.) of clean type C-4

hydraulic oil inside the shell to lubricate and
provide a cushion for the bladder.
11. Fold the bladder and pull it out of the bottom of

the accumulator shell using a twisting motion. A
cloth may keep your hand from slipping due to
the oil film on the bladder.
3. With all gas completely exhausted from bladder

(9), collapse the bladder and roll it longitudinally
into a compact roll. To keep the bladder rolled
up, insert the gas valve core to prevent air from
entering the bladder.
4. Insert the bladder pull rod through the valve
stem opening and through the shell hydraulic
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. A slight twisting of the bladder will ease
installation.
6. Once the bladder valve stem has been pulled
through the valve stem opening in the shell,
install the name plate (if used) over the valve
stem and install valve stem nut (13) by hand.
FIGURE 3-19. BLADDER REMOVAL
7. Once valve stem nut (13) is in place, remove

the bladder pull rod. Tighten the nut to 76 Nm
(56 ft lbs).
8. Grasp hydraulic port assembly (1) at the
threaded end and insert the poppet end into the
shell. Lay the assembly inside the shell.
J03037 12/06
J3-23
9. Fold anti-extrusion ring (8) to enable insertion

through the shell opening, then insert the ring
into the shell. Once the anti-extrusion ring has
cleared the shell opening, place the ring on the
poppet assembly with the steel collar facing
toward the shell hydraulic oil port.
10. Pull the threaded end of the hydraulic port
assembly through the shell until it seats solidly
into position in the shell fluid port opening.
11. With the hydraulic port assembly firmly in place,
install the charging valve into the bladder stem.
12. Slowly pressurize the bladder with dry nitrogen.
Use a sufficient pressure of 275 - 345 kPa (40 50 psi) to hold the poppet assembly in place.
13. Install metal backup washer (7) over the poppet
assembly. Push the washer into the shell fluid
port until it has bottomed out on anti-extrusion
ring (8).
14. Install O-ring (6) over the poppet assembly.
Push it into the shell fluid port until it has
bottomed out against washer (7). DO NOT twist
the O-ring.
15. Install O-ring backup (5) over the poppet
assembly. Push it until it bottoms against O-ring
(6).
16. Insert spacer (4) with the smaller diameter of
the shoulder facing the shell.
17. Install locking ring (3) on the poppet assembly
and tighten it. This will squeeze the O-ring into
position. Use a wrench on the flats of the port
assembly to prevent it from rotating. Tighten the
nut to a final torque of 373 Nm (275 ft lbs).
J3-24
18. Release all of the nitrogen from the bladder.

19. Install bleed plug (2) and tighten it to 14 Nm (10
ft lbs).
20. Pour approximately 4 liters (1 gallon) of clean
Type C-4 hydraulic oil into the accumulator
through the hydraulic port.
NOTE: The hydraulic oil added in Step 20 will act as
a cushion when the accumulator is installed on the
truck and precharged with nitrogen.
21. Precharge the accumulator to 690 - 827 kPa
(100 - 120 psi). Refer to Accumulator Charging
Procedure for more details.
22. After precharging, install a plastic cover over the
hydraulic port to prevent contamination. DO
NOT use a screw-in type plug.
Always store bladder accumulators with a 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 a
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.
23. Tighten cap (14) to 19 Nm (14 ft lbs).
12/06 J03037
1. With the engine off and key switch in the OFF

position, allow at least 90 seconds for the
accumulator to bleed down. Turn the steering
wheel to ensure that no pressurized oil remains
in the accumulators.
Accumulator Charging Procedure
Do not loosen or disconnect any hydraulic line or

component until the engine is stopped and the
key switch has been OFF for at least 90 seconds.
Pure dry nitrogen is the only gas approved for
use in the brake accumulator. The accidental
charging of oxygen or any other gas in this
compartment may cause an explosion. Ensure
that pure dry nitrogen gas is being used to
charge the accumulator.
Before charging or discharging nitrogen gas in
the accumulator, carefully read and understand
the warning labels and instructions regarding the
charging valve.
Only precharge accumulators to 9653 kPa (1400
psi) while installed on the truck. Never handle an
accumulator with lifting equipment if the nitrogen
precharge pressure is over 827 kPa (120 psi).
Always set the precharge to 690 - 827 kPa (100 120 psi) before removing or installing the
accumulators.
2. Open bleed valves bleed down valves (1) and

(2, Figure 3-12) in the hydraulic brake cabinet to
release hydraulic pressure from the brake
accumulators. Ensure that all hydraulic
pressure has been relieved from the hydraulic
system. Remove the bleeder plugs in the
steering accumulator stems to vent any residual
pressure.
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. Trapped air or oil on the hydraulic side of
the bladder will prevent the proper precharge
pressure to be obtained for safe operation.
3. Remove the protective
accumulator gas valve.
cap
from
the
4. Close all shutoff valves on brake manifold (4,

Figure 3-20).
5. Connect the charging kit to nitrogen container
(1), and open the valve on the tank.
6. Turn the T handle on charging valve adapter
(6) all the way out (counterclockwise).
Ensure that the nitrogen supply is shut off before

attaching the charging manifold to the nitrogen
container.
NOTE: If one accumulator is low on nitrogen, it is
recommended that both accumulators be checked
and charged at the same time. Correct precharge
pressure is the most important factor in prolonging
accumulator life.
NOTE: Use only nitrogen that meets or exceeds
CGA (Compressed Gas Association) specification G10.1 for type 1, grade F. The nitrogen should be
99.9% pure. Use only nitrogen cylinders with
standard CGA number 580 connections with the
appropriate high pressure regulator.
FIGURE 3-20. NITROGEN CHARGING KIT

1. Nitrogen Container
2. Regulator
3. Shutoff Valve
J03037 12/06
4. Pressure Gauge
5. Brake Manifold
6. Charging Valve
Adaptor
J3-25
7. Close any bleed valves that are open.

8. Attach the charging valve adapter to the
accumulator gas valve. Make sure that the hose
does not loop or twist. Tighten the swivel nut to
14 - 20 Nm (10 - 15 in lbs).
9. Turn the T handle clockwise to open the
accumulator gas valve. Do not turn the T
handle all the way down as it will damage the
valve core.
10. Set the regulator for 172 kPa (25 psi), then
slightly open the nitrogen container and slowly
fill the accumulator. The proper fill rate for these
10 gallon accumulators is approximately three
minutes.
If the precharge is not added slowly, the bladder

may suffer permanent damage. A starburst
rupture in the lower end of the bladder is a
characteristic failure caused by charging too
quickly.
Temperature variation can affect the precharge

pressure of an accumulator. As the temperature
increases, the precharge pressure increases.
Conversely, decreasing temperature will decrease
the precharge pressure. In order to ensure the
accuracy of the accumulator precharge pressure, the
temperature variation must be accounted for.
A temperature variation factor is determined by the
ambient temperature when charging the accumulator
on a truck that has been shut down for one hour.
Refer to Table 1 for charging pressures in different
ambient operating conditions that the truck is
currently exposed to during the charging procedure.
For example, assuming that 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)
11. When 172 kPa (25 psi) of precharge pressure is

obtained, close the nitrogen valve. Set the
regulator for the operating precharge pressure
based on the current ambient temperature.
Refer to Table 1. Then, open the nitrogen
container and fill the accumulator.
-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)
12. Let the precharge set for 15 minutes. This will

allow the gas temperature to stabilize. If the
desired precharge is exceeded, close the
nitrogen container valve and slowly open the
bleed valve until the correct precharge pressure
is obtained. Refer to Table 1.
-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)
10,011 kPa (1452 psi)
38C (100F)
10,184 kPa (1477 psi)
43C (110F)
10,363 kPa (1503 psi)
49C (120F)
10,542 kPa (1529 psi)
Do not reduce the precharge by depressing the

valve core with a foreign object. High pressure
may rupture the rubber valve seat.
13. Hold the gas valve stationary and loosen the
swivel nut to remove the assembly. Use a
common leak reactant to check for nitrogen
leaks.
14. Install the gas valve cap finger-tight. The gas
valve cap serves as a secondary seal.
J3-26
NOTE: A precharge pressure below 8232 kPa (1194

psi) is not recommended because of low precharge
pressure warnings. The low accumulator precharge
warning switch activates at 7584 310 kPa (1100
45 psi).
12/06 J03037
Precharge Maintenance
If the low accumulator precharge warning light is

illuminated when the key switch is turned ON, do
not attempt to start the truck. Permanent bladder
damage may result. Check the accumulator
precharge pressure and adjust it if necessary.
1. When starting the truck, turn key switch to the
RUN position and wait to confirm that the low
accumulator precharge warning light does not
stay illuminated after system check is complete.
If the warning light stays illuminated, do not start
or drive the truck and notify maintenance
personnel.
2. Check the accumulator precharge pressure
every 500 hours. If the precharge pressure is
too low, the bladder will be crushed into the top
of the shell by hydraulic system pressure and
can extrude into the gas stem and become
punctured. This condition is known as "pick
out". One such cycle is sufficient to destroy a
bladder.
J03037 12/06
3. Check all sealing areas on the nitrogen side of

the accumulator (charging valve, pressure
switch, manifold, etc.) during every precharge
maintenance interval to ensure that the seals do
not leak. Replace all faulty or leaking seals,
valves, etc. Failure to repair leaking nitrogen
seals may result in a failed accumulator bladder
or low performance from the accumulator.
NOTE: If precharge pressure continues to decline
frequently between precharge maintenance intervals,
and if all nitrogen sealing areas are free of leaks,
then the accumulator bladder most likely has a small
hole in it and must be replaced.
4. Check all heat shields and exhaust blankets, as
provided, during every precharge maintenance
interval to ensure that they are in place and
good condition.
J3-27
Installing A Bladder Accumulator From Storage
Accumulator Storage Procedures
1. Refer to the Charging Procedure to install the

pressure gauges on the accumulator and to
check the precharge pressure.
Always store bladder accumulators with 690 827 kPa (100 - 120 psi) nitrogen precharge
pressure. This amount of pressure fully expands
the bladder and holds oil against the inner walls
for lubrication and rust prevention. Do not
exceed 827 kPa (120 psi). Storing accumulators
with too much pressure is not safe due to
possible leakage.
accumulators.
1. If the accumulator was just rebuilt, ensure that
there is approximately 2 liters (64 oz.) of clean
C-4 hydraulic oil inside the accumulator before
adding 690 kPa (100 psi) of nitrogen precharge
pressure.
2. Bladder accumulators should always be stored
with 690 - 827 kPa (100 - 120 psi) of nitrogen
precharge pressure, which 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 to prevent contamination. Do
not use a screw-in type plug.
4. Always store the accumulator in an upright
position.
Bladder Storage Procedures

The shelf life of bladders under normal storage
conditions is one year. Normal storage conditions
consist of the bladder being heat sealed in a black
plastic bag and placed in a cool dry place away from
the sun, ultraviolet and fluorescent lights, and
electrical equipment. Direct sunlight or fluorescent
light can cause the bladder to weather check and dry
rot, which will appear on the bladder surface as
cracks.
J3-28
a. If the precharge pressure is 172 - 690 kPa

(25 - 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 and
install the accumulator on the truck. Refer to
Charging Procedure in this section to fully
charge accumulator to the correct operating
precharge pressure.
b. If the precharge pressure is less than 172
kPa (25 psi), slowly drain off any nitrogen
precharge and proceed to Step 2.
2. Remove the gauges from the accumulator.
3. Lay the accumulator on a suitable work bench
so that the hydraulic port is higher than the
other end of the accumulator. Remove the
plastic dust cap from the hydraulic port.
4. Pour approximately 2 liters (64 oz.) of clean C-4
hydraulic oil into the accumulator through the
hydraulic port. Allow time for the oil to run down
the inside of the accumulator to reach the other
end.
5. Lay the accumulator flat on the work bench (or
floor) and slowly rotate the accumulator two
complete revolutions. This will thoroughly coat
the accumulator walls with a film of oil
necessary for bladder lubrication during
precharging.
6. Stand the accumulator upright. Install the
pressure gauges and refer to the Charging
Procedure for instructions about charging the
accumulator to 690 kPa (100 psi). Remove the
gauges from the accumulator and install a
plastic dust cap over the hydraulic port.
7. Install the accumulator on the truck.
8. Precharge the accumulator to the correct
operating precharge pressure. Refer to Table 1.
12/06 J03037
RETARDER CONTROL LEVER

(STEERING COLUMN-MOUNTED)
Due to frequent use and wear, retarder control lever
(5, Figure 3-22) may occasionally require adjustment
or repair.
Removal
Adjustment of the retarder control lever or
replacement of the potentiometer requires removal of
the assembly from the steering column.
Disassembly
lockwashers (8) from housing (15).
2. Remove potentiometer (9).
3. Bend the tangs on washer (11) away from the
slots in locknut (10).
4. If the retarder control lever is to be completely
disassembled, loosen and remove locknut (10).
Remove tang washer (11), spring (12), and
washer (13).
1. Tilt the steering wheel downward and telescope

the wheel toward the operators seat. Remove
the top cover from steering column assembly
(4).
5. Remove set screw (14).
2. Remove
capscrews
(1,
Figure
3-22),
lockwashers (2) and bracket (3) from steering
column (4).
7. Wash the mechanical parts in clean solvent and

inspect for excessive wear, burrs, or scratches.
Replace any defective parts.
6. Remove the lever and shaft assembly. If

necessary, unscrew lever (17) from shaft (16)
and handle (18).
3. Disconnect the wiring harness from harness

connector (6) on the retarder control lever.
4. Remove retarder control lever (5).
Lever Adjustments
Rotational Friction Adjustment
Installation
1. Connect the wiring harness to harness
connector (6) on the retarder control lever.
2. Place retarder control lever (5) into position on
steering column assembly (4).
3. Install capscrews (1), lockwashers (2) and
bracket (3). Tighten the capscrews to 4 Nm (36
in lbs).
4. Place the cover on the top of the steering
column and return the steering wheel to its
original position.
The lever assembly should be adjusted so that the

frictional forces will hold the lever firmly in the
position that is selected by the operator. At the same
time, the adjustment should not be so tight as to
cause the operator to use undue force to move the
lever.
Loosen or tighten locknut (10) to attain the proper
frictional force of 0.25 - 0.35 Nm (2 - 3 in lbs) at the
handle. The position of the lever should remain
stationary without moving from its own weight or due
to machine vibrations during truck operation.
When the desired adjustment is obtained, bend the
tang on washer (11) into the slots on locknut (10).
Detent Adjustment
The detent that holds the lever in the OFF position
can be adjusted. Loosen or tighten set screw (14) to
adjust the detent. The breakout force of the detent
must be between 2.00 - 2.25 Nm (17 - 20 in lbs).
J03037 12/06
J3-29
Assembly
Potentiometer Check
Potentiometer (9, Figure 3-22) is spring-loaded to the
OFF position. With the switch assembly removed
from the retarder control lever, perform the following
checks:
1. Inspect the shaft bore and interior friction faces

in housing (15). Remove any scratches or
burrs, or replace the housing. Lightly lubricate
the surfaces with a Multi-Purpose EP NLGI
Consistency #2 grease.
2. If handle (18) or lever (17) has been removed
from shaft (16), assemble as follows:
a. Apply Loctite #271 to the threads on each
end of lever (17).
b. Install the lever into shaft (16). Hand tighten
only.
c. Install handle (18) onto the lever. Hand
tighten only.
FIGURE 3-21. POTENTIOMETER CONNECTOR

1. Obtain a 10 volt power supply for testing the
potentiometer.
2. Connect the positive lead of the 10 volt power
supply to the SUPPLY terminal on the
potentiometer connector as shown in Figure 321.
3. Connect the negative lead of the 10 volt power
supply to the GROUND terminal on the
potentiometer connector as shown in Figure 321.
4. Connect a voltmeter to the SIGNAL and
GROUND connections.
5. Measure and record the signal voltage in the
OFF position.
6. Rotate the potentiometer clockwise to the full
ON position. Measure and record the signal
voltage.
7. Determine whether the potentiometer falls
within
the
specifications.
When
the
potentiometer is in the OFF position, the signal
voltage must be within 5 - 15% of input voltage.
When the potentiometer is in the full ON
position, the signal voltage must be within 75 95% of input voltage.
% of input voltage =
signal voltage
input voltage
3. Insert the lever, handle, and shaft assembly into

housing (15).
4. Install washer (13). Install new spring (12) with
the outer spring diameter against washer (13).
Install tang washer (11) and locknut (10) onto
shaft (16).
5. Tighten and adjust locknut (10) for proper lever
resistance as described in the Rotational
Friction Adjustment procedure.
6. Move the lever to the full OFF (up) position.
Align the slot in potentiometer (9) with the key
on shaft (16), and rotate the potentiometer until
the capscrew holes line up with the housing.
Install washers (8) and capscrews (7) to secure
the potentiometer to the housing. Tighten the
socket head capscrews to 1.35 - 1.70 Nm (12 15 in lbs).
7. Install set screw (14). Refer to the Detent
Adjustment procedure for proper detent
adjustment.
8. Install the retarder control lever on the steering
column. Refer to the Installation procedure.
) x 100
OFF position . . . . . . . . . . . . . . . . . . . . 0.5 - 1.5 volts

Full ON position . . . . . . . . . . . . . . . . . . 7.5 - 9.5 volts
8. Replace the potentiometer if it does not meet
these specifications.
J3-30
12/06 J03037
FIGURE 3-22. COLUMN-MOUNTED RETARDER LEVER ASSEMBLY

1. Capscrew
2. Lockwasher
3. Bracket
4. Steering Column Assembly
5. Retarder Control Lever
6. Harness Connector
J03037 12/06
7. Capscrew
8. Lockwasher
9. Potentiometer
10. Locknut
11. Tanged Washer
12. Disc Spring
13. Internal Tang Washer

14. Set Screw
15. Housing
16. Shaft
17. Lever
18. Handle
J3-31
NOTES
J3-32
12/06 J03037
SECTION J4
BRAKE CIRCUIT CHECK-OUT PROCEDURE
INDEX
REQUIRED EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-4
INITIAL SYSTEM SETUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-5
BRAKE LOCK / SECONDARY BRAKE CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6
PARKING BRAKE CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6
SERVICE BRAKE CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6
LOW BRAKE PRESSURE AND AUTO APPLY CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-7
BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . J4-9
CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET . . . . . . . . . . . . . . . . J4-11
CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET . . . . . . . . . . . . . . . . J4-12
J04037 12/06
Brake Circuit Check-Out Procedure
J4-1
NOTES
J4-2
12/06 J04037
BRAKE CIRCUIT CHECK-OUT PROCEDURE

This section outlines a procedure to test the
functionality of the entire brake system. Pressure
specifications and other criteria that must be
duplicated for the braking system to be considered
ready for daily operations are provided. Refer to
Brake Circuit and Brake Valve Troubleshooting for
help in diagnosing a malfunctioning system.
Since the steering system supplies the brake system

with operating pressure, it is important that the
steering system be checked for proper operation
before checking the braking system. Refer to Section
L, Hydraulic Check-Out Procedure, for information
about checking the steering system.
FIGURE 4-1. HYDRAULIC BRAKE CABINET

13. Brake Lock Solenoid Valve (SV1)
1. Dual Relay Valve
14. Parking Brake Release Pressure (PK2)
15. Low Accumulator Pressure Test Port (LAP1)
3. Relief Valve (Hoist Power Down)
16. Low Brake Pressure Switch
4. Brake Lock Shuttle Valve
17. Parking Brake Pressure Switch
5. Brake Manifold
18. Automatic Brake Apply Solenoid Valve (SV3)
6. Brake Oil Supply Pressure Test Port (SP3)
19. Manifold
7. Rear Brake Accumulator Bleed Valve
20. Stop Light Pressure Switch
21. Brake Lock Degradation Switch
9. Front Brake Accumulator Bleed Valve
22. Rear Brake Pressure Test Port (BR)
10. Parking Brake Solenoid Valve (SV2)
23. Front Brake Pressure Test Port (BF)
11. Brake Lock Apply Pressure Test Port (PP3)
12. Pressure Reducing Valve (PR)
J04037 12/06
J4-3
* Steps indicated in this manner should be recorded

on the data sheet for reference.
The steering circuit can be isolated from the brake
circuit by removing the brake supply line from the
bleed down manifold. Plug the brake supply line and
cap the port in the bleed down manifold.
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.
REQUIRED EQUIPMENT
The following equipment will be necessary to
properly check-out the hydraulic brake circuit:
Hydraulic brake schematic, refer to Section R
this manual.
Clear plastic hose and bucket for brake bleeding.
Three 20,685 kPa (3000 psi) pressure gauges.
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.
Accumulator charging kit (EB1759 or equivalent)
with gauges and dry nitrogen.
FIGURE 4-2. BRAKE MANIFOLD SCHEMATIC
J4-4
12/06 J04037
INITIAL SYSTEM SETUP

BRAKE CIRCUIT ABBREVIATIONS
AA
Automatic Apply Pressure
Before checking the brake system, the hydraulic

steering system must be operating properly, have the
correct accumulator precharge, and be at normal
operating temperatures. Refer to Section L,
Hydraulic System, for steering system operation
troubleshooting procedures and specifications.
AR1
Supply Pressure to Brake Valve for

Rear Brakes, Rear Accumulator
AF1
Supply Pressure to Brake Valve for

Front Brakes, Front Accumulator
BF
Pressure Tap Test Port

Front Brake Pressure
BL
Brake Lock Apply Pressure
BR

Rear Brake Pressure
CP1
Cavity Plug, One Direction Flow

No specific function in this application
CV1,
CV2,
CV3
Check Valve
HS1
High Pressure Shuttle Valve
LS1
Low Pressure Shuttle Valve
LAP1

Low Accumulator Pressure
LAP2
Low Brake Pressure Switch

N.C., 12,750 515 kPa (1850 75 psi)
NV1
Rear Accumulator Manual Drain Valve
NV2
Front Accumulator Manual Drain Valve
PK1
Park Brake Release Pressure
PK3
Park Brake Pressure Switch

N.C., 8620 kPa (1250 psi)
PP3

Brake Lock Pressure
PR
Brake Lock Pressure Regulator

13,790 kPa (2000 psi)
PS1
Automatic Apply Valve

11,375 kPa (1650 psi)
SP1
Supply Oil Inlet
SP3

Supply Oil
SV1
Brake Lock Solenoid
SV2
Parking Brake Solenoid
SV3
Automatic Brake Apply Solenoid
7. Release the brake lock.
Return To Tank
8. Start the engine. Observe the rising brake

pressures as the system charges. The auto
apply valves should release the front and rear
brakes at approximately 11,375 kPa (1650 psi).
* Record on data sheet.
T1
J04037 12/06
Ensure that the brakes have been properly bled to

remove any trapped air. Refer to Wet Disc Brake
Bleeding Procedure later in this section. Also, before
checking the brake system, make sure that the
parking brake is functioning properly. Refer to
Parking Brake later in this section.
from rolling away.
OFF to shut off the engine and allow 90
to bleed down. Make sure that all hydraulic
pressure is bled by turning the steering wheel.
NOTE: Leave rest switch in the ON position and the
GF cutout switch in the CUTOUT position throughout
brake tests.
3. Open bleed down valves (7) and (9, Figure 4-1)
on the brake manifold to bleed down the brake
accumulators.
4. Precharge both brake accumulators to 9650
kPa (1400 psi). Allow the gas temperature to
approach
ambient
temperature
before
completing precharge process.
NOTE: For best performance, charge the
accumulators in the ambient conditions in which the
machine will be operating.
5. Close both accumulator bleeddown valves.
6. Install pressure gauges at:
a. Front brake test port BF (23, Figure 4-1) 20,685 kPa (3000 psi) gauge.
b. Rear brake test port BR (22, Figure 4-1) 20,685 kPa (3000 psi) gauge.
c. Low accumulator pressure test port LAP1
(15, Figure 4-1) - 20,685 kPa (3000 psi)
gauge.
J4-5
9. Partially depress the brake pedal to bleed air

from each brake.
10. Slowly depress the brake pedal. Force
feedback of the pedal on your foot should be
smooth with no abnormal noise or mechanical
roughness.
Verify that the stop lights illuminate at 517
34 kPa (75 5 psi) rear brake pressure.
11. Quickly and completely depress the brake
pedal. Verify that within one second after the
brake is applied:
Rear brake (BR) pressure reads 17,235
517 kPa (2500 75 psi).
Front brake (FR) pressure reads 17,235
517 kPa (2500 75 psi).
Both pressures must remain above their
minimum values for a minimum of 20
seconds.
BRAKE LOCK / SECONDARY BRAKE

CHECK-OUT
12. Disconnect the lead wire from brake lock
solenoid valve (13, Figure 4-1) located on the
brake manifold in the hydraulic brake cabinet.
13. Apply the brake lock. The warning buzzer
should sound and the warning light should
illuminate.
14. Depress the brake pedal until the buzzer stops,
then very slowly release the pedal until the
buzzer sounds again.
Verify that the rear brake (BR) pressure is
6895 172 kPa (1000 25 psi) when the
warning resumes.
NOTE: There is a two second delay between the
time that the brake lock degradation switch senses
the pressure and the light and buzzer activate.
15. Connect the lead wire to brake lock solenoid
valve (13).
16. Cycle the brake lock several times to ensure
crisp application and release of oil pressure and
proper function of the status light.
PARKING BRAKE CHECK-OUT

17. Move one of the pressure gauges (BR or BF) to
parking brake release (PK2) pressure port (14,
Figure 4-1).
18. Apply the brake lock. Move the directional
control lever to NEUTRAL. The parking brake
status light should illuminate.
Parking brake release (PK2) pressure
should read 20,685 690 kPa (3000 100
psi).
19. Cycle the parking brake several times (move
the directional control lever from NEUTRAL to
PARK) to ensure crisp application and release
of oil pressure and proper function of the status
light.
SERVICE BRAKE CHECK-OUT

20. Move the directional control lever to PARK and
release the brake lock.
21. Move both 20,685 kPa (3000 psi) pressure
gauges to LBP (7, Figure 4-3) and RBP (6)
test ports on the manifold on the left side of the
rear axle housing.
brake is applied:
Left rear brake pressure reads 16,545
517 kPa (2400 75 psi).
Right rear brake pressure reads 16,545
517 kPa (2400 75 psi).
seconds.
23. Release the brake pedal. Both brake pressures
should return to zero within two seconds and
there should be no residual pressure trapped in
the brakes.
gauges to the test ports on the front brake
backplates.
Verify that the rear brake (BR) pressure is

13,790 690 kPa (2000 100 psi) when
the brake lock is applied.
J4-6
12/06 J04037
LOW ACCUMULATOR PRESSURE AND

AUTO APPLY CHECK-OUT
gauges back to test ports BF (21, Figure 4-1)
and BR (22) in the hydraulic brake cabinet.
28. Start the engine and allow the low brake
accumulator pressure to stabilize at or above
18,615 kPa (2700 psi).
29. Turn the key switch OFF to shut off the engine
and allow 90 seconds for the steering system
accumulators to bleed down.
30. Disable the steering pressure switch by
unplugging the diode between circuits #33 and
#33F on diode board DB1 in the auxiliary
control cabinet or by disconnecting the wire
harness at the steering pressure switch.
FIGURE 4-3. REAR BRAKE HOSES

1. BS - Left & Right Brake Cooling Oil Supply
2. LBR - Left Brake Cooling Return Line
3. T - Return To Tank
4. P1 - Pressure Inlet From Accumulator
5. RBR - Right Brake Cooling Return Line
6. RBP - Right Brake Pressure Test Port
7. LBP - Left Brake Pressure Test Port
8. PX - Pilot Inlet/Brake Apply Line
9. PB - Parking Brake

brake is applied:
Left rear brake pressure reads 16,545
517 kPa (2400 75 psi).
Right rear brake pressure reads 16,545
517 kPa (2400 75 psi).
seconds.
26. Release the brake pedal. Both brake pressures
should return to zero within two seconds and
there should be no residual pressure trapped in
the brakes.
J04037 12/06
engine. Wait for two minutes, then check the
low accumulator pressure reading at low
accumulator pressure (LAP1) test port (15).
If the pressure is below 14,480 kPa (2100
psi), there is excessive leakage in the
system. The source of the leakage must be
identified and repaired.
32. Very slowly open front brake accumulator bleed
valve (9) a small amount while observing the
decreasing pressure at low accumulator
pressure (LAP1) test port (15).
The low brake pressure warning light and
buzzer must activate when the pressure
drops to 12,755 517 kPa (1850 75 psi).
When the low accumulator pressure
reaches 11,375 kPa (1650 psi), brake
pressures BF and BR should begin to
rise (auto apply).
33. Close front brake accumulator bleed valve (9).
Record the front and rear brake apply pressures
after auto apply has occurred.
18,615 kPa (2700 psi).
35. Turn the key switch OFF to shut off the engine
and allow 90 seconds for the steering system
J4-7
36. Turn key switch ON, but do not start the engine.
37. Very slowly open rear brake accumulator bleed
valve (7) a small amount while observing the
decreasing pressure at low accumulator
pressure (LAP1) test port (15).
Verify that the low accumulator pressure
warning activation pressure and the auto
apply set point are within 690 kPa (100 psi)
of the pressures that were recorded
previously for Step 33.
38. Close rear brake accumulator bleed valve (7).
Record the front and rear brake apply pressures
after auto apply has occurred.
39. Reinstall the diode on diode board DB1 or
reconnect the wire harness at the steering
pressure switch.
18,615 kPa (2700 psi).
J4-8
41. Use the emergency shutdown switch on the

center console to shut off the engine. Do not
turn the key switch OFF. The steering
accumulators must not be allowed to bleed
down.
42. While observing the pressure gauges, make
repeated, slow brake applications until auto
apply comes on.
Auto apply must not occur before the sixth
pedal application.
Auto apply must not occur until after the low
accumulator pressure warning activates.
43. Turn the key switch OFF and allow the steering
44. Open both accumulator bleed valves and bleed
down the entire brake system. Close the valves
after all pressure is released.
45. Remove all test equipment from the truck.
12/06 J04037
BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING CHART
TROUBLE
Service brakes and/or

parking brake are locked.
Both brake circuits are

dragging.
One brake circuit is

dragging.
POSSIBLE CAUSE
SUGGESTED CORRECTIVE
ACTION
Parking brake solenoid is de-energized.
Check power to solenoid.
Connections to tank and pressure ports are

reversed.
Correct the plumbing.
Parking brake solenoid coil is defective.
Replace coil.
Parking brake solenoid valve is defective.
Replace solenoid valve.
Tank line is plugged or restricted.
Remove restriction.
Tank line has back pressure.
Ensure that tank line has no back

pressure.
Pedal set screw is out of adjustment

(residual pressure).
Adjust pedal deadband with set

screw.
There is an obstruction in the brake valve

subassembly.
Remove obstruction.
Brake valve is out of balance.
Adjust balance according to

instructions.
Actuator piston is defective.

Brake valve is is defective.
A dual relay valve is defective.
Replace piston.
Rebuild or replace brake valve
assembly.
Rebuild or replace dual relay valve
assembly.
Brakes are not going to full

pressure.
Low brake pressure

warning occurs when the
brakes are not applied.
Low brake pressure

warning occurs when
brakes are applied.
J04037 12/06
Supply pressure is low.
Check the steering/brake pump

system and accumulators.
Modulating section of brake valve has

internal malfunction.
Remove, disassemble, clean, and

inspect brake valve.
Collar on brake valve is improperly adjusted.
Adjust collars according to

instructions.
There is a short in electrical system.
Check wiring.
Brake accumulator is bleeding down.
Valve is open. Close valve.
Brake warning relay is defective.
Replace relay.
There is a leak or other malfunction in one

brake circuit.
Inspect brake system and repair

leaks.
Brake valve is out of balance.
Adjust balance according to

instructions.
Dual relay valve(s) is defective.
Inspect and repair dual relay

valve(s).
J4-9
TROUBLE
POSSIBLE CAUSE
ACTION
The low brake pressure warning light is

burned out.
Replace bulb.
The electrical circuit is open.
Check switch circuit wiring.
Pressure switch is defective.
Replace pressure switch.
Low brake pressure

warning is on but system
pressure is correct.
There is a short in electrical system.
Check wiring.
Pressure switch is defective.
Replace the switch.
Low brake pressure

warning comes on and
pressure is low.
Steering circuit is malfunctioning.
Check steering circuit pressures.
Steering/brake pump is worn.
Rebuild or replace pump.
Accumulator bleeddown valve is open.
Close valve, check precharge.
Accumulator precharge is low.
Recharge accumulator.
There is a leak in one circuit.
Check plumbing.
There is a malfunction in brake valve.
Disassemble and clean, or replace

brake valve.
Controller operates rapidly.
Normal condition.
A squeal is heard when

controller is operated.
Brake valve assembly is damaged.
Replace brake valve assembly.
Hydraulic oil is too hot.
Check entire hydraulic system for

restriction or obstruction.
Output pressure at
controller is correct but
brakes are not applying.
Brake lines are blocked or improperly

connected.
Check plumbing.
Contamination in brake valve assembly.
Disassemble and clean, or replace

brake valve.
Brake valve assembly is damaged.
Repair or replace brake valve

assembly.
Dual relay valve is malfunctioning.
Repair or replace dual relay valve.
Seal on top of brake valve is defective.
Replace seal.
Excessive internal leakage in a component.
Check all steering and brake

system components.
Steering accumulator precharge too high or

too low.
Check steering accumulator

precharge.
Brake Valve plumbed incorrectly.
Correct plumbing.
There is internal leakage in brake valve

assembly.
Replace brake valve assembly.
There is internal leakage in dual relay valve.
Rebuild or replace dual relay

valve.
Steering/brake pump is worn.
Rebuild or replace pump.
Pump unloader or compensator is not

adjusted correctly.
Adjust pump pressure controls.
Low brake pressure

warning circuit not
operating properly
A brake accumulator
bleeds off quickly when
supply pressure is cut off.
Brake pressures drift

excessively while pedal is
held steady.
Oil is leaking around the
pedal base.
The pump cycles too often

or low pressure warning
comes on at low engine
rpm.
J4-10
12/06 J04037
CHECK-OUT PROCEDURE
HYDRAULIC BRAKE SYSTEM DATA SHEET
MACHINE MODEL ________UNIT NUMBER __________SERIAL NUMBER___________

INITIAL SYSTEM SETUP
Operate hydraulic steering system to obtain proper operating temperature.
STEP 8 _________ Rear brake (BR) pressure when auto apply releases
_________ Front brake (BF) pressure when auto apply releases
STEP 10 _________ Rear brake (BR) pressure when stop lights come on
STEP 11 _________ Rear brake (BR) pressure within one second
________ Front brake (BF) pressure within one second
BRAKE LOCK / SECONDARY BRAKE CHECK-OUT
STEP 14 _________ Rear brake (BR) pressure when brake lock degradation warning occurs
STEP 16 _________ Rear brake (BR) pressure when brake lock is applied
PARKING BRAKE CHECK-OUT
STEP 18 _________ Parking brake release (PK2) pressure
SERVICE BRAKE CHECK-OUT
STEP 22 _________ Left rear brake (LBP) pressure when pedal is applied
________ Right rear brake (RBP) pressure when pedal is applied
STEP 23 _________ Left rear brake (LBP) pressure when pedal is released
________ Right rear brake (RBP) pressure when pedal is released
STEP 25 _________ Left front brake pressure when pedal is applied
________ Right front brake pressure when pedal is applied
STEP 26 _________ Left front brake pressure when pedal is released
________ Right front brake pressure when pedal is released
J04037 12/06
J4-11
CHECK-OUT PROCEDURE
HYDRAULIC BRAKE SYSTEM DATA SHEET
LOW ACCUMULATOR PRESSURE AND AUTO APPLY CHECK-OUT

STEP 31 _________ Low accumulator pressure after 2 minutes
STEP 32 _________ Pressure when low brake accumulator pressure warning occurs
________ Pressure when low brake accumulator pressure warning occurs
STEP 33 _________ Front brake (BF) apply pressure after auto apply occurs
________ Rear brake (BR) apply pressure after auto apply occurs
STEP 38 _________ Front brake (BF) apply pressure after auto apply occurs
________ Rear brake (BR) apply pressure after auto apply occurs
STEP 42 _________ Number of brake applications before low accumulator pressure
warning occurs
Name of Technician or Inspector Performing Check-Out _________________________

DATE _________________________
J4-12
12/06 J04037
SECTION J5
WET DISC BRAKE ASSEMBLY
INDEX
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
BRAKE DISC WEAR INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4
BRAKE REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-10
Floating Ring Seal Assembly & Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-13
WET DISC BRAKE BLEEDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-16
J05027 11/07
Disc Brake Assembly
J5-1
NOTES
J5-2
Disc Brake Assembly
11/07 J05027
WET DISC BRAKE ASSEMBLY

The front and rear oil cooled, wet disc brake
assemblies are similar in design. The rear wheel
brakes differ from the front brakes in their mounting
arrangement only. The rear brake assembly requires
hub adapter (1, Figure 5-1) for installation on the
wheel motor.
Each disc brake assembly consists of the following
basic components:
Ten friction discs
Nine separator plates
Two damper discs
Piston assembly
Stationary ring gear
Rotating inner gear
Floating ring oil seal assembly
OPERATION
Ring gear (4, Figure 5-1) is internally splined to retain
dampers (8) and separator plates (12). The separator
plates are alternately placed between friction discs
(7), which are splined to inner gear (6). The inner
gear mounts directly to the wheel hub on the front
wheel brakes. On the rear brake, the inner gear
requires a hub adapter which mounts on the wheel
hub.
The inboard side of the assembly contains piston (9),
which is activated by hydraulic pressure supplied by
the dual relay valves (controlled by the brake valve).
As hydraulic pressure is applied, the piston moves to
compress the rotating friction discs against the
stationary steel discs. The friction forces that are
generated resist the rotation of the wheels. As
hydraulic pressure increases, friction forces are
increased and wheel rotation is slowed until the
maximum force is reached and the wheel is stopped.
The entire brake disc pack is cooled by hydraulic oil.
The low pressure cooling circuit is completely
isolated from the high pressure piston apply circuit.
Cooling oil flows from the hydraulic tank to the hoist
pump, through the hoist circuit high pressure filters,
through the hoist valve, and into the brake housings.
A parallel circuit from the hoist valve outlet is
connected to relief valves at the hydraulic tank which
limit brake cooling circuit pressure to 241 kPa (35
psi). Oil that is routed to the front brakes passes
through the oil cooler before entering the front brake
housings. In addition, the brake cooling oil provides
lubrication for the front wheel bearings. Oil that exits
the brake housings returns to the hydraulic tank.
J05027 11/07
FIGURE 5-1. WET DISC BRAKE ASSEMBLIES

6. Inner Gear
1. Hub Adapter
7. Friction Disc
(Rear Only)
2. Capscrew & Lockwasher 8. Damper
9. Piston Assembly
3. Socket Head Screw
10. Seal Carrier
(Temporary)
11. Back Plate
4. Ring Gear
12. Separator Disc
5. Capscrew & Hardened
Washer
Disc Brake Assembly
J5-3
BRAKE DISC WEAR INSPECTION

Brake disc wear should be checked every 1000
hours by using the wear indicator tool (EF9302), that
is included in the tool group that is shipped with the
truck. Refer to Figure 5-2.
The brake disc wear indicator tool is inserted in a port
which is open to cooling oil. Removal of the
inspection hole plug to insert the brake disc wear
indicator will cause the loss of some of this oil.
Advance planning will help to minimize oil loss.
Consider scheduling front brake disc wear
inspections along with the recommended 1000 hr.
change of hydraulic oil and filters. Rear brakes
should be inspected for wear whenever the rear tires
are removed. Also consider obtaining additional
brake disc wear indicator tools for permanent
installation on truck. If all brake assemblies are
equipped with disc wear indicators, future checks will
not require installation and removal.

OFF to shut off the engine and wait 90 seconds
to allow the steering accumulators to bleed
down completely. Block the truck wheels.
2. Open the bleeddown valves on the brake
manifold in the hydraulic brake cabinet and
bleed all pressure from the brake accumulators.
Close the valves after the pressure is released.
3. Thoroughly clean the brake assemblies,
especially the area surrounding cooling oil lines.
4. Remove the hex head O-ring plug from port (5,
Figure 5-3). Quickly insert the brake wear
indicator tool and tighten it securely.
NOTE: The front wheel brakes have a diagnostic
connector installed for measuring brake apply
pressure. The rear brakes do not have a diagnostic
connector installed on the brake backplate, but
instead have an O-ring plug installed. Do not attempt
to install the brake wear indicator in this port.
5. Start the engine. Allow the steering system
pressure to stabilize and the brake
accumulators to fill.
6. While fully applying the service brake pedal,
check the brake disc wear as follows:
a. Remove cover (1, Figure 5-2) from the wear
indicator.
b. Push pin (8) inward until it stops against the
brake piston.
FIGURE 5-2. BRAKE WEAR INDICATOR

1. Cover
2. Indicator Pin End
Face
3. Housing Face
4. O-Ring
c. Measure the distance from indicator pin end

face (2) to housing face (3).
If indicator pin end face (2) is even with
housing face (3) or below, disc pack is worn
to the maximum safe wear limits. The brakes
should be scheduled for rebuild.
5. O-Ring
6. Tool Housing
7. O-Ring
8. Indicator Pin
If indicator pin end face (2) extends out

beyond housing face (3), brake disc wear is
still within allowable limits.
7. Pull pin (8) outward until it stops against tool
housing (6). Install cover (1).
J5-4
Disc Brake Assembly
11/07 J05027
8. Release the brakes. Shut off the engine and

wait 90 seconds to allow the steering
9. Open the bleeddown valves on the brake
manifold in the hydraulic brake cabinet and
bleed all pressure from the brake accumulators.
Close the valves after the pressure is released.
10. Remove the brake disc wear indicator tool and
reinstall the O-ring plug in the port.
11. To check the remaining brake assemblies,
repeat Steps 4 through 10.
NOTE: Checking the disc wear in all the brake
assemblies is recommended. Disc wear in one brake
assembly may be different from another due to
dissimilar operation of parts and/or haul profiles
which require repeated braking while steering in one
direction only.
12. Refill the hydraulic tank as required.
13. If brake repairs are necessary, refer to Brake
Rebuild later in this section.
NOTE: If any leakage is observed around the brake
disc wear indicator tool, replace O-rings (4, 5, and 7,
Figure 5-2).
BRAKE REBUILD
The brake assembly should be disassembled and
reassembled on a clean, dry work surface. The
surface should be wooden if possible. If it is metal,
the surface should be covered with padding to
prevent damaged to machined surfaces. Match mark
individual parts for correct orientation before
disassembly.
If a rear wheel brake is to be disassembled, start with
Step 1 below. If a front wheel brake is to be
disassembled, start with Step 5.
The front brake assembly weighs approximately

1460 kg (3210 lbs). The rear brake assembly
weighs approximately 1820 kg (4000 lbs). Make
sure that any lifting devices are rated to handle
the load.
Disassembly
Rear Wheel Brake Only:
Refer to Wheel Motor Rebuild instructions for
removal of the rear wheel brake assembly from the
wheel motor.
1. Verify that socket head capscrews (3, Figure 51) are installed at each of the six locations on
back plate (11). These capscrews are required
to retain seal carrier (10) to the back plate when
the brake assembly is not installed on the truck.
Shipping bars (4, Figure 5-4) must be installed.
2. Remove 12-point capscrews and hardened
washers (5, Figure 5-1).
3. Remove capscrews and lockwashers (2) that
retain the hub to the seal carrier.
4. Make sure that the hub and other parts are
marked to ensure proper orientation during
reassembly. Lift hub adaptor (1) from the brake
assembly. Note the number of shim packs that
are installed at six locations between the seal
carrier and hub.
FIGURE 5-3. BRAKE DISC WEAR INDICATOR

INSTALLATION
(Left Front Brake Shown)
1. Brake Assembly
2. Brake Apply Line
3. Brake Cooling Line
J05027 11/07
4. Diagnostic Coupler
5. Wear Indicator
Installation Port
Disc Brake Assembly
J5-5
Both Front and Rear Wheel Brakes:

Remove the front wheel/brake assembly according to
the instructions in Section G, Front Wheel Hub and
Spindle.
5. Position the brake assembly on a work surface
with the ring gear retainer bars on the bottom as
6. Remove socket head capscrews (2, Figure 55). Lift seal carrier (1) off the brake assembly
with oil seal (13) and seal assembly (14).
NOTE: Socket head capscrews (2) are required to
retain and position the seal carrier on the back plate
when the brake assembly is not installed on the
wheel hub, or during brake assembly shipping or
storage. Brake assembly tool group (EK3789) must
be installed to retain the inner gear inside the brake
assembly.
hardened flat washers (5) from back plate (3).
8. Insert a 7/8 UNC x 2 in. pusher bolt in each of
the three tapped holes in the back plate.
Tighten the bolts evenly to lift the back plate
from ring gear (7). Remove and discard O-ring
(6).
9. Note the order of assembly of the discs, then
remove damper (10) from the top of the stack.
Remove friction discs (11), separator plates (9)
and the remaining damper at the bottom of the
stack.
10. Rotate the brake assembly to position flat bars
(4, Figure 5-4) from brake assembly tool group
(EK2789) on top as shown.
11. Remove short capscrews and lockwashers (3)
that retain the flat bars to the housing.
FIGURE 5-4. BRAKE ASSEMBLY

1. Ring Gear
2. Back Plate
3. Capscrew and
Lockwasher
J5-6
4. Flat Bar
5. Inner Gear
Disc Brake Assembly
11/07 J05027
FIGURE 5-5. INITIAL DISASSEMBLY

1. Seal Carrier
2. Capscrew
3. Back Plate
4. Capscrew
5. Hardened Washer
6. O-Ring
7. Ring Gear
8. Piston Housing
9. Separator Plate
10. Damper
11. Friction Disc

12. Inner Gear
13. Oil Seal
14. Seal Assembly
FIGURE 5-6. PISTON/HOUSING ASSEMBLY REMOVAL

1. Piston Housing
2. Capscrew
J05027 11/07
3. Hardened Washer
4. O-Ring
Disc Brake Assembly
5. Ring Gear
J5-7
FIGURE 5-7. PISTON REMOVAL

1. Capscrew
2. Spring Guide
3. Piston Retract Spring

4. Piston Assembly
5. Piston Housing
12. Attach a lifting strap through the shipping bars

and lift inner gear (5) out of the brake assembly.
Remove the shipping bars and spacers.
hardened washers (3) from piston housing (1).
14. Insert a 7/8 UNC x 2 in. pusher bolt in each of
the three tapped holes in the piston housing.
Tighten the bolts evenly to lift the housing from
ring gear (5). Remove and discard O-ring (4).
J5-8
6. Seal Assembly
7. Seal Assembly
15. Position the piston assembly with piston retract

springs (3) on top as shown in Figure 5-7.
16. Remove capscrews (1, Figure 5-7), spring
guides (2), and piston retract springs (3).
NOTE: The threads of capscrew (1) are coated with
Loctite during assembly. A small amount of heat
applied to the piston housing may be required for
easier removal.
17. Loosen or remove the plugs that are installed in
the piston housing ports. Carefully lift piston (4)
out of housing (5). Remove seal assemblies (6)
and (7).
Disc Brake Assembly
11/07 J05027
5. Inspect piston retract springs (3, Figure 5-7).

Check for free height and test for height under
load. Replace the springs if they are not within
approximately 10% of specification.
Free Height:
. . . . . . . . . . . . . . . . . . . . . 101.6 mm (4.00 in.)
If the brake wear indicator test indicates internal

brake components are worn to the maximum
allowable limit, it is recommended that all friction
discs, separator plates and dampers should be
replaced with new parts. Always replace seal
assemblies and O-rings with new parts.
1. Clean all parts thoroughly before inspection.
2. Remove and discard the toric rings from the
floating ring oil seal assembly in seal retainer
(10, Figure 5-1) and back plate (11). Inspect the
polished (mating) surfaces of the seal ring for
scratches and other damage. Inspect the
contact band of the mating faces to determine
the amount of wear.
Height @ 1000 N (225 lb) working load:

. . . . . . . . . . . . . . . . . . . . 85.12 mm (3.351 in.)
Height @ 2669 N (600 lb) working load:
. . . . . . . . . . . . . . . . . . . . . 69.9 mm (2.750 in.)
6. Inspect the friction discs for warping, tooth wear
and excessive friction material wear. Replace
the friction discs if wear exceeds the minimum
groove depth.
Disc thickness including friction material:
. . . . . . . . . . . . . 7.7 0.3 mm (0.30 0.01 in.)
Friction material thickness (new)
. . . . . . . . . . . . . . . . . . . . . . . 1.1 mm (0.04 in.)
A new seal will have a contact band (dimension

"A", Figure 5-8) that is approximately 1.6 mm
(0.06 in.) wide. As wear occurs, the contact
band will widen slightly (dimension "B") and
migrate inward until the inside diameter is
reached and the entire seal assembly must be
replaced. The remaining seal life can be
estimated by the width of the contact band.
3. Inspect the piston housing for nicks and
scratches in the piston seal area. If nicks or
scratches cannot be removed by polishing,
replace the housing.
Nominal friction material groove depth:

. . . . . . . . . . . . . . . . . . . . . 0.63 mm (0.025 in.)
Minimum allowable friction material groove
depth:
. . . . . . . . . . . . . . . . . . . . . 0.25 mm (0.010 in.)
Flatness over friction material (new)
. . . . . . . . . . . . . . . . . . . . . 0.45 mm (0.018 in.)
7. Inspect the separator plates for warping and
tooth wear.
Disc thickness (new)
. . . . . . . . . . . 3.7 0.1 mm (0.146 0.004 in.)
4. Inspect the piston seal assembly grooves for

damage.
Flatness (new)
. . . . . . . . . . . . . . . . . . . . . . 0.5 mm (0.020 in.)
8. Inspect the damper plate for warping, tooth
wear and excessive facing material wear.
Disc thickness, including facing material
(new)
. . . . . . . . . . . 8.2 0.5 mm (0.323 0.020 in.)
Disc thickness, steel plate only (new)
. . . . . . . . . . . 3.7 0.1 mm (0.146 0.004 in.)
Flatness, steel plate (new)
. . . . . . . . . . . . . . . . . . . . . . 0.5 mm (0.020 in.)
9. Inspect ring gear (4, Figure 5-1) for excessive
tooth wear and nicks and scratches in O-ring
seal grooves.
FIGURE 5-8. SEAL WEAR PROGRESSION
J05027 11/07
10. Inspect inner gear (6) for excessive tooth wear

and damage at capscrew holes.
Disc Brake Assembly
J5-9
e. Minor oil seepage (non-measurable) is

permissible.
If
leakage
is
greater,
disassemble the piston assembly and
determine the cause.
Assembly
The work area must be clean! Handle all parts

carefully to avoid damage to polished sealing
surfaces.
1. Check the bore of piston housing (5, Figure 5-7)
for nicks, scratches and dirt particles. Position
the housing on a work surface with the bore
facing up.
2. Lubricate the square section O-ring portion of
piston seal assemblies (6) and (7) with type C-4
hydraulic oil and install them in the grooves of
piston (4). Make sure that the O-ring is not
twisted.
3. Lubricate the piston groove and outer piston
seal rings. Install the seal in the grooves over
the O-rings, using your fingers or a smooth
rounded object to push the seal into the groove.
4. Install two equally spaced 1/2 UNC x 5 in. guide
studs in the housing at the piston retract spring
mount tapped holes.
5. Lubricate the housing bore. Install lifting eyes
and attach an overhead hoist to the piston.
Position the piston over the housing with the
retract spring cavity holes aligned with the studs
that were installed in Step 4. Place a spring
guide over each stud to aid in alignment.
6. Carefully lower the piston straight into the
piston housing bore until it is seated against the
housing. If necessary, seat the piston by
tapping it with a soft mallet.
7. Assemble 12 capscrews (1), spring guides (2)
and piston retract springs (3). Apply Loctite to
the capscrew threads and install the assembled
parts through the piston into the tapped holes in
the housing. Tighten the capscrews to 122 Nm
(90 ft lbs).
Piston Leakage Test:
8. Test the piston/housing assembly as follows:
a. Install a plug in one brake apply pressure
port (2, Figure 5-8).
b. Install a fitting into the remaining port. Attach
a hydraulic pressure test device to the fitting.
c. Slowly apply pressure and loosen the apply
port plug to bleed air from the piston cavity.
d. Cycle the piston to full stroke ten times by
applying 2070 kPa (300 psi) of hydraulic
pressure. Observe the piston for leakage.
J5-10
9. After completion of the piston leakage test,

release the pressure, remove the hydraulic
source and drain the oil from the piston apply
cavity. Plug the ports to prevent contamination.
10. Install O-ring (4, Figure 5-6) in the groove of ring
gear (5).
11. Attach lifting eyes to the piston/housing
assembly and lower it into position over the ring
gear. Install capscrews (2) and hardened
washers (3). Alternately tighten the capscrews
to 780 Nm (575 ft lbs).
12. Insert inner gear (5, Figure 5-9) into the
assembly. Orient the gear as shown.
13. Install brake assembly tool group (EK3798).
Place flat bars (4, Figure 5-9) over the piston
housing as shown. Attach the flat bars using
short capscrews and lockwashers (7) at the
outer ends. Insert pipes (9) and long capscrews
and lockwashers (8) as shown to retain the
inner gear in position.
14. Attach lifting eyes to the assembly. Lift and
rotate it to place the piston housing on the
bottom.
15. Install the brake discs as follows:
a. Insert damper disc (1, Figure 5-10) into the
ring gear and inner gear with the friction
material (down) facing piston (5).
b. Insert friction disc (2) on top of the damper.
c. Install a separator plate (3).
d. Continue installing the remaining friction
discs and separator discs, alternating each
type as installed.
NOTE: The disc pack contains a total of ten friction
discs, nine separator plates, and two damper discs.
e. Install the remaining damper on top of the
last friction disc with its facing material on
top. (Unfaced side toward top friction disc.)
16. Using new O-ring (6, Figure 5-5), install back
plate (3) over the ring gear. Make sure that the
back plate is oriented properly according to the
match marks that were made during
disassembly.
NOTE: A seal carrier socket head capscrew hole on
the back plate should be aligned with the drain plug
on the piston housing.
Disc Brake Assembly
11/07 J05027
17. Install capscrews (4) and hardened washers (5).

Alternately tighten the capscrews to 780 Nm
(575 ft lbs).
18. Install seal assembly (14) in the cavities in the
back plate and seal carrier. Refer to Floating
Ring Seal Assembly & Installation.
19. Install oil seal (13) in the back plate. Pack the
area between the seal lips with grease.
20. Install the seal carrier on the back plate. Install
six 1/2 UNC x 0.75 in. socket head capscrews
to retain the seal carrier in position until the
brake assembly is installed on the truck.
FIGURE 5-9. INNER GEAR INSTALLATION

9. Pipe*
5. Inner Gear
1. Cooling Oil Port
10. Wear Indicator Installation
6. Drain Plug
2. Brake Apply Pressure Ports
Port
7. Capscrew & Lockwasher*
3. Piston Housing
11. Ring Gear
8. Capscrew & Lockwasher*
4. Flat Bar*
* Components of Brake Assembly Tool Group (EK3798)
FIGURE 5-10. DISC PACK INSTALLATION

1. Damper
2. Friction Disc
J05027 11/07
3. Separator Plate
4. Piston Housing
Disc Brake Assembly
5. Piston
J5-11
NOTE: After a front wheel brake assembly is

installed, the seal must be setup for proper seal
compression. Refer to Seal Assembly Gap Check in
Section G, Front Wheel Hub and Spindle.
21. Assembly is now complete if the brake
assembly is to be installed on a front wheel. If
the brake assembly is to be installed on a rear
wheel, perform the following additional steps.
Rear Wheel Brake Assembly Only:
22. Install new O-ring (1, Figure 5-11) in the hub
groove.
23. Position the hub over the seal carrier. Orient the
hub according to the marks that were made
during disassembly to align the hub flange
holes with the seal retainer tapped holes.
24. Insert the following shims (4) between the hub
flange and seal carrier (5) at each pair of
capscrews (six places):
Ten . . . . . . . . . . . . 0.51 mm (0.020 in.) thick
One . . . . . . . . . . . 0.25 mm (0.010 in.) thick
25. Install capscrews and lockwashers (3) and
tighten them securely.
Seal Gap Adjustment:

26. Adjust the seal gap. Refer to Figure 5-12.
a. Measure seal gap "A" at three equally
spaced locations. Add the three dimensions
and divide by 3 to determine an average
dimension.
b. Add 551.53 mm (21.71 in.) to the average
dimension determined in Step a.
c. Measure dimension "B" at three equally
spaced locations. Add the three dimensions
and divide by 3 to determine the average
dimension.
d. Subtract the dimension in Step c from the
dimension in Step b to determine the change
in the shim pack.
e. Add or remove equal quantities and
thicknesses of shims (as determined in Step
d) at the six shim pack locations. The shim
pack must provide a final dimension "B"
within 0.13 mm (0.005 in.) of the dimension
that was calculated in Step b.
Example
Step a: average gap "A" = . . . . . . . . . . .0.600 in.
Step b: add "A" + 21.470 = . . . . . . . . . 22.070 in.
Step c: average dimension "B" = . . . . .22.034 in.
Step d: ("A" + 21.391) - ("B") = . . . . . . .0.036 in.
Step e: In this example, adding two 0.020 in.
shims would result in a dimension "B" of
22.074 in., and is within the tolerance limit
of 0.005 in.
27. Tighten capscrews (3, Figure 5-11) to 122 Nm
(90 ft lbs).
28. Install capscrews and hardened washers (8). It
will be necessary to remove the shipping bars
from the inner gear to access some capscrews.
Alternately tighten the capscrews to 2705 Nm
(1995 ft lbs). Replace shipping bars.
FIGURE 5-11. REAR BRAKE, HUB INSTALLATION

6. Socket Head
1. O-Ring
Capscrews
2. Hub Adapter
3. Capscrews & Washers 7. Ring Gear
4. Shims
Washer
5. Seal Carrier
9. Inner Gear
FIGURE 5-12. SEAL GAP ADJUSTMENT
J5-12
Disc Brake Assembly
11/07 J05027
Floating Ring Seal Assembly & Installation

Failures are usually caused by combinations of
factors rather than one single cause, but many
failures have one common denominator: Assembly
Error!
Floating ring seals should always be installed in
matched pairs; that is, two new rings or two rings
that have previously run together. Never assemble
one new ring and one used ring, or two used rings
that have not previously run together.
ALWAYS USE NEW TORIC RINGS!
When using tri-chloroethane or any solvent,

avoid prolonged skin contact. Use solvents only
in well ventilated areas and use approved
respirators to avoid breathing fumes. Do not use
near open flame, welding operations or other
heated surfaces exceeding 482C (900F). Do not
smoke around solvents.
1. Inspect the seal surfaces and mounting cavities

for rough tool marks or nicks that may damage
rubber seal rings. Hone them smooth and
clean, if required.
Both ramps must be dry. Use clean, lint-free cloths

or lint-free paper towels for wiping.
2. Remove any oil, dust, protective coating or

other foreign matter from the metal seal rings,
the toric rings, and both the housing and seal
ring ramps. Use tri-chloroethane #111, which is
a non-petroleum based, rapid drying solvent
that leaves no film. Allow the surfaces to dry
completely. Use clean, lint-free material such as
Micro-Wipes # 05310 for cleaning and wiping.
NOTE: Oil from adjacent bearing installations or seal

ring face lubrication must not get on the ramp or toric
until after both seal rings are together in their final
assembled position.
3. Install the rubber toric on the seal ring.
Make sure that it is STRAIGHT! Make sure that the

toric ring is not twisted and that it is seated against
the retaining lip of the seal ring ramp. Use the flash
line as a reference guide to eliminate twist. The flash
line should be straight and uniform around the toric
ring.
NOTE: Handle the seal carefully. Nicks and
scratches on the seal ring face can cause leaks.
FIGURE 5-13. SEAL TERMINOLOGY

1. Seal Ring
2. Rubber Toric
3. Housing Retainer Lip
4. Housing Ramp
J05027 11/07
5. Seal Ring Housing

6. Seal Ring Face
7. Seal Ring Ramp
8. Seal Ring Retainer Lip
Disc Brake Assembly
J5-13
4. Place the installation tool onto the seal ring with

the toric ring. Refer to Section M, Special Tools,
for the installation tool part number. Lower the
rings into a container of tri-chloroethane until all
surfaces of the toric ring are wet.
7. If small adjustments are necessary, do not

push directly on the seal ring. Make any
required adjustments with the installation tool.
ALTERNATE PROCEDURE:
After positioning the seal squarely over the retaining
lip, thoroughly lubricate the ring by spraying it with trichloroethane #111.
DO NOT USE Stanosol or any other liquid that
leaves an oily film or does not evaporate quickly.
5. With all surfaces of the toric ring wet, use the
installation tool to position seal ring and toric
ring squarely against the seal housing.
APPLY SUDDEN AND EVEN PRESSURE to pop
(push) the toric ring under the housing retaining lip.
6. Use a sight gauge to check the variation in the

seal ring "assembled height" in four places that
are 90 degrees apart.
Height variation around the assembled ring
should not exceed 1.30 0.01 mm (0.51 0.05
in.) for the brake assembly floating seal or 1.14
0.01 mm (0.45 0.04 in.) for the hub seal.
J5-14
NOTE: The toric ring can twist if it is dry on one spot

or if there are burrs or fins on the housing retaining
lip. A bulging toric or cocked seal can contribute to
eventual failure.
8. The toric ring must not slip on the ramps of

either the seal ring or housing. To prevent
slippage, wait at least two minutes to let all the
tri-chloroethane evaporate before further
assembly. Once it is correctly in place, the toric
ring must roll on the ramps only. If correct
installation is not obvious, repeat Steps 4
through 7.
Disc Brake Assembly
11/07 J05027
10. Ensure that both housings are in correct

alignment and are square and concentric. Move
the parts slowly and carefully toward each
other.
9. Wipe the polished metal seal surfaces with
clean tri-chloroethane to remove any foreign
material or fingerprints. No foreign particles of
any kind should be on the seal ring faces.
Something as small as a paper towel raveling
will hold the seal faces apart and cause
leakage.
Ensure seals are

square and concentric.
NOTE: Do not slam, bump or drop the seals together.
High impact can damage the seal face and cause
leakage.
10. Apply a thin film of clean oil on the seal faces.

Use a lint-free applicator or a clean finger to
distribute the oil evenly. Make sure no oil comes
in contact with the rubber toric rings or their
mating surfaces.
Before assembling both seals and housing
together, wait at least two minutes to let all trichloroethane evaporate. Some may still be
trapped between the toric ring and the housing
ramp.
J05027 11/07
Disc Brake Assembly
J5-15
WET DISC BRAKE BLEEDING

PROCEDURE
NOTE: Rear wheel brakes must be bled before rear
tire installation.
1. Make sure that the hydraulic brake supply
(steering circuit) is operating properly.
2. If necessary, charge the brake system
accumulators. Refer to Section J, Brake Circuit
Component Service.
3. Make sure that the bleed down valves on brake
accumulator manifold are closed.
4. Check the hydraulic tank oil level and fill if
necessary.
5. With the wheels securely blocked, start the
engine and allow the accumulators to fill.
6. Slowly depress the brake pedal until the service
brake is partially applied.
Rear Wheel Brakes:
7. Crack open the O-ring plug located next to the
cooling oil port and brake apply port on the
brake back plate. Close the plug after the oil
runs clear of contaminants and free of bubbles.
Repeat for the other rear wheel brake.
J5-16
NOTE: The other cooling line has a single hex plug

located next to it. DO NOT use this plug for bleeding
the brake.
Front Wheel Brakes:
NOTE: The front wheel brakes are equipped with a
diagnostic coupler on the brake backplate. A hose
with a mating fitting can be attached and used to
direct the oil into a container during the bleeding
process.
8. Attach a hose to the diagnostic coupler on the
brake back plate (brake apply pressure circuit).
9. Slowly depress the brake pedal until the service
brake is partially applied.
10. After the oil runs clear of contaminants and free
of bubbles, remove the hose from the coupler.
Release the brake pedal.
11. Repeat Steps 8 through 10 for the other front
wheel brake.
12. Shut off the engine and allow the steering
accumulators to bleed down. Check the
hydraulic tank oil level and fill if necessary.
Disc Brake Assembly
11/07 J05027
SECTION J7
PARKING BRAKE
INDEX
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6
PARKING BRAKE BLEEDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-8
J07018
Parking Brake
J7-1
NOTES
J7-2
Parking Brake
J07018
PARKING BRAKE
OPERATION
The truck is equipped with a dry disc type parking
brake assembly mounted on each wheel motor rotor
shaft. The parking brake assemblies are inboard
mounted and can be accessed through the rear axle
housing hatch.
The parking brake is intended to prevent truck
movement after the truck has stopped and the
engine is shut off. The parking brake is not for use
during truck loading or dumping operations. Refer to
the the Operation and Maintenance Manual for
additional brake system operation instructions.
The parking brake is a spring applied, hydraulically

released, multiple disc type brake that is actuated by
the placing the directional control lever in PARK.
When the directional control lever is in PARK, the

parking brake solenoid valve (SV2) located on the
brake manifold in the hydraulic brake cabinet is deenergized, which removes hydraulic pressure from
the parking brake assemblies. Internal belleville
springs in the parking brake assemblies act on the
piston to compress the disc pack, preventing rotation
of gear (4, Figure 7-1), which is mounted on the
wheel motor rotor shaft.
When the directional control lever is moved from
PARK, pressurized oil is supplied to the brake
assemblies through the now energized parking brake
solenoid valve. Oil pressure applied to the parking
brake piston compresses the belleville springs,
releasing the discs to allow the wheel motor rotor
gear to rotate.
System interlocks prevent application of the parking
brake if the truck is in motion.
FIGURE 7-1. PARKING BRAKE
INSTALLATION
1. Wheel Motor Mounting
Flange
2. Wheel Motor
3. Parking Brake Assembly
4. Gear (Motor Rotor Shaft)
5. Retainer Plate
Washer
7. Park Brake Supply Hose
8. Cooling Air Duct Mount
9. Capscrew & Lockwasher
J07018
Parking Brake
J7-3
MAINTENANCE
The parking brakes require periodic inspection to
determine the amount of wear incurred to ensure that
adequate brake torque is available. The following
inspection should be made at 500 hour intervals.
Inspection
from rolling away.
accumulators.
3. Open the rear axle housing hatch. Check for
signs of oil leakage and damage.
4. Measure the amount of disc wear on both
parking brake assemblies as follows:
a. Insert a depth micrometer through each
piston position hole (18, Figure 7-3) and
record the dimensions.
b. Add the three measurements and divide the
total by 3 to determine the average.
c. If the resulting average of the three
measurements is greater than 24 mm (0.969
in.), the parking brake assembly must be
removed and rebuilt.
Removal
NOTE: Whenever possible, parking brake repairs
should be performed when the wheel motor is
removed from the truck. If repairs are necessary
when the wheel motor is installed, a lifting device
must be set up inside the rear axle housing to
support the weight of the parking brake assembly
when it is removed from the wheel motor.
The
parking
brake
assembly
weighs
approximately 159 kg (350 lbs). Ensure that the
lifting device is capable of supporting the weight
of the brake assembly when removed.
from rolling away.
accumulators.
3. Open the rear axle housing access door and
remove the wing nuts that retain the duct inside
the door. Remove the duct tube and open the
access covers inside the axle housing. Remove
the cooling ducts as required to set up a lifting
device for brake removal.
4. Disconnect parking brake apply supply hose (7,
Figure 7-1) from the parking brake.
5. Remove capscrews and lockwashers (9, Figure
7-1). Install guide studs in two of the mounting
holes to support the parking brake assembly
when it is removed from the wheel motor frame.
6. Slide the parking brake assembly out of the
wheel motor frame and off inner gear (4).
Remove the parking brake assembly from the
rear axle housing.

(Rear Brake)
(Front Brake)
J7-4
Parking Brake
J07018
7. If rotor shaft gear (4, Figure 7-1) is worn,

damaged or otherwise requires removal,
perform the following steps:
Disassembly
1. Match mark parking brake housing (3, Figure 73), piston housing (4), and end cap (5).
NOTE: The gear is shrink fit on the splined motor

shaft.
a. Remove capscrew and hardened washer (6,
Figure 7-1) from the shaft. Remove retainer
plate (5).
b. Install a gear puller using the tapped holes
provided in gear (4).
c. Apply heat around gear hub area while
tightening the puller until gear is removed
from shaft.
The following procedure is necessary to properly

relieve the pressure exerted by the belleville
springs on the end cap. Failure to follow this
procedure could result in capscrew failure and
personal injury during disassembly.
2. Loosen 12-point capscrews (10) evenly in 27
Nm (20 ft lbs) increments. Alternate by
selecting a successive capscrew that is located
approximately 180 degrees from the previously
loosened capscrew.
Installation
1. If the rotor shaft gear was removed, install the
gear before installing the parking brake on the
wheel motor:
Continue loosening capscrews until the spring

pressure is released and the capscrews and
washers can be removed by hand.
a. Thoroughly clean gear (4, Figure 7-1) and

the shaft. Inspect the splines and remove
any burrs that may interfere with installation.
3. Remove end cap (5). Lift belleville springs (7)

out of the counterbore of piston (6).
b. Heat the gear to 280C (536F). Immediately

install the gear on the shaft. The gear must
be fully seated against the shoulder of the
rotor shaft.
4. Lift the piston/housing assembly off the dowels

in housing (3).
5. Remove springs (1), separator discs (12), and
friction discs (13).
c. Install retainer plate (5), washer and

capscrew (6). Tighten the capscrew to 595 670 Nm (440 - 495 ft lbs).
2. Install two guide studs in the wheel motor frame
to guide the parking brake assembly into
position. Ensure that the mating surfaces are
clean and free of burrs.
6. Remove piston (6) from piston housing (4).

Remove and discard piston seals (8) and (9).
1. Clean all parts thoroughly.
2. Inspect dowel pins (2). If the dowel pins are
grooved from excessive wear or otherwise
damaged, press them out of housing (3).
3. Lift the parking brake into position for

installation. Note the proper orientation
depending on whether the parking brake is to
be installed on a left or right wheel motor. (The
bleeder screw at the top of the parking brake
will be tilted toward the front of the truck.)
4. Slide the parking brake over the guide studs
and the gear on the wheel motor rotor shaft.
5. Install capscrews and lockwashers (9) Tighten
the capscrews evenly to ensure that the parking
brake housing is properly seated on the wheel
motor. Tighten the capscrews to a final torque of
300 Nm (220 ft lbs).
3. Check the free height of compression springs

(1) and test for height under load. Replace the
springs if they are not within approximately 10%
of specification.
Free Height: . . . . . . . . . . . . . . . 11.58 mm (0.456 in.)
Height @ 162 N (36.4 lb):. . . . . . 8.89 mm (0.350 in.)
6. Connect parking brake supply hose (7) and

remove any lifting equipment.
7. Bleed the air from the parking brake apply line
and housing. Refer to Parking Brake Bleeding
Procedure later in this section.
4. Inspect belleville springs (7) for cracks and

damage. Replace the springs as necessary.
5. It is recommended that the separator discs and
friction discs be replaced if wear is indicated.
6. Check the piston and piston housing bore for
scratches, nicks, pitting and other defects that
may cause seal leakage. Slight defects may be
repaired by polishing.
8. Install all ducts that were removed.
J07018
Parking Brake
J7-5
Assembly
1. If dowel pins (2, Figure 7-3) have been
removed, press new dowel pins into the holes
in housing (3) until they are fully seated against
the shoulder.
2. Install one separator disc (12) over the dowel
pins. Insert one compression spring (1) over the
dowel pins. Insert one friction disc (13).
3. Install second compression spring (1) over the
dowel pins. Install one separator disc (12) over
the dowel pins. Insert second friction disc (13).
Install remaining separator disc (12) over the
dowel pins.
The following procedure is necessary to properly

compress the belleville springs. Failure to follow
this procedure could result in capscrew failure
and personal injury during assembly.
9. Select three capscrews that are 120 apart and
mark them.
a. Tighten the marked capscrews to 41 Nm (30
ft lbs). Snug the remaining capscrews after
each of the marked capscrews is tightened in
the following steps.
NOTE: The internal teeth of the two friction discs

must be aligned and must be concentric with the pilot
diameter machined on the rear of the housing to
enable the completed assembly to be installed
properly. If available, a mating gear as installed on
the wheel motor rotor shaft should be used to simplify
alignment.
b. Retighten the marked capscrews until the

gap between the end cap and piston housing
is equalized.
c. Retighten the marked capscrews in 27 Nm
(20 ft lbs) increments until they are fully
tightened to 122 Nm (90 ft lbs).
4. Assemble seals (8) and (9) on the piston:

a. Install the O-ring seal in the bottom of each
groove. Make sure that the O-rings are not
twisted.
b. If available, use an expander to expand the
outside diameter of each seal enough to
allow it to slide onto the piston.
NOTE: If an expander tool is not available, the seals
may be heated to 204C (400F) MAXIMUM. This
will allow ring to be manually expanded until it will fit
over piston.
c. When each seal is over the groove, resize by
compressing the seal ring. Use a full circle
clamp with any sharp edges or grooves
covered to prevent damage to the seal
surfaces.
d. Tighten the remaining capscrews to 122 Nm

(90 ft lbs).
10. Install bleeder and O-ring plug (17). Install a
fitting in one of the pressure supply ports and
attach a hydraulic power source. Install an Oring plug in the remaining port.
11. Slowly apply pressure and open the bleeder
valve to bleed air from the piston cavity. Close
the bleeder. Apply 2068 kPa (300 psi) of
hydraulic pressure and hold it for one minute.
12. Check for oil leakage. If leakage occurs, the
parking brake assembly must be disassembled
and repaired.
d. Install the quad ring in each seal.

5. Lubricate the piston seals and insert piston (6)
into piston housing (4).
6. Install piston/housing assembly over the dowels
in housing (3).
7. Place belleville springs (7) in the piston
counterbore as shown in Figure 7-3.
8. Place end cap (5) on the assembly and insert
capscrews (10) with hardened washers (11). Do
not tighten the capscrews.
J7-6
Parking Brake
J07018
FIGURE 7-3. PARKING BRAKE ASSEMBLY

1. Compression Spring
2. Dowel Pin
3. Parking Brake Housing
4. Piston Housing
5. End Cap
6. Piston
J07018
7. Belleville Springs
8. Piston Seal Assembly
10. Capscrew
11. Hardened Washer
12. Separator Disc
Parking Brake
13. Friction Disc

14. Gear (Armature)
15. Plug
16. Oil Supply Port
17. Bleeder & O-Ring Plug
18. Piston Position Holes
J7-7
PARKING BRAKE BLEEDING PROCEDURE

from rolling away.
accumulators.
3. Open the rear axle housing access door. Close
the brake accumulator bleed down valves.
5. Connect a clear plastic hose to the parking

brake bleeder screw. Place the other end of
hose into a container.
6. Slowly open the bleeder valve and allow
hydraulic oil to run until it is clear and free of
bubbles. Close the bleeder screw securely.
7. Repeat Steps 5 and 6 for the other parking
brake.
8. Shut off the engine. Remove the bleed
equipment and close the rear axle housing
hatch.
4. Start the engine and allow the steering system

to fully charge (pump unloads). Then move the
directional control lever to NEUTRAL to
disengage the parking brake.
J7-8
Parking Brake
J07018
SECTION L
HYDRAULIC SYSTEM
INDEX
HYDRAULIC SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-1
HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-1
STEERING CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-1
STEERING CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-1
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-1
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-1
HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-1
HYDRAULIC SYSTEM FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-1
HYDRAULIC CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-1
L01033
Index
L1-1
NOTES
L1-2
Index
L01033
SECTION L2
HYDRAULIC SYSTEM
INDEX
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3

HYDRAULIC PUMP MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3
HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4
STEERING CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-6
DISC BRAKE COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-8
L02034 2/06
Hydraulic System
L2-1
NOTES
L2-2
Hydraulic System
2/06 L02034
HYDRAULIC SYSTEM
The following is a general description of the hydraulic
system. Additional information concerning individual
component description and operation can be found
under the different system circuits such as the hoist
circuit, steering circuit, and hydraulic brake circuit.
HYDRAULIC PUMP MODULE

Hydraulic pumps (16) and (18, Figure 2-1) are
mounted on a modular structure behind the traction
alternator. The pump module also contains pilot
operated hoist valve (3), which controls operation of
the hoist cylinders during body dumping operations.
Overcenter manifold (10) contains internal valves (8)
and (9), which ensure smooth operation and
maximum service life from the hoist cylinders.
The overcenter manifold also provides quick
disconnect fittings (12) to allow operation of the hoist
circuit by an external hydraulic source or to use the
hoist circuit of the truck to dump the load from a
disabled truck.
FIGURE 2-1. HYDRAULIC PUMP MODULE

1. Hoist Valve Tank Return (To
Brake/Hoist Return Manifold)
2. Supply to Pilot Valve
3. Hoist Valve
4. From Pilot Valve
5. To Brake/Hoist Return Manifold
6. Work Port Outlet
L02034 2/06
7. Supply From Hoist Pump & Filter

8. Counterbalance Valve
9. Needle Valve
11. Hoist Cylinder Supply Tubes
12. Hoist Quick Disconnects
13. Pump Case Drain Line
Hydraulic System
14. Steering Pump Inlet Port

15. Unloader Valve
16. Steering/Brake Pump
17. Hoist Pump Inlet Hoses
18. Hoist Pump
19. Pump Driveshaft
L2-3
HOIST CIRCUIT OPERATION
Relieve pressure before disconnecting hydraulic

and other lines. Tighten all connections before
starting truck.
immediately.
Always maintain complete cleanliness when
opening any hydraulic connection. Ensure that
all system lines are capped while the component
is removed from the truck.
NOTE: It is highly recommended that any hydraulic

oil to be used for filling or adding to the hydraulic
system is routed through a 3 micron filter device prior
to use.
The hoist, steering and brake circuits share a

common hydraulic tank (7, Figure 2-2). The tank is
located on the left side of the frame in front of the
rear wheels. The service capacity of the tank is 947 L
(250 gal). Type C-4 hydraulic oil is recommended for
use in the hydraulic system. Oil used in the hoist,
steering and brake circuits flows from the bottom of
the tank through 100 mesh wire suction strainers.
Hydraulic oil from the tank is supplied to a gear type
hoist circuit pump (18, Figure 2-1), rated at 931 l/min
(246 gpm) @ 1900 RPM and 17,200 kPa (2500 psi).
Oil from the pump outlet port is directed to high
pressure filters (4, Figure 2-2) and then enters hoist
valve (5).
The hoist pump (and steering/brake pump) is driven
by driveshaft (6) off the rear of the traction alternator.
Hoist valve (5) directs oil flow to hoist cylinders (1)
when the operator moves the hoist control lever. The
hoist control lever is connected to the hoist pilot
valve, located in the hydraulic components cabinet,
by a flexible control cable. If the control lever is in the
FLOAT position, oil is returned to the hydraulic tank
through brake/hoist return oil manifold (2) and also
flows through the disc brake circuit to cool the wet
disc brake system. Heat generated during service
brake application is removed by oil/water heat
exchanger (1, Figure 2-5).
Hoist system pressure is limited to a maximum of
17,200 kPa (2500 psi).
L2-4
Hydraulic System
2/06 L02034
FIGURE 2-2. HOIST PUMP PIPING (Top View)

1. Hoist Cylinders
2. Brake/Hoist Return Oil Manifold
4. Hoist Circuit Filters
L02034 2/06
5. Hoist Valve
6. Pump Drive Shaft
7. Hydraulic Tank
Hydraulic System
L2-5
STEERING CIRCUIT OPERATION

Hydraulic oil from the tank is supplied to a piston
type, pressure compensated steering and brake
circuit pump (8, Figure 2-3), rated at 250 l/min (66
gpm) @ 1900 RPM @ 17,200 kPa (2500 psi).
Unloader valve (15, Figure 2-1) maintains system
pressure between 18,960 kPa (2750 psi) and 20,860
kPa (3025 psi).
Oil from the pump is directed to high pressure filter
(9, Figure 2-3) before entering bleeddown manifold
(5). The bleeddown manifold provides several
functions in the steering, brake, and hoist systems. It
is used to route oil flow to the steering system and
hydraulic brake system.
Refer to Section J for brake system operation.
L2-6
Steering system oil is directed to accumulators (3),

which store pressurized oil in the event of loss of
pump pressure. Oil is also directed to flow amplifier
valve (4) for use by the steering control unit and
steering cylinders (1).
A relatively small volume of oil is supplied from the
flow amplifier to the steering control unit, which is
mounted on the steering column in the cab. When
the operator moves the steering wheel, oil is routed
from the steering control unit back to the flow
amplifier based on the direction and rate of speed of
rotation of the steering wheel.
The flow amplifier provides a large volume of oil
(determined by input from the steering control unit) to
the steering cylinders to turn the front wheels.
Hydraulic System
2/06 L02034
FIGURE 2-3. STEERING SYSTEM COMPONENTS (Bottom View)

1. Steering Cylinders
2. Manifold
3. Steering System Accumulators
4. Flow Amplifier Valve
5. Bleeddown Manifold
L02034 2/06
6. Hydraulic Tank
7. Pump Supply Shutoff Valve (930E only)
8. Steering/Brake Circuit Pump
9. Steering/Brake Circuit Filter
10. Hoist Circuit Pump
Hydraulic System
L2-7
DISC BRAKE COOLING SYSTEM

When the hoist control valve is in the FLOAT or
HOLD position, oil is supplied by the hoist valve to
the disc brake assemblies of each wheel to remove
heat that is generated during application of the
service brakes.
Oil supplied to the rear wheel brakes flows from the
hoist valve to brake/hoist return oil manifold (11,
Figure 2-5), to the brake assemblies, and is then
returned to the brake/hoist return oil manifold and
hydraulic tank (12). Oil supplied to the front wheel
brakes is routed from the hoist valve to oil/water heat
exchanger (1) before entering the brake assemblies.
The front brake oil is then returned to the brake/hoist
return oil manifold and then to the hydraulic tank. The
front brake cooling oil is also used to lubricate the
front wheel hub bearings.
The brake cooling circuit pressure is limited by
orificed regulator valves located in the brake/hoist
return oil manifold. Figure 2-4 shows the piping and
flow of oil through the brake/hoist return oil manifold.
The internal check valves crack open at 241 kPa (35
psi). Their opening pressure will be slightly higher as
flow through the manifold increases.
Refer to Section J for information regarding operation
of the brake system.
FIGURE 2-4. BRAKE/HOIST RETURN OIL

MANIFOLD
1. Rear Brake Return
2. Rear Brake Supply
3. Rear Brake Supply Press.
4. Front Brake Supply Press.
5. Rear Brake Cooling Oil (From Hoist Valve)
6. Return From Hoist Valve
7. Return From Hoist Valve
8. Manifold
9. Front Brake Bypass
10. Rear Brake Return Pressure
11. Hoist Return Pressure
12. Front Brake Return Pressure
13. Rear Brake Oil Return
14. Rear Brake Oil Return to Tank
15. Hoist Return to Tank
16. Front Brake Oil Return to Tank
17. Front Brake Oil Return
18. Front Brake Oil Return
L2-8
Hydraulic System
2/06 L02034
FIGURE 2-5. DISC BRAKE COOLING CIRCUIT - TYPICAL (Bottom View)

1. Heat Exchanger
2. Front Brake Cooling Oil Supply
From Hoist Valve
3. L. F. Brake Cooling Outlet Hose
4. R. F. Brake Cooling Inlet Hose
L02034 2/06
5. R. F. Brake Cooling Outlet Hose

6. L. F. Brake Cooling Inlet Hose
7. Hoist Pump
8. Filters
Hydraulic System
10. Rear Brake Cooling Supply &

Return Lines
12. Hydraulic Tank
L2-9
NOTES
L2-10
Hydraulic System
2/06 L02034
SECTION L3
HYDRAULIC SYSTEM COMPONENT REPAIR
INDEX
HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3

HOIST PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-5
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10
TROUBLESHOOTING GUIDE (Hoist Pump) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-15
HYDRAULIC TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Filling Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
HYDRAULIC TANK STRAINERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
Inspect and Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
HYDRAULIC TANK BREATHERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-18
L03030 11/07
Hydraulic Component Repair
L3-1
NOTES
L3-2
11/07 L03030
HYDRAULIC SYSTEM COMPONENT REPAIR

HOIST PUMP
Removal
NOTE: The hoist pump can be removed without
removing the steering pump from the truck if desired.
3. Remove the rear axle blower duct to allow the

hoist pump to be lowered from the pump
module mounting bracket for removal. Remove
duct support bracket.
4. Close the pump supply shutoff valves.
1. Turn key switch OFF and allow approximately

90 seconds for the accumulators to bleed down.
2. If necessary, drain the hydraulic tank by using
the drain valve located on the rear side of the
tank.
NOTE: If oil in the hydraulic tank has not been
contaminated, the shutoff valves can be closed and
both pump inlet lines can be drained, eliminating the
need to completely drain the tank.
Always maintain complete cleanliness when

opening any hydraulic connection. Make sure
that all system lines and components are capped
while the component is removed from the truck.
FIGURE 3-1. HOIST AND STEERING PUMP PIPING (Top View)

1. Hoist Cylinders
L03030 11/07
5. Hoist Valve
6. Pump Drive Shaft
7. Hydraulic Tank
L3-3
5. Loosen the capscrews securing the inlet and

outlet hoses (1, Figure 3-2) on the hoist pump
and allow oil to drain. Remove inlet and outlet
hoses. Cap or cover all lines and pump inlets
and outlets to prevent contamination.
6. Remove the capscrews that secure the hoist
pump drive flange to the drive shaft.
The hoist pump weighs approximately 140 kg

(310 lbs). The hoist and steering pump together
weigh approximately 254 kg (560 lbs). Use a
suitable lifting or support device that can handle
the load safely.
FIGURE 3-2. HYDRAULIC PUMP

1. Pump Outlet Hoses
2. Pump Mount
Capscrews
3. Hoist Pump
1. Hoist Pump
2. Nut & Washer
3. Dowel
4. O-ring
5. Capscrew
L3-4
4. Pump Mount
Capscrews
6. Pump Mount Bracket
7. Outlet Hose
FIGURE 3-3. STEERING/BRAKE PUMP REMOVAL

11. Steering & Brake Pump 14. Compensator
6. Bearing Plate
Adjustment Screw
12. Pump Case Return
7. O-ring
15. Unloader
Fitting (Pump Drain)
8. Transition Plate
Adjustment Screw
13. Inlet Port
9. Coupling
16. O-ring
10. Capscrew
11/07 L03030
7. Attach a suitable lifting or support device to the

hoist pump. Attach a support to the front end of
the steering pump to hold it in place during
removal of the hoist pump.
8. Remove four capscrews (2, Figure 3-2) that
secure the hoist pump to the front support
bracket. Remove the six capscrews that hold
support bracket (6) to the pump module
support. Remove support bracket.
9. Make sure that the lifting and support devices
are in place on both pumps. Loosen (but do not
remove) the rear support bracket capscrews
that retain the steering pump. Lower the pumps,
allowing the hoist pump to come down further
than the steering pump.
10. Remove four steering/brake pump mounting
capscrews (4). Slide the hoist pump forward to
disengage the splines of drive coupling (9,
Figure 3-3) from the steering pump.
11. Move the pump to a clean work area for
disassembly.
Installation
NOTE: The following assumes the steering pump is
already in position on the truck.
1. Install O-ring (16, Figure 3-3) to steering pump
(11). Install coupler (9) to hoist pump.
The hoist pump weighs approximately 140 kg

(310 lbs). The hoist and steering pump together
weigh approximately 254 kg (560 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. Move the pump into position in the
truck.
3. Lubricate the steering pump spline shaft and
align it with coupling (9). Install the hoist pump
onto the steering pump. Install capscrews (10)
with hardened washers and tighten the
capscrews to standard torque. Raise the pumps
up into position.
4. Attach the front support bracket to the pump
module support structure and to the pump with
capscrews, lockwashers and nuts. Tighten the
5. Connect the hoist pump drive flange to the drive
shaft with capscrews, lockwashers and nuts.
Tighten the capscrews to standard torque.
6. Tighten the capscrews for steering pump
support bracket (6, Figure 3-2) to standard
torque.
7. Uncap the inlet and outlet hoses and connect
them to the pumps using new O-rings. Tighten
the capscrews securely.
8. Service the hydraulic tank with C-4 type
hydraulic oil. Refer to the topic Hydraulic Tank
later in this section for filling instructions.
9. Open the three suction line shutoff valves.
Loosen the capscrews (at the pump) on the
suction hoses to bleed any trapped air. Then
loosen the capscrews (at the pump) on the
pressure hoses to bleed any trapped air.
Tighten all capscrews securely.
NOTE: If trapped air is not bled from the steering
pump, possible pump damage and no output may
result.
10. Reinstall the blower duct and support bracket.
L03030 11/07
L3-5
Disassembly
NOTE: As parts are removed, lay them out in a group
in the same order in which they are removed.
1. Thoroughly clean the exterior of the pump
assembly. If the steering pump is attached,
remove capscrews (10, Figure 3-3) and pull the
steering pump free of transition plate (8).
Remove O-ring (16).
2. Remove and inspect coupling (9). Remove and
discard the internal snap ring, if installed.
Remove dowels (3) if damaged or if
replacement of the bearing plate is necessary.
3. Support the pump by placing it on wood blocks

with the input drive shaft pointing down. Mark
each section nearest to the input drive gear to
facilitate reassembly.
4. Remove nuts (17, Figure 3-3). Remove bearing
plate (20, Figure 3-4) with transition plate (22)
and O-ring (26). Remove the capscrews that
secure the bearing plate to the transition plate.
Remove O-ring (23). Remove the dowels if
damaged or if replacement of the transition
plate is necessary.
FIGURE 3-4. HOIST PUMP

1. Drive Gear & Shaft
2. Seal
3. Idler Gear
4. Stud
5. Steel Ball
6. Flange
7. Dowel
8. Gear Plate
9. O-ring
L3-6
10. Connector Plate

11. O-ring
12. Bearing Plate
13. Gear Plate
14. Connector Plate
15. Washer
16. Nut
17. Stud
18. Idler Gear
19. Dowel
20. Bearing Plate
21. Dowel
22. Transition Plate
23. O-ring
24. (Not Used)
25. Coupler
26. O-ring
27. Drive Gear (Rear)
28. Snap Ring

29. Coupler
30. Steel Ring
31. Backup Ring
32. O-ring
33. Pressure Plate
34. Isolation Plate
35. Plug
36. Snap Ring
11/07 L03030
5. Remove connector plate (9, Figure 3-5).

Remove O-ring (8) and steel rings (10 & 14).
replacement of the connector plate is
necessary.
NOTE: If the connector plate is stuck, tap lightly with
a plastic hammer to loosen.
6. Remove backup ring (15), O-ring and retainer
(16) and isolation plate (17). Grasp the drive
gear (12) and idler gear (11) and pull straight up
and out of the gear plate (5) bore. Remove
pressure plate (18) from gears.
7. Remove gear plate (5) and pressure plate (19).

Remove the steel rings, backup ring, O-ring and
retainer, and isolation plate. Remove O-ring (3)
and stud O-ring (4).
8. Remove bearing plate (2, Figure 3-5). Remove
O-ring (23) and stud O-rings (1). Remove
dowels (20) if damaged or if replacement of the
bearing plate is necessary.
9. Remove coupling (21). Remove snap ring (22)
if damaged or if replacement is necessary.
NOTE: Disassembly of the rear pump section is now
complete. Do not remove the thru studs at this time
because the studs serve as guides for disassembly.
FIGURE 3-5. HOIST PUMP DISASSEMBLY (Rear Section)

1. O-ring
2. Bearing Plate
3. O-ring
4. O-ring
5. Gear Plate
6. Dowel
L03030 11/07
7. Stud
8. O-ring
9. Connector Plate
10. Steel Ring
11. Idler Gear
13. Bearings
14. Steel Ring
15. Backup Ring
16. O-ring & Retainer
17. Isolation Plate
18. Pressure Plate
19. Pressure Plate

20. Dowels
21. Coupling
22. Snap Ring
23. O-ring
L3-7
10. Remove bearing plate (10, Figure 3-6). If the

bearing plate is stuck, tap lightly with a plastic
hammer to loosen it. Remove O-rings (9) and
(11).
11. Remove steel rings (13), backup ring (14), Oring and retainer (15), and isolation plate (17).
replacement of bearing plate (10) is necessary.
12. Unscrew thru studs (12) and remove them.

Remove flange (5). If the flange is stuck, tap the
flange lightly with a plastic hammer to loosen.
Remove O-ring (8). Remove dowels (6) if
damaged or if replacement of flange (5) or gear
plate (7) is necessary.
13. Remove the steel rings, backup ring, O-ring and
retainer. Remove drive gear (1) and idler (3)
from gear plate (7). Remove both pressure
plates (18).
FIGURE 3-6. HOIST PUMP DISASSEMBLY (Front Section)

2. Seal
3. Idler Gear
4. Steel Ball
5. Flange
6. Dowel
7. Gear Plate
L3-8
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
11/07 L03030
FIGURE 3-7. PREPARATION FOR SEAL

REMOVAL
1. Flange
3. Wooden Blocks
2. Bearings
14. Remove outboard shaft seal (2), snap ring (21)

and inboard shaft seal (20).
NOTE: To aid in shaft seal removal place the flange
on two small wooden blocks as shown in Figure 3-7.
FIGURE 3-8. SHAFT SEAL REMOVAL
1. Flange
2. Punch
3. Bearings
15. Use a punch and hammer to tap the outboard

shaft seal out of the flange bore. (Refer to
Figure 3-8.) Be careful not to mar, scratch or
damage the seal bore surface or bearings.
16. After the seals and snap ring have been
removed, clean the bore thoroughly. If
necessary, the bore may be smoothed with
number 400 emery paper (only).
L03030 11/07
L3-9
Inspection
1. Examine the gear bores in both gear plates;
reference Figure 3-9. During the initial break-in,
the gears cut into the aluminum gear plates.
The nominal depth of this cut is 0.203 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. Use a knife or sharp pointed scraper to
remove the metal that was rolled against the
pressure plates. Remove all metal chips that
were broken loose.
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, replace the
pressure plates.
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, replace the gears.
4. If any of the internal parts show excessive wear,
replace with new parts. Replace all O-rings and
seals.
NOTE: Replacing the bearing in the flange,

connector plates or bearing plate is not
recommended due to close tolerances and special
tooling that is required for crimping the bearing in
place to prevent bearing spin.
6. Inspect the flange seal bore for scratches or
gouges which may interfere with shaft seal
installation.
7. For additional pump and system inspection
refer to the Troubleshooting Guide.
Assembly
A suitable seal press ring or plug and two small wood
blocks should be used. The following seal installation
procedure uses a vise, but it can be adapted for use
of a press if one is available.
1. Open the vise jaws wide enough to accept the
combined thickness of the flange, wood blocks
and press ring.
2. 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 (see to Figure 3-10).
3. Lubricate the seals with hydraulic oil. Position
inboard shaft seal (3, Figure 3-11) with the
metal face toward the outboard end of the
flange.
5. Inspect the bearings. If they are worn beyond

the gray teflon into the bronze material, the
replace the flange connector plates or bearing
plate.
FIGURE 3-10. SHAFT SEAL INSTALLATION

FIGURE 3-9. GEAR BORE INSPECTION
1. Gear Track-In
L3-10
2. Gear Plate
1. Flange
2. Wood Blocks
3. Bearing Projection
11/07 L03030
5. Install snap ring (2, Figure 3-11) with the snap

ring opening over weep hole (10).
11. With the bronze side up and the milled slot

facing toward the discharge side, slide pressure
plate (2, Figure 3-13) down into the gear bores
until it rests on the backup ring and O-ring. Do
not force the plate down the gear bores. If it
hangs up on the way down, work it back and
forth until it slides freely into place.
6. Install the outboard seal (metal face out) until it

just contacts the snap ring.
12. Coat the inside of the gear plate and the gears
with clean hydraulic oil.
4. 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. Lubricate thru stud threads (14, Figure 3-11)

with hydraulic oil. Thread the studs into flange
until snug. There are four long studs and four
short studs. Refe to Figure 3-12 for proper stud
location.
8. Lubricate and install O-ring (7). Install dowel
pins (12) if removed. Install gear plate (13).
Make sure that the recess in the gear plate will
be toward the connector plate or facing up
when the gear plate is installed.
9. Install steel rings (5, Figure 3-12). Lubricate and
install backup ring (8), O-ring (7) and ring
retainer (6) as shown in Figure 3-12.
10. Install 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.
NOTE: To ensure that the gear pump is correctly

timed during reassembly, place a mark on the end of
the input shaft to indicate the location of the valley
between any two gear teeth. Refer to Figure 3-16
which illustrates gear timing.
13. 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. Damage to the
bronze face of the pressure plate could result.
Be careful when pushing the drive gear
extension thru the shaft seals. Install the idler
gear.
FIGURE 3-12. PUMP REASSEMBLY

FIGURE 3-11. SHAFT SEAL INSTALLATION
1. Outboard Shaft Seal
2. Snap Ring
3. Inboard Shaft Seal
4. Seal, Metal Face
5. Flange
6. Steel Ball
7. O-ring
L03030 11/07
8. Bearing
9. Bearing
10. Weep Hole
11. Plug
12. Dowel
13. Gear Plate
14. Thru Studs
1. Gear Plate
2. Drive Gear
3. Idler Gear
4. Bearing
5. Steel Ring
6. Retainer
7. O-ring
8. Backup Ring
9. Isolation Plate
10. Relief Area
11. Thru Studs
L3-11
14. Install the opposite pressure plate with the

bronze side down and the milled slot facing
toward the discharge side.
15. Install steel rings (11, Figure 3-14), backup ring
(12), O-ring and retainer (13). Install isolation
plate with its relief toward the pressure plate.
16. Lubricate and install thru stud O-rings (5) and
connector plate O-ring (7). Install dowel (14) if
removed. Lubricate the inside diameter of
bearings (17) and install connector plate (6).
Install snap ring (8) and coupling (9).
FIGURE 3-13. PRESSURE PLATE INSTALLATION

1. Gear Plate
2. Pressure Plate
3. Slot
FIGURE 3-14. HOIST PUMP REASSEMBLY

2. Idler Gear
3. Gear Plate
4. Relief
5. O-ring
6. Connector Plate
L3-12
7. O-ring
8. Snap Ring
9. Coupling
10. Thru Studs
11. Steel Ring
12. Backup Ring

14. Dowel
15. Isolation Plate
16. Pressure Plate
17. Bearings
11/07 L03030
17. Lubricate O-ring (3, Figure 3-15) and install it in

bearing plate (7). Lubricate O-rings (4) and
install them over studs (12). Replace dowel (2)
if removed. Install bearing plate (7).
18. Repeat Steps 9, 10 and 11 for installation of the
steel rings, backup ring, O-ring, retainer,
isolation plate and pressure plate.
19. Lubricate the inside diameter of bearings (26).

Install O-rings (8 & 9) and dowel (25) if
removed. Install gear plate (10). Make sure that
the relief in the gear plate is toward bearing
plate (7).
FIGURE 3-15. HOIST PUMP REASSEMBLY

2. Dowel
3. O-ring
4. O-ring
5. Coupling
6. Connector Plate
7. Bearing Plate
L03030 11/07
8. O-ring
9. O-ring
10. Gear Plate
11. Connector Plate
12. Stud
13. Idler Gear
14. Capscrew
15. Bearing Plate

16. Transition Plate
17. O-ring
18. (Not Used)
19. Coupling
20. Nut
21. O-ring
22. Dowel
23. Dowel
24. O-ring
25. Dowel
26. Bearings
L3-13
20. Install rear drive gear (1) and idler gear (13).
The rear drive gear must be timed with the front
drive gear. This is accomplished by lining up a
tooth on the rear drive gear with the valley of
two teeth on the front drive gear as shown in
Figure 3-16.
FIGURE 3-17.
FIGURE 3-16. PUMP GEAR TIMING
1. Wrench
2. Input Shaft
21. Repeat Steps 14 and 15 for installation of the
remaining pressure plate, steel rings, backup
ring, O-ring and retainer, and isolation plate.
22. Lubricate and install O-ring (24, Figure 3-15) in
connector plate (11). Install dowel (23) if
removed. Lubricate the inside diameter of the
bearing in connector plate (11). Install
connector plate (11) with flat washers and nuts.
23. Install dowel (22) if removed. Lubricate and
position O-ring (17) in transition plate (16).
Assemble bearing plate (15) to the transition
plate and install capscrews (14). Tighten the
24. Lubricate O-ring (21) and position it on bearing
plate (15). Install the assembled bearing plate
and transition plate to connector plate (11) and
secure it with nuts (20). Tighten the nuts to
standard torque.
25. Install coupling (19).
3. Pump
26. Lubricate the thru stud threads and install two

opposite stud nuts and hardened washers.
Tighten the nuts to 332 7 Nm (245 5 ft lbs).
27. Use a 45 cm (18 inch) adjustable wrench to
check the pump drive shaft rotation. The drive
shaft will be tight but should turn freely with a
maximum torque of 15 Nm (10 ft lbs) after the
initial surge (see Figure 3-17).
28. If the shaft will not turn properly, disassemble
the pump and examine the parts for burrs or
foreign material that may be causing buildup or
interference between parts.
29. When the input shaft turns properly, install the
remaining hardened washers and nuts. Tighten
the nuts to 332 7 Nm (245 5 ft lbs).
30. Install a new O-ring on the steering pump flange
and install the steering pump onto transition
plate (16, Figure 3-15). Install the capscrews
and tighten them to standard torque.
A snap ring may have been installed previously

inside coupling (19). This snap ring is not
necessary and must not be used. In some cases,
depending on tolerance stack-up, the snap ring
can cause excessive axial loading, leading to
premature pump failure.
L3-14
11/07 L03030
HOIST PUMP TROUBLESHOOTING GUIDE

TROUBLE
POSSIBLE CAUSE
1. Sandblasted band around pressure

plate bores
Abrasive wear caused by fine

particles not visible to the eye
(such as dirt)
2. Angle groove on face of pressure

plate
ACTION
1. Was clean oil used?
2. Was filter element change period
correct?
3. Were correct filter elements used?
3. Lube groove enlarged and edges

rounded
4. Hoist cylinder rod wiper and seals

in good condition?
4. Dull area on shaft at root of tooth
5. Cylinder rods dented or scored?
5. Dull finish on shaft in bearing area
6. Was system flushed properly after

previous failure?
6. Sandblasted gear bore in housing

1. Scored pressure plates.
2. Scored shafts
Abrasive wear caused by

coarse metal particles visible
to the eye
3. Scored gear bore
1. Was system flushed properly after

previous failure?
2. Contaminants generated elsewhere
in hydraulic system?
3. Contaminants generated by
wearing pump components?
1. Any external damage to pump
Incorrect installation
2. Any interference between pump

and machine?
2. Damage on rear of drive gear and

rear pressure plate only
1. Eroded pump housing
2. Eroded pressure plates
1. Did shaft bottom in mating part?
Aeration-cavitation caused by
restricted oil flow to pump
inlet or aerated Oil
1. Tank oil level correct?

2. Oil viscosity as recommended?
3. Restriction in pump inlet line?
4. Air leak in pump inlet line?
5. Loose hose or tube connection?
1. Heavy wear on pressure plate
Lack of oil
2. Heavy wear on end of gear

1. Housing scored heavily
2. Inlet peened and battered
2. Any leaks in piping inside tank?

Damage caused by metal
object
1. Metal object left in system during

initial assembly or previous repair?
2. Metal object generated by another
failure in system?
3. Foreign object caught in gear teeth

1. Pressure plate black
1. Was oil level correct?
Excessive heat
2. O-rings and seals brittle
1. Metal object left in system during

initial assembly or previous repair?
2. Was relief valve setting too low?
3. Gear and journals black
3. Was oil viscosity correct?

4. Was oil level correct?
1. Broken shaft
Over-pressure
2. Broken housing or flange
L03030 11/07
1. Relief valve setting correct?

2. Did relief valve function?
L3-15
HYDRAULIC TANK
Filling Instructions
NOTE: If filling is required, use only type C-4
hydraulic oil as specified on the truck Lubrication
Chart. Filtering of oil with a 3 micron filtering system
is recommended.
1. Lower the tuck body and shut down the engine.
With the key switch OFF, allow at least 90
5. Continue to repeat Steps 1 through 4 until the

oil level is maintained in the top sight gauge
with the engine stopped, key switch OFF, and
body down.
NOTE: With the engine running and oil at operating
temperature, the oil should be visible in the lower
sight glass. If not, shut down the engine and add oil.
NOTE: Minor adjustments to the oil level can be
made by using drain cocks (5) next to the filler neck.
2. Remove fill cap (1, Figure 3-18) and add clean

type C-4 hydraulic oil until oil is visible in the top
sight gauge.
3. Install the fill cap.
4. Start the engine. Raise and lower the dump
body three times.
If a component in the hydraulic system fails, an

oil analysis should be made before replacing any
component. If foreign particles are evident, the
system must be flushed. Refer to Hydraulic
System Flushing instructions.
Removal
1. Turn the key switch OFF and allow at least 90
down.
NOTE: Be prepared to contain approximately 947 L
(250 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.
2. Thoroughly clean the outside of the hydraulic
tank and attached equipment.
3. Drain the hydraulic tank by using the drain valve
located on the rear side of the tank.
4. Disconnect the hydraulic lines. Plug all lines to
prevent possible contamination to the system.
Tag each line at removal for proper identification
during installation.
FIGURE 3-18. HYDRAULIC TANK

1. Fill Cap
2. Sight Gauges
3. Breather Filters (2)
4. Drain Valve
5. Drain Cocks
(if equipped)
Be careful to avoid contact with hot oil if tthe

ruck has been operating. Avoid spillage and
contamination.
5. Attach a suitable lifting device to the hydraulic
tank. The weight of the hydraulic tank is
approximately 590 kg (1300 lbs).
6. Remove the capscrews and lockwashers that
secure the hydraulic tank to the frame.
7. Move the hydraulic tank to a clean work area for
disassembly or repair, if necessary
L3-16
11/07 L03030
Installation
1. Lift the hydraulic tank into position and secure it
with capscrews and lockwashers. Tighten to
622 Nm (459 ft lbs).
2. Uncap the hydraulic lines and attach them to
the proper connections.
3. Replace the breather filters, if required.
4. Fill the hydraulic tank. Refer
Instructions on the previous page.
to
Filling
5. Bleed all air from the hydraulic lines.

6. Open both suction line shutoff valves (4).
NOTE: If trapped air is not bled from the steering
pump, possible pump damage and no output may
result.
HYDRAULIC TANK STRAINERS
NOTE: Be prepared to contain approximately 947 L

(250 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.
2. Drain the hydraulic tank by using the drain valve
located on the rear side of the tank.
3. Disconnect pump suction hoses. (5, Figure 319).
4. Remove capscrews and lockwashers (3) that
secure cover (2) to the hydraulic tank. Remove
and discard the gasket.
secure the suction strainers. Remove the
suction strainers.
Inspect and Clean
NOTE: Inspect the strainers thoroughly for metallic
particles and varnish build up (if oil has been
overheated). The quantity and size of any particles
may be an indication of excessive wear of
components in the hydraulic system.
1. Clean the strainers from the inside out with
fresh cleaning solvent.
Removal
1. Turn the key switch OFF and allow at least 90
down.
2. Inspect the strainers for cracks and wear.

Replace the strainers if necessary.
3. Clean any sediment from the bottom of the
hydraulic tank.
Installation
1. Install suction strainers and secure them in
place with capscrews and lockwashers. Tighten
the capscrews to standard torque.
2. Using a new cover gasket, move cover (2,
Figure 3-19) into position and install capscrews
and lockwashers (3). Tighten the capscrews to
standard torque.
3. Install the pump suction hoses.
4. Fill the hydraulic tank. Refer
Instructions on the previous page.
FIGURE 3-19. STRAINER REMOVAL

4. Shutoff Valve
1. Hydraulic Tank
5. Pump Suction Hoses
2. Cover
3. Capscrews &
Lockwashers
L03030 11/07
to
Filling
5. Open both suction line shutoff valves (4).

NOTE: If trapped air is not bled from steering pump,
possible pump damage and no output may result.
L3-17
HYDRAULIC TANK BREATHERS

There are two breather filters located on top of the
hydraulic tank that allow air in and out of the tank.
The filters should be replaced at the interval specified
on the lubrication chart.
Keep the area around the breather filters clean and
free of debris. If there is any indication that the
breather filters are oil-soaked, replace the filters as
soon as possible and check for proper oil level in the
hydraulic tank. Once the breather filters become oilsoaked, they will plug very quickly.
L3-18
Plugged breather filters can cause pressure

buildup inside the hydraulic tank and can cause
the service brakes to drag.
11/07 L03030
SECTION L4
STEERING CIRCUIT
INDEX
STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3

COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4
Steering Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4
Bleeddown Manifold Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-5
Bleeddown Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-5
Relief Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7
Hoist Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7
Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7
Low Precharge Warning Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7
High Pressure Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7
Quick Disconnect Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7
Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-9
FLOW AMPLIFIER SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10
No Steer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10
Steering Left . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-12
Steering Right . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-14
No Steer, External Shock Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-16
STEERING PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-18
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-18
High Altitude Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-18
PRINCIPLE OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20
Full Pump Volume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20
Half Pump Volume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20
Neutral Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-20
Steering Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-21
L04045
Steering Circuit
L4-1
NOTES
L4-2
Steering Circuit
L04045
STEERING CIRCUIT
STEERING CIRCUIT OPERATION
Pump (8, Figure 4-1) supplies oil to bleeddown
manifold (5) after passing through high pressure filter
(9). This oil supply is then distributed to the brake
system and steering system.
System pressure is regulated between 19,000 kPa

(2750 psi) and 20,900 kPa (3025 psi) by an unloader
valve located on the bottom of the steering pump
case.
FIGURE 4-1. STEERING SYSTEM COMPONENTS - TYPICAL (Bottom View)

1. Steering Cylinders
2. Manifold
3. Steering Accumulators
L04045

6. Hydraulic Tank
7. Shutoff Valve
(930E only)
Steering Circuit
9. Steering/Brake Circuit
Filter
10. Hoist Circuit Pump
L4-3
Oil pressure from the bleeddown manifold is routed

back to the pump and sensed by the ACC port on
the unloader valve. A steering pressure switch,
mounted on the bleeddown manifold, is connected
electrically to a low steering pressure warning lamp
mounted in the cab, which warns the operator if
system pressure drops below 15,900 kPa (2300 psi).
COMPONENT DESCRIPTION
The bleeddown manifold performs many functions,

including distribution of the steering circuit oil supply
to steering system accumulators (3) and flow
amplifier valve (4). Oil is also provided to the service
brake apply system, the automatic lubrication system
grease pump motor, and the optional radiator
shutters, if installed.
Two nitrogen precharged accumulators are mounted
on the left frame rail behind the front tire. They
provide a sufficient oil supply to allow the operator to
steer the truck off the haul road and park in a safe
area if a loss of steering circuit oil occurs. A steering
accumulator bleeddown solenoid, mounted on the
bleeddown manifold, is electrically activated to bleed
the pressurized hydraulic oil from inside the
accumulators back to the hydraulic tank whenever
the key switch it turned to the OFF position.
If a loss of steering pressure occurs during operation,
the truck must be stopped immediately. The pressure
in the accumulators allow the operator to steer the
truck for a short period. Do not attempt further
operation until the problem is located and corrected.
The bleeddown manifold and accumulators supply oil
to the flow amplifier valve. The flow amplifier directs
oil flow to the appropriate ports on the steering
cylinders as determined by inputs from the steering
control unit as the operator steers the truck (see
Figure 4-2).
Oil entering the steering control unit is blocked until
the steering wheel is turned in a desired direction.
The valve then directs oil to the flow amplifier, which
in turn provides a high volume of oil to the steering
cylinders. Hydraulic oil at the opposite ends of the
steering cylinders flows back through the flow
amplifier and bleeddown manifold to the hydraulic
tank.
FIGURE 4-2. STEERING CONTROL UNIT

T: Tank Port
L: Left Steer Port
P: Pressure (Supply)
Port
R: Right Steer Port

LS: Load Sense Port
1. Valve Assembly
Steering Control Unit

The steering control unit (Figure 4-2) is mounted
inside the cab and is directly coupled to the lower
end of the steering column.
Operation of the steering control unit is both manual
and hydraulic in effect. This component incorporates
a hydraulic control valve. Steering effort applied to
the steering wheel by the operator actuates the
valve, which in turn directs hydraulic oil through the
flow amplifier valve to the steering cylinders to
provide the operator with power steering.
Oil flow to the brake apply system flows through a

check valve, preventing loss of oil in the brake circuit
if a loss of oil occurs in the steering circuit. Refer to
Section J for a detailed description of the brake apply
system hydraulic circuit and components.
L4-4
Steering Circuit
L04045
Bleeddown Manifold Valve

Bleeddown manifold (5, Figure 4-1) is located on the
outside of the left hand frame rail just behind the
accumulators. The bleeddown manifold is equipped
with the following major circuit components, as
shown in Figure 4-3:
Low steering system pressure switch (7)
Steering accumulator bleeddown solenoid (6)
4100 kPa (600 psi) relief valve (12)
27,500 kPa (4000 psi) relief valve (13)
Hoist up limit solenoid valve (15)
Pilot operated check valve (23)
The bleeddown manifold receives oil from the
steering/brake pump through a high pressure filter
and directs oil to the accumulators, brake circuit, flow
amplifier and auto lube system hydraulic pump. Oil
supply for the steering control unit and steering
cylinders is supplied via the flow amplifier. The
manifold also provides hoist circuit control when the
body is raised.
The relief valves, steering accumulator bleeddown
solenoid, and hoist up limit solenoid valve are factory
preset and cannot be individually rebuilt.
Steering Accumulator Bleeddown Solenoid
Each time the key switch is turned OFF with the truck
stopped, steering accumulator bleeddown solenoid
(6, Figure 4-3 and 27, Figure 4-5) is energized. When
the solenoid is energized, all hydraulic steering
pressure, including the accumulators, is bled back to
the hydraulic tank. Brake pressure, however, will not
bleed down due to internal check valves in the brake
manifold and bleeddown manifold (see Figure 4-5).
After approximately 90 seconds, the solenoid will deenergize to close the return port to the tank. By this
time, all the oil in the accumulators should be
returned to the tank. At startup, the steering circuit
and brake circuit will be charged. The low steering
pressure light and buzzer will turn on until steering
pressure reaches 15,900 kPa (2300 psi). This is
controlled by the low steering pressure switch (7,
Figure 4-3).
If steering pressure falls below 15,900 kPa (2300 psi)
during operation, the low steering pressure warning
light will illuminate until pressure returns to normal.
L04045
Steering Circuit
FIGURE 4-3. BLEEDDOWN MANIFOLD

1. To Hoist Valve, Power Up
2. To Hoist Valve, Power Down
3. Spare Pressure Port
4. VHMS Pressure Sensor (Port TP2)
5. To Brake System
6. Steering Accumulator Bleeddown Solenoid
7. Low Steering System Pressure Switch
8. Supply To Flow Amp
9. Return From Flow Amp
10. To Front Steering Accumulator
11. To Rear Steering Accumulator
12. Relief Valve, 4100 kPa (600 psi)
13. Relief Valve, 27,500 kPa (4000 psi)
14. Auto Lube Pump Supply Port
15. Hoist Up Limit Solenoid Valve
16. Return From Hoist Pilot Valve
17. Hoist Pilot Valve, Power Down
18. Hoist Pilot Valve, Power Up
19. Return to Tank
20. Feedback Pressure to Unloader valve
21. Supply From Pump
22. Test Port (TP3)
23. Pilot Operated Check Valve
24. Quick Disconnect, Supply Port
25. Quick Disconnect, Return Port
L4-5

4. Hoist Up Limit Solenoid
5. Return From Hoist Pilot Valve
6. Return to Tank
7. Pressure Test Port (TP3)
8. From Hoist Pilot Valve, Power Down
9. From Hoist Pilot Valve, Power Up
L4-6
10. Check Valve

11. Check Valve
12. Supply to Brake System
13. VHMS Pressure Sensor (Port TP2)
14. Low Steering System Pressure Switch
15. Check Valve
18. Auxiliary Power Supply Port
19. Inlet from Steering Pump
Steering Circuit
L04045
Relief Valves
Low Precharge Warning Switch
Relief valve (3, Figure 4-4), located in the bleeddown

manifold, limits the hydraulic supply pressure to the
steering and brake circuits to 27,500 kPa (4000 psi).
Pressure switches, located in the top of each

accumulator, monitor the nitrogen pressure and are
used to activate the accumulator precharge warning
light if the nitrogen pressure drops below 7600 kPa
(1100 psi).
Relief valve (2) provides maximum pressure

protection of 4100 kPa (600 psi) for the oil returning
to the hydraulic tank.
Hoist Up Limit Solenoid

Hoist up limit solenoid (4) is a 3-way valve that is
activated by the hoist limit switch when the hoist
cylinders approach the maximum extension limit.
When activated, the solenoid will close the power up
pilot line to the hoist valve from the hoist pilot valve
mounted in the hydraulic cabinet.
Pilot operated check valve (30, Figure 4-5) is opened
by power down pilot pressure line (19) to allow oil in
the raise port to bypass hoist up limit solenoid (24)
for the initial power down operation while the
solenoid is activated by the hoist limit switch.
more information about the hoist limit switches.
The switches monitor nitrogen pressure when the

key switch is turned ON 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 7600 kPa

(1100 psi) of nitrogen precharge in the
accumulator. Low nitrogen pressure may not
provide an adequate supply of steering system
oil in some emergency conditions. If the low
precharge warning light remains on, check the
accumulator precharge pressure and recharge if
necessary.
Steering Accumulators
The two steering accumulators (3, Figure 4-1) are
bladder type accumulators with a capacity of 62 liters
(16.5 gallons) each. The accumulators are charged
to 9700 kPa (1400 psi) with pure dry nitrogen using
the charging valve located on the top end.
Oil entering the accumulators compresses the
nitrogen in the bladder. The nitrogen pressure
increases directly with steering circuit pressure.
When steering circuit pressure reaches 20,900 kPa
(3025 psi), the unloader valve will unload the pump.
The accumulators will contain a quantity of oil, under
pressure and held by check valves in the bleeddown
manifold, that will be available for steering the truck.
When system pressure drops to 19,000 kPa (2750
psi), the pump output will again increase to refill the
accumulators and increase the steering system
pressure. The accumulators also provide oil for a
limited period of time to be used in case the pump
becomes inoperative.
L04045
High Pressure Filter

High pressure filter (9, Figure 4-1) filters oil for the
steering and brake circuits.
If the filter element becomes restricted, a warning
indicator is activated at 241 kPa (35 psi) differential,
and oil will bypass the element at 345 kPa (50 psi)
differential.
Refer to Section L9 for further information regarding
hydraulic
system
filters
and
maintenance
procedures.
Quick Disconnect Ports
Ports on the bleeddown manifold allow service
personnel to connect an external hydraulic supply to
allow operation of the truck steering and service
brake systems if the steering/brake pump or engine
is not operational.
The external supply is connected to port (24, Figure
4-3) and the return is connected to port (25). This
feature should only be used for an emergency to
allow operation of the truck to return to the shop for
service or to move the truck out of haul road traffic.
Steering Circuit
L4-7
FIGURE 4-5. BLEEDDOWN MANIFOLD SCHEMATIC

1. Steering/Brake Pump Inlet (Pump)
2. VHMS Steering Pressure Test Port (TP2)
3. Steering Accumulator
4. APU Port
5. Pressure Feedback (to Steering Pump)
6. Steering Pressure Switch
7. (Not used)
8. Radiator Shutters (If installed)
9. Spare Pressure Port
10. Brake Circuit Supply
11. Steering Accumulator
12. Steering Circuit Supply to Flow Amplifier
13. Quick Disconnect, Supply Port
14. Steering Circuit Return From Flow Amplifier
15. Quick Disconnect, Return Port
16. Spare Return Port
L4-8
17. Auto Lube Pump Supply

18. Hoist Pilot Return
19. Hoist Pilot Power Down
20. Hoist Pilot Power Up
21. Tank Return Port
22. Hoist Power Up
23. Hoist Power Down
24. Hoist Up Limit Solenoid
26. Cavity Plug
31. Test Port (TP3)
Steering Circuit
L04045
Flow Amplifier
Flow amplifier (4, Figure 4-1), located on the left
frame rail in front of the accumulators, is used in the
steering circuit to provide the high volume of oil
required for the steering cylinders.
The flow amplifier uses the amount of flow from the

steering control unit to determine a proportional
amount of flow to send from the bleeddown manifold
to the steering cylinders.
FIGURE 4-6. FLOW AMPLIFIER VALVE
L04045
Steering Circuit
L4-9
FLOW AMPLIFIER SYSTEM OPERATION

Refer to Figures 4-7 through 4-10 for oil flow paths
during the following conditions:
Neutral
Steering Left
Steering Right
External shock load
No Steer
(Refer to Figure 4-7)
High pressure oil from the steering pump and
steering accumulators is available through the
bleeddown manifold to the HP port on the flow
amplifier.
Upon entering the priority valve, the oil goes past the
spool to the closed amplifier valve and also out port
P through a hose to port P on the steering control
unit. In the steering control unit, the oil goes to a
closed area in the control.
As pressure builds up in these two areas, oil passes
through orifices in the end of the priority valve and
builds pressure on the end of the valve and port PP.
When pressure reaches approximately 3500 kPa
(500 psi), the spool moves, compressing its spring
and closing off oil supply through area A, resulting
in high pressure at PP but only 3500 kPa (500 psi)
at the amplifier spool and steering control unit.
L4-10
Steering Circuit
L04045
FIGURE 4-7. FLOW AMPLIFIER - NO STEER
L04045
Steering Circuit
L4-11
Steering Left
When the operator turns the steering wheel to the
left, the steering control unit is opened to allow oil
coming in port P to pass to the gerotor section of
the control unit to turn the rotor. Oil in the other side
of the gerotor flows through other passages in the
control unit valve and out steering control unit port
L. This oil enters port L of the flow amplifier and
goes to a closed area B in the directional valve.
As pressure in this area builds, it also passes into the
spool through orifice C to the spring area on the
end of the directional valve. The pressure then
moves the spool compressing the springs on the
opposite end. This movement allows the oil entering
area B to pass through the directional valve to area
D of the amplifier valve through sleeve E holes to
a passage between sleeve E and valve F, through
hole G in sleeve E, where it initially is blocked by
the valve body.
As pressure builds up in this area, oil also flows from
area D, around the outside of sleeve E, around
pin H, through orifice J to build pressure on the
end of the amplifier valve, and opens hole G just
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.
This combined oil going to the center area Q of the

directional valve passes out port CL of the flow
amplifier 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, pass through the
directional valve to area M, pass through 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 through its LS port
and builds pressure in the spring area of the priority
valve. This additional force on the spring end of the
priority valve causes area A to open and allow the
necessary flow and pressure to pass through the
amplifier valve to operate the steering cylinders.
The flow amplifier valve includes a relief valve in the
priority valve spring area that is used to control
maximum steering working pressure to 19,000 kPa
(2750 psi), even though supply pressure coming in to
port HP is higher. When 19,000 kPa (2750 psi) is
obtained, the relief valve prevents the LS pressure
from increasing, thereby allowing the priority valve to
compress the spring enough to close off area A
when 19,000 kPa (2750 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 hole G. The number of holes K (7) in
sleeve E determine the amount of additional oil that
is added to the steering control unit oil passing
through hole G.
L4-12
Steering Circuit
L04045
FIGURE 4-8. FLOW AMPLIFIER - LEFT STEER
L04045
Steering Circuit
L4-13
Steering Right
There are only a few differences between steering
left and steering 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 oil flows through the amplifier valve in exactly
the same way. 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 to the right.
The returning oil comes back through port CL to go
to the tank. The LS oil operates exactly the same as
steering left.
L4-14
Steering Circuit
L04045
FIGURE 4-9. FLOW AMPLIFIER - RIGHT STEER
L04045
Steering Circuit
L4-15
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 that causes a large
shock load, forcing 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 at port CR will open
at its adjusted setting of 21,400 kPa (3100 psi) and
allow oil to escape from the pressurized ends of the
cylinders, preventing a higher pressure.
L4-16
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
L04045
FIGURE 4-10. FLOW AMPLIFIER - NO STEER, EXTERNAL SHOCK LOAD
L04045
Steering Circuit
L4-17
STEERING PUMP
Normal Operation
The steering/brake pump is mounted on the rear of

the hoist system pump. The drive shaft mates with an
internally splined coupling inside the hoist pump
when the pump is bolted in place.
Driveshaft (35, Figure 4-11) runs through the

centerline of pump housing (37) and valve plate (48).
Cylinder barrel (45) is splined to the drive shaft.
The steering pump is a pressure compensated piston

type pump with an unloader valve. The pressure
compensator is adjusted to 22,900 kPa (3325 psi).
The pump-mounted unloader valve maintains system
pressure between 19,000 kPa (2750 psi) and 20,900
kPa (3025 psi).
Oil flow from the pump is routed through a high
pressure filter, then to the bleeddown manifold,
where the flow is directed to the steering circuit
(accumulators, flow amplifier, etc.) and to the brake
apply system components located in the hydraulic
brake cabinet behind the cab.
Ball bearing (33) supports the outboard end of the

driveshaft, and bushing type bearing (47) supports
the inboard end. The pump cylinder barrel is carried
in a polymerous (journal type) bearing (41).
The valve plate has two crescent shaped ports (inlet
and outlet). Pumping pistons (44) in the cylinder
barrel are held against swashblock (28) by shoe
retainer (17). The shoe retainer is held in position by
fulcrum ball (40), which is forced outward by retainer
springs (13). The springs act against pump cylinder
barrel (45), forcing it against the valve plate while
also forcing the piston shoes against the swashblock.
The semi-cylindrical shaped swashblock limits the
piston stroke and can be swiveled in arc shaped
saddle bearings (21). The cradle is swiveled by
control piston (14).
High Altitude Operation
The steering pump on later model trucks
incorporates adjustable stroke control device (25,
Figure 4-11). If the truck is operating at high altitude
locations of 3,050 meters (10,000 feet) or more
above sea level, it may be necessary to adjust the
pump stroke to reduce oil flow to eliminate pump
cavitation problems.
L4-18
Steering Circuit
L04045
1. Plug
2. O-ring
3. Spring
4. Back-Up Ring
5. O-Ring
6. Back-Up Ring
7. O-Ring
8. O-Ring
9. O-Ring
10. Back-Up Ring
11. Spring
12. Control Piston Sleeve
13. Spring
14. Piston
15. Pin
16. Control Piston Stop Pin
17. Shoe Retainer
18. Pin
19. Retainer Ring
20. Washer
21. Saddle Bearing
22. Roll Pin
23. Link
24. O-Ring
25. Stroke Adjuster
26. Retainer Ring
27. Pin
28. Swashblock
29. Dowel Pin
30. Saddle
31. Roll Pin
32. Retainer Ring
33. Bearing
34. Shaft Retainer Ring
35. Shaft
36. Seal Retainer
37. Pump Housing
38. Shaft Seal
39. O-Ring
40. Fulcrum Ball
41. Cylinder Bearing
42. O-Ring
43. Elbow Fitting
44. Piston/Shoe Assembly
45. Cylinder Barrel
46. Gasket
47. Bearing
48. Valve Plate
49. Capscrew
50. O-Ring
51. Cover
52. Seal
53. Cap
L04045
FIGURE 4-11. STEERING PUMP
Steering Circuit
L4-19
PRINCIPLE OF OPERATION
Full Pump Volume
Control piston (1, Figure 4-12) controls the angle of
swashblock (4). When the control piston moves to
the full right position, the pump is at maximum
pumping capacity.
The driveshaft turns splined housing (2), which
contains 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.
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 4-12. PUMP AT FULL VOLUME
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 4-13 shows that the position of control piston
(1) is near the center of its travel. Swashblock (4) is
not angled as steep as before. Therefore, the pistons
have a shorter stroke. As the piston stroke gets
shorter, the pump output also decreases.
FIGURE 4-13. PUMP AT HALF VOLUME
Neutral Position
Neutral position (Figure 4-14) results when control
piston (1) centers swashblock (4). The swashblock
angle is now zero and the swashblock face is now
parallel to cylinder face. Therefore, no inward or
outward motion of pump pistons (3) exists as the
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 4-14. PUMP IN NEUTRAL POSITION
L4-20
Steering Circuit
L04045
Steering Pump
Figure 4-15 shows the steering pump and the
location of the pressure control adjustments and
stroke (flow) adjuster.
Stroke adjuster (3, Figure 4-15) is set at the factory to
provide maximum pump flow so adjustment is not
normally required. If the truck is operated at high
altitude locations of 3,050 meters (10,000 feet) or
more above sea level, it may be necessary to
readjust the stroke control to reduce pump flow to
prevent pump cavitation under certain conditions. If
the truck is operating at high altitude and problems
occur, consult your Komatsu service representative
for adjustment procedures.
Figure 4-16 shows the schematic of the pump and

the pressure control valves.
FIGURE 4-15. PUMP ASSEMBLY

5. Compensator Press.
1. Outlet Port
Adjust
2. Case Drain
6. 4-Way Valve
3. Stroke Adjuster
7. GPA Test Port
4. Unloader Valve
8. GP2 Test Port
Press. Adjust
9. ACC Port
FIGURE 4-16. STEERING PUMP PRESSURE CONTROL SCHEMATIC

1. 4-Way Valve
4. Pressure Compensator
6. GP2 Port
2. Unloader Control Block
Control Block
7. GP4 Port
3. ACC Port
5. Case Drain
8. GPA Test Port
L04045
Steering Circuit
L4-21
NOTES
L4-22
Steering Circuit
L04045
SECTION L5
STEERING CONTROL UNIT
INDEX
STEERING CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3

REMOVAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
SPLINE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4
CLEANING AND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-5
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-7
L05029
L5-1
NOTES
L5-2
L05029
STEERING CONTROL UNIT

REMOVAL

lines. Tighten all connections before 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 type of injury is not received immediately.
1. Turn the key switch OFF and allow 90 seconds
for the accumulators to bleed down. Turn the
steering wheel to ensure that no oil remains
under pressure.
secure the access cover on the front side of the
operator's cab. Remove the access cover.
NOTE: Clean the steering control unit and
surrounding area to help avoid contaminating the
hydraulic oil when any lines are opened.

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
3. Tag all hydraulic lines for proper identification
during installation. Disconnect the hydraulic
lines (see Figure 5-2) at the steering control
unit. Plug all hoses.
4. Remove four mounting capscrews (10, Figure
5-1), flat washers and lockwashers. Remove
steering control unit (7).
5. Place the steering control unit in a clean work
SPLINE INSPECTION
Whenever the steering control unit is removed for
service, the steering column shaft should be
inspected for excessive wear.
1. Thoroughly clean the splines on the steering
column shaft. Inspect for damage and
excessive wear.
1. Steering Wheel
2. Button Horn
3. Steering Column
4. Capscrew
5. Flat Washer
6. Lockwasher
L05029

8. Bracket L.H.
9. Bracket R.H.
10. Capscrew
11. Lockwasher
2. Use an outside micrometer or dial caliper to

measure the outside diameter of the male
splines on the steering column shaft.
Minimum diameter: 24.13 mm (0.950 in.)
3. If the splines are worn more than minimum
diameter specification, replace the steering
column. Refer to Section N.
L5-3
4. Tighten all capscrews to the standard torque.

Unplug and attach the hydraulic lines to their
proper ports on the steering control unit. Refer
to Figure 5-2.
Serious personal injury to the operator or to
anyone positioned near the front wheels may
occur if a truck is operated with the hydraulic
steering lines improperly installed. Improperly
installed lines can result in uncontrolled steering
and/or sudden and rapid rotation of the steering
wheel as soon as the steering wheel is moved. It
will turn rapidly and cannot be stopped manually.
After servicing the steering control unit, check
the hydraulic steering lines for correct hook-up
before starting the engine.
INSTALLATION
1. Lubricate the splines of the steering column
shaft with a molybdenum disulphide or multipurpose NLGI grease.
2. Move the steering control unit into position and
align it with the steering column shaft splines.
Secure the steering control unit in place using
four mounting capscrews (10, Figure 5-1), flat
washers and lockwashers.
5. Start the engine and check for proper steering

function and any leaks.
6. Install the access cover and secure it with the
capscrews and lockwashers.
DISASSEMBLY
NOTE: The steering control unit is a precision unit
manufactured to close tolerances. Therefore,
complete cleanliness is essential 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 ensure initial lubrication.
1. Allow the oil to drain from the valve ports.
2. Match mark the gear wheel set and end cover
to ensure proper relocation during reassembly.
3. Check for proper steering wheel rotation.

Ensure that the wheel does not bind and returns
to neutral after rotating 1/4 turn left and right. If
necessary, adjust the steering unit and/or
steering column to realign the steering column
and steering control unit.
FIGURE 5-4. MARKING VALVE COMPONENTS

1. Valve Assembly
2. Match Marks
3. Capscrew With
Rolled Pin
4. End Cover
FIGURE 5-3. VALVE PORT IDENTIFICATION

1. Steering Control
Valve
"T" - Return to Tank
"P" - Supply from Pump
L5-4
"L" - Left Steering

"R" - Right Steering
"LS" - Load Sensing
3. Remove the end cover capscrews and

washers. Remove capscrew with rolled pin (3,
Figure 5-4). Mark the hole location of the
capscrew with rolled pin on the end cover to
facilitate reassembly.
L05029
4. Remove end cover (4) and O-ring (2, Figure 55).
10. Remove O-ring (5), kin ring (6) and bearing

assembly (7).
11. Remove ring (8) and pin (9) and carefully push
the inner spool out of the outer sleeve.
12. Press neutral position springs (10) out of their
slot in the inner spool.
13. Remove dust seal (2, Figure 5-6) using a
screwdriver. Be careful not to scratch or
damage the dust seal bore.
FIGURE 5-5. END COVER REMOVAL

1. Gear Wheel Set
2. O-Ring
5. Remove the outer gear of gear wheel set (1)

and the O-ring between the gear set and
distribution plate.
6. Lift the inner gear off the cardan shaft.
7. Remove cardan shaft (11, Figure
distribution plate (15) and O-ring (14).
5-7),
FIGURE 5-6. DUST SEAL REMOVAL

1. Screwdriver
2. Dust Seal
3. Housing
8. Remove threaded bushing (4) and ball (3).

9. With the valve housing positioned with the
spool and sleeve vertical, carefully lift the spool
assembly out of the housing bore.

1. Clean all parts carefully with fresh cleaning
solvent.
2. Inspect all parts carefully and make any
replacements necessary.
If housing is not vertical when spool and sleeve

are removed, pin (9) may slip out of position and
trap spools inside housing bore.
L05029
NOTE: All O-rings, seals and neutral position springs

should be replaced. Before reassembly, thoroughly
lubricate all parts with clean type C-4 hydraulic oil.
L5-5
FIGURE 5-7. STEERING CONTROL VALVE

1. Dust Seal
2. Housing & Spools
3. Ball
4. Threaded Bushing
5. O-ring
6. Kin Ring
L5-6
7. Bearing Assembly
8. Ring
9. Cross Pin
10. Neutral Position
Springs
11. Cardan Shaft
12. Spacer
13. Tube
14. O- ring
15. Distribution Plate
16. Gear Wheel Set
17. O-ring
18. O-ring
19. End Cover
20. Washers
21. Rolled Pin
22. Capscrew With Pin
23. Capscrews
L05029
ASSEMBLY
NOTE: When assembling the spool and sleeve, only
one of the two possible matching positions of the
spring slots can be used because, 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 upon assembly so that the holes are partly
visible through the slots in the spool. Refer to Figure
5-8.
1. To install the neutral position springs, place a
screwdriver in the spool slot as shown in
Figure 5-9.
2. Place one flat neutral position spring on each
side of the screwdriver blade. Do not remove
the 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.
FIGURE 5-8. SPOOL AND SLEEVE ASSEMBLY

1. Slots
2. Hole
3. Spool
4. Sleeve
4. Slide the inner spool in the sleeve. Compress

the ends of the neutral position springs and
push the neutral position springs in place in the
sleeve.
5. Install cross pin (9, Figure 5-7).
FIGURE 5-9. NEUTRAL POSITION SPRING INSTALLATION
L05029
L5-7
6. With neutral position springs (7, Figure 5-10)

centered in spool and sleeve, install ring (3),
rear bearing race (4), thrust bearing (5) and
front bearing race (6) in that order. The chamfer
on the rear bearing must be facing away from
the bearing.
9. Position the steering control unit with the

housing horizontal. Slowly guide the (lubricated)
spool and sleeve with fitted parts into the bore
using light turning movements. Refer to Figure
5-11.
FIGURE 5-11. SPOOL INSTALLATION

FIGURE 5-10. BEARING INSTALLATION
1. Sleeve
2. Cross Pin
3. Ring
4. Bearing Race (with
chamfer)
1. Housing
2. Spool Assembly
5. Thrust Bearing
6. Bearing Race
7. Neutral Position
Springs
7. Place dust seal (1, Figure 5-7) in position. Using

a flat iron block over the seal, tap it into the
housing.
The cross pin must remain horizontal when the

spool and sleeve are pushed into the bore to
prevent the pin from dropping out of the spool.
8. Position the O-ring and kin ring on the spool.
L5-8
L05029
10. Install the check ball in the hole shown in Figure

5-12. Install and lightly tighten the threaded
bushing.
12. Install distribution plate (15, Figure 5-7) so that

the plate holes match the corresponding holes
in the housing.
11. Lubricate O-ring (3) with Vaseline and install it in

the housing groove.
13. Guide cardan shaft (11) down into the bore with
the slot in the cardan shaft aligned with cross
pin (9).
14. Position the inner gear wheel onto the cardan
shaft. It may be necessary to rotate the gear
slightly to find the matching splines on the
cardan shaft. Splines are machined to ensure
proper alignment of the cardan shaft and inner
gear wheel.
15. Lubricate O-rings (17) and (18) on both sides of
the outer gear wheel with Vaseline and install
them.
16. Align the outer gear wheel bolt holes with the
tapped holes in the housing and the match
marks.
17. Align cover (19), using the match marks as a
reference. Install capscrews (23) and washers
(20).
18. Install capscrew with pin (22) into the proper
hole.
FIGURE 5-12. CHECK BALL INSTALLATION

1. Check Ball Hole
2. Check Ball
L05029
3. O-ring
4. Housing
19. Install the end cover. Install and tighten the

capscrews with washers hand-tight in a crisscross pattern.
L5-9
NOTES
L5-10
L05029
SECTION L6
STEERING CIRCUIT COMPONENT REPAIR
INDEX
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3
BLEEDDOWN MANIFOLD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-4
FLOW AMPLIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-7
STEERING CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-8
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9
Piston Seal & Bearing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9
Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9
STEERING AND BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-10
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-10
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-11
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-12
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-15
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-18
STEERING ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-21
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-21
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-21
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-22
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-22
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-23
Leak Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-25
Charging Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-26
Precharge Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-28
Accumulator Storage Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-29
Bladder Storage Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-29
Installing A Bladder Accumulator From Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-29
TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-30
L06033 7/06
Steering Circuit Component Repair
L6-1
NOTES
L6-2
7/06 L06033
STEERING CIRCUIT COMPONENT REPAIR

BLEEDDOWN MANIFOLD VALVE

component connection until engine is stopped
and the key switch has been off for at least 90
seconds. Hydraulic fluid escaping under
pressure can have sufficient force to enter a
person's body by penetrating the skin and cause
serious injury and possibly death if proper
medical treatment by a physician familiar with
this type of injury is not received immediately.
Removal
NOTE: It may not be necessary to remove the
bleeddown manifold from the truck for component
replacement. If the problem area has been isolated,
remove the inoperative component and replace it.
1. Perform normal truck shutdown procedures.
Turn the key switch OFF and allow 90 seconds
for the accumulators to bleed down. Manually
bleed the brake system accumulators by using
the needle valves located in the hydraulic
components cabinet.
2. Remove the protective cover from the manifold.
Disconnect the wires from solenoids (6, Figure
6-1) and (15), and pressure switch (7).
3. Disconnect, identify and plug each hydraulic
line to prevent contamination.
4. Remove the mounting capscrews and
bleeddown manifold. Clean the exterior of the
manifold before starting disassembly. The
weight of the manifold is 170 kg (375 lbs.).

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
To Hoist Valve, Power Up

To Hoist Valve, Power Down
Spare Pressure Port
Test Port
To Brake System
Steering Accumulator Bleeddown Solenoid
Steering System Pressure Switch
Supply To Flow Amp
Return From Flow Amp
To Front Steering Accumulator
To Rear Steering Accumulator
Relief Valve, 4100 kPa (600 psi)
Relief Valve, 27,500 kPa (4000 psi)
Auto Lube Pump Supply Port
Return From Hoist Pilot Valve
Hoist Pilot Valve, Power Down
Hoist Pilot Valve, Power Up
Return to Tank
Feedback Pressure to Unloader valve
Supply From Pump
Test Port (TP3)
Check Valve
24. Quick Disconnect Port (Supply)

25. Quick Disconnect Port (Return)
L06033 7/06
L6-3
Installation
1. Position the bleeddown manifold on the truck.
Install and tighten the capscrews to the
standard torque.
2. Unplug the hoses and attach them to the proper
ports. Tighten the connections securely. Install
new O-rings at the flange fittings.
3. Attach the electrical leads to the solenoids and
pressure switch. If the check valves or relief
valves were removed, install new O-ring seals.
4. Start the engine and check for proper operation

and leaks. Check the steering system and
brake system.
5. Install the protective cover.
NOTE: Relief valves are factory preset. Do not
attempt to reset or repair if the relief valves are
defective. Replace them as a unit. The check valves
are also replaced only as units.

1.
2.
3.
4.
5.
6.
7.
Steering Accumulator Bleed Solenoid

Relief Valve, 4100 kPa (600 psi)
Relief Valve, 27,500 kPa (4000 psi)
Return From Hoist Pilot Valve
Return to Tank
Pressure Test Port (TP3)
L6-4
8.
9.
10.
11.
12.
13.
14.
From Hoist Pilot Valve, Power Down

From Hoist Pilot Valve, Power Up
Check Valves
Check Valves
Supply to Brake System
Pressure Test Port (TP2)
Steering System Pressure Switch
15.
16.
17.
18.
19.
Check Valve
To Hoist Valve, Power Down
To Hoist Valve, Power Up
Auxiliary Power Supply Port
Inlet from Steering Pump
7/06 L06033
FLOW AMPLIFIER
Disassembly

component connection until engine is stopped
and the key switch has been off for at least 90
seconds.
NOTE: The flow amplifier valve is a precision unit

manufactured to close tolerances. Therefore,
complete cleanliness is essential when handling the
valve. Work in a clean area and use lint free wiping
materials or dry compressed air. Use a wire brush to
remove foreign material and debris from around the
exterior of the valve before disassembly. Clean
solvent and type C-4 hydraulic oil should be used to
ensure cleanliness and initial lubrication.

physician familiar with this type of injury is not
received immediately.
Removal
1. Perform normal truck shutdown procedures.
Turn key switch OFF and allow 90 seconds for
the accumulators to bleed down.
2. Disconnect, plug, identify, and tag each
hydraulic line.
3. Support the flow amplifier valve and remove the
mounting capscrews. Remove the valve. The
weight of the valve is 29 kg (64 lbs).
4. Move the valve to a clean work area for
disassembly.
Installation
1. Support the flow amplifier and move it into
position.
2. Install the mounting capscrews and tighten
them to the standard torque.
3. Unplug the hydraulic lines and connect them at
their proper locations. Tighten the fittings
securely. Use new O-rings on the flange fittings.
L06033 7/06
1. Remove counterpressure valve plug (38, Figure

6-3) and O-ring (4). Remove counterpressure
valve (39).
2. Remove relief valve plug (20) and seal (5). Use
an 8 mm hex allen head wrench to remove relief
valve assembly (19). Remove steel seal (6).
3. Use a 13 mm hex head allen wrench to remove
screw (11) and lockwasher (12) from end cover
(15). Use a 13 mm hex head allen wrench to
remove screws (13) and lockwashers (14).
Remove end cover (15).
4. Remove spring stop (22) and spring (30).
Remove spring stop (23) and springs (28) and
(29). Remove O-rings (1) and (2) from end
cover (15).
5. Remove spring control (24) and main spool
(37). Remove priority valve spool (41). Remove
spring control (24), springs (28) and (29), and
spring stop (23) from housing (40).
6. Remove amplifier spool assembly (25) and set
it aside for further disassembly, if required (see
Figure 6-5).
7. Remove shock and suction valve (21) and set it
aside for further disassembly, if required.
8. Use a 13 mm hex head allen wrench to remove
screw (11) and lockwasher (12) from end cover
(16). Use a 13 mm hex head allen wrench to
remove screws (13) and lockwashers (14).
Remove end cover (16).
9. Remove O-rings (1), (2) and (3). Remove
spring (17).
10. Remove shock and suction valve (42) and set it
aside for further disassembly, if required.
11. Remove orifice screw (27), orifice screw (33),
and check valve (34).
L6-5
1. O-rings
2. O-rings
3. O-rings
4. O-ring
5. Seal
6. Seal (Steel)
7. O-ring
8. O-ring
9. O-ring
10. Pins
11. Screw
12. Lockwasher
13. Capscrews
14. Lockwashers
15. End Cover
16. End Cover
17. Spring
18. Spring
19. Relief Valve Assembly*
20. Plug
21. Shock/Suction Valve*
22. Spring Stop

23. Spring Stop
24. Spring Control
25. Amplifier Spool Assembly*
26. Name Plate
27. Orifice Screw
28. Spring
29. Spring
30. Spring
31. Orifice Screw
32. Orifice Plug
33. Orifice Screw
34. Check Valve*
35. Plug
36. Washer
37. Main Spool**
38. Plug
39. Counterpressure Valve*
40. Housing**
41. Spool**
42. Shock/Suction Valve*
* Serviced as a complete assembly
** Not serviced separately
L060124
FIGURE 6-3. FLOW AMPLIFIER VALVE
L6-6
7/06 L06033
12. Remove retaining ring (7, Figure 6-5), remove

pin (5). Remove plug (10) and spring (9).
Remove retaining ring (6) and pin (4) and
remove inner spool (8).
13. Unscrew 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 that are necessary.
Assembly
FIGURE 6-4. SHOCK & SUCTION VALVE

ASSEMBLY
1. O-Ring
2. Pilot Section
3. O-Ring
NOTE: The flow amplifier valve is equipped with two

identical shock and suction valves which are only
serviced as complete valve assemblies. Only O-rings
(7, Figure 6-4) and (8) are replaceable. Check valve
(34) and counterpressure valve (39) are also
serviced only as assemblies.
FIGURE 6-5. 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 Plug
1. Use clean type C-4 hydraulic oil to thoroughly

lubricate each internal part before installation.
2. Reassemble the amplifier spool assembly in
reverse order. Refer to Steps 13 and 12 in the
Disassembly procedure.
3. Install orifice screw (27, Figure 6-3) finger-tight.
4. Install check valve (34) and tighten it to 1 Nm
(8 in. lbs.).
5. Install orifice screw (33) and tighten it to 1 Nm
(8 in. lbs.).
6. Install steel seal (6), relief valve assembly (19),
seal (5), and plug (20). Tighten the plug to 2
Nm (25 in. lbs.).
7. Install counterpressure valve assembly (39).
Install plug (38) with new O-ring (4).
8. Install both shock and suction valves (21) and
(42) as complete units.
9. Install spring stop (23) springs (28) and (29),
and spring control (24) into housing (40). Install
orifice screws (31) into main spool (37), if
removed. Install main spool (37).
10. Install amplifier spool assembly (25). Install
priority valve spool (41) and spring (30). Install
spring (17).
11. Install spring control (24), springs (28) and (29),
and spring stop (23).
12. Lubricate O-rings (1), (2) and (3) with molycote
grease and install them on end covers (15) and
(16). Install end covers (15) and (16),
capscrews (13) and lockwashers (44). Tighten
the capscrews to 3 Nm (26 in. lbs.). Install
screws (11) and lockwashers (12). Tighten
screws to 8 Nm (71 in. lbs.).
13. To prevent contamination, fit plastic plugs to
each open valve port.
NOTE: Disassembly of the amplifier spool assembly

is only necessary if O-ring (2, Figure 6-5), spring (9)
or orifice plug (11) require replacement. Otherwise,
replace the amplifier spool assembly as a complete
unit. Refer to Steps 12 and 13.
L06033 7/06
L6-7
STEERING CYLINDERS
Figure 6-6 illustrates details of the steering cylinder
mounting. Refer to Section G for removal and
installation instructions.

applying pressure.
immediately.
FIGURE 6-6. STEERING CYLINDER MOUNTING

1. Steering Cylinder
2. Tie Rod
3. Capscrew
4. Spacer
5. Tie Rod End
6. Capscrew
L6-8
7. Locknut
8. Washer
9. Locknut
10. Retainer
11. Bearing
12. Spindle Arm

14. Capscrew
15. Washer
16. Pin
17. Frame
18. Spherical Bearing Seal
7/06 L06033
FIGURE 6-7. STEERING CYLINDER ASSEMBLY

1. Housing
2. Locknut
3. Piston
4. Piston Bearing
6. O-Ring
10. Rod Structure

11. Rod Wiper
12. Rod Seal
13. Bearing
Assembly
Disassembly
1. Remove capscrews (9, Figure 6-7) and pull rod
(10) and gland (8) out of cylinder housing (1).
2. Remove locknut (2) and piston (3). Remove
piston bearing (4) and piston seal (5) from the
piston.
3. Pull rod (10) free of gland (8). Remove O-ring
(6) and backup ring (7). Remove rod seal (12)
and rod wiper (11). Remove bearing (13).
4. Inspect the cylinder housing, gland, piston and
rod for signs of pitting, scoring and excessive
wear. Clean all parts with fresh cleaning solvent
and lubricate with clean Type C-4 hydraulic oil.
Piston Seal & Bearing Installation
1. Install new piston seal assembly (5, Figure 6-7)
on piston (3) as follows:
a. Heat the piston seal in boiling water for 3 to 4
minutes.
b. Remove the seal from the water and
assemble it on the piston. Do not take
longer than five seconds to complete
because the seal will take a permanent set.
Piston bearing (4) may be used to position
the seal in the groove. Apply pressure evenly
to avoid cocking the seal.
c. If the seal is loose on the piston, a belt type
wrench or similar tool can be used to
compress the outside diameter of the seal
until it fits tightly on the piston.
2. Install bearing (4) in the piston groove.
L06033 7/06
7. Backup Ring
8. Gland
9. Capscrew
1. Install new bearing (13, Figure 6-7), rod seal

(12), rod wiper (11), backup ring (7) and O-ring
(6) in gland (8).
2. Push rod (10) through the top of the gland.
Slowly advance the rod over the rod seal and
rod wiper.
3. Install piston assembly (3) on the rod. Secure
the piston to rod with locknut (2). Tighten the
locknut to 3390 Nm (2500 ft. lbs.).
4. Carefully install the rod and gland assembly into
cylinder (1). Make sure that the backup ring and
O-ring are not damaged during installation of
the gland.
5. Install capscrews (9). Tighten the capscrews
evenly to 420 Nm (310 ft. lbs.).
Testing
After the cylinder is assembled, perform the following
tests to verify that performance is within acceptable
limits.
1. Piston leakage must not exceed 1.6 cm3/min.
(1.0 in3/min.) at 17,250 kPa (2500 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).
L6-9
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.
1. Perform the normal truck shutdown procedure.

Turn key switch OFF and allow 90 seconds for
the accumulators to bleed down. Turn the
steering wheel to ensure that no oil remains
under pressure.
NOTE: As an alternative to draining the hydraulic oil,
a vacuum can be placed on the hydraulic tank to hold
the oil in the tank while checking the strainers.

lines. Tighten all connections before applying
pressure.
immediately.
2. Drain the hydraulic tank by using the drain

located on the bottom side of the tank.
NOTE: Be prepared to contain approximately 947
liters (250 gallons) of hydraulic oil. If the oil is to be
reused, clean containers must be used with a 3
micron filtering system available for refill.
3. Disconnect the suction line and outlet (7, Figure
6-8) at steering/brake pump (5). Disconnect and
cap the pump case drain line from the fitting at
the top of the pump housing. Plug all lines to
prevent oil contamination.
The steering pump weighs approximately 113 kg

(250 lbs). Use a suitable lifting device that has
sufficient capacity to handle the load safely.
FIGURE 6-8. STEERING PUMP REMOVAL

1. Hoist Pump Outlet
Hoses
2. Pump Mount
Capscrews
3. Hoist Pump
L6-10
4. Pump Mounting
Capscrews
6. Pump Mount Bracket
7. Outlet To Filter
4. Support the steering pump and the rear section

of the hoist pump. Remove the capscrews and
pump mount bracket (6). Remove four pump
mounting capscrews (4).
5. Move the steering pump rearward to disengage
the drive coupler splines from hoist pump (3).
Remove the pump.
6. Clean the exterior of steering pump.
7. Move the steering pump to a clean work area
for disassembly.
7/06 L06033
Installation
1. Install a new O-ring on the pump mounting
flange.
2. Ensure that the steering pump splined coupler
is in place inside the hoist pump before steering
pump installation.
The steering pump weighs approximately 250 lbs

(113 kg). Use a suitable lifting device capable of
handling the load safely.
3. Move the steering pump into position. Engage
the steering pump shaft with the hoist pump
spline coupler.
4. Install pump mount bracket (6, Figure 6-8) and
the capscrews. Do not tighten the capscrews at
this time.
5. Align the capscrew holes and install four pump
mounting capscrews (4). Tighten the capscrews
to the standard torque. Tighten the pump
bracket capscrews to the standard torque.
6. Remove the plugs from the pump inlet and
outlet ports. Remove the caps from the inlet and
outlet lines. Install the lines to the steering pump
with new O-rings. Tighten the capscrews
securely. Do not connect the steering pump
drain hose to the steering pump at this time
(see Step 7).
7. Remove the case drain fitting from the top of
the pump housing. Add clean C-4 hydraulic oil
to the pump through the opening until the
steering pump housing is full. This may require
2 to 3 L (2 to 3 qt.) of oil.
8. Uncap the case drain line. Connect the line to
the steering pump fitting and tighten it.
9. Replace the hydraulic filter elements. Refer to
Section L9, Hydraulic System Filters.
Use only Komatsu filter elements, or elements

that meet the Komatsu hydraulic filtration
specification of Beta 12 = 200.
10. With the body down and the engine stopped, fill
the hydraulic tank with clean C-4 hydraulic oil
(as specified on the truck Lubrication Chart) to
the upper sight glass level.
L06033 7/06
11. With suction line shutoff valve open, loosen the

suction (inlet) hose capscrews at the pump to
bleed any trapped air. Retighten the capscrews
to the standard torque.
If trapped air is not bled from steering pump,

possible pump damage and no output may
result.
12. If required, top off the oil in the hydraulic tank to
the level of the upper sight glass.
13. In the hydraulic brake cabinet, open both brake
accumulator needle valves completely to allow
the steering pump to start under a reduced
load.
14. Move the hoist control lever to the FLOAT
position.
15. Start the truck engine and operate at low idle for
two 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. The oil level in
the hydraulic tank may be below the level of the
pump(s), causing extreme pump wear during this
initial pump startup.
16. Turn off the engine. Fully close both brake
accumulator needle valves.
17. 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
the instructions for filling/adding oil in Section
L3, Hydraulic System Component Repair.
18. Start the engine and check for proper pump
operation. If necessary, refer to Steering Circuit
Checkout Procedure in Section L10, or the
Troubleshooting Chart at the end of this section.
L6-11
Disassembly
When disassembling or assembling the pump,

choose a work area where no traces of dust,
sand or other abrasive particles which could
damage the unit are in the air. Do not work near
welding, sand blasting, grinding benches, etc.
Place all parts on a clean surface. To clean parts
which have been disassembled, it is important
that clean solvents are used. All tools and
gauges should be clean before working with
these units and new, clean, threadless rags
should be used to handle and dry parts.
1. Drain off excess hydraulic oil from the pump

inlet and discharge ports. It may be necessary
to loosen four valve plate capscrews (8, Figure
6-11) in order to pull back on the valve plate and
allow fluid to seep out of the case.
2. Thoroughly clean and dry the outside surface of
the pump housing.
NOTE: Depending upon what part or parts are to be
inspected, it may not be necessary to completely
disassemble all components.
Control Piston Group
3. Remove two large plugs (24, Figure 6-9) with
O-rings (25) from both sides of the pump.
4. Control piston (11, Figure 6-10) must be in the
neutral position. Control link pin (16) should be
centered in the plug opening.
5. Use snap ring pliers to remove retaining rings
(14) from both sides of the pin. Remove control
link washers (15).
6. For handling purposes, insert a 1/4 - 20 UNC
capscrew into the threaded end of control link
pin (16).
7. Use a brass rod and hammer to tap on the end
opposite the capscrew to remove control link
pin (16).
L6-12
Stroke adjuster assembly (items 12, 13, 14, 15

and 16, Figure 6-9) must be removed before
further disassembly of the control piston.
8. Without disturbing jam nut (16, Figure 6-9),
unscrew gland (15) and remove the stroke
adjuster as a complete assembly.
9. Back out capscrews (1, Figure 6-11), then
remove cap (4).
10. Remove bias control spring (1, Figure 6-10).
Valve Plate Group
NOTE: Valve plate (11, Figure 6-11) is a slight press
fit in the pump housing.
11. Support valve plate (11) from an overhead hoist.
(Lifting lug holes are provided.) Remove four
capscrews (8) from the valve plate.
12. Remove valve plate (11) from the pump housing
by tapping it away from the housing with a
mallet until the valve plate pilot diameter is
disengaged from the case by 6 mm (0.25 in).
13. With the weight of the valve plate still
suspended from the overhead hoist, slide te
valve plate back until it disengages from the
driveshaft. Set the valve plate aside. Be careful
not to damage the wear face of the valve plate.
14. To further disassemble the control piston
assembly, move control piston (11, Figure 6-10)
into sleeve (4) until stop pin (8) contacts the
sleeve. Use a large mallet to drive the piston
and sleeve assembly outward from the valve
plate.
15. When all sleeve seals (5), (6), and (7, Figure 610) are clear of the valve plate, re-extend the
control piston. While tipping the assembly
enough to clear the hole, pull the assembly from
the valve plate.
16. Remove pin (18) from the control piston by
pressing or tapping it out through the hole on
the opposite side. Stop pin (8) can be removed
and control piston (11) can be slipped out of
sleeve (4).
compensator block (10).
18. Remove capscrews (7, Figure 6-11) and cover
plate (9).
7/06 L06033
FIGURE 6-9. PUMP, FRONT HOUSING

1. Shaft
2. Bearing
3. Snap Ring
4. Retainer Ring
5. Lifting Eyes
6. Name Plate
7. Drive Screw
L06033 7/06
8. Name Plate
9. Plug
10. O-ring
11. Plate
12. O-ring
13. Stem
14. O-ring
15. Gland
16. Jam Nut
17. Pin
18. O-ring
19. Pin
20. O-ring
21. Housing
22. Seal Retainer

23. Elbow Fitting
24. Plug
25. O-ring
26. Seal
L6-13
FIGURE 6-10. PUMP, ROTATING GROUP

1. Spring
2. Seal
3. Piston Ring
4. Sleeve
5. Backup Ring
6. O-ring
7. O-ring
L6-14
8. Stop Pin
9. Backup 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
7/06 L06033
Rotating Group
The rotating group weighs approximately 14 kg

(30 lbs). Be careful not to damage the cylinder
wear face or cylinder wear plate face, bearing
diameters or piston shoes. Assistance from
others and use of proper lifting techniques is
strongly recommended to prevent personal
injury as well.
19. To remove the rotating group, firmly grasp
cylinder barrel (10, Figure 6-10) and pull the
assembly outward until the cylinder spline
disengages from the driveshaft spline about
63.5 mm (2.5 in.). Then rotate the cylinder
barrel one or two revolutions to break any
contact between piston/shoe assemblies (13)
and the wear face of swashblock (25).
20. Slide the rotating group off the driveshaft and
out of the pump housing and place it on a clean,
protective surface with piston shoes facing
upward.
21. Mark each piston, its cylinder bore and location
in shoe retainer for ease of inspection and
assembly.
22. Piston/shoe assemblies can be removed
individually or as a group by pulling upward on
shoe retainer (27).
23. Remove fulcrum ball (12).
24. If shoe retainer springs (28) are removed, mark
which spring came from which bore. Each
spring must be returned to its particular bore
upon assembly.
25. Remove two pins (17, Figure 6-9) and pull
cylinder bearing (26, Figure 6-10) straight out of
the pump housing.
Swashblock Group
26. Remove two swashblock retaining pins (19,
Figure 6-9). Tilt the bottom of swashblock (25,
Figure 6-10) outward and remove the
swashblock from the pump case.
27. Saddle bearings (24) can be removed by using
a very short screwdriver or back hammer to pry
them loose, or continue to the next step for
further disassembly which will make their
removal easier.
L06033 7/06
Driveshaft Group
28. Remove bearing retaining ring (3, Figure 6-9).
Use a mallet on the tail shaft to tap driveshaft
(1) out from the front of the pump housing.
29. Remove seal retainer (22) from the pump
housing. Use a mallet to tap saddle (20, Figure
6-10) out from the inside of the pump housing.
Saddle bearings (24) can then be easily
removed. Saddle O-ring (21) may also be
removed at this time.
Inspection
Always wear safety goggles when using solvents

or compressed air. Failure to wear safety goggles
could result in serious personal injury.
1. Clean all parts thoroughly.
2. Replace all seals and O-rings with new parts.
3. Check all locating pins for damage and all
springs for cracking and signs of fatigue.
4. Control piston (11, Figure 6-10) must slide
smoothly in sleeve (4).
5. The linkage to the cradle should operate
smoothly but not loosely (with slop). Check the
piston and bore in the sleeve for signs of
scratching and galling. Polish with a fine emery,
if needed.
Valve Plate Group
6. Closely examine the mating faces of valve plate
(11, Figure 6-11) and cylinder barrel (10, Figure
6-10) for flatness, scratches and grooves. If the
faces are not flat and smooth, the cylinder side
will lift off from the alve plate, resulting in
delivery loss and damage to the pump. Replace
if necessary.
L6-15
Rotating Group
7. Check all pump piston assemblies (13, Figure
6-10) for smooth action in their bores.
8. Check the piston walls and bores for scratches
or other signs of excessive wear. (The pistons
should not have more than a few thousandths
of an inch of clearance). Replace if necessary.
9. The piston shoes must pivot smoothly, but the
end play must not exceed 0.076 mm (0.003 in.).
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
and scratches.
Check end play as follows:
b. Measure the shoe thickness between

retainer (27, Figure 6-10) and the cradle. All
shoes must have equal thickness within
0.003 mm (0.0001 in.). If even one piston/
shoe assembly (13) is out of specification, all
piston/shoe assemblies must be replaced.
a. Place the square end of the piston on a

bench and hold it down firmly. Pull on the
end of the shoe with your other hand and
note the end play.
c. Inspect cylinder bearing (26) and the

matching cylinder barrel bearing mating
surface for galling, pitting and roughness.
Replace if necessary.
FIGURE 6-11. PUMP, REAR HOUSING

1. Capscrew
2. O-ring
3. Plug
4. Cap
5. Backup Ring
L6-16
6. O-ring
7. Capscrew
8. Capscrew
9. Cover Plate
10. O-ring
11. Valve Plate

12. Gasket
13. Bearing
7/06 L06033
Swashblock Group
10. Inspect swashblock (25, Figure 6-10) for
scratches, grooves, cracks and uneven surface.
Replace if necessary.
NOTE: The wear face is coated with a gray colored,
epoxy-based, dry film lubricant for break-in purposes.
Scratching or wearing of this coating is not
detrimental as long as the metal surface underneath
the coating is not scored or picked-up.
11. Compare saddle bearing (24) thickness in the

wear area to the thickness in a non-wear area.
Replace the saddle bearings if the difference is
greater than 0.102 mm (0.004 in.).
12. Check the mating surface of the swashblock for
cracks and excessive wear. Replace if
necessary.
13. Swashblock movement in the saddle and
saddle bearing must be smooth.
FIGURE 6-12. UNLOADER & COMPENSATOR CONTROLS

1. Valve Plate
2. O-Ring
3. O-Ring
4. O-Ring
5. Plug
6. O-Ring
7. Plug
L06033 7/06
8. O-Ring
9. Orifice (0.062 in.)
10. Compensator Control Block
11. 4-Way Valve
12. Screw
13. Plug
14. O-Ring
15. Orifice (0.032 in.)

16. Compensator
17. Screw
18. Unloader Module
19. O-Ring
L6-17
Driveshaft Group
14. Remove shaft seal (26, Figure 6-9).
15. Check shaft bearing (2) for galling, pitting,
binding and roughness. Replace if necessary.
16. Check the shaft and its splines for wear.
Replace parts as necessary.
Compensator Block and Unloader Module
17. Remove screws (17, Figure 6-12) and separate
unloader module (18) from compensator block
(10).
18. Remove 4-way valve (11) and compensator (16)
from the compensator block. Remove all plugs
and orifices (9) and (15). Clean the block in
solvent and inspect all passages and orifices for
obstructions.
19. Remove the valve from unloader module (18).
Remove the plugs and clean the block
passages. If the valve is inoperative, replace
entire unloader module.
Stroke Adjuster Assembly
20. Measure and record dimension A of the stroke
adjuster assembly as shown in Figure 6-13.
21. Loosen jam nut (4). Separate stem (1) from
gland (3). Remove and discard O-ring (2).
22. Inspect the parts for damage and excessive
wear.
23. Install new O-ring (2) on stem (1) and
reassemble it to gland (3). Adjust the stem-togland distance to dimension A recorded in
Step 21. Tighten jam nut (4).
FIGURE 6-13. STROKE ADJUSTER ASSEMBLY

1. Stem
2. O-ring
L6-18
3. Gland
4. Jam Nut
Assembly
NOTE: The procedures for assembling the pump are
basically the reverse order of the disassembly
procedures.
1. During assembly, install new gaskets, seals,
and O-rings.
2. Apply a thin film of clean grease or hydraulic oil
to the sealing components to ease the
assembly procedure. If a new rotating group is
used, lubricate it thoroughly with clean hydraulic
oil. Apply oil generously to all wear surfaces.
Swashblock Group
3. Press or tap roll pin (22, Figure 6-10) into pump
housing (18, Figure 6-9).
4. Use an arbor press to press new shaft seal (26)
into saddle (20, Figure 6-10). Install O-ring (21)
into the groove in the saddle.
5. 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.
Be careful not to damage the saddle bearing

surfaces while installing the saddle into the
pump housing.
6. Use a long brass bar and a mallet (or an arbor
press) to install the saddle and bearing
assembly into the pump housing. Tap or press
only on the area of the saddle that is exposed
between the saddle bearings. Do not tap on
the bearing surfaces. The saddle is fully
seated when a distinct metallic sound is heard
when installing the saddle into the pump
housing.
7. Fasten control link (17, Figure 6-10) to
swashblock (25) using link pin (16) and two
retaining rings (14).
8. Ensure that both dowel pins (19) are pressed
into swashblock (25).
9. Insert the swashblock into the pump housing
until it engages in the saddle bearing. Allow the
swashblock to settle to its lowest natural
position.
10. Retain the swashblock by installing two
retaining pins (19, Figure 6-9) and O-rings (20).
Once pinned, ensure that the swashblock
strokes smoothly in the saddle by pulling firmly
on the free end of the control link.
7/06 L06033
Driveshaft Group
NOTE: Ensure that the punch marks on cylinder
bearing (26, Figure 6-10) will face toward the shaft
end of the pump.
11. Insert cylinder bearing (26) straight into the
pump housing. Ensure that the bearing is
positioned so that bearing retainer pins (17,
Figure 6-9) can be inserted in the case and into
the bearing.
12. Install O-rings (18) on pins (17). Install the pins.
13. An arbor press is required to install shaft
bearing (2, Figure 6-9) onto driveshaft (1).
Press only on the inner race of the bearing.
Press the bearing until it contacts the shoulder
on the driveshaft.
14. Use a long - 153 mm (6 in.) - sleeve with an
inside diameter that is slightly larger than the
retaining ring inside diameter to press retaining
ring (4) toward the bearing until it seats in the
groove.
15. Place seal retainer (22) over seal (26) inside
pump housing (21). Lubricate the shaft seal with
clean hydraulic oil.
16. Install the entire driveshaft assembly through
the front of the pump housing. A mallet will be
required to install the driveshaft through the
shaft seal.
17. Once the driveshaft assembly is fully seated in
the pump housing, install snap ring (3).
Rotating Group
18. The mating surfaces should be greased. Place
the cylinder assembly on a clean work bench
with the valve plate side down.
19. Assemble the rotating group by inserting shoe
retainer springs (28, Figure 6-10) into the same
spring bores in cylinder barrel (10) that they
came out of.
20. Slide fulcrum ball (12) over the nose of cylinder
barrel (10).
21. Place shoe retainer (27) over the fulcrum ball
and align the holes in the retainer with the
corresponding
holes
(marked
during
disassembly) in the cylinder barrel. Once
aligned, insert piston/shoe assemblies (13) into
their corresponding holes.
L06033 7/06
The
assembled
rotating
group
weighs
approximately 14 kg (30 lbs.). Assistance from
others and use of proper lifting techniques is
strongly recommended to prevent personal
injury.
22. The rotating group can now be carefully
installed over the end of the driveshaft and into
the pump housing.
23. When installing the rotating group, support the
weight of cylinder barrel (10, Figure 6-10) as the
cylinder spline is passed over the end of the
driveshaft to avoid scratching or damage.
24. Push the cylinder barrel forward until the
cylinder spline reaches the driveshaft spline.
Rotate the cylinder slightly to engage the shaft
splines.
25. Continue to slide cylinder barrel forward until it
encounters the cylinder bearing (26). Lifting the
driveshaft slightly helps cylinder barrel and
cylinder
bearing
engagement.
Continue
pushing cylinder forward until the piston shoes
contact swashblock (25).
26. At this point, the back of the cylinder barrel
should be located approximately 6 mm (0.25
in.) inside the back of the pump housing.
27. Install seal (2, Figure 6-10) and piston ring (3)
into their respective grooves on control piston
(11).
28. Insert the control piston assembly into sleeve
(4).
29. While supporting the control piston, press or slip
in pin (8) and secure it with cotter or roll pin
(18).
NOTE: The order of piston sleeve seal installation
starts at the widest end of the sleeve.
30. Install backup ring (1, Figure 6-14), O-ring (2)
and back-up ring (3) in rearmost groove on the
piston sleeve. Install O-ring (4) and backup ring
(5) in the remaining groove.
NOTE: Ensure that the grooves in sleeve (4, Figure
6-10) are at the 12 oclock and 6 oclock positions
when inserted into the valve plate.
31. Insert the piston and sleeve assembly into valve
plate (11, Figure 6-11). Install O-ring (6) with
backup ring (5) in the seal groove of control
cover cap (4).
L6-19
40. With the hole in the control piston lined up with

the hole in the link, carefully insert control link
pin (16).
During this next step, be careful to prevent the

washer and retaining ring from falling into the
pump housing.
41. Install second control link washer (15) and
control link retaining ring (14) onto the pin.
Remove the capscrew from the pin.
FIGURE 6-14. O-RING LOCATION ON PISTON
SLEEVE
1. Backup Ring
2. O-ring
3. Backup Ring
4. O-ring
5. Backup Ring
32. Insert bias control piston springs (1, Figure 610) into control piston (11). Use four capscrews
(1, Figure 6-11) to fasten the control cover cap
to the rear of the valve plate. Tighten the
capscrews evenly to 187 Nm (138 ft. lbs.).
33. Install O-ring (10) in the rear of the valve plate.
Use four capscrews (7) to fasten cover plate (9)
over the opening in the valve plate.
34. Pull the free end of control link (17, Figure 6-10)
toward the rear of the pump housing until the
open hole in the link lines up with the open ports
on the sides of the pump case.
35. Install stroke adjuster assembly (Figure 6-13) to
hold the swashblock in place.
Valve Plate Group
36. Ensure that driveshaft bearing (13, Figure 6-11)
is in place. Using assembly grease to hold the
desired position, place valve plate gasket (12)
in position on valve plate (11).
37. Support the valve plate assembly from an
overhead hoist (lifting lug holes are provided) in
preparation for mating to the pump housing.
38. Assemble one control link retainer ring (14,
Figure 6-10) and one control link washer (15)
onto the threaded hole side of control link pin
(16). Then thread a 1/4 - 20NC capscrew into
the pin to ease holding.
39. Carefully maneuver the valve plate assembly
(supported by overhead hoist) over the
driveshaft and into the pump housing so that
the slot on control piston (11) engages control
link (17).
L6-20
NOTE: The valve plate is a slight press fit into thr

pump housing. Ensure that the pilot diameter on the
valve plate is aligned with the mating diameter on the
pump housing before assembly.
42. Insert four capscrews (8, Figure 6-11) and
alternately tighten them until the valve plate is
drawn up to the pump housing. Tighten the
capscrews evenly to 330 Nm (244 ft. lbs.).
43. Install cover plate (9) with new O-ring (10) and
capscrews (7).
44. Install O-rings (2), (3) and (4, Figure 6-12) in
their proper locations on the top of the valve
plate. Install block (10) to the valve plate with
capscrews to 21 Nm (183 in. lbs.).
45. Install 4-way valve (11) and compensator valve
(16).
46. Install orifice (9) and plug (7) with new O-ring (8)
in the side of the compensator block as shown
in Figure 6-12. Install orifice (15), plug (7) and
O-ring (8) in the top of the block.
47. Install the remaining plugs with new O-rings.
48. Install unloader module (18) on the
compensator block with new O-rings (19) and
capscrews to 10 Nm (88 in. lbs.).
49. Install plugs (9) and (24, Figure 6-9) and O-rings
(10) and (25) in the pump housing.
50. Measure the pump rotation torque. The rotation
torque should be approximately 20 Nm (15 ft.
lbs.).
7/06 L06033
STEERING ACCUMULATORS
Removal
1. Ensure that the key switch has been OFF for at
least 90 seconds to allow the accumulator oil to
drain back to tank. Turn the steering wheel to
ensure that all pressurized oil is released.
2. Remove cover (1, Figure 6-15). Disconnect the
electrical wiring from nitrogen precharge
pressure switch (10).
3. Remove the charging valve guard and loosen
the small hex on charging valve (9) three
complete turns. Depress the valve core until all
nitrogen pressure has been relieved.
2. Secure the accumulator to mounting bracket (7)

using mounting clamps (4), capscrews,
lockwashers and nuts. Tighten the capscrews to
the standard torque.
3. Connect the electrical wiring to nitrogen
precharge pressure switch (10). Reconnect oil
line (8) to the bottom of the accumulator.
4. Precharge both accumulators with pure dry
nitrogen. Refer to the Steering Accumulator
Charging Procedure in this section.
5. Check charging valve (9), pre-charge switch
(10) and check valve assembly (11) for leaks
using a soap solution.
Ensure that only the small swivel hex nut turns.

Turning the complete charging valve assembly
may result in the valve assembly being forced
out of the accumulator by the nitrogen pressure
inside. Wear a protective face mask when
discharging nitrogen gas.
4. Remove oil line (8) from the bottom of the
accumulator that is being serviced. Plug the
hoses and cover the opening in the accumulator
to prevent possible contamination of the
system. Do not use a screw-in type plug.
The accumulator weighs approximately 172 kg

(380 lbs.). Use a suitable lifting device with
adequate capacity to handle the load safely.
5. Attach a lifting device to the accumulator.
6. Loosen the capscrews and remove mounting
clamp (4).
7. Raise the accumulator until it is clear of
mounting bracket (7). Move the accumulator to
a clean work area for disassembly.
Installation
1. Lift the accumulator into position it on mounting
bracket (7, Figure 6-15). The accumulator
should be positioned to allow access to
charging valve (9).
L06033 7/06
FIGURE 6-15. STEERING ACCUMULATORS

1. Cover
2. Front Steering
Accumulator
3. Rear Steering
Accumulator
4. Mounting Clamp
Valve
7. Mounting Bracket
8. Oil Line
9. Charging Valve
10. Nitrogen Precharge
Pressure Switch
11. Check Valve
L6-21
Disassembly
1. After 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 the accumulator
from turning.
2. Remove bleed plug (12, Figure 6-17) on the
hydraulic port assembly. Usie a spanner wrench
to remove locking ring (10) from the hydraulic
port assembly. Use an adjustable wrench on the
flats located on the port assembly to prevent the
port assembly from rotating.
3. Remove spacer (9), then push the hydraulic
port assembly into the shell.
4. Insert your hand into the accumulator shell and
remove O-ring backup (8), O-ring (7), and metal
backup washer (6). Separate anti-extrusion ring
(3) from the hydraulic port. Fold the antiextrusion ring and remove it from the shell
(Figure 6-15).
5. Remove the hydraulic port from the
accumulator shell.
6. To prevent the bladder valve stem from twisting,
secure it with an appropriate wrench applied to
the valve stem flats. Remove gas valve
manifold (14, Figure 6-17). Then remove nut (5)
while still holding the bladder valve stem.
7. Fold the bladder and pull it out of the
accumulator shell. A slight twisting motion while
pulling on the bladder reduces the effort
required (Figure 6-16). If the bladder is slippery,
hold it with a cloth.
FIGURE 6-16. ANTI-EXTRUSION RING REMOVAL
L6-22
1. Clean all metal parts with a cleaning agent.

2. All seals and soft parts should be wiped clean.
3. Inflate the bladder to normal size. Wash the
bladder with a soap solution. If the bladder
causes bubbles in the soap solution, discard the
bladder. After testing, deflate the bladder
immediately.
4. Inspect the hydraulic port assembly for
damage. Check the poppet plunger to see that
it spins freely and functions properly.
5. Check the anti-extrusion ring and soft seals for
damage and wear. Replace all worn or
damaged seals with original equipment seals.
6. After the shell has been cleaned with a cleaning
agent, check the inside and outside of the shell.
Special attention should be given to the area
where the gas valve and hydraulic assembly
pass through the shell. Any nicks or damage in
this area could destroy the accumulator bladder
or damage new seals. If this area is pitted,
consult your Komatsu Service Manager.
DO NOT repair the housing by welding,

machining or plating to salvage a worn area.
These procedures may weaken the housing and
result in serious injury to personnel when
pressurized.
FIGURE 6-17. BLADDER REMOVAL
7/06 L06033
Assembly
NOTE: Assemble the accumulator(s) in a dust and
lint free area. Maintain complete cleanliness during
assembly to prevent possible contamination.
Use only nitrogen that meets or exceeds CGA
(Compressed Gas Association) specification G-10.1
for type 1, grade F. The nitrogen should be 99.9%
pure. Use only nitrogen cylinders with standard CGA
number 580 connections with the appropriate high
pressure regulator.
1. After shell (4, Figure 6-18) has been cleaned
and inspected, place the accumulator shell in a
vise or on a table.
2. Thoroughly spray the inside of the accumulator
shell with 3.1 L (106 oz.) of clean C-4 hydraulic
oil to lubricate and cushion the bladder. Ensure
that the entire internal surface of the shell is
lubricated.
3. With all gas completely exhausted from the
bladder, collapse the bladder and fold it
longitudinally in a compact roll.
4. Install the gas valve on the bladder.

5. 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.
6. With one hand, pull the bladder pull rod while
feeding the bladder into the shell with the other
hand. Slight twisting of the bladder will assist in
this insertion.
7. Once the bladder valve stem has been pulled
through the valve stem opening in the shell,
install valve stem nut (5) by hand. Remove the
bladder pull rod.
8. Use a wrench to hold the bladder valve stem on
the flats, then tighten nut (5) securely.
9. If removed, install pressure switch (15) into
valve assembly (11). Tighten the switch to 41
5 Nm (30 4 ft. lbs.). Then install valve
assembly (11) onto gas valve manifold (14) and
tighten it to 18 4 Nm (13 3 ft. lbs.).
FIGURE 6-18. ACCUMULATOR ASSEMBLY

1. Bladder Assembly
2. Hydraulic Port Assembly
3. Anti-Extrusion Ring
4. Shell
5. Nut
6. Metal Backup Washer
L06033 7/06
7. O-ring
8. O-ring Backup
9. Spacer
10. Locking Ring
11. Valve Assembly
12. Bleed Plug
13. Warning Plate

14. Gas Valve Manifold
15. Pressure Switch
16. O-ring
L6-23
10. If removed, install the charging valve onto gas

manifold (14). Then tighten small hex nut (4,
Figure 6-19) to 5 Nm (45 in. lbs.).
If a new charging valve was installed, the valve
stem must be seated as follows:
a. Tighten small hex swivel nut (4, Figure 6-19)
to 14 Nm (10 ft. lbs.).
b. Loosen the small hex swivel nut.
c. Retighten the small hex swivel nut to 14 Nm
(10 ft. lbs.).
d. Loosen the small hex swivel nut again.
e. Finally, tighten small hex swivel nut to 5 Nm
(45 in. lbs.).
11. Install charging valve cap (1) finger-tight. Install
the charging valve cover,. Tighten the
capscrews to 40 Nm (25 ft. lbs.).
12. Install new O-ring (16, Figure 6-17) on gas valve
manifold (14). Hold the bladder valve stem with
a wrench and install gas valve manifold (14)
securely.
13. While holding hydraulic port assembly (2) by the
threaded end, insert the poppet end into the
shell fluid port. Lay the complete assembly
inside the shell.
14. 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.
15. 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.
16. Connect the nitrogen charging kit to the
charging valve. With the hydraulic port
assembly firmly in place, slowly pressurize the
bladder using dry nitrogen and a sufficient
pressure of approximately 275 - 345 kPa (40 50 psi) to hold the port assembly in place so
that both of your hands are free to continue with
the assembly.
17. Install metal O-ring backup washer (6) over the
hydraulic port assembly. Push it into the shell
fluid port to bottom it out on the anti-extrusion
ring.
18. Install O-ring (7) over the hydraulic port
assembly. Push it into the shell fluid port until it
bottoms out against metal O-ring backup
washer (6). Ensure that the O-ring does not
twist.
L6-24
19. Install O-ring back-up (8) over the hydraulic port

assembly. Push it into the shell fluid port until it
bottoms out against the O-ring.
20. Insert spacer (9) with the smaller diameter of
the shoulder facing the accumulator shell.
21. Install locking ring (10) on the hydraulic port
assembly and tighten it securely. This will
squeeze the O-ring into position. Use an
appropriate wrench on the flats on the port
assembly to ensure that the unit does not turn.
22. Install bleed plug (12) into the hydraulic port
assembly.
23. Verify that all warning labels are attached to the
shell and that they are legible. Install new labels
as required.
24. Precharge the accumulator to 690 - 827 kPa
(100 - 120 psi). Refer to the Steering
Accumulator Charging Procedure.
25. After precharging is completed, install a plastic
cover over the hydraulic port to prevent
contamination. Do not use a screw-in type
plug.
possible leakage.
Refer to Accumulator Storage Procedures in this
section for more information about properly
storing bladder accumulators.
7/06 L06033
Leak Testing
Leak testing entails checking for internal and external
leaks at high pressure. A source of 24,130 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.
FIGURE 6-19. GAS END COMPONENTS

1. Gas Manifold Valve
2. O-ring
3. Capscrew
4. Lockwasher
5. Guard
6. Cap
7. Flat Gasket
8. Charging Valve
Assembly
9. Pressure Switch

1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
5. Rubber Washer
L06033 7/06
6. Valve Body
7. O-ring
8. Valve Stem
9. O-ring
1. Remove charging valve guard (5, Figure 6-18)

and charging valve cap (6).
2. Close the bleed valve.
3. Attach a gauging assembly to the charging
valve and tighten the swivel nut finger-tight.
4. Hold valve body (6, Figure 6-19) with one
wrench while unscrewing swivel nut (4) three
complete turns with a second wrench. This will
open the poppet inside the gas valve.
5. Slowly charge the accumulator to 690 kPa (100
psi). After 690 kPa (100 psi) is obtained, the
charging rate can be increased until the
accumulator is fully charged at 9653 kPa (1400
psi).
6. Tighten swivel nut (4) finger-tight to close the
internal poppet.
7. Submerge the accumulator assembly under
water and observe it for 20 minutes. No leakage
(bubbles) is permitted. If leakage is present,
proceed to Step 14.
8. Hold charging valve (6) with a wrench and
remove the swivel nut assembly.
9. Install valve cap (1) on the charging valve
finger-tight and install the gas valve guard.
10. Connect a hydraulic power supply to the oil port
on the accumulator. Ensure that bleed plug (12,
Figure 6-18) is installed.
11. Pressurize the accumulator with oil to 24,130
kPa (3500 psi). This may take 23 to 30 liters (6
to 8 gallons) of oil. No external oil leakage is
permitted.
12. Slowly relieve oil pressure and remove the
hydraulic power supply. Install a plastic cover
over
the
hydraulic
port
to
prevent
contamination.
13. 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, use the nitrogen charging
equipment and adjust the nitrogen precharge
pressure to 690 - 827 kPa (100 - 120 psi).
14. Verify that all warning and caution labels are
attached and legible. Install new labels as
required.
L6-25
1. With the engine off and key switch in the OFF

position, allow at least 90 seconds for the
accumulator to bleed down. Turn the steering
wheel to ensure that no pressurized oil remains
in the accumulators.
2. Open the needle valves in the brake cabinet to
release hydraulic pressure from the brake
accumulators. Ensure that all hydraulic
pressure has been relieved from the hydraulic
system. Remove bleeder plugs (12, Figure 617) in the steering accumulator stems to vent
any residual pressure.
Charging Procedure

component until the engine is stopped and the
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. Ensure
that pure dry nitrogen gas is being used to
charge the accumulator.
Before charging or discharging nitrogen gas in
the accumulator, carefully read and understand
the warning labels and instructions regarding the
charging valve.
NOTE: If a new or rebuilt accumulator (or any

bladder accumulator with all nitrogen discharged) is
being precharged while installed on the truck and still
connected to the hydraulic system, the oil side of the
accumulator must be vented to allow proper bladder
expansion. Trapped air or oil on the hydraulic side of
the bladder will prevent the proper precharge
pressure from being obtained for safe operation.
3. Remove charging valve guard (5, Figure 6-18)
and charging valve cap (6).
4. Turn the gas valve "T" handle all the way out
(counterclockwise)
before
attaching
the
charging assembly to the accumulator gas
valve.
5. Close the bleed valve.
6. Attach the swivel nut to the gas valve fingertight. Do not to loop or twist the hose.
7. Hold valve body (6, Figure 6-19) with one
wrench while unscrewing swivel nut (4) three
complete turns with a second wrench. This will
open the poppet inside the gas valve.
8. Set the regulator for 172 kPa (25 psi), then
slightly open the nitrogen container. Slowly fill
the accumulator. The fill rate time for this
accumulator is approximately four minutes.

accumulators.
Ensure that the nitrogen supply is shut off before
attaching the charging manifold to the nitrogen
container.
NOTE: If one accumulator is low on nitrogen, it is
recommended that both accumulators be checked
and charged at the same time. Correct precharge
pressure is the most important factor in prolonging
accumulator life.
NOTE: Use only nitrogen that meets or exceeds
CGA (Compressed Gas Association) specification G10.1 for type 1, grade F. The nitrogen should be
99.9% pure. Use only nitrogen cylinders with
standard CGA number 580 connections with the
appropriate high pressure regulator.
L6-26
If the precharge is not filled slowly, the bladder

may suffer permanent damage. A "starburst"
rupture in the lower end of the bladder is
characteristic of precharging too rapidly.
7/06 L06033
9. When 172 kPa (25 psi) of precharge pressure is

obtained, close the nitrogen valve. Set the
regulator for the operating precharge pressure
based on the current ambient temperature.
Refer to Table 1. Then, open the nitrogen
container and fill the accumulator.
10. Let the precharge set for 15 minutes. This will
allow the gas temperature to stabilize. If the
desired precharge is exceeded, close the
nitrogen container valve and slowly open the
bleed valve until the correct precharge pressure
is obtained. Refer to Table 1.
Temperature variation can affect the precharge

pressure of an accumulator. As the temperature
increases, the precharge pressure increases.
Conversely, decreasing temperature will decrease
the precharge pressure. In order to ensure the
accuracy of the accumulator precharge pressure, the
temperature variation must be accounted for.
A temperature variation factor is determined by the
ambient temperature when charging the accumulator
on a truck that has been shut down for one hour.
Refer to Table 1 for charging pressures in different
ambient operating conditions that the truck is
currently exposed to during the charging procedure.
For example, assuming that the ambient temperature
is 10C (50F), charge the accumulator to 9294 kPa
(1348 psi).
Do not reduce the precharge by depressing the

valve core with a foreign object. High pressure
may rupture the rubber valve seat.
11. Turn the top hex to close the internal poppet.
Tighten the hex nut to 7 - 11 Nm (5 - 8 ft. lbs.).
12. Hold the gas valve stationary and loosen the
swivel nut to remove the assembly. Use a
common leak reactant to check for nitrogen
leaks.
13. Install the gas valve cap finger-tight. The gas
valve cap serves as a secondary seal.
14. Install the charging valve guard.
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)
10,011 kPa (1452 psi)
38C (100F)
10,184 kPa (1477 psi)
43C (110F)
10,363 kPa (1503 psi)
49C (120F)
10,542 kPa (1529 psi)
NOTE: A precharge pressure below 8232 kPa (1194

psi) is not recommended because of low precharge
pressure warnings. The low accumulator precharge
warning switch activates at 7584 310 kPa (1100
45 psi).
L06033 7/06
L6-27
Precharge Maintenance
If the low steering accumulator precharge

warning light is illuminated when the key switch
is turned ON, do not attempt to start the truck.
Permanent bladder damage may result. Check
the precharge pressure and adjust if necessary.
1. When starting the truck, turn the key switch to
the RUN position and wait to confirm that the
low accumulator precharge warning light does
not stay illuminated after the system check is
complete. If the warning light stays illuminated,
do not start the truck. Notify maintenance
personnel immediately.
2. Check the accumulator precharge pressure
every 500 hours. If the precharge pressure is
too low, the bladder will be crushed into the top
of the shell by hydraulic system pressure and
can extrude into the gas stem and become
punctured. This condition is known as "pick
out". One such cycle is sufficient to destroy a
bladder.
L6-28
3. Check all sealing areas on the nitrogen side of

the accumulator (charging valve, pressure
switch, manifold, etc.) during every precharge
maintenance interval to ensure that the seals do
not leak. Replace all faulty or leaking seals,
valves, etc. Failure to repair leaking nitrogen
seals may result in a failed accumulator bladder
or low performance from the accumulator.
NOTE: If precharge pressure continues to decline
frequently between precharge maintenance intervals,
and if all nitrogen sealing areas are free of leaks,
then the accumulator bladder most likely has a small
hole in it and must be replaced.
4. Check all heat shields and exhaust blankets, as
provided, during every precharge maintenance
interval to ensure that they are in place and
good condition.
NOTE: If the truck is equipped with cold weather
bladder accumulators, the precharge pressure must
be checked every 100 hours because the nitrogen
permeates this bladder material at a much greater
rate than the standard bladder material.
7/06 L06033
Installing A Bladder Accumulator From Storage
Accumulator Storage Procedures
1. Refer to the Charging Procedure earlier in this

chapter to install the pressure gauges on the
accumulator and to check the precharge
pressure.
possible leakage.
accumulators.
1. If the accumulator was just rebuilt, ensure that
there is approximately 3.1 L (106 oz.) of clean
C-4 hydraulic oil inside the accumulator before
adding 690 kPa (100 psi) of nitrogen precharge
pressure.
2. Bladder accumulators should always be stored
with 690 - 827 kPa (100 - 120 psi) of nitrogen
precharge pressure, which 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 to prevent contamination. Do
not use a screw-in type plug.
4. Always store the accumulator in an upright
position.
Bladder Storage Procedures

The shelf life of bladders under normal storage
conditions is one year. Normal storage conditions
consist of the bladder being heat sealed in a black
plastic bag and placed in a cool dry place away from
the sun, ultraviolet and fluorescent lights, and
electrical equipment. Direct sunlight or fluorescent
light can cause the bladder to weather check and dry
rot, which will appear on the bladder surface as
cracks.
L06033 7/06
a. If the precharge pressure is 172 - 690 kPa

(25 - 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 and
install the accumulator on the truck. Refer to
Charging Procedure in this section to fully
charge accumulator to the correct operating
precharge pressure.
b. If the precharge pressure is less than 172
kPa (25 psi), slowly drain off any nitrogen
precharge and proceed to Step 2.
2. Remove the gauges from the accumulator.
3. Lay the accumulator on a suitable work bench
so that the hydraulic port is higher than the
other end of the accumulator. Remove the
plastic dust cap from the hydraulic port.
4. Pour approximately 3.1 L (106 oz.) of clean C-4
hydraulic oil into the accumulator through the
hydraulic port. Allow time for the oil to run down
the inside of the accumulator to reach the other
end.
5. Lay the accumulator flat on the work bench (or
floor) and slowly rotate the accumulator two
complete revolutions. This will thoroughly coat
the accumulator walls with a film of oil
necessary for bladder lubrication during
precharging.
6. Stand the accumulator upright. Install the
pressure gauges and refer to the Charging
Procedure for instructions about charging the
accumulator to 690 kPa (100 psi). Remove the
gauges from the accumulator and install a
plastic dust cap over the hydraulic port.
7. Install the accumulator on the truck.
8. Precharge the accumulator to the correct
operating precharge pressure. Refer to Table 1.
L6-29
TROUBLESHOOTING CHART
TROUBLE
POSSIBLE CAUSE
ACTION
STEERING CIRCUIT
Slow steering, hard
steering or loss of power
assist
Drift - truck veers slowly in

one direction.
1. Overloaded steering axle

2. Malfunctioning relief valve preventing
adequate system pressure build-up
3. Worn or malfunctioning pump
4. Restricted high pressure filter or suction
strainer
1. Rod end of cylinder slowly extends
without turning the steering wheel
2. Worn or damaged steering linkage
1. Air in system due to low oil level, pump
cavitation, leaking fitting, pinched hoses
2. Loose cylinder piston
Wander - truck will not stay

in straight line
3. Broken centering springs (spool valve,

steering valve)
4. Worn mechanical linkage
5. Bent linkage or cylinder rod
6. Severe wear in steering control unit
Slip - a slow movement of

steering wheel fails to steer
front wheels
Spongy or soft steering
Erratic steering
L6-30
1. A small rate of extension may be

normal on a closed center system.
2. Inspect and replace linkage if
necessary. Check alignment or toein of the front wheels.
1. Correct oil supply problem or
bleed air.
2. Repair or replace steering
cylinder.
3. Repair or replace steering control
unit.
4. Repair or replace.
5. Repair or replace defective
components.
unit.
1. Leakage of steering cylinder piston

seals

cylinder.
2. Worn steering control unit meter
2. Replace steering control unit.
1. Low oil level
1. Service hydraulic tank and check

for leakage.
2. Air in hydraulic system. Probably air

trapped in cylinders or lines.
1. Air in system due to low oil level,
cavitating pump, leaky fittings, pinched
hose, etc.
2. Loose steering cylinder piston
Free wheeling - steering

wheel turns freely with no
back pressure - front
wheels do not steer
1. Reduce axle loading.

2. Check system pressure. Adjust
or replace relief valve.
3. Replace pump.
4. Replace filter element or clean
strainer.
1. Splines of steering column/steering

control unit coupling may be disengaged
or damaged
2. No flow to steering control unit:
a. Low oil level
b. Ruptured hose
c. Broken steering control unit gerotor
drive pin
2. Bleed air from system.

1. Correct condition and add oil as
necessary.
cylinder.
column or coupling.
2. Repair as required:
a. Add oil and check for leakage.
b. Replace hose.
c. Repair or replace steering
control unit.
7/06 L06033
TROUBLE
Excessive free play at

steered wheels
POSSIBLE CAUSE
1. Broken or worn linkage between
steering cylinder and steered wheels
2. Leaky steering cylinder seals
Binding or poor centering of

steered wheels
1. Binding or misalignment in steering

column or splined coupling and steering
control unit
2. High back pressure in tank can cause
slow return to center - should not exceed
2068 kPa (300 psi)
3. Large particles can cause binding
between the spool and sleeve in the
steering control unit
1. Large particles in meter section
Steering control unit locks

up
2. Insufficient hydraulic power

3. Severe wear and/or broken pin
Steering wheel oscillates or

turns by itself
Steered wheels turn in
opposite direction when
operator turns steering
wheel
1. Lines connected to wrong ports

2. Parts assembled wrong; steering
control unit improperly timed
1. Lines connected to wrong cylinder ports
ACTION
1. Check for loose fitting bearings at
anchor points in steering linkage
between cylinder and steered
wheels.
cylinder.
1. Align column to steering control
unit.
2. Remove restriction in the lines or
circuit. Check for obstruction or
pinched lines.
3. Clean steering control unit and
filter the oil. If another component
has malfunctioned (generating
contaminating materials), flush the
entire hydraulic system.
1. Clean the steering control unit.
2. Check hydraulic system
pressure.
unit.
1. Check line routing and
connections.
2. Reassemble correctly and retime control valve.
1. Inspect and correct line
connections.
STEERING PUMP
1. Air trapped inside steering pump
2. Broken pump drive shaft
No pump output
3. Excessive circuit leakage

4. No oil to pump inlet
L06033 7/06
1. Bleed air from pump and/or

steering system.
2. Inspect hoist and steering pump;
replace drive shaft.
3. Check for external leaks or
internal system pressure loss.
4. Check hydraulic tank oil level.
Ensure that pump inlet shutoff valve
is open.
L6-31
TROUBLE
POSSIBLE CAUSE
1. Low pump pressure
Low pump output
2. Internal pump wear

3. Restricted inlet
4. Insufficient oil supply

5. High pressure filter restricted
1. Defective pressure control
Loss of pressure
2. Internal steering pump wear
3. Excessive leakage in brake system
Excessive or high peak

pressure
1. Defective or improperly adjusted

pressure control(s)
1. Low compensator or unloader valve
setting
2. Fluid too cold or viscosity too high
Noise or squeal
3. Air leak at pump inlet

4. Insufficient inlet oil supply
5. Internal pump damage

1. Pressure compensator adjusted
incorrectly or defective
Erratic pump (load/unload)
cycle
Excessive heat
L6-32
2. Excessive internal leakage in steering

circuit
ACTION
1. Check unloader valve operation
and adjust pressure if necessary.
Check compensator adjustment
pressure. Check system relief
valves. Replace as necessary.
2. Repair or replace steering pump.
3. Ensure that shutoff valve is open.
Check suction hose. Clean tank
strainers.
4. Check hydraulic tank oil level.
Ensure that shutoff valve is open.
5. Replace filter element.
2. Repair or replace pump.
3. Inspect brake system and check
pressures.
1. Check pressure and adjust
pressure controls.
2. Warm oil before starting or install
proper viscosity oil.
3. Inspect inlet hose, connections
and shutoff valve.
4. Check hydraulic tank level. Clean
suction strainer. Ensure that shutoff
valve is open.
5. Repair or replace pump.
1. Adjust pressure compensator or
repair if necessary.Check unloader
pressure settings.
2. Measure component leakage
rates and replace defective
components.
3. Unloader valve pilot seat damaged
3. Replace unloader valve module.
1. Excessive system pressure
1. Adjust system pressures.
2. Low hydraulic fluid level
2. Service hydraulic tank.
3. Worn steering or hoist pump
3. Repair or replace pump(s).
7/06 L06033
TROUBLE
POSSIBLE CAUSE
ACTION
FLOW AMPLIFIER
1. Stuck amplifier spool
Slow or hard steer
2. Obstruction in orifice, directional spool
3. Incorrect relief valve pressure setting

1. Leaking shock and suction relief valve
Free wheeling
(no end stop)
2. Pressure setting of shock valve too low
Inability to steer
(no pressure build-up)
Resistance when initially

turning steering wheel
L06033 7/06
1. Disassemble valve and check

amplifier spool for damage or
obstruction.
2. Disassemble valve and check
directional spool and orifices for
damage or obstruction.
3. Check and correct relief valve
setting.
1. Disassemble valve, check and
clean shock and suction valves.
Replace valves if necessary.
2. Adjust pressure settings
1. Defective steering control unit

unit.
1. Air in LS line
1. Bleed air from LS line.
2. Priority valve spring compression weak
2. Disassemble flow amplifier.

Replace priority valve spring.
3. Obstruction in orifice in LS or PP
port
3. Disassemble flow amplifier.

Inspect and clean orifice.
L6-33
NOTES
L6-34
7/06 L06033
SECTION L7
HOIST CIRCUIT
INDEX
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3

BASIC OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Hydraulic Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Hydraulic Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
High Pressure Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Inlet Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Work Ports (Rear) Spool Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-5
Tank Ports (Front) Spool Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-5
Hoist Pilot Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-5
Bleeddown Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
Hoist Up Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
Pilot Operated Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
Overcenter Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-7
Float Position Of Pilot Valve With Truck Body On Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-8
Power Up Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-10
Hold Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-12
Power Down Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-14
Float Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-16
L07029 3/08
Hoist Circuit
L7-1
NOTES
L7-2
Hoist Circuit
3/08 L07029
HOIST CIRCUIT
BASIC OPERATION
The following information describes the basic hoist
system circuit as shown in Figure 7-1. Detailed component operation is outlined under the individual
component descriptions.
Hydraulic fluid is supplied by a tank (1) located on
the left frame rail. Hydraulic oil is routed to a tandem
gear type pump (2). A second pump, coupled to the
rear of the hoist pump, supplies oil for the steering
and brake systems. The pumps are driven by an
accessory drive at the end of the traction alternator.
Hoist pump output is directed to a pair of high pressure filters (3) mounted to the inboard side of the
fuel tank.
Hydraulic oil from the hoist filters is directed to the

hoist valve (7), mounted above the pumps The hoist
valve directs oil to the body hoist cylinders (10) for
raising and lowering of the dump body. Hoist valve
functions are controlled by the operator through the
lever connected to the hoist pilot valve (4) located in
the hydraulic components cabinet. A hoist limit solenoid (5) located in the bleeddown manifold shifts the
hoist valve out of POWER UP before the hoist cylinders extend to their maximum physical limit.
When the hoist valve is in the HOLD or FLOAT position, hoist circuit oil flows to the front (8) and rear (9)
service brakes, cooling the wet disc brakes during
truck operation.
Hydraulic hoses deteriorate with age

and use. Prevent possible malfunctions
by inspecting all hoses periodically.
Replace any hose showing wear, damage or deterioration.
FIGURE 7-1. HOIST CIRCUIT SCHEMATIC

1. Hydraulic Tank
2. Hoist Pump
3. High Pressure Filter
5. Hoist Limit Solenoid
L07029 3/08

7. Hoist Valve
8. Brake Cooling Oil Supply (Front)
9. Brake Cooling Oil Supply (Rear)
10. Hoist Cylinder
Hoist Circuit
11. Quick Disconnect

13. Check Valve
L7-3
Hydraulic Tank
The hydraulic tank supplies hydraulic oil for the hoist,
steering and brake circuits. The tank is located on the
left hand frame rail forward of the rear wheels. The
tanks service capacity is approximately 947 liters
(250 gallons). Type C-4 hydraulic oil is recommended for use in the hydraulic system. Oil used in
the hoist circuit flows through 100 mesh wire suction
strainers to the inlet hoses of the pump. Air drawn
into the tank during operation is filtered by air filters
located on the top of the tank. Oil level can be
checked visually at sight glasses located on the face
of the tank.
The hoist valve precisely follows differential pressure

input signals generated by the hoist pilot valve as the
operator moves the hoist control lever while raising
and lowering the dump body.
Hydraulic Pump
The hoist system hydraulic pump is a tandem, gear
type pump driven by a drive shaft on the end of the
traction alternator. The pump has a total output of
931 l/m (246 gpm) at 1900 rpm and 17,235 kPa
(2500 psi).
A smaller piston type, pressure compensated pump,
rated at 250 l/m (66 gpm) @ 1900 rpm, is coupled to
the hoist pump. It supplies oil to the steering system
and brake apply system.
Hoist pressure is limited to 17,235 kPa (2500 psi) by
internal relief valves located in the hoist control valve
inlet sections.
High Pressure Filters
Hoist pump output oil is directed to the high pressure
filters mounted on the inboard side of the fuel tank.
The filter assemblies are equipped with a bypass
valve which permits oil flow if the filter element
becomes excessively restricted. Flow restriction
through the filter element is sensed by an indicator
switch. This switch will turn on a red warning light in
the cab to indicate that filter service is required. The
indicator light will illuminate when the restriction
reaches approximately 241 kPa (35 psi). Actual filter
bypass will result when the filter element restriction
reaches approximately 345 kPa (50 psi).
Hoist Valve
The hoist valve (Figure 7-2) is mounted on a modular
assembly containing the hoist valve, overcenter manifold, and both hydraulic pumps. This assembly is
bolted to brackets attached to the frame rails behind
the main alternator. The hoist valve is a split spool
design. The term split spool describes the spool
section of the valve.
L7-4
FIGURE 7-2. HOIST VALVE
1. Inlet Section
2. Work Ports Spool Section
3. Tank Ports Spool Section
4. Inlet Section
5. Inlet Port
6. Outlet Port
7. Spool Section Cover
8. Separator Plate
Inlet Sections
Each of the front and rear inlet sections of the hoist
valve contains of the following components:
Flow control valve and main relief valve
Secondary Low pressure relief valve
Anti-void check valve
Load check valve
The flow control portion of the flow control and main
relief valves allow pump flow to the service brake
cooling circuit unless the body is being raised or lowered. The relief portion of the valve is direct-acting
and has the capacity to limit the working pressure at
full pump flow.
Hoist Circuit
3/08 L07029
The secondary low pressure relief is located between

the low pressure core and the outlet to the brake
cooling circuit. It provides for pressure relief if pressure spikes occur in the low pressure passage area.
The load check allows free flow from the inlet to the
high pressure core and prevents flow from the high
pressure core to the inlet.
The anti-void check valve allows free flow from the
low pressure core to the high pressure core and prevents flow from the high pressure core to the low
pressure core.
Work Ports (Rear) Spool Section
The rear spool section of the hoist valve consists of
the following components:
Pilot ports
Tank Ports (Front) Spool Section

The primary low pressure valves are located in the
front spool section of the hoist valve. These valves
maintain back pressure on the low pressure passage
and direct the hoist cylinder return oil back to the
hydraulic tank.
Hoist Pilot Valve
The hoist pilot valve (1, Figure 7-3) is mounted in the
hydraulic components cabinet behind the operators
cab. The hoist pilot valve spool is spring centered to
the neutral position and is controlled directly by the
operator through a lever mounted on the console
between the operator and passenger seat. A cable
connects the cab mounted lever to the hoist pilot
valve in the hydraulic components cabinet.
When the operator moves the lever, the pilot valve
spool moves and directs pilot flow to the appropriate
pilot port on the hoist valve. The pilot flow causes the
main spool to direct oil flow to the hoist cylinders.
Main spools
Work ports
Check poppets
The pilot ports are located in the spool section cover.
These ports provide connections for a pilot line to the
hoist pilot valve. Each work port has a corresponding
pilot port.
The work ports provide for a line connection between
the spool section and the hoist cylinders. One main
spool for each work port is spring biased at both end
to block the work port from the high and low pressure
cores when there is no flow through the spool cross
holes.
The hoist pilot valve is equipped with a one way load

check valve which allows free flow from the center
passage to bridge core and prevents reverse flow.
The valve also contains power down relief valve (2),
which is used to limit the power down pressure to
10,400 kPa (1500 psi).
When there is flow through the pilot ports to the

spools, a positive differential pressure at the top of
the spool will overcome the bottom spring bias and
the spool will shift to connect the work port to the
high pressure core.
When there is flow from the main valve work port to
the pilot port through the cross-holes, a positive differential pressure at the bottom of the spool will overcome the top spring bias and the spool will shift to
connect the work port to the low pressure core.
The check poppets located in the spool section permit free flow from the work port to the pilot port and
restrict flow from the pilot port to the work port. These
check poppets control spool response and spool
movements during void conditions.
FIGURE 7-3. HOIST PILOT VALVE

2. Relief Valve
3. Supply Port
4. To Hoist Valve (Rod
End)
L07029 3/08
Hoist Circuit
5. To Hoist Valve (Base

End)
6. Return to Tank
L7-5
Bleeddown Manifold
Overcenter Manifold
The pilot valve/hoist valve hydraulic circuit is routed

through the bleeddown manifold, located on the left
frame rail. The hoist up limit solenoid and pilot operated check valve described below are contained in
the manifold. Refer to Section L4 for additional information about these components.
The overcenter manifold (4, Figure 7-4), located on

the pump module at the rear of hoist valve (1), contains counterbalance valve (2). This valve controls
the pressure of the cushion of oil in the annulus area
of the hoist cylinder when the body approaches the
maximum dump angle. The valve limits the maximum
pressure build-up by relieving pressure in excess of
20,400 kPa (3000 psi), preventing possible seal
damage.

The hoist up limit solenoid (5, Figure 7-1), located on
the bottom of the bleeddown manifold, is used in the
hydraulic circuit to prevent maximum hoist cylinder
extension.
The solenoid valve is a 3-way valve, and is controlled
by a proximity switch (hoist limit switch) located near
the body pivot and the right rear suspension upper
mount.
Quick disconnect fittings (5), mounted on the bottom

of the manifold, allow dumping of the load in a disabled truck by connecting jumper hoses to the
hydraulic system of an operational truck.
When the body is nearly fully raised, the body activates the magnetic proximity switch, signalling the
solenoid to open the raise pilot line to the tank, and
close the raise pilot line to the hoist valve, stopping
further oil flow to the hoist cylinders.
the adjustment procedure of the hoist limit switches.
Pilot Operated Check Valve
The pilot operated check valve (6, Figure 7-1),
located in the bleeddown manifold, is opened by
power down pilot pressure to allow oil in the raise
port to bypass the hoist up limit solenoid for initial
power down operation while the solenoid is activated
by the hoist limit switch.
FIGURE 7-4. PUMP MODULE
1. Hoist Valve
3. Needle Valve
4. Overcenter Valve
L7-6
Hoist Circuit
5. Quick Disconnects
7. Hoist Pump
3/08 L07029
HOIST CIRCUIT OPERATION
The following pages describe the hoist circuit operation in the FLOAT, POWER UP,
HOLD, and POWER DOWN positions. (Refer to Figures 7-5 through 7-9.)
L07029 3/08
Hoist Circuit
L7-7
Float Position Of Pilot Valve With Truck Body On

Frame
Figure 7-5 shows the position of the hoist pilot valve
when the truck body is resting on the frame. However, the hoist valve internal valves and spools will
be in the position shown in Figure 7-7.
Oil from the hoist pump enters the inlet sections of
the hoist valve in port (11), passes through check
valve (18), and stops at the closed high pressure
passage (19) at the two main spools (7) and (8) as
L7-8
Pressure builds to approximately 414 kPa (60 psi) on

the pilot of flow control valve (2), causing the valve to
compress the spring and open, which allows the oil
to flow the through hoist valve port (23) to the service
brakes for brake disc cooling and eventually back to
the tank. Between hoist valve port (23) and the
brakes or heat exchanger, the cooling supply tees to
orificed regulator valves. If supply pressure attempts
to increase above 240 kPa (35 psi), the regulator
valve opens and dumps to the tank.
Oil also flows out of hoist valve port (12) to port (12)
on the pilot valve, through the hoist pilot valve spool,
and out through pilot valve port (10) to the tank. This
oil flow is limited by orifices in the inlet sections of the
hoist valve and, therefore, has no pressure buildup.
Hoist Circuit
3/08 L07029
FIGURE 7-5. FLOAT POSITION

1. Hoist Relief Valve (2500 psi)
2. Flow Control Valve
3. Secondary Low Pressure Valve
(250 psi)
4. Snubber Valve
5. Rod End Work Port
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
L07029 3/08
17. Anti-void Check Valve

9. Head End Work Port
18. Load Check Valve
19. High Pressure Passage
11. Supply Port
20. Low Pressure Passage
12. Pilot Supply Port
22. Primary Low Pressure Valve
14. Raise Pilot Port
(26 psi)
15. Down Pilot Port
16. Power Down Relief Valve (1500 23. Brake Cooling Circuit Port
psi)
Hoist Circuit
L7-9
Power Up Operation
(Figure 7-6)
The hoist pilot valve spool is moved to the power up
position when the operator moves the lever rearward
in the cab. The pilot supply oil coming in port (12) is
prevented from returning to the tank and, instead, is
directed out port (14) through hoist limit solenoid (13)
in the bleeddown manifold and into port (14) of the
hoist valve.
From there it goes to the top of the head end spool
(8), builds pressure on the end of the spool, causes
the spool to move down compressing the bottom
spring, and connects the high pressure passage (19)
to head end port (9). Working oil flow in the high
pressure passage is now allowed to flow through
spool (8) and out port (9) to extend the hoist cylinders.
Even though a small amount of oil flows through the
check poppet in the top of spool (8), raise pilot pressure at ports (14) increases to slightly higher pressure than the required hoist cylinder pressure. As a
result, the pilot supply pressure in ports (12) also
increases causing back pressure to occur in the
spring area of the flow control valve (2). This overcomes the pilot pressure on the other end of the flow
control valve causing it to close and direct the incoming pump oil through the head end spool (8) to the
hoist cylinders to extend them. At this time, oil flow to
the brake cooling circuit is stopped.
If at any time the resistance to the flow of the pump
oil coming into the inlet section causes the pressure
to increase to 17,235 kPa (2500 psi), the pilot pressure against hoist relief valve (1) causes it to open
and allow flow to exit out port (23) to the brake cooling circuit and to return to the tank.
As the hoist cylinders extend, oil in the annulus area
of all three stages must exit sequentially from the cylinders. Initially, rod end spool (7) ports are closed. As
the returning oil entering port (5) builds low pressure,
it flows through the check-poppet in the top of the
spool, through ports (15), through the pilot valve
spool, and out port (10) of the pilot valve to the bleeddown manifold and to the tank.
L7-10
No pressure is present on the top of spool (7). Cylinder return pressure passes through the check-poppet
in the bottom of spool (7) to build pressure under the
spool, which moves the spool upward, compressing
the top spring. This movement allows the returning
cylinder oil to flow into the low pressure passage (20)
to the primary low pressure relief valve (22). Approximately 179 kPa (26 psi) causes this valve to open,
allowing the oil to flow out port (10) to the tank.
If the load passing over the tail of the body during
dumping attempts to cause the body to raise faster
than the oil being supplied by the pump, the oil
returning from the annulus area of the hoist cylinders
passing through the counterbalance valve manifold
controls how fast the hoist cylinders can extend due
to the external force of the load. The speed is controlled by counterbalance valve.
During the normal raise process, the raise pilot pressure supplied to the counterbalance valve (24) will
open the cylinder return ports fully any time raise
pressure is above 4600 kPa (666 psi). As the load
shifts toward the tail of the body, the raise pressure
decreases. As it drops below 4600 kPa (666 psi), the
valve starts restricting oil flow, causing a back pressure to the annulus area. If raise pressure were to
drop to 0, return pressure would increase to 20,400
kPa (3000 psi) maximum.
When the operator releases the hoist control 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, hoist limit
solenoid (13) is energized. The solenoid valve closes
raise pilot port (14) on the hoist and releases the
hoist pilot valve raise pilot pressure at port (14) to the
tank, allowing head end spool (8) to center and shut
off the supply of oil to the hoist cylinders. This prevents maximum extension of the hoist cylinders.
Hoist Circuit
3/08 L07029
FIGURE 7-6. POWER UP POSITION

(250 psi)
4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
L07029 3/08

11. Supply Port
(26 psi)
15. Down Pilot Port
psi)
Hoist Circuit
L7-11
Hold Operation
(Figure 7-7)
The pilot valve spool is positioned to allow the pilot
supply oil entering port (12) to return to the tank
through port (10). Pilot supply pressure in ports (12)
then decreases to no pressure, allowing flow control
valve (2) to open and route the incoming pump oil to
the brake cooling circuit through port (23) and back
to the tank.
L7-12
Both pilot ports (14) and (15) in the pilot valve are
closed by the pilot valve spool. In this condition, pressure is equalized on each end of each main spool (7)
and (8), allowing the springs to center the spools and
close all ports to trap the oil in the cylinders and hold
the body in its current position.
Hoist Circuit
3/08 L07029
FIGURE 7-7. HOLD POSITION

(250 psi)
4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
L07029 3/08

11. Supply Port
(26 psi)
15. Down Pilot Port
psi)
Hoist Circuit
L7-13
Power Down Operation

(Figure 7-8)
When the operator moves the hoist control lever to
lower the body, the hoist pilot valve is positioned to
direct the pilot supply oil in ports (12) through ports
(15) to the top of rod end spool (7).
Pilot pressure increases to move the spool down,
compressing the bottom spring. Movement of the
spool connects high pressure passage (19) to the rod
end (annulus area) of the hoist cylinders. At the
same time, 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 check valve in the overcenter manifold rather
than back to the tank. Oil flow to the brake cooling
circuit ceases when the flow control valve closes.
As oil attempts to return from the head end of the

hoist cylinders, it initially encounters 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 179 kPa (26 psi) to open primary low pressure relief (3), and exit the hoist valve through port
(10) to the tank.
As the body descends and the hoist up limit solenoid
is no longer activated, the pilot operated check valve
is no longer necessary.
If the body is at the maximum up position, the hoist

limit switch has the hoist up limit solenoid activated,
therefore closing raise port (14) on the hoist valve.
Power down pilot pressure in ports (15) pushes open
pilot operated check valve (21), located in the bleeddown manifold, so the pilot pressure in ports (14) is
open to the tank through the pilot valve spool.
L7-14
Hoist Circuit
3/08 L07029
FIGURE 7-8. POWER DOWN POSITION

(250 psi)
4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
L07029 3/08

11. Supply Port
(26 psi)
15. Down Pilot Port
psi)
Hoist Circuit
L7-15
Float Operation
(Figure 7-9)
When the operator releases the lever as the body
travels down, the hoist pilot valve spool returns to the
FLOAT position. In this position, all ports (10, 12, 14,
& 15) are common with each other. Therefore, the
pilot supply oil is returning to tank with no pressure
build-up, thus allowing flow control valve (2) to
remain open to allow the pump oil to flow through
hoist valve port (23) to the brake cooling circuit and
eventually return to the tank.
The 179 kPa (26 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.
With no blockage of either RAISE or DOWN pilot

ports (14) and (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 low pressure passage (20). The back
pressure in the low pressure passage, created by primary low pressure relief valve (22), causes pressure
under rod end spool (7) to move the spool upward.
This connects the low pressure passage to the rod
end of the hoist cylinders.
L7-16
Hoist Circuit
3/08 L07029
FIGURE 7-9. FLOAT POSITION

(250 psi)
4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
L07029 3/08

11. Supply Port
(26 psi)
15. Down Pilot Port
psi)
Hoist Circuit
L7-17
NOTES
L7-18
Hoist Circuit
3/08 L07029
SECTION L8
HOIST CIRCUIT COMPONENT REPAIR
INDEX
HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3

HOIST VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-4
O-Ring Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-4
INLET SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
REAR SPOOL SECTION (Work Ports) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-7
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-7
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-7
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9
FRONT SPOOL SECTION (Tank Ports) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
HOIST PILOT VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-13
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14
L08032 1/08
Hoist Circuit Component Repair
L8-1
HOIST CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-15

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-15
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-16
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-18
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-19
Assembly - Quill. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-20
Quill Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-20
Installation Of Check Balls And Plugs In Quill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-21
Assembly -Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-22
OVERCENTER VALVE MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-23
L8-2
1/08 L08032
HOIST CIRCUIT COMPONENT REPAIR

NOTE: Sometimes it is necessary to dump a load
from the body of a truck when the hoist system is
inoperable. Refer to Section A3, General Safety and
Operating Instructions - Disabled Truck Dumping
Procedure.
HOIST VALVE
1. Make sure that there is adequate overhead

clearance and raise the truck body. Secure the
body in the raised position with the body-up
retention cable. Refer to Section A3, Gerneral
Safety and Operating Instructions - Securing
The Dump Body.
2. Shut down the machine. Refer to Section A3,
Gerneral Safety and Operating Instructions Normal Engine Shutdown Procedure.
Removal
Relieve all pressure before disconnecting

hydraulic lines. Tighten all connections securely
before applying pressure.
3. Slowly move the hoist lever to the LOWER

position to allow the body to lower against the
body-up retention cable and relieve hoist
cylinder pressure.
4. Thoroughly clean the exterior of the hoist valve.
5. Mark, disconnect and plug all hydraulic lines
and ports to help prevent contamination.
secure hoist valve (5, Figure 8-1).
1. Hoist Cylinder
2. Brake/Hoist Return Oil
Manifold
5. Hoist Valve
6. Pump Drive Shaft
7. Hydraulic Tank
FIGURE 8-1. HOIST VALVE & PIPING
L08032 1/08
L8-3
3. Connect the pilot supply lines. Tighten the

fittings securely.
The hoist valve weighs approximately 193 kg

(425 lbs). Use a suitable lifting device that can
handle the load safely.
7. Attach a lifting device to the hoist valve and
remove the valve from the truck. Move the hoist
valve to a clean work area for disassembly.
4. Start the engine. Raise the body and remove

the body-up retention cable. Lower and raise
the body to check for proper operation and
leaks.
5. Check the hydraulic tank oil level. Refer to
Section P2, Lubrication and Service - Hydraulic
Tank Service.
O-Ring Replacement
Installation
1. Attach a suitable lifting device to the hoist
valve. Move the hoist valve into position and
secure it in place with capscrews, nuts and
standard torque.
NOTE: The hoist valve must be positioned with
separator plate (8, Figure 8-2) toward the front of the
truck.
NOTE: It is not necessary to remove the individual

valve sections to accomplish repairs unless
emergency field repair is required to replace the Orings between sections to prevent leakage.
Loosening and retightening the main valve tie rod nut
could cause distortion, resulting in binding or
severely sticking plungers, poppet and spools.
To replace the O-rings between the valve sections:
1. Remove four tie rod nuts and washers (5,
Figure 8-2) 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 and nicks. If scratches or nicks are
found, remove them by lapping on a smooth flat
steel surface with fine lapping compound.
3. Lubricate the new O-rings lightly with
multipurpose grease. Replace the O-rings
between the sections. Stack the sections
together, making sure that the O-rings between
the sections are properly positioned.
4. Install the four tie rods with the dished washer
between the nut and housing. See Figure 8-3.
FIGURE 8-2. HOIST VALVE ASSEMBLY

1. Inlet Section (Rear)
2. Spool Section
(Work Ports)
3. Spool Section
(Tank Ports)
4. Inlet Section (Front)

5. Nuts and Washers
6. Tie Rods
7. Tube
8. Separator Plate
2. Using new O-rings at the flange fittings, connect

the hydraulic lines. Tighten the flange
capscrews to the standard torque. Refer to
Figure 8-1 for hydraulic line location.
L8-4
FIGURE 8-3. TIE ROD INSTALLATION
1/08 L08032
5. Use a torque wrench to tighten the nuts in the

pattern shown in Figure 8-4. Tighten the tie rod
nuts evenly in the following sequence:
a. First, tighten the nuts to 20 Nm (15 ft. lbs.)
in order 1, 4, 2, 3.
b. Next, tighten the nuts to 43 Nm (32 ft. lbs.)
in order 1, 4, 2, 3.
c. Finally, tighten the nuts to 142 Nm (105 ft.
lbs.) in order 1, 4, 2, 3.
INLET SECTION
Disassembly
1. Match mark or identify each part when removed
in respect to its location or mating bore to aid in
reassembly.
2. Disconnect external tube (7, Figure 8-2) at the
cover end. Remove capscrews (14, Figure 8-5),
and cover (13). Remove springs (12), check
valves (11), and O-rings (10).
NOTE: The inlet section is shown removed from the
main valve body for clarity.
3. Remove capscrews (1, Figure 8-5) and cover
(2). Remove springs (3) and (5) and flow
control/main relief valve (4). Remove sleeve (6),
low pressure relief valve (7), and O-rings (8).
NOTE: If removal of the restrictor poppet in cover (2)
is required, refer to Step 4 and Figure 8-6.
FIGURE 8-4. TIGHTENING SEQUENCE
FIGURE 8-5. INLET SECTION DISASSEMBLY

1. Capscrew
2. Inlet Cover
3. Spring (Orange)
4. Flow Control & Main
Relief Valve
L08032 1/08
5. Spring
6. Sleeve
7. Secondary Low
Pressure Relief Valve
8. O-Rings
9. Inlet Valve Body
10. O-Rings
11. Check Valves
12. Springs
13. Cover
14. Capscrews
L8-5
4. Remove sleeve (9, Figure 8-6), 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.
Assembly
1. Coat all parts, including the housing bores, with
clean, type C-4 hydraulic oil. Lightly lubricate
the O-rings with a multipurpose grease.
2. If restrictor poppet (2, Figure 8-6) was removed,
reassemble in the order shown.
3. Install check valves (11, Figure 8-5) in their
respective bores. Install springs (12).
4. Install O-rings (10) and cover (13). Install and
tighten capscrews (14) to 81 Nm (60 ft lbs).
5. Install low pressure relief valve (7) in sleeve (6),
then install the assembly in housing (9). Install
flow control/main relief valve (4). Install springs
(3) and (5). Install cover (2). Install and tighten
capscrews (1) to 81 Nm (60 ft. lbs.). Connect
the external tube and tighten the nuts to 34 Nm
(25 ft lbs).
FIGURE 8-6. RESTRICTOR POPPET REMOVAL

(Inlet Cover)
1. Inlet Cover
2. Restrictor Poppet
3. Backup Ring
4. O-Ring
5. Backup Ring
6. Backup Ring
7. O-ring
8. Backup Ring
9. Sleeve
FIGURE 8-7. POPPET AND BALL

1. Poppet
2. Steel Ball
3. O-Ring

1. Discard all O-rings and backup rings. Clean all
parts in solvent and dry with compressed air.
2. Inspect all springs for breaks and 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 and excessive wear.
4. Inspect the poppets in their respective bore for
proper fit. Poppets should move freely through
a complete revolution without binding.
5. Inspect the fit and movement between the
sleeve and low pressure relief valve.
L8-6
1/08 L08032
REAR SPOOL SECTION (Work Ports)

Disassembly
NOTE: It is not necessary to remove inlet sections
(1) or (4, Figure 8-2) to accomplish disassembly of
spool section (2) or (3).
1. Match mark or identify each part when removed
in respect to its location or respect to its mating
bore to aid reassembly.
2. Remove capscrews and lift spool section cover
(1, Figure 8-9) from the housing.
3. Remove poppet (1, Figure 8-7) from spool
cover. Remove and discard O-ring (3).
NOTE: The poppet (1) contains a small steel ball. Do
not misplace.
4. Remove and discard O-rings (4) and (5, Figure
8-8).
7. Remove plug (3) from the end of the spool.

Remove spring seat (2) and spring (11).
Remove poppet (21) and spool end (15).
NOTE: Pay special attention to poppets (12), (21)
and (22 Figure 8-9) during removal to ensure proper
location during reassembly. Poppets may be
identified with a colored dot (red, green or white). If
the poppets are not color coded, use the table below
and the specified drill bit to measure the orifice
diameter for proper identification.
POPPET
COLOR
ORIFICE
DIAMETER
DRILL SIZE
Red
3.556 mm (.140 in.)
#28
Green
2.362 mm (.093 in.)
#42
White
1.600 mm (.063 in.)
#52
5. Remove restrictor poppet (1). Remove and

discard O-ring (2) and backup ring (3), if used.
Note the position of the restrictor when removed
to ensure correct reassembly.
8. Repeat Step 7 to disassemble the opposite end

of spool (20). Note that there is no plug or
restrictor poppet in the opposite end and the
spring is blue.
6. Remove spool assembly (20, Figure 8-9). Note

the color of the lower spring (blue) to ensure
proper location during reassembly. Also note
the V groove on the top end of the spool.
9. Remove spool assembly (14). At the top end of

the spool, remove plug (3). Remove spring seat
(2) and spring (11). Remove poppet (12) and
spool end (15).
10. At the opposite end, remove plug (3), spring
seat (2) and spring (16). Remove restrictor
poppet (22) and spool end (15).
11. Remove cover (19) and O-rings (4), (5) and
(10). Remove poppet (18).
1. Discard all O-rings and backup rings. Clean all
parts in solvent and blow dry with compressed
air.
2. Inspect all springs for breaks and distortion.
Inspect the poppet seating surfaces for nicks
and excessive wear. All seats must be sharp
and free of nicks.
3. Inspect all bores and surfaces of sliding parts
for nicks, scores and excessive wear.
FIGURE 8-8. RESTRICTOR POPPET REMOVAL

2. O-Ring *
3. Backup Ring *
4. O-Ring
5. O-Ring
4. Inspect all poppets in their respective bore for

proper fit. Poppets should move freely through
a complete revolution without binding.
*Note: Items 2 and 3 not used on all valves.
L08032 1/08
L8-7
FIGURE 8-9. WORK PORTS SPOOL SECTION ASEMBLY

1. Spool Cover
2. Spring Seat
3. Plug
4. O-Ring
5. O-Ring
6. Poppet
7. Ball
8. O-Ring
L8-8
10. O-Ring
11. Spring
12. Restrictor Poppet (Red)
13. Spool Housing
14. Spool Assembly
15. Spool End
16. Spring (Blue)
17. O-Ring
18. Poppet
19. Spool Cover
20. Spool Assembly
21. Restrictor Poppet (Green)
22. Restrictor Poppet (White)
1/08 L08032
Assembly
1. Lubricate O-rings (4), (5) and (10, Figure 8-9)
with clean hydraulic oil. Install the O-rings in the
spool housing. Install poppet (18). Install cover
(19) and secure it in place with capscrews.
Tighten the capscrews to 81 Nm (60 ft lbs).
2. Install spring (11) in spool (20). Install spring
seat (2). Apply Loctite to the threads of spool
end (15). Install the spool end and tighten it to
34 Nm (25 ft lbs). Install green poppet (21).
Apply Dri-loc #204 to the threads of plug (3).
Install and tighten the plug to 20 Nm (15 ft lbs).
NOTE: Poppets (12), (21) and (22) may be color
coded and must be installed in their original location.
3. Repeat Step 2 for the opposite end of spool (20)
to install the spring, spring seat, and spool end.
Ensure that spring (16) is blue. A poppet and
plug are not installed in the lower end.
FIGURE 8-10. SPOOL INSTALLATION
4. Lubricate the spool assembly and carefully

install it in the spool housing as shown in Figure
8-10. Make sure that V groove (1) in spool
assembly (2) is positioned up as noted.
1. V Groove
2. Spool Assembly
5. Install spring (11, Figure 8-9) in the top

(grooved) end of remaining spool (14). Install
spring seat (2). Apply Loctite to the threads of
spool end (15). Install spool end and tighten to
34 Nm (25 ft lbs). Install red poppet (12). Apply
Dri-loc #204 to the threads of plug (3). Install
and tighten the plug to 20 Nm (15 ft lbs).
8. If used, install O-ring (2, Figure 8-8) and backup

ring (3) on restrictor poppet (1). Install the
poppet in the spool housing as shown in Figure
8-9.
6. Repeat Step 5 for the bottom end of spool (14).

Install spring (16) which is blue in color, spring
seat (2) and spool end (15). Apply Loctite to
spool end threads. Install spool end (15) and
tighten to 34 Nm (25 ft. lbs.). Install white
poppet (22). Apply Dri-loc #204 to the threads
of plug (3). Install and tighten the plug to 20
Nm (15 ft lbs).
7. Lubricate the assembled spool and install it in
the spool housing as shown in Figure 8-10.
Make sure that V groove (1) in spool assembly
(2) is positioned up as noted.
3. Work Ports Spool

Section
9. Install new O-rings (4), (5) and (10).

10. Install a new O-ring (and backup ring if used) on
poppet (6, Figure 8-9). Make sure that small
steel ball (7) is installed in the poppet. Install the
poppet in cover (1).
11. With new O-rings (4, 5 and 10) installed,
position cover (1) over the spool housing. Install
and tighten the capscrews to 81 Nm (60 ft lbs).
NOTE: The cover must be positioned according to
the match marks that were made during disassembly.
Do not reverse the cover position.
NOTE: Spools (14) and (20, Figure 8-9) are

physically interchangeable. Ensure that spool (14) is
installed toward the base port of the spool housing.
L08032 1/08
L8-9
FRONT SPOOL SECTION (Tank Ports)

Disassembly
NOTE: It is not necessary to remove inlet sections
(1) or (4, Figure 8-2) to accomplish spool section
disassembly and repair.
1. Match mark or identify each spool in respect to
its mating bore when removed.
2. Remove the capscrews and lift spool section
cover (4, Figure 8-11) from the housing.
3. Remove and discard O-rings (5) and (6).
4. Remove the capscrews and bottom cover (9)
from the spool housing. Remove and discard
the O-rings.
5. Remove springs (8). Push spools (7) out of the
housing bores.
Assembly
1. Lubricate spools (7, Figure 8-11) with clean
hydraulic oil and reinstall them in their original
bores. Install springs (8).
2. Lubricate O-rings (5) and (6) with clean
hydraulic oil. Install the O-rings in the bottom of
the spool housing. Install bottom cover (9) and
secure it in place with capscrews. Tighten the
capscrews to 81 Nm (60 ft. lbs.).
3. Lubricate O-rings (5) and (6) and install them in
the top of the spool housing. Install top cover (4)
and secure it in place with capscrews. Tighten
the capscrews to 81 Nm (60 ft. lbs.).
4. If removed, install plugs (2) with new O-rings
(3).

1. Discard all O-rings. Clean all parts in solvent
and blow dry with compressed air.
2. Inspect the springs for breaks and distortion.
3. Inspect the housing bores and surfaces of the
spools for nicks, scoring and excessive wear.
L8-10
1/08 L08032
FIGURE 8-11. TANKS PORTS SPOOL SECTION ASSEMBLY

1. Spool Housing
2. Plug
3. O-Ring
L08032 1/08
4. Spool Cover
5. O-Ring
6. O-Ring
7. Spool
8. Spring
9. Spool Cover
L8-11
HOIST PILOT VALVE
Installation
Removal
1. Place the hoist control lever in the body down
position. Ensure that the body is in the full down
position and resting on the frame. Release the
hoist control lever to return the hoist valve spool
to the FLOAT position.
2. Disconnect hydraulic lines (3, Figure 8-12) at
hoist pilot valve (1) located in the hydraulic
components cabinet at the rear of the cab.
Remove capscrews (5).
3. Loosen and unthread jam nut (8). Unthread
sleeve (9) until cotter pin (6) and pin (10) are
exposed.
4. Remove cotter pin and pin.
5. Remove hoist pilot valve mounting hardware
(2), and remove the valve from the cabinet.
Refer to the hoist pilot valve disassembly
procedure for repair instructions.
1. Place hoist pilot valve (1, Figure 8-12) into

position on the mounting bracket. Secure the
valve in place with mounting hardware (2).
2. Position hydraulic lines (3) over the valve ports
and assemble the fittings. Tighten the hydraulic
line connections securely.
3. Place the hoist control lever in the springcentered position. Adjust the pilot valve spool
until the centerline of the cable attachment hole
extends 29.5 mm (1.16 in.) from the face of the
valve body.
4. Align the control cable eye with the pilot valve
spool hole and insert pin (10). Secure the pin in
place with cotter pin (6).
5. Thread sleeve (9) upward until contact is made
with the valve body. Move flange (4) into
position and secure it in place with capscrews
(5).
6. Thread jam nut (8) against the sleeve. Tighten
the jam nut securely.
7. Start the engine and check for proper hoist
operation and leaks.
FIGURE 8-12. HOIST PILOT VALVE & PIPING

(Located in Hydraulic Components Cabinet)
3. Hydraulic Tubes
4. Flange
L8-12
5. Capscrew
6. Cotter Pin
7. Control Cable
8. Jam Nut
9. Sleeve
10. Pin
1/08 L08032
Disassembly
1. Thoroughly clean the exterior of the valve.
Match mark the components to ensure proper
reassembly.
2. Remove machine screw (15, Figure 8-13), seal

plate (16), wiper (13) and O-ring (12).
3. Remove snap ring (1), capscrews (6), cap (24),
spacer (23), and detent sleeve (22). Detent
balls (2) and (21) will fall free when the cap and
detent sleeve are removed. Separate cap (24),
spacer (23) and detent sleeve (22), as this will
be necessary for reassembly.
4. Carefully slide spool (14) out of spool housing
(17). Remove seal retainer (25), wiper (26) and
O-ring (27) from the spool.
5. Insert a rod in the cross holes of detent pin (3)
and unscrew it from spool (14). Slight pressure
should be exerted against the detent pin as it
disengages and spring tension is released.
6. Remove spring seats (19), spring (4) and
spacer (5).
7. Remove relief valve (2, Figure 8-14) from spool
housing (1).
8. Match mark the inlet and outlet housings in
relation to the spool housing to ensure correct
location during reassembly.
9. Remove nuts (8) and (10, Figure 8-13) and
remove tie rods (9). Separate the valve
housings. Remove O-ring (11). Remove the
poppet check and spring (located on the outlet
housing side of the spool housing) from the
spool housing.
FIGURE 8-13. HOIST PILOT VALVE

1. Snap Ring
2. Ball (4)
3. Detent Pin
4. Spring
5. Spacer
6. Capscrew
7. Outlet Housing
8. Nut
9. Tie Rod
10. Nut
11. O-Ring
12. O-Ring
13. Wiper
14. Spool
L08032 1/08
15. Machine Screw

16. Seal Plate
17. Spool Housing
18. Inlet Housing
19. Spring Seat
20. Spring
21. Ball (1)
22. Detent Sleeve
23. Spacer
24. Cap
25. Seal Retainer
26. Wiper
27. O-Ring
FIGURE 8-14. RELIEF VALVE

1. Spool Housing
2. Relief Valve
3. Supply Port
4. To Hoist Valve
(Rod End)
5. To Hoist Valve
(Base End)
6. Return to Tank
L8-13

1. Clean all parts, including the housings, in
solvent and blow dry with compressed air.
2. Inspect the seal counter bores. They must be
free of nicks and grooves.
3. Examine springs for breaks or distortion.
4. Inspect spool (14, Figure 8-13). The spool must
be free of longitudinal score marks, nicks or
grooves.
5. Test spool (14) in spool housing for fit. The
spool must fit and rotate freely through a
complete revolution without binding.
NOTE: Spool housing (17), spool (14), inlet housing
(18) and outlet housing (7) are not serviced
separately. If any of these parts require replacement,
the entire control valve must be replaced.
Assembly
1. Thoroughly coat all parts, including the housing
bores, with clean type C-4 hydraulic oil.
2. If the inlet and outlet housings were removed,
perform Steps 3 through 5 for reassembly.
3. Install check poppet (2, Figure 8-15) and spring
(3) in spool housing (1).
4. Install new O-ring (4) in spool housing. Place
the inlet and outlet housings on the spool
housing.
FIGURE 8-15. HOIST PILOT VALVE REASSEMBLY

1. Spool Housing
4. O-Ring
2. Check Poppet
5. Outlet Housing
3. Spring
L8-14
5. Install the tie rods. Install and tighten the tie rod
nuts to the torques shown in Figure 8-16.
6. Install new O-ring (27, Figure 8-13) 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 the detent pin to 9 - 11
Nm (84 - 96 in lbs). Install spring (20).
Carefully install the spool into the spool
housing.
8. Apply grease to the cross holes of the detent
pin (3) to hold balls (21) and (2).
9. Slide detent sleeve (22) into cap (24) and place
it over a punch. Use the punch to depress ball
(21) and insert balls (2) in detent pin cross
holes.
10. While holding down ball (21), slide detent
sleeve (22) and cap (24) as an assembly over
detent pin (3). Continue to insert detent sleeve
(22) until it contacts spring seat (19).
11. Secure cap (24) in place with capscrews (6).
Tighten capscrews (6) to 7 Nm (5 ft lbs). Install
spacer (23) and snap ring (1).
12. Install new O-ring (12) and wiper (13). Install
seal plate (16) and machine screws (15).
13. Using new O-rings, install relief valve (2, Figure
8-14) in the spool housing.
FIGURE 8-16. TIE ROD NUT TORQUE

1. Nut
2. Tie Rod
3. Nut
4. Tie Rod
5. Outlet Housing
1/08 L08032
HOIST CYLINDERS
5. Carefully lower the cylinder until it lies against

the inside dual tire. Attach a suitable lifting
device to the upper cylinder mounting eye.
Removal
6. Install a retaining strap or chain to prevent the

cylinder from extending while handling.

lines. Tighten all connections securely before
applying pressure.
7. At the lower mount, straighten the locking plate

tabs to allow removal of the capscrews.
Remove all capscrews (1, Figure 8-18), locking
plate (2) and retaining plate (3).
8. Carefully remove the cylinder from the frame
pivot by pulling it outward. Move the cylinder to
a clean area for disassembly.
NOTE: Do not lose spacer (6, Figure 8-18) between
the cylinder bearing and frame.
9. Clean the exterior of the cylinder thoroughly.
1. Ensure that the engine and key switch have

been OFF for at least 90 seconds to allow the
accumulator to bleed down. Ensure that the
park brake is applied.
2. Disconnect the lubrication lines to the upper
and lower bearings of the hoist cylinder.
3. Remove the capscrew and lockwashers from
the clamps that secure the hydraulic hoses to
the hoist cylinder. Cap and plug all lines and
ports to prevent excessive spillage and
contamination. Secure the cylinder to the frame
to prevent movement.
The hoist cylinder weighs approximately 1135 kg

(2500 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 locknut (4, Figure
8-17) and capscrew (5). Use a brass drift and
hammer to drive pivot pin (1) from the bore of
the mounting bracket.
L08032 1/08
FIGURE 8-17. HOIST CYLINDER UPPER MOUNT

1. Pivot Pin
2. Retaining Ring
3. Bearing
4. Locknut
5. Capscrew
L8-15
Installation
Install a retaining strap or chain to prevent the

cylinder from extending during handling. The
hoist cylinder weighs approximately 1135 kg
(2500 lbs). Use a suitable lifting device that can
handle the load safely.
1. Raise the cylinder into position over the pivot
point on the frame. The cylinder should be
positioned with the air bleed vent plug on top,
toward the front of the truck. Install spacer (6,
Figure 8-18). Align the bearing eye with the
pivot point and push the cylinder into place.
2. Install retaining plate (3), locking plate (2) and
capscrews. Tighten the capscrews to 298 Nm
(220 ft lbs). Bend the locking plate tabs over
the capscrew flats.
3. Align the top hoist cylinder bearing eye with the
bore of the upper mounting bracket. Refer to
Figure 8-17.
4. Align the retaining capscrew hole in pivot pin (1,
Figure 8-17) with the hole in the mounting
bracket. Install the pivot pin. Install capscrew (5)
and locknut (4). Tighten the locknut to 203 Nm
(150 ft lbs).
5. Install new O-rings in the grooves on the hose
flange connections. Lubricate the O-rings with
clean hydraulic oil. Position the flanges over the
hoist cylinder ports and install the flange
clamps. Secure the clamps with capscrews and
standard torque.
6. Reconnect the lubrication lines for the upper
and lower hoist cylinder bearings.
FIGURE 8-18. HOIST CYLINDER LOWER MOUNT

1. Capscrew
2. Locking Plate
3. Retainer
4. Retaining Ring
5. Bearing
6. Spacer
7. Start the engine. Raise and lower the body

several times to bleed air from the cylinder.
Check for proper operation and leaks.
8. Check the hydraulic tank oil level. Refer to
Section P2, Lubrication and Service - Hydraulic
Tank Service.
L8-16
1/08 L08032
1. Rod & Third Stage

2. Second Stage Cylinder
3. First Stage Cylinder
4. Housing
5. Plate
6. Rod Bearing Retainer
7. Capscrew
8. Seal
9. Snap Ring
10. Cover
11. Capscrews
12. O-Ring
13. Bearing
14. Bearing
15. Seal
16. Seal
17. Bearing
18. Buffer Seal
19. Bearing
20. Rod Seal
21. Rod Wiper
22. Quill Assembly
23. Backup Ring
24. Seal
25. Cushion
FIGURE 8-19. HOIST CYLINDER ASSEMBLY
L08032 1/08
L8-17
Disassembly
1. If removal of the hoist cylinder eye bearings is
necessary, remove retainer ring (4, Figure 818) and press out bearing (5).
NOTE: As internal parts are exposed during

disassembly, protect machined surfaces from
scratches or nicks.
2. Mount the hoist cylinder in a fixture which will

allow it to be rotated 180 degrees.
8. Rotate the cylinder housing 180 degrees.

Remove the retainer bar that was installed in
Step 6.
3. Position the cylinder with the mounting eye on

cover (10, Figure 8-19) at the top. Remove
capscrews (11) and lockwashers the retain the
cover to housing (4).
4. Install two threaded capscrews - 22 mm (0.88
in.) diameter x 229 mm (9 in.) length - into the
two threaded holes in cover (10). Screw the
capscrews in evenly until the cover can be
removed. Lift the cover straight up until quill
assembly (22) is clear. Remove O-ring (12) and
backup ring (23).
5. Remove capscrews (7) and plate (5) that
secure rod bearing retainer (6) to rod (1).
Remove 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 degrees apart in the housing. Attach the
bar to the housing using capscrews (11).
NOTE: A retainer bar is required to prevent the first
and second stage cylinders from dropping out when
the housing is inverted.
7. Rotate the cylinder assembly 180 degrees to
position the lower mounting eye at the top.
Hook a lifting device to the eye on rod (1) and
lift the rod and third stage cylinder assembly out
of the cylinder housing. Remove cushioin (25).
L8-18
9. Fabricate a round disc - 318 mm (12.5 in.)

diameter x 10 mm (0.38 in.) thick with a 14 mm
(0.56 in.) hole in the center. Align the disc over
second stage cylinder (2) and first stage
cylinder (3) at the bottom of the cylinder
housing.
10. Insert a threaded rod - 13 mm (0.50 in.)
diameter x 1350 mm (53 in.) - through the top
and through the hole in the round disc. Thread a
nut onto the bottom end of the threaded rod
below the disc.
11. Screw a lifting eye into the top end of the rod.
Attach it to a lifting device, then lift the second
and first stage cylinders out of the housing.
12. Remove the lifting tools from the second and
first stage cylinder assembly.
13. Slide second stage cylinder (2) down inside first
stage cylinder (3). Remove snap ring (9) from
inside the first stage cylinder.
14. Remove the second stage cylinder from the first
stage cylinder by sliding it out the top.
15. Remove all old bearings, O-rings, and seals
from the hoist cylinder parts.
1/08 L08032

NOTE: Use only fresh cleaning solvent, a 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 Type C-4 hydraulic oil.
1. Thoroughly clean and dry all parts.
2. Inspect all parts for damage and excessive
wear.
3. If the cylinder bores or plated surfaces are
excessively worn or grooved, the parts must be
replaced or, if possible, replated and machined
to original specifications.
4. Quill (2, Figure 8-20) should be checked for
tightness if it has not previously been tack
welded.
a. Check the tightness of the quill by using
special tool SS1143 (Figure 8-20) and
applying a tightening torque of 1356 Nm
(1000 ft lbs).
b. If the quill moves, remove the quill and clean
the threads in the cover assembly and quill.
FIGURE 8-20. QUILL INSTALLATION
c. To install the quill, perform the Quill

Installation procedure on the next page.
5. When a cylinder assembly is dismantled, check
capscrews (7, Figure 8-19) carefully for
distress. Replace the capscrews if in doubt.
1. Cap Assembly
2. Quill Assembly
NOTE: SS1143 Tightening Tool can be made
locally. Request the following drawings from your
Area or Regional Service Manager:
SS1143 Tightening Tool - Assembly Drawing
SS1144 - Square Tube (3.50" x 3.50" x 0.19"
wall x 2.0" long)
SS1145 - Plate (2.50" x 2.50" x 0.25" thick)
SS1146 - Square Tube (3.00" x 3.00" x 0.25"
wall x 15.50" long)
SS1147 - Tube, Brass (1.75"O.D. x 1.50"
I.D.x 13.50" long)
SS1148 - Square Cut (2.50" x 2.50" x 0.75"
thick)
SS1149 - Hex Drive (1.75" Hex stock x 2.50"
long)
All materials are 1020 Steel except SS1147.
L08032 1/08
L8-19
Assembly - Quill
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. Check plugs (3, Figure 8-21) and the check
balls (4) in the quill during any cylinder repair to
ensure that the plugs are tight and the ball
seats are not damaged. Refer to Installation of
Check Balls and Plugs in Quill on the next
page.
2. Secure cap assembly (1) in a sturdy fixture.
Ensure that the threads in the cap and the
threads on the quill are clean, dry and free of oil
and solvent.
3. Spray the mating threads of both cap assembly
(1) and quill assembly (2) with LOCQUIC
Primer T (Komatsu part number TL8753) or
equivalent. Allow the primer to dry 3 to 5
minutes.
4. Apply Loctite Sealant #277 (Komatsu part
number VJ6863) or equivalent to the mating
threads of both the cap assembly and quill
assembly.
5. Install the quill. Use SS1143 tool to tighten the
quill to 1356 Nm (1000 ft lbs). Allow the parts
to cure for two hours before exposing the
threaded areas to oil.
NOTE: If LOCQUIC Primer T (TL8753) was not used,
the cure time will require 24 hours instead of two
hours.
6. Tack weld the quill in two places as shown in
Figure 8-21.
7. Remove all slag and foreign material from the
tack weld area before assembling the cylinder.
During future cylinder rebuilds, removal of the quill
will not be necessary unless it has loosened or is
damaged. Removal will require a break-loose force
of at least 2712 Nm (2000 ft lbs) after the tack welds
are ground off.
FIGURE 8-20. PLUG & CHECK BALL

INSTALLATION
1. Cap Assembly
2. Quill Assembly
L8-20
3. Plug
4. Check Ball
1/08 L08032
Installation Of Check Balls And Plugs In Quill

Check balls (4, Figure 8-21) in the side of 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
whether 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.
Refer to Figure 8-22 for SS1158 tool that can be
fabricated for installing and removing the check
ball plugs.
Check the plugs during any cylinder repair to
ensure that they are tight. If they move, remove
the plugs and check whether the ball seat in the
quill is deformed.
If deformation of the ball seat has occurred, the
quill should be replaced.
If the ball seat area is not deformed, measure
the plug thickness as shown in Figure 8-21:
Older plug: 6.35 0.50 mm (0.25 0.02 in.)
Newer plug: 9.65 0.50 mm (0.38 0.02 in.)
1. Use the newer plugs. Ensure that the threads in

the quill tube and on the plugs are clean, dry
and free of oil and solvent.
2. Spray the mating threads of both plugs (3,
Figure 8-21) and quill assembly (2) with
LOCQUIC Primer T (Komatsu part number
TL8753) or equivalent. Allow the primer to dry 3
to 5 minutes.
3. Apply Loctite Sealant #277 (Komatsu part
number VJ6863) or equivalent to mating
threads of both plugs and quill assembly.
4. Place check balls (4) in the quill tube and install
plugs (3) with the concave side facing the ball.
Use the SS1158 tool to tighten the plugs to 95
Nm (70 ft. lbs.). Allow the parts to cure for two
hours before exposing the threaded areas to oil.
NOTE: If LOCQUIC Primer T (TL8753) was not
used, the cure time will require 24 hours instead of
two hours.
5. Stake the plug threads in two places (between
the holes, as shown in Figure 8-21) to prevent
loosening of the plug.
If removal of the plug is necessary in a later
rebuild, it will be necessary to carefully drill out
the stake marks and destroy the plug. A new
plug should be installed and staked as
previously detailed.
FIGURE 8-21. SS1158 PLUG INSTALLATION & REMOVAL TOOL
L08032 1/08
L8-21
Assembly - Cylinder
1. Install seals (15, Figure 8-19) and bearing (14)
on the second stage cylinder. Install bearings
(19) and buffer seal (18), rod seal (20) and rod
wiper (21) on the first stage cylinder. Lubricate
with clean Type C-4 hydraulic oil.
2. Align and slide second stage cylinder (2) inside
first stage cylinder (3). Allow the second stage
to protrude far enough to install snap ring (9) on
the inside of the first stage cylinder.
12. Check capscrews (1, Figure 8-23) carefully for

distress. Replace the capscrews if in doubt.
13. Lubricate capscrews (1, Figure 8-23) with a
lithium based grease. Install capscrews and
plate (2). Tighten the capscrews to 780 Nm
(575 ft lbs).
3. Mount housing (4) in the fixture with the cover

end positioned at the top. Install bearings (19),
buffer seal (18), rod seal (20) and rod wiper (21)
in the housing.
4. Install the lifting tool that was used during
disassembly in the second and first stage
cylinder assembly.
5. Install bearings (13) and (24) on first stage
cylinder (3). Lift and align this assembly over
housing (4). Lower the second and first stage
cylinders into the housing.
6. Install the retainer bar that was used during
disassembly to hold the second and first stage
cylinder in place when the housing is rotated.
Rotate the housing 180 degrees to position the
lower mounting eye at the top.
7. Install bearings (19), buffer seal (18), rod seal
(20) and rod wiper (21) in second stage cylinder
(2).
8. Attach a lifting device to the eye of rod (1) and
align it over housing (4). Install cushion (25) on
the rod with the chamfered corner toward the
rod eye. Lower the rod into the housing.
Lubricate the rod with hydraulic oil.
9. Rotate the housing 180 degrees to position the
cover end at the top. Remove the retainer that
was installed in Step 5. Install bearings (17) and
seal (16) on rod bearing retainer (6).
10. Thread two guide bolts - 100 mm (4 in.) long - in
the end of rod (1). Install seal (8) on the end of
the rod.
11. Align piston rod bearing retainer (6) over the
guide bolts and lower it over the end of rod (1).
Remove the guide bolts.
L8-22
FIGURE 8-22. 3rd STAGE PISTON

1. 12 Pt. Capscrew
2. Plate
3. Piston
14. Install O-ring (12, Figure 8-19) and backup ring

(23) on cover (10). Align and lower the cover
onto housing (4). Lubricate capscrews (11) and
install them with the lockwashers. Tighten the
capscrews to 678 Nm (500 ft lbs).
15. Install hoist cylinder eye bearing (5, Figure 818) and retainer rings (4), if removed.
1/08 L08032
OVERCENTER VALVE MANIFOLD

The overcenter valve manifold is located at the rear
of the hoist valve. The internal counterbalance valve
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.
Figures 8-24 through 8-26 show the proper
placement of the O-rings and backup rings on the
needle valve, counterbalance valve and the cavity
plug.
For information on how the overcenter valve
functions, see Hoist Circuit Operation in this section.
For adjustment of the counterbalance valve, refer to
the Hydraulic Checkout Procedure in this section.
FIGURE 8-23. CAVITY PLUG

1. O-Rings
2. Backup-Rings
FIGURE 8-24. NEEDLE VALVE

1. O-Rings
2. Backup-Rings
FIGURE 8-25. COUNTERBALANCE VALVE

1. O-Rings
2. Backup-Rings
L08032 1/08
L8-23
NOTES
L8-24
1/08 L08032
SECTION L9
HYDRAULIC SYSTEM FILTERS
INDEX
HYDRAULIC SYSTEM FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3

HOIST CIRCUIT FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3
Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3
Removal - Hoist Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4
Installation - Hoist Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4
Indicator Switch - Hoist Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4
STEERING CIRCUIT FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5
Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5
Removal - Steering Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6
Installation - Steering Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6
Indicator Switch - Steering Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6
INDICATOR SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6
Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-6
L09008
Hydraulic System Filters
L9-1
NOTES
L9-2
L09008
HYDRAULIC SYSTEM FILTERS

HOIST CIRCUIT FILTER
The hoist circuit filters (Figure 9-1) are located at the
back of the fuel tank below the right frame rail. The
filter provides secondary filtering protection for
hydraulic oil flowing to the hoist valve and hoist
circuit components.
Indicator switch (5) is designed to alert the operator
to a filter restriction before actual bypass occurs. The
switch contacts close at 240 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 illuminate.
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

and lines. Tighten all connections before
applying starting the machine.
immediately.
L09008
FIGURE 9-1. HOIST CIRCUIT FILTER

1. O-Ring
2. Pressure Tap
3. Filter Head
4. O-Ring
5. Indicator Switch
6. O-Ring
7. Backup Ring
8. Set Screw
9. Filter Element
10. Bowl
11. Drain Plug
12. O-Ring
13. Bottom Plug
L9-3
Installation - Hoist Circuit Filter
Removal - Hoist Circuit Filter

1. With the key switch OFF, allow at least 90
1. Install new element (9). Install new O-ring (6)

and backup ring (7).
2. Remove drain plug (11, Figure 9-1). Remove

bottom plug (13) and drain the oil from the
housing into a suitable container.
2. Install bowl (10) on filter head (3) and tighten.

Lock the bowl in place with setscrew (8).
If the truck has been operating, avoid contact

with hot oil. 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).
3. Install bottom plug (13) and drain plug (11).
Indicator Switch - Hoist Circuit Filter

Indicator switch (5, Figure 9-1) is factory preset to
actuate at 240 kPa (35 psi). The switch and warning
light should be routinely tested as a part of the
regular vehicle maintenance program. Refer to
Indicator Switch Test Procedure in this section.
6. Clean bowl in solvent and dry thoroughly.
L9-4
L09008
STEERING CIRCUIT FILTER

The steering circuit filter (Figure 9-2) is located on
the inboard side of the fuel tank. The filter provides
secondary filtering protection for hydraulic oil flowing
to the bleeddown manifold valve for the steering and
brake systems.
Indicator switch (1) is designed to alert the operator
of filter restriction before actual bypass occurs. The
switch contacts close at 240 35 kPa (35 5 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.

applying pressure.
FIGURE 9-2. STEERING CIRCUIT FILTER
immediately.
L09008
1. Indicator Switch
2. Setscrew
3. Head
4. Pressure Tap
5. O-Ring
6. Filter Element
7. Bowl
8. O-Ring
9. Drain Plug
L9-5
INDICATOR SWITCH
Removal - Steering Circuit Filter

2. Remove drain plug (9, Figure 9-2) and drain the
oil from the housing into a suitable container.
If the truck has been operating, avoid contact

with hot oil. Avoid spillage and contamination.
The hydraulic filter indicator switch is factory preset

to actuate at 240 35 kPa (35 5 psi). Switch
adjustment is not necessary or recommended.
However, the switch and warning lamp should be
tested periodically for proper operation. The indicator
switch is not repairable and, if inoperative, must be
replaced.
Figure 9-3 shows a pressure switch tester and Figure
9-4 shows a test block to accept the switch during
testing. The test block may be fabricated as shown.
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.
Test Procedure
Installation - Steering Circuit Filter

1. Install new element (6). Install new O-ring (5)
on bowl.
2. Disconnect the wiring harness and remove the

switch from the filter head.
2. Install bowl on filter head and tighten.
3. Install the switch in the test block. Connect a

pressure tester to the pipe nipple. Reconnect
the wires to the switch.
3. Install drain plug (9), and O-ring (8).

Indicator Switch - Steering Circuit Filter
Indicator switch (1, Figure 9-2) is factory preset to
actuate at 240 35 kPa (35 5 psi). The switch and
warning light should be routinely tested as a part of
the regular vehicle maintenance program. Refer to
Indicator Switch Test Procedure in this section.
4. Turn thre key switch ON. Pump up pressure to

the test block while observing the tester gauge
and hydraulic oil filter warning light in the cab.
The light should turn on at 240 35 kPa (35 5
psi). If not, test the bulb and switch as follows:
a. If the lamp fails to light, remove the wire (circuit #39) from the switch and short to
ground. If the warning lamp does not light,
replace the bulb.
b. If the lamp lights when wire #39 is grounded
in the previous step, use an ohmeter to verify
that the switch contacts close at 240 35
kPa (35 5 psi).
5. If the switch contacts fail to close, replace the
switch assembly.
NOTE: The hydraulic filter warning lamp may be
activated by either the hoist or steering/brake circuit
filter indicator switches.
L9-6
L09008
The indicator switch tester may be ordered from:

Kent-Moore Heavy Duty Division
Sealed Power Corp.
29784 Little Mack
Roseville, MI 40866-9984
Phone: (313) 774-9500
FIGURE 9-3. INDICATOR SWITCH TESTER

Kent-Moore Part No. J-33884-4
FIGURE 9-4. INDICATOR SWITCH PRESSURE TEST BLOCK
L09008
L9-7
NOTES
L9-8
L09008
SECTION L10
HYDRAULIC CHECK-OUT PROCEDURE
INDEX
HYDRAULIC CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-3

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-3
STEERING CIRCUIT CHECK-OUT & ADJUSTMENT PROCEDURE . . . . . . . . . . . . . . . . . . . . L10-3
Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-4
Pump Pressure Control Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-4
Steering Control Valve and Flow Amplifier Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-5
Bleeddown Manifold Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-6
STEERING/BRAKE PUMP STROKE ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-7
SHOCK AND SUCTION VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-7
Pressure Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-7
HOIST SYSTEM RELIEF VALVE AND BRAKE COOLING CIRCUIT PRESSURES . . . . . . . . . . L10-8
Pressure Gauge Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-8
Brake Cooling Circuit Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-9
Power Up Relief Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-9
Power Down Relief Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-10
Counterbalance Valve Pressure Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-11
Counterbalance Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-12
HYDRAULIC SYSTEM FLUSHING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-13
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-13
Flushing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-13
Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-14
930E CHECK-OUT PROCEDURE - STEERING SYSTEM DATA SHEET . . . . . . . . . . . . . . . . . . . . L10-15
930E CHECK-OUT PROCEDURE - BRAKE COOLING & HOIST SYSTEM DATA SHEET . . . . . . L10-16
L10027
Hydraulic Check-Out Procedure
L10-1
NOTES
L10-2
L10027
HYDRAULIC CHECK-OUT PROCEDURE

GENERAL INFORMATION
The hydraulic check-out procedure is intended to
help the technician check, adjust, and diagnose
problems in the steering and hoist circuits. The
technician should read the entire check-out
procedure to become familiar with the procedures
and all the warnings and cautions before performing
any steps. The check-out procedure begins by
checking the basic system before checking individual
components.
A data sheet is included on the last page of this
section to record the information observed during the
hydraulic system check-out procedure. The data
sheet is designed to be removed, copied, and used
during the check-out procedure.
* Steps indicated in this manner should be
recorded on the data sheet for reference.

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.
installing test gauges, ALWAYS bleed down
hydraulic steering accumulators.
The steering accumulators can be bled down by
shutting off the engine, turning the key switch
OFF, and waiting 90 seconds. Confirm that the
steering pressure is released by turning the
steering wheel. No front wheel movement should
occur.
Bleed down brake system accumulators before
removing any hoses supplying oil to the brake
system.
STEERING CIRCUIT CHECK-OUT &

ADJUSTMENT PROCEDURE
The steering circuit hydraulic pressure is supplied
from the piston pump and steering accumulators.
Some steering system problems, such as spongy or
slow steering or abnormal operation of the low
steering pressure warning light, can sometimes be
traced to internal leakage of steering components. If
internal leakage is suspected, perform the steering
component leakage tests outlined in this section.
NOTE: Excessive internal leakage within the brake
circuit may contribute to problems within the steering
circuit. Ensure that brake circuit leakage is not
excessive before troubleshooting the steering circuit.
The steering circuit can be isolated from the brake

circuit by first releasing all steering system pressure,
then releasing all pressure from the brake
accumulators and removing brake system supply line
(4, Figure 10-2) from the bleeddown manifold. Plug
the brake supply hose and cap the fitting at the
bleeddown manifold to prevent high pressure
leakage.
Before checking the steering system, the hydraulic
steering and brake systems must have the correct
accumulator precharge and be at normal operating
temperatures. Refer to the steering accumulator
charging procedure in Section L6 for accumulator
charging instructions.
If the steering and brake pump has just been

installed, it is essential that the steering pump
case is full of oil before starting the engine. Refer
to Section L6 Steering and Brake Pump, for
instructions.
The AC drive system rest switch, located on the

instrument panel, must be in the ON position and
the GF cutout switch in the CUTOUT position
during test procedures. See Section E3,
Propulsion System, for GF switch location.
L10027
L10-3
Equipment Requirements
properly check-out the hydraulic steering circuit:
Hydraulic schematic (see Section R)
Two 35,000 kPa (5000 psi) calibrated pressure
gauges and hoses
A graduated container marked to measure liquid
volume in cubic inches or milliliters
Pump Pressure Control Adjustments
With the brake system functioning properly and the
parking brake on, proceed as follows:
1. Place the directional control lever in PARK.
Place the rest switch in the ON position and the
GF cutout switch in the CUTOUT position. Turn
the key switch OFF and wait 90 seconds for the
steering accumulators to completely bleed
down before opening any hydraulic circuits.
2. Check the hydraulic oil level in the tank and add
oil if required. Ensure that the suction line
shutoff valves are open.

4. To Brake System
5. Steering System Pressure Switch
8. Supply to Flow Amplifier
9. Return from Flow Amplifier
10. To Front Steering Accumulator
11. To Rear Steering Accumulator
12. Relief Valve, 600 psi (4.1 MPa)
13. Relief Valve, 4000 psi (28.0 MPa)
14. Hoist Pilot Valve return
15. Return to Tank
16. Feedback Pressure to Unloader valve
17. Supply from Pump
FIGURE 10-1. STEERING/BRAKE PUMP

ADJUSTMENTS
1. Stroke Control Adjustment Screw
2. Unloader Valve Adjustment Screw
3. Compensator Adjustment Screw
4. GPA Port
3. Install an accurate 35,000 kPa (5000 psi)

pressure gauge at steering pressure GPA test
port (4, Figure 10-1) located on the suction side
of the pump. Install a second 35,000 kPa (5000
psi) gauge in bleeddown manifold test port
TP2 (3, Figure 10-2).
4. Turn unloader valve adjustment screw (2,
Figure 10-1) clockwise until it bottoms out.
5. Back out compensator adjustment screw (3) by
turning it counterclockwise.
L10-4
L10027
6. Start the engine and adjust pressure

compensator (3) to obtain 22,925 kPa (3325
psi) on the pressure gauge at the GPA pump
port. Tighten the compensator jam nut.
* Record on Data Sheet
Steering Control Valve and Flow Amplifier

Leakage Test
1. Disconnect flow amplifier return line (9, Figure
10-2) at the bleeddown manifold. Plug the port
in the bleeddown manifold.
8. Back out unloader valve adjustment screw (2,

Figure 10-1) completely.
2. Disconnect the steering control unit return line

at the flow amplifier. Plug the port in flow
amplifier. Do not turn steering wheel while
hoses are disconnected!
9. Start the engine and allow pump pressure to

build until the pump unloads.

to reach normal operating pressure.
7. Shut off the engine and allow the accumulators

to bleed down.
NOTE: When the steering pump unloads, the pump

output pressure at the GPA pressure test port will
drop to approximately 1380 to 2760 kPa (200 to 400
psi).
10. Steer the truck to cause the accumulator
pressure to drop until the pump loads.
11. Adjust the unloader valve to reload the
accumulators when the pressure falls to 18,960
kPa (2750 psi). The unload pressure will be
approximately 20,680 to 21,025 kPa (3000 to
3050 psi).
When the unload pressure increases to
20,680 to 21,025 kPa (3000 to 3050 psi),
the adjustment has been successfully
completed.
12. Steer the truck again slowly while observing the
TP2 steering pressure gauge.
The pump must reload when the pressure
drops to 18,960 kPa (2750 psi) minimum.
4. Measure the leakage from the flow amplifier

return hose that was removed in Step 1.
Maximum permissible leakage is 820 ml/
min. (50 in3/min.).
If leakage is excessive, the flow amplifier should
be repaired or replaced.
5. Measure the leakage from the steering control
unit return hose removed in Step 2.
min. (10 in3/min.).
If leakage is excessive, the steering control
valve should be repaired or replaced.
to bleed down completely. If all steering system
hoses are connected, steer the truck to verify
that all pressure has bled off.

13. If the minimum reloading pressure in Step 12 is
not correct, repeat Steps 11 and 12.
NOTE: The critical pressure setting is the 18,960 kPa
(2750 psi) when the pump loads. The unloading
pressure follows the loading pressure adjustment
and should occur at approximately 20,855 kPa (3025
psi).
14. Tighten the jam nut to lock the pressure setting.
15. Steer the truck several times to verify that the
system pressure begins to increase (pump
cycles from unload to load) once pressure has
dropped to 18,960 kPa (2750 psi).
to bleed down completely. Turn the steering
wheel to verify that no pressure remains.
17. Remove all gauges and cap the test ports.
L10027
L10-5
Bleeddown Manifold Leakage Test

1. With the hydraulic lines still disconnected from
the Steering Control Unit and Flow Amplifier
Leakage Test, disconnect hoist pilot valve
return hose (14, Figure 10-2) located on the
side of the bleeddown manifold. Plug the open
port on the bleeddown manifold.
2. Before performing the next step, it will be
necessary to draw a vacuum on the hydraulic
tank to prevent oil loss when the bleeddown
manifold tank return line is disconnected.
Hydraulic tank oil level is above the level of this

return line. It is necessary to draw a vacuum on
the hydraulic tank to prevent a large amount of
oil draining from the tank with the return line
disconnected from the bleeddown manifold.
3. Disconnect tank return line (15, Figure 10-2)
from the bleeddown manifold. Connect the hoist
pilot valve return hose that was removed in Step
1 to the tank return line, or connect it to the
hydraulic tank fill port. Do not plug the hoist pilot
return hose.
4. Remove the vacuum on the hydraulic tank.
5. Start the engine and allow the system to build
pressure until the unloader valve unloads the
pump. Measure the leakage at the open tank
return port on the bleeddown manifold.
min. (33 in3/min.).
If leakage is excessive, bleeddown solenoid (6,
Figure 10-2), steering system relief valve (13),
or the piloted check valve located on top of
bleeddown manifold is defective and should be
replaced.
In the next step, DO NOT use the key switch to

shut off the engine. If the key switch is turned
OFF, all accumulator oil will be discharged
through the open port on the bleeddown
manifold!
A suggested method to provide steering
accumulator bleed down when return hoses are
disconnected is to connect a hose/needle valve
assembly between bleeddown manifold port TP3
and the hydraulic tank filler tube. This hose/valve
assembly cannot be connected or disconnected
if the accumulators are pressurized.
The
opposite end of the hose can be connected to a
fitting which screws into the hydraulic tank filler
tube in place of the filler cap. Both accumulators
will be bled down when port TP3 is opened to
tank, reducing the possibility of either
accumulator being accidentally left pressurized.
The hose can be 1/4" SAE 100R2, rated for 5000
psi, or 3/8" SAE 100R2, rated for 4000 psi. Needle
valves are suggested to allow simple opening/
closing, but must be rated for 4000 psi or above.
6. After test is complete, shut off the engine by
using the engine shutdown switch located on
the center console in the cab.
7. Reattach the vacuum source to the hydraulic
tank and draw a vacuum before disconnecting
the tank return hose from the pilot valve return
hose. Attach the tank return hose to the
bleeddown manifold. Attach the hoist pilot
return hose to the fitting on the manifold.
8. Remove the vacuum source. Remove all test
equipment and connect all remaining hoses to
their proper locations.
9. Turn the key switch to OFF to allow the steering
L10-6
L10027
STEERING/BRAKE PUMP STROKE

ADJUSTMENT
Pump stroke adjustment screw (1, Figure 10-1)
controls the volume of oil produced by the steering/
brake pump. Use of this feature is required only if the
truck is operated at high altitude locations (greater
than 3,050 meters (10,000 ft.) above sea level). If the
truck is operating at high altitudes, contact the
Komatsu area service representative for instructions
regarding stroke control adjustment procedures.
For trucks operating at lower altitudes, this
adjustment should not be changed from the factory
setting (adjusted fully counterclockwise). The factory
setting provides full pump flow for maximum
performance.
FIGURE 10-3. STEERING RELIEF VALVE
ADJUSTMENT
SHOCK AND SUCTION VALVES


2. Plug
3. O-Ring

properly check the steering circuit shock and suction
valves:

to build pressure.
Hydraulic schematic (refer to Section R)

Three 35,000 kPa (5000 psi) range calibrated
pressure gauges and hoses
Pressure Tests
Before the shock and suction valves in the steering
circuit can be tested, steering system pressure must
be increased to obtain sufficient pressure for testing.
In addition, the steering relief valve pressure must be
raised above the pressure required to actuate the
shock and suction valves.
1. Install a 35,000 kPa (5000 psi) pressure gauge
at TP2 (3, Figure 10-2) in the steering
bleeddown manifold.
2. Install a 35,000 kPa (5000 psi) gauge in each
steering cylinder manifold test port. (Located on
frame cross member, under engine.)
3. Raise steering relief valve pressure as follows:
a. Use an 8 mm allen wrench to remove
external plug (2, Figure 10-3) on the flow
amplifier valve.
b. Insert a 5 mm allen wrench into the opening
and gently bottom out adjustment screw (4)
by turning it clockwise.
L10027
4. Relief Valve
Adjustment Screw
5. While observing the gauge at the TP2 steering

pressure test port, turn unloader valve
adjustment screw (2, Figure 10-1) clockwise
until approximately 22,750 kPa (3300 psi) is
obtained.
NOTE: This pressure is near the pump compensator
pressure setting and the pump may not unload.
However, it is not necessary for the pump to unload
during this test.
6. While observing the two gauges installed on the
steering manifold, steer the truck against the left
stop.
Pressure on one of the gauges should read
21,370 kPa (3100 psi).
7. Steer the truck to the opposite stop.
The other gauge should also read 21,370
kPa (3100 psi).
8. If the pressure is incorrect during Step 6 or 7,
the shock and suction valves must be replaced.
NOTE: The shock and suction valves are only
serviced as complete units and cannot be adjusted
while installed in the flow amplifier valve.
L10-7
9. After the test is complete, lower the steering

relief pressure to 18,960 kPa (2750 psi) as
follows:
a. Steer full left or right and maintain a slight
pressure against the steering wheel.
b. Use a 5 mm allen wrench to adjust the
steering relief valve to obtain 18,960 kPa
(2750 psi) on the gauge.
HOIST SYSTEM RELIEF VALVE AND

BRAKE COOLING CIRCUIT PRESSURES
NOTE: If the relief valve or hoist valve assembly has
been replaced or rebuilt, the hoist valve power up
pressure should be checked. Also, check the brake
cooling circuit for correct pressures. Check the hoist
system power down relief pressure if the hoist pilot
valve has been replaced or rebuilt.

10. After the adjustment is complete, install plug (2,
Figure 10-3) with O-ring (3) on the valve body.
11. Reset the unloader valve to the specified unload
pressure. Back out the unloader valve
adjustment screw completely counterclockwise.
Relieve pressure before disconnecting any

hydraulic lines. Tighten all connections securely
before applying pressure.
12. Steer the truck to reduce pressure in the

steering circuit and cause the pump to load.
a. Observe the increasing pressure readings

on the gauge installed at steering pressure
TP2 test port (3, Figure 10-2).

properly check the hoist relief and brake cooling
circuit pressures:
Hydraulic schematics (refer to Section R)
When the unload pressure increases to

20,680 to 21,025 kPa (3000 to 3050 psi),
the adjustment has been successfully
completed.
Three 25,000 kPa (3500 psi) range calibrated

pressure gauges and hoses for hoist circuit
pressure readings
b. Steer the truck again while observing the

steering pressure feedback gauge.
Two 1000 kPa (100 psi) low pressure gauges and

hoses for brake cooling circuit pressure readings
The pump must reload when the pressure

drops to 18,960 kPa (2750 psi) minimum.
Note: Hydraulic oil temperature

approximately 21C (70F) during test.
should
be
Pressure Gauge Locations
13. If the minimum reloading pressure in Step 12 is

not correct, repeat the unloader valve
adjustment.
NOTE: The critical pressure setting is the 18,960 kPa
(2750 psi) when the pump loads. The unloading
pressure follows the loading pressure adjustment
and should occur at approximately 20,855 kPa (3025
psi).
1. Install a 1000 kPa (100 psi) low pressure gauge

at brake cooling circuit test port (1, Figure 10-4)
at the front of the hoist valve to monitor the front
brake cooling oil pressure.
2. Install a 25,000 kPa (3500 psi) gauge in the
power down test port (3, Figure 10-9) (marked
TPD) located on the front face of the
overcenter manifold.
3. Install a 25,000 kPa (3500 psi) gauge in each
hoist pump filter pressure test port (2, Figure
10-4).
4. Install a 1000 kPa (100 psi) low pressure gauge
at upper left test port (3, Figure 10-7) in the
brake/hoist return manifold to monitor rthe ear
brake cooling supply pressure.
L10-8
L10027
Brake Cooling Circuit Test

NOTE: Hydraulic oil temperature should
approximately 21C (70F) during this test. Do
turn the steering wheel or apply the brakes. Do
operate the engine at low idle for more than
seconds.
be
not
not
30
3. Increase engine speed to 1500 rpm. Place hoist

control lever in HOLD or FLOAT.
Pressure at the front and rear brake cooling
circuits should be approximately 344 kPa
(50 psi) or less.
1. Start the engine and operate at low idle. Place

the hoist control lever in the FLOAT position.
4. With engine at 1500 rpm, move the hoist

control lever to POWER DOWN.
Hoist pump outlet pressures at the filters

should be approximately 550 kPa (80 psi).

circuits should drop to 0 kPa (0 psi) while
the body lowers.

Pressure at front brake cooling circuit (1,
Figure 10-4) and rear brake cooling circuit
(3, Figure 10-7) should be approximately
172 kPa (25 psi) or less.
2. With the engine at low idle, move the hoist
control lever to POWER UP.
circuits should drop to 0 kPa (0 psi) while
the body rises.
If the pressure is not correct, the hoist control
valve may be plumbed incorrectly or defective.
Power Up Relief Pressure Test

The hoist control valve contains two relief valves.
The rear inlet section contains the relief valve for the
rear section of the hoist pump. The front inlet section
contains the relief valve for the front section of the
hoist pump.
1. To allow full extension of the hoist cylinders,
disconnect the hoist up limit solenoid (located
on the bottom of the bleeddown manifold) from
the wiring harness.
Ensure that there is adequate

clearance before raising the body.
overhead
NOTE: Ensure that the gauges are properly identified

(front or rear section of the pump) when the
pressures are read.
2. Start the engine and operate at low idle. Move
the hoist control lever to POWER UP until the
body is fully raised.
Pressure at both hoist pump filter test ports
should be 17,235 690 kPa (2500 100
psi).
FIGURE 10-4. PRESSURE TEST PORTS

1. Test Port - Front Brake Cooling
2. Test Port - Hoist Pump Pressure at Filter
L10027
L10-9
3. If the hoist power up relief pressure is incorrect

on either gauge, the corresponding relief valve
should be replaced.
a. Lower the body until it is resting on the frame
rails. Shut off the engine and wait at least 90
Turn the steering wheel to ensure that
system pressure has been relieved.
b. Relieve all hydraulic pressure from the hoist
system.
c. Disconnect the tube from cover (2, Figure
10-5). Disconnect the hose(s) at the top port.
d. Remove capscrews (1) and cover (2).
Remove spring (3) and relief valve (4).
e. Install new relief valve (4), spring (3), cover
(2), and new O-rings (8). Install and tighten
capscrews (1). Connect the tube to the fitting
on cover (2). Install the hose(s) at the top
port.
4. Check the pressure again by repeating Step 2.
If necessary, repeat the adjustment procedure
until the correct pressure is obtained.
Power Down Relief Pressure Test

NOTE: The hoist system power down relief valve is
located on the hoist pilot valve in the hydraulic brake
cabinet behind the cab.
1. Start the engine and operate at low idle. Allow
the accumulators to fill and the steering pump to
unload.
2. With the body resting on the frame, move the
hoist control lever to POWER DOWN.
Pressure at the overcenter manifold test
port TPD should be 10,340 517 kPa
(1500 75 psi).
3. If power down relief pressure is not within
specifications, adjust the relief valve as follows:
a. Remove the cap from power down relief
valve (2, Figure 10-6).
b. To increase the power down relief pressure,
turn the adjusting screw inward (clockwise).
To decrease the power down relief pressure,
turn
the
adjusting
screw
outward
(counterclockwise).
FIGURE 10-5. INLET SECTION

(Front & Rear Inlet Sections are Identical)
1. Capscrew
2. Inlet Cover
3. Spring
4. Main Relief Valve
5. Spring
6. Sleeve
7. Secondary Low
Pressure Valve
8. O-Rings
9. Inlet Valve body
FIGURE 10-6. POWER DOWN RELIEF VALVE

1. Spool Housing
2. Relief Valve
L10-10
L10027
4. Recheck the power down relief pressure by

repeating Step 2 after adjusting the relief valve.
Install the cap on the relief valve.
5. Shut off the engine and allow 90 seconds for
the accumulators to bleed down completely.
Remove the gauges and hoses.
Counterbalance Valve Pressure Check

1. Ensure that the engine is off, the body is resting
on the frame or properly secured in its raised
position, the hoist control valve is in the FLOAT
position, and all hydraulic system pressure is
bled down.
2. Loosen the locknut on the adjustment stem of
needle valve (9, Figure 10-9) on the overcenter
manifold. Turn the adjustment stem fully
clockwise.
3. Remove the plug from PILOT VENT port (8)
on the overcenter manifold. This port will
remain open to the atmosphere during the
adjustment. Do not allow dirt to enter the open
port.
NOTE: It is suggested that a clean SAE #4 (1/4)
hydraulic hose be installed in the open port and
pointed downward.
4. Install a 35,000 kPa (5000 psi) gauge at test
port TR (7) on the overcenter manifold. Use a
hose that is long enough for the technician to
read the pressure gauge while in the cab of the
truck. Do not read the gauge near the
overcenter manifold or make adjustments while
the engine is running. The gauge will measure
the rod end pressure (the pressure controlled
by the counterbalance valve).
FIGURE 10-6. BRAKE/HOIST RETURN OIL

MANIFOLD
Pressure
4. Front Brake Supply
Pressure
5. Rear Brake Cooling
Oil (From Hoist Valve)
6. Return From Hoist
Valve
7. Return From Hoist
Valve
8. Brake/Hoist Return Oil
Manifold
L10027
9. Front Brake Bypass

Pressure
11. Hoist Return Pressure
12. Front Brake
Return Pressure
to Tank
15. Hoist Return to Tank
16. Front Brake Return
to Tank
FIGURE 10-7. COUNTERBALANCE VALVE

ADJUSTMENT
1. Hoist Valve
L10-11
5. Start the engine and operate at low idle. If the

body is in the raised position, lower the body to
the frame.
6. 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 and adjusted while
the hoist cylinders are in the third stage.)
a. If pressure is 20,700 kPa (3000 psi) or
above, stop raising the body immediately.
The pressure is adjusted too high and must
be lowered. Refer to Counterbalance Valve
Adjustment.
4. Lower the body to the frame and operate the

engine at low idle. Repeat Step 6 of the
Counterbalance
Valve
Pressure
Check
procedure to verify proper adjustment.
5. With the body resting on the frame, install the
plug in PILOT VENT port (8). Remove the
pressure gauge.
6. Turn needle valve adjustment stem (9) fully
outward and tighten the locknut securely. The
needle valve must be fully open for normal
operation.
b. If pressure is below 20,700 kPa (3000 psi),

lower the body, increase engine speed by
approximately 300 rpm and repeat Step 6
until the engine is at high idle or 20,700 kPa
(3000 psi) is obtained.
c. If the gauge indicates 20,700 kPa (3000 psi)
with the engine at high idle, the hoist control
lever in POWER UP and the hoist cylinders
in the third stage, the counterbalance valve
adjustment is correct.
d. If the gauge still does not indicate 20,700
kPa (3000 psi) with the engine at high idle,
the hoist control lever in POWER UP and the
hoist cylinders in the third stage, or if 20,700
kPa (3000 psi) was obtained before the
engine reached high idle, adjust the
counterbalance valve.
Counterbalance Valve Adjustment
1. With the hoist control lever in the FLOAT
position and the body resting on the frame,
loosen the locknut on the adjustment stem of
counterbalance valve (4, Figure 10-9). Turn the
adjustment stem fully inward (clockwise) so the
counterbalance valve pressure is as low as
possible.
2. Start the engine and operate at high idle.
Observe the pressure gauge while raising the
body.
3. Carefully turn the adjustment stem outward
(counterclockwise) to obtain 20,700 kPa (3000
psi) with the engine at high idle, the hoist
control lever in POWER UP and the hoist
cylinders in the third stage.
FIGURE 10-8. OVERCENTER MANIFOLD VALVE

1. Check Valves
2. Overcenter Valve 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)
NOTE: Complete valve adjustment range is three full

turns.
L10-12
L10027
HYDRAULIC SYSTEM FLUSHING PROCEDURE

Flushing Procedure
Preparation
place the rest switch in the ON position. Leave
the rest switch ON for all the following
procedures.
2. Shut off the engine and turn the key switch
OFF. Ensure that the link voltage warning
lamps turn off.
3. Allow at least 90 seconds for the steering
accumulators to bleed down. Turn the steering
wheel to ensure that all pressure is relieved.
4. Open the brake accumulator bleeddown valves
on the brake manifold. This will return
contaminants in the brake accumulators to the
hydraulic tank.
5. Thoroughly clean the exterior of the hydraulic
tank. Drain the hydraulic tank, remove the
strainers and diffusers, and clean the inside of
the tank. Flush the interior of the hydraulic tank
with a cleaning solvent.
6. Inspect all hydraulic hoses for deterioration or
damage.
NOTE: If a system component fails, all hoses and
tubing should be removed and back flushed with a
cleaning solvent. Inspect for small particles which
may be trapped inside.
7. Inspect the hydraulic tank strainers and
diffusers. If damaged, install new components.
8. Change all high pressure filter elements.
9. Fill the hydraulic tank with clean type C-4
hydraulic oil.
10. Ensure that the suction line shutoff valves are
open.
11. Bleed any air that is trapped inside the steering
pump. Refer to Section L, Steering and Brake
Pump.
Ensure that there is adequate

clearance before raising the body.
overhead
1. Verify that the accumulators are properly

precharged. Turn the key switch ON but do not
start the engine. The low accumulator
precharge warning light must be off before
proceeding.
2. Connect the disabled truck ports on the
overcenter manifold with a jumper hose.
Connect the QD SUPPLY and QD RETURN
ports on the bleeddown manifold with a jumper
hose. The jumper hoses must be made of SAE
100R12 material, rated at 27,580 kPa (4000
psi).
3. Ensure that the hoist control lever is in the
FLOAT position. Do not turn the steering wheel
or operate any controls until the next step is
completed.
4. Start the engine and operate at 1000 rpm for
five minutes. This will circulate oil with all valves
in the neutral position.
5. To increase flow and turbulence in the system,
increase engine speed to full throttle for 15
minutes.
Move the hoist control lever to POWER UP for
30 seconds, and then move it to POWER
DOWN for 30 seconds. Repeat this cycle five
times. This process will carry any system
contaminants to the hydraulic tank.
6. Shut off the engine and turn the key switch
OFF. Allow at least 90 seconds for the
accumulators to bleed down completely. Turn
the steering wheel to ensure that all pressure is
relieved.
7. Remove the jumper hoses from the overcenter
manifold and the bleeddown manifold.
8. Close the brake accumulator bleeddown valves
on the brake manifold.
9. To enable full extension of the hoist cylinders,
disconnect the hoist up limit solenoid on the
bottom of the bleeddown manifold.
L10027
L10-13
10. Start engine and operate at 1000 rpm while

performing the following steps:
a. Turn the steering wheel full left then full right
ten times.

After the hydraulic system flushing procedure has
been completed, all system high pressure filter
elements must be replaced.
1. Close both hoist pump suction line shutoff
valves. Close the steering pump suction line
shutoff valve.
In all of the following POWER UP steps, as the

second stage starts out of the hoist cylinder in
the POWER UP mode, slowly decrease engine
speed to prevent sudden bottoming of the
cylinders, which could cause severe damage to
the hoist cylinders.
b. Extend the hoist cylinders fully, then allow
the body to float down ten times.
2. Remove the hoist and steering hydraulic filters,

clean the housings, and install new filter
elements. Detailed instructions may be found in
Section L9, Hydraulic System Filters.
3. Check the hydraulic tank oil level and top off, if
necessary.
4. Open the suction line shutoff valves.
c. Extend the hoist cylinders fully and hold the

hoist control lever in the POWER UP
position for ten seconds.
d. Lower the body to the frame and hold the
hoist control lever in the POWER DOWN
position for ten seconds after the cylinders
are fully retracted.
11. Increase engine speed to full throttle. Extend
the hoist cylinders fully, then allow the body to
float down. Return the hoist control lever to
FLOAT.
12. Operate the truck (on a typical haul cycle, if
possible) to exercise the braking functions a
minimum of 30 times. Ensure that the braking
functions are also exercised in reverse gear like
on a typical haul cycle.
NOTE: If the truck is equipped with any hydraulically
operated attachment, the attachment must also be
cycled in a similar manner.
13. Shut off the engine and turn the key switch OFF.
Allow at least 90 seconds for the accumulators
to bleed down completely. Turn the steering
wheel to ensure that all pressure has been
relieved.
14. Reconnect the hoist up limit solenoid on the
bleeddown manifold.
15. Ensure that all hydraulic system relief valves
and pressure settings are properly adjusted.
Follow the procedures outlined earlier in this
section.
L10-14
L10027
930E CHECK-OUT PROCEDURE - STEERING SYSTEM DATA SHEET
MACHINE MODEL ________UNIT NUMBER __________SERIAL NUMBER___________
__________ Steering accumulators charged to 9650 kPa (1400 psi).

Operate the hydraulic steering system to obtain the proper operating temperature.
Refer to the Check-out Procedures.
PUMP PRESSURE CONTROL ADJUSTMENTS

STEP 6___________ Steering pump compensator pressure
STEP 11__________ Steering pump unload pressure
STEP 12__________ Steering pump load pressure
STEERING CONTROL VALVE AND FLOW AMPLIFIER LEAKAGE TESTS
STEP 4___________ Flow amplifier return hose leakage
STEP 5___________ Steering control unit return hose leakage
BLEEDDOWN MANIFOLD LEAKAGE TEST
STEP 5___________ Bleeddown solenoid, steering relief, and piloted check valve leakage
SHOCK AND SUCTION VALVES TEST
STEP 6___________ Shock and suction valve pressure, left steer
STEP 7___________ Shock and suction valve pressure, right steer
STEP 9___________ Steering relief valve pressure setting
STEP 12__________ Steering pump reload pressure
Name of Technician or Inspector Performing Check-Out

__________________________
Date __________________________
L10027
L10-15
930E CHECK-OUT PROCEDURE - BRAKE COOLING & HOIST SYSTEM

DATA SHEET
MACHINE MODEL ___________ UNIT NUMBER_______ SERIAL NUMBER___________
Operate the brake cooling & hoist hydraulic system to obtain the proper operating temperature.
Refer to the Check-out Procedures.
BRAKE COOLING CIRCUIT TEST

STEP 1 __________ Hoist pump outlet pressures, low idle, FLOAT position
Brake cooling circuit pressure, low idle, FLOAT position
STEP 2 __________ Brake cooling circuit pressure, low idle, POWER UP/DOWN position
STEP 3 __________ Brake cooling circuit pressure, 1500 RPM, HOLD/FLOAT position
STEP 4 __________ Brake cooling circuit pressure, 1500 RPM, POWER UP/DOWN position
POWER UP RELIEF PRESSURE TEST
STEP 2 __________ Hoist relief pressure, front pump section
_________ Hoist relief pressure, rear pump section
POWER DOWN RELIEF PRESSURE TEST
STEP 2 __________ Power down relief pressure
COUNTERBALANCE VALVE ADJUSTMENT
STEP 6 __________ Counterbalance valve pressure
Name of Technician or Inspector Performing Check-Out__________________________

DATE _________________________
L10-16
L10027
SECTION M
OPTIONS AND SPECIAL TOOLS
INDEX
FIRE CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-1
ENGINE OIL HEATER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-1
ENGINE COOLANT HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-1
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1
PAYLOAD METER III - ON BOARD WEIGHING SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-1
RESERVE ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-1
M01056
Index
M1-1
NOTES
M1-2
Index
M01056
SECTION M2
FIRE CONTROL SYSTEMS
INDEX
FIRE CONTROL SYSTEM (MANUAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3
Inspection and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3
Recharging Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-4
CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1 . . . . . . . . . . . . . . . . M2-5
Control Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-5
Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Linear Detection Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Power Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Test Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Squib . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Securing the Detection Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-7
Preliminary Test Before Final Hook-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-7
Installation Procedure for Squib . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-9
Placing the Electric Detection & Actuation System Into Service . . . . . . . . . . . . . . . . . . . . . . . M2-9
INSPECTION AND MAINTENANCE SCHEDULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10
Daily . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10
Normal Maintenance Based On Actual Operating Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10
IN CASE OF FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-11
TROUBLESHOOTING THE ELECTRIC DETECTION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-13
M02005
Fire Control Systems
M2-1
NOTES
M2-2
M02005
FIRE CONTROL SYSTEM (MANUAL)

The fire control system aids in protecting the
machine in the event of a fire. The system consists
of:
Actuators
Pneumatic Actuator/Cartridge Receivers
Pressure Relief Valve
Check Valves
Dry Chemical Tanks
Hoses And Nozzles.
Operation
To actuate the fire control system, pull the safety ring
on either of the actuators and depress the lever. One
actuator is located in the cab near the operator.
Another actuator is located on the left fender structure near the bumper.
NOTE: Operating either actuator will activate fire
control system.
When either actuator is depressed, a nitrogen cartridge will pressurize the dry chemical tank. Once the
dry chemical tank has pressurized to a sufficient
pressure, a bursting disc in the tank outlet will break,
allowing the fluidized chemical to flow to the nozzles.
The nozzles will direct the agent at the fire and extinguish the flames.
Inspection and Maintenance

It is imperative that the fire control system is
inspected at least every six months. To ensure that it
will operate effectively:
1. Check the system for general appearance,
mechanical damage and corrosion.
2. Inspect each chemical tank fill cap gasket for
damage and replace if necessary. Examine cap
for nicks, burrs, cross threading or rough edges.
3. Check the level of dry chemical. The level
should not be less than three inches (76 mm)
from bottom of fill opening. Dry chemical must
be free flowing, with no caking.
4. Insure that the vent in the fill opening threads is
not obstructed.
5. Remove the cartridge from the extinguisher and
examine the disc-seal. Replace seal if necessary. Install cartridge hand tight.
FIGURE 2-1. FIRE CONTROL SYSTEM

1. Cab Actuator
2. Remote Actuator
3. Safety Relief Valve
4. Check Valves
M02005
FIGURE 2-2. NOZZLE AND BLOW-OFF CAP
5. Actuator Receiver
6. Cartridge
7. Bursting Disc Union
8. Dry Chemical Tank
M2-3
3. Remove each extinguisher from its bracket.

4. Disassemble bursting disc union and replace
the ruptured bursting disc with flat side toward
extinguisher.
5. Fill tank with dry chemical to not more than
three inches (76 mm) from the bottom of the fill
opening.
6. Inspect fill opening threads and gasket. If necessary clean threads.
7. Install the fill cap and tighten the cap hand tight.
8. Remove the cartridge guard from the dry chemical tank and remove the cartridge.
FIGURE 2-3. NOZZLES AND BLOW-OFF CAP
6. Inspect lines, fittings and nozzles for mechanical damage and cuts.
7. Check nozzle openings. The openings should
be packed with silicone grease or equipped with
plastic blow-off caps if equipped with nozzles as
shown in Figure 2-2. Nozzles of the type shown
in Figure 2-3 are not to be packed with grease.
Only the protective caps shown are to be used
on this type of nozzle.
8. Remove and inspect the cartridge of the remote
actuators. Replace if ruptured. Check operation
of puncture pin.
9. Replace any broken or missing lead and wire
seals.
9. Insure that the cartridge puncture pin is fully

retracted.
10. Weigh the new cartridge. The weight must be
within 0.25 ounce (7.0 grams) of the weight
stamped on the cartridge.
11. Screw the new cartridge onto the actuator
assembly, hand tight.
12. Replace the cartridge guard and install the dry
chemical tank into its bracket.
13. Connect line at the bursting union, and line at
the tank actuator.
14. Remove the cartridge guard from the remote
actuators and replace the cartridges.
15. Replace the cartridge guards, and install ring
pins on the push buttons.
16. Inspect hose, fittings and nozzles for mechanical damage. Replace all hose that has been
exposed to fire areas.
Recharging Procedures
After actuating the fire control system, the system
should be recharged. Follow the procedure below for
each dry chemical tank and actuator installed:
17. Clean the nozzles and repack the openings with

silicone grease or install blow-off caps. Use
caps for the new designed nozzles shown in
Figures 2-2 and 2-3
1. Relieve the pressure from the lines by pulling

the ring on the safety relief valve.
2. Disconnect line from tank actuator and remove
line from the bursting disc union.
M2-4
M02005
CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1

The Checkfire Electric Detection and Actuation System - Series 1 (Figure 2-5) uses linear detection
wire. This is a two conductor heat rated thermo
cable. When the detection cable is subjected to
221F (105C) the insulating coating of the cable
melts allowing the conductors to short together closing the electric circuit to the squib which detonates
to depress the puncture pin and actuate the expellant cartridge.
Components of the checkfire electric detection and

actuation system are shown in Figure 2-5.
Control Module
(Figure 2-4)
Provides the electrical connections necessary
between the power lead and the linear detection
wire to the power lead supplying electrical power,
via the squib, to the actuator. Also provides a visual
check of power availability - pressing the switch button will illuminate the green indicator light if electrical power is available in the system.
FIGURE 2-4. CONTROL MODULE
FIGURE 2-5. CHECKFIRE ELECTRIC DETECTION/ACTUATION SYSTEM

1. Control Module
3. Linear Detection Wire
5. Test Kit (Not Shown)
2. Manual/Automatic Actuator
4. Power Wire
M02005
M2-5
Actuator
(Figure 2-6)
Provides automatic and manual means of fire suppression system actuation. By pulling the ring pin
under the knob and then depressing the red knob,
the puncture pin will rupture the diaphragm in the
actuator and apply the system. Automatically, the
squib is fixed to rupture the cartridge disc when the
linear detection wire is exposed to temperatures in
excess of its rated range.
FIGURE 2-8. POWER WIRE
FIGURE 2-6. MANUAL/AUTOMATIC ACTUATOR
FIGURE 2-9. TEST KIT

1. Indicator Light Assembly
2. End-of-Line Detection Wire Jumper Assembly
Linear Detection Wire

(Figure 2-7)
Test Kit
(Figure 2-9)
Consists of a two conductor heat rated thermo cable.

The temperature rating of the cable is 105C (221F)
using black wire or 180C (356F) using red wire.
When the cable is subjected to temperatures in
excess of this rating the insulating coating melts
allowing the conductors to short together, closing the
actuating circuit to fire the squib.
Provides for checking of electrical continuity and consists of an indicator light assembly and an End-ofLine linear detection wire jumper assembly.
FIGURE 2-10. SQUIB

FIGURE 2-7. LINEAR DETECTION WIRE
Power Wire
(Figure 2-8)
Consists of a battery connector and conductor lead
wires to connect the actuation system to the truck
electrical system (battery circuit). The battery connector is equipped with a 5 ampere in line fuse
(replaceable).
M2-6
Squib
(Figure 2-10)
Is an electrically detonated component containing a
small exact charge of powder. When the actuation
circuit is closed by the linear detection wire melting,
an internal wiring bridge in the squib heats up causing the power charge to detonate, forcing the puncture pin to rupture the cartridge disc to release the
nitrogen gas charge.
M02005
be on. This indicates the power wire is

installed correctly to the control module. If
light does not appear, check all connections
to insure they are snapped together. Retest
by depressing button. If light is not on, refer
to Troubleshooting The Electric Detection
System covered in this section.
Securing the Detection Wire

After the linear detection wire has been loosely
installed, secure it to the equipment being protected
as follows:
1. Begin at the control module with the first section of detection wire. If this section is sufficient
to cover the total hazard area, no additional
lengths are required. If additional lengths are
required, remove blank plugged connector from
the end of first length and add lengths until the
total hazard area(s) is covered.
b. If battery power is correct, proceed to checking total system power.
NOTE: Remember to leave closed blank plug

connection on the last length of detection wire.
When making connection, push plug into receptacle
until a "click" is heard (Figure 2-11). Plugs and receptacles are keyed to allow insertion only in one direction. After "click" is noted, apply a small amount of
back pull to confirm connection has been made.
FIGURE 2-12. POWER CHECK
FIGURE 2-11. LINEAR DETECTION WIRE

CONNECTOR
Do Not install squib to power lead at this time

(Figure 2-13).
2. Secure the wire every 12-18 in. (30-45 cm)

throughout the hazard area(s) using the black
nylon cable ties provided. Secure more often if
desired, or to keep the wire out of the way.
Secure the wire to mounting surfaces, decks,
struts, hydraulic hoses in the area, or any
secure, non-moving part of the protected equipment. Always keep the previously mentioned
guidelines in mind when installing the wire.
Preliminary Test Before Final Hook-Up
All necessary linear detection and power wire installation is now completed. Before arming the actuator
with the squib, it is necessary to check to insure all
connections are made properly.
FIGURE 2-13. DO NOT CONNECT SQUIB
1. The Power Wire

a. Depress the button on top of the control
module and note green indicator light (Figure
2-12). With button, depressed, light should
M02005
M2-7
c. Proceed to the end of the last length of

detection wire and remove the jumper
assembly (Figure 2-15). Finally, put original
plugged blank connector onto detection wire.
The test module light should immediately go
out. If light does not go out refer to "Troubleshooting".
d. Remove the test kit from the system by, first,
disconnecting the squib connector from the
test module (Figure 2-17). NOTE: Retain
these components for possible later use.
! CAUTION !
Remove jumper to prevent fire suppression system from discharging when squib is installed in
electric detection and actuation system.
FIGURE 2-14. INSTALL JUMPER

2. The Linear Detection Wire
a. Using the furnished text kit, proceed to the
end of the last length of detection wire.
Remove the plugged blank connector (Figure 2-14) and install the jumper assembly.
NOTE: Retain plugged connector to be reinstalled
after testing is completed.
b. With jumper in place, screw squib connector
into receptacle on test module (Figure 2-15).
Test module light should immediately illuminate. This test confirms that the wire is properly installed and will function as designed. If
test module light does not illuminate on test
module, refer to the "Troubleshooting" section.
FIGURE 2-15. INSTALL TEST MODULE

ASSEMBLY
M2-8
FIGURE 2-16. REMOVE JUMPER ASSEMBLY
FIGURE 2-17. REMOVE INDICATOR LIGHT

ASSEMBLY
M02005
Installation Procedure for Squib

After all testing has been completed and all test kit
components removed, proceed to arm the system.
Using wrench, insert squib into upper right inlet hole

on actuator body and firmly tighten (Figure 2-18).
After installing squib into actuator body, loosen protective shipping cap from squib and remove bridge
(Figure 2-19).
Always install squib into actuator body first,

before installing connector onto threaded body
of squib. Possible injury could result if squib was
actuated outside of actuator body.
Install squib connector onto threaded stud of squib
(Figure 2-20). Hand tighten as firmly as possible.
FIGURE 2-18.
Placing the Electric Detection & Actuation

System Into Service
To place the electric detection and actuation system
into service, proceed as follows:
1. Check all fasteners for tightness. Insure jam nut
on actuator body is securely tightened.
2. Before installing actuator cartridge, push manual puncture lever several times to insure
smooth operation.
3. Insert ring pin in hole and attach lead wire seal
(See Figure 2-21).
FIGURE 2-19.
FIGURE 2-21. INSTALL ACTUATOR CARTRIDGE
4. Insert LT-5-R cartridge (PB0674) into lower

actuator body and hand tighten firmly.
FIGURE 2-20.
M02005
5. Record date that system was placed in service.
M2-9
INSPECTION AND MAINTENANCE

SCHEDULES
Proper inspection and maintenance procedures

must be performed at the specified intervals to
be sure that the electric detection and actuation
system will operate as intended.
4. Weigh the actuation cartridge on the electric

detection and actuation system. Replace cartridge if the weight is 1/4 oz. (7 g) less than that
stamped on cartridge. Check the cartridge
threads for nicks, burrs, cross threading and
rough on feathered edges. Examine gasket in
bottom of electric detection and actuation system for elasticity. If the temperature is below
freezing, warm the gasket with body heat to
insure a good seal. Clean and coat lightly with a
high heat resistant silicone grease.
Daily
The machine operator should manually test system
power by pushing the button and noting illumination
of indicator light. This confirms battery power is available. If light is not illuminated, refer to "Troubleshooting" covered in this section.
Normal Maintenance Based On Actual Operating
Hours
Total system should be checked monthly or sooner,
depending on working conditions or truck maintenance to perform total system check.
NOTE: The squib should be replaced after being in
service for five years. The proper disposal of the old
squib should be done by actuating the squib within
the actuator body. To do this, remove actuator LT-5-R
cartridge (PB0674) from body. Install test jumper
assembly to end of linear detection wire assembly.
This jumper will service as a wiring short and cause
the squib to discharge.
FIGURE 2-22. REMOVE CARTRIDGE AND

DISCONNECT SQUIB
Remove jumper, clean actuator, install new squib

and reinstall cartridge.
Do Not reinstall cartridge at this time.
System is now back in service.
5. Test system power by depressing button on

control module. Note illumination of light while
button is depressed.
Record date of installation of new squib.

1. Check all mounting bolts for tightness.
2. Check all wiring connectors for tightness and
possible evidence of corrosion.
3. Inspect detection and power wire as follows:
a. Check for wear due to abrasion (at wall penetrations, around corners, etc.).
b. Check for damage from direct impact or
other abuse.
c. Check mounting locations for tightness.
d. Insure mounting hardware has not come
loose or been broken, either of which would
allow the wire to sag.
M2-10
6. Remove squib connector before proceeding

with next series of checks (Figure 2-22).
7. Using the furnished test kit assembly, proceed
to the end of the last length of detection wire.
Remove the plugged blank connector and
install the jumper assembly (retain plugged
blank connector to be reinstalled after testing is
completed).
8. With jumper in place, screw the squib connector
into receptacle on test module (Figure 2-23).
Light on the test module should immediately
illuminate. This test confirms that the detection
wire is properly installed and will function as
intended.
M02005
10. Remove the test kit from the system by disconnecting the squib connector from the test module (Figure 2-24).
Failure to remove jumper assembly will cause

system discharge when squib is installed into
electric detection and actuation system.
11. Remove squib from actuator body and check
that it has not been fired. Reinstall squib and
wrench tighten firmly.
12. Reinstall squib connector to squib and firmly
tighten by hand.
13. Pull ring pin on electric detection and actuation
system actuator and push pin several times to
insure smooth movement. Reinstall ring pin and
attach lead wire seal.
14. Install actuation cartridge back into lower actuator body and tighten firmly by hand.
FIGURE 2-23. ATTACH INDICATOR LIGHT

ASSEMBLY (Test Module)
If test module light does not illuminate, refer to Troubleshooting The Electric Detection System, covered
in this section.
9. Proceed to the end of the last length of detection wire and remove the jumper assembly. Put
original plugged blank connector back on detection wire. Test module light should immediately
go out. If light does not go out, refer to Troubleshooting The Electric Detection System,covered in this section.
IN CASE OF FIRE
Procedure to follow during and after a fire. In the
event of a fire, the following steps should be taken:
1. Turn the machine off.
2. Manually activate fire suppression system, if
possible.
3. Move away from the machine taking a hand
portable extinguisher along if you can.
4. Stand-by with a portable fire extinguisher to put
out any possible re-ignition of the fire after the
fire suppression system is expended.
Explanation of the above steps.
1. If you leave the machine running, it may add
fuel to the fire or restart the fire with sparks.
2. May help put fire down more quickly.
3. By leaving the immediate fire area, you protect
yourself from windblown flames, explosions or
other dangers created by the fire.
FIGURE 2-24. REMOVE TEST MODULE
M02005
4. Having a hand portable fire extinguisher is

advised because remaining heat may cause
part of the fire to re-ignite after the fire suppression system has discharged. Depending on the
heat that remains, this may occur a number of
times, so remain alert until the equipment cools
and you are assured that re-ignition is not likely.
M2-11
What to Expect
When a fire suppression system discharges, there is
some noise, accompanied by clouds of dry chemical.
While breathing foreign particles is not pleasant, the
agent is non-toxic.
What to Do After the Fire is Out
The machinery should not be restarted until it has
been serviced and cleaned (water spray or steam
may be used to remove the dry chemical). If the electric detection and actuation system cannot be
recharged immediately, at least recharge the remainder of the fire suppression system so that manually
actuated protection is available.
Recharging the Electric Detection and Actuation
System
The recharge of the electric detection and actuation
system is similar to the original procedure for installing and placing the automatic detection system into
service. Follow these procedures as outlined previously in this manual, omitting the section which deals
with mounting the bracket and power wire.
Replace the entire length(s) of detection wire
involved in the fire area.
Before the system is put back into service, it is important that the inside chamber of the actuator be
cleaned thoroughly. Failure to do so may cause
excessive carbon build-up on the internal O-ring and
piston chamber. This build- up will also stop the
puncture pin from returning to its up-most position.
To clean actuator (See Figure 2-25):
1. Remove squib.
2. Remove actuator from bracket and loosen
upper portion of body.
3. Apply pressure to the bottom of the puncture
pin. This will force out the puncture pin and
spring.
FIGURE 2-25. ACTUATOR ASSEMBLY
4. Thoroughly clean carbon deposits from base of

stem, puncture pin, spring and inside surface of
body.
5. After all components are clean and dry, liberally
lubricate O-rings with silicone grease.
6. Reassemble actuator and push button manually
several times to insure free movement of puncture pin.
NOTE: When puncture pin is fully reset, cutting point
of pin will be located approximately 0.06 in. (1.6 mm)
below thread on lower actuator body (Figure 2-25).
M2-12
M02005
TROUBLESHOOTING THE ELECTRIC DETECTION SYSTEM

TROUBLE: Green Indicator Light on Control Module Does Not Go On When Button is Depressed.
POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
Blown fuse in battery connector assembly
Look for possible short in external power wiring and

change fuse
Battery connection loose
Clean and tighten
Connector between power wiring unsnapped or wire

broken
Reconnect/install new length
Dead battery
Charge battery or install new one
Bulb burned out
Loosen green lens, install new bulb
TROUBLE: Test Module Light Will Not Illuminate.

POSSIBLE CAUSES
Jumper assembly not in place on end of detection

zone wiring
Install jumper assembly
Connector apart on either power or detection zone

wiring
Reconnect
Bulb burned out
Loosen green lens, install new bulb
Blown fuse in battery connector assembly
Look for possible short in external power wiring and

change fuse
Wire broken
Install new length
Dead battery
Charge battery or install new one
Battery connection loose
Clean and tighten
TROUBLE: Test Module Light Will Not Go Out

POSSIBLE CAUSES
Jumper assembly left in place on end of detection wire
Remove jumper. Reinstall plugged blank connector
Damaged section at detection wire
Replace damaged length(s) of detection wire.
TROUBLE: Detonated Squib

POSSIBLE CAUSES
Check for previous fire condition
Replace length(s) of detection zone wire. Replace

squib and recharge
Detection wire too close to heat source
Check for broken points of security, move away from

heat source, and recharge
Test jumper assembly left in place after testing
Remove jumper, reinstall plugged end of line connector

and recharge
M02005
M2-13
NOTES
M2-14
M02005
SECTION M7
ENGINE OIL HEATER
INDEX
ENGINE OIL HEATERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3
HEATER ELEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-4
M07010
Engine Oil Heaters
M7-1
NOTES
M7-2
Engine Oil Heaters
M07010
ENGINE OIL HEATERS

GENERAL INFORMATION
Operation of the optional oil heaters is controlled by
the coolant system heater thermostats. Cummins
engines utilize two 230 Volt, 600 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 220 to 230 Volts to the power
cord.
2. If the oil heater is not warm to the touch, check
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).
3. Remove wire connectors (9), and disconnect
electrical leads (8).
FIGURE 7-1. ENGINE OIL HEATER

1. Oil Heater
2. Power Cord
3. Oil Pan Mounting

Boss
4. If necessary, remove cover (2) and remove

power cord from housing (5).
5. Remove the housings from element cover (6).
M07010
Engine Oil Heaters
M7-3
6. Loosen setscrew (3, Figure 7-3) and remove

heater element (2) from element cover (1).
FIGURE 7-3. HEATER ELEMENT REMOVAL

1. Element Cover
2. Heater Element
3. Element Retaining
Setscrew
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).
7. If the engine oil was drained, refill the crankcase with clean, filtered oil.
M7-4
Engine Oil Heaters
M07010
SECTION M
ENGINE COOLANT HEATER
INDEX
ENGINE COOLANT HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3
HEATING ELEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-4
THERMOSTAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-4
M07012
Engine Coolant Heater
M7-1
NOTES:
M7-2
M07012
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 7-1. 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.
M07012
M7-3
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 7-2. 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.
M7-4
M07012
SPECIAL TOOLS
Part Number
Description
Use
EB1759
Nitrogen
Charging Kit
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.
Part Number
Description
Use
EJ2626
Roller Assembly
930E standard
EH8687
Roller Assembly
930E SE
Power Module
Removal &
Installation
(No longer
available as
complete unit)
EJ2271
Roller Mount
930E standard
EH8681
Roller Mount
930E SE
PC0706
Bearing
TH9449
Bearing Retainer
Ring
TG1680
Roller Retainer
Ring
C1645
Capscrew 3/4 - 10NC x 2 1/4
C1542
Lockwasher - 3/4
EH8686
Roller Ring
M08018 1/08
Special Tools
M8-1
M8-2
Part Number
Description
PB8326
Offset Box End

Wrench - 1 7/16
Part Number
Description
TZ2734
3/4 Torque
Adapter
Part Number
Description
TZ2733
Tubular Handle
Part Number
Description
BF4117
Seal Installation
Tool
Front & Rear

Disc Brake
Floating Ring
Seal Installation
ED3347
Seal Installation
Tool
Rear Axle/Hub
Adaptor Floating
Ring Seal
Installation
Special Tools
Use
Cab Mounting &
Miscellaneous
Use
Miscellaneous
Use
Use with
PB8326 &
TZ2734
Use
1/08 M08018
Part Number
Description
EH4638
Sleeve
Alignment Tool
Use
Steering Linkage
and Tie Rod
Assembly
(See Section G)
Part Number
Description
EF9302
Wear Indicator
Use
Brake Disc Wear
(See Section J)
EB1723
Cap, Indicator
EF9301
Pin, Indicator
WA0010
O-Ring,
Indicator Pin
TL3995
O-Ring,
Indicator Cap
EB4813
Housing,
Indicator
SV9812
O-Ring, Housing
Part Number
Description
PC2525
Harness
Use
Payload Meter
Download
(See Section M)
Part Number
Description
EK3798
Brake Assembly
Tool Group
ED3757
Bar, Flat
ED3758
Pipe
C1540
Lockwasher
C1615
Capscrew, Short
D9105
Capscrew, Long
M08018 1/08
Use
Brake Assembly
& Disassembly
Special Tools
M8-3
Part Number
Description
EH7817
Alignment Tool
Part Number
Description
PB4684
Hydraulic
Coupling
Part Number
Description
PB9067
Bulkhead
Connector
Part Number
Description
Use
PC2061
Belt Tension
Tester
A/C Belt Tension

Check
Part Number
Description
Use
EL8868
V-Belt Alignment A/C Belt

Tool
Alignment
M8-4
Use
Upper Hoist Pin
Use
Miscellaneous
Use
Battery Jumper
Special Tools
1/08 M08018
SPINDLE REMOVAL TOOL

Dimension "A" - Bolt Hole Diameter
Dimension "B" - Plate Outside Diameter
Dimension "C" - Bolt Circle Diameter
Dimension "D" - Plate Inside Diameter
Dimension "E" - Plate Thickness
M08018 1/08
Dimension "F" - Cylinder Height

Dimension "G" - Cylinder Outer Diameter
Dimension "H" - Cylinder Inner Diameter
Dimension "I" - Cylinder Wall Thickness
NOTE: Surface A-A must be parallel to surface B-B
within 0.062 in. after welding.
Special Tools
M8-5
TABLE 1. PUSHER TOOL DIMENSIONS
Part Number
Description
Use
SS1143
Hoist Cylinder
Quill Installation
Tool
Hoist Cylinder
Quill Installation
SS1153
Hoist Cylinder
Quill Plug Tool
Hoist Cylinder
Quill Plug
Removal and
Installation
Dimension
Description
Measurement
"A"
Plate Bolt Hole

Diameter
34.8 mm
(1.37 in.)
"B"
Plate O.D.
577.9 mm
(22.75 in.)
"C"
Bolt Circle
Diameter
517.7 mm
(20.38 in.)
VJ6567
Radiator Tube
Installation
"D"
Plate I.D.
50.8 mm
(2.00 in.)
Radiator Tube
Installation Tool
XA2307
Breaker Tool
"E"
Plate Thickness
34.8 mm
(1.37 in.)
Radiator Tube
Removal
BF4810
Bearing Tool
24V Alternator
"F"
Pusher Cylinder
Height
133.4 mm
(5.25 in.)
BF4818
Front Bearing
Removal Tool
24V Alternator
"G"
Pusher Cylinder
O.D.
320.6 mm
(12.62 in.)
BF4820
Bobbin Removal
Tool
24V Alternator
"H"
Pusher Cylinder
I.D.
228.6 mm
(9.00 in.)
BF4821
Bearing
Insertion Tool
24V Alternator
Cylinder Wall
Thickness
46.0 mm
(1.81 in.)
BF4822
Stator Service
Tool
24V Alternator
"I"
Refer to Section G for information about using the

spindle tool to remove the spindles from the truck.
The following table lists more special tools that will be
necessary for various service procedures:
Part Number
Description
Use
J-24092
Puller Legs
A/C Service
Part Number
Description
J-25030
Front Brake Tool

Group
Front Brake
Removal
Clutch Hub
Holding Tool
A/C Service
EK6089
J-33884-4
Rear Brake Tool

Group
Rear Brake
Removal
Indicator Switch
Tester
A/C Service
EK6090
J-8092
A/C Service
Pin Removal
Tool
Rear Suspension
Pin Removal
Universal
Handle
J-8433
Pulley Puller
A/C Service
EJ2848
Cylinder
Rear Suspension
Pin Removal
J-9395
Puller Pivot
A/C Service
EJ2849
Hand Pump
Rear Suspension
Pin Removal
J-9399
Thin Wall Socket A/C Service
J-9401
EJ2850
Shackle
Rear Suspension
Pin Removal
Clutch Plate &

Hub Assembly
Removal Tool
MM0093
Capscrew M16 x 2.00 x 70
Rear Suspension
Pin Removal
J-9403
Spanner Wrench A/C Service
J-9480-01
A/C Service
EC6027
Oil Charge Kit
Suspension Oil
Charging
Drive Plate
Installer
J-9480-02
Spacer
A/C Service
J-9481
Puller and
Bearing Installer
A/C Service
EJ2847
M8-6
Use
The tools in the following table can be ordered from

Kent-Moore:
Special Tools
A/C Service
1/08 M08018
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 05/07
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
05/07 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
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 05/07
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
05/07 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 05/07
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 4000 psi (281 kg/cm2) and
the overload limit is 10,000 psi (700 kg/cm2). 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 118 in. (3000 mm) 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
05/07 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 25 lb-in. 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 05/07
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
05/07 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. 24 vdc on the 73MSL circuit indicates that the load is 70% of rated load. 24 vdc on
the 73FSL circuit indicates the truck is 100% loaded.
The 73OSL circuit is not currently used.
M20008 05/07
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
05/07 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 05/07
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
during loading. If the load increases above 50% of

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.
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.
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 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
M20-12
The payload meter switches from loading to maneuvering as soon as the truck begins moving. The
maneuvering zone is 160m 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 160m (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.
From the after_dump, the payload meter will switch
to one of three states:
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.
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.
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
05/07 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 05/07
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
05/07 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 05/07
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
05/07 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 05/07
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
05/07 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 800x600 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 05/07
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
05/07 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
laptops 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 05/07
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 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 very 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, simply 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.
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
05/07 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 05/07
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
Inclinometer Calibration
Clean Truck Tare
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, be sure 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. After cleaning debris from the truck and checking to see that the suspensions are properly
serviced, use the PLMIII software to connect to
the payload meter.
2. From the "Truck Configuration" screen, select
"Clean Truck Tare".
3. Be sure to follow the screen instructions.
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. Often the maintenance area is an ideal location for this procedure.
1. After cleaning debris from the truck and checking to see that the suspensions are properly
serviced, use the PLMIII software to connect to
the payload meter.
2. From the "Truck Configuration" screen, select
"Inclinometer".
3. With the truck stopped and the brake lock on,
press the Start button. This instructs the payload meter to sample the inclinometer once.
4. Turn the truck around. Drive the truck around
and park in the exact same spot as before, facing the other direction.
5. With the truck stopped and the brake lock on,
press the Start button. This instructs the payload meter to sample the inclinometer again.
The payload meter will average the two samples to determine the average offset.
6. Be sure to follow the screen instructions.
Payload Meter III
05/07 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 05/07
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
05/07 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 05/07
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
05/07 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 ".CSV" file or a compressed
".zip" file.
The .CSV 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 05/07
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
05/07 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 05/07
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
05/07 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 05/07
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
05/07 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 05/07
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
05/07 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 05/07
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
05/07 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 15 A 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 05/07
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
05/07 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 05/07
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 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
05/07 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 05/07
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
05/07 M20008
Alarm 7 - Right Rear Pressure High

Alarm 8 - Right Rear Pressure Low
Troubleshoot Wiring to Right Rear Suspension
M20008 05/07
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
05/07 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 05/07
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
05/07 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 05/07
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
05/07 M20008
Connector Map
This diagram shows the general location of connectors, terminal boards and miscellaneous connections.
M20008 05/07
Payload Meter III
M20-51
Connectors
M20-52
Payload Meter III
05/07 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 - 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 05/07
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 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
05/07 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 09May-01 the EJ0575-1 software version will display as "01/28/01A". The latest version can be
found at http://www.kms-peoria.com/payload. 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.
On the Truck Configuration screen, enter the
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 05/07
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 "UNKOWN".
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 "UNKOWN"
On the Truck Configuration screen, enter the customer name or number in the appropriate field.
chnge into the payload meter.
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 (332psi).
Values between 17.6 and
2
29.2 kg/cm (250 psi 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 112 short
tons (101 metric tons).
40. Use the procedure for speedometer calibration

for the particular truck type to simulate a 25
MPH (40.2 Km/h) speed signal. Confirm that
this value is displayed by the speedometer on
the dashboard and the real time data screen.
The value can be 1 MPH (2 km/h). 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.
M20-56
Payload Meter III
05/07 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 and 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.
Before beginning, be sure the ".kms" file required to

program the product and you know where to find it on
your computer.

harness from the right-front connections in the
right-front junction box, TB61-B and TB61-C.
Programming will reset all the truck configuration

information.
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
General Instructions:
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.
Left-rear suspension low
2. Start the "Flashburn" software installed on the

laptop.
Right-rear suspension low

Right-front suspension low
49. Close all screens and disconnect the laptop
from the PLMIII system.
Flashburn
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 05/07
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
05/07 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 05/07
Payload Meter III
M20-59
NOTES
M20-60
Payload Meter III
05/07 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

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.
Steady - Pump 1 is withdrawing oil from the

engine sump and bringing down the oil level.
Regular pulsing - Pump 2 is returning oil to the
engine sump and raising the oil level.
Irregular pulsing - Oil is at the correct 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.
The reserve oil tank for the engine is designed to add
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 N
OPERATOR CAB
INDEX
TRUCK CAB AND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-1
HEATER/AIR CONDITIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
OPERATOR CAB CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
N01034
Index
N1-1
NOTES
N1-2
Index
N01034
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
Replace Door Handle or Latch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14
Door and Door Hinge Seal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14
Door Opening Seal Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15
GLASS REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16
Recommended Tools and Supplies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16
Replacement Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16
WINDSHIELD AND REAR GLASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-18
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-18
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-18
N02023
Truck Cab And Components
N2-1
NOTES
N2-2
N02023
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 the cab interior and are accessed
through cover (1, 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 (FRONT VEW)

1. Access Cover
N02023
2. Lifting Eyes
N2-3
NOTE: 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.
Do not attempt to work in the deck area until the

body safety cables have been installed.
8. Remove clamps and heater hoses from the

fittings on the underside of the deck, below the
heater.
Federal
9. Evacuate the air conditioning system as follows:
Removal
NOTE: The following procedure describes removal of
the cab as a complete module with the hydraulic
brake cabinet attached. All hoses and wire
harnesses should be marked prior to removal for
identification to ensure correct reinstallation.
1. Turn the key switch to the OFF position and
allow at least 90 seconds to bleed the steering
accumulator. Turn the steering wheel to ensure
that no pressure remains.
2. Block the 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 the
accumulators to bleed down completely.
3. Activate the battery disconnect switches
located at one end on the battery box.
4. Disconnect all hydraulic hoses that are routed
to the frame from the fittings on the bottom of
the hydraulic brake cabinet. (It is not necessary
to disconnect hoses that are routed under the
cab.) Cap all fittings and plug the hoses to
5. Disconnect the wire harnesses from cab
connector plate (1, Figure 2-2) at the rear of the
cab.
6. Remove cable clamps and hose clamps as
needed for cab removal.
7. Close the heater shutoff valves located at the
water pump inlet housing on the right side of the
engine and at the water manifold. Disconnect
the heater hoses at each valve and drain the
coolant into a container.
N2-4
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.
b. Evacuate the
refrigerant.
air
conditioning
system
c. Remove the air conditioner system hoses

that are routed to the cab from the receiver/
drier and compressor. Cap all hoses and
fittings to prevent contamination.
10. Attach a lifting device to lifting eyes (2, Figure 21) provided on top of the cab.
The cab assembly weighs approximately 2270 kg

(5000 lbs). Ensure the lifting device has adequate
capacity for lifting the load.
11. Remove cab mounting hardware (2, Figure 2-2)
from the mounting pads at each corner of the
cab.
12. Check for any other hoses or wiring which may
interfere with cab removal.
13. Lift the cab assembly off the truck and move it to
a work area for further service.
14. Place blocking under each corner of the cab to
prevent damage to the floor pan and hoses
before the cab is lowered to the floor.
N02023
FIGURE 2-2. CAB ASSEMBLY (REAR VEW)

1. Cab Connector Plate
Installation
1. Lift the cab assembly and align the mounting
pad holes with the tapped pads. Insert at least
one capscrew and hardened washer at each of
the four pads before lowering the cab onto the
truck.
2. After the cab is positioned, install the remaining
capscrews and hardened washers (32 total).
Tighten the capscrews to 950 Nm (700 ft.
lbs.).
3. Route the wire harnesses to cab connector
plate (1, Figure 2-2) on the rear corner of the
cab. Align the cable connector plug key with the
receptacle key and push the plug onto the
receptacle. Carefully thread the retainer onto
the receptacle and tighten it securely. Install any
clamps that were removed during cab removal.
4. Remove the caps from the hydraulic hoses and
tubes and reinstall the hoses and tubes.
Reinstall any hose clamps as required.
N02023
2. Cab Mounting Hardware

5. 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. 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.
7. Close the brake accumulator bleed down
valves.
8. Deactivate the battery disconnect switches.
9. Service the hydraulic tank and engine coolant
as required.
10. Start the engine and verify proper operation of
all controls. Ensure that the air conditioning
system is properly recharged.
N2-5
CAB DOOR
Installation
The cab door assemblies are similar except for the

hinge side. Each is hinged on the rear edge with a
heavy duty hinge. For repairs on the door latches or
window controls, it is usually better (but not
necessary) to remove the door from the cab and
lower it to the floor for service.
Removal
1. If overhead space is available, raise 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 motor and remove the cab harness from the
door.
4. Remove the retainer clip and bolt clip from the
travel limiting strap.
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.
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.
2. Align the door hinges with the cab and install
the capscrews that secure the door to the cab.
3. Attach the travel limiting strap with the bolt and
clip that were removed previously.
4. Connect the door harness to the receptacle
mounted in the cab floor.
5. Verify proper operation of the power window
and door latch adjustment.
6. Install the door panel.
Door Adjustment
If an adjustment is necessary to ensure tight closure
of the door, loosen the striker bolt in the door jamb,
adjust it, and retighten the striker bolt.
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.
6. Place the door on blocks or on a work bench to

protect the window glass and allow access to
internal components for repair.
N2-6
N02023
Door Jamb Bolt Adjustment

Over time, the door latch mechanism and door seals
may wear and allow dirt and moisture to enter the
cab. To ensure proper sealing of the door seals, the
door jamb bolt may need to be adjusted periodically.
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 the door and
tighten the jamb bolt completely without
affecting the adjustment.
5. If the paper slips out from the door seal easily
along the top but the bottom (or vise versa), the
door itself will have to be adjusted.
FIGURE 2-3. DOOR JAMB BOLT ADJUSTMENT

1. Washer
2. Striker Bolt
3. Frame
4. Seal
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 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 door jamb bolt (2) and move it straight
inwards 1.5 mm (1/16 inch) and retighten the
bolt.
3. Hold a piece of paper between where door seal
(4) will contact the skin of the cab and firmly
close the door.
NOTE: The door latch mechanism has a double
catch mechanism, so ensure that it latches on the
second catch.
a. If the seals are tight at the bottom of the 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 the seal
tension again using the paper method. Seal
compression should be equal all the way
around the door. If the seal is still loose at the
top, repeat the procedure again until seal
compression is the same all the way around.
b. If the seals are tight at the top of the door but
not at the bottom, place a 4 x 4 block of
wood at the top corner of the door and 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 using the paper method. Seal
compression should be equal all the way
around the door. If seal is still loose at the
bottom, repeat the procedure again until seal
compression is the same all the way around.
If the door springs back when trying to close it,
striker bolt (2, Figure 2-4) has probably loosened
and slipped down from where the catch can
engage with the bolt.
1. Open the door and close both latches (3) and (5
on the catch until they are both fully closed.
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.
N02023
N2-7
Door Handle Plunger Adjustment

If the door handle does not function, 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 from this position to where the
plunger is fully released (See Figure 2-5).
FIGURE 2-4. DOOR JAMB BOLT ADJUSTMENT

1. Cab
2. Striker Bolt
3. Upper Latch
FIGURE 2-5. MEASURING TRAVEL DISTANCE OF

PLUNGER
4. Door
5. Lower Latch
3. Loosen and vertically align (center) the door

jamb bolt with the 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.
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.
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.
b. Remove two capscrews (3) which secure the
door strap bracket to the door.
c. Disconnect wiring harness (4) from the
window regulator.
d. Open the door as far as possible in order to
remove the internal door panel.
e. Before removing all door panel mounting
screws, support the panel to prevent the
assembly from dropping. Remove 15
mounting screws (5).
NOTE: Remove the panel screws across the top last.
The door glass and internal door panel will drop

when the door panel screws are removed.
N2-8
N02023
f. 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.
Replacing the Door Glass

1. Remove hair pin clip (1, Figure 2-6) and bolt (2)
from the door check strap closest to the door.
g. Lift the door glass and support it at the top of

the frame.
h. Remove two screws (Figure 2-8) holding the
roller track to the bottom of the door glass.
3. Remove the capscrew and nut from inside
release lever (1, Figure 2-14).
4. Remove four mounting screws (2) that hold the
latch mechanism in the door.
5. Remove door latch mechanism (4). Check
whether the door latch mechanism works
properly by performing the following test:
a. Close the latch mechanism pawls.
b. Operate the inside door release lever to see
whether the pawls open. If the pawls do not
open, replace the door latch assembly.
c. Close the pawls again.
d. Press the outside door button to see whether
the pawls open.
e. If the latch mechanism operates properly,
proceed to Step 6. If the latch mechanism
does not operate properly, install 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 counterclockwise to increase
the height of the door handle release button.
Lock the plunger capscrew with the locknut.
Apply Loctite to prevent the screw from
loosening.
7. Reassemble the door assembly by reversing
the previous steps.
FIGURE 2-6.
1. Hair Pin Clip
2. Door Strap Bolt
3. Strap Bracket
4. Wiring Harness
5. Panel Screws
6. Window Regulator
Mounting Screw
2. Remove two capscrews that hold door strap

bracket (3) to the door.
3. Disconnect wiring harness (4) from the window
regulator.
4. Open the door as far as possible in order to
remove the internal door panel.
5. Before removing all door panel mounting
screws, support the panel to prevent the
assembly from dropping. Remove 15 mounting
screws (5).
NOTE: Remove panel screws across the top last.
Door glass and internal door panel will drop

when door panel screws are removed.
N02023
N2-9
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 27) 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.
7. Remove two screws (Figure 2-8) holding the

roller track to the bottom of the door glass.
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
2. Screws
N02023
11. Lift the door glass up in frame (1, Figure 2-12)

so that it is near the top. While holding the glass
in place, tilt the frame out at the top. Lift the
frame and glass straight up and out of the door.
Bracket (2, Figure 2-12) at bottom of glass must

clear the door frame if still on the 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 rubber
felt insert (2, Figure 2-10) out of the channel to
be able to remove the screws.
10. Remove the trim material covering screws (1,
Figure 2-11) that are holding the window frame
to the door. Remove the screws.
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.
FIGURE 2-11.
1. Screws
N02023
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.
N2-11
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.
17. Install screws (1, Figure 2-10) that secure the

window frame to the door frame.
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 that the one channel in window frame (5,

Figure 2-14) that is next to the door latch passes
to the inside of 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. Capscrew & Nut
2. Mounting Screws Latch
N2-12
3. Mounting Screw Outside Door Handle

4. Latch Assembly
5. Window Frame
N02023
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.
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.
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.
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.
Replacing the 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.
N02023
N2-13
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 capscrew 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.
Replacing the Door and Door Hinge Seal

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
N02023
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
N02023
2. Door Hinge Seal
N2-15
GLASS REPLACEMENT
(Adhesive-Bonded Windows)
Replacement Procedure
Recommended Tools and Supplies

Cold knife, pneumatic knife, or a piano wire
cutting device, long knife. Cutout tools are
available at an auto glass supply store.
Heavy protective gloves
Safety eyeglass goggles
Windshield adhesives, proper cleaners, primers
and application gun
SM2897 glass installation bumpers (6 or 7 per
window)
Window glass (Refer to the 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).
Sikaflex 255FC or Drive (unheated). Vehicle can
be put into service in 8 hours under optimum
conditions.
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
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, follow
that manufacturer's instructions for use,
including the use of any primers, and double the
allowances for proper curing time.
N2-16
The first concern with all glass replacement is

SAFETY! Wear heavy protective gloves and
safety eyeglass goggles when working with
glass.
1. Use a cut-out tool to slice into the existing
urethane adhesive and remove the window.
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.
NOTE: Removal of all old adhesive is not required.
Remove just enough to provide an even bedding
base.
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.
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.
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.
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.
N02023
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: 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.
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.
WINDSHIELD AND REAR GLASS

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.
Special tools that are helpful in removing and
installing automotive glass are available from local
tool suppliers.
Removal
1. If the windshield is to be replaced, lift the
windshield wiper arms out of the way.
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.
12. Remove the tape or prop from the glass only

after the cure time has expired.
FIGURE 2-18. FRONT WINDSHIELD

1. Glass
2. Locking Lip
N02023
3. Weatherstrip
4. Sheet Metal
N2-17
Installation
1. If the weatherstrip that was previously removed
is broken, weathered, or damaged in any way,
install a new rubber weatherstrip.
5. After the glass is in place, go around the

weatherstrip and push in on locking lip (2) to
secure the glass in the weatherstrip.
NOTE: Using a non-oily rubber lubricant on the

weatherstrip material and cab opening will make the
following installation easier:
6. If the windshield was replaced, lower the

windshield wiper arms back onto the glass.
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.
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.
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.
N2-18
FIGURE 2-19. REAR WINDOW

1. Glass
2. Locking Lip
3. Weatherstrip
4. Sheet Metal
N02023
SECTION N3
CAB COMPONENTS
INDEX
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
WINDSHIELD WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
WIPER MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
WIPER ARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
WIPER LINKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
WINDSHIELD WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
OPERATOR SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Seat Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7
Seat Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7
N03025
Cab Components
N3-1
NOTES
N3-2
Cab Components
N03025
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 cap screws to 8-9
Nm (71-79 in. lbs) torque.
3. Align the motor output shaft with the wiper linkage. Install nut (10) and while holding the linkage stationary, tighten nut to 22-24 Nm (16-18
ft. lbs) torque.
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 the
wiper arm.
FIGURE 3-1. WINDSHIELD WIPER

1. Wiper Motor
2. Cap Screw
3. Flat Washer
4. Lock Washer
5. Plate
N03025
6. Cap Screw
7. Flat Washer
8. Lock Washer
9. Linkage
10. Nut
FIGURE 3-2. WIPER ARM DETAIL

1. Wiper Arm
4. Cap
2. Nut
5. Washer
3. Spring Washer
6. Nut
Cab Components
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.
lbs) torque. 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 the 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. lbs)
torque. 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.
Cab Components
N03025
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 the outlet hose (3) and fed to a jet located in
each of the windshield wiper arms.
Service
If windshield washer maintenance is required, check
the strainer opening for obstructions and inspect the
hoses for damage. Check the voltage to the pump
from the control switch. If the pump is inoperable,
replace it with a new pump assembly.
Note: The pump is only available as an assembly
and cannot be repaired.
FIGURE 3-4. WINDSHIELD WASHER FLUID

RESERVOIR AND PUMP
1. Reservoir
2. Pump
N03025
Cab Components
3. Outlet Hose
4. Filler Cap
N3-5
OPERATOR SEAT
The operator's seat provides a fully adjustable cushioned ride for the driver's comfort and ease of operation.
Adjustment
The following adjustments must be made while sitting in the seat.
1. Headrest: Move up, down, fore, or aft by moving headrest (1, Figure 3-5) to desired position.
2. Armrests: Rotate adjusting knob until armrest
is in desired position.
3. Backrest: Lift handle (3) to release and select
backrest angle; release control handle to set.
4. Seat Belt: Operator should always have seat
belt (4) buckled in place and properly adjusted
whenever vehicle is in motion.
5. Seat Slope: Lift lever (5) and hold to adjust the
slope of seat. Release lever to lock adjustment.
6. & 7 Air Lumbar Support: Each rocker switch
(6 or 7) controls an air pillow. Switch (7) controls
the lower air pillow and switch (6) controls the
upper air pillow. To inflate, press on top of
rocker switch and hold for desired support, then
release. To deflate, press on bottom of rocker
switch and hold for desired support, then
release. Adjust each pillow for desired support.
8. Seat Suspension: Move rocker switch (8) up to
increase ride stiffness and down to decrease
ride stiffness.
9. Horizontal Adjustment: Lift control lever (9)
and hold. Bend knees to move seat to a comfortable position; release control lever to lock
adjustment
10. Seat Height: Lift lever (12) and hold to adjust
the height of the seat. Release lever to lock
adjustment.
N3-6
FIGURE 3-5. OPERATORS SEAT ADJUSTMENT

CONTROLS
1. Headrest
2. Armrest Adjustment
3. Backrest Adjustment
4. Seat Belt
5. Seat Slope Adjustment
6. Upper Air Pillow Lumbar Support
7. Lower Air Pillow Lumbar Support
8. Suspension Adjustment
9. Horizontal Adjustment
10. Mounting Cap Screws and Hardware
11. Seat Tether Cap Screw
12. Seat Height Adjustment
Cab Components
N03025
Seat Installation
Seat Removal
1. Remove cap screws (10, Figure 3-5) and hardware that secures the seat base to the riser.
Remove cap screws (11) that secures tether to
floor.
1. Mount seat assembly to seat riser. Install cap

screws (10, Figure 3-5), lockwashers, flatwashers and nuts. Tighten cap screws to standard
torque.
2. Remove seat assembly from cab to clean work

2. Fasten tether straps to floor with cap screws

(11), flatwashers and lockwashers. Tighten cap
screws to standard torque
N03025
Cab Components
N3-7
NOTES:
N3-8
Cab Components
N03025
SECTION N4
HEATER / AIR CONDITIONER
INDEX
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Fan Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Temperature Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Directional Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Heater Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Heater Core . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Fan Motor And Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Cab Air Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
ENVIRONMENTAL IMPACT OF AIR CONDITIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
AIR CONDITIONING FOR OFF-HIGHWAY VEHICLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
PRINCIPLES OF REFRIGERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
Refrigeration - The Act Of Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9
The Refrigeration Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9
AIR CONDITIONER SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Compressor (Refrigerant Pump) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Expansion Block Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11
Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11
Evaporator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11
ELECTRICAL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Trinary Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-13
AIR CONDITIONING SYSTEM SERVICING WARNINGS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-14
SERVICE TOOLS AND EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Recovery/Recycle Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
Installing Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17
Purging Air From Service Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17
Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-18
Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-18
SYSTEM PERFORMANCE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-19
N04032
Heater/Air Conditioner
N4-1
SYSTEM OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20

Handling and Reusing PAG Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
Oil Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
Checking System Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
Recycled Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
Reclaimed Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
Refrigerant Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
R-134a Refrigerant Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
SYSTEM LEAK TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
Electronic Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Tracer Dyes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Soap and Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
RECOVERING AND RECYCLING THE REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Draining Oil from the Previous Recovery Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Performing the Recovery Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Performing the Recycling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
Evacuating and Charging the A/C System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
SYSTEM REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
System Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
A/C DRIVE BELT CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25
COMPONENT REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
Hoses and Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
Expansion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Servicing the Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29
Pulley Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-31
Clutch Coil Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-31
Pulley Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-31
Clutch Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-32
EVACUATING THE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33
CHARGING THE A/C SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-34
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-35
Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-35
Diagnosis Of Gauge Readings And System Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-35
TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-36
PREVENTIVE MAINTENANCE SCHEDULE FOR A/C SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-42
N4-2
N04032
HEATER/AIR CONDITIONER
OPERATION
Directional Control Knob
The heater/air conditioner assembly incorporates all

the controls necessary for regulating the cab interior
temperature; heated air during cold weather
operation, and de-humidified, cool air during warm
weather operation.
Knob (3, Figure 4-1) directs heated air to different

areas of the cab.
Heat for the cab is provided by passing coolant from

the engine cooling system through a heater coil.
Blowers move air across the heating coil which
warms the air for heating or defrosting.
An engine driven refrigerant compressor passes
refrigerant through an evaporator coil mounted in the
same enclosure. The same blowers used for heating
move air across the evaporator to provide cooled air
through the outlet vents.
All heater and air conditioner controls are mounted
on a pod on the face of the enclosure. Refer to
Figure 4-1 for the following:
Fan Control Knob

Knob (1, Figure 4-1) controls the cab air fan motor.
The fan motor is a 3-speed motor: low (setting 1),
medium (setting 2), and high (setting 3). Speeds are
selected by rotating the control knob to the desired
position. OFF is full the counterclockwise position
(setting 0).
The full counterclockwise position directs air to

the floor vents only.
Turning the knob one position clockwise directs
air to both the floor and dash vents.
Turning the knob one more position clockwise
directs air to the dash vents only.
Turning the knob one more position clockwise
directs air to the windshield defrost vents only.
The full clockwise position directs air to both the
floor and windshield defrost vents.
Heater Vents
Each heater/air conditioner vent (4, Figure 4-1) is a
flapper type vent which may be opened or closed or
rotated 360 degrees for optimum air flow. There are
four (three not shown) across the top of the panel,
one each in the right and left panel modules, and four
below the panel.
NOTE: The air conditioner will not operate unless the
fan control knob is turned ON.
Temperature Control Knob

Knob (2, Figure 4-1) allows the operator to select a
comfortable temperature.
Rotating the knob counterclockwise (blue arrow)
will
select
cooler
temperatures.
Full
counterclockwise position is the coldest air
setting.
Rotating the knob clockwise (red arrow) will
select warmer temperatures. Full clockwise
position is the warmest heater setting.
FIGURE 4-1. A/C & HEATER CONTROLS

1. Fan Speed
2. Temperature
N04032
3. Air Location
4. Air Vent
N4-3
COMPONENTS
Relays
Figures 4-2 and 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.
Five relays (9, Figure 4-2) control the air dampers,

the A/C compressor, and the heater valve. All five
relays require 12VDC through the coil which is
supplied by a 24VDC to 12VDC converter (2).
One relay (Relay 1) switches 24 volt current to
actuate the A/C compressor clutch. The temperature
control switch, heater valve and the actuator motors
all operate on 12 VDC current.
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 at location FB1-1 (located in the
auxiliary electrical cabinet) is not burned out, and the
internal heater circuit breaker has not opened. Refer
to the electrical schematic for more detailed
information.
Heater Core
Heater core (48, Figure 4-4) receives engine coolant
through heater valve (14) when heat is selected. If
temperature control potentiometer (39) is placed in
between the red and blue area, or turned
counterclockwise to the blue area, coolant flow
should be blocked.
If temperature control potentiometer (39) and heater
valve appear to be working properly, yet no heat is
apparent in heater core (48), the core may be
restricted. Remove and clean or replace the core.
FIGURE 4-2. CAB HEATER/AIR CONDITIONER

COMPONENTS
1. Enclosure
2. Converter (24 V to 12 V)
3. Water Control (Heater) Valve
4. A/C Refrigerant Hoses
5. Water Outlet (To Engine)
6. Water Inlet (From Engine Water Pump)
7. Evaporator Core
8. Heater Core
9. Relays
N4-4
N04032
Fan Motor And Speed Control
Cab Air Filter
Fan speed is controlled by inserting resistors (52)

and (53, Figure 4-4) in series with the supply circuit
to the blower motor to reduce voltage. The number of
resistors in series is determined by the position of the
fan speed selector switch.
Recirculation air filter (19, 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.
At low speed, both resistors are used. At medium

speed, one resistor is used. At high speed, the full 24
VDC is supplied to the blower motor, bypassing all
resistors.
If motor (5) does not operate at any of the speed
selections, verify that battery voltage is available at
the switches, relay, and circuit breakers. Refer to the
electrical schematic in Section R. If voltage is
present, the motor is probably defective and should
be removed and replaced.
If the motor operates at high speed, but does not
operate at reduced speed, inspect the resistors for
physical damage or an open circuit. Replace
resistors as required.
Actuators
Two rotary actuator motors (8, Figure 4-4) are
installed inside the heater housing and are used to
actuate the flappers for the following:
Defroster outlet
Bi-level or floor outlets
A failure to switch one of the above modes of
operation may be caused by a faulty actuator.
Visually inspect flappers (11, Figure 4-4) and the
linkage for the function being diagnosed. Ensure that
the flapper is not binding or obstructed, preventing
movement from one mode to the other.
Verify that 12 VDC is present at the actuator when
the toggle switch is closed or absent when the toggle
switch is opened.
If the correct voltages are present during operation of
the switch, disconnect the actuator from the flapper
and verify that actuator force is comparable to a
known (new) actuator. If it is not, install a new
actuator.
N04032
FIGURE 4-3. CAB FILTER LOCATION

1. Access Cover
2. Cab Filter
N4-5
FIGURE 4-4. HEATER/AIR CONDITIONER ASSEMBLY

1. Blower Housing
2. Blower Wheel
3. Cover Plate
4. Venturi
5. Motor, 24V
6. Motor Mount
7. Plate
8. Actuator Motor
9. Screw
10. Spacer
11. Defrost Flapper
12. Snap Bushing
13. Foam
14. Heater Valve
N4-6
15. Grommet
16. Casing
17. Gasket
18. Filter Holder
19. Recirculation Air Filter
20. Knob
21. Filter Holder
22. Foam Insulation
23. Nut
24. Flat Washer
25. Cover
26. Louver
27. Louver Adapter
28. Foam
29. Plate, Coil

30. Evaporator Core
31. O-Ring
32. Expansion Valve
33. Control Panel
34. Plate
35. Light
36. Overlay
37. Knob
38. Blower Switch
39. Potentiometer
40. Switch
41. Plunger
42. Disc (Temperature)
43. Screw
44. Discharge Flapper
45. Front Door
46. Gasket
47. Grommet
48. Heater Core
49. Blower Retainer
50. Relay (12V)
51. Circuit Breaker
52. Resistor (12 Volt)
53. Resistor (24 Volt)
54. Thermostat
55. Grommet
N04032
FIGURE 4-5. BASIC AIR CONDITIONING SYSTEM

1. Blower Switch
2. Thermostatic Switch
3. Battery Supply
4. Circuit Breaker
5. Blower
6. Temperature Sensor
N04032
7. Evaporator
8. Expansion Valve
9. Suction Line
10. Test Gauges & Manifold
11. Compressor
12. Refrigerant Container
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.
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 challenges 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
The general cleanliness of the system and

components is important. Dust and dirt collected in
the condenser, evaporator, and 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 preventive
maintenance at regular intervals on vehicle air
conditioning systems (cleaning, checking belt
tightness, and checking 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 air conditioning unit into
top operating efficiency.
Too frequently, the operator and the service
technician overlook the primary fact that no air
conditioning 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
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.
N04032
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.
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.
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.
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.
Ambient air, passing through the condenser removes
heat from the circulating refrigerant resulting in the
conversion of the refrigerant from gas to liquid.
N04032
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, hightemperature 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 40 kph (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 air conditioning 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.
N04032
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.
N04032
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.
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
N04032
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 and 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 (300 350 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)
Fan
Clutch
241 - 414 kPa

(35 - 60 psi)
below closing
pressure
1379 - 1586 kPa

(200 - 230 psi)
rising pressure
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 138 kPa (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.
N04032
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.
N4-13
AIR CONDITIONING SYSTEM SERVICING

WARNINGS
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 of refrigerant only in order to prevent cross
contamination.
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.
Federal regulations prohibit venting R-12 and R134a refrigerant into the atmosphere. An SAE
and UL approved recovery/recycle station must
be used to recover 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.
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 use
extreme caution when handling refrigerant.
If even the slightest trace of refrigerant enters
your eye, flood the eye immediately with cool
water and seek medical attention as soon as
possible.
Ensure that there is sufficient ventilation
whenever refrigerant is being discharged
from a system. Keep in mind that 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 A/C 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.
N4-14
N04032
SERVICE TOOLS AND EQUIPMENT

Recovery/Recycle Station
Whenever refrigerant must be removed from the
system, a dual purpose station as shown in Figure 46, 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.
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.
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.
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.
Mixing different types of refrigerant will damage

equipment. Dedicate one recovery/recycle
station to each type of refrigerant processing to
avoid equipment damage. DISPOSAL of the gas
removed requires laboratory or manufacturing
facilities.
Test equipment is available to confirm that the
refrigerant in the system is actually the type intended
for the system and has not been contaminated by a
mixture of refrigerant types.
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.
Leak Detector
The electronic leak 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 that the leak detector being
used applies to the refrigerant in the system.
FIGURE 4-6. RECOVERY/RECYCLE STATION

FIGURE 4-7. TYPICAL ELECTRONIC LEAK
DETECTOR
N04032
N4-15
Manifold Gauge Set

A typical manifold gauge set (Figure 4-8) 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 305 mm (12 in.) 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 305 mm (12 in.) 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 4-8. 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 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 to 500 psi.
N4-16
N04032
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 4-9. (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.
Purging Air From Service Hoses
3. Locate the low and high side system service

fittings and remove their protective caps.
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 4-9. SERVICE HOSE HOOK-UP
N04032
N4-17
Service Valves
Vacuum Pump
Because an air conditioning system is a sealed

system, two service valves are provided on the
compressor to enable diagnostic tests, system
charging or evacuation. Connecting the applicable
hoses from the manifold gauge set to the compressor
service valves enables each of these to be readily
performed.
The vacuum pump (Figure 4-11) 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 4-10)

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.
FIGURE 4-11. VACUUM PUMP
FIGURE 4-10. R-134a SERVICE VALVE

1. System Service Port
Fitting
2. Quick Connect
N4-18
3. Service Hose
Connection
N04032
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.
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 the air conditioning system at maximum
cooling and maximum blower speed operation.
8. Feel the hoses and components on the low

side. They should be cool to the touch. Check
the connections near the expansion valve. The
inlet side should be warm and the outlet side
should be 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.
NOTE: Pressures may be slightly higher in very
humid conditions and lower in very dry conditions.
Pressures listed in the table are during compressor
clutch engagement.
6. Close all windows and doors to the cab.

7. Carefully feel the hoses and components on the
high side. All should be warm or hot to the
touch. Check the inlet and outlet of receiverdrier for even temperatures. If outlet is cooler
than inlet, a restriction is indicated.
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.
N04032
N4-19
SYSTEM OIL
Checking System Oil
R-134a air conditioning systems require the use of

Polyalkylene Glycol (PAG) lubricating oil. This is the
only oil recommended for use in this system. The
Komatsu PAG oil (p/n EL5550) is the oil that is
furnished in the system on Komatsu trucks. This light
blue-green oil can also be purchased at General
Motors dealers, (p/n 12378526).
The receiver-drier and accumulator must be

replaced each time the system is opened.
Handling and Reusing PAG Oil

Avoid skin contact and inhalation of PAG oil, as
these are normal precautions with any chemical.
PAG oil removed from new or old components
mustnt 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.
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.
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
table. 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.
NOTE: The proper quantity of oil may be injected into
the system during charging as an alternate method of
adding oil.
N4-20
N04032
REFRIGERANT
Recycled Refrigerant
When installing a new compressor, the

compressor must be completely drained of its oil
before installation. Add 207 ml (7 oz.) 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 either one of these components.
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
REPLACING OIL
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.
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
207 ml (7 ounces)
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.
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.
NOTE: Do not use PAG oil to lubricate O-rings or

fittings. PAG oil could corrode fittings when used
externally.
6. Evacuate the system. Refer to Evacuating The
System later in this section.
N04032
N4-21
Refrigerant Quantity
SYSTEM LEAK TESTING
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.
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.
If an incorrect charge is suspected, recover the

refrigerant from the system, and charge the system
with the correct operating weight of 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 4-12). 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.
A second common place for leaks is the nylon and

rubber hoses where they are crimped or clamped to
the fittings, or where routing allows abrasion. Other
threaded joints or areas where gaskets are used
should be visually and physically examined. Moving
your fingers along the bottom of the condenser and
evaporator, particularly near the drain hole for the
condensate will quickly indicate the condition of the
evaporator. Any trace of fresh oil here is a clear
indication of a leak.
Usually, a 50% charged system is enough to find
most leaks. If the system is empty, connect the
manifold gauge set to the system and charge at least
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.
FIGURE 4-12. R-134a CONTAINERS

1. 14 kg (30 lb)
Cylinder
N4-22
2. 28 kg (60 lb)
Cylinder
N04032
Electronic Leak Detector

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.
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.
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
Soap and water can be mixed together and applied
to system components. Bubbles will appear to
pinpoint the specific location of leaks.
After determining the location or source of leak(s),
repair or replace leaking component(s).
NOTE: The length of the hose will affect the
refrigerant capacity. When replacing hoses, always
use the same hose length, if possible.
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 34 - 69 kPa (5 - 10 psi), switch
the controller ON and OFF again.
N04032
Performing the Recovery Cycle

1. Ensure that the equipment being used is
designed for the refrigerant you intend to
recover.
2. Observe the sight glass oil level. Having been
drained, it should be at zero.
3. Check the cylinder refrigerant level before
beginning recovery to make sure you have
enough capacity.
4. Confirm that all shut-off valves are closed
before connecting to the 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.
N4-23
Performing the Recycling Procedure
System Flushing
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.
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.
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.
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.
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.
1. Remove the compressor, receiver-drier,
expansion valve, and accumulator.
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 R134a as a flushing agent.
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.
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 reinstalled
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.
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.
N4-24
N04032
A/C DRIVE BELT CHECKOUT PROCEDURE

This procedure must be performed each time any
component in the accessory drive is serviced, such
as replacing a belt or removing the compressor. In
addition, a 250 hour inspection of the AC drive belt is
mandatory. The belts must be inspected for
indications of wear and damage that may hinder
performance. Replace as necessary and perform the
following procedure.
Pulley Alignment
1. Install alignment tool (EL8868) onto the pulleys
to check the alignment. Refer to Figure 4-15. If
misalignment of the pulleys exceeds 3 mm
(0.13 in.), the position of the compressor must
be adjusted.
Belt Tension Check
NOTE: This procedure has been written for use with
belt tension tool (XA3379), shown in Figure 4-13.
Other tension tools may differ in functionality.
FIGURE 4-14. DEFLECTION MEASUREMENT

4. Find the approximate center of the belt between
the two pulleys. Place the tip of the tool onto the
outer face of the belt and apply pressure, as
shown in Figure 4-14. The tool must be
perpendicular to the belt. Push on the tool until
the bottom edge of the deflection scale O-ring is
even with the outer face of the adjacent drive
belt. If only one belt is used, rest a straight edge
across both pulleys to serve as the indicating
plane.
5. The O-ring on the force scale indicates the
force used to deflect the belt. The belt must
deflect 5.3 mm (0.21 in.) under a force of 1.6
0.1 kg f (3.44 0.11 lbf). If not, adjust the belt
accordingly and recheck the tension.
FIGURE 4-13. BELT TENSION TOOL - XA3379

2. Refer to Figure 4-16 for the proper distance
from the centerline of the drive pulley to the
centerline of the compressor pulley. Set the
tension tool accordingly on the "deflection"
scale by moving the deflection O-ring to the
corresponding distance on the scale.
3. Slide the O-ring for the "force" scale to zero.
N04032
N4-25
FIGURE 4-15. BELT ALIGNMENT TOOL

1. AC Compressor Pulley
2. Drive Pulley
3. Alignment Tool
346 mm (13.63 in.)
FIGURE 4-16. BELT TENSION DIMENSIONS
N4-26
N04032
COMPONENT REPLACEMENT
Hoses and Fittings
Receiver-Drier
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.
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.
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 torque 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.

capscrews securing the inlet and outlet fittings onto
the compressor ports is 15 - 34 Nm (11 - 25 ft lbs).
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.
Expansion Valve
When removing the expansion valve from the
system, remove the insulation, clean the area and
disconnect the line from the receiver-drier. Detach
the capillary (bulb) and external equalizer tube (if
present) from their mounting locations. Remove the
expansion valve from the evaporator inlet. Expansion
valve service is limited to cleaning or replacing the
filter screen. If this is not the problem, replace the
valve. Secure the capillary and equalizer, if used, to
clean surfaces and replace or attach any insulating
material.
N04032
N4-27
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. Add 207 ml (7 oz.) 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.
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.
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.
Excessive clutch plate wear is caused by the plate
rubbing on the clutch pulley when the clutch is not
engaged or the clutch plate slipping when the clutch
coil is energized. A gap that is too small or too large
between the plate and clutch pulley or a loss of clutch
plate spring temper are possible causes. The ideal
air gap between the clutch pulley and the clutch plate
is 1.02 0.043 mm (0.023 to 0.057 in.). If the gap is
too wide, the magnetic field created when the clutch
coil is energized will not be strong enough to pull and
lock the clutch plate to the clutch pulley.
NOTE: Some compressors may be discarded

because it is suspected that internal components
within the compressor have seized. Ensure that
the compressor clutch is working properly before
discarding a compressor for internal seizure. The
normal compressor life span should be about
twice as long as the normal life span of the
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.
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.
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:
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.
The temperatures specified above are roughly typical

of a summer morning before first start-up and the
heat beside an engine on a hot day. At temperatures
in between those listed above, the correct resistance
is proportionate to the difference in temperature.
N4-28
12.0 0.37 Ohms @ 20 C (68 F)

16.1 0.62 Ohms @ 116 C (240 F)
N04032
1. Remove the belt guard from the front of the air

conditioning compressor.
Servicing the Compressor Clutch

* RECOMMENDED TOOLS FOR COMPRESSOR CLUTCH REMOVAL AND INSTALLATION
J-9399
Thin Wall Socket
**J-9403
Spanner Wrench
**J-25030
Clutch Hub Holding Tool
J-9401
Clutch Plate and Hub Assembly

Remover
J-8433
Pulley Puller
J-9395
Puller Pilot
***J-24092
Puller Legs
J-8092
Universal Handle
J-9481
Pulley and Bearing Installer
J-9480-01
Drive Plate Installer
J-9480-02
Spacer, Drive Plate Installer
FIGURE 4-17.
1. Belt Pulley
2. Clutch Hub/Drive Plate
3. Shaft
4. Locknut
2. Remove the drive belt from compressor belt

pulley (1, Figure 4-13).
*Tools are available though your local Kent-Moore dealer.

** These tools are interchangeable.
***For use on multiple groove pulleys.
Use the proper tools to remove and replace

clutch components. Using the recommended
tooling helps prevent damage to compressor
components during maintenance.
Do not drive or pound on the clutch plate, hub
assembly, or shaft. Internal damage to the
compressor may result.
FIGURE 4-18.
1. Thin Wall Socket
2. Clutch Hub Holding Tool
3. Clutch Hub
N04032
N4-29
3. Remove locknut (4) using thin wall socket (1,

Figure 4-14) or the equivalent. Use clutch hub
holding tool (2), spanner wrench (J-9403), or
the equivalent to hold clutch hub (3) while
removing the locknut. It is recommended that
the locknut be replaced after it has been
removed.
5. Remove square key (1, Figure 4-16) from the

keyways.
FIGURE 4-21.
1. Clutch Hub
FIGURE 4-19.
1. Clutch Assembly
2. Clutch Plate & Hub

Assembly Remover
2. Pulley
6. Inspect the friction surface on the clutch hub

and the friction surface on the pulley. Scoring on
the friction surfaces is normal. DO NOT replace
these components for this condition only.
4. Thread clutch plate and hub assembly remover

(2, Figure 4-15) into the hub of clutch assembly
(1). Hold the body of the remover with a wrench
and tighten the center screw to pull the clutch
plate and hub assembly from the compressor.
Inspect the steel friction surface on the clutch
and ensure that it is not damaged by excessive
heat. Inspect the other components near the
clutch for damage due to heat. If signs of
excessive heat are evident, it may be necessary
to replace the compressor. Excessive heat may
cause leakage in the seals and damage to
internal components as well as external
components.
FIGURE 4-20.
1. Square Key
N4-30
2. Keyway in Shaft
N04032
10. Tighten the center screw on the puller against

the shaft of the compressor to remove the
pulley.
Pulley Removal
11. Clean the pulley and pulley bearing with solvent.

Inspect the assembly for damage. Check the
bearing for brinneling, excessive looseness,
noise, and lubricant leakage. Replace the
assembly if any of these warning signs are
evident.
Clutch Coil Check
12. Use a multi-meter to ohm check the clutch coil.
The resistance should be as follows:
12 0.37 ohms @ 20 C (68 F)
16.1 0.62 ohms @ 115 C (239 F)
FIGURE 4-22.
1. Pulley Assembly
2. Pulley Retainer Ring
3. Retaining Ring Pliers
7. Use retaining ring pliers (3, Figure 4-18) to

remove pulley retainer ring (2) from pulley (1).
If the resistance of the coil is not within the

specifications, the clutch will not operate properly.
Remove the retaining ring and replace the coil.
Pulley Installation
8. Pry the absorbent sleeve retainer from the neck

of the compressor, and remove the sleeve.
FIGURE 4-24.
1. Bearing Installer
2. Universal Handle
1. Pulley Puller
2. Pulley Assembly
1. Place the pulley assembly into position on the

compressor. Use bearing installer (1, Figure 420), universal handle (2), and a hammer to
lightly tap the pulley assembly onto the
compressor until it seats. Use of the installer or
the equivalent ensures that the force driving the
bearing into position acts on the inner race of
the bearing. Applying force to the outer race of
the bearing will result in bearing damage.
FIGURE 4-23.
3. Puller Pilot
9. Install pulley puller (1, Figure 4-19) and puller

pilot (3) onto the compressor, as shown. If a
multiple groove pulley is used, install puller legs
(J-24092) onto the puller in place of the
standard legs. Extend the puller legs to the
back side of the pulley. DO NOT use the belt
grooves to pull the pulley from the compressor.
N04032
2. Ensure the pulley rotates freely. If the pulley

does not rotate freely, remove the pulley and
check for damaged components. Replace any
damaged components and reinstall the pulley.
3. Install the pulley retainer ring and ensure that
the ring is properly seated.
4. Install the absorbent sleeve into the neck of the
compressor. Install the sleeve retainer.
N4-31
Clutch Assembly Installation

1. Insert square key (1, Figure 4-16) into the
keyway in the clutch hub. Allow the key to
protrude about 4.5 mm (0.18 in.) from the outer
edge of the hub. Use petroleum jelly to hold the
key in place.
4. Press the clutch onto the compressor using

installer (1). Continue to press the clutch plate
until a 2 mm (0.079 in.) gap remains between
the clutch friction surface and the pulley friction
surface. Refer to Figure 4-22.
NOTE: The outer threads of installer (J-9480-01) are
left handed threads.
FIGURE 4-25.
1. Drive Plate Installer
FIGURE 4-26. CLUTCH GAP
2. Spacer
2. Place the clutch assembly into position on the

compressor. Align the square key with the
keyway on the shaft.
3. Thread drive plate installer (1, Figure 4-21) onto
the shaft of the compressor. Spacer (2) should
be in place under the hex nut on the tool.
5. Install locknut (4, Figure 4-13) and tighten the

nut until it seats. The gap should now measure
1.02 0.043 mm (0.040 0.017 in.). If the gap
is not within the specification, check for proper
installation of the square key.
6. Install the drive belt onto the compressor.
Ensure that the proper tension on the belt is
attained. Refer to the belt tension chart in the
appropriate engine manual for the proper
specifications.
7. After assembly is complete, burnish the mating
parts of the clutch by operating the air
conditioning system at maximum load
conditions with the engine at high idle. Turn the
air conditioning control ON and OFF at least 15
times for one second intervals.
8. Install the belt guard if no further servicing is
required.
N4-32
N04032
EVACUATING THE SYSTEM

Evacuating the complete air conditioning system is
required for all new system installations, when
repairs are made on systems requiring a component
replacement (system opened), or when a major loss
of refrigerant has occurred. All these conditions will
require that a vacuum be pulled using a vacuum
pump that completely removes any moisture from the
system. Once properly evacuated, the system can be
recharged again.
Using a pump to create a vacuum in the air
conditioning system effectively vaporizes any
moisture, allowing the water vapor to be easily drawn
out by the pump. The pump does this by reducing the
point at which water boils (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.
Do not attempt to use the air conditioning

compressor as a vacuum pump or the
compressor will be damaged.
N04032
FIGURE 4-27. VACUUM PUMP HOOKUP

NOTE: Refer to Table 2 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 4-23. Then open both
hand valves to maximum.
2. Open the discharge valve on the vacuum pump
or remove the dust cap from the discharge
outlet. Turn on the pump 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.
N4-33
3. Allow the vacuum pump to run for at least 45

minutes.
4. Shut off the vacuum pump and observe the
gauges. The system should hold the vacuum
within 5 cm Hg (2 in. Hg) of the optimal vacuum
for five 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 2. ALTITUDE VACUUM VARIATIONS

Altitude Above Sea Level
Optimal Vacuum
0 m (0 ft)
76.0 cm Hg. (29.92 in. Hg.)
305 m (1000 ft)
73.5 cm Hg. (28.92 in. Hg.)
610 m (2000 ft)
70.7 cm Hg. (27.82 in. Hg.)
914 m (3000 ft)
68.1 cm Hg. (26.82 in. Hg.)
1219 m (4000 ft)
65.6 cm Hg. (25.82 in. Hg.)
1524 m (5000 ft)
63.3 cm Hg. (24.92) in. Hg.
1829 m (6000 ft)
60.8 cm Hg. (23.92 in. Hg.)
2134 m (7000 ft)
58.5 cm Hg. (23.02 in. Hg.)
2438 m (8000 ft)
56.4 cm Hg. (22.22 in. Hg.)
2743 m (9000 ft)
54.2 cm Hg. (21.32 In. Hg.)
NOTE: The chart indicates the expected gauge readings at

altitude to obtain the optimal vacuum.
N4-34
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.
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.
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.
1. Charge the A/C system with 3.4 kg (7.4 lbs) of
R-134a refrigerant.
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.
N04032
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 equipped, ensure that 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.
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.
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.
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.
Heater/water valve - Check for malfunction or
leaking. With the heat switch set to COLD, the
heater hoses should be cool.
N04032
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.
N4-35
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.
N4-36
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.
N04032
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.
N04032

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.
N4-37
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.
N4-38
N04032
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.
N04032
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.
N4-39
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
N4-40
N04032
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
N04032
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.
N4-41
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.
N4-42
N04032
SECTION N5
OPERATOR CAB CONTROLS
INDEX
STEERING COLUMN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
STEERING WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
STEERING WHEEL AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Horn Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Tilt / Telescope Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Multi-Function Turn Signal Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
DYNAMIC RETARDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
Retarder Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
Brake/Retarder Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
Accelerator/Throttle Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8
GRADE/SPEED CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8
OVERHEAD PANEL AND DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
Speakers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
Warning Alarm Buzzer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
Radio/CD Player . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
Warning Indicator Light Dimmer Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
Status/Warning Light Indicator Light Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
Air Cleaner Restriction Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
CENTER CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Directional Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Override/Fault Reset Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Engine Shutdown Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
L.H. & R.H. Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Hoist Control Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Retard Speed Control (RSC) Adjustment Dial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Retard Speed Control (RSC) Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Data Store Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
VHMS Snapshot In Progress Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Link Energized Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Service Engine Light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
12V Auxiliary Power Outlets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
N05073 5/08
Operator Cab Controls
N5-1
DIAGNOSTIC PORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13

VHMS Diagnostic Port. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Interface Module (IM) Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Payload Meter Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Truck Control Interface (TCI) Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Propulsion System Controller (PSC) Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Engine Diagnostic Port (CENSE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Engine Diagnostic Port (QUANTUM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
Control Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
Key Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Engine Shutdown Switch with 5 Minute Idle Timer Delay . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Air Conditioner Compressor Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Rotating Beacon Switch (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Heated Mirrors Switch (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
AC Drive System Rest Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Wheel Brake Lock Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Hazard Warning Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Heater/Air Conditioner Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Engine Oil Pressure Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Right Turn Signal Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Digital Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
High Beam Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Speedometer/Payload Meter Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Left Turn Signal Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Water Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Lamp Check Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Headlight/Panel Illumination Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Ladder Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Backup Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Fog Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Payload Meter Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Panel Illumination Light Dimmer Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Hydraulic Oil Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Engine Hourmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Fuel Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
OVERHEAD STATUS/WARNING INDICATORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
VEHICLE HEALTH MONITORING SYSTEM (VHMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-26
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-26
Basic Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-27
N5-2
5/08 N05073
OPERATOR CAB CONTROLS
FIGURE 5-1. CAB INTERIOR - OPERATOR VIEW

1.
2.
3.
4.
5.
Steering Wheel
Retarder Control Lever
Brake/Retarder Pedal
Throttle/Accelerator Pedal
Heater/Air Conditioner Vents
6.
7.
8.
9.
10.
Heater/Air Conditioner Controls

Instrument Panel
Grade/Speed Chart
Radio Speakers
Warning Alarm Buzzer
11.
12.
13.
14.
15.
Radio/CD Player*
Warning Lights Dimmer Control
Warning/Status Indicator Lights
Air Cleaner Vacuum Gauges
Windshield Wipers
NOTE: *Earlier trucks may be equipped with a radio/cassette player.
N05073 5/08
N5-3
STEERING COLUMN
Removal
1. Turn the key switch OFF. Allow at least 90
down. Turn the steering wheel to ensure that no
pressure remains.
2. Activate the battery disconnect switch.
3. Remove access cover (15, Figure 5-2) from the
front of the cab.
NOTE: Do not remove hydraulic lines from the
steering control unit unless necessary.
4. Loosen capscrews (10) on steering control unit
(7) and move it out of the way.
5. Disconnect the steering column wire harness.
6. Remove the screws that secure trim cover (14)
where the steering column enters the
instrument panel. Remove the cover.
7. Remove capscrews (12) and brackets (8) and
(9).
8. Remove four capscrews (4) with flat washers
(5) and lockwashers (6). Access these
capscrews from the front of the cab through the
access opening.
9. Lift the steering column from the instrument
panel.
Inspection
Whenever the steering column or steering control
unit is removed for service, the steering column shaft
splines should be inspected for excessive wear.
FIGURE 5-2. STEERING COLUMN INSTALLATION

1. Steering Wheel
2. Button Horn
3. Steering Column
4. Capscrew
5. Flat Washer
6. Lockwasher
8. Bracket - L.H.
9. Bracket - R.H.
10. Capscrew
11. Lockwasher
12. Capscrew
13. Nut
14. Trim Cover
15. Access Cover
1. With the column assembly removed from the

truck, thoroughly clean the splines on the
steering column shaft. Inspect for damage and
excessive wear.
2. Use an outside micrometer or dial caliper to
measure the outside diameter of the male
splines on the steering column shaft.
Minimum diameter: 24.13 mm (0.95 in.)
3. If the splines are smaller than the minimum
diameter specification, replace the steering
column.
N5-4
5/08 N05073
STEERING WHEEL
Installation
1. Insert capscrew (10, Figure 5-2) with
lockwashers (11) and flat washers (5) through
brackets (8) and (9), then through the steering
column flange. Add second flat washer (5) and
nut (13) to each capscrew to hold the parts
together. Tighten the nuts securely.
2. Slide the entire assembly down the tapered
blocks until brackets (8) and (9) contact the
mounting surface in the cab. Install capscrews
(4) and (12) with flat washers (5) and
lockwashers (6). Tighten capscrews (4) only.
3. Inspect brackets (8) and (9) to see whether they
contact the mounting surface evenly and are flat
and inline with the surface. If they are, tighten
capscrews (12). If brackets are not quite
parallel, install flat washers as needed between
the brackets and mounting surface to eliminate
any gaps. Tighten capscrews (12) to the
standard torque.
4. After capscrews (4) and (12) are tightened to
the standard torque, remove nuts (13) and flat
washers (5) that were holding the steering
column to the two brackets. Do not remove
capscrews (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 steering
column assembly. Therefor, the male end of the shaft
will have to be guided into the mating female part of
the steering control unit.
6. Without removing capscrews (10) from the
holes, move steering control unit (7) into place
and start each of the capscrews.
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 5-3) from steering wheel (1).
3. Disconnect horn wire (3) and set the horn button aside.
4. Remove nut (2).
5. Use a marker to make alignment marks on the
steering wheel and the shaft.
6. 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. Place steering wheel (1, Figure 5-3) into position on the steering column shaft while guiding
horn wire (3) through the access hole in the
steering wheel. Align the marks on the steering
wheel and the shaft that were made during disassembly. Align the serrations and push the
steering wheel onto the shaft.
2. Install nut (2). Tighten the nut to 81 7 Nm (60
5 ft lb).
3. Connect horn wire (3) to horn button (4).
4. Install the horn button onto the steering wheel.
Turn on the battery disconnect switch and verify
that the horn functions properly.
7. Tighten four capscrews (10) to the standard

torque.
8. Ensure that the steering wheel turns properly
without binding and that the steering wheel
returns to its centered position after rotating 1/4
turn to the left and to the right.
9. If disconnected, reconnect the hoses to the
steering control unit.
10. Connect the steering column wire harness to
the harness in the cab.
11. Install access cover (15) and trim cover (14).
FIGURE 5-3. STEERING WHEEL RETAINER NUT
1. Steering Wheel
2. Nut
N05073 5/08
3. Horn Wire
4. Horn Button
N5-5
STEERING WHEEL AND CONTROLS
Multi-Function Turn Signal Switch
Steering wheel (1, Figure 5-1) 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
Actuate the horn by pushing horn button (2, Figure 54) 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 5-4) is

used to activate the turn signal lights, the windshield
wipers, and to select 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 and the
steering wheel can be tilted with lever (3, Figure 5-4)
in front of the turn signal lever.
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 steering column by pushing the lever
forward to unlock the telescoping function. After
positioning as desired, release the lever to lock the
steering column in position.
Move the lever downward to signal a left

turn.
An indicator in the top center of the
instrument panel will illuminate to indicate the
selected turn direction. Refer to Instrument Panel
later in this section.
NOTE: The turn signal does not automatically cancel
after the turn has been completed. The turn signal
lever must be manually returned to the neutral
position.
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.
Windshield Wiper Operation
Windshield Wipers OFF
Intermittent - Long Delay
Intermittent -Medium Delay
Intermittent -Short Delay
N050262
Low Speed
FIGURE 5-4. STEERING WHEEL & CONTROLS

1. Steering Wheel
2. Horn Button
3. Tilt/Telescope Lever
High Speed
4. Multi-Function Turn
Signal Switch
5. Retarder Lever
Depressing the button at the end of the lever

will activate the windshield washer.
NOTE: The wipers will not come on automatically

when activating the washer. This must be done
manually.
N5-6
5/08 N05073
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 should
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 5 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.
When in NEUTRAL, dynamic retarding is available
only when truck speed is above 5 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.
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 should always be used to
determine safe downhill speeds. Refer to Grade/
Speed Chart in this chapter.
Retarder Lever
Retarder lever (5, Figure 5-4) mounted on the right
side of the steering column can be used to modulate
retarding effort. The lever will command the full range
of retarding and will remain at a fixed position when
released.
NOTE: The retarder control lever must be rotated

back to the OFF position before the truck will resume
the propel mode of operation.
The lever and foot-operated retarder/service brake
pedal can be used simultaneously or independently.
The Propulsion System Controller (PSC) will
determine which device is requesting the most
retarding effort and apply that amount.
Brake/Retarder Pedal
Brake/retarder pedal (3, Figure 5-1) is a single, footoperated pedal that controls both retarding and
service brake functions. The first portion of pedal
travel commands retarding effort through a rotary
potentiometer. The second portion of pedal travel
modulates service brake pressure directly through a
hydraulic valve. Thus, the operator must first apply,
and maintain, full dynamic retarding in order to apply
the service brakes. Releasing the pedal returns
brake and retarder to the OFF position.
When the pedal is partially depressed, the dynamic
retarding is actuated. As the pedal is further
depressed, to where dynamic retarding is fully
applied; the service brakes (while maintaining full
retarding) are actuated through a hydraulic valve
which modulates pressure to the service brakes.
Completely depressing the pedal causes full
application of both dynamic retarding and the
service brakes. Indicator light (B3, Figure 5-7) in the
overhead panel will illuminate, and an increase in
pedal resistance will be felt when the service brakes
are applied.
For normal truck operation, dynamic retarding
(lever or foot-operated pedal) should be used to slow
and control the speed of the truck.
Service brakes should be applied only when
dynamic retarding requires additional braking force to
slow the truck speed quickly or when bringing the
truck to a complete stop.
When the lever is rotated to full up

(counterclockwise) position, it is in the OFF/no
retard position. An adjustable detent holds the
lever in the OFF position. Refer to Section J in
the service manual for adjustment procedures.
When the lever is rotated to full down
(clockwise) position, it is in the full ON/retard
position.
For long downhill hauls, the lever may be
positioned to provide desired retarding effort, and
it will remain where it is positioned.
N05073 5/08
N5-7
Throttle/Accelerator Pedal
GRADE/SPEED CHART
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.
Grade/speed 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.
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.
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 should reference this chart before
descending any grade with a loaded truck. Proper
use of dynamic retarding will maintain a safe speed.
N050171
Two speed lists are provided, one for continuous

retarding, and the second for short term
(approximately three-minute) 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.
N5-8
5/08 N05073
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 exceeding thermal
capacity, the Propulsion System Controller (PSC)
gradually reduces retarding effort from short term to
continuous. The retard @ continuous indicator
light will illuminate alerting the operator of the
retarding reduction and the need for a reduction in
speed. The operator must use the service brakes to
quickly slow the truck to maximum continuous
retarding limits or less.
OVERHEAD PANEL AND DISPLAYS

The components described below are located on the
overhead panel. Refer to Figure 5-1.
Speakers
Speakers for the radio/CD player are located at the
far left and right of the overhead panel.
Warning Alarm Buzzer
A warning alarm buzzer 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.
Radio/CD Player
This panel will normally contain a radio/CD player.
Refer to Section 70 in the Operation and
Maintenance Manual for a complete description of
the radio/CD player and its functions. Individual
customers may use this area for other purposes,
such as a two-way communications radio.
Warning Indicator Light Dimmer Control
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.
NOTE: The three minute curve is a MINIMUM. The
actual time limit could be greater. Ambient
temperature, barometric pressure and recent motor
power levels can affect this number.
The
short
term
rating
will
successfully
accommodate most downhill loaded hauls. It is
necessary to divide haul road grade segment length
by allowable speed to determine actual time on
grade. If actual time on the grade exceeds the
allowable limits, the grade will need to be negotiated
at the continuous speed.
The dimmer control below the radio/CD player

permits the operator to adjust the brightness of the
warning indicator lights.
Status/Warning Indicator Light Panel
The status/ warning indicator panel contains an array
of indicator lights to provide the operator with
important status messages concerning selected truck
functions. Refer to Instrument Panel and Indicator
Lights in this section for a detailed description of
these indicators.
Air Cleaner Restriction Gauges
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.
Air cleaner restriction gauges

provide a continuous reading of
the
maximum
air
cleaner
restriction
reached
during
operation. The air cleaner(s)
should be serviced when the
gauge(s) shows the maximum recommended
restriction of 25 inches of H2O vacuum.
DO NOT exceed these recommended MAXIMUM

speeds when descending grades with a loaded truck.
NOTE: After service, push the reset button on face of

gauge to allow the gauge to return to zero.
N05073 5/08
N5-9
CENTER CONSOLE
Directional Control Lever

Directional control lever (2, Figure 5-5) 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 parking brake. When the key switch
is ON, and the control lever is in PARK, parking
brake indicator light (A3, Figure 5-8) in the overhead
panel will be illuminated.
FIGURE 5-5. CENTER CONSOLE

1. Center Console
2. Directional Control Lever
3. Override/Fault Reset Switch
4. Engine Shutdown Switch
5. L.H. Window Control Switch
6. R.H. Window Control Switch
7. Hoist Control Lever
8. Retarder Speed Control Dial
9. Retarder Speed Control Switch
12. Link Energized Light (red)
13. Service Engine Light (blue)
14. 12V Auxiliary Power Outlets
N5-10
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 site.
The operator can select FORWARD drive by moving
the lever to the F position.
The operator can select REVERSE drive by moving
the 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 fault will be recorded if the control lever is
placed into the PARK position while the truck is still
moving.
5/08 N05073
Override/Fault Reset Switch
Hoist Control Lever
This push-button switch (3, Figure 5-5) is springloaded to the OFF position. When pushed in and
held, this switch may be used for several functions.
Hoist control (7, Figure 5-5) is a four position handoperated lever located between the operator seat
and the center console (see illustration below).
The 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. Use of the override switch
for this purpose is intended for emergency
situations only!
The push-button deactivates the retard pedal
function when the truck speed is below 5 kph (3
mph).
Raising The Dump Body
The switch is also used to reset an electric

system fault that is indicated by a red warning
light. Refer to Overhead Status/Warning
Indicators later in this section.
1. Pull the lever to the rear to actuate the hoist

circuit. Releasing the lever anywhere during
hoist up will place the body in HOLD at that
position.
2. Raise engine rpm to increase hoist speed.
3. Reduce the engine speed as the last stage of
the hoist cylinders begin to extend, then let the
engine go to low idle as the last stage reaches
half-extension.
Engine Shutdown Switch

Engine shutdown switch (4, Figure 5-5) is
used for engine shutdown. Pull the switch
up to stop the engine. Push the switch
back down to enable engine operation.
4. Release the hoist lever as the last stage

reaches full extension.
5. After the material being dumped clears the
body, lower the body to the frame.
SWITCH UP
ENGINE OFF
SWITCH DOWN
ENGINE ON
Use this switch to shutdown the engine if the key

switch fails or to stop the engine without turning off
the 24 VDC electrical circuits.
A ground level engine shutdown switch is also
located at the left front corner of the truck.
Refer to Section A3, General Safety &

Operating Instructions - Dumping, for more
complete details about this control.
Move the hoist lever forward to the DOWN

position and release. Releasing the lever places
hoist control valve in the FLOAT position,
allowing the body to return to the frame.
L.H. Window Control Switch

R.H. Window Control Switch
Control switches (5 and 6, Figure 5-5) are springloaded to the OFF position. Pushing the front of the
switch raises the left hand or right hand cab window.
Pushing the rear of the switch lowers the window.
N05073 5/08
N5-11
Retarder Speed Control (RSC) Adjustment Dial

RSC adjustment dial (8, Figure 5-5) 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 the throttle pedal, retard lever, or brake/retard
pedal.
When the dial is rotated counterclockwise
toward this symbol, the truck will descend
a grade at lower speeds.
When the dial is rotated clockwise toward
this symbol, the truck speed will increase.
NOTE: Always refer to the grade/speed 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.
Throttle pedal position will override the RSC setting.
If the operator depresses the throttle pedal to
increase truck speed, dynamic retarding will not
come on unless the truck overspeed setting is
reached or the brake/retarder pedal is used. When
the throttle pedal is released and the RSC switch is
ON, dynamic retarding will come on at, or above, the
RSC dialed speed and will adjust the truck speed to,
and maintain, the dialed speed.
With the RSC switch on and dial adjusted, the

system will function as follows:
As the truck speed increases to the set speed and
the throttle pedal is released, dynamic retarding will
apply. As the truck speed tries to increase, the
amount of retarding effort will automatically adjust to
keep the selected speed. When the truck speed
decreases, the retarding effort is reduced to maintain
the selected speed. If the truck speed continues to
decrease to approximately 5 kph (3 mph) below the
set speed, dynamic retarding will turn off
automatically. If the truck speed must be reduced
further, the operator can turn the dial to a new setting
or depress the brake/retarder pedal.
If the operator depresses the foot operated retard
pedal and the retard effort called for is greater than
that from the automatic system, the foot pedal retard
will override RSC.
Retarder Speed Control (RSC) Switch

Retarder speed control switch (9, Figure 5-5) turns
the system on and off. Push the knob in for OFF and
pull the knob out to turn the system ON.
To adjust the RSC control, pull up switch (9) and start

with dial (8) rotated toward fastest speed while
driving truck at the desired maximum speed. Release
the throttle pedal to let the truck coast and turn the
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 the
throttle pedal is released.
N5-12
5/08 N05073
DIAGNOSTIC PORTS
Data Store Button

Button (10, Figure 5-5) is for use by qualified
maintenance personnel to record in memory a
snapshot of the AC drive system. It will also trigger
the VHMS system to store a snapshot of the truck
operating system. Light (11, Figure 5-5) will stay
illuminated while the VHMS system is recording the
snapshot.
VHMS Diagnostic Port

Diagnostic port (1, Figure 5-6) is used to download
truck operation data from the VHMS controller.
Interface Module (IM) Diagnostic Port
Diagnostic port (2) is used to connect the interface
module to a computer for installing software.
VHMS Snapshot In Progress Light
Payload Meter Diagnostic Port
Light (11, Figure 5-5) is an indicator that will

illuminate while VHMS is in the process of taking a
snapshot of machine data.
Diagnostic port (3) is used to download data from the

payload meter system. Refer to Section M20,
Payload Meter III, for a more complete description of
the payload meter and its functions.
Truck Control Interface (TCI) Diagnostic Port
Link Energized Light

Light (12, Figure 5-5) is a red indictor that, when
illuminated, indicates that the AC drive system is
energized. No one is permitted to work on the AC
drive system while this light is illuminated.
Diagnostic port (4) is used to access diagnostic

information for the Truck Control Interface (TCI).
Propulsion System Controller (PSC)
Diagnostic Port
Diagnostic port (5) is used to access diagnostic
information for the Propulsion System Controller.
Service Engine Light

Light (13, Figure 5-5) is a blue indicator that will
illuminate if a problem is detected by the electronic
engine monitoring system.
Electric propulsion and dynamic retarding will still be
available.
If this light is ON, notify maintenance personnel so
they can diagnose and repair the problem the next
time the truck is in the shop for repairs or at the next
PM (Preventive Maintenance) interval.
Engine Diagnostic Port (CENSE)

3-pin diagnostic port (6) is used to access diagnostic
information for the engine monitoring system.
Engine Diagnostic Port (QUANTUM)
9-pin diagnostic port (7) is used to access diagnostic
information for the engine monitoring system.
12V Auxiliary Power Outlets

Outlets (14, Figure 5-5) can be used to provide
12VDC power for tools and accessories.
N050264

(D.I.D. PANEL AT REAR OF CAB)
3. Payload Meter
Diagnostic Port
4. TCI Diagnostic Port
N05073 5/08
5. PSC Diagnostic Port

6. Engine Diagnostic
Port (CENSE)
7. Engine Diagnostic
Port (QUANTUM)
N5-13
INSTRUMENT PANEL
The operator must understand the function and operation of each instrument and control. Control functions are
identified with international symbols that the operator should learn to recognize immediately. This knowledge is
essential for proper and safe operation.
Items that are marked optional do not apply to every truck.
Control Symbols
Many control functions are identified with international symbols that the operator should learn to recognize
immediately. The operator must understand the function and operation of each instrument and control. This
knowledge is essential for proper and safe operation of the machine.
The following symbols are general indicators and may appear in multiple locations and combinations on the
instrument panel.
This symbol may be used alone

or with another symbol. This
symbol identifies the OFF
position of a switch or control.
This symbol may be used alone

or with another symbol. This
symbol identifies the ON position
of a switch or control.
This symbol identifies the

Pushed-In position of a pushpull switch or control.
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.
This symbol identifies the

Pulled-Out position of a pushpull switch or control.
N5-14
5/08 N05073
FIGURE 32-7. PANEL GAUGES, INDICATORS, AND CONTROLS

1. Key Switch
2. Engine Shutdown Switch with Timer Delay
3. Air Conditioner Compressor Switch *
4. Rotating Beacon Switch (optional)
5. Heated Mirrors Switch (optional)
6. AC Drive System Rest Switch
7. Wheel Brake Lock Switch
8. Hazard Lights Switch
9. Heater/Air Conditioner Vents
10. Engine Oil Pressure Gauge
11. Right Turn Signal Indicator Light
12. Digital Tachometer
13. High Beam Headlight Indicator
14. Speedometer/Payload Meter Display

15. Left Turn Signal Indicator
16. Water Temperature Gauge
17. Lamp Check Switch
18. Headlight/Panel Illumination Lights Switch
19. Ladder Light Switch (3-Way)
20. Backup Light Switch
21. Fog Light Switch
22. Payload Meter Switch
23. Panel Illumination Lights Dimmer Switch
24. Hydraulic Oil Temperature Gauge
25. Engine Hourmeter
26. Fuel Level Gauge
* Earlier models may not be equipped with this feature.
N05073 5/08
N5-15
Key Switch
Key switch (1, Figure 5-7) is a three-position switch
(OFF, RUN, START).
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 START
position, and hold this position until engine
starts. START position is spring-loaded to return
to RUN when key is released.
2. After the engine has started, place rest switch
(6, Figure 5-7) in the OFF position to deactivate
the rest mode of operation. Refer to AC Drive
System Rest Switch on the next page.
Engine Shutdown Timer Switch with 5 Minute Idle

Delay
Engine shutdown timer switch (2,
Figure 5-7) is a 3-position, rocker
type switch with OFF, ON and
MOMENTARY positions. When
used, the engine is allowed to idle
for approximately 5 minutes before
actual shutdown occurs. The
delayed shutdown feature allows the engine to cool
down slowly, reducing internal temperatures as
coolant is circulated through the engine.
Refer to Delayed Engine Shutdown Procedure in
Section A3, Operating Instructions, for instructions
on using this feature.
Air Conditioner Compressor Switch

Air conditioner compressor switch
(3, Figure 5-7) provides the
operator the option to disable the
A/C compressor when the cab
heater is being used. The A/C
compressor will operate whenever
the blower fan is ON, regardless of
whether heating or cooling is being used. This
feature will help improve the service life of the A/C
compressor.
Rotating Beacon Switch (optional)

Rotating beacon switch (4, Figure
5-7) is used to activate the rotating
beacon (if equipped) on top of the
operator cab.
Heated Mirrors Switch (optional)

Heated mirrors switch (5, Figure 57) is used to activate the heated
mirrors (if equipped) on both sides
of the truck.
N5-16
5/08 N05073
AC Drive System Rest Switch
Wheel Brake Lock Switch
Rest switch (6, Figure 5-7) is a

rocker switch with a locking
device for the OFF position. A
small tab must be pushed to
unlock the switch before it can be
depressed to the ON position.
When in the ON position, an
amber lamp in the switch will illuminate.
Wheel brake lock switch (7, Figure 57) should be used with engine
running for dumping and loading
operations only. The brake lock
switch actuates the hydraulic brake
system which locks the rear wheel
service brakes only. When pulling
into shovel or dump area, stop the
truck using the foot-operated service
brake pedal. When truck is
completely stopped and in loading
position, apply the brake lock by pressing the top of
the rocker switch. To release the brake, press the
bottom of the rocker switch.
The switch should be in the ON position to deenergize the AC drive system whenever the engine is
to be shutdown or the truck will be parked for a length
of time with the engine running. 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.
NOTE: Use at the shovel and dump only to hold the

truck in position.
Amber indicator light (B6, Figure 5-8) in the overhead

panel will illuminate when the rest mode is activated.
Activation of the rest switch alone DOES NOT

completely ensure that the drive system is safe
to work on. Refer to Section A3, Safety, for more
information on servicing an AC drive truck.
Check all link-on or link energized indicator
lights to verify that the AC drive system is deengergized 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 the wheel brake lock switch to stop

the truck unless foot-operated treadle valve is
inoperative. Use of this switch applies rear
service brakes at a reduced, unmodulated
pressure. Do not use brake lock for parking. With
engine stopped, hydraulic pressure will bleed
down, allowing brakes to release.
Hazard Warning Lights

Hazard warning light switch (8, Figure
5-7) flashes all the turn signal lights.
Pressing the bottom of the rocker
switch activates these lights. Pressing
the top of the rocker switch turns
these lights off.
Heater/Air Conditioner Vents

Heater/air conditioner vents (9, Figure 5-7) may be
directed by the operator to provide the most
comfortable cabin air flow.
N05073 5/08
N5-17
Engine Oil Pressure Gauge
Left Turn Signal Indicator
Engine oil pressure gauge (10,

Figure 5-7) indicates pressure in the
engine lubrication system.
Indicator (15, Figure 5-7) illuminates to indicate that

the left turn signals are operating when the turn
signal lever is moved downward. Moving the lever to
its center position will turn the indicator off.
Normal operating pressure after

engine warm-up should be:
Idle: 138 kPa (20 psi) minimum
Rated Speed: 310 - 483 kPa (45 - 70 psi)
Right Turn Signal Indicator

Indicator (11, Figure 5-7) illuminates to indicate that
the right turn signals are operating when the turn
signal lever on the steering column is moved upward.
Moving the lever to its center position will turn the
indicator off.
Water Temperature Gauge

Water temperature gauge (16,
Figure
5-7)
indicates
the
temperature of the coolant in the
engine
cooling
system.
The
temperature range after engine
warm-up and with the truck
operating under normal conditions should be
85 - 97C (185 - 207F).
Lamp Check Switch

Digital Tachometer
High Beam Indicator
Lamp check switch (17, Figure 5-8)

is provided to allow the operator to
test the indicator lamps prior to
starting the engine. To test the
lamps and the warning horn, turn
the key switch to the RUN position
and press the bottom side of the
rocker switch for the CHECK position. All lamps
should illuminate except those which are for optional
equipment that may not be installed. The warning
alarm should also sound. Any lamp bulbs which do
not illuminate should be replaced before operating
the truck. Releasing the spring-loaded switch will
allow the switch to return to the OFF position.
When lit, high beam indicator (13, Figure 5-7)

indicates that the headlights are on high beam. To
switch the headlights to high beam, push the turn
indicator lever away from the steering wheel. For low
beam, pull the lever toward the steering wheel.
NOTE: Do not use the lamp check switch while the

engine is on. Pressing this switch while the engine is
on will cause false electrical system faults. Warning
light (D5, Figure 5-8) will illuminate and engine
shutdown is required to turn it off.
Speedometer/Payload Meter Display
Headlight/Panel Illumination Light Switch
Speedometer/payload meter display (14, Figure 5-7)

indicates the truck speed in kilometers per hour (kph)
or in miles per hour (mph). The display also shows
payload meter information. For more information, see
Section 60, Payload Meter III.
The
instrument
panel
lights,
clearance lights, and the headlights
are controlled by this three-position
rocker type switch (18, Figure 32-7).
OFF is selected by pressing the
bottom of the switch. Press the top
of the switch until it reaches the first detent to select
the panel lights, clearance lights and tail lights only.
Press the top of the switch again until it reaches the
second detent to select headlights, panel lights,
clearance lights and tail lights.
Digital tachometer (12, Figure 5-7) registers engine

crankshaft speed in hundreds of revolutions per
minute (rpm).
Governed Speed
N5-18
Low Idle
750 rpm
High Idle
1910 rpm
Full Load
1900 rpm
5/08 N05073
Ladder Light Switch (3-Way)
Panel Illumination Light Dimmer Switch
Ladder light switch (19, Figure 5-7)

turns the ladder lights on or off after
or before using ladder. Pressing the
top of the rocker switch turns the
lights on. Pressing the bottom of the
switch turns the lights off. Another
switch is mounted at the front left of truck near the
base of ladder.
Panel illumination light dimmer switch

(23, Figure 5-7) is a rheostat which
allows the operator to vary the
brightness of the instruments and
panel illumination lights.
Rotating knob to the full counterclockwise position
turns panel lights on to brightest condition. Rotating
knob clockwise continually dims lights until the OFF
position is reached at full clockwise rotation.
Backup Light Switch

Backup light switch (20, Figure 5-7)
allows the backup lights to be turned
on for added visibility and safety
when the directional control lever is
not in the REVERSE position. When
the switch is in the ON position, the
backup light indicator (B4, Figure 5-8) in the
overhead panel will be illuminated.
Hydraulic Oil Temperature Gauge

Hydraulic oil temperature gauge
(24, Figure 5-7) indicates the
hydraulic oil temperature. There
are two colored bands: green and
red.
Green indicates normal operation.
As the needle approaches the red zone, minimum
engine idle speed will increase to help cool the oil.
Fog Lights
Red indicates high oil temperature. Continued

operation could damage components in the hydraulic
system. Warning lights (A1, Figure 5-8) and (E1) in
the overhead panel will illuminate when the
temperature exceeds a certain level (when the
needle enters the red zone). 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.
Pressing the top of fog light switch

(21, Figure 5-7) turns the lights on.
Pressing the bottom of the switch
turns the lights off.
Payload Meter Switch

Payload Meter switch (22, Figure 5-7)
is a two-way momentary rocker switch.
The top position is the SELECT
position. The SELECT position is used
to 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. Refer to Section M20, Payload Meter
III, for a more complete description of the payload
meter system and its functions.
NOTE: If the temperature gauge does not move into

the green range after a few minutes, and the warning
lights do not go out, shut down the truck and notify
maintenance personnel immediately.
Engine Hourmeter
Engine hourmeter (25, Figure 5-7)
registers the total number of hours
the engine has been in operation.
Fuel Gauge
Fuel gauge (26, Figure 5-7)
indicates how much diesel fuel is in
the fuel tank. The fuel tank capacity
is 4542 liters (1200 gallons).
N05073 5/08
N5-19
OVERHEAD STATUS / WARNING INDICATORS
FIGURE 5-8. OVERHEAD STATUS / WARNING INDICATOR

Row /
Column
Indicator
Description
Indicator Color
Wire Index
Row /
Column
Indicator
Description
Indicator Color
Wire Index
A1*
High Brake Oil Temp.
Red-24VIM/34TL
A5
No Propel/ No Retard
Red-12M/75-6P1
B1*
Low Steering Pressure
Red-12F/33A
B5
Amber-12F/79WI
C1
Low Accumulator Press.
Red-12F/33K
Propulsion System
Warning
D1
Not Used
C5
Propulsion System
Temperature
Amber -12F/34TW1
D5
System/Component
Failure
Red-24VIM/311MLI
E1
Low Brake Pressure
Red-12F/33L
A2*
Low Hydraulic Oil Level
Red-12F4/34LL
B2*
Low Automatic
Lubrication Pressure
Amber-12MD8/
68LLP
E5
Battery Charge System

Failure
Red-24VIM/11BCF1
C2*
Circuit Breaker Tripped
Amber-12MD3/31CB
A6
NO PROPEL
Red-12M/75NPI
D2*
Hydraulic Oil Filter
Amber-12MD/39
B6
Low Fuel
Amber-24VIM/38
Propulsion System @
Rest
Amber-12M/72PR1
E2*
A3*
Park Brake Applied
Amber-24VIM/52AL
C6*
Propulsion System Not

Ready
Amber-12MD/72NR1
D6*
Reduced Propulsion
System
Amber-12MD/72LP1
E6*
Retard @ Reduced Level Amber-12MD/76LR1
B3*
Service Brake Applied
Amber-12MD/44L
C3*
Body Up
Amber-12MD6/63L
D3*
Dynamic Retarding
Amber-12MD/44DL
E3
Stop Engine
Red-12M/31MT
A4*
Starter Failure
Amber-21SL/24VIM
B4*
Manual Back-Up Lights
Amber-12MD/47L
C4*
Engine Shutdown Timer
Amber-12MD/23L1
D4*
Amber-12MD/31R
E4*
Check Engine
Amber-12MD7/419
N5-20
* Brightness for these indicator lamps can be

adjusted by using dimmer control (12, Figure 5-1).
5/08 N05073
Indicator lights that are amber (yellow) in color alert

the operator that the indicated truck function requires
some precaution when lighted.
Indicator lights that are red in color alert the operator
that the indicated truck function requires immediate
action by the operator. Safely stop the truck and turn
off the engine.
If the light illuminates momentarily (flickers) while

turning the steering wheel at low truck speed and
low engine rpm, this may be considered normal
and truck operation may continue.
If the indicator lights illuminate at a higher truck
speed and high engine rpm, do not operate the
truck.
DO NOT OPERATE THE TRUCK WITH A RED

WARNING LIGHT ILLUMINATED!
Refer to Figure 5-8 and the descriptions below for
explanations of the symbols. Location of the symbols
is described by rows (A - E) and columns (1 - 6).
A1. High Hydraulic Oil Temperature

This red warning light indicates
that the brake oil temperature is
too high. The low brake pressure
warning light will also illuminate.
If these lights come on, the
operator should safely stop the
truck, move the directional control
lever to PARK and operate the engine at 1200 - 1500
rpm to reduce system temperature.
If temperature gauge (9, Figure 5-7) does not move
into the green range after a few minutes, and the
warning lights do not go out, turn off the engine and
notify maintenance personnel immediately.
If the low steering warning light continues to

illuminate and the alarm continues to sound, low
steering pressure is indicated. The remaining
pressure in the accumulators allows the operator
to control the truck to a stop. If the oil pressure
continues to decrease, the brake auto-apply
feature will activate and the service brakes will
apply automatically to stop the truck. Do not
attempt further operation until the malfunction is
located and corrected.
1. Stop the truck as quickly as possible by using
the foot pedal to apply the service brakes. If
possible, steer the truck to the side of the road
while braking.
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.
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.
4. Notify maintenance personnel immediately.
B1. Low Steering Pressure
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.
When the key switch is turned ON,

the low steering pressure warning
light will illuminate and the warning
horn will sound until the steering
system hydraulic pressure reaches
15,860 kPa (2300 psi). Both will
remain on until the accumulator has been charged.
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.
7. If traffic is excessive near the disabled machine,

mark the truck with warning flags during daylight hours or use flares at night. Adhere to local
regulations.
During truck operation, the low steering pressure

warning light, low brake pressure warning light, and
warning alarm will turn on if steering system
hydraulic pressure drops below 15,860 kPa (2300
psi).
N05073 5/08
N5-21
C1. Low Accumulator Precharge Pressure
A2. Low Hydraulic Tank Level
This red warning light indicates low

nitrogen precharge for the steering
accumulator(s). To check for proper
accumulator precharge, the engine
must be stopped and the hydraulic
system
must
be
completely
depressurized. Turn the key switch
to RUN. The warning light will not come on if the
system is properly charged. The warning light will
flash if the nitrogen precharge in the accumulator(s)
is below 7585 310 kPa (1100 45 psi).
This warning light indicates the oil

level in the hydraulic tank is below
the recommended level. Damage
to hydraulic pumps may occur if
operation continues. Shut down
the truck and notify maintenance
If the low accumulator precharge warning light

flashes, notify maintenance personnel. Do not
attempt further operation until the accumulators
have been properly charged with nitrogen.
Sufficient pressure for emergency steering may
not be available if the system is not properly
charged.
B2. Low Automatic Lubrication System Pressure

This amber light will illuminate if
the automatic lubrication system
fails to reach 13,790 kPa (2000
psi) at the junction block located
on the rear axle housing within
one minute after the lube timer
initiates a cycle of grease. To turn
the light off, turn the key switch OFF, then back to ON
again. Notify maintenance personnel at shift change.
C2. Circuit Breaker Tripped

This light will illuminate if any of the
circuit breakers in the relay circuit
control boards are tripped. The
relay circuit boards are located in
the electrical control cabinet.
D1. Not used

This light is reserved for future use
by the AC drive system.
NOTE: Additional circuit breakers

are in the operator cab behind the center console.
However, tripping of these circuit breakers should not
activate this light.
E1. Low Brake Pressure
This red warning light indicates a
malfunction within the hydraulic
brake circuit. If this light comes on
and buzzer sounds, shut down the
truck and notify maintenance
personnel.
D2. Hydraulic Oil Filter Monitor
NOTE: Adequate hydraulic oil is stored to allow the

operator to safely stop the truck.
This light indicates a restriction in

the high pressure filter assembly for
either the steering or hoist circuit.
This light will come on before the
filters start to bypass. Notify
maintenance personnel as soon as
possible after the light comes on.
NOTE: The filter monitor warning light may also
illuminate after the engine is initially started if the oil
is cold. If the light turns off after the oil is warmed,
filter maintenance is not required.
N5-22
5/08 N05073
E2. Low Fuel
E3. Stop Engine
This amber low fuel indicator will

illuminate when the usable fuel
remaining
in
the
tank
is
approximately 95 liters (25
gallons). A warning buzzer will
also sound.
This red warning light will illuminate

if a serious engine malfunction is
detected in the electronic engine
control system. Electric propulsion
to the wheel motors will be
discontinued. Dynamic retarding will
still be available if needed to slow or stop the truck.
A3. Parking Brake

This amber parking brake indicator
will illuminate when the parking
brake is applied. The parking brake
is applied by placing the directional
control lever in the PARK position.
Stop the truck as quickly as possible in a safe

area and move the directional control lever to
PARK. TURN OFF THE ENGINE IMMEDIATELY.
Additional engine damage is likely to occur if
operation is continued.
B3. Service Brake

This amber service brake indicator
light will illuminate when the
service brake pedal is applied or
when wheel brake lock or
emergency brake is applied. Do not
attempt to drive the truck from a
stopped position with the service
brakes applied, except as noted in Section 30,
Operating Instructions - Starting On A Grade With A
Loaded Truck.
Listed below are a few conditions that could cause

the stop engine light to illuminate:
Low Oil Pressure - red warning light will
illuminate, but engine does not shutdown.
Low Coolant Level - red warning light will
Low Coolant Pressure - red warning light will
High Coolant Temperature - red warning light will
C3. Body Up
A4. Cranking Motor Failure
This amber indicator light will

illuminate if the body is not
completely down on the frame. The
truck should not be driven until
body is down and the light is off.

illuminate when either of the starter
motors fails to crank the engine,
leaving just one starter motor to
start the engine. With only one
starter motor doing the work of two,
the motor life will be shortened. If this indicator
illuminates, truck operation may continue, but
maintenance personnel should be alerted as soon as
possible.
D3. Dynamic Retarding

This
amber
indicator
light
illuminates whenever the brake/
retarder pedal (or retarder lever) is
operated, Retarder Speed Control
(RSC) switch is activated, or the
automatic overspeed retarding
circuit is energized, indicating that the dynamic
retarding function of the truck is operating.
N05073 5/08
B4. Backup Lights

illuminate when manually operated
backup switch (17, Figure 5-7) is
turned ON.
N5-23
C4. Engine Shutdown Timer - 5 Minute Idle
B5. Propulsion System Warning
When engine shutdown timer

switch (2, Figure 5-7) has been
activated, this indicator light will
illuminate to indicate that the
shutdown timing sequence has
started. Information detailing the
operation of this switch is outlined earlier in this
section.
When this amber indicator light is

illuminated, a no propel or no
retard event may be about to
occur. It is intended to provide
advance notice of these events
when possible. It does not require
the operator to stop the truck, but
may suggest that truck operation be appropriately
modified in case a red alarm does occur.
D4. Retard Speed Control (RSC) Indicator

C5. Propulsion System Temperature
This amber indicator light is

illuminated when RSC switch (9,
Figure 5-5) is pulled out to the ON
position. The light indicates that the
retarder is active. It is for feedback
only and does not signal a problem.
This amber warning light indicates

that the drive system temperature
is above a certain level. When this
condition occurs, the operator
should consider modifying truck
operation in order to reduce
system temperature. The operator
is not required to stop the truck at this time.
E4. Check Engine

illuminate if a malfunction is
detected by the engine electronic
control system.
D5. System/Component Failure
If this indicator illuminates, truck

operation may continue, but
maintenance personnel should be alerted as soon as
possible.
A5. No Power
If this light illuminates, safely stop the truck, move

directional control lever to PARK, shut off the engine,
and notify maintenance personnel immediately.
This red no retard/no propel

indicator light indicates a fault has
occurred which has eliminated the
retarding and propulsion capability.
A warning buzzer will also sound.
E5. Battery Charging System Failure
If this condition occurs, the operator should safely

stop the truck, move the directional control lever to
PARK, turn off the engine, and notify maintenance
N5-24

that the interface module system
detected a failure somewhere on
the truck. There are many
conditions that could trigger the
light to illuminate.

that a problem has been detected
in the charging system and system
voltage is at or below 24 volts. If
this light illuminates, the operator
should safely stop the truck, move
the directional control lever to
PARK, turn off the engine, and notify maintenance
personnel immediately. If truck operation continues
and the battery voltage drops below 20 volts, the
propulsion system will not operate, but retarding will
still be available.
5/08 N05073
A6. No Propel
D6. Reduced Propulsion
This red warning light indicates that

a fault has occurred which has
eliminated
the
propulsion
capability. If this condition occurs,
the operator should safely stop the
truck, move the directional control
lever to PARK, turn off the engine,
and notify maintenance personnel immediately.
This
amber
indicator
light
illuminates if the full AC drive
system performance in propulsion
is not available. At this time, the
only event that should activate this
light is the use of limp home
mode. This mode of operation
requires a technician to enable.
B6. Propel System @ Rest
E6. Retard At Continuous Level
This
amber
indicator
light
illuminates if the AC drive system is
de-energized and propulsion is not
available. This light is activated
when rest switch (3, Figure 5-7) is
turned ON and the AC drive system
is de-energized. Link energized
light (12, Figure 5-5) on the rear of the center console
should NOT be illuminated at this time.
This
amber
indicator
light
illuminates when the retarding
effort is at the continuous level.
The operator should control the
speed of the truck in accordance to
the continuous speeds on the
grade/speed chart.
C6. Propel System Not Ready

This amber indicator light functions
during start-up much like the
hourglass icon on a computer
screen. This light indicates the
computer is in the process of
performing the self-diagnostics
and set-up functions at start-up.
Propulsion will not be available at this time.
N05073 5/08
N5-25
VEHICLE HEALTH MONITORING

SYSTEM (VHMS)
During normal truck operation, the red LED digits on

the VHMS controller will count from 1-99
continuously.
Operation
This system uses VHMS controller (2, Figure 5-10) to
gather data about the operation of the truck from
sensors and other controllers installed on the truck.
The data stored in the VHMS controller is
downloaded by computer using VHMS diagnostic
port (2, Figure 5-12) or transmitted directly by
communications satellite using Orbcomm controller
(1, Figure 5-10). 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.
When data store button (1, Figure 5-9) on the rear of
the center console is pressed, it will store a
snapshot of the Statex III drive system. It will also
trigger VHMS to store a snapshot of the truck
operating system. Blue light (2) on the rear of the
center console will stay illuminated while VHMS is
recording the snapshot.
When the key switch is turned to OFF, the VHMS

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 VHMS controller
before it has completed its shutdown procedure,
the VHMS controller will lose all data gathered
since the key switch was last turned to ON. Do
not disconnect battery power until the VHMS
controller has completed the shutdown
procedure and has turned the LED digits off.
VHMS is turned on by the key switch. Immediately

after receiving 24V power from the key switch, the
VHMS controller begins the power-up initialization
sequence. This sequence takes about three
seconds, during which time red LED digits (4, Figure
5-10) near the top of the VHMS controller will display
a circular sequence of flashing LED segments.
N050269
FIGURE 5-10. VHMS COMPONENT LOCATION

N050268
FIGURE 5-9. REAR OF CENTER CONSOLE

N5-26
1. Orbcomm Controller
2. VHMS Controller
3. Interface Module (IM)
4. Red LED Digits
5. Green LED Light
5/08 N05073
The Orbcomm controller transmits data through

antenna (1, Figure 5-11) mounted on top of the cab
with magnetic mount (2). The antenna coaxial cable
is routed through the cab to protect it from damage. If
the antenna or coaxial cable is damaged, replace the
part.
Basic Precautions
Never disassemble, repair, or modify VHMS
components. This may cause failure or fire on the
machine or in the system.
Do not touch the VHMS 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 in the system.
Do not get water, dirt, or oil on the system controllers.
If there is any abnormality with VHMS, consult the
servicing Komatsu distributor.
FIGURE 5-11. ORBCOMM ANTENNA

1. Orbcomm Antenna
N050270

(D.I.D. PANEL AT REAR OF CAB)
2. Magnetic Mount
Interface module (3, Figure 5-10) receives data from

the sensors installed on the truck and sends this
information to the VHMS controller. When the key
switch is ON, green LED light (5) on the face of the
controller should be blinking. If the light is
continuously illuminated, there is a problem in the
controller.
When a new interface module is installed on the

truck, new software has to be installed inside the
controller. IM diagnostic port (1, Figure 5-12) on the
D.I.D. panel at the rear of the cab is used to connect
the interface module to a computer for installing
software.
N05073 5/08
N5-27
NOTES
N5-28
5/08 N05073
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

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
930E SERVICE CAPACITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
HYDRAULIC TANK SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Adding Hydraulic Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
WHEEL MOTOR SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
COOLING SYSTEM SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
Radiator Filling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
RESERVE ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
Reserve Oil Tank Filling Procedure (Remote Fill). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
LUBRICATION CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
10 HOUR (DAILY) INSPECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-6
50 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-8
100 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-8
250 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-8
500 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P2-11
1000 HOURS LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . P2-12
5000 HOUR MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-12
P02040 9/07
Lubrication and Service
P2-1
NOTES
P2-2
9/07 P02040

GENERAL
HYDRAULIC TANK SERVICE
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.
There are two sight gauges on the side of the

hydraulic tank. With the engine stopped, key switch
OFF, hydraulic system depressurized, and dump
body down, the oil level should be visible in the
center of the top sight gauge. If it is not, follow the
instructions below for adding oil.
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 (for example, Section H for
suspensions, Section L for hydraulic system, etc).
Refer to the manufacturer's service manual when
servicing any components of the General Electric
propulsion system.
Refer to 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
place 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 should be performed more frequently.
The 930E truck is equipped with a Lincoln Automatic
Lubrication System. The initial setup for this system
provides for nominal amounts of lubricant to be
delivered to each serviced point. The lubrication
injectors can be adjusted to vary the amount of
lubricant delivered. In addition, the timer for
lubrication intervals is normally adjustable. For
adjustments to these devices, refer to Section P3,
Automatic Lubrication System.
Adding Hydraulic Oil

NOTE: To lessen the chances of system
contamination, keep the hydraulic system open to
the atmosphere only as long as absolutely
necessary.
Service the tank with clean Type C-4 hydraulic oil
only. All oil being put into the hydraulic tank should
be filtered through 3 micron filters.
1. With the engine stopped, key switch OFF,
hydraulic system depressurized, and dump
body down, check whether the oil level is visible
in the center of the top sight gauge.
2. If the oil level is not visible in the center of the
top sight gauge, remove the tank fill cap and
add clean, filtered C-4 hydraulic oil (Lubrication
Chart, Lube Key B) until the oil level is visible
in the center of the top sight gauge.
3. Replace the tank fill cap.
4. Start the engine. Raise and lower the dump
body three times.
5. Repeat Steps 1 through 4 until the oil level is
maintained in the center of the top sight gauge
with the engine stopped, dump body down, and
hydraulic system depressurized.
Do not overfill the hydraulic tank!
930E SERVICE CAPACITIES

Liters
U.S.
Gallons
Crankcase (including 4 oil filters)

Komatsu SSDA16V160 Engine
280
74
Cooling System
Komatsu SSDA16V160 Engine
594
157
Hydraulic System
Refer to Hydraulic Tank Service
1325
350
Wheel Motors (each side)
95
25
Fuel Tank (Diesel fuel only)
4542
1200
Component/System
P02040 9/07
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.
P2-3
COOLING SYSTEM SERVICE
Check the coolant level sight gauge. If coolant

cannot be seen in the sight gauge, add coolant to the
system before truck operation. Refer to the
procedure below for the proper filling procedure.
The reserve engine oil system is designed to add

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 by using the dipstick. If
the engine oil level is not correct, check for proper
operation of the reserve engine oil system. Never
add oil to the engine unless it has been drained.
Radiator Filling Procedure

expansion of coolant. Do not remove the radiator
cap while the engine and coolant are hot. Severe
burns may result.
1. With the engine and coolant at ambient
temperature, remove the radiator cap.
NOTE: If coolant is added using the Wiggins quick fill
system, the radiator cap must be removed before
adding coolant.
2. Fill the radiator with the proper coolant mixture
(as specified by the engine manufacturer) until
coolant is visible in the sight gauge.
3. Install the radiator cap.
4. Run the engine for 5 minutes, then check the
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.
If the engine oil has been drained from the oil pan,
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.
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 the valve on the supply hose to apply
pressure.
2. On remote control box (1, Figure 2-1), pull out
on power switch (2) to turn on the system.
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 start switch (3) for a couple of seconds.
7. Disconnect the new oil supply hose.
COOLING SYSTEM
ANTI-FREEZE RECOMMENDATIONS
(Ethylene Glycol Permanent Type Anti-Freeze)
Percentage of
Anti-Freeze
Protection To:
10
-5 C (23 F)
20
-9 C (16 F)
25
-11 C (11 F)
30
-16 C (4 F)
35
-19 C (-3 F)
40
-24 C (-12 F)
45
-30 C (-23 F)
50
-36 C (-34 F)
55
-44 C (-48 F)
60
-52 C (-62 F)
Use only anti-freeze that is compatible with the

engine (as specified by engine manufacturer).
P2-4
8. Push power switch (2) to turn off the system.
FIGURE 2-1. CONTROL PANEL

1. Remote Control Box
4. FULL Light
2. Power Switch
5. VALVE OPEN Light
3. Start Switch
9/07 P02040
LUBRICATION CHART
P02040 9/07
P2-5
10 HOUR (DAILY) INSPECTIONS

NOTE: Lube Key references are to the Lubrication Chart on page P2-5.
Truck Serial Number______________________

Hourmeter_____________
Site Unit Number_______________
Date_______________
Name of Service Technician___________________________________
TASK
COMMENTS
CHECKED INITIALS
1. MACHINE - Inspect the entire machine for leaks,

worn parts and damage. Repair as necessary.
2. FAN DRIVE AND TURBOCHARGERS - Check for
leaks, vibration and unusual noise. Check the
condition and alignment of the alternator and fan belt.
3. RADIATOR - Check the coolant level and fill the
radiator with the proper coolant mixture as shown in
the Cooling System Anti-Freeze Recommendation
chart on page P2-4. Refer to the engine service
manual for the proper coolant additives.
4. ENGINE 1. Check the oil level by using the dipstick. Refer
to the engine service manual for oil
recommendations. (Lube Key A)
2. Check the oil level in the reserve tank. The oil
level should be visible in the center of the top
sight gauge. If it is not, add oil to the reserve
tank until the oil level is visible in the center of
the top sight gauge. Also, with the engine
running, check the operation of the LED monitor
light. Refer to Section M31, Reserve Engine Oil
System.
3. Make sure that the exhaust piping is secure.
4. Check for abnormal noises and fluid leaks.
5. Check the operating indicator of the eliminator
filter.
5. HYDRAULIC TANK - Check the oil level in the tank.
Add oil if necessary. Refer to Hydraulic Tank Service
on page P2-3. (Lube Key B)
6. WHEELS AND TIRES 1. Inspect the tires for wear and proper inflation.
2. Check for embedded debris in the treads.
3. Check for damaged, loose or missing wheel
mounting nuts and studs. Replace damaged or
missing hardware and tighten to standard torque
before truck operation.
7. COOLING AIR DUCTWORK - Inspect the ductwork
from the blower to the rear axle. Make sure that the
ductwork is secure, undamaged and unrestricted.
P2-6
9/07 P02040
10 HOUR (DAILY) INSPECTIONS (Cont.)

Date_______________
TASK
COMMENTS
CHECKED INITIALS
8. AIR INTAKE PIPING - Check all mounting hardware,

joints and connections. Make sure that there are no
air leaks and all hardware is properly tightened.
9. AIR CLEANERS - Check the air cleaner restriction
gauges in the operator cab. The air cleaners should
be serviced if the gauges show a maximum restriction
of 25 inches of H2O vacuum.
Refer to Section C5, Air Cleaners, for servicing
instructions for the air cleaner elements. Empty the air
cleaner dust caps.
After service, push the reset button on face of gauges
to return the gauge to zero.
10. CAB AIR FILTER - In extremely dusty conditions,
check this filter daily and service as frequently as
required. See the 250 Hour Lubrication and
Maintenance Checks for the cleaning procedure.
11. FUEL FILTERS - Drain any water from the bottom
drain valve on each fuel separator.
12. AUTO LUBE SYSTEM 1. Check the reservoir grease level. Fill as
required. (Lube Key D)
2. When filling the grease reservoir, check the
grease filter indicator. Clean or replace the
grease filter if a problem is indicated.
3. Inspect the system for leaks and check for
proper operation. Make sure that the following
important areas are receiving adequate amounts
of grease. (Lube Key D)
Steering Linkage
Final Drive Pivot Pin
Rear Suspension Pin Joints (Upper and Lower)
Body Hinge Pins
Hoist Cylinders Pins (Upper and Lower)
Anti-Sway Bar (Both Ends)
P02040 9/07
P2-7
50 HOUR LUBRICATION AND MAINTENANCE CHECKS

Date_______________
TASK
COMMENTS
CHECKED INITIALS
*1. FUEL FILTERS - Replace the fuel filters. Refer to the

engine operation and maintenance manual for filter
replacement instructions.
*2. HYDRAULIC SYSTEM FILTERS - Replace the filter
elements. Check the oil level. Add oil as necessary.
(Lube Key B)
* These checks are required only after the initial 50 hours of operation, such as the commissioning of a new
truck or after installing a new or rebuilt component.

Date_______________
TASK
COMMENTS
CHECKED INITIALS

(Lube Key B)
* This check is required only after the initial 100 hours of operation, such as the commissioning of a new truck
or after installing a new or rebuilt component.

Date_______________
TASK
COMMENTS
CHECKED INITIALS

(Lube Key B)
* This check is required only after the initial 250 hours of operation, such as the commissioning of a new truck
or after installing a new or rebuilt component.
P2-8
9/07 P02040
250 HOUR LUBRICATION AND MAINTENANCE CHECKS (Cont.)

All 10 Hour (Daily) Inspections should also be performed at this time.

Date_______________
TASK
COMMENTS
CHECKED INITIALS
2. ENGINE 1. Change the engine oil. Refer to the engine

operation and maintenance manual for engine
oil specifications. (Lube Key A)
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.
Refer to engine operation and maintenance manual for
specific oil and filter change intervals.
2. Replace the engine oil filters. Follow the

instructions of the filter manufacturer, which are
normally printed on the outside of the filter. Do
not use a wrench or strap to tighten filter
elements.
3. Change the reserve tank oil filter.
4. Check the tension and condition of each
accessory drive belt. Refer to the engine
operation and maintenance manual for specific
adjustment instructions.
5. Check the torque on the cooling fan mounting
capscrews. Tighten to 237 Nm (175 ft lbs).
3. COOLING SYSTEM 1. Check for proper coolant mixture. Add coolant
as required. Refer to Cooling System Service on
page 40-2.
2. Change the coolant filters.
NOTE: Refer to the engine operation and maintenance
manual for proper coolant mixture specifications and
coolant filter replacement instructions.
3. Check the cooling system hoses for damage

and deterioration. Replace as necessary.
4. FUEL FILTERS - Change the fuel filters. Refer to the
engine operation and maintenance manual for filter
replacement instructions.
5. FUEL TANK - Drain water and sediment from the fuel
tank. Refer to Section B4, Fuel Tank - Cleaning.
P02040 9/07
P2-9
250 HOUR LUBRICATION AND MAINTENANCE (Cont.)

TASK
6.
COMMENTS
CHECKED INITIALS
STEERING LINKAGE 1. Check the torque on the steering pin retaining

nuts. Tighten to 712 Nm (525 ft lbs).
2. Check the torque on the tie rod retaining nuts.
Tighten to 420 Nm (310 ft lbs).
7.
HYDRAULIC PUMP DRIVESHAFT & U-JOINTS Add one or two applications of grease to each grease
fitting. Make sure that each bearing of the cross and
bearing assembly is receiving grease. Replace
bearings if any wear is detected. (Lube Key D)
8.
REAR WHEEL MOUNTING - Use a flashlight and a

mirror on a long rod to inspect all inner and outer
wheel mounting nuts and studs. Check for loose,
damaged or missing hardware.
If wheel mounting nuts and studs must be tightened
or replaced, the outer wheel must be removed for
access. Refer to Section G for the procedures.
9.
REAR AXLE HOUSING - Check the rear axle housing

for oil leaks by removing the two drain plugs on the
bottom of the axle housing. If oil is present, the cause
of the leak must be found and corrected before
operating the truck.
10. FRONT WHEEL HUB - Remove the magnetic plugs

from the front wheel hub covers and check for debris.
Clean the plugs and perform any necessary repairs.
11. MOTORIZED WHEELS 1. Check for the correct oil level. Rotate the wheel
so that the magnetic plug is at the 6 oclock
position and remove the plug. The oil level
should be even with the bottom of the plug
opening.
2. Inspect the magnetic plugs for ferrous materials.
Service the wheel motor as necessary.
12. WHEEL MOTOR OIL SAMPLING - Refer to Section
G5, Wheel Motor, in the shop manual for oil sampling
information.
13. BATTERIES - Check the electrolyte level and add
water if necessary.
14. BODY-UP AND HOIST LIMIT SWITCHES - Check
the operation of the switches. Clean any dirt from the
sensing areas and inspect the wiring for damage.
15. CAB AIR FILTER - Clean the filter element with mild
soap and water. Rinse completely and dry with
pressure air of 275 kPa (40 psi) maximum. Reinstall
the filter.
P2-10
9/07 P02040

All 10 Hour (Daily) Inspections and 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 FILTERS - Replace the
hydraulic tank breathers and high pressure filter
(Lube Key B)
3. HYDRAIR SUSPENSION - Check for proper piston
extension (front and rear).
4. 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.
5. HOIST LEVER LINKAGE - Check the lever operation.
Clean, lubricate and adjust the linkage as necessary.
6. PARKING BRAKE - Refer to Section J7, Parking
Brake, for the recommended inspections.
7. RESERVE ENGINE OIL SYSTEM 1. Check the electrical system connections for
tightness, corrosion and damage. Check the
battery, oil pressure switch, junction boxes,
remote control box and the circuit breakers.
2. Examine all electrical cables over their entire
length for possible damage.
3. Inspect all reserve engine oil system hoses for
leaks, cracks or other damage. Check all fittings
for tightness, leakage or damage.
8. BLADDER ACCUMULATORS - Check the precharge
pressure. Failure to maintain the correct precharge
pressure may result in bladder failures.
9. WHEEL MOTOR OIL - Change or filter the wheel
motor oil. The oil must be filtered/changed earlier if oil
analysis indicates contaminated oil.
10. VHMS DATA DOWNLOAD - Perform a data download
from the VHMS controller and send the data to
WebCARE. Refer to Section D for instructions.
P02040 9/07
P2-11
1000 HOURS LUBRICATION AND MAINTENANCE CHECKS

All 10 Hour (Daily) Inspections, 250 Hour Lubrication and Maintenance Checks, and 500 Hour Lubrication and
Maintenance Checks should also be performed at this time.

Date_______________
TASK
COMMENTS
1.
HYDRAULIC TANK - Drain the hydraulic tank and

clean the inlet strainers. Refer to Hydraulic Tank
Strainers in Section L3. Refill the hydraulic tank.
(Lube Key B)
2.
RADIATOR - Clean the cooling system with a good

quality cleaning compound. Flush with water. Fill the
radiator with the proper coolant mixture as shown in
the Cooling System Anti-Freeze Recommendation
chart on page P2-3. Refer to the engine service
manual for the proper coolant additives.
3.
FUEL TANK - Remove the fuel tank breather and

clean it in solvent. Dry the breather with pressurized
air and install it on the tank.
4.
OPERATOR'S SEAT - Apply grease to the slide rails.

(Lube Key D)
5.
AUTOMATIC BRAKE APPLICATION - Make sure that

the brakes are automatically applied when the brake
pressure decreases below the specified limit. Refer to
Section J4, Brake Circuit Check-Out Procedure.
CHECKED INITIALS
5000 HOUR MAINTENANCE CHECKS

All 10 Hour (Daily) Inspections, 250 Hour Lubrication and Maintenance Checks, 500 Hour Lubrication and
Maintenance Checks, and 1000 Hour Lubrication and Maintenance Checks should also be performed at this time.

Date_______________
TASK
COMMENTS
CHECKED INITIALS
1. AIR CLEANERS - Clean the Donaclone tubes in the

precleaner section of the air filter. Use low pressure
cold water or low pressure air to clean the tubes.
Refer to Section C, Air Cleaners, in the shop manual.
P2-12
9/07 P02040
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
Lubrication Cycle Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Pump Cutoff Pressure Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Grease Pressure Failure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
SYSTEM OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6
GENERAL INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7
System Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7
Filter Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7
LUBRICANT PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
Pump Housing Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
Pump Pressure Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
Pressure Control Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
P03030 11/07
Automatic Lubrication System
P3-1
INJECTORS (SL-1 Series H) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9

Injector Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9
Injector Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9
INJECTOR OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10
PREVENTIVE MAINTENANCE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11
Daily Lubrication System Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11
250 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11
1000 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11
SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
Lubrication Controller Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
Lubrication Controller Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
Lubrication Controller Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
Lubrication Controller Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
SYSTEM TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-14
P3-2
11/07 P03030
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. 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

7. Vent Valve
1. Hose From Filter
8. Pressure Gauge
2. Outlet to Injectors
9. Pump Assembly
3. Hydraulic Motor
4. Pressure Reducing
11. Pressure Switch
Valve
12. Grease Reservoir
5. Solenoid Valve
13. Vent Hose
6. Override Switch
P03030 11/07
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

NOTE: The above illustration shows the standard location for the lube pump and reservoir
(right platform). This assembly may be located on the left platform on some models.
1. L.H. Suspension, Bottom Bearing
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. Truck Frame
16. Vent Hose
17. Pipe Plug (Oil Level)
18. Pressure Switch, N.O. - 17,237 kPa (2500 psi)
19. Grease Pump
20. Vent Valve
21. Filter
22. Grease Supply to Injectors
23. Injectors
24. Pressure Switch, N.O. - 13,790 kPa (2000 psi)
11/07 P03030
SYSTEM COMPONENTS
Solenoid Valve
Filter
Solenoid valve (5, Figure 3-1), when energized,

allows oil to flow to the hydraulic motor.
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.
Hydraulic Motor and Pump
Rotary hydraulic pump (3 & 9, 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 of the pipe plug (17, Figure 32). If necessary, refill with 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.
Lubrication Cycle Timer
The solid state lubrication cycle timer provides a 24
VDC timed-interval signal to energize solenoid valve
(3, Figure 3-3) providing oil flow to operate the
grease pump motor. This timer is mounted in the
Electrical Interface Cabinet.
Pump Cutoff Pressure Switch
Hydraulic oil supply inlet pressure must not

exceed 20,685 kPa (3000 psi). Exceeding the
rated pressure may result in damage to the
system components and personal injury.
Grease Reservoir
Reservoir (12, Figure 3-1) has an approximate
capacity of 41 kg (90 lbs.) 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 switch (18, Figure 3-2) is a normally open

switch set at 17,237 kPa (2500 psi). This switch deenergizes the pump solenoid relay when 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 (2000 psi). This switch
monitors grease pressure in the injector bank on the
rear axle housing. If the proper pressure is not
sensed within 60 seconds (switch contacts do not
close) a warning lamp circuit to notify the operator a
problem exists in the lube system.
Pressure Gauge
Pressure gauge (8, Figure 3-1) monitors hydraulic oil
pressure to the inlet of the hydraulic motor.
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 of 2241 - 2413 kPa (325 - 350 psi) for the
hydraulic motor used to drive the lubricant pump.
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.
Flow Control Valve

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.
P03030 11/07
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 timer provides 24 VDC to energize the
pump solenoid valve (3, Figure 3-3), 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 pressure from the steering
circuit is reduced to 2241 - 2413 kPa (325 - 350
psi) by the pressure reducing valve (4) before
entering the motor. In addition, the amount of oil
supplied to the pump is limited by the flow
control valve (6). Pump pressure can be read
using the 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
the 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 (2000 psi) 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
4. Pressure Reducing 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
11/07 P03030
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
System Priming
The system must be full of grease and free of air
pockets to function properly. After maintenance, if the
primary or secondary lubrication lines were replaced,
it will be necessary to prime the system to eject all
entrapped air.
1. Fill lube reservoir with lubricant, if necessary.
2. To purge air from the main supply line, remove
the main supply line at the grease canister.
Connect an external grease supply to the line.
3. Remove plugs from each injector group in
sequence (right front, left front, and rear axle).
4. Using the external grease source, pump grease
until grease appears at the group of injectors
and re-install the pipe plug. Repeat for
remaining injector groups.
5. Remove the caps from each injector and
connect an external grease supply to the zerk
on the injector and pump until grease appears
at the far end of the individual grease hose or
the joint being greased.
Filter Assembly
Filter element (5, Figure 3-4) must be replaced if
bypass indicator (2) shows excessive element
restriction.
P03030 11/07
FIGURE 3-4. FILTER ASSEMBLY

1. Housing
2. Bypass Indicator
3. O-Ring
4. Backup Ring
5. Element
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. Oil level should be
checked at 1000 hour intervals. To add oil, remove oil
level plug (4, Figure 3-5) and fill housing to bottom of
plug hole.
Pump Pressure Control
High pressure hydraulic fluid from the truck steering
system is reduced to 2240 - 2413 kPa (325 - 350 psi)
by the pressure reducing valve located on the
manifold on top of the pump motor. This pressure
can be read on the gauge installed on the manifold
and should be checked occasionally to verify
pressure is within the above limits.
Pressure Control Valve Adjustment
1. With the truck engine on, activate the override
switch (2) to start the hydraulic motor and
pump.
2. Loosen the locknut on pressure control (1) by
turning the nut counterclockwise.
FIGURE 3-5. PUMP CONTROLS

1. Pump Pressure Control
2. Override Switch
3. Pressure Gauge
4. Oil Level Plug

3. Turn the valve stem counterclockwise until it no

longer turns. (The valve stem will unscrew until
it reaches the stop - it will not come off.)
NOTE: This is the minimum pressure setting, which
is approximately 1172 kPa (170 psi).
4. With the pump stalled against pressure, turn the
pressure control valve stem clockwise until
2240 - 2413 kPa (325 - 350 psi) is attained on
pressure gauge (3).
5. Tighten the locknut to lock the stem in position.
NOTE: Note: Flow control valve (5) is factory
adjusted to 9.5 lpm (2.5 gpm). Do not change this
setting.
P3-8
11/07 P03030
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 (1850 psi)
Maximum - . . . . . . . . 24,133 kPa (3500 psi)
Recommended - . . . 17,238 kPa (2500 psi)
Maximum Vent Pressure - (Recharge)

. . . . . . . . . . . . . . . . . . . 4137 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.
P03030 11/07
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
11/07 P03030
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
rthe eservoir. 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.
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 17,237 kPa (2500
psi), the pump should shut off and the
pressure in the system should drop to zero,
venting back to the grease reservoir.
f. While the system is venting, 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: With the engine on, the lube system should
activate within five minutes. The system should build
13,790 - 17,237 kPa (2000 - 2500 psi) within 25-40
seconds.
If the system is working properly, the machine is
ready for operation.
If the system is malfunctioning, refer to the
troubleshooting chart.
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.
1000 Hour Inspection

1. Check the pump housing oil level. Refillwith
SAE 10W-30 motor oil to bottom of the oil level
plug if necessary.
b. Check the reservoir for contaminants. Clean

the reservoir, if required.
c. Make sure that all filler plugs, covers and
breather vents on the reservoir are intact and
free of contaminants.
P03030 11/07
P3-11
SYSTEM CHECKOUT
To check system operation (not including timer),
proceed as follows:
2. Actuate the override switch at the reservoir/
pump assembly.
3. The motor and pump should operate until the
system attains 17,237 kPa (2500 psi).
4. Once the required pressure is achieved, the
pump motor should turn off and the system
should vent.
5. Check for pump, hose or injector damage or
leakage with the system under pressure.
6. After checking system, stop the engine.
Observing normal precautions regarding high
voltage present in the propulsion system before
attempting to repair lube system.
Lubrication Controller Check
Pressing the manual lube button on the enclosure
cover will initiate a lube event (see Figure 42-7).
Lubrication Controller Operation
The time between lube events is determined by the
setting of the rotary switch, which selects the
numeral setting, and the dip switch, which selects the
units in either minutes or hours.
Lubrication Controller Components
Mode switch (2, Figure 42-7) consists of four dip
switches. The first dip switch controls the maximum
amount of on time, either 30 seconds or 120
seconds.
The second dip switch controls the mode, either
timer mode or controller mode. When the switch is
set to the timer mode, the amount of time that the
pump is on will be determined by the setting of the
dip switch (30 seconds or 120 seconds). When the
switch is set to the controller mode, a pressure
switch must be installed in the lube supply line. The
pressure switch will detect supply line pressure, and
will reset the timer at a set pressure. If the pump fails
to reach the set pressure within the dip switch setting
(30 seconds or 120 seconds), the controller will
initiate an alarm.
P3-12
The third dip switch is for selecting the units for the
off time to be used in conjunction with off time
switch (1). Hours or minutes may be selected.
The fourth dip switch is used to select memory off
or memory on. When the switch is set to memory
off, a lube cycle will occur each time power is turned
on. The lube cycle will start at the beginning of the on
time setting.
When the switch is set to memory on, the controller
will function as follows:
1. When power is turned off during off time
(between cycles), the lube cycle will resume at
the point of interruption after power is restored.
In other words, the controller will remember its
position in the cycle.
2. When power is turned off during on time
(during a cycle), the controller will reset to the
beginning of the lube cycle after power is
restored.
Off time switch (1) is used to select units of time.

Possible time intervals are: 0.5, 1, 2, 4, 8, 15, 24 or
30. The mode switch determines whether the off time
units will be minutes or hours.
Cover (3) contains three LED windows and a manual
lube switch. The LEDs indicate system operation and
status. When power is on, a green LED will
illuminate. When the pump is on, another green LED
will illuminate. A red LED will illuminate when an
alarm condition occurs.
Lubrication Controller Adjustment

The lubrication controller is factory adjusted to the
following switch settings:
Dip Switch 1 - 120 SEC
Dip Switch 2 - TIMER
Dip Switch 3 - MINUTES
Dip Switch 4 - MEMORY OFF
Rotary Switch - 15 minutes
11/07 P03030
FIGURE 3-7. LUBRICATION CYCLE TIMER

1. Off Time Switch
2. Mode Switch
P03030 11/07
3. Cover
P3-13
SYSTEM TROUBLESHOOTING CHART

If the following procedures do not correct the problem, contact a factory authorized service center.
TROUBLE
Pump Does Not Operate
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.
Timer malfunction
Replace timer assembly.
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 Service Manual for
rebuild instructions.)
NOTE: On initial startup of the lube system, the timing capacitor will not contain a
charge, therefore the first timing cycle will be about double in length compared to
the normal interval. Subsequent timer cycles should be as specified.
Pump Will Not Prime
Pump Will Not Build

Pressure
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 Service 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
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 Service Manual for rebuild
instructions.)
No system pressure to pump motor

No 24 VDC signal at pump solenoid
Check hydraulic hose from steering

system.
Pressure reducing valve setting is

too low.
Determine problem in 24 VDC electric

system.
24V Relay (RB7K8 or RB7K5) may

be defective.
Refer to Pressure Control Valve

Adjustment.
Replace relay.
P3-14
11/07 P03030
TROUBLE
Pump Pressure Builds
Very Slowly Or Not At All
Controller Does Not

Operate
PUMP ON LED Lights,

But Load Connected To
Terminals 3 & 4 Will Not
Energize
Load Connected To
Terminals 3 & 4
Energized, But PUMP
ON LED Does Not Light
POSSIBLE CAUSES
No signal at solenoid.
Check timer.
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.
Failure of the printed circuit board or

keypad.
Remove and replace.
Controller memory mode is OFF.
Switch controller memory mode to ON.
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.
Bearing Points
Excessively Lubricated
Bearing Points Are Not

Sufficiently Lubricated
P03030 11/07
P3-15
NOTES
P3-16
11/07 P03030
SECTION Q
ALPHABETICAL INDEX
A
Accumulator
Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20
Steering. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-21
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . J4-9
Valve
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Test and Adjustment . . . . . . . . . . . . . . . . . . . . J3-11
Air Cleaners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1

Air Conditioning System . . . . . . . . . . . . . . . . . . . . N4-1
Alarm Indicating Device (AID) System . . . . . . . . . D3-7
Alternator
24VDC Battery Charging . . . . . . . . . . . . . . . . . D10-1
Main Propulsion . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
Anti-Sway Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Cab
Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Removal and Installation. . . . . . . . . . . . . . . . . . . N2-3
Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16
Automatic Lubrication System . . . . . . . . . . . . . . . . P3-1
Cable, Body-Up Retention . . . . . . . . . . . . . . . . . . A3-10
Axle, Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1
Capacities, Service . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Anti-Freeze Recommendations . . . . . . . . . . . . . . . P2-4
B
Battery
Charging System . . . . . . . . . . . . . . . . . . . . . . . D10-5
Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Disconnect Switches. . . . . . . . . . . . . . . . . . . . . . D2-6
Converter (24V to 12V) . . . . . . . . . . . . . . . . . . . . D2-7
Maintenance and Service . . . . . . . . . . . . . . . . . . D2-3
Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9
Body, Dump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
Body-Up Switch . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Brake
Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20
Bleeding Procedure
Parking Brake. . . . . . . . . . . . . . . . . . . . . . . . . . J7-8
Service Brakes . . . . . . . . . . . . . . . . . . . . . . . . J5-16
Checkout Procedures . . . . . . . . . . . . . . . . . . . . . J4-1
Disc Wear Inpection . . . . . . . . . . . . . . . . . . . . . . J5-4
Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Parking
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
Secondary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6
Service
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
Q01061 5/08
Charging Procedures
Brake Accumulators . . . . . . . . . . . . . . . . . . . . . J3-27
Steering Accumulators . . . . . . . . . . . . . . . . . . . L6-26
Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
Checkout Procedures
AC Drive System. . . . . . . . . . . . . . . . . . . . . . . . . E3-5
Brake Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1
Hoist Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-8
Propulsion System Controller (PSC). . . . . . . . . E3-12
Steering Circuit . . . . . . . . . . . . . . . . . . . . . . . . . L10-3
Truck Control Interface (TCI) . . . . . . . . . . . . . . E3-17
Circuit Breaker Chart . . . . . . . . . . . . . . . . . . . . . . D3-18
Console, Center. . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Control Cabinet Components . . . . . . . . . . . . . . . E2-38
Controller
Orbcomm . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-32
Propulsion System (PSC) . . . . . . . . . . . . . . . . . . E2-5
VHMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14
Conversion Charts (Metric/English) . . . . . . . . . . . . A5-6
Cooling System
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
Service Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . L2-8
Cylinders
Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-14
Steering
Removal and Installation . . . . . . . . . . . . . . . .G3-13
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-8
Alphabetical Index
Q1-1
Decks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
Heater/Air Conditioner . . . . . . . . . . . . . . . . . . . . . N4-1
Diagnostic Information Display (DID) Panel . . . . . E2-7
Heaters, Engine Oil & Coolant (optional) . . . . . . . M7-1
Diode Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
Hoist Circuit
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-1
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-1
Dual Relay Valve

Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14
Test and Adjustment . . . . . . . . . . . . . . . . . . . . . J3-17
Hood . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Dump Body. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
Hub, Wheel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Dump Procedure, Disabled Truck. . . . . . . . . . . . .L8-23
Hydraulic System
Brake Cooling System . . . . . . . . . . . . . . . . . . . . .L2-8
Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-1
Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-13
Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1-1
Strainers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
Steering/Brake Pump . . . . . . . . . . . . . . . . . . . . .L6-10
Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
E
Electrical Propulsion Components . . . . . . . . . . . . E2-1
Electrical System Schematics . . . . . . . . . . . . . . . R1-1
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Engine/Alternator Mating . . . . . . . . . . . . . . . . . . C4-5
Engine Specifications. . . . . . . . . . . . . . . . . . . . . A2-3
Fan, Heater. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . N5-14
Fan Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-1
Interface Module (IM) . . . . . . . . . . . . . . . . . . . . .

Checkout and Troubleshooting . . . . . . . . . . . .
Forms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fault Codes/Event Codes, DID Panel . . . . . . . . . E2-8

Filters
Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
Auto Lube. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Cab Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Hoist Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3
Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5
D12-3
D13-1
D14-1
D12-5
L
Lubrication and Service . . . . . . . . . . . . . . . . . . . . P2-1
Fire Control System (Optional) . . . . . . . . . . . . . . . M2-1
Lubrication Chart . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
Flow Amplifier
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
Lubrication System, Automatic . . . . . . . . . . . . . . . P3-1
Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
Maintenance Schedule . . . . . . . . . . . . . . . . . . . . . P2-6
Fuse Block Charts . . . . . . . . . . . . . . . . . . . . . . . D3-17
Manifold
Bleeddown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3
Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21
Overcenter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
G
Grille . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Metric Conversion Chart. . . . . . . . . . . . . . . . . . . . A5-6
N
Nitrogen Specifications . . . . . . . . . . . . . . . . . . . . H4-10
Q1-2
Alphabetical Index
5/08 Q01061
Oiling and Charging Procedure, Suspension . . . . H4-1
Safety, General . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-1
Operator Cab Controls . . . . . . . . . . . . . . . . . . . . . N5-1
Starter, 24VDC. . . . . . . . . . . .(Refer to Engine Manual)
Overhead Display Panel . . . . . . . . . . . . . . . . . . . N5-20
Seat, Operator . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Overcenter Manifold . . . . . . . . . . . . . . . . . . . . . . . L7-6
Service Capacities . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Solenoid
Accumulator Bleeddown . . . . . . . . . . . . . . . . . . . L4-5
Hoist Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-7
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M8-1
Payload Meter III . . . . . . . . . . . . . . . . . . . . . . . . .M20-1
Specifications
Pivot Eye/Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HYDRAIR II Oil and Nitrogen . . . . . . . . . . . . H4-10

Hydraulic Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Lubrication Chart. . . . . . . . . . . . . . . . . . . . . . . . . P2-5
Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-3
Power Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-1
Spindle, Front Wheel Hub . . . . . . . . . . . . . . . . . . .G3-3
Power Train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1

Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Engine/Alternator Mating . . . . . . . . . . . . . . . . . . C4-5
Starter Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Pedal
Accelerator/Throttle, Electronic. . . . . . . . . . . . . E2-46
Brake/Retarder, Electronic . . . . . . . . . . . . . . . . E2-46
Propulsion System. . . . . . . . . . . . . . . . . . . . . . . . . E2-1

Pump
Auto Lube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Hoist System. . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-3
Steering and Brake . . . . . . . . . . . . . . . . . . . . . . L6-10
Pressure Control Adjustment . . . . . . . . . . . . . . L10-4
R
Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
Rear Axle
Housing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1
Relay Boards . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
Reserve Engine Oil System. . . . . . . . . . . . . . . . .M31-1
Retarding, Dynamic . . . . . . . . . . . . . . . . . . . . . . . . N5-7
Rims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9
Q01061 5/08
Steering
Accumulator Charging Procedure . . . . . . . . . . . L6-26
Bleeddown Manifold . . . . . . . . . . . . . . . . . . . . . . L6-3
Checkout Procedure . . . . . . . . . . . . . . . . . . . . . L10-1
Column . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4
Control Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-1
Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-8
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . L6-30
Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
Suspension, HYDRAIR II
Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
Oiling and Charging . . . . . . . . . . . . . . . . . . . . . . H4-1
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1
Switch
Battery Disconnect . . . . . . . . . . . . . . . . . . . . . . . D2-6
Body-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Center Console . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Hoist Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Hydraulic Filter Indicator . . . . . . . . . . . . . . . . . . . L9-6
Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Low Accumulator Pressure . . . . . . . . . . . . . . . . . L4-7
Multi-Function Turn Signal . . . . . . . . . . . . . . . . . N5-6
Alphabetical Index
Q1-3
Tank
Auto Lube. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Reserve Engine Oil . . . . . . . . . . . . . . . . . . . . . M31-3
Valves
Accumulator Bleeddown Solenoid . . . . . . . . . . . .L4-5
Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Counterbalance . . . . . . . . . . . . . . . . . . . . . . . . L10-11
Dual Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-16
Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10
Hoist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Hoist Pilot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12
Hoist Relief. . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-9
Shock and Suction . . . . . . . . . . . . . . . . . . . . . . .L10-7
Steering Control . . . . . . . . . . . . . . . . . . . . . . . . .L5-1
Tie Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12

Timer
Auto Lube. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Engine Starter Failure Delay . . . . . . . . . . . . . . . D3-3
5 Minute Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Tires and Rims
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-7
Toe-In Adjustment. . . . . . . . . . . . . . . . . . . . . . . . G3-15
Tools, Special . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1
Torque Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1
Troubleshooting
Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7
Air Conditioner . . . . . . . . . . . . . . . . . . . . . . . . . N4-35
Auto Lube System . . . . . . . . . . . . . . . . . . . . . . P3-14
Alternator, 24VDC . . . . . . . . . . . . . . . . . . . . . D10-14
Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-9
Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . C3-9
Fire Control System (Electrical) . . . . . . . . . . . . M2-13
Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-15
Phase Module/Chopper Module . . . . . . . . . . . E3-34
Reserve Engine Oil System . . . . . . . . . . . . . . . M31-6
Steering Circuit. . . . . . . . . . . . . . . . . . . . . . . . . .L6-30
VHMS / IM . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-1
Q1-4
Vehicle Health Monitoring System (VHMS)

Checkout and Troubleshooting . . . . . . . . . . . . D13-1
Components. . . . . . . . . . . . . . . . . . . . . . . . . . D11-16
Forms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-1
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-26
Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-16
W
Warnings and Cautions . . . . . . . . . . . . . . . . . . . . A4-1
Warning Indicator Lights . . . . . . . . . . . . . . . . . . . N5-20
Wear Indicator, Brake Disc . . . . . . . . . . . . . . . . . . . J5-4
Wheel Hub and Spindle . . . . . . . . . . . . . . . . . . . . G3-3
Wheel Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
Wheels and Tires
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-7
Windows, Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-9
Windshield Wiper/Washer . . . . . . . . . . . . . . . . . . N3-3
Alphabetical Index
5/08 Q01061
SECTION R
SYSTEM SCHEMATICS
INDEX
HYDRAULIC SUPPLY, BRAKE COOLING, STEERING & HOIST SCHEMATIC . . . . . . . . . EM1364
HYDRAULIC BRAKE SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EM1358
ELECTRICAL SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XS4300
R01082 4/07
Index
R1-1
NOTES
R1-2
Index
4/07 R01082
EM1364-0 FEB 07
HYDRAULIC SCHEMATIC
930E-4
A30462 & UP
EM1358-0 OCT 06
HYDRAULIC BRAKE SCHEMATIC
930E-4
A30462 & UP
XS4301-1 JUN 07
ELECTRICAL SCHEMATIC
INDEX & SYMBOLS
930E-4
A30462 - A30600
Sheet 01 of 35
XS4302-1 JUN 07
GE SYSTEM BLOCK DIAGRAM
930E-4
A30462 - A30600
Sheet 02 of 35
XS4303-2 JUN 07
MAIN PROPULSION
930E-4
A30462 - A30600
Sheet 03 of 35
XS4304-1 JUN 07
24V / 15V POWER DISTRIBUTION
930E-4
A30462 - A30600
Sheet 04 of 35
XS4305-1 JUN 07
GE INVERTER FIRING
930E-4
A30462 - A30600
Sheet 05 of 35
XS4306-1 JUN 07
GE INVERTER FIRING
930E-4
A30462 -A30600
Sheet 06 of 35
XS4307-1 JUN 07
ENGINE INPUTS / OUTPUTS
930E-4
A30462 -A30600
Sheet 07 of 35
XS4308-2 JUN 07
GE / 24V - DIGITAL INPUTS / OUTPUTS
930E-4
A30462 - A30600
Sheet 08 of 35
XS4309-1 JUN 07
CONTROL PANEL - ANALOG INPUTS
930E-4
A30462 - A30600
Sheet 09 of 35
XS4310-1 JUN 07
24V POWER DISTRIBUTION & CIRCUIT PROTECTION
930E-4
A30462 - A30600
Sheet 10 of 35
XS4311-3 OCT 07
OPERATOR CAB - OVERHEAD WARNING LIGHTS
930E-4
A30462 - A30600
Sheet 11 of 35
XS4312-2 JUN 07
930E-4
A30462 - A30600
Sheet 12 of 35
XS4313-2 JUN 07
930E-4
A30462 - A30600
Sheet 13 of 35
XS4314-1 JUN 07
930E-4
A30462 - A30600
Sheet 14 of 35
XS4315-3 JUN 07
AUTO LUBE SYSTEM WITH WARNING
930E-4
A30462 - A30600
Sheet 15 of 35
XS4316-1 JUN 07
OPERATOR CAB - GAUGES & OPTION SWITCHES
930E-4
A30462 - A30600
Sheet 16 of 35
XS4317-1 JUN 07
HEATER / AIR CONDITIONER CONTROLS
930E-4
A30462 - A30600
Sheet 17 of 35
XS4318-1 JUN 07
WORK LIGHTS & HORN
930E-4
A30462 - A30600
Sheet 18 of 35
XS4319-1 JUN 07
RETARD LIGHTS, BACKUP LIGHTS & BACKUP HORNS
930E-4
A30462 - A30600
Sheet 19 of 35
XS4320-3 JUN 07
OPERATOR DRIVE SYSTEM CONTROLS
930E-4
A30462 - A30600
Sheet 20 of 35
XS4321-1 JUN 07
RADIO AND WINDOW CONTROLS
930E-4
A30462 - A30600
Sheet 21 of 35
XS4322-1 JUN 07
CLEARANCE LIGHTS
930E-4
A30462 - A30600
Sheet 22 of 35
XS4323-1 JUN 07
FOG LIGHTS AND HEADLIGHTS
930E-4
A30462 - A30600
Sheet 23 of 35
XS4324-1 JUN 07
OPERATOR CAB - INSTRUMENT LIGHTS
930E-4
A30462 - A30600
Sheet 24 of 35
XS4325-1 JUN 07
KEY SWITCH & 5 MINUTE IDLE SWITCH
930E-4
A30462 - A30600
Sheet 25 of 35
XS4326-1 JUN 07
ENGINE START CIRCUIT
930E-4
A30462 - A30600
Sheet 26 of 35
XS4327-1 JUN 07
ENGINE CIRCUITS
930E-4
A30462 - A30600
Sheet 27 of 35
XS4328-2 JUN 07
PAYLOAD METER III CIRCUITS
930E-4
A30462 - A30600
Sheet 28 of 35
XS4329-1 JUN 07
DIAGNOSTIC PORTS & DISPATCH SYSTEM
930E-4
A30462 - A30600
Sheet 29 of 35
XS4330-3 JAN 08
PARKING BRAKE & GE INPUTS / OUTPUTS
930E-4
A30462 - A30600
Sheet 30 of 35
XS4331-1 JUN 07
WINDSHIELD WIPER & TURN SIGNAL CONTROLS
930E-4
A30462 - A30600
Sheet 31 of 35
XS4332-5 JAN 08
VHMS, INTERFACE & ORBCOMM MODULES
930E-4
A30462 - A30600
Sheet 32 of 35
XS4333-0 AUG 06
BATTERY BOX
930E-4
A30462 - A30600
Sheet 33 of 35
XS4334-2 JUN 07
COMPONENT LOCATOR SHEET
930E-4
A30462 - A30600
Sheet 34 of 35
XS4335-1 JUN 07
COMPONENT LOCATOR SHEET
930E-4
A30462 - A30600
Sheet 35 of 35
www.komatsuamerica.com
Komatsu America Corp.

2300 N.E. Adams Street Peoria, IL 61639 Phone: 309-672-7577 Fax: 309-672-7072
Copyright 2008 Komatsu

Printed in Canada

Komatsu Truck 930-4 Shop Manual CEBM017904

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Komatsu Truck 930-4 Shop Manual CEBM017904

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CEBM017904

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

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 930E-4 DUMP TRUCK

MAJOR COMPONENTS & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2

GENERAL SAFETY AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3

WARNINGS AND CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4

STANDARD TORQUE CHARTS AND CONVERSION TABLES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5

MAJOR COMPONENTS & SPECIFICATIONS

The 930E-4 Dump Truck is an off-highway, rear

The operator cab has been engineered for operator

AC INDUCTION TRACTION MOTORIZED

Hydrair II suspension cylinders located at each

The parking brake is a dry disc type, mounted

Major Components & Specifications

Major Components & Specifications

AC ELECTRIC DRIVE SYSTEM

BATTERY ELECTRIC SYSTEM

Major Components & Specifications

STANDARD DUMP BODY CAPACITIES AND DIMENSIONS

Major Components & Specifications

Standard Komatsu body . . . . 30,362 kg (66,936 lbs)

Nominal Payload*. . . . . . . . 290,859 kg (641,228 lbs)

Major Components & Specifications

Major Components & Specifications

Fire Extinguisher And First Aid Kit

Safety records from most organizations will show that

Make sure that fire extinguishers are accessible

Read and follow all safety precautions. Failure to

Clothing And Personal Items

Only trained and authorized personnel may

Avoid loose clothing, jewelry, and loose long hair.

Make sure that all guards and covers are in their

General Safety & Operating Instructions

Fire Prevention For Fuel And Oil

Leaving The Operators Seat

Fuel, oil, and antifreeze can be ignited by a

Move the directional control lever to PARK. Do

Keep oil and fuel in a designated location and do

Lower the dump body to the frame.

When refueling, stop the engine and do not

Mounting And Dismounting

General Safety & Operating Instructions

Precautions With High Temperature Fluids

Prevention Of Injury By Work Equipment

Immediately after truck operation, engine coolant,

Never enter or put your hand, arm or any other part of

To prevent hot coolant from spraying:

Precautions When Using ROPS

1. Stop the engine.

Asbestos Dust Hazard Prevention

ROPS installed on equipment manufactured and

Use an approved respirator when necessary.

General Safety & Operating Instructions

PRECAUTIONS BEFORE OPERATION

Precautions For Attachments