Ce BD 008300

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 Mining Systems, Inc. and is not

to be reproduced, used, or disclosed except in accordance with written
authorization from Komatsu Mining Systems, Inc.
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
distributor for information on the latest revision.
CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust and some of its constituents are known to
the State of California to cause cancer, birth defects and other
reproductive harm.
FOREWORD
This Manual is written for use by the service technician and is designed to help the technician become
fully knowledgeable of the truck and all its systems in order to keep it running and in production. All
maintenance personnel should read and understand the materials in this manual before performing
maintenance and/or operational checks on the truck. All safety notices, warnings and cautions should
be understood and followed when accomplishing repairs on the truck.
The first section covers component descriptions, truck specifications and safe work practices, as well
as other general information. The major portion of the manual pertains to disassembly, service and
reassembly. Each major serviceable area is dealt with individually. For example: The disassembly,
service and reassembly of the radiator group is discussed as a unit. The same is true of the engine
and engine accessories, and so on through the entire mechanical detail of the truck. Disassembly
should be carried only as far as necessary to accomplish needed repairs.
The illustrations used in this manual are, at times, typical of the component shown and may not
necessarily depict a specific model.
This manual shows dimensioning of metric and (U.S. standard) units throughout. All references to
Right, Left, Front, or Rear are made with respect to the operators normal seated position,
unless specifically stated otherwise.
Standard torque requirements are shown in torque charts in the Introduction section and individual
torques are provided in the text in bold face type, such as 723 kg.m (100 ft.lbs.) torque. All torque
specifications have 10% tolerance unless otherwise specified.
A Product Identification plate is normally located on the truck frame upright in front of the left side
front wheel and designates the Truck Model Number, Product Identification Number (vehicle serial
number), and Maximum G.V.W. (Gross Vehicle Weight) rating.
The KOMATSU Haulpak Model designation consists of three numbers and one letter (i.e. 530M).
The three numbers represent the basic truck model. The letter M designates a Mechanical drive
and the letter E designates an Electrical propulsion system.
The Product Identification Number (vehicle serial number) contains information which will identify the
original manufacturing bill of material for this unit. This complete number will be necessary for proper
ordering of many service parts and/or warranty consideration.
The Gross Vehicle Weight (GVW) is what determines the load on the drive train, frame, tires, and other
components. The vehicle design and application guidelines are sensitive to the total maximum Gross
Vehicle Weight (GVW) and this means the total weight: the Empty Vehicle Weight + the fuel &
lubricants + the payload.
To determine allowable payload:
Service all lubricants for proper level and fill fuel tank of empty truck (which includes all accessories,
body liners, tailgates, etc.) and then weigh truck.
Record this value and subtract from the GVW rating. The result is the allowable payload.
NOTE: Accumulations of mud, frozen material, etc. become a part of the GVW and reduces allowable
payload. To maximize payload and to keep from exceeding the GVW rating, these accumulations
should be removed as often as practical.
Exceeding the allowable payload will reduce expected life of truck components.
A00018 11/97
Introduction
A-1
This ALERT symbol is used with the signal words,

CAUTION, DANGER, and WARNING 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
A00018 11/97
TABLE OF CONTENTS
SUBJECT
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A
STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
ENGINE, FUEL, COOLING AND AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . .
ELECTRIC SYSTEM (24 VDC. NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . . .
TRANSMISSION AND TORQUE CONVERTER
. . . . . . . . . . . . . . . . . . . . . . . . . . . F
DRIVE AXLE, SPINDLES AND WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J
AIR SYSTEM (NO AIR SYSTEM ON THIS TRUCK) . . . . . . . . . . . . . . . . . . . . . . . . . . K
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L
OPTIONS AND SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OPERATORS CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P

ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R
A00018 11/97
Introduction
A-3
KOMATSU 530M Haulpak Truck
A-4
Introduction
A00018 11/97
SECTION A
GENERAL INFORMATION
INDEX
TRUCK COMPONENT DESCRIPTION & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . A2-1
GENERAL SAFETY AND TRUCK OPERATION
. . . . . . . . . . . . . . . . . . . . . . . . . A3-1
WARNINGS AND CAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
CHARTS AND TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1
STORAGE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1
A01001 2/94
Index
A1-1
NOTES
A1-2
Index
A01001 2/94
MAJOR COMPONENTS AND SPECIFICATIONS

ENGINE
POWER STEERING
The KOMATSU 530M Haulpak Truck is powered by a

Cummins KTA-50 diesel engine, Rated for 1082 kW
(1450 SAE Brake HP) @ 1900 RPM.
The 530M Haulpak truck is equipped with a full time

power steering system which provides positive steering control with a minimum of effort by the operator.
The system includes nitrogen-charged accumulators
which automatically provide emergency power if the
steering hydraulic pressure is reduced below an established minimum.
TRANSMISSION
The TORQFLOW transmission consists of a 3-element, single-stage, two-phase torque converter and a
planetary gear, multiple disc clutch transmission which
is hydraulically actuated and force-lubricated for optimum heat dissipation.
The TORQFLOW transmission is capable of seven (7)
forward speeds and one (1) reverse gear. Automatic
shifting is controlled by electronic shift control with
automatic clutch modulation in all gears. A lockup
system consisting of a wet, double-disc clutch, is activated in F1--F7 gears for increased fuel savings.
BRAKE SYSTEM
Depressing the brake pedal, or pulling the lever on the
R.H. side of the steering wheel, actuates hydraulic
front and rear service brakes. Both front and rear
service brakes are oil-cooled, multiple-disc brakes.
These brakes are automatically activated when the
engine speed exceeds the rated revolutions of the shift
position.
RETARDER
FINAL DRIVE ASSEMBLY
The final drive consists of a plug-in differential with
planetary wheel drive.
The operator can manually apply both the front and

rear oil-cooled, multiple-disc brakes by moving the
retarder contol lever which is mounted on the steering
column, or by using the foot-operated brake pedal.
SUSPENSION
OPERATORS CAB
The Haulpak Operators Cab has been engineered for
operator comfort and to allow for efficient and safe
operation of the truck.
Hydro-pneumatic suspension cylinders are used at

each wheel to reduce shock and provide riding comfort
for the operator and machine stability.
The cab provides for wide visibility, with an integral

4-post ROPS/FOPS stucture, and an advanced analog operator envirnment. It includes a tinted safetyglass 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
electronic display/monitoring panel to keep the operator informed of the trucks operating circuits. Audible
alarms and indicator lights warn the operator of system
malfunctions.
A02038 7/99
Major Components and Specifications
A2-1
530M MAJOR COMPONENTS
A2-2
A02038 7/99
SPECIFICATIONS
SERVICE CAPACITIES
ENGINE
Cummins
. . . . . . . . . . . . . . . . .
KTA-50
Number of Cylinders . . . . . . . . . . . . . . . 16
Operating Cycle (diesel) . . . . . . . . . . 4-Stroke
Rated.......1082
.....................kW
.. (1450 SAE Brake HP) @ 1900 RPM
Flywheel . 1027 kW ( 1377 SAE HP) @ 1900 RPM
Weight (dry) . . . . . . . . . 4932 kg (10,873 lbs)
TORQFLOW TRANSMISSION
Automatic Electronic Shift Control
. . . with Automatic Clutch Modulation In All Gears.
Torque Converter . . . . 3-Element, Single-stage,
. . . . . . . . . . . . . . . . . . . . . Two-phase
Lockup Clutch . . . . . . . . . Wet, Double-disc,
. . . . . . . . . . . . . . Activated in F1--F7 gears.
Transmission . . . . 7 Forward Speeds, 1 Reverse
. . . . . . . . Planetary Gear, Multiple Disc Clutch,
. . . . . . Hydraulically Actuated, Force-lubricated
Gear . . . . . . . . . . . Km/h . . . . . MPH
1 . . . . . . . . . . . . . 10.3 . . . . . . 6.4
2 . . . . . . . . . . . . . 13.8 . . . . . . 8.6
3 . . . . . . . . . . . . . 18.4 . . . . . 11.4
4 . . . . . . . . . . . . . 23.2 . . . . . 14.4
5 . . . . . . . . . . . . . 31.1 . . . . . 19.3
6 . . . . . . . . . . . . . 42.0 . . . . . 26.1
7 . . . . . . . . . . . . . 58.0 . . . . . 36.0
Rev . . . . . . . . . . . . . 9.4 . . . . . . 5.8

Final Drive . . . . . . . . . . . Plug-in Differential
. . . . . . . . . . . . . with Planetary Wheel Drive
Reduction Ratios:
Bevel Set . . . . . . . . . . . . . . . . . 2.647:1
Planetary Final Drive . . . . . . . . . . . 7.235:1
Total Reduction . . . . . . . . . . . . . 19.151:1
ELECTRIC SYSTEM
Batteries (series-parallel)
Alternator . . . . . . .
. . . 4 x 12V / 220 A. Hr.

24 Volt, 100 Ampere Output
Lighting . . . . . . . . . . . . . . . . . . .
Starters
24 Volt
. . . . . . . . . Two (2) - 24 Volt Electric
A02038 7/99
. . . . . . . . . . . . . . Liters . U.S. Gallons

Cummins . . . . . . . . . . 170 . . . . . (44.9)
(Includes Lube Oil Filters)
Cooling System . . . . . . 511 . . . . (135.0)
Fuel Tank . . . . . . . . . . 2120 . . . . (560.0)
Transmission . . . . . . . . 120 . . . . . (31.7)
And Torque Converter
Hydraulic System . . . . . . 710 . . . . (187.6)
(Includes Retarder Cooling)
Differential . . . . . . . . . 300 . . . . . (79.0)
Final Drive (each planetary) . 120 . . . . . (31.7)
HYDRAULIC SYSTEM
Hydraulic Pumps (3)
Hoist (Tandem Gear)
. 805 l/min. (213 gpm) @ 18 960 kPa (2,750 psi)
Steering (Piston Pump)
221 l/min. (58.5 gpm) @ 18 960 kPa (2,750 psi)
Brakes (Tandem Gear) . . 1512 l/min. (400 gpm)
Hoist Control Valve . . . . . . . . . . . Spool Type
Positions . . . . . Raise, Hold, Float, and Lower
Hydraulic Cylinders
Hoisting . . . . . . . 3-Stage Telescoping Piston
Steering . . . . . . . Twin - Double Acting Piston
Relief Valve Setting . . . . . 18 960 kPa (2,750 psi)
Filtration . . . . . . . In-line Replaceable Elements
Suction . . . . . . . Single, Full Flow, 100 Mesh
Hoist & Steering . . . . . . Dual, Full Flow, In-line
. . . . . . High Pressure. Beta 12 Rating = 200
Transmission . . . . . . . . Dual, High Pressure
SERVICE BRAKES
Actuation: . . . . . . . . . . . . . . . All-Hydraulic
Front . . . . . . . . . . . Oil-Cooled, Multiple-Disc
Rear . . . . . . . . . . . Oil-Cooled, Multiple-Disc
Both Act as both Service and Retarder Brakes
Retarder Brakes:
Normally Applied . . . . Manually By Operator.
Automatically Actuated . . . . . . . . . . . . .
when engine speed exceeds the rated revolutions of the shift position for the transmission.
Parking Brake: . . Spring-Applied, Oil Released
. Dry Caliper Disc Actuates On Rear Drive Shaft
Emergency Brakes:
An emergency brake valve actuates the brakes
automatically, if the hydraulic pressure drops
below a pre-set value.
Manual operation is also possible.
A2-3
STEERING
OVERALL TRUCK DIMENSIONS
Turning Circle Diameter (SAE) . . . . 24.4 m (80 ft)
Loading Height
Automatic Emergency Steering
Minimum Clearance Height . . . . . 5.85 m (19 2")
. . 2 Accumulators
. . . . . . . . . . 4.965 m (16 3")
Overall Length . . . . . . . . . . . 11.48 m (37 8")
TIRES
Maximum Width . . . . . . . . . . . 6.62 m (21 9")
Rock Service (E-3) . . . . . . . . . . . . Tubeless
WEIGHT DISTRIBUTION
Standard . . . . . . . . . . . . . . . .
Based on SAE 2:1 Heaped . . . 78 m3 (102 yds3)

(w/Cummins Engine; and . . . . . 33.00 R51 Tires)
EMPTY . . . . . . . . Kilograms . . . Pounds
Front Axle . . . . . . . 48 795 . . . 107,575
Rear Axle . . . . . . . 51 195 . . . 112,865
Total . . . . . . . . . . 99 990 . . . 220,440
LOADED (100 Ton PAYLOAD)
. . . . . . . . . . . . . Kilograms . . . Pounds
Front Axle . . . . . . . 82 327 . . . 181,500
Rear Axle . . . . . . 167 149 . . . 368,500
Total * . . . . . . . . 249 475 . . . 550,000
* Not to Exceed 249 475 kg (550,000 lbs.).
Including Options, Fuel & Payload
Rim Size . .
33.00 R51
61x 12.95 x 12.7 cm (24 x 51 x 5 in.)
Phase II Generation
. . . . Separable Tire Rims
DUMP BODY CAPACITY (Standard)

Struck . . . . . . . . . . . . . . .
54 m3 (71 yds3)
Heaped @ 2:1 (SAE) . . . . . . . 78 m3 (102 yds3)
OVERALL TRUCK DIMENSIONS

All dimensions shown are with 33.00 R51 tires.
A2-4
A02038 7/99
GENERAL SAFETY
Safety records of most organizations will show that the
greatest percentage of accidents are caused by unsafe acts of persons. The remainder are caused by
unsafe mechanical or physical conditions. Report all
unsafe conditions to the proper authority.
The following safety rules are provided as a guide for
the operator. However, local conditions and regulations may add many more to this list.
SAFETY IS THINKING AHEAD

Prevention is the best safety program. Prevent a
potential accident by knowing the employers safety
requirements, all necessary job site regulations as well
as use and care of the safety equipment on the truck.
Only qualified operators or technicians should attempt
to operate the Haulpak Truck.
Safe practices start before the operator gets to

the equipment!
1. Wear the proper clothing. Loose fitting clothing,
unbuttoned sleeves and jackets, jewelry, etc., can
catch on a protrusion and cause a potential hazard.
2. Always use the personal safety equipment provided for the operator such as hard hat, safety
shoes, safety glasses or goggles. There are some
conditions when protective hearing devices
should also be worn for operator safety.
3. When walking to and from the truck, maintain a
safe distance from all machines even if the operator is visible.
At The Truck - Ground Level Inspection

4. Before operating truck, a careful visual inspection
should be completed. Report any items that need
attention to the proper authority.
a. Visually inspect all headlights, worklights,
clearance lights, and taillights for damage and
be certain lenses are clean. Good visibility may
prevent an accident.
b. Visually inspect entire truck for oil or coolant
leaks, and loose nuts and bolts, especially at
the load carrying areas, such as: wheels, suspensions, steering, and brakes.
A03008
If engine has been running, allow coolant to cool

before removing the fill cap or draining radiator.
Any operating fluid, such as hydraulic oil, or engine coolant escaping under pressure, can have
sufficient force to enter a persons body by penetrating the skin and cause serious injury and possibly death, if proper medical treatment by a
physician who is familiar with this type of injury is
not received immediately.
c. When checking coolant in radiator, relieve
pressure before removing radiator cap.
Do not stand in front of rim and locking ring when

inflating tire.
d. Check tires for cuts, damage or bubbles.
Check tires for proper inflation. If tire is warm
from operation, allow tire to cool before adjusting tire pressure. If inflation is needed,
use an air chuck with extension hose clipped
on the tire inflation valve to allow service from
behind the tread of the tire and away from front
of wheel.
e. Clean ladder and handrails of any foreign
material such as ice, snow, mud or oil.
f. Upon completion of an exterior inspection of
the truck, clean mud, grease, or snow from
shoes before climbing access ladder.
Preparing For Operation
Always mount and dismount facing the truck.

Never attempt to mount or dismount the truck
while it is in motion.
5. Always use handrails and ladder when mounting
or dismounting from the truck.
6. Check the deck areas for debris, loose hardware
or tools.
General Safety and Operating Instructions
A3-1
7. Become familiar with all protective equipment

devices on the truck and insure that these items
(anti-skid material, grab bars, seat belts, etc.) are
securely in place.
8. Read and understand the contents of this manual.
Read the sections pertaining to safety and operating instructions with special attention. Become
thoroughly acquainted with all gauges, instruments and controls before attempting operation
of the truck.
Read and understand WARNING and CAUTION
decals in the operators cab.
9. Keep all unauthorized reading material out of
truck cab.
10. Do not carry tools and supplies or allow trash to
accumulate in cab of truck.
11. Insure steering wheel, horn, controls and pedals
are free of any oil, grease or mud.
21. 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!
22. Report immediately to supervisor any conditions
on haul road, pit or dump area that may cause an
operating hazard.
23. Check for flat tires periodically during shift. If truck
has been run on a flat, it must not be parked
in a building until the tire cools.
If tire must be changed, do not stand in front of
rim and locking ring when inflating tire mounted
on the machine. Observers should not be permitted in the area and should be kept away from the
side of such tires.
12. Insure headlights, worklights and taillights are in

proper working order.
13. Insure windshield and all cab windows are clean
and unbroken. Good visibility may prevent an
accident.
14. Check operation of windshield wiper, condition of
wiper blades, and check washer reservoir for fluid
level.
15. Be familiar with all steering and brake system
controls and warning devices, road speeds and
loading capabilities, before operating the truck.
Tire and rim assembly may expode if subjected to

excessive heat. Personnel should move to a remote or protected location if sensing excessively
hot brakes, smell of burning rubber or evidence of
fire near tire and wheel area.
If the truck must be approached, such as to fight a
fire, those personnel should do so only while facing the tread area of the tire (front or back), unless
protected by use of large heavy equipment as a
shield. Stay at least 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
at least 8 hours or until the tire and wheel are cool.
Truck Operation
16. DO NOT leave truck unattended while engine is
running.
24. Always have parking brake applied when the truck

is parked and unattended.
17. WEAR SEAT BELTS AT ALL TIMES. Only

authorized persons are allowed to ride in truck.
Riders should be in cab only.
25. When parking, park a safe distance from other

vehicles as determined by supervisor.
18. Do not allow anyone to ride on decks or steps of

truck.
26. Keep serviceable fire fighting equipment at hand.

Report used extinguishers for replacement or
refilling.
19. Do not allow anyone to get on or off truck while it

is in motion.
20. Do not move truck into or out of a building without
a signal person present.
A3-2
27. 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.
A03008
ADDITIONAL JOB SITE RULES

Use this space to add any ADDITIONAL Job Site Rules not covered in any of the previous discussions.
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A03008
A3-3
WHEN REPAIRS ARE NECESSARY

1. Only qualified maintenance personnel who understand the systems being repaired should accomplish repairs.
2. Many components on the truck are large and
heavy. Insure that lifting equipment - hoists,
slings, chains, lifting eyes - are of adequate capacity to handle the lift.
3. DO NOT WORK under a suspended load. Do not
work under raised body unless body safety cables, props, or pins are in place to hold the body
in up position.
4. Do not repair or service truck while engine is
running, except when adjustments can only be
made under such conditions. Keep a safe distance from moving parts.
5. When servicing any air conditioning system with
refrigerant, wear a face shield and cold resistant
gloves for protection against freezing. Be certain
to follow all current regulations for handling and
recycling refrigerants.
6. Follow package directions carefully when using
cleaning solvents.
7. 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 second cable to
connect the 24V negative (-) post of the auxililary
assist battery to a frame ground (-) on the disabled truck away from the battery.
8. 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 battery charging alternator lead wire
and isolate transmission electronic control components before making welding repairs.
Always fasten the welding machine ground (-)
lead to the piece being welded; grounding
clamp MUST BE ATTACHED AS NEAR AS
POSSIBLE to the weld area. Never allow welding current to pass through ball bearings, roller
bearings, suspensions, or hydraulic cylinders. Always avoid laying welding cables over or near the
vehicle electrical harnesses. Welding voltage
could be induced into the electrical harness and
possibly cause damage to components.
A3-4
9. If truck is to be towed for any reason, use a rigid

tow bar. Check truck cab for decal recommending
special towing precautions. (Also refer to Towing
Procedure in OPERATING INSTRUCTIONS.)
10. Drain, clean and ventilate fuel tanks and/or hydraulic tanks before making any welding repairs.
Any operating fluid, such as hydraulic oil or brake

fluid escaping under pressure, can have sufficient
force to enter a persons 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.
11. Relieve pressure in lines or hoses before making
any disconnects.
12. After adjustments or repairs, replace all shields,
screens and clamps.
13. Tire Care:
Do not stand in front of rim and locking ring when

inflating tire mounted on the machine. Observers
should not be permitted in the area and should be
kept away from the side of such tires.
Do not weld or apply heat on the rim assembly with
the tire mounted on the rim. Resulting gases inside
the tire may ignite, causing explosion of tire and
rim.
14. Only a qualified operator or experienced maintenance personnel who are also qualified in operation should move the truck under its own power
in the repair facility or during road testing after
repairs are complete.
A03008
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 by the
operator before attempting to start the engine.
SAFETY IS THINKING AHEAD
Prevention is the best safety program. Prevent a
potential accident by knowing the employers safety
requirements and all necessary job site regulations, as
well as use and care of the safety equipment on the
truck.
Only qualified operators or technicians should attempt
to operate or maintain the Haulpak 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 hat, 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.
At The Truck - Ground Level Walk Around

Inspection
At the beginning of each shift, a careful walk around
inspection of the truck should be made before the
operator attempts engine start-up. A walk around inspection is a systematic ground level inspection of the
truck and its components to insure that the truck is safe
to operate before entering the operators cab.
Start at the left front corner of the truck (see illustration,
next page), and move in a counter-clockwise direction,
front-to-rear, across the rear, and continuing forward
up the opposite side of the truck to the original starting
point. If these steps are taken in sequence, and are
repeated from the same point and in the same direction
before every shift, many potential problems may be
avoided.
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If problems or potential problems are found during the

walk-around, be sure to notify maintenance. Vehicle
breakdowns and UNSCHEDULED downtime and loss
of production can be reduced.
Local work practices may prevent an operator from
performing all tasks suggested here, but to the extent
permitted, the operator should follow this or similar
routine.
1. Start at left front of truck (see illustration, next
page). While performing the walk around inspection, visually inspect all lights and safety equipment for external damage from rocks or misuse.
Make sure lenses are clean and unbroken.
2. Move behind the front of the left front tire, inspect
the hub and the oil disc brake assemblies for
leaks and any abnormal conditions.
Check that all suspension attaching hardware is
secure and inspect for evidence of wear. Check
that the suspension extension (exposed piston
rod) is correct, and that there are no leaks.
3. With engine stopped, check engine oil level.
Check that the engine oil filters or oil lines to filters
are not leaking.
4. Inspect fan and air conditioner belts for correct
tension, obvious wear, and tracking. Inspect fan
guard for security and condition.
5. Move outboard of the front wheel, and inspect
attaching lugs/wedges to be sure all are tight and
complete. Check tires for cuts, damage or bubbles and that inflation appears to be correct.
6. Move behind the rear of the front wheel, inspect
for leaks at hub or brakes or any unusual conditions. Inspect suspension hardware to be sure it
is all in place. Inspect the tie-rod pivots and
steering cylinder for proper greasing, and for security of all parts. Inspect for any hydraulic leaks.
7. Inspect sight glass for transmission oil level.
Check pumps on front of transmission for leakage
and check that all parts are secure.
8. Move to the side of the hydraulic tank and check
the hydraulic fluid level for both the hydraulic tank
and brake cooling oil. Oil should be visible in sight
glass with engine stopped and body down.
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START HERE
KOMATSU 530M Haulpak Truck
A3-6
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9. Move on around the hydraulic tank and in front of

the rear dual tires, inspect the hoist cylinder for
any damage and leaks.
Inspect both upper and lower hoist cylinder pins
for security, and for proper greasing.
19. Move on around the fuel tank, inspect the fuel

quantity gauge. Inspect the attaching hardware
for the fuel tank at the upper saddles, and then at
the lower back of the tank for the security and
condition of the mounts.
10. Before leaving this position, look to see that there

is no leakage or any other unusual condition with
transmission or drive shaft.
20. Move in behind the right front wheel, and inspect

the tie-rod pivots and steering cylinder for proper
greasing, and for security of all parts.Be sure the
suspension protective cover is in good condition.
Check suspension attaching hardware and suspension extension, as well as greasing and attaching hardware for the steering cylinder.
11. Move on around the dual tires, check to see that

all lugs/wedges are in place and tight. Inspect
wheel for any leakage that may be coming from
inside the wheel housing that would indicate
planetary leakage.
Check dual tires for cuts, damage or bubbles
and that inflation appears to be correct. If truck
has been run on a flat, the tire must be cooled
before parking truck inside. Inspect for any
rocks that might be lodged between dual tires,
and that rock ejector is in good condition and
straight so that it can not damage a tire.
12. Inspect left rear suspension for damage and for
proper inflation, and that there are no leaks. Inspect also for proper greasing, and that covers
over the chromed piston rod are in good condition.
13. Check final drive housing breather. Replace
breather if obstructed. Check for leakage around
final drive housing and wet disc brake housings
and the hoses connected to the housings.
14. While standing behind final drive housing, look up
to see that rear lights are in good condition, along
with back up horns. Inspect linkage rods to see
that all locations are getting proper greasing.
21. Move out and around the right front wheel, inspect
that all lugs/wedges are in place and tight.
22. Move in behind the front of the right front wheel,
check hub and the oil disc brakes for leaks and
any unusual condition. Inspect the engine compartment for any leaks and unusual condition.
Inspect the fan guard, and belts also for any rags
or debris behind radiator.
23. Move on around to the right front of the truck.
24. As you move in front of the radiator, inspect for
any debris that might be stuck in front of the
radiator and remove it. Check for any coolant
leaks. Inspect all headlamps and fog lights.
25. Before climbing ladder to first level, be sure
ground level engine shutdown switch is ON (if
equipped).
26. Climb ladder to main deck. Always use grab rails
and ladder when mounting or dismounting from
the truck. Clean ladder and hand rails of any
foreign material, such as ice, snow, oil or mud.
Also look at both body hinge pins for greasing and

any abnormal condition.
15. Perform the same inspection on the right rear
suspension as done on the left.
16. Move on around the right dual tires, inspect between the tires for rocks, and for condition of the
rock ejector, inspect the tires for cuts or damage,
and for correct inflation.
Always mount and dismount ladders facing the

truck. Never attempt to mount or dismount while
the truck is in motion.
17. Perform the same inspection for wheel lugs,

wedges, wheel cover latches, and for leaks that
was done on the left hand dual wheels.
18. Move in front of right dual tires, and inspect the
hoist cylinder the same as was done on the left
side.
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27. When checking coolant in radiator, use coolant

level sight gauge (if equipped) or observe coolant
level through opening in end of hood. If it is
necessary to remove radiator cap, shut down
engine (if running), and relieve coolant pressure
SLOWLY before removing radiator cap.
If engine has been running, allow coolant to cool,

before removing the fill cap or draining radiator.
Serious burns may result if coolant is not allowed
to cool.
2. Check and insure Transmission Range Selector

is in Neutral before starting.
3. Do not attempt to start engine while cold weather
starting heater (if equipped) is in operation. Damage to coolant heaters will result, due to lack of
circulation.
4. The key switch is a three position
(Off, Run, Start) switch.
When the key slot is in the vertical
position, the electrical system is
Off and no electrical devices are
energized.
28. Inspect battery box cover for looseness or damage.
Use this key position to stop the engine when it is

running.
29. Check air cleaner indicator. If the RED area is

showing in the indicator, the air filter must be
cleaned/replaced before operating truck.
When the switch is rotated one position clockwise, it is in the Run position
and all electrical circuits (except
Start) are energized.
30. Clean cab windows and mirrors; clean out cab

floor as necessary. Insure steering wheel, controls and pedals are free of any oil, grease or mud.
31. Stow personal gear in cab so that it does not
interfere with any operation of the truck. Dirt or
trash buildup, specifically in the operators cab,
should be cleared. Do not carry tools or supplies
in cab of truck or on the deck.
32. Adjust seat and steering wheel so that it is comfortable for use.
33. Read and understand the OPERATOR CONTROLS AND INSTRUMENT PANEL discussion
in the Operation & Maintenance Manual.
Be familiar with all control locations and functions
BEFORE operating truck.
With Transmission Selector

Lever in the Neutral position,
rotate key switch fully clockwise
to start position (Transmission
Range Selector in Neutral)
and hold this position until engine starts (see NOTE below). Start position is
spring loaded to return to run when key is released.
NOTE: The starter is equipped with an Engine
Prelube System; a noticeable time delay will occur (while engine lube oil passages are being
filled) before starter engagement and engine
cranking will begin. The colder the engine oil
temperature, the longer the time delay will be. In
addition, if truck is also equipped with Engine
Starting Aid for cold weather starting, the Engine
ENGINE START-UP SAFETY PRACTICES

Safety rules must be observed upon engine start-up.
Insure adequate ventilation before start-up, if the

truck is in an enclosure. Exhaust fumes are dangerous!
1. Insure all personnel are clear of truck before
starting engine. Always sound the horn as a
warning before actuating any operational controls.
A3-8
Prelube System should be engaged FIRST for

5-10 seconds, or until starter is engaged, BEFORE activating the Engine Starting Aid .
Starting fluid is extremely volatile and flammable!
Use with extreme care.
If truck is equipped with Engine Starting Aid for
cold weather starting, and ambient temperature
is below -5C (23F), push the Engine Starting Aid
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switch in for three seconds; then release. Turn

the key switch to the start position. If engine
does not start, wait at least 15 sec. before repeating the procedure.
Do not crank an electric starter for more than 30
seconds. Allow two minutes for starter motor
cooling before attempting to start engine again.
Severe damage to starter motor can result from
overheating.
5. The truck cannot be push started. Transmission
lube and control systems are inoperative when
engine is not running.
6. When getting a battery assist from one truck to
another, all switches must be Off prior to making
any connections. Be certain to maintain correct
polarity. Connect one lead of booster cable to 24V
positive (+) post of battery needing assist, and
other lead of the booster cable to the 24V positive
(+) post of auxiliary battery. Connect one lead of
second booster cable to 24V negative (-) post of
auxiliary battery and then connect other lead of
the booster cable to a good frame ground on the
disabled truck away from the battery needing
assist. This procedure will avoid the possibility of
causing sparks near the battery where explosive
gases may be present.
NOTE: The KOMATSU 530M Haulpak Trucks are
equipped with four 12 volt batteries connected in series
and parallel to provide 24 volt output. Be certain to
maintain correct voltage and polarity when connecting
booster cables. Damage to electrical components may
result if voltage and polarity are not correct.
AFTER ENGINE HAS STARTED

1. Become thoroughly familiar with steering and
emergency controls. Test the truck steering in
extreme right and left directions. If the steering
system is not operating properly, shut engine
down immediately. Determine the steering system problem and have repairs made before resuming operation.
2. Operate each of the trucks brake circuits at least
twice prior to operating and moving the truck.
These circuits include individual activation from
the operators cab of the service brake, retarder
control lever, parking brake switch, brake lock
switch, and emergency brake switch. Activate
each circuit individually with the engine running
and with the hydraulic circuit fully charged.
If any application or release of any brake circuit
does not appear proper or if sluggishness is
apparent on application or release, shut the engine down and notify maintenance personnel. Do
not operate truck until brake circuit in question is
fully operational.
3. Check gauges, warning lights and instruments
before moving the truck to insure proper system
operation and proper instrument functioning.
Give special attention to braking and steering
circuit warning lights. If warning lights come on,
shut down the engine immediately and determine
the cause.
4. Insure headlights, worklights and taillights are in
proper working order. Good visibility may prevent
an accident. Check operation of windshield wiper
and washer.
5. When truck body is in dump position, do not allow
anyone beneath it, unless body-up retaining device is in place.
6. Do not use the fire extinguisher for any purpose
other than putting out a fire! If extinguisher is
discharged, report the occurrence so the used
unit can be refilled or replaced.
7. Do not allow unauthorized personnel to ride in the
truck. Do not allow anyone to ride on the ladder
or on the deck of the truck.
8. Do not leave truck unattended while engine is
running. Shutdown engine before leaving cab.
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A3-9
LOADING
MACHINE OPERATION
SAFETY PRECAUTIONS
After the truck engine is started and all systems are
functioning properly, the operator must follow all local
safety rules to insure safe machine operation.
1. Pull into the loading area with caution. Remain at

a safe distance while truck ahead is being loaded.
2. Do not drive over unprotected power cables.
3. When approaching or leaving a loading area,
watch out for other vehicles and for personnel
working in the area.
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 truck as soon as
safety permits, shut down engine if problem indicates and have problem corrected before resuming truck operation.
4. When pulling in under a loader or shovel, follow

Spotter or Shovel Operator signals. The truck
operator may speed up loading operations by
observing the location and loading cycle of the
truck being loaded ahead, then follow a similiar
pattern.
1. Always sound the warning horn before moving the

truck. When backing the truck, give back-up signal (three blasts on horn); when starting forward,
two blasts on horn. These signals must be given
each time the truck is moved forward or backward. Look to the rear before backing the truck.
Watch for and obey ground spotters hand signals
before making any reverse movements. Spotter
should have a clear view of the total area at the
rear of the truck.
5. Operator should remain in truck cab with engine

running while truck is being loaded.
Place Transmission Range Selector in Neutral
and apply the Brake Lock Switch.
2. Operate the truck only while properly seated with

seat belt fastened. Keep hands and feet inside
the cab compartment while truck is in operation.
Keep a firm grip on steering wheel at all times.
3. Check gauges and instruments frequently during
operation for proper readings.
4. Observe all regulations pertaining to the job sites
traffic pattern. Be alert to any unusual traffic pattern. Match the truck speed to haul road conditions and slow the truck in any congested area.
Obey the spotters signals at shovel and dump.
5. Do not allow engine to run at Idle for extended
periods of time.
6. Check parking brake periodically during working
shift. Use parking brake for parking only.
Do not attempt to apply parking brake while truck
is moving!
7. Apply the Brake Lock Switch at the shovel and
dump areas.
8. Proceed slowly on rough terrain to avoid deep ruts
or large obstacles. Avoid traveling close to soft
edges and the edge of fill area.
9. Truck operation requires concentrated effort by
the driver. Avoid distractions of any kind while
operating the truck.
A3-10
If operator must leave truck cab during loading,

engine must be shut down and parking brake applied. DO NOT use emergency brake for parking.
Remain far enough away from truck to avoid being
struck by flying material.
6. When truck is loaded, pull away from shovel as
quickly as possible, but with extreme caution.
HAULING
1. Always stay alert! If unfamiliar with the road, drive
with extreme caution.
2. Govern truck speed by the road conditions,
weather and visibility.
3. Operate truck so it is under control at all times.
4. Use extreme caution when approaching a haul
road intersection. Maintain a safe distance from
oncoming vehicles.
5. Obey all road signs.
6. Always dim headlights when meeting oncoming
vehicles.
7. Maintain a safe distance when following another
vehicle. Never approach another vehicle from the
rear, in the same lane, closer than 15 m (50 ft).
When operating on a down grade, stay at least 30
m (100 ft) away.
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8. Before starting down a grade, maintain a speed

that will insure safe operation and provide effective retarding under all conditions.
When descending a known grade with a loaded
truck, the operator should adjust the speed of the
truck if necessary, to preselect a transmission
gear range, so that operation can be maintained
within the speeds listed on the Retarding Capacity decal located inside the cab on the left front
cab post (Shown below). Either the retarder control lever or the foot-operated brake pedal can be
used to control the speed of the truck.
System components can accept heating at a

higher-than-continuous rate for a short period of
time, beyond which the system would become
over-temperature.
The short-length rating (sometimes called the
three-minute limit) 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 grade exceeds the allowable amount, the grade will need to be negotiated
at the continuous speed. Ambient temperature,
as well as the prior temperature of the brake
cooling oil can affect this number (the brake cooling oil could already be above the normal range
from recent operating conditions).
DO NOT exceed these recommended MAXIMUM

speeds when descending grades with a loaded
truck.
For Efficient Retarder Operation, the operator
should:
Maintain engine RPM between 2000 ---- 2100
RPM, and
When descending a grade, the operator should
apply the retarder lever/foot pedal and observe
both the Tachometer and the Brake Oil Temperature Gauge . The engine RPM must be maintained at 2000 -- 2100 RPM and the Brake Oil
Temperature must be maintained below 248oF
(120oC).
Retarder Operation
Two lists are provided on the Retarding Capacity decal, one a continuous rating and the second
a short-length rating. Both lists are matched to the
truck at maximum Gross Vehicle Weight.
The continuous numbers on the chart indicate the
combination of speeds and grades which the
vehicle can safely negotiate for unlimited time or
distance.
The short-length numbers listed on the chart indicate the combination of speeds and grades
which the vehicle can safely negotiate for three
minutes. These speeds are faster than the continuous values, reflecting the thermal capacity of
various system components.
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If the operator observes that either the maximum

engine speed of 2100 RPM or the Brake Oil
Temperature of 248oF (120oC) are about to be
exceeded, the operator should immediately move
the transmission range selector to the next lower
range and use, either the retarder control lever,
or the foot-operated brake pedal, to apply more
brake pressure until the truck is slowed to a speed
which will permit the transmission to downshift to
the gear range selected.
Continue this procedure to downshift to the required gear range to maintain engine speed at
2000 -- 2100 RPM and brake oil temperature
below 248oF (120oC). When the proper gear
range is attained, continue to use the retarder as
needed to maintain a safe, productive speed.
A3-11
If brake oil temperature exceeds 248oF (120oC),

the Brake Oil Temperature Warning light will turn
on. As quickly as safety will permit, bring the
truck to a complete stop away from traffic, move
transmission range selector to Neutral, apply
the parking brake, and run engine at high idle.
Continue to run engine at high idle until Brake Oil
Temperature Warning light turns off and brake oil
temperature cools to below 248oF (120oC). If
temperature does not return to this range within
a few minutes, report the condition immediately
to maintenance personnel and wait for further
instructions before moving truck.
PASSING
1. Do not pass another truck on a hill or blind curve!
2. Before passing, make sure the road ahead is
clear. If a disabled truck is blocking your lane,
slow down and pass with extreme caution.
3. Use only the areas designated for passing.
9. When operating truck in darkness or when visibility is poor, do not move truck unless headlights
are on. Do not back truck if back-up horn or lights
are inoperative.
10. When backing the truck, give back-up signal
(three blasts on horn); when starting forward, two
blasts on horn. These signals must be given each
time the truck is moved forward or backward.
11. Do not stop or park on a haul road unless unavoidable. If you must stop, move truck to a safe place,
apply parking brake, shut down engine, block
wheels securely and notify maintenance personnel for assistance.
12. If the warning light for Low Steering Pressure
illuminates during operation, steer the truck immediately to a safe stopping area, away from
other traffic, if possible. Refer to item 11 above.
13. Report haul road conditions immediately. Muddy
or icy roads, pot holes or other obstructions can
present hazards.
14. Cab doors should remain closed at all times while
truck is in motion or unattended.
15. Check for flat tires periodically during shift. If truck
has been run on a flat, it must not be parked
in a building until the tire cools.
A3-12
A03008
To Raise dump body:
DUMPING
1. Pull into dump area with extreme caution. Make
sure area is clear of persons and obstructions,
including overhead utility lines. Obey signals directed by the spotter, if present.
Avoid unstable areas. Stay a safe distance from
edge of dump area.
Position truck on a solid, level surface before
dumping.
As body raises, the truck Center of Gravity (CG)

will move. Truck must be on level surface to prevent tipping / rolling!
2. Carefully maneuver truck into dump position.

When backing truck into dump position, use only
the foot-operated brake pedal to stop and hold
truck.
3. When in dump position, place transmission range
selector at the Neutral position, and apply the
Brake Lock switch.
The dumping of very large rocks (10% of payload,

or greater) or sticky material (loads that do not flow
freely from the body) may allow the material to
move too fast and cause the dump body to move
RAPIDLY and SUDDENLY. This sudden movement
may jolt the truck violently and cause possible
injury to the operator, and/or damage to the hoist
cylinders, frame, and/or body hinge pins. If it is
necessary to dump this kind of material, refer to
the CAUTION in the following procedure:
4. Pull the Hoist Control Lever back to the RAISE
position and release lever.
(Releasing the hoist lever anywhere during the
Hoist Up/RAISE operation will place the dump
body in HOLD at that position.)
5. Raise engine RPM to accelerate hoist speed.
Refer to the CAUTION below.
When body is near the maximum angle, reduce
engine RPM (reduce foot pressure on the accelerator pedal) to reduce shock load to the hydraulic
system and hoist cylinders.
If dumping very large rocks or sticky material as

decribed in WARNING above, slowly accelerate
engine RPM to raise the dump body.
When the material starts to move, release hoist
lever to HOLD position. If material does not continue moving and clear dump body, repeat this
procedure until material has cleared dump body.
HOIST CONTROL VALVE
1. Hoist Control Lever
3. DOWN Position
2. FLOAT/"HOLD"
4. RAISE Position
Postion
5. Center Console
ARROW Points to Front of Truck
6. When the dump body rises to the desired position,

release the hoist control lever (it will return to the
HOLD position). If desired to raise the body
further, move dump lever again to RAISE position and dump body will rise until hoist cylinders
are fully extended.
(Releasing the hoist lever anywhere during the
Hoist Up/RAISE operation will place the dump
body in HOLD at that position.)
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A3-13
To Lower Body:
SAFE PARKING PROCEDURES
7. After material being dumped clears the dump

body, lower body to frame by moving the Hoist
Control Lever forward to the DOWN position
and the dump body will start to move down.
The operator must continue the use of safety precautions when preparing for parking and engine shutdown.
8. Releasing the lever completely will automatically

return it to the FLOAT position. The dump body
will then move down under its own weight.
If dumped material builds up at body tailgate and
body cannot be lowered, shift Transmission
Range Selector to D (Drive), release Brake
Lock switch, and drive forward to clear material.
Stop, shift Transmission Range Selector to N
(Neutral), apply Brake Lock switch and lower
dump body. See NOTE : * below.
The truck is not to be moved with

the dump body raised except for
emergency moves only. Failure
to lower the dump body before
moving truck may cause damage
to hoist cylinders, frame and/or
body hinge pins.
NOTE: When traveling, always place the dump lever
at the FLOAT position, regardless of whether or not
the truck is loaded.
* If the transmission range selector is moved to any
position other than N (neutral) when the dump lever
is not at the FLOAT position, the central warning lamp
will flash and the alarm buzzer will sound intermittently.
9. With body returned to frame, move Transmission
Range Selector to D (Drive), release Brake
Lock switch, and leave dump area carefully.
In the event that the equipment is being worked 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. The truck should be parked on level ground, if at
all possible. If parking must be done on a grade,
the truck should be positioned at right angles to
the grade.
2. The parking brake must be applied and/or chocks
placed fore/aft of wheels so that the truck cannot
roll. Each truck should be parked at a reasonable
distance from another.
3. Haul roads are not safe parking areas. In an
emergency, pick the safest spot most visible to
other machines in the area. If the truck becomes
disabled where traffic is heavy, mark the truck
with warning flags in daylight or with flares at
night.
SHUTDOWN PROCEDURE
The following sequence of shutdown procedure is
important and should be followed at each shutdown.
1. Stop truck, reduce engine RPM to low idle. Place

Transmission Range Selector in Neutral and
apply parking brake.
2. Allow engine to cool gradually by running at low
idle for 3 to 5 minutes.
3. Turn keyswitch to the off position to stop engine.
4. Close and lock all windows, remove key from key
switch and lock cab to prevent possible unauthorized truck operation.
5. Dismount truck properly.
A3-14
A03008
TOWING
Prior to 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.
Towing a disabled truck requires a rigid tow bar capable of towing at least 1.5 times the Gross Vehicle
Weight (GVW) of the vehicle being towed.
NEVER use cable for towing a disabled vehicle!
When towing becomes necessary, use the tow eyes
installed under the front frame/bumper and take the
following precautions:
1. Block disabled truck to prevent movement while
preparing truck for towing and attaching tow bar.
Inspect tow bar for capacity (it must be capable
of towing at least 1.5 times the Gross Vehicle
Weight of vehicle being towed).
2. Determine primary reason that vehicle is disabled.
a. If truck is disabled because of a suspected final
drive problem, both right and left planetary sun
gears/drive axles should be removed before
any towing. (Refer to Section G in the Shop
Manual for procedure.)
Extensive secondary damage can occur to
final drive components and/or transmission, if truck is towed without first removing
sun gears/drive axles.
b. If truck is disabled because of a suspected
transmission problem, and the towing distance
surpasses 800m (2,625 ft), remove the drive
shaft between the transmission and the differential case (if final drive sun gears have not
been removed).
c. If the engine of the disabled truck is operable;
keep the engine running while towing, so that
the steering and braking can be used.
d. If the engine is NOT operable, hydraulic power
for steering and braking and transmission lubrication will not be available.
Install the necessary hydraulic connections between the towing vehicle and the disabled truck
to provide hydraulic power for steering and
braking. (Refer to the decals on the truck near
the hydraulic manifold.)
Disconnect transmission as stated above.
A03008
3. Determine that towing vehicle has adequate capacity to both move and stop the towed truck
under all conditions.
4. Protect both operators in the event of tow bar
failure.
5. Release disabled truck brakes and remove all

blocking.
Do not tow the truck any faster than 8 kph (5 MPH).

6. Sudden movement may cause tow bar failure.
Smooth and gradual truck movement is preferred.
7. Minimize tow angle at all times NEVER EXCEED 30o.
The towed truck must be steered in the direction
of the tow bar.
A3-15
NOTES
A3-16
A03008
WARNINGS AND CAUTIONS

The following pages give an explanation of the Warning, Caution, and Service Instruction plates and decals attached
to the KOMATSU 530M Haulpak truck. The plates and decals listed here are typical of this model, but because of
customer options, individual trucks may have plates and decals that are different from those shown here.
The plates and decals must be kept clean and legible. If any decal or plate becomes unable to be read or damaged,
it should be replaced with a new one.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A warning decal is located at the lower right side of the
instrument panel and below the key switch.
The warning stresses the importance of reading the
operators manual before operation.
Never apply the auxiliary brake switch when the

truck is moving, except as an emergency measure.
A Grade/Speed plate showing Retarding Capacities is
located on the left front post of the operators cab and
. . . . . . . . . . . . . . . . . . . . . .
A warning decal is located to the far right of the
instrument panel and below the Auxiliary Brake switch.
Depress the center button to apply the auxiliary brake.
The RED lamp will illuminate.
Depress the button again to release the auxiliary
provides the recommended MAXIMUM speeds to be

used when descending various grades with a loaded
truck.
Refer to Hauling/Retarder Operation, OPERATING
INSTRUCTIONS, Section 3, of the Operation & Maintenance, for complete details regarding the use of the
information on this chart.
brake; the light will turn Off.
When the auxiliary brake switch is activated, full,
unmodulated hydraulic brake pressure is applied
to all wheels. The parking brake is also applied.
A04027 6/98
Always refer to the decal in operators cab.

This decal may change with OPTIONAL truck
equipment such as: tire sizes, etc.
Warnings and Cautions
A4-1
A plate attached to the right rear corner of the cab states the Rollover Protective Structure and Falling Object Protective
Structure meets various SAE performance requirements.
! WARNING ! Do not make modifications to this structure, or attempt to repair damage without
written approval from the Manufacturer.
Unauthorized repairs will void certification.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DANGER plates are mounted on each suspension and

accumulator cylinder. These plates warn that the suspensions and accumulators are charged with high
pressure nitrogen. No servicing of any kind should be
attempted until the service manual has been referenced and proper and safe procedures are followed.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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
body-up retention device (pins or cable) is in position.
A4-2
A04027 6/98
A plate is mounted on the left hand side of the transmission oil pan to provide instructions for proper transmission oil level check.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Warning plates are mounted on the truck frame in front

of and to the rear of both front tires to alert all persons
to stay clear when the truck is being steered.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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 radiator cap. Unless the pressure
is first released, removing the radiator cap after the
engine has been running for a time will result in the hot
coolant being expelled from the radiator.
Serious scalding and burning can result.
Service personnel should use caution when servicing radiator. The system is pressurized because
of thermal expansion of coolant. DO NOT remove radiator cap while engine is hot. Severe
burns may result.
A04027 6/98
A4-3
A plate on the side of the hydraulic tank furnishes

instructions for filling the hydraulic tank.
Keep the system open to the atmosphere only as long
as absolutely necessary to lessen chances of system
contamination. Service the tank with clean Type C-4
hydraulic oil. All oil 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 level with body down,
engine stopped, and key switch Off (to assure pressure has been relieved from system) before removing
fillercap.
Add oil per filling instructions, if oil level is below top of
sight glass.
A warning plate is attached to the frame above the

hydraulic system (APU) quick disconnect fittings to
alert technicians that high pressure hydraulic oil is
present during operation. Care must be taken when it
is necessary to open the hydraulic system. There is
always a chance of residual pressure being present.
Open fittings slowly to allow any pressure to bleed off
before removing any connections.
Any operating fluid, such as hydraulic oil, escaping under pressure can have sufficient force to
enter a persons body by penetrating the skin.
Serious injury and possibly death may result if
proper medical treatment by a physician familiar
A4-4
A04027 6/98
A plate is located next to filler cap on fuel cap which

specifies Diesel Fuel Only. Care should be taken to
open cap slowly and bleed off pressure that may be in
tank when removing filler cap.
Operation and Maintenance Manual refered to is from
Engine Manufacturer.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Attached to the interior of battery box lid is a DANGER
plate. This plate stresses the need to keep from making any sparks near the battery. When another battery
or 24VDC power source is used for auxiliary power, all
switches must be Off prior to making any connections. When connecting auxiliary power cables, positively maintain correct polarity; connect the positive (+)
leads together and then connect the negative (-) lead
of the auxiliary power cable to a good frame ground.
Do not connect to the negative post of the truck battery
or near the battery box. This hookup completes the
circuit but minimizes danger of sparks near the batteries.
Sulfuric acid is corrosive and toxic. Use proper safety
gear, goggles, rubber gloves and rubber apron when
handling and servicing batteries. Avoid contact with
skin, eyes or clothing. In event of accident, immediately flush with plenty of water and call a physician.
KEEP OUT OR REACH OF CHILDREN!
These decals are placed on the top of the battery box
and near the battery disconnect switches to indicate
that the battery system (24VDC) is a NEGATIVE (-)
GROUND system.
This decal is placed above the battery disconnect
switches on the right side of the battery box to indicate
Off and On positions of the switches.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A caution plate is located on the side of the battery box.

These instructions must be followed when welding is
done on the truck to avoid damage to the electronic
components.
A04027 6/98
A4-5
A product identification plate is located on the right hand frame rail near the front bumper. This lists the vehicle model
number, maximum G.V.W. and Product Identification Number. The Product Identification Number (vehicle serial
number) contains information which will identify the original manufacturing bill of material for this unit. This complete
number will be necessary for the proper ordering of many service parts and/or warranty consideration.
The lubrication chart is located on the left hand front fender behind the ladder.
Refer to Maintenance - Section 4, Lubrication and Service, for more complete lubrication instructions.
A4-6
A04027 6/98
STANDARD TABLES
This manual provides dual dimensioning for many specifications. Metric units are specified first, with U.S. standard
units in parentheses. References throughout the manual to standard torques or other standard values will be to one
of the following Tables.
For values not shown in any of the charts or tables, standard conversion factors for most commonly used
measurements are provided in TABLES I and .
NOTE: Portions of this truck may be assembled with SAE (U.S.) hardware.
BE SURE TO REFER TO THE CORRECT TABLE!
INDEX OF TABLES
TABLE
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page
TABLE I . . . . . . COMMON CONVERSIONS

METRIC -to- ENGLISH . . A5-1
TABLE IISTANDARD TIGHTENING TORQUE
. . . . . . . For Capscrews and Nuts A5-2
TABLE IIISTANDARD TIGHTENING TORQUE
. . . . . . . . . . For Split Flange Bolts A5-2
TABLE IV . . . . . TIGHTENING TORQUE FOR
. . Flared Tube And Hose Fittings A5-2
TABLE V TEMPERATURE CONVERSIONS
A5-3
TABLE VI . . . . . . TORQUE CONVERSIONS

. . kilogram.meters To foot pounds A5-3
TABLE VII . . . . . . TORQUE CONVERSIONS
kilogram.meters To Newton.meters A5-3
TABLEVIII . . . . PRESSURE CONVERSIONS
. . . . . . . . . . . kg/cm2 To (psi) A5-4
TABLE IX . . . . PRESSURE CONVERSIONS
. . . . . . . . . . . . kg/cm2 To kPa A5-4
TABLE X . . . PRESSURE CONVERSIONS
. . . . . . . . . . . . . . . . psi To kPa A5-4
SEALANTS AND ADHESIVES . . . . . . . . . .
A5-5
TABLE XISTANDARD TIGHTENING TORQUE

. . . For SAE Capscrews and Nuts A5-6
TABLE XII . STANDARD ASSEMBLY TORQUE
12-Pt, Grade 9, Capscrews (SAE) A5-6
TABLE XIII.
JIC
. Swivel Nuts Torque Chart (SAE) A5-7
TABLE XIV . Pipe Thread Torque Chart (SAE) A5-7
TABLE I COMMON CONVERSIONS

METRIC -to- ENGLISH
TO CONVERT
MULTIPLY BY
FROM
TO
millimeter (mm)
inch in.
0.0394
centimeter (cm)
inch in.
0.3937
meter (m)
foot ft.
3.2808
meter (m)
yard yd.
1.0936
kilometer (km)
mile mi.
0.6210
sq. centimeters (cm2)
sq. in. in.2
0.1550
2
sq. centimeters (cm )
sq. ft. ft.2
0.001
cu. centimeters (cm3)
cu. in. in.3
0.061
liters (l)
cu. in. in.3
61.02
cu. meters (m3)
cu. ft. ft.3
35.314
liters (l)
cu. ft. ft.3
0.0353
grams (g)
ounce oz.
0.0353
milliliter (ml)
fluid ounce fl. oz.
0.0338
kilogram (kg)
pound (mass)
2.2046
Newton (N)
pound (force) lbs.
0.2248
Newton.meters (N.m)
kilogram.meters (kg.m)
0.102
Newton.meters (N.m)
ft. lbs. (force)
0.7376
kilogram.meters (kg.m) ft. lbs. (force)
7.2329
kilogram.meters (kg.m) Newton.meters (N.m)
9.807
kilopascals (kPa)
psi (pressure)
0.1450
megapascals (MPa)
psi (pressure)
145.038
kilograms/cm2 (kg/cm2) psi (pressure)
14.2231
kilograms/cm2 (kg/cm2) kilopascals (kPa)
98.068
kilogram (kg)
ton (short)
0.0011
metric ton
ton (short)
1.1023
liters (l)
quart qt.
1.0567
liters (l)
gallon gal.
0.2642
Watts
HP (horsepower)
0.00134
kilowatts (kW)
HP (horsepower)
1.3410
TABLE XV . O-Ring Boss Torque Chart (SAE) A5-7

TABLE XVI
....O-Ring
........
Face Seal Torque Cht (SAE) A5-7
TABLE XVII . . . . . COMMON CONVERSIONS
ENGLISH -to- METRIC
............ A5-8
A05005 12/01
Standard Tables
A5-1
TABLE I
STANDARD TIGHTENING TORQUE FOR
METRIC HEX HEAD CAPSCREW AND NUT ASSEMBLY
Capscrew Thread
Diameter
(mm)
Width
Across Flat
(mm)
6
8
10
12
14
16
18
20
22
24
27
30
33
36
39
10
13
17
19
22
24
27
30
32
36
41
46
50
55
60
Kilogram.meters
(kg.m)
Newton.meters
(N.m)
Foot Pounds
(ft.lbs.)
Tolerances 10%
Tolerances 10%
Tolerances 10%
1.35
13.2
10
3.2
31.4
23
6.7
65.7
48
11.5
112
83
18.0
177
130
28.5
279
206
39.0
383
282
56.0
549
405
76.0
745
550
94.5
927
684
135
1320
975
175
1720
1266
225
2210
1630
280
2750
2025
335
3280
2420
This Table represents standard values only.
Do not use these values to replace torque values which are specified in the Service Manual instructions.
TABLE III
TIGHTENING TORQUE FOR SPLIT FLANGE BOLTS
Capscrew Thread
Diameter
(mm)
Width
Across Flat
(mm)
10
12
16
14
17
22
Kilogram.meters
(kg.m)
Newton.meters
(N.m)
Foot Pounds
(ft.lbs.)
Tolerances 10%
Tolerances 10%
Tolerances 10%
6.7
65.7
48
11.5
112
83
28.5
279
206
Do not use these values to replace torque values which are specified in the Service Manual instructions.
TABLE IV
TIGHTENING TORQUE FOR FLARED TUBE AND HOSE FITTINGS
Thread Diameter
of Nut
(mm)
Width
Across Flat
(mm)
14
18
22
24
30
33
36
42
19
24
27
32
36
41
46
55
A5-2
Kilogram.meters
(kg.m)
Tolerances 10%
2.5
5
8
14
18
20
25
30
Standard Tables
Newton.meters
(N.m)
Tolerances 10%
25
50
80
140
175
195
245
295
Foot Pounds
(ft.lbs.)
Tolerances 10%
18
36
58
101
130
145
180
215
A05005 12/01
TABLE V
TEMPERATURE CONVERSIONS
FORMULA:
F 32 1.8 = C
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.
kg.m
0
10
20
30
40
50
60
70
80
90
kg.m
0
10
20
30
40
50
60
70
80
90
0
(ft. lbs.)
72.3
144.7
217.0
289.3
361.6
434.0
506.3
578.6
651.0
0
(N.m)
98.1
196.1
294.2
392.3
490.4
588.4
686.5
784.6
882.6
A05005 12/01
1
7.23
79.6
151.9
224.2
296.5
368.9
441.2
513.5
585.9
658.2
TABLE VI TORQUE CONVERSIONS

kilogram.meter - kg.m To Foot Pounds (ft.lbs.)
1 kg.m = 7.2339 ft.lbs.
2
3
4
5
6
14.5
21.7
28.9
36.2
43.4
86.8
94.0
101.3
108.5
115.7
159.1
166.4
173.6
180.8
188.1
231.5
238.7
245.9
253.2
260.4
303.8
311.0
318.2
325.5
332.7
376.1
383.3
390.6
397.8
405.0
448.4
455.7
462.9
470.1
477.4
520.8
528.0
535.2
542.5
549.7
593.1
600.3
607.6
614.8
622.0
665.4
672.7
679.9
687.1
694.4
7
50.6
123.0
195.3
267.6
339.9
412.3
484.6
556.9
629.3
701.6
8
57.9
130.2
202.5
274.9
347.2
419.5
491.8
564.2
636.5
708.8
9
65.1
137.4
209.8
282.1
354.4
426.7
499.1
571.4
643.7
716.1
1
9.8
107.9
205.9
304.0
402.1
500.2
598.2
696.3
794.4
892.4
TABLE VII TORQUE CONVERSIONS

kilogram.meter - kg.m To Newton.meters (N.m)
1 kg.m = 9.807 N.m
2
3
4
5
6
19.6
29.4
39.2
49.0
58.8
117.7
127.5
137.3
147.1
156.9
215.8
225.6
235.4
245.2
255.0
313.8
323.6
333.4
343.2
353.1
411.9
421.7
431.5
441.3
451.1
510.0
519.8
529.6
539.4
549.2
608.0
617.8
627.6
637.5
647.3
706.1
716.0
725.7
735.5
745.3
804.2
814.0
823.8
833.6
843.4
902.2
912.1
921.9
931.7
941.5
7
68.6
166.7
264.8
362.9
460.9
559.0
657.1
755.1
853.2
951.3
8
78.5
176.5
274.6
372.7
470.7
568.8
666.9
764.9
863.0
961.1
9
88.3
186.3
284.4
382.5
480.5
578.6
676.7
774.8
872.8
970.9
Standard Tables
A5-3
kg/cm2
0
10
20
30
40
50
60
70
80
90
kg/cm2
0
10
20
30
40
50
60
70
80
90
PSI
0
10
20
30
40
50
60
70
80
90
0
(psi)
142.2
284.5
426.7
568.9
711.2
853.4
995.6
1137.8
1280.1
0
(kPa)
981
1961
2942
3923
4903
5884
6865
7845
8826
0
(kPa)
68.95
137.9
206.8
275.8
344.7
413.7
482.6
551.6
620.5
1
14.2
156.5
298.7
440.9
583.1
725.4
867.6
1009.8
1152.1
1294.3
TABLE VIII PRESSURE CONVERSIONS

kilograms/cm2 (kg/cm2) To pounds per sq. in. (psi)
1 kg/cm2 = 14.2231 psi
2
3
4
5
6
28.4
42.7
56.9
71.1
85.3
170.7
185.0
199.1
213.3
227.6
312.9
327.1
341.4
355.6
369.8
455.1
469.4
483.6
497.8
512.0
597.4
611.6
625.8
640.0
654.3
739.6
753.8
768.0
782.3
796.5
881.8
896.1
910.3
924.5
938.7
1024.1
1038.3
1052.5
1066.7
1081.0
1166.3
1180.5
1194.7
1209.0
1223.2
1308.5
1322.7
1337.0
1351.2
1365.4
7
99.6
241.8
384.0
526.3
668.5
810.7
952.9
1095.2
1237.4
1379.6
8
113.8
256.0
398.2
540.5
682.7
824.9
967.2
1109.4
1251.6
1393.9
9
128.0
270.2
412.5
554.7
696.9
839.2
981.4
1123.6
1265.9
1408.1
1
98
1079
2059
3040
4021
5001
5982
6963
7944
8924
TABLE IX PRESSURE CONVERSIONS

kilograms/cm2 (kg/cm2) To kilopascals (kPa)
1 kg/cm2 = 98.068 kPa
2
3
4
5
6
196
294
392
490
588
1177
1275
1373
1471
1569
2157
2256
2354
2452
2550
3138
3236
3334
3432
3530
4119
4217
4315
4413
4511
5100
5198
5296
5394
5492
6080
6178
6276
6374
6472
7061
7159
7257
7355
7453
8042
8140
8238
8336
8434
9022
9120
9218
9316
9415
7
686
1667
2648
3629
4609
5590
6571
7551
8532
9513
8
785
1765
2746
3727
4707
5688
6669
7649
8630
9611
9
883
1863
2844
3825
4805
5786
6767
7747
8728
9709
1
6.895
75.84
144.8
213.7
282.7
351.6
420.6
489.5
558.5
627.4
TABLE X PRESSURE CONVERSIONS

Pounds/sq. in. [psi] To kilopascals (kPa)
Formula: psi x 6.895 = kPa
2
3
4
5
6
13.79
20.68
27.58
34.47
41.37
82.74
89.63
96.53
103.42
110.32
151.7
158.6
165.5
172.4
179.3
220.6
227.5
234.4
241.3
248.2
289.6
296.5
303.4
310.3
317.2
358.5
365.4
372.3
379.2
386.1
427.5
434.4
441.3
448.2
455.1
496.4
503.3
510.2
517.1
524.0
565.4
572.3
579.2
586.1
593.0
634.3
641.2
648.1
655.0
661.9
7
48.26
117.21
186.2
255.1
324.1
393.0
462.0
530.9
599.9
668.8
8
55.16
124.1
193.1
262.0
331.0
399.9
468.9
537.8
606.8
675.7
9
62.05
131.0
200.0
268.9
337.9
406.8
475.8
544.7
613.7
682.6
NOTE: Tables such as Table VI, VII, VIII, IX, and X may be used as in the following example:
Example: Convert 955 kg.m to foot pounds (ft.lbs.).
1. Select Table VI.
2. Go to kg.m row 90, column 5; read 687.1
95 kg.m = 687.1 ft.lbs.
4. Go to kg.m row 0, column 5; read 36.2

5 kg.m = 36.2 ft.lbs. Add to step 3.
3. Multiply by 10:
950 kg.m = 6871 ft.lbs.
5.
A5-4
Standard Tables
950 + 5 kg.m = 6871 +36.2 = 6907.2 ft.lbs.

955 kg.m = 6907.2 ft.lbs.
A05005 12/01
Sealants and Adhesives

The recommended coating materials such as adhesives, gasket sealants and greases used for disassembly and
assembly are listed below.
For coating materials not listed below, use the equivalent of products shown in the table.
SEALANTS AND ADHESIVES

Nomenclature
Code
LT-1A
Part Number
TB1521
LT-1B
790-129-9050
LT-2
LT-3
(2 Part epoxy)
LG-1
LG-3
TB1374
790-129-9010
790-129-9170
LG-4
790-129-9020
LG-5
790-129-9080
Molybdenum
disulphide lubricant
LM-P
09940-00040
Grease
G2-LI
SYG2-400LI-A
Adhesives
Liquid Gasket
Applications
Used to apply rubber pads, rubber gaskets and cork plugs.
Used to apply resin, rubber, metallic and non-metallic
parts when a fast, strong seal is needed.
Preventing bolts, nuts and plugs from loosening and leaking oil.
UsSed as adhesive or sealand for metal, glass and plastic.
Used with gaskets and packings to increase sealing effect.
Heat-resistant gasket for precombustion chambers and exhaust piping.
Used by itself on mounting surfaces on the final drive and transmission
cases. Thickness after tightening: 0.07-0.08 mm (0.0027-0.0032 in)
Used by itself to seal grease fittings, tapered screw fittings and tapered
screw fittings in hydraulic circuits of less than 50 mm (2 in ) in diameter.
Applied to bearings and taper shafts to facilitate press-fitting
and to prevent sticking, burning or rusting.
General Purpose - Applied to bearings, sliding parts and oil seals for
lubrication, rust prevention and facilitation of assembling work.
PART NUMBERS
Three Bond
Komatsu
TB1374
TB1521
TB1104
TB1108B
TB1107
TB1110
A05005 12/01
TB1374
TB1521
790-129-9020
790-129-9010
790-129-9170
790-129-9080
Standard Tables
A5-5
TABLE XI
STANDARD TORQUE CHART
SAE HEX HEAD CAPSCREW AND NUT ASSEMBLY
(LUBRICATED THREADS)
TOLERANCES
GRADE 5
CAPSCREW TORQUE GRADE 5
THREAD
ft. lbs.
kg.m
N.m
SIZE
1/420
1/428
5/1618
5/1624
3/816
3/824
7/1614
7/1620
1/213
1/220
9/1612
9/1618
5/811
5/818
3/410
7
8
15
16
25
30
40
45
65
70
90
95
125
135
220
0.97
1.11
2.07
2.21
3.46
4.15
5.5
6.2
9
9.7
12.4
13.1
17.3
18.7
30.4
9.5
10.8
20.3
22
34
41
54
61
88
95
122
129
169
183
298
TORQUE GRADE 8
ft. lbs.
10
11
21
22
35
40
58
62
90
95
125
135
175
190
310
kg.m
N.m
CAPSCREW
THREAD
SIZE
GRADE 8
TORQUE GRADE 5
TORQUE GRADE 8
ft. lbs.
kg.m
N.m
ft. lbs.
kg.m
N.m
1.38
13.6
3/416
235
1.52
14.9
7/89
350
2.90
28
7/814
375
3.04
30
1.08
525
4.84
47
1.012
560
5.5
54
1.014
570
8.0
79
1 1/87
650
8.57
84
1 1/812
700
12.4
122
1 1/47
910
13.1
129
1 1/412
975
17.3
169
1 3/86
1200
18.7
183
1 3/812
1310
24.2
237
1 1/26
1580
26.2
258
1 1/212
1700
42.8
420
1 ft. lbs. = 0.138 kg.m = 1.356 N.m
32.5
48.4
51.9
72.6
77.4
78.8
89.9
96.8
125.9
134.8
166
181
219
235
319
475
508
712
759
773
881
949
1234
1322
1627
1776
2142
2305
335
500
530
750
790
800
1050
1140
1480
1580
1940
2120
2560
2770
46.3
69.2
73.3
103.7
109.3
110.6
145
158
205
219
268
293
354
383
454
678
719
1017
1071
1085
1424
1546
2007
2142
2630
2874
3471
3756
TABLE XII
Standard Assembly Torques For
12-Point, Grade 9, Capscrews (SAE)
The following specifications appy to required assembly
torques for all 12-Point, Grade 9 (170,000 psi minimum
tensile), Capscrews.
Capscrew threads and seats SHALL be lubricated
when assembled.
Unless instructions specifically recommend otherwise, these standard torque values are to be
used with simple lithium base chassis grease
(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.
A5-6
10%
TABLE XII - STANDARD ASSEMBLY TORQUE

for 12-Point, Grade 9, Capscrews
CAPSCREW
TORQUE
TORQUE
TORQUE
SIZE*
ft. lbs.
N.m
kg.m
0.250 - 20
12
16
1.7
0.312 - 18
24
33
3.3
0.375 - 16
42
57
5.8
0.438 - 14
70
95
9.7
0.500 - 13
105
142
14.5
0.562 - 12
150
203
20.7
0.625 - 11
205
278
28.3
0.750 - 10
360
488
49.7
0.875 - 9
575
780
79.4
1.000 - 8
860
1166
119
1.000 - 12
915
1240
126
1.125 - 7
1230
1670
170
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 in.
Do not use these values to replace torque values which are
specified in assembly instructions.
Standard Tables
A05005 12/01
TABLE XIII
TORQUE CHART FOR JIC 37 SWIVEL NUTS
WITH OR WITHOUT O-RING SEAL
SIZE
TUBE SIZE
THREADS
TORQUE
CODE
(O.D.)
UNF 2B
FT. LBS.
SIZE
CODE
TABLE XV
TORQUE CHART FOR
O-RING BOSS FITTINGS
TUBE SIZE
THREADS
(O.D.)
UNF 2B
TORQUE
FT. LBS.
0.125
0.31224
4 1
0.125
0.31224
4 2
0.188
0.37524
8 3
0.188
0.37524
5 2
0.250
0.43820
12 3
0.250
0.43820
8 3
0.312
0.50020
15 3
0.312
0.50020
10 3
0.375
0.56218
18 5
0.375
0.56218
13 3
0.500
0.75016
30 5
0.500
0.75016
24 5
10
0.625
0.87514
40 5
10
0.625
0.87514
32 5
12
0.750
1.06212
55 5
12
0.750
1.06212
48 5
14
0.875
1.18812
65 5
14
0.875
1.18812
54 5
16
1.000
1.31212
80 5
16
1.000
1.31212
72 5
20
1.250
1.62512
100 10
20
1.250
1.62512
80 5
24
1.500
1.87512
120 10
24
1.500
1.87512
80 5
32
2.000
2.50012
230 20
32
2.000
2.50012
96 10
SIZE
CODE
TABLE XIV
TORQUE CHART FOR
PIPE THREAD FITTINGS
WITH
PIPE THREAD
SEALANT
SIZE
FT. LBS.
WITHOUT
SEALANT
FT. LBS.
0.12527
15 3
20 5
0.25018
20 5
25 5
0.37518
25 5
35 5
0.50014
35 5
45 5
12
0.75014
45 5
55 5
16
1.00011.50
55 5
65 5
20
1.25011.50
70 5
80 5
24
1.50011.50
80 5
95 10
32
2.00011.50
95 10
120 10
A05005 12/01
Standard Tables
SIZE
CODE
TABLE XVI
TORQUE CHART FOR
O-RING FACE SEAL FITTINGS
TUBE SIZE
THREADS
(O.D.)
UNF 2B
TORQUE
FT. LBS.
0.250
0.43820
11 1
0.375
0.56218
18 2
0.500
0.75016
35 4
10
0.625
0.87514
51 5
12
0.750
1.06212
71 7
16
1.000
1.31212
98 6
20
1.250
1.62512
132 7
24
1.500
1.87512
165 15
A5-7
TABLE XVII COMMON CONVERSIONS

ENGLISH -to- METRIC
TO CONVERT
MULTIPLY
FROM
TO
BY
inch in.
millimeter (mm)
25.40
inch in.
centimeter (cm)
2.54
foot ft.
meter (m)
0.3048
yard yd.
meter (m)
0.914
mile mi.
kilometer (km)
1.61
sq. in. in.2
6.45
sq. ft. ft.2
929
3
cu. in. in.
cu. centimeters (cm3)
16.39
cu. in. in.3
liters (l)
0.016
cu. ft. ft.3
cu. meters (m3)
0.028
cu. ft. ft.3
liters (l)
28.3
ounce oz.
kilogram (kg)
0.028
fluid ounce fl. oz.
milliliter (ml)
29.573
pound (mass)
kilogram (kg)
0.454
pound (force) lbs.
Newton (N)
4.448
in. lbs. (force)
Newton.meters (N.m)
0.113
ft. lbs. (force)
Newton.meters (N.m)
1.356
ft. lbs. (force)
kilogram.meters (kg.m)
0.138
kilogram.meters (kg.m) Newton.meters (N.m)
9.807
psi (pressure)
kilopascals (kPa)
6.895
psi (pressure)
megapascals (MPa)
0.007
psi (pressure)
kilograms/cm2 (kg/cm2)
0.0704
ton (short)
kilogram (kg)
907.2
ton (short)
metric ton
0.907
quart qt.
liters (l)
0.946
gallon gal.
liters (l)
3.785
HP (horsepower)
Watts
745.7
HP (horsepower)
kilowatts (kW)
0.745
A5-8
Standard Tables
A05005 12/01
STORAGE AND IDLE MACHINE PREPARATION

There may be periods when it is necessary for a
machine to be idle for an extended period of time.
Properly prepared, a stored machine may promptly
and safely be put back into operational service. Improper preparation, or complete lack of preparation,
can make the job of getting the vehicle back to operating status difficult.
The following information outlines the essential proper
steps for preparing a unit for extended storage, and
the necessary steps to bring it back to operational
status - these are the ideals. Additional information is
given to help restore those machines which were not
put into storage, merely shut down and left idle for a
long period of time.
Much of this material is of a general nature since the

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

There will be periods when a vehicle may be idle from
30-60 days, but must be ready for use at all times.
5. Once a month, perform the 10 hour service items

shown in the Operation and Maintenance Manuals. Keep batteries properly serviced.
The most effective handling of this type situation is to

follow the procedure given below to prevent any deterioration from beginning.
1. Keep the vehicle fully serviced.

2. On a weekly schedule, perform a visual check of
the vehicle, start and run the engine until both the
engine and transmission are up to operating temperature. Move the vehicle around the yard for a
few minutes to insure that all internal gears and
bearings are freshly lubricated.
3. Operate all hydraulic functions through complete
range to insure that cylinder rams and all seals
are fully lubricated.
4. Check and operate all systems.
A07004
STORAGE PROCEDURES
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. Engine should be prepared for storage according

to instructions found in the engine manufacturers
manual.
2. Transmission should be prepared for storage.
Instruction will be found in the transmission Service Manual. Several storage variations are given.
3. The vehicle should be in top operating condition
with all discrepancies corrected. Paint should be
in good condition, no rust or corrosion, all exposed, machined or unpainted surfaces should
be coated with a good rust preventative grease.
4. After the vehicle has been parked in its storage
location, all hydraulic cylinders, including Hydrair
suspensions (Trucks), should be retracted as
much as possible (steering cylinders centered).
Wipe the exposed portion of all cylinder rams
clean and, coat (including seals on ends of barrel)
with good preservative grease.
5. If long term storage is anticipated, the vehicle
should be blocked up with the tires clear of the
ground or floor to remove vehicle weight from the
tires. Lower air pressure in the tires to 15-25 psi
(103-172 kPa). Completely cover the tires with
tarpolins to minimize rubber oxidation and deterioration.
Refer to Section "P", Fluid Specifications and

Charts, of the HAULPAK service manual 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.
8. New hydraulic filters should be installed and the
hydraulic tank fully serviced with Type C-4 oil as
specified in Section "P", Lubrication and Service,
of the HAULPAK service manual.
Any operating fluid, such as hydraulic oil, escaping under pressure can have sufficient force to
enter a persons 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.
9. Disconnect batteries, If possible, batteries should
be removed and stored in a battery shop or a cool
dry location on wooden blocks. Do not store
batteries on a concrete floor. Clean battery compartment, remove all corrosion and paint compartment with acid proof paint.
6. Clean the radiator; refer to Engine Service Manual

and the Vehicle Service Manual for the proper
cleaning instructions.
7. The cooling system should be completely drained,
chemically flushed, and refilled with a conditioned
water/antifreeze solution suitable for the lowest
temperature anticipated.
10. Wheel axle housings and final drives should be

fully serviced with prescribed lubricants. Seal all
vents.
11. Exhaust openings and air cleaners should be
covered tightly with moisture barrier paper and
sealing tape.
A7-2
STORAGE PROCEDURES
A07004
12. All lubrication points (grease fittings) should be

serviced with the prescribed lubricants.
13. Relieve tension from all drive belts. The engine
manufacturer recommends insertion of heavy
kraft paper between belts and pulleys to prevent
sticking.
14. All vandalism covers and locks should be in place
and secured.
15. If so equipped, cab windows should be closed,
locked and sealed and the cab door locked to
prevent vandalism and weather effects.
16. The vehicle fuel tanks should be completely

drained of fuel, fogged with preservative lubricant,
("NOX-RUST" MOTOR STOR., SAE10) and
closed tightly. All fuel filters should be replaced.
17. If at all possible, to aid those who will eventually
place the unit back in operation, all available service publications (vehicle, engine and transmission) and a current parts catalog should be
packaged in a moisture proof package and placed
in the vehicle cab.
18. Be certain water drain holes in body (trucks) are
open.
REMOVAL FROM STORAGE

If the foregoing preparations were conscientiously followed in placing the vehicle into storage, getting it back
to operational status is a simple matter of reversing
these steps.
NOTE: Before starting the job or restoring a vehicle to
operation, obtain copies of the Operation and Maintenance Manual, Service Manual, Engine and Transmission Manuals and/or the Parts Book and follow ALL
special instructions regarding servicing the vehicle and
its components.
In addition to removing the storage materials, the
following actions should be taken.
1. Inspect the entire vehicle carefully for rust and
corrosion, correct as necessary.
5. Refer to the proper transmission service manual

for returning the transmission to operation.
6. Thoroughly inspect all drive belts, hydraulic, air
and oil lines for evidence of damage, wear or
deterioration. Replace any suspected lines. Dont
take chances on ruptures or blow-outs.
7. New hydraulic filters should be installed and the
hydraulic tank (reservoir) checked and serviced
with Type C-4 oil as specified in Section "P",
Lubrication and Service, of the HAULPAK service manual.
8. Drain on fuel tank should be opened to remove
any build up of moisture or sediment that may
have accumulated while in storage. Close drain
then fill the fuel tank with approved diesel fuel.
2. Service the engine according to the Engine Manufacturers Operation and Maintenance Manual.
3. Clean the radiator; refer Engine Manufacturers
Operation and Maintenance Manual.
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,
of the HAULPAK service manual 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.
A07004
NEVER blend gasoline, gasohol and/or alcohol

with diesel fuel. This practice creates an extreme
FIRE HAZARD and under certain conditions may
cause an EXPLOSION.
9. Make certain that all hydraulic controls, steering
linkage and throttle linkage points are lubricated
and operate freely before engine start up.
10. All electrical connections must be clean and tight.
Check security of all ground straps and cables.
STORAGE PROCEDURES
A7-3
11. Install fully charged batteries in unit. Clean connectors and connect battery cables. Compartment
must be free of corrosion. Secure batteries with
hold downs.
18. Use the Operation and Maintenance Manual for

guidance on engine start and vehicle checkout.
Make a thorough check of all hose and line connections for leakage when the engine is running.
12. Check all electrical cables for weathering, cracks

and/or damage. Replace any defective cables.
19. Before moving the vehicle, cycle all hydraulic

controls and steering to verify proper operation.
Verify proper operation of service brakes, emergency braking system and parking brake. Check
ALL system instruments to insure that all systems
are operational.
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.
20. When all systems are operational and all discrepancies are corrected, road test the vehicle in a
smooth, level, unobstructed area (with qualified,
experienced operator only) to check steering response, transmission shifting, service brake efficiency, and hydraulic functions. Only when it is
assured that the vehicle is in safe operational
condition should it be turned over to an operator.
13. Check all tires carefully for serviceability and inflate to proper pressure.
14. If disconnected, reconnect the parking brake linkage.
15. Completely service the vehicle as recommended
in Section "P", Lubrication and Service, of the
HAULPAK service manual for both 10 and 100
hour inspections.
21. Fire protection equipment on a machine which has

been in storage should be recharged before the
machine is returned to service.
16. Adjust all drive belts to specified tension.

17. Make certain that all hydraulic controls, steering
linkage and throttle linkage points are free before
engine start up.
A7-4
STORAGE PROCEDURES
A07004
RECONDITIONING AN IDLE VEHICLE
NEVER attempt operation of a vehicle which has

been standing idle for a long period until all systems which affect steering, brakes, engine, transmission and running gear have been completely
reconditioned. An unsafe vehicle can cause serious injuries and/or major property damage DONT TAKE CHANCES!
At times a vehicle is subjected to long idle periods
without being properly serviced for storage - merely
shut down and left to the elements for an extended
period. Reconditioning of this vehicle can and does
present a major expenditure of time and money when
it is to be put into operating condition.
1. Remove all trash and thoroughly clean the vehicle
before starting any inspection or maintenance.
2. Remove vehicle batteries and move to battery
shop for service and charging or replacement as
necessary.
3. Inspect tires thoroughly for tread and side wall

condition, weathering, cuts and cracks.
a. Any tire suspected of being unserviceable
should be dismounted and thoroughly inspected inside and out before being inflated.
Do not mix rim parts of different rim manufacturers. Rim parts may resemble those of a different
manufacturer, but the required tolerances may be
wrong. Use of mismatched rim parts is hazardous.
b. If tires are dismounted, all wheel components
must be cleaned, inspected, all rust and corrosion removed and parts repainted as applicable before remounting the tires. Follow the
safety rules when mounting and inflating tires.
c. Mount and inflate tires as shown in Operation
and Maintenance Manual or service manual.
4. Inspect vehicle service brakes carefully.
Before disabling the brake circuit, block all wheels

to prevent possible movement of the vehicle.
The use of vapor degreasing or steam cleaning is
not recommended, either for brake assemblies or
the component parts. Corrosion and rusting may
occur.
a. All brake lines and connections must be clean,
serviced and free of rust and corrosion.
b. Treadle valves must operate smoothly and
show no internal or external damage or contamination. Leakage limitations are shown in
Section "J", Brake System, of the HAULPAK
service manual.
Do not disassemble an inflated tire. Remove valve
core slowly, and allow pressure to bleed off, before
attempting to remove lockring. Also, eye protection should be worn during tire deflation to protect
against any foreign object being projected into the
eyes.
A07004
c. The parking brake actuator must cycle

smoothly when actuated by the parking brake
valve.
STORAGE PROCEDURES
A7-5
5. The vehicle engine should be inspected and serviced according to the Engine Manufacturers Operation And Maintenance Manuals.
a. Insure that exhaust is clear and clean, no foreign materials. If water entry is suspected,
disconnect air tubes at the turbochargers to
check for water damage before attempting
startup.
b. Replace fuel filters, fill filter cans with fresh fuel
for engine priming.
Have a new safety filter (secondary) filter element

on hand before removing old one. Do not keep
intake system open to atmosphere any longer than
absolutely necessary.
c. Remove and replace both the primary and
safety filter (secondary) elements in the air
cleaners. Check all intake lines between air
cleaners and engine. All clamps must be tight.
d. The tubes in precleaner section of air cleaner
assembly should be inspected, all tubes should
be clear and clean. Use a light to inspect the
tubes. The light should be visible. If clogging is
evident, precleaner must be cleaned. Clean
precleaner according to instructions in Section
"C", of the HAULPAK service manual.
e. Drain and flush engine cooling system. Fill with
coolant and inhibitors after checking all lines,
hoses and connections. Refer to Section "P",
Lubrication and Service, of the HAULPAK
service manual, for anti-freeze recommendations. Radiator cores must be clear of dirt and
trash.
To prevent injuries, always release spring tension

before replacing the fan belt.
f. Check and tighten engine fan drive belts, install
new belt set if necessary.
g. Check and tighten engine mounts.
6. Inspect and service the transmission according to
the Transmission service manual.
NOTE: If hydraulic pump or engine is inoperative, the
dump body should be raised with a crane so body
holding devices can be installed.
A7-6
a. Check all transmission electrical connections

for corrosion, cleanliness and tightness. Check
electrical cables for weathering, damage and
proper clamping.
b. Check drive lines for tightness of hardware and
worn U-joints.
c. Check transmission mounts for condition and
security.
7. If fuel was left in the tanks, it must be removed.
Do not attempt to use old diesel fuel.
a. With tanks empty, remove inspection plates
and thoroughly check interior of tanks; clean if
necessary to remove sediment and contamination. If fuel was contaminated, lines should be
disconnected and blown clear.
b. Check all fuel lines for deterioration or damage.
Replace lines as necessary.
c. Replace inspection covers, use new gaskets.
d. Service tanks with specified diesel fuel.
e. Replace fuel filters.

skin. Serious injury and possible death may result
if proper medical treatment by a physican familiar
8. Hydraulic tank should be drained. If oil is not
contaminated and is stored in clean containers, it
may be reused if filtered through 3-micron filter
elements when being pumped back into the tank.
Do not attempt to use contaminated hydraulic oil,
especially if water entry into the system is suspected.
NOTE: If filling is required, use clean hydraulic oil only.
Refer to the Lubrication chart in Section "P", Lubrication and Service, of the HAULPAK service manual for
proper oil specifications.
a. Replace hydraulic filter elements and clean
suction strainer elements. While suction strainers are removed, inspect and clean interior of
tank thoroughly to remove all sediment and
foreign material.
b. Inspect all hydraulic lines for deterioration or
damage. Replace suspected lines - dont risk
hose ruptures or blow outs.
STORAGE PROCEDURES
A07004
c. Check all hydraulic components - pumps,

valves and cylinders for damage and corrosion. Secure all mountings and connections.
Control valves in the cab must be free moving
with no binding.
d. Check exposed portions of all hydraulic cylinder rams for rust, pitting and corrosion. If plating is deteriorated, the cylinder should be
removed and overhauled or replaced; pitted or
scored plating will cause leakage at the cylinder seals.
9. Check front wheel hub, final drive and wheel axle
lubricant. If contamination is suspected, oil should
be drained completely and the component serviced with clean prescribed lubricant. If major contamination is present, disassembly and overhaul
will be in order.
ENGINE OPERATION
Insure that all tools and loose equipment have

been removed prior to engine start-up. Sound horn
prior to engine start. Make sure emergency shut
down is reset. Cables must be free moving in their
housings.
When all reconditioning operations have been completed, a static check of engine operation along with
operation of systems as well as verification of braking
and steering must be done before the vehicle is
moved.
10. Check parking brake. Since it is spring-applied, the

brake pads may be stuck tightly to the disc, it may
be necessary to remove and overhaul the parking
brake assembly.
11. Lubricate all grease fittings with prescribed lubricants which are not part of the automatic lubrication system. Pay particular attention to the
steering linkage connections. All pivot points must
be free of any binding.
12. Check alternator for corrosion or deterioration.
Alternator rotor must be free, with no binding or
roughness. Inspect, install and properly tension
the alternator drive belts.
1. Insure all personnel are clear of Equipment before

starting engine. Always sound the horn as a
warning before actuating any operational controls.
13. Check security of steering cylinder ball joints link

and hydraulic connections.
14. Examine Hydrair suspensions (trucks) for signs of
damage.
a. Discharge nitrogen from suspensions as outlined in the service manual. Check conditon of
suspension oil and cylinder wipers. If wipers
are cracked or hardened, the suspension must
be rebuilt. Recharge suspension with new oil if
old oil is deteriorated.
b. Check exposed chrome portions of cylinder for
rust, pitting and corrosion. If plating is deteriorated the suspension should be removed and
overhauled or replaced; pitted or scored plating
will rapidly cause leakage at the seals.
c. Recharge suspensions as outlined in the service manual.
15. If not previously done, install fully charged batteries and completely charge air tank (if equipped)
with shop air.
A07004
Before starting engine, clear the immediate area of

personnel and obstructions.
Never start the engine in a building unless the
doors and windows are open and ventilation is
adequate.
2. Turn key switch "On". Warning lights for low
brake, and steering pressure should illuminate
and the horn should sound. If the horn does not
sound, check all components in the circuit and
correct the discrepancy before continuing.
3. Turn key switch to start position to crank engine,
release switch when engine fires. Watch engine
oil pressure gauge; if pressure does not show in
10 - 15 seconds, shut down and locate problem.
STORAGE PROCEDURES
A7-7
4. While engine is warming up, make a careful

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

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

before moving the machine to insure proper system operation and proper gauge functioning. Give
special attention to braking and steering circuit
warning lights. If warning lights come on, shut
down the engine immediately and determine the
cause.
4. Cycle hoist controls and steering several times to
remove trapped air. Complete steering cycles in
both directions to verify steering response,
smoothness and reliability. Check seals and lines
for leaks.
5. When satisfied that all discrepancies have been
corrected, the vehicle is ready for a road test. This
test should be done only by a capable and experienced operator and should be accomplished in
a large open area where plenty of maneuvering
room is available. Some of the road test items
which should be covered will include:
a. Repeated test of braking efficiency at progressively higher speeds. Start at slow speeds.
Dont take chances with higher speeds until the
machine is determined to be completely safe.
b. Progressive upshifting and downshifting
through all speed ranges to insure proper
transmission shifting and synchronization.
6. When all tests and checks have been made and
the vehicle is ready for work, it should be visually
rechecked and fully serviced according to Section
"P", Lubrication and Service, of the HAULPAK
service manual.
Some of the conditions (others may be found) which

might be encountered after a machine has been exposed to the elements for a long period would include:
Increased corrosion and fungus growth on electrical components in humid/tropical areas.
Accelerated rust formation in humid climates.
Increased sand and dust infiltration in windy, dry
dusty areas. (These conditions can approach
sand blasting effects.)
Deterioration of rubber products in extreme cold
areas. Cables, hoses, O- rings, seals and tires
may become weather checked and brittle.
Animal or birds nests in unsealed openings.
A7-8
STORAGE PROCEDURES
A07004
ENGINE STORAGE-CUMMINS
Engine Storage-(Short Term)

1 Month to 6 Months
This procedure describes the proper method for the short term storage of an engine.
Prepare the Engine for Short Term

Storage
11. Disconnect the electrical wiring from the fuel pump

solenoid.
1. Operate the engine at "HIGH IDLE" until the

coolant temperature is 160 F (70 C).
12. Turn the fuel pump manual shutoff valve

counterclockwise until it stops.
2. Turn the engine "OFF".
13. Crank the engine slowly. Spray lubricating oil into

the intake manifold and the inlet of the air compressor.
3. Disconnect the fuel lines to the engine fuel filter

and the injector return line.
4. Use a preservative oil. Use Dauber T Chemical
NoxRust No. 518, or equivalent. The oil must
meet Military Specification MIL-L-644, Type P-9.
14. Cover all of the openings with tape to prevent dirt

and moisture from entering the engine.
15. Drain the coolant.
5. Fill two containers, one with diesel fuel, and the

second with preservative oil. Put both fuel lines
in the container of diesel fuel.
NOTE: It is not necessary to drain the coolant if it is a

permanent type antifreeze with a rust inhibitor.
6. "START" the engine.
16. Store the engine in an area that is dry and has a

uniform temperature.
7. After the engine is operating smoothly, transfer

the fuel supply line to the container of preservative oil. Operate the engine until the preservative
oil flows out of the injector return line.
17. Bar turn the Crankshaft two or three revolutions

every 3 to 4 weeks.
8. Turn the engine "OFF". Connect the fuel lines to

the fuel filter and the injector return line.
9. Drain the oil pan sump, oil filters, and fuel filters.
10. Install the drain plugs in the oil sump. The sump
can remain empty until the engine is ready to be
returned to service.
Remove the Engine from Short Term

Storage
1. Prime the lubricating system.
Refer to Cummins Engine Shop Manual, (Section
14-01, Engine Run-in-Period).
2. Fill the coolant system if necessary.
Put a warning tag on the engine. The tag must

indicate:
The engine does not contain oil.
Do not operate the engine.
A07004
3. Adjust the injector and the valve clearance. Refer

to Cummins Engine Shop Manual, (Section 0002, Engine Assembly).
4. Tighten the intake manifold mounting capscrews
to specified torques, refer to the Cummins Service Manual for specifications.
5. Fill the oil pan sump, oil filters, and fuel filters with
recommended lubricants and fuels.
STORAGE PROCEDURES
A7-9
Engine Storage- (Long Term)

6 Months to 24 Months
This procedure describes the proper method for the long term storage of an engine.
Prepare the Engine for Long Term Storage
1. Operate the engine at "HIGH IDLE" until the
coolant temperature is 160 F (70 C).
15. Cover all the openings with heavy paper and tape
to prevent dirt and moisture from entering the
engine.
2. Turn engine "OFF".

3. Drain the oil. Install the drain plugs. Use Shell
66202 or equivalent, preservative oil. The oil
must meet Military Specification MIL-L-21260,
Type P-10, Grade 2, SAE 30. Fill the engine to
the "HIGH" mark.
4. Disconnect the fuel lines to the engine fuel filter
and the injector return line.
5. Use Daubert Chemical NoxRust No. 518, or an
equivalent preservative oil. The oil must meet
Military Specification MIL- L- 644 Type P9.
6. Fill two (2) containers:
one with diesel fuel,
the second with preservative oil.
Put both fuel lines in the container of diesel fuel.
7. "START" engine.
8. After the engine is operating smoothly, transfer
the fuel supply line to the container of preservative oil. Operate the engine until the preservative
oil flows out of the injector return line.
9. Turn the engine "OFF". Connect the fuel lines to
the fuel filter and the injector return.
10. Drain the preservative oil from the engine oil pan
sump, the air compressor and the oil filters.
11. Remove the intake and exhaust manifolds. Spray
preservative oil into the intake and exhaust ports
in the cylinder heads and in the manifolds.
12. Spray preservative oil in the intake port on the air
compressor.
13. Use a rust preventative compound that meets
Military Specification MIL-C-16173C, Type P-2,
Grade 1 or 2. Brush or spray the compound on all
of the exposed surfaces that are not painted.
Put a WARNING tag on the engine. The tag must

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

1. Use clean diesel fuel. Flush the fuel system until
all of the preservative oil is removed.
2. Remove the plug from the main oil rifle passage.
Use a hot, lightweight mineral oil.
To flush all of the preservative oil from the engine:
Bar the engine crankshaft three to four revolutions during the flushing procedure.
3. Fill the oil pan sump, oil filters, and fuel filters.
4. Drain the rust preventative compound from the
cooling system. Fill the cooling system with coolant.
5. Prime the lubricating system.
14-01, Engine Run-in-Period).
6. Adjust the injector and the valve clearance.
00-02, Engine Assembly).
7. Tighten the intake manifold mounting capscrews.
14. Remove the rocker lever covers. Spray the rocker

levers, the valve stems, the springs, the valve
guides, the crossheads, and the push rods with
preservative oil. Install the covers.
A7-10
STORAGE PROCEDURES
A07004
TRANSMISSION PRESERVATION AND STORAGE

Storage, New Transmission
5. Continue running the engine at 1500 rpm with the

transmission in neutral until normal operating
temperature is reached.
(Prior to installation). New transmissions are tested

with preservative oil and drained prior to shipment. The
residual oil remaining in the transmission provides
adequate protection to safely store the transmission
for up to one year (stored inside the conditions of
normal climate and with all shipping plugs installed)
without further treatment.
If the unit does not have a converter-out temperature gage, do not stall the converter.
Preservation Methods. When the transmission is to be

stored or remain inactive for an extended period (one
or more years), specific preservation methods are
recommended to prevent damage due to rust, corrosion, and organic growth in the oil. Preservation methods are presented for storage with and without
transmission fluid.
6. If normal operating temperature is less than 225

F (107 C), shift the transmission to the highest
forward range and stall the converter.
When the converter-out temperature reaches
225 F (107 C), stop the engine. Do not exceed
225 F (107 C).
Storage, One Year -- Without Oil
7. As soon as the transmission is cool enough to

touch, seal all openings and the breather with
moisture-proof tape.
1. Drain the oil.

2. Spray two ounces (60 milliliters) of VCI #10
through the fill tube.
3. Seal all openings and the breather with moistureproof tape.
4. Coat all exposed, unpainted surfaces with preservative grease such as petroleum (MIL-C11796, Class 2).
5. If additional storage time is required, repeat steps
(2), (3) and (4) at yearly intervals.
8. Coat all exposed, unpainted surfaces with preservative grease such as petrolatum (MIL-C11796, Class 2).
9. If additional storage time is required, repeat steps
(2) through (8) at yearly intervals; except, it is not
necessary to drain the transmission each year.
Just add Motorstor and Biobor Jf (or equivalents).
Restoring Transmission to Service
Storage, One Year With Oil (normally in a vehicle

chassis)
1. Remove all tape from openings and the breather.
1. Drain the oil and replace the oil filter element(s).
3. If the transmission is new, drain the residual

preservative oil. Refill the transmission to the
proper level with C-4 transmission fluid.
2. Fill the transmission to operating level with a

mixture of one part VCI #10 (or equivalent) to 30
parts C-3 transmission fluid. Add 1/4 teaspoon of
Biobor JF (or equivalent) for each 3 gallons (11
liters) of fluid in the system.
NOTE: When calculating the amount of Biobor JF
required, use the total volume of the system, not just
the quantity required to fill the transmission. Include
external lines, filters, and the cooler.
3. Run the engine for approximately five minutes at
1500 rpm with the transmission in neutral.
2. Wash off all external grease with mineral spirits.
4. If the transmission was prepared for storage without oil, drain the residual oil and replace the oil
filter elements. Refill the transmission to the
proper level with C-4 transmission fluid.
5. If the transmission was prepared for storage with
oil, it is not necessary to drain and refill the
transmission with new transmission fluid. Check
for proper fluid level. Add or drain transmission
fluid as required to obtain to proper level.
4. Drive the vehicle. Make sure the transmission

shifts through all ranges. Make sure the lockup
clutch is working.
A07004
STORAGE PROCEDURES
A7-11
NOTES
A7-12
STORAGE PROCEDURES
A07004
SECTION B
STRUCTURES
INDEX
B01013
STRUCTURAL COMPONENTS . . . .
Preparation . . . . . . . . . . . .
Grille, Hood and Ladders . . . . .
Decks . . . . . . . . . . . . . . .
Center Deck . . . . . . . . .
Right Deck and Components
Left Deck and Cab . . . . . .
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. B2
B2-1
B2-2
B2-2
B2-2
B2-3
B2-3
DUMP BODY . . . . . . . . . . . . .
Removal . . . . . . . . . . . .
Installation . . . . . . . . . .
Body Pads . . . . . . . . . . . .
Body Guides . . . . . . . . . . .
Body-Up Retention (Safety) Cable
Rock Ejectors . . . . . . . . . . .
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. B3
B3-1
B3-2
B3-3
B3-4
B3-5
B3-5
FUEL TANK . . . . . .
Removal . . .
Installation . .
Cleaning .
Vent . . . . . . . .
Fuel Gauge Sender
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. B4
B4-1
B4-2
B4-2
B4-2
B4-2
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Index
B1-1
NOTES
B1-2
Index
B01013
STRUCTURAL COMPONENTS
The deck structures and components are removable
in sections as shown in Figure 2-1.
The following preparation for removal and installation
instructions detail the steps to be taken before the
ladders, 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 at the factory or after
delivery.
Prior to removal or repair procedures, it may be necessary to remove the body to provide clearance for
lifting equipment to be used. If body removal is not
required, the body should be raised and the safety
cable must be installed at the rear of the truck.
Preparation
1. If installed, raise the body and install the body
safety cable. Place the hoist lever in FLOAT and
allow the body to lower slowly until supported by
the safety cable.
2. Reduce the engine speed to idle. Place the range
selector in NEUTRAL and apply the parking
brake. Be certain the parking brake applied indicator lamp is illuminated.
3. Shut down the engine using the keyswitch and
allow the steering accumulators to bleed completely. Verify the steering accumulators have
bled down by attempting to steer.
4. Bleed down the brake accumulators using the
manual bleed valves on the brake manifold.
5. Open the battery disconnect switch located on the
battery box (11, Figure 2-1).
FIGURE 2-1. STRUCTURAL COMPONENTS

1. Left Deck Structure
2. Operator Cab
3. Left Deck Mounts
4. Anti-Slip Material
5. Operator Access Ladder
B02016 8/00
6. Center Deck Structure

7. Right Deck Structure
8. Right Deck Mounts
9. Center Deck Mounts
Structural Components
10. Engine/Transmission
Access Ladder
11. Battery Box
12. Grille Structure
B2-1
The anti-slip material on the decks should be inspected and maintained for the safety of all personnel.
All hoses and mating fittings should be capped as
they are removed to prevent possible system contamination.
Tag and visually verify all cables, harnesses,
hoses etc. have been removed before the structure
is lifted off the truck.
GRILLE, HOOD AND LADDERS

Grille
The grille structure must be removed for access to the
air conditioner condenser and fuel cooler. The structure is removed in two sections by removing the capscrews and washers retaining each section to the hood
structure.
Hood
The hood structure (12, Figure 2-1) is retained by the
capscrews and washers used to mount the structure
to brackets on the radiator assembly. Prior to removal,
remove any wire harnesses or hoses that may be
attached to the inside of the hood. When lifting the
hood from the truck, do not attach the lifting device
to the hand rail.
Ladders
The operator access ladders (5) are attached (at the
top and bottom) to the deck structures by capscrews
and washers (3 & 5, Figure 2-2). Another ladder (10,
Figure 2-1) is mounted at the rear of the center deck
area for access to the transmission/engine. Disconnect wiring harnesses routed to ladder lights, ladder
light switch, and ground level shutdown switch before
removal.
Ladders must be kept clean of oil or dirt accumulation, repaired if damaged, and must be securely
attached to the truck.
B2-2
FIGURE 2-2. RIGHT DECK & LADDER

1. Clearance Lights
2. Headlights
3. Ladder Lower
Mount
4. Ladder Structure
5. Ladder Upper Mount
6. Handrail
7. Battery Box
DECKS
The left, right and center decks are mounted to their
respective supports using hardened flatwashers and
lock nuts. Be certain the correct hardware is used
when reinstalling. Domed plugs are installed over each
mounting capscrew to prevent dirt entry into the
mounting capscrew area. These plugs should be replaced if damaged or missing.
Center Deck
Center deck removal only requires removal of any
attached hoses, cables, pipe supports etc. before removing the mounting hardware and and lifting the deck
structure off.
B02016 8/00
RIGHT DECK AND COMPONENTS
LEFT DECK AND CAB
Removal
1. Shut down engine following the procedures listed
on page 2-1 of this Section of the manual.
NOTE: The left deck mounting arrangement is nearly

identical to the right deck. Refer to Section N for cab
removal and installation instructions.
1. Shut down engine following the procedures listed
on page 2-1 of this Section of the manual.
2. Be certain the brake system accumulators have
been bled to release pressure.
To prevent damage to the battery equalizer circuit

when disconnecting the battery cables, disconnect the negative (-) lead first, then the positive (+)
cable. When reinstalling battery cables, attach the
positive (+) lead first, then the negative lead.
2. Tag and disconnect battery circuit cables and
wiring at the battery box (7, Figure 2-2).
3. Disconnect wiring harness at clearance lights (1)
and headlights (2).
4. Remove operator access ladder (4).
5. Inspect underside of deck and if necessary, remove any hoses or cables that remain.
6. Install lifting device at each corner of the deck and
take up slack. Do not attach lifting device to the
hand rail structure.
7. Remove deck mounting hardware at deck support
and front upright.
8. Verify all wiring harnesses, cables or hoses have
been removed. Carefully raise deck and remove
from deck supports.
Installation
Repeat above procedures in reverse order for installation of the deck and components. Tighten all attaching hardware to standard torque specifications as
listed in Section A.
3. Tag and disconnect all hydraulic lines and electrical cables which will interfere with deck removal.
Refer to Section M, Options for special instructions on discharging the air conditioning system
prior to disconnecting any air conditioning lines.
4. Install lifting device to lift eyes at each corner of
the deck and take up slack. Do not attach lifting
device to the hand rail structure.
5. Remove deck mounting hardware at frame support and front upright.
6. Verify all wiring harnesses, cables or hoses have
been removed. Carefully raise deck and remove
from deck supports.
Installation
Repeat above procedures in reverse order for installation of the deck and components. Tighten all attaching hardware to standard torque specifications as
listed in Section A.
Clean all mount mating surfaces before installation.
Clean mounting area before installing ground
cables.
Clean all mount mating surfaces before installation.
Be certain all electrical connections and harness clamps are reinstalled and secure.
Clean mounting area before installing ground

cables.
If the air conditioner refrigerant has been removed, refer to Section M; Options, for the
correct procedure for system service.
Be certain all electrical connections and harness clamps are reinstalled and secure.
1. Start engine and allow systems to charge. Observe for any oil leaks. Make sure all shields,
covers and clamps are in place.
2. Service the hydraulic reservoir if required. Check
for proper operation of the steering and brake
systems.
B02016 8/00
B2-3
NOTES
B2-4
B02016 8/00
DUMP BODY
Removal
1. Park truck on a hard, level surface and block all
the wheels. Connect cables and lifting device to
the dump body and take up the slack as shown in
Figure 3-1.
Inspect all lifting devices. Slings, chains, and
cables used for lifting components must be inspected daily for serviceable condition. Refer to
the manufacturers manual for correct capacities and safety procedures when lifting components. Replace any questionable items.
2. Remove mud flaps and rock ejectors from both

sides of the body. Remove electrical cables, lubrication hoses etc. attached to the body.
3. Attach chains around upper end of hoist cylinders
to support them after the mounting pins are removed.
Slings, chains and/or cables used for lifting

components must be rated to supply a safety
factor of approximately 2X the weight being
lifted.
4. Remove pin retainer capscrews and washers (2,

Figure 3-2) and remove retainers (1) from each
of the upper hoist cylinder mounting eyes. With
adequate means of supporting the hoist cylinders
(6) in place, remove each of the mounting pins
(3).
When in doubt as to the weight of components

or any assembly procedure, contact the Haulpak
area representative for further information.
Lifting eyes and hooks should be fabricated
from the proper materials and rated to lift the
load being placed on them.
Never stand beneath a suspended load. Guy
ropes are recommended for guiding and positioning a suspended load.
Before lifting the body, be certain there is adequate clearance between the body and overhead
structures or electric power lines.
Be sure the lifting device is rated for at least a
25 ton capacity.
FIGURE 3-2. HOIST CYLINDER MOUNT

(UPPER)
FIGURE 3-1. DUMP BODY REMOVAL
1. Lifting Cables
2. Guide Rope
B03014 11/97
1. Retainer
2. Capscrews & Washers
3. Pin
Dump Body
4. Retainer Ring
5. Bearing
6. Hoist Cylinder
B3-1
Installation
Inspect all lifting devices. Slings, chains, and

cables used for lifting components must be inspected daily for serviceable condition. Refer to
the manufacturers manual for correct capacities and safety procedures when lifting components. Replace any questionable items.
Slings, chains and/or cables used for lifting
components must be rated to supply a safety
factor of approximately 2X the weight being
lifted.
When in doubt as to the weight of components
or any assembly procedure, contact the Haulpak
area representative for further information.
Lifting eyes and hooks should be fabricated
from the proper materials and rated to lift the
load being placed on them.
FIGURE 3-3 DUMP BODY PIVOT PIN

(Section B-B, Figure 3-4)
1. Body Pivot Pin
2. Shim/Spacer
3. Shim/Spacer
Never stand beneath a suspended load. Guy

ropes are recommended for guiding and positioning a suspended load.
4. Pivot Bushing
5. Capscrew
6. Lock Nut
5. Remove capscrews (5, Figure 3-3) from each

pivot pin.
6. Remove body pivot pins (1). The shim/spacers (2
& 3) will drop out as the pin is removed.
Before lifting the body, be certain there is adequate clearance between the body and overhead
structures or electric power lines.
Be sure the lifting device is rated for at least a
25 ton capacity.
7. Lift dump body clear of the chassis and move to

storage or work area. Block the body to prevent
damage to the body guides, etc.
8. Inspect bushings (4) and pivot pins; replace bushings and/or body pivot pins if damaged or worn
excessively.
1. Attach lifting device to dump body and lower over

the truck frame. Align body pivot and frame pivot
holes.
2. Install shims (2 & 3, Figure 3-3) in both body
pivots as required to fill the gaps and center the
body on the frame pivot. A minimum of 1 shim is
required at the outside end of both frame pivots.
3. Align the pin retainer capscrew hole and push the
pivot pin (1) through the shim(s) and into the pivot
bushings in each side of the frame.
4. Install capscrew (5) through each pin and tighten
the nut (6) to 175 kg.m (1266 ft. lbs.) torque.
5. Align hoist cylinder upper mounting eye bushings
with the hole through the body, align retainer slot
in pin (3, Figure 3-2) with retainer (1) locating bar
and install the pin.
B3-2
Dump Body
11/97 B03014
6. Install the pin retainer (1). Install capscrews and

washers (2). Position the retainer to obtain 0.5
mm (0.020 in) clearance between the retainer and
the bottom of the slot in body pin (3). Tighten the
capscrews to standard torque.
BODY PADS
Body pads should be inspected during scheduled
maintenance inspections and replaced if damaged or worn excessively.
1. Raise the body to a height sufficient to allow
access to all pad mounts.
7. Install mud flaps, rock ejectors, electrical cables

and lubrication hoses if installed.
Place blocks between the body and frame. Secure

blocks in place.
2. Remove hardware attaching pads to the dump
body. Refer to Figure 3-5.
3. Remove body pads and shims, noting quantity of
shims required at each pad. (The rear pads
should have one less shim than the other pads.)
FIGURE 3-4. BODY COMPONENT LOCATIONS

1. Body Structure
View A-A. Rock Ejector (See Figure 3-7 )
2. Body-Up Retention (Safety) Cable
View B-B. Body Pivot Pin (See Figure 3-3 )
View C-C. Body Guide (See Figure 3-6 )
View D-D. Body Pads (See Figure 3-5 )
B03014 11/97
Dump Body
B3-3
FIGURE 3-6. BODY GUIDE

1. Body Guide
2. Body Guide Wear Plug
FIGURE 3-5. BODY PAD INSTALLATION

1. Nut
2. Lock Washer
3. Capscrew
4. Flat Washer
5. Dump Body
6. Mounting Pad
7. Shims (as required)
8. Body Pad
9. Main Frame
3. Body Rail
4. Main Frame
BODY GUIDE
4. Install body pads using the same number of shims

as originally installed.
Body guide wear points (2, Figure 3-6) should be

inspected each time a body pad inspection is performed. If gap becomes excessive, replacement parts
should be installed. (Refer to the Parts Catalog)
5. Install the mounting hardware and torque to 9.0

Kg.m (65 ft.lbs.)
6. Remove blocks from frame and lower body onto
the frame.
Body Pad Adjustment
1. Vehicle must be parked on a flat, level surface for
inspection.
2. All pads, except the rear pad on each side, should
contact the frame with approximately equal compression of the rubber.
3. A gap of approximately 1.5 mm (0.06 in.) is
required at each rear pad. This can be accomplished by using one less shim at each rear pad.
4. If pad contact appears to be unequal, repeat the
above procedure.
PROPER BODY PAD TO FRAME CONTACT IS REQUIRED TO ASSURE MAXIMUM PAD LIFE.
B3-4
Dump Body
11/97 B03014
BODY-UP RETENTION CABLE
ROCK EJECTORS
Any time personnel are required to perform maintenance on the vehicle with the dump body in the
raised position, the body-up retention cable MUST
be installed.
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.
Inspection
1. The ejectors must be positioned on the center line
between the rear tires within 6.35 mm (0.25 in.).
1. To hold the dump body in the up position, raise

the body to its maximum height. Refer to Figure
3-4.
2. Remove the cable (2) from its stored position on
the body and install between the Rear Body (1)
and the Axle Housing Ear.
3. Secure the cable clevis pins with cotter pins.
2. With the truck parked on a level surface, the arm

structure (Refer to Figure 3-7) should be approximately 124 mm (4.88 in.) from the wheel spacer
ring.
NOTE: With Rock Ejector Arm (1, Figure 3-7) hanging
vertical as shown in Figure 3-7, there must be NO GAP
at stop on bracket (2).
4. After maintenance work is completed, reverse the

above procedure to remove cable assembly and
place it in the storage position.
3. If the arm (1) becomes bent, it must be removed

and straightened.
4. The wear plates must be replaced if severely
worn.
5. Inspect the mounting brackets, pins (3) and stops
at each shift change for wear and/or damage, and
repair as necessary.
FIGURE 3-7. ROCK EJECTORS

1. Rock Ejector Arm
2. Rock Ejector Bracket
3. Pin Structure
B03014 11/97
Dump Body
4. Flat Washer
5. Cotter Pin
B3-5
NOTES
B3-6
Dump Body
11/97 B03014
FUEL TANK
Removal
1. Raise truck body and lock in position with safety
cable.
2. Open drain cock (8, Figure 4-1) and drain fuel from
tank into clean containers.
3. Disconnect fuel tank wire harness and remove
clamps attached to tank. Remove ground wire.
4. Remove fuel supply (7) and return (1) hoses. Cap
hoses and tank fittings to prevent contamination.
1. Fuel Return Hose

2. Capscrew
3. Washer
4. Vent
5. Fuel Gauge & Transmitter
B04013
5. Attach lifting device to tank lift eyes.

6. Remove lower mount hardware; nut (10), hardened flatwasher (11), capscrew (9), and lockwasher (13). Remove upper mount capscrews (2)
and mounting caps (3).
7. Remove capscrews (2) and washers (3). Remove
trunion mount cap.
8. Lift tank assembly from brackets and move to
work area.
FIGURE 4-1. FUEL TANK

6. Quick Fill Fueler Assembly
7. Fuel Supply Line
8. Drain Cock
9. Capscrew
10. Nut
Fuel Tank
11. Hardened Flat Washer

12. Rubber Dampener
13. Lockwasher
14. Bracket Structure
B4-1
Installation
1. Thoroughly clean the frame mounting brackets
and mounting capscrew hole threads. Re-tap
threads if damaged. Inspect rubber dampeners
(12, Figure 4-1) and replace if damaged or worn.
2. Lift the fuel tank into position over the frame
trunnion mounts and lower into position. Install
the mount caps and capscrews (2) and washers
(3) but do not tighten.
service. All openings should be sealed for rust prevention.
VENT
3. At the lower mounting brackets (14), install the

capscrew (9), lockwasher (13), hardened flatwasher (11) and and nut (10) and tighten.
The fuel tank is vented through a small mesh type filter

(4, Figure 4-1) installed in a port on the top of the tank.
This filter should be cleaned periodically and can be
blown out with solvent and reused. The area around
the vent must be free of caked mud and debris that
would cover the vent and prevent proper fuel suction
and return.
4. Tighten the trunnion mount capscrews (2) to

standard torque.
Refer to Section M for information on various quick

fill systems.
5. Connect hoses removed during removal procedure. Install wire harness and clamps.
FUEL GAUGE SENDER

Repair
If a tank has been damaged and requires structural
repair, carry out such repairs before final cleaning.
A fuel gauge and transmitter unit (5, 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 fuel below level of gauge sender.
If a tank is to be weld repaired, special precautions

are necessary to prevent fire or explosion. Consult
local authorities if necessary, on safety regulations before proceeding.
Cleaning
2. Disconnect wire from terminal.

3. Loosen the small screws holding the fuel gauge
sender unit and carefully remove.
Installation
The fuel tank is provided with a drain and a cleaning

port in the side that allows steam or solvent to be
utilized in cleaning tanks that have accumulated 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, etc.
1. Install new gasket.

2. Reinstall the sender unit in tank. Take care to
insure that float is oriented properly and works
freely in vertical plane during installation.
3. Reinstall four socket head capscrews and tighten
to standard torque. Reconnect wire to terminal.
4. Refill tank and check for leaks.
Prior to a cleaning procedure of this type, all vents, fuel

gauge, and hose connections should be removed and
temporarily sealed. After all scale, rust, and foreign
material has been removed, the temporary plugs can
be removed.
A small amount of light oil should be sprayed into the
tank to prevent rust if the tank is to remain out of
B4-2
Fuel Tank
B04013
SECTION C
ENGINE, FUEL, COOLING AND AIR CLEANER
INDEX
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HEAT EXCHANGER (Brake Cooling System) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C3
C3-1
C3-2
C3-3
C3-4
C3-4
C3-4
C3-5
C3-5
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DRIVE LINE ADAPTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RECOMMENDED LUBRICANTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C4
C4-1
C4-4
C4-5
C4-5
C4-6
C4-7
C4-8
C4-8
AIR FILTRATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Filter Service Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Main Filter Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Safety Filter Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AIR INTAKE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Main Filter Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Precleaner Section Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C5
C5-1
C5-1
C5-3
C5-3
C5-4
C5-4
C5-5
C01015
Index
C1-1
NOTES
C1-2
Index
C01015
COOLING SYSTEM
DESCRIPTION
The 530M cooling system dissipates heat generated
in the engine, transmission and wet disc brake system.
The front mounted radiator (1, Figure 3-1) is filled with
a water/ethylene-glycol mixture which circulates
through the engine and brake cooling circuit heat
exchanger (7). A heat exchanger located in the lower
tank provides oil cooling for the transmission oil circuit.
The engine water pump circulates the coolant with
temperature controlled by the thermostat located in the
engine. A thermostatically controlled, engine mounted
fan draws air through the grille and across the finned
radiator tubes, reducing coolant temperature. If coolant temperatures are low, the fan is allowed to freewheel. When coolant temperature rises to a preset
temperature, a clutch (3) mounted in the fan hub is
engaged to drive the fan blade (2). A ribbed belt (4)
drives the fan clutch assembly from a pulley (5) on the
front of the crankshaft. (Refer to Section M for additional information regarding the fan clutch.)
The cooling system is pressurized to 0.8 kg/cm2 (12
psi) by compressed air obtained from an engine turbocharger and pressure control valve (6). System pressurization raises the boiling point of the coolant mixture
to provide higher operating temperatures for increased
engine efficiency. Refer to the engine manufacturers
service publications for additional information regarding the pressure control valve.
RADIATOR
FIGURE 3-1. COOLING SYSTEM
The radiator is mounted above the front bumper and

is attached (8, Figure 3-1) to the truck frame near the
bottom tank and by support rods (9) near the top tank
attached to the left and right uprights. Correct radiator
positioning is achieved by shims at the lower mounts
and the upper, adjustable length support rods.
C03017 7/98
1. Radiator
2. Fan
3. Fan Clutch
4. Fan Belt
5. Fan Drive Pulley
Cooling System
6. Pressure Control Valve

7. Brake Cooling Circuit
Heat Exchanger
8. Lower Mount
9. Support Rod
C3-1
Radiator Removal
If the engine is to be removed, the truck body should
be raised and locked in the up position with the safety
cable attached to the rear of the body.
1. Apply the parking brake, shut down the engine
and allow the steering accumulators to bleed
down. Turn the steering wheel to be certain all
pressure has been released.
2. Open the battery disconnect switch.
3. Remove the upper and lower grille structures.
4. Remove the hood structure. Refer to Section B,
Hood Removal.
5. Refer to Section M, Air Conditioner System and
discharge air conditioner system refrigerant.
Federal regulations prohibit venting air conditioner system refrigerant into the atmosphere. An
approved recovery/recycle station must be used
to remove refrigerant from the system.
6. Disconnect refrigerant hoses at the condenser (5,
Figure 3-4) mounted in front of the radiator.
7. Remove condenser mounting hardware (6), remove condenser and move to a safe storage
area. Be certain all hoses and fittings are plugged
to prevent dirt entry.
8. Disconnect hoses and wiring at the receiver/drier
(8, Figure 3-2) at the rear of the radiator.
FIGURE 3-2. RADIATOR (REAR VIEW)

1. Radiator Top Tank
2. Pressurization Hose
3. Pressure Relief Valve
4. Check Valve
5. Tubes
6. Heat Exchanger
7. Drain Cock
8. Receiver/Drier
12. Remove hose clamps, loosen tube connectors (1,

2, & 7, Figure 3-4) and disconnect coolant tubes
from top tank and bottom tank.
13. Remove transmission hydraulic circuit hose and
tube at bottom tank and install caps.
Use caution when draining coolant system or removing hoses. Do not open system until coolant
temperature has dropped to a safe level.
9. If coolant is to be reused, provide a clean container to hold approximately 511L (135 gal.) of
coolant. Remove or loosen coolant filler cap and
open drain cock (7) located at the left rear corner
of the radiator to drain the system.
10. Disconnect wires from top tank sensors.
11. Remove hoses from fittings on top tank.
14. Remove fan guard (9) from right and left side of
shroud
15. Attach a lifting device to the radiator assembly.
16. Loosen capscrews (4) at lower mounts
17. Remove upper support rods (8).
18. Remove capscrews from lower mount. Carefully
slide radiator forward until shroud is clear of fan
blades. Lift radiator off frame and move to storage
or repair area. Remove shims (3) and save for use
during radiator installation.
19. Inspect all hoses and clamps, tube connectors etc.
Replace damaged or worn parts.
C3-2
Cooling System
7/98 C03017
Radiator Installation
1. Lift radiator into position over lower mounts and
fan blades.
2. Insert shims (3, Figure 3-4) removed during radiator removal between frame mount block and radiator mounting pad. Lower radiator on mounts
and insert capscrews and washers (4).
3. Verify distance between centerline of support rod
(8) mounting bolts is 738.8 mm (29.09 in.). Readjust rod length if necessary. Install support rods
from radiator upper mounts to uprights on truck.
4. Tighten lower mounting capscrews evenly. Upper
support rods must be preloaded in tension
only. If necessary to obtain tension, install or
remove shims at lower mounts.
5. Final tighten lower mounting capscrews to 56
kg.m (405 ft. lbs.) torque.
6. Install fan guard (9).
7. Using new O-rings, install transmission hose and
tube to radiator bottom tank.
8. Install upper and lower coolant piping tubes and
tube connectors. Tubes should be positioned and
hose clamps installed as shown in figure 3-3.
FIGURE 3-4. RADIATOR (SIDE VIEW)

1. Tube Connector
2. Tube Connector
3. Shims
5. Condenser
6. Mounting Hardware
7. Tube Connector
8. Support Rod
9. Fan Guard
10. Pressurization Valve
9. Install hoses and hookup sensors in top tank.

10. Install air conditioning condenser (5, Figure 3-4) to
mounting brackets on front of radiator.
11. Install hoses on condenser. Install receiver/drier
and attach hoses.
12. Install hood (refer to Section B) and grille sections.
13. Refer to Section M for procedures to recharge
the air conditioning system.
14. Fill the radiator with a coolant mixture as specified
in Section P.
FIGURE 3-3. TUBE CONNECTOR CLAMPING
C03017 7/98
15. Start engine, check for leaks and refill transmission

if necessary.
Cooling System
C3-3
Radiator Repair
Radiator core repairs should be performed by a qualified repair facility.
The bottom tank of the radiator contains the heat
exchanger for the transmission. If a leak occurs in the
heat exchanger, antifreeze/coolant may contaminate
the transmission oil and/or transmission oil may contaminate the engine cooling system.
If the engine coolant is found to be contaminated with
oil, the system must be examined for leaks and repaired as required. The system must be flushed to
remove oil contamination and then be refilled with a
clean coolant mixture.
If a leak has been found or suspected in the heat
exchanger, the transmission oil must be examined
immediately. Ethylene glycol (even in small amounts)
will damage friction faced clutch plates. Contact your
truck distributor for ethylene glycol detection kits.
HEAT EXCHANGER
(Brake Cooling System)
The brake circuit oil cooling heat exchanger (6, Figure
3-2) is mounted behind the front bumper. The heat
exchanger reduces the oil temperature in the wet disc
brake (and hoist) oil circuit.
Removal
1. Apply the parking brake, shut down the engine
and allow the steering accumulators to bleed
down. Turn the steering wheel to be certain all
pressure has been released. In the hydraulic
cabinet, open the bleeder valves and bleed the
pressure from the brake system accumulators.
Close the valves after all pressure has been
released.
2. Drain the oil from the hydraulic tank.
3. Drain the coolant system as described previously
in Radiator Removal.
4. Remove and cap the transmission oil inlet and
outlet lines at the rear of the heat exchanger (1 &
3, Figure 3-5).
5. Remove hose (7) from fitting on heat exchanger.
If ethylene glycol is detected in the transmission

oil, the transmission should be removed, completely disassembled, and ALL friction-faced
clutch plates replaced.
FIGURE 3-5. HEAT EXCHANGER PIPING

1. Oil Inlet
2. Heat Exchanger
3. Oil Outlet
4. Coolant Outlet
C3-4
Cooling System

6. Coolant Inlet
7. Hose
8. Tube Coupling
7/98 C03017
6. Loosen clamps on tube connectors at coolant inlet

(6) and outlet (4) tubes. Remove tube connectors
at inlet and outlet flanges on the heat exchanger.
7. Support the heat exchanger and remove capscrews and washers (5) at heat exchanger
mounting brackets.
8. Lower heat exchanger and move to repair area.
Installation
1. Position the heat exchanger under the truck and
raise into position against mounting brackets on
frame.
2. Install capscrews and lockwashers (5, Figure 3-5).
Tighten capscrews to standard torque.
3. Install coolant tube connectors at inlet (6) and
outlet (4) of heat exchanger. Refer to Figure 3-3
for tube connector clamp positioning recommendations and tighten clamps securely.
Tube Couplings (8, Figure 3-5) must be properly

torqued to prevent coolant leakage. After coupling
is installed and aligned, torque to 2.75 - 3.00 kg.m
(240 - 260 in. lbs.) .
Heat Exchanger Repair

Heat exchanger repairs should be performed by a
qualified repair facility.
The external heat exchanger provides cooling for hydraulic oil used in the wet disc brake circuit. If a leak
occurs in the heat exchanger, antifreeze/coolant may
contaminate the brake circuit and/or hydraulic oil may
contaminate the engine cooling system.
hydraulic oil, the heat exchanger must be examined
for leaks and repaired as required. The engine cooling
system must be flushed to remove oil contamination
and then be refilled with a clean coolant mixture.
exchanger, the hydraulic oil must be examined immediately. Ethylene glycol (even in small amounts) will
damage friction faced brake disc plates. Contact your
truck distributor for ethylene glycol detection kits.
If ethylene glycol is detected in the hydraulic oil,

the wet disc brake assemblies should be removed,
completely disassembled, and ALL friction-faced
disc plates replaced.
4. Install hose (7, Figure 3-5).

5. Using new O-rings on flanges, install transmission
oil lines at inlet and outlet ports on rear of heat
exchanger. Tighten flange clamp capscrews to
standard torque.
6. Refill radiator with a coolant mixture as specified
in Section P.
7. Refill hydraulic tank with hydraulic oil as specified
in Section P.
8. Start the engine and check for oil or coolant leaks.
Repair leaks as required.
9. Recheck hydraulic tank oil level and cooling system coolant level.
C03017 7/98
Cooling System
C3-5
NOTES
C3-6
Cooling System
7/98 C03017
ENGINE
ENGINE
The Model 530M truck is equipped with a Cummins
KTA50 turbocharged diesel engine. Engine power is
transmitted to the TORQFLOW transmission by a drive
line adapter with damper assembly, and a drive shaft
with two universal joints.
Removal
1. Position the truck in work area with adequate
overhead clearance to permit raising the dump
body.
2. Apply parking brake and block wheels to prevent
truck movement. Raise body and install safety
cable.
FIGURE 4-2. COOLING SYSTEM PIPING

1. Oil Cooler
5. Cooler Outlet
2. Radiator Pressurization
6. Tube
Valve
7. Hose
3. Pump Inlet
8. Hose
4. Pump Outlet to Cooler
NOTE: Prior to disassembly or removal, tag or mark all

air lines, oil lines, fuel lines and electrical connections
to assure correct assembly at time of engine installation. Plug all ports and cover all hose fittings or connections when disconnected.
Do not work under raised body without first making
sure the safety pin is securely installed.
5. Disconnect the negative, then the positive battery

cables. Disconnect the electrical lead from the
battery charging alternator.
3. Close the fuel supply valve.
6. Disconnect by-pass filter hoses (1, Figure 4-1).
4. Remove grille according to procedure in Section

B. Remove radiator according to Radiator Removal procedure in this section.
7. Disconnect water pump pipes and hoses (See

Figure 4-2).
8. Disconnect engine ground cable.
9. Disconnect starter motor wiring (1, Figure 4-3) and
ground terminals (2).
FIGURE 4-1. OIL LINES

1. By-pass Filter Hoses
2. Oil Filters
C04018
FIGURE 4-3. STARTING MOTOR

1. Starter Motor Wiring
2. Ground Terminals
Engine
C4-1
FIGURE 4-6. COVER

1. Cover
FIGURE 4-4. ENGINE HOSES AND WIRING

1. Sensor Connector
3. Hoses
2. Heater Hose
13. Disconnect engine control system harnesses at

connectors.
14. Remove intake pipes (1, Figure 4-5), and exhaust
pipes (2).
10. Disconnect fuel system hoses.
15. Remove cover (1, Figure 4-6).
11. Disconnect temperature sensor wire.
16. Disconnect engine oil temperature switch wire (1,

Figure 4-7), and RPM sensor wiring (2).
12. Disconnect water temperature sensor connector

(1, Figure 4-4), heater hose (2), and hoses (3).
FIGURE 4-7. ENGINE WIRING AND LINES

FIGURE 4-5. INTAKE AND EXHAUST PIPING
1. Intake Pipes
2. Exhaust Pipes
C4-2
1. Switch Wire
Engine
2. RPM Sensor Wiring
C04018
The complete engine module weighs approximately 5,000 kg (11,000 lbs.). Make sure sling,
hoist, and spreader bar is of adequate capacity.
During engine removal, insure that engine removal
path is clear of personnel and equipment.
20. Attach lifting device to engine, remove mounting
hardware, and remove from frame.
Move engine to a clean work area and mount on
work stands or cribbing.
FIGURE 4-8. GROUND CONNECTIONS

1. Engine Ground Terminal
17. Disconnect engine ground cables.

18. Remove drive shaft guard (1, Figure 4-9), and drive
shaft (2).
19. Inspect engine for any remaining hoses or electrical wiring that must be removed prior to removing
the engine.
FIGURE 4-9. DRIVE SHAFT

1. Drive Shaft Guard
2. Drive Shaft
C04018
Engine
C4-3
Installation
9. Connect temperature sensor wire.

10. Connect starter motor wiring (1, Figure 4-3) and
ground terminals (2).
11. Connect ground terminal (2) and alternator wire
(4).
The complete engine module weighs approximately 5,000 kg (11,000 lbs.). Make sure sling,
hoist, and spreader bar is of adequate capacity.
During engine removal, insure that engine removal
path is clear of personnel and equipment.
12. Connect water pump pipes (Figure 4-2) and hoses.

13. Connect by-pass filter hoses (1, Figure 4-1).
14. Connect the negative, then the positive battery
cables. Connect the electrical lead from the battery
charging alternator.
1. Attach lifting device to engine and install in frame.

Tighten engine mounting capscrews to standard
torque.
15. Refer to Radiator Installation procedure, this section and install the radiator. Install grille according
to procedure in Section B.
NOTE: Refer to the procedure for centering the engine

assembly and transmission assembly in Section F,
Transmission Installation.
16. Open the fuel supply valve.

17. Connect engine control system harnesses.
18. Recheck engine to be assured all, oil, electric, and
fuel lines have been reconnected to the proper
locations and that all connections are secure.
2. Install drive shaft guard (1, Figure 4-9), and drive

shaft (2). Apply a thread tightener (Three Bond
# 1374) to capscrews. Tighten capscrews to 18
2 kg.m (130 14 ft.lbs.) torque.
NOTE: Refer to Section P, Lubrication and Service

for the proper fluids.
3. Connect engine ground terminals (1, Figure 4-8).

4. Connect engine oil temperature switch wire (1,
Figure 4-7), and RPM sensor wiring (2).
19. Fill engine oil to the specified level. Refill radiator

with coolant to the specified level and run the
engine to circulate the oil and coolant through the
system until temperatures are stabilized. Then
check fluid levels again. Check for oil, fuel or
coolant leakage.
6. Install cover (1, Figure 4-6).

7. Install intake pipes (1, Figure 4-5), and exhaust
pipes (2).
8. Connect water temperature sensor connector (1,
Figure 4-4), heater hose (2), and hoses (3).
C4-4
Engine
C04018
7. Remove bearing (1, Figure 4-13) for cleaning,

inspection, and fresh lubrication, or replacement,
if necessary.
Drive Line Adapter

If a new, or replacement engine, is to be installed, it
may be necessary to remove and install the drive line
adapter.
Drive Line Adapter Removal
overhead clearance to permit raising the dump
body.

sure the safety cable is securely installed.
cable.
FIGURE 4-11. OUT PUT SHAFT

1. Snap Ring
2. Damper Cover
3. Capscrew
3. Remove drive shaft guard (1, Figure 4-9). Remove

capscrews (5, Figure 4-10) from cross and bearing assembly (2) at both ends of drive shaft, and
then remove drive shaft assembly (1).
4. Remove output drive flange (6). Remove capscrews (7) and bearing cover (3).
5. Remove snap ring (1, Figure 4-11). Remove retaining capscrews (3) around damper cover (2),
and then with sling, eye bolts, and guide bolts,
remove damper cover (2).
6. Remove capscrews holding damper assembly to
flywheel (12, Figure 4-14). Attach a sling and lifting
device and remove output shaft damper assembly
(1, Figure 4-12).
FIGURE 4-12. OUTPUT SHAFT DAMPER ASSEMBLY

1. Output Shaft Damper Assembly
2. Housing

1. Drive Shaft
4. Damper Cover
2. Cross & Bearing Assy.
5. Capscrews
3. Bearing Cover
6. Output Drive Flange
7. Capscrews
C04018
FIGURE 4-13. PILOT BEARING

1. Bearing
2. Flywheel
Engine
C4-5
Drive Line Adapter Installation

overhead clearance to raise the dump body.

sure the safety cable is securely installed.
cable.
3. Refer to "Drive Line Adapter Damper Assembly" for
assembly of the adapter, if this was disassembled.
4. If removed, use a push tool, and press fit bearing
(9, Figure 4-14) into flywheel. Bearing must be
packed and roller surface lubricated with
Komatsu lubricant, 427-12-11871, for long life.
Refer to "Recommended Lubricants" later in this
section.
5. Apply thread tightener (Three Bond # 1374) to
capscrews (12, Figure 4-14) and install output
shaft damper assembly (1, Figure 4-12) to flywheel. Tighten capscrews (12, Figure 4-14) to 27
kg.m (195 ft lbs) torque.
FIGURE 4-14. ADAPTER CROSS SECTION

1. Oil Seal
7. Rubber
2. Bearing
8. Outer Body
3. Output Shaft
9. Pilot Bearing
4.(not shown) Damper Assembly 10.Capscrew
(includes 3* , 5* , 6* , 7* , & 8* )
11. Capscrew
5. Flange
12. Capscrew
6. Inner Body
13. Capscrew
6. Use eye bolts and guide bolts to install damper

cover (2, Figure 4-11). Apply thread tightener to
capscrews and tighten capscrews (3, Figure 4-11)
to 3.2 kg.m (23 ft lbs) torque.
7. Bearing (2, Figure 4-14) and areas shown in Figure
4-15, must be packed with Komatsu lubricant,
427-12-11871. (Refer to "Recommended Lubricants".) If removed, press fit bearing (13, Figure
4-16) in cover (11). Install retaining ring (14).
8. Apply thread tightener to capscrews (18) and
install bearing cover (15). Tighten capscrews to
11.5 kg.m (83 ft lbs) torque.
9. Install oil seal (19) into bearing cover (15). Push
drive flange onto output shaft (3, Figure 4-14).
10. Attach a sling and lifting device and move drive
shaft assembly (1, Figure 4-10) [without cross and
bearing assembly (2)] into position.
11. Install cross and bearing assembly (2) between
drive shaft and flange at both ends of drive shaft
with capscrews (5). Tighten all cross and bearing
capscrews (5) to 28 kg.m (202 ft lbs) torque.
12. Install drive shaft guard (1, Figure 4-9).
FIGURE 4-15. PACKING BEARING AND CAVITY
C4-6
Engine
C04018
Drive Line Adapter Damper Disassembly

1. Remove oil seal (19, Figure 4-16) from bearing
cover (15), if not previously removed.
4. Disassemble output shaft damper assembly as

follows.
a. Match mark positions of flanges (6A/B), inner
body/shaft (10), and outer body (8), before
disassembling.
b. Remove flanges (6A/B), inner body/shaft (10),
and rubber dampers (9) from outer body (8).
2. Remove bearing (13) from damper cover (11), if

not previously removed.
3. Do not remove output shaft from damper assembly (4). The inner body/output shaft assembly (10)
is provided as a one-piece part. No effort should
be made to separate the pieces. If shaft appears
loose in inner body, replace this assembly.
5. If not previously removed, remove bearing (2) from

flywheel for cleaning, inspection, and fresh lubrication, or replacement, if necessary.
NOTE: To maintain the balance when reassembling,

mark the set positions of flanges (6A/6B), outer body
(8), and inner body/shaft (10) before disassembling.
FIGURE 4-16. DRIVE LINE ADAPTER

1. Flywheel Housing
2. Pilot Bearing
3. Capscrew & Washer
4. Damper Assembly
6A. Flange
6B. Flange
7. Dowel Pin
C04018
8. Outer Body
9. Rubber Damper
10. Inner Body/Output Shaft
11. Cover
13. Bearing
14. Retaining Ring
Engine
15. Bearing Cover

16. Breather
17. Plug
19. Oil Seal
20. Output Drive Flange
21. Cap Plate
22. Retaining Ring
C4-7
Drive Line Adapter Damper Assembly
8. Refer to Drive Line Adapter Installation, steps 4

through 12, for remaining installation of all other
related parts, and driveline.
1. Replace any worn or damaged parts.

2. Coat mating surface of outer body (8, Figure 4-16)
and mating surface side of flange (6A) with adhesive (Three Bond # 1104), then assemble according to balance lines that were made during
disassembly. Install flange mounting capscrews
with washers (5) and tighten to 18 2 kg.m (130
15 ft.lbs.) torque.
RECOMMENDED LUBRICANTS
The instructions listed in these pages contain references to lubricants that are used in Haulpak manufacturing and assembly processes. These lubricants may
be identified and obtained as follows:
3. Install inner body/output shaft (10) according to

balance lines that were made during disassembly.
NOTE:
Approved source indicates the material properties
have been approved for Haulpak manufacturing. This
is not a commercial endorsement for the product.
4. Measure 100 grams (3.5 oz.) of LW008-27 grease

into a container. Refer to Recommended Lubricants. Use this quantity of grease to coat outer
body (1, Figure 4-17), inner body (4), and all
surfaces of rubber dampers (2). Apply remaining
grease evenly in area (3, shaded portion).
The rubber damper area requires LW008-27,

Multi-Purpose NLGI # 2 grease. This is a multipurpose extreme pressure lubricating grease,
consisting of a lithium complex soap base and
mineral oil.
5. Apply adhesive (Three Bond # 1104) on flange (6B,

Figure 4-16) and install according to balance lines
that were made during disassembly.
Approved source:
Mobilgrease HP, from Mobil Oil Corp.
6. Align the balance lines of the outer body, inner

body, and flange, then assemble.
The bearings are to be packed with LW030-27.

The present source for this lube, is Komatsu
Parts Distribution, part number 427-12-11871,
which is a one gallon container.
This amount is enough for two installations.
7. Install flange mounting capscrews and washers (5)

and tighten to 18 2 kg.m (130 15 ft.lbs.)
torque.
Recommended Lubricants & Sealants

A Komatsu Lubricant
(427-12-11871)
1 gallon Can Order from Haulpak
B LW008-27 grease.
Mobil Grease HP
3 Tubes*
C Thread Tightener
Three Bond # 1374*
D Liquid Gasket
LW067-78
Three Bond USAgrade # 1104*
* - Obtain locally
NOTE: Refer to Section "P", Lubrication and Service,
for periodic inspections of this drive area.
FIGURE 4-17. DAMPER GREASE
1. Outer Body Member
3. Grease Area
2. Rubber Damper
4. Inner Body Member
C4-8
Engine
C04018
AIR FILTRATION SYSTEM

General Information
AIR CLEANER
Operation
Intake air, required by the diesel engine and by the
truck air system, 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 air compressor inlet line is connected to the engine filtered air
supply.
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 collector cups. At the same
time, the air stream turns and is directed up through
the center of the tubes into another chamber. Here the
air passes through main filter element and safety filter
element and out the clean air outlet to the engines air
intake system.
The truck engine must be shut down before servicing the air cleaner assemblies or opening the
engine air intake system.
1. Inspect dust collector cups at regular intervals,
daily inspection is recommended. Never allow
dust level build up to the Donaclone tube chamber.
2. Check filter service indicators, mounted on instrument panel, during operation and each time the
engine is shut down. If the red area is showing,
filter service will be required.
If truck is equipped with service gauges, filter
should be changed when gauge reads between
20 and 25 inches of H2O vacuum.
Refer to Filter Service Procedure for maintenance
and cleaning instructions.
3. Check to insure air inlet is not obstructed, plugged
or damaged.
4. Check all connections between air cleaner outlet
and engine intake manifold to insure that they are
tight and make a positive seal.
5. Check all air cleaner housing capscrews to insure
they are tight.
6. After filter service has been accomplished, reset
service indicators by pushing down on button
located on top of indicator.
FILTER SERVICE INDICATOR

Filter restriction is registered by service indicators
which are located on the instrument panel. As the filters
become dirty, a vacuum is created by the engines
demand for air and will cause the indicator float to rise
and expose a red area inside the glass of the indicator.
With engine shut down and the indicator still showing
red, filter service is required.
FIGURE 5-1. AIR CLEANER

1. Dust Collector
3. Wing Nut
2. Precleaner Section
4. Element Cover
C05002
Air Filtration System
C5-1
FIGURE 5-2. TYPICAL AIR CLEANER ASSEMBLY

1. Dust Cup
2. Dust Cap Gasket
3. Donaclone Tube
4. Unfiltered Air Inlet
C5-2
5. Wing Nut
6. Wing Nut Gasket
7. Safety Element Indicator
8. End Cover
9. Safety Filter Element 12. Clean Air Outlet

10. Main Filter Element
13. Pre-Cleaner Gasket
11. Main Element Gasket 14. Safety Filter Element
Gasket
C05002
MAIN FILTER ELEMENT
SAFETY FILTER ELEMENT
Removal
Removal
Remove and inspect the main filter element as outlined

below.
1. Shut down engine. Clean dirt and dust off air
cleaner.
2. Loosen large wing nut (5, Figure 5-2) on air cleaner
cover to free main element assembly (10). Pull
main element clear of assembly.
3. Inspect filter element carefully for possible damage, holes, breaks, etc., which might affect reuse
of element. If element appears serviceable other
than being dirty, proceed with the cleaning procedure. If defects are found in filter element, wing
nut assembly (5) must be removed from element
assembly and installed on the new filter element.
4. Check safety filter element nut (7). If solid red area
is showing, safety filter service is required.
Installation
1. Install clean or new, main filter element into air
cleaner and secure with wing nut.
2. Tighten wing nut hand tight, do not use a wrench
or pliers. If filter element is being reused, make
sure main element (1) is not damaged, the gasket
must seal completely.
Have a new safety (secondary) filter element at

hand before removing old one. Do not keep intake
system open to the atmosphere any longer than
absolutely necessary.
DO NOT CLEAN SAFETY ELEMENT! DISCARD
USED ELEMENT AND REPLACE WITH A NEW ONE.
The function of the safety filter is to increase overall
reliability and engine protection. If the safety element
indicator shows red the element has become clogged,
and should be discarded and replaced with a new one.
1. Shut down the engine. Clean the dirt and dust off
the element end cover.
2. Loosen wing nut (5, Figure 5-2) and remove end
cover (8) and main element (9).
3. Remove indicator nut (7) holding safety element
in place. Remove safety element (9). Inspect gasket (14) and replace if necessary.
4. Remove any dust lodged in the clean air outlet and
around element sealing surface.
Installation
1. Replace safety element and secure in place with
a new safety element indicating nut (7).
2. Reset the indicator from red to green by gently
blowing air through threaded hole from gasket
end of indicator wing nut.
Tighen wing nut to 10 ft. lbs. (13 N.m) torque.
C05002
C5-3
AIR INTAKE TROUBLESHOOTING
Main Filter Cleaning
To insure maximum engine protection, be sure that all

connections between air cleaners and engine intake
are tight and positively sealed. If air leaks are suspected, check the following:
For best results, after inspection, determine the condition of the element and choose either the Washing or
Compressed Air method for cleaning the filter element.
1. All intake lines, tubes and hump hoses for breaks,

cracks, holes, etc., which could allow an intake air
leak.
1. Wash elements with water and liquid detergent or

a 50-50 solution of Oakite 202 and warm water.
2. Check all air cleaner gaskets for positive sealing.

3. Check air cleaner elements, main and safety, for
ruptures, holes or cracks.
4. Check air cleaner assembly for structural damage
- any cracks, breaks or other defects which could
allow air leakage. Check all mounting hardware
for tightness.
FIGURE 5-3. INSPECTING FILTER ELEMENT
FIGURE 5-4. CLEANING FILTER ELEMENT WITH

COMPRESSED AIR
C5-4
NOTE: This method is best when element is

loaded with carbon, soot, oil or dust.
a. Soak the element in a solution of liquid detergent and water for 15 to 30 minutes. Rotate
element back and forth in the solution to free
element of dirt deposits. DO NOT soak elements for more than 24 hours.
b. Rinse 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 40 psi (276 kPa). A complete,
thorough rinse is essential.
c. Dry the element thoroughly. If drying is done
with heated air, the maximum temperature
must not exceed 140oF (60oC) and must be
circulated continually. Do not use a light bulb
for drying elements.
d. After cleaning the element, inspect thoroughly
for slightest ruptures and and damaged gaskets. A good method to detect 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.
2. Clean dust loaded elements with dry filtered compressed air:
a. Maximum nozzle pressure must not exceed 30
psi (207 kPa). Nozzle distance from filter element surface must be at least one inch (25 mm)
to prevent damage to the filter material.
b. As shown in Figure 5-4 direct stream of air from
nozzle against inside of filter element. This is the
clean air side of the element and air flow should
be opposite of normal air flow.
c. Move air flow up and down vertically with pleats
in filter material while slowly rotating filter element.
d. When cleaning is complete, inspect filter element as shown in Figure 5-3 and if holes or
ruptures are noted, replace the element with a
new item.
C05002
Precleaner Section Cleaning

The Donaclone tubes in precleaner section of air
cleaner assembly should be cleaned at least once
annually and at each engine overhaul. More frequent
cleaning may be necessary depending upon operating
conditions and local environment should tubes become clogged with oil, sludge or dirt.
2. Heavy plugging of tubes may require soaking and

washing of complete precleaner section. The following instructions cover these procedures.
NOTE: The precleaner section may be separated
from the air cleaner assembly without dismounting the complete air cleaner from the truck.
To inspect tubes in precleaner section, remove main

filter element. Do not remove the safety element.
Loosen clamps and remove dust collector cup. Use a
light to inspect the tubes, all tubes should be clear and
the light should be visible.
Clean the Donaclone tubes as follows if clogging is
evident.
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.
FIGURE 5-6. WASHING & SOAKING OF
PRE-CLEANER SECTION
3. Remove the air intake cover (3, Figure 5-2). Remove capscrews and locknuts holding precleaner
section to the cleaner assembly and remove precleaner. The safety element must remain in place
to protect the engine intake.
4. Loosen clamps and remove dust collector cup (1)
from precleaner section. Wash dust cup with
water and liquid soap solution.
5. Submerge precleaner section in a solution of
Donaldson D-1400 and warm water (mix solution
according to package directions). Soak for 30
minutes, remove from solution and rinse thoroughly with fresh water and blow dry.
FIGURE 5-5. CLEANING DONACLONE TUBES
6. Severe plugging may require the use of an Oakite

202 and water solution. The solution should be
mixed 50% Oakite 202 and 50% fresh water. Soak
precleaner section for 30 minutes, rinse clean with
fresh water and blow dry completely.
7. Check precleaner gaskets (13) carefully for any
evidence of air leaks, replace all suspected gaskets.
1. Dust can best be removed with a stiff fiber brush.

DO NOT use a wire brush. Dust may also be
cleaned effectively using compressed air.
8. Install precleaner section, with serviceable gaskets, on air cleaner assembly and replace all
mounting hardware removed.
9. With a serviceable gasket (2), install dust collector
cup assembly on precleaner section and secure
with mounting clamps.
C05002
C5-5
NOTES
C5-6
C05002
SECTION D
ELECTRICAL SYSTEM (24VDC NON-PROPULSION)
INDEX
24 VDC ELECTRIC SUPPLY SYSTEM (D02017.1) . . . . . . . . . . . . . . .
Electrical System Description . . . . . . . . . . . . . . . . . . . . . . .
Battery -- Maintenance and Service . . . . . . . . . . . . . . . . . . . .
Battery Charging System . . . . . . . . . . . . . . . . . . . . . . . . . .
General Description (100 Amp Delcotron Integral Charging System)
Operating Principles . . . . . . . . . . . . . . . . . . . . . . . . . .
Energizing Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rated Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Magnetizing The Rotor . . . . . . . . . . . . . . . . . . . . . . . . .
Integral Charging System -- Troubleshooting Procedures . . . . . .
Integral Charging System Repair . . . . . . . . . . . . . . . . . . .
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24 VDC ELECTRIC STARTER SYSTEM (With PRELUB System) (D02017.2)

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starters and Prelub Schematic Diagram . . . . . . . . . . . . . . . . .
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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D2-11
D2-11
D2-12
D2-13
D2-14
24 VDC ELECTRIC START SYSTEM (D02017.3) .

Operation . . . . . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . .
Cranking Motor Troubleshooting . . . . . .
Disassembly . . . . . . . . . . . . . . .
Solenoid Checks . . . . . . . . . . . . .
Assembly . . . . . . . . . . . . . . . . .
Magnetic Switch . . . . . . . . . . . . . . .
D2-17
D2-17
D2-17
D2-17
D2-18
D2-19
D2-22
D2-23
D2-24
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24VDC ELECTRICAL SYSTEM COMPONENTS (D03016)

General Troubleshooting . . . . . . . . . . . . . . .
Cab Mounted Components . . . . . . . . . . . . . .
Circuit Breaker Chart . . . . . . . . . . . . . . .
Relay Boards . . . . . . . . . . . . . . . . . . .
Truck Inclination Sensors . . . . . . . . . . . .
Lubrication System Timer . . . . . . . . . . . .
PMC System Switches . . . . . . . . . . . . . .
Accelerator Pedal . . . . . . . . . . . . . . . . .
24V Components (Outside Cab) . . . . . . . . . . .
Battery Box . . . . . . . . . . . . . . . . . . . .
Battery Equalizer . . . . . . . . . . . . . . .
Body Position Sensor Switches . . . . . . . . .
Body-Up Switch Adjustment . . . . . . . . .
Hoist Limit Switch Adjustment . . . . . . . .
Speed Sensors . . . . . . . . . . . . . . . . . .
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D2-1
D2-1
D2-1
D2-2
D2-2
D2-3
D2-4
D2-4
D2-4
D2-5
D2-5
D3-1
D3-1
D3-2
D3-3
D3-5
D3-10
D3-10
D3-10
D3-11
D3-13
D3-13
D3-14
D3-13
D3-13
D3-13
D3-16
SYSTEM CONTROLLERS . . . . . . . . . . . . . . . . (Refer to Powertrain Management System)
D01020 7/98
Index
D1-1
NOTE: Electrical system wiring hookup and electrical schematics are located in Section R at the
rear of this service manual.
1. Only qualified maintenance personnel should perform electrical testing.
2. Prior to welding on the truck:
a. Disconnect the following:
1.) Remove the battery positive (+ ) cables first.
2. ) Remove the battery negative (--) cables last.
3.) When reinstalling cables, negative cables must be installed first.
b. Disconnect electronic controllers from truck harnesses.
c. Cover all electronic controllers for protection from sparks.
d. Remove any controller if weld repairs are made within 254mm (10 in) of it.
3. Never weld on or connect any welding cables on a controller.
4. Check wiring and cables for proper routing and termination.
D1-2
Index
7/98 D01020
24VDC ELECTRIC SUPPLY SYSTEM

ELECTRICAL SYSTEM DESCRIPTION
The truck utilizes a 24VDC electrical system which
supplies power for most electrical components. (A few
components require 12VDC.) The system is supplied
by four, heavy duty 12 volt storage batteries connected
in series and parallel. Refer to Section R, Schematics,
of this manual for the truck Electrical Schematic for
specific electrical hook-up information.
Excessive consumption of water indicates leakage or

overcharging. Normal water usage for a unit operating
eight hours per day is about one to two ounces per cell
per month. For heavy duty operation (24 hour) normal
consumption should run about one to two ounces per
cell per week. Any appreciable increase over these
figures should be considered a danger signal.
The batteries are a lead-acid type, each containing six

2-volt cells. With the keyswitch On, and engine not
operating, power is supplied by batteries. When the
engine is operating, electrical power is supplied by a
24 volt alternator.
Troubleshooting
Two most common troubles that occur in the charging
system are undercharging and overcharging of the
trucks batteries.
An undercharged battery is incapable of providing
sufficient power to the trucks electrical system.
BATTERIES
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 shut down.
Some possible causes for an undercharged battery

are:
Sulfated battery plates
Loose battery connections
Defective wire in electrical system
Loose alternator drive belt
Lead-acid storage batteries contain sulphuric acid,

which if handled improperly may cause serious
burns on skin or other serious injuries to personnel. Wear protective gloves, aprons and eye protection when handling and servicing lead--acid
storage batteries. See the precautions in Section
A of this manual to insure proper handling of
batteries and accidents involving sulphuric acid.
Maintenance and Service
The electrolyte level of each cell of each battery should
be checked at the interval specified in the Lubrication
and Service Section P, and water added if necessary.
The proper level to maintain is 38--12 in. (10-13 mm)
above the plates. To insure maximum battery life, use
only distilled water or 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.
DO NOT SMOKE or allow flame around a dead

battery or during the recharging operation. The
expelled gas from a dead cell is extremely explosive.
D02017.1
A defective alternator
A defective battery equalizer
Overcharging, which causes battery overheating, is
first indicated by excessive use of water. If allowed to
continue, cell covers will push up at the positive ends
and in extreme cases the battery container will become
distorted and cracked.
Leakage can be detected by continual wetness of the
battery or excessive corrosion of the terminals, battery
carrier and surrounding area. (A slight amount of corrosion is normal in lead--acid batteries). Inspect the
case, covers and sealing compound for holes, cracks
or other signs of leakage. Check battery hold down
connections to make sure the tension is not great
enough to crack the battery, or loose enough to allow
vibration to open the seams. A leaking battery should
be replaced.
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 none of the soda
solution is allowed into the battery cells. Be sure 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.
24VDC Electric Supply System

with 100 Amp. Delcotron Alternator
D2-1
NOTE: When washing batteries, make sure 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 battery is fully charged. This is accomplished by putting the battery on charge and taking
hourly specific gravity readings on each cell. When all
the cells are gassing freely and three successive hourly
readings show no rise in specific gravity, the battery is
considered charged. Additional acid may now be
added. Continue charging for another hour and again
check specific gravity. Repeat the above procedure
until all cells indicate a specific gravity of 1.260-1.265
corrected to 80F (27C).
NOTE: Use 1.400 strength sulphuric 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 80F (27C) when the specific gravity is taken,
temperature should be corrected to 80F (27C):
For every 10F (5C) below 80F (27C), 0.004
should be SUBTRACTED from the specific gravity
reading.
For every 10F (5C) above 80F (27C), 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 is more pronounced
in warm weather, than in cold.
Specific Gravity
Freezing Temperature
Corrected to 80F (27C)
Degrees
D2-2
1.280
-90F (-70C)
1.250
-60F (-54C)
1.200
-16F (-27C)
1.150
+ 5F (-15C)
1.100
+ 19F (-7C)
The rate of self-discharge of a battery kept at 100F

(38C) is about six times that of a battery kept at 50F
(19C) and self-discharge of a battery kept at 80F
(27C) is about four times that one at 50F (10C). Over
a thirty day period, the average self-discharge runs
about 0.002 specific gravity per day at 80F (27C).
To offset the results of self-discharge, idle batteries
should receive a booster charge (not a quick charge)
at least once every thirty 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 12 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.
The temperatures in the table 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 34 charged battery
is in no danger of freezing, therefore, a 34 charge or
better is desirable, especially during winter weather.
BATTERY CHARGING SYSTEM

NOTE: If the truck is equipped with a battery charging
alternator different from the coverage provided in this
section, refer to the OPTIONS section of this manual,
or to the Engine manufacturers dealer.
General Description
The 30-SI Series Delcotron Integral Charging System
(Figure 2-2) is a heavy duty 24 VDC unit rated at 100
amps. An integral, solid state voltage regulator that is
mounted inside the end frame provides voltage output
control. The 30-SI Series uses one wire with an adequate ground return to charge the vehicle battery.

D02017.1
Operating Principles
A typical wiring diagram is shown in Figure 2-3. The
basic operating principles are explained as follows:
The base-emitter of transistors TR3 and TR1 is connected to the battery through resistor R5, thus turning
these transistors on. Also, resistors R2 and R3 are
connected to the battery, but the discharge current of
the battery is very low because of the resistance values
of R2, R3, R5, TR1 and TR3.
With the system operating, A.C. voltages initially are
generated in the stator windings by residual magnetism in the rotor. The diodes in the rectifier bridge
change the stator A.C. voltages to a D.C. voltage which
appears between ground and the BAT terminal. As
speed increases, current is provided for charging the
battery and operating electrical accessories.
The stator also supplies D.C. field current through the
diode trio, the field, TR1, and then through the diodes
in the rectifier bridge back to the stator.
As the speed and voltage increase the voltage between
R2 and R3 increases to the value where Zener diode
D1 conducts. Transistor TR2 then turns ON and TR1
and TR3 turn OFF. With TR1 OFF, the field current
and system voltage decrease and D1 then blocks
current flow causing TR1 and TR3 to turn back ON.
The field current and system voltage increase and this
FIGURE 2-2. 30-SI SERIES ALTERNATOR

1. End Plate
2. Output Terminal
3. Ground Screw
cycle then repeats many times per second to limit the

voltage.
Capacitor C1 smoothes out the voltage across R3,
resistor R4 prevents excessive current through TR1 at
high temperatures, and diode D2 prevents high-induced voltages in the field windings when TR1 turns
OFF.
FIGURE 2-1. ALTERNATOR INSTALLATION

1. Alternator
3. Belt Tension Adjuster
2. Pivot Capscrew
4. Drive Belt
NOTE: Belt tension adjuster gauge is available from
Cummins Engines (Part No. ST-1293).
D02017.1
FIGURE 2-3. TYPICAL 30-SI CIRCUIT

D2-3
Energizing Speed
The energizing speed is the RPM at which the regulator
turns ON to energize the field coil. This speed is higher
than some speeds at which output can be obtained.
Therefore, when checking output at low speeds, increase the speed until the regulator turns ON, then
reduce the speed to check the output. No output can
be obtained until the regulator turns ON. Once the
regulator turns ON, it will remain turned on until the
engine is stopped.
However, it is permissible to check the output in amperes at any voltage within the Operating Range
listed, since the current output will be quite close to the
value that would be obtained at Rated Voltage. The
voltage should never be allowed to rise above the
Operating Range for any length of time. It should be
noted that the voltage may be below the Operating
Range if the battery is in a low state of charge. However, as the battery receives a charge, the voltage will
rise to some value within the Operating Range.
Rated Voltage
The integral, battery charging system output should be
checked at the Rated Voltage:
System
Voltage
Rated
Voltage
Operating
Range
24
28.0
26.0-30.0
Magnetizing The Rotor

The rotor normally retains magnetism to provide voltage build-up when the engine is started. After disassembly or servicing, however, it may be necessary to
re-establish the magnetism. To restore the normal residual magnetism in the rotor, connect the unit to the
battery in a normal manner, then momentarily connect
a jumper lead from the battery positive (+ ) post to
the relay terminal, (1, Figure 2-4).
FIGURE 2-4. TYPICAL 30-SI CROSS SECTIONAL VIEW

1. Relay Terminal R
2. Rectifier Bridge
3. Output Terminal
D2-4
4. Stationary Field Coil

5. Front Seal
6. Ball Bearing
7. Rotor
8. Stator
9. Roller Bearing

10. Voltage Regulator

11. Grease Reservoir
D02017.1
INTEGRAL CHARGING SYSTEM

(Battery Charging Alternator)
Troubleshooting Procedures
A typical 30-SI cross-sectional view is shown in Figure
2-4. A basic wiring diagram is shown in Figure 2-5.
d. Turn on accessories. Connect a carbon pile

across the battery.
e. Operate engine at moderate speed, and adjust
carbon pile as required, to obtain maximum
current output.
IMPORTANT: Initial voltage build-up is by residual
magnetism in the rotor. Increase the speed as
required to obtain maximum current output.
f. If ampere output IS within 10 amperes of rated
output as stamped on the battery charging
alternator frame, unit is not defective.
g. If ampere output IS NOT within 10 amperes of
rated output as stamped on the battery charging alternator frame, remove the unit for repair
as covered in Integral Charging System Repair.
FIGURE 2-5. TYPICAL CHARGING CIRCUIT
Integral Charging System Repair

Component parts and connections are shown in Figure
2-6.
1. Check the drive belt for proper tension.

2. Insure that an undercharged battery condition has
not been caused by accessories having been left
ON for extended periods.
3. If a battery defect is suspected, check battery as
specified in Battery - Troubleshooting.
4. Inspect the wiring for defects. Check all connections for tightness and cleanliness, including battery connectors.
5. Connect a voltmeter from the battery charging
alternator output terminal (BAT) to ground (-). A
zero reading indicates an open between voltmeter
connection and battery.
6. With all accessories turned OFF, increase engine
speed as required to obtain maximum voltage
reading.
7. If voltage is not within the 26 -- 30 volts operating
range, remove the unit for repair as covered under
heading of Integral Charging System Repair, as
there is no voltage adjustment on this model.
8. If previous Steps 1 through 7 check satisfactorily,
check generator as follows:
a. Disconnect battery ground cable.
b. Connect an ammeter in the circuit at the output
terminal of the battery charging alternator.
c. Reconnect battery ground cable.
D02017.1
FIGURE 2-6. 30-SI COMPONENT PARTS

1. Relay Terminal R
2. Reg. Stud Connector
3. R Terminal Connector
4. Rectifier Bridge
5. Stator Leads
6. Output Term.
Connector

7. Diode Trio
8. Output Terminal
9. Capacitor
10. Field Leads
(Insulated Screws)
11. Ground Screw
12. Regulator
D2-5
Insulated battery charging alternators have both rectifier bridge heat sinks insulated, and the lower heat sink
is connected to the second output terminal located
where the R terminal is shown (3, Figure 2-6).
Regulator Check
The regulator cannot be checked with an ohmmeter.
Use an approved regulator tester available from various test equipment manufacturers.
NOTE: Some digital ohmmeters cannot be used to

check diodes. Consult ohmmeter manufacturers to
determine ohmmeter capabilities.
Rectifier Bridge Check
(Omit for Overcharged Battery)
To check the rectifier bridge, connect the ohmmeter to
a heat sink and one of the three terminals (1, Figure
2-7). Then reverse lead connections to the same heat
sink and same terminal.
If both readings are the same, replace the rectifier
bridge by detaching the necessary screws and nuts. A
good rectifier bridge will give one high and one low
reading. Repeat this same test between the same heat
sink and the other two terminals, and between the other
heat sink and each of the three terminals. This makes
a total of six checks, with two readings taken for each
check on each rectifier bridge.
If rectifier bridge is constructed with flat metal clips

at the three studs, press down firmly onto flat metal
clips and not onto threaded stud.
Field Coil Checks

To check for grounds, connect an ohmmeter to one
field coil lead and to the end frame as illustrated in 2,
Figure 2-7. If ohmmeter reading is low, the field coil is
grounded.
FIGURE 2-7. OHMMETER CHECKS
1. Ohmmeter Connected to Heat Sink and one
Rectifier Bridge Terminal.
2. Ohmmeter Connected to one Field Coil Lead and
End Frame.
3. Ohmmeter Connected to both Field Coil Leads.
4. Ohmmeter Connected to one Stator Lead and
End Frame.
Note that the Diode Trio (7, Figure 2-6) has been removed in Figure 2-7, along with the end plate. Note also
that the rectifier end frame has been dipped in clear
electric grade varnish.
D2-6
To check for opens, connect an ohmmeter to the two

field coil leads as shown in 3, Figure 2-7. If ohmmeter
reading is high (infinite), the field coil is open.
The winding is checked for short-circuits by connecting a 24 Volt battery and ammeter in series with the field
coil. Note the ammeter reading. An ammeter reading
above 2.7 -- 3.4 amps indicates shorted windings. An
alternate method is to check the resistance of the field
by connecting an ohmmeter to the field coil. If the
resistance reading is below 7.0 -- 9.0 ohms, the winding
is shorted. To replace the field coil, see Disassembly.

D02017.1
Diode Trio Check
Disassembly ( Refer to Figure 2-10)
To check the diode trio, remove it from the end frame

assembly by detaching the nuts and attaching screw.
NOTE that the insulating washer on the screw is
assembled over the top of the diode trio connector.
Connect an ohmmeter having a 1 1/2-volt cell, and
using the lowest range scale, to the single connector
and to one of the three connectors, (Figure 2-8). Observe the reading. Then reverse the ohmmeter leads to
the same two connectors. If both readings are the
same, replace the diode trio. A good diode trio will give
one high and one low reading. Repeat this same test
between the single connector and each of the other
two connectors.
1. Remove screws (1) and end plate (2).

2. Remove pulley (40) and fan (39).
3. Remove 4 thru-bolts (37).
4. Separate rotor and Drive End frame (36) from
stator and Rectifier End frame (27).
5. Press rotor (32) from end frame.
6. Remove inside collar (34) from end frame.
7. Remove outside collar from rotor shaft, if present.
Early models may have a collar and fabricated
metal fan; later models have a one-piece cast
aluminum fan (39) whose hub replaces the former
outside collar.
8. To replace Drive End Frame Bearing (Figure 2-9):
a. Remove retaining plate attaching screws (5).
b. Remove retainer plate (6).
c. Push on inner race to remove bearing (2).
d. Press in new bearing against outer race.
e. Assemble retainer with screws.
f. Assemble inside collar(1) over shaft.
g. Press rotor into drive end frame.
h. Assemble outer collar (4).
FIGURE 2-8. DIODE TRIO CHECK

1. Single Connector
2. Three Connectors
Stator Checks (Omit for Overcharged Battery)

Most stators are delta wound and only a check for
grounds can be made with an ohmmeter. Connect
from either lead to the frame (4, Figure 2-7). The reading should be infinite. If not, replace the stator. See
Disassembly.
If the regulator checks good and the unit does not
supply rated output, replace the stator if it is badly
discolored.
D02017.1
FIGURE 2-9. DRIVE END FRAME BEARING

1. Inside Collar
2. Sealed Bearing
3. Drive End Frame
4. Outer Collar/Fan Hub

5. Capscrew
6. Retainer Plate
7. Seal
D2-7
9. To replace Rectifier End Frame bearing:

a. Pull inner race from shaft and bearing from end
frame.
b. Assemble new inner race and bearing as shown
in Figure 4 with bearing seal away from grease
reservoir.
c. Use Delco Remy lubricant P/No. 1948791 and
fill reservoir half full. Arrange lubricant so a
portion will touch bearing when assembled.
10. To replace field coil:
a. Remove attaching bolts.
b. Install new field coil and torque bolts to 55
inch-lbs.
Reassembly
Assemble parts as shown in Figure 2-10. Before attaching end plate, dip rectifier end frame about one inch
(1") deep into clear electric grade varnish, or use spray
can, to restore assembly to new condition.
FIGURE 2-10. 30-SI PARTS ILLUSTRATION

1. Screw
2. Plate
3. Plug, Bearing Well (1)
4. Screw
5. Washer, Plain
6. Nut & Washer
7. Diode
8. Screw
9. Bridge, Rectifier
10. Screw
11. Screw
12. Connector, Rectifier Bridge to Regulator
13. Nut & Washer
14. Regulator
15. Cap, Relay Terminal
16. Connector, Rectifier Bridge to Relay
17. Relay Terminal Package -- Contains:
Boot, R Terminal, Insulating Washer,
Metal Washer, Connector, Washer, Nut
18. Lockwasher, Ground
19. Screw, Ground Terminal
20. Output Terminal Package -- Contains:
Output Terminal, Insulator, Insulating Washer,
Metal Washer, Lock Washer (two), Nut (two)
21. Screw
22. Capacitor
23. Bracket
24. Bushing, Mounting Hinge (1)
25. Bearing, Outer Race (1)
26. Roller Bearing, Inner Race
27. Housing, Rectifier End
28. Clip - Stator Leads (2)
29. Grommet (2)
30. Stator
31. Coil
32. Rotor
33. Retainer, Drive End Bearing (Includes Seal)
34. Collar, Inside
35. Ball Bearing, Sealed
36. Housing, Drive End
37. Thru Bolt
38. Screw
39. Fan, Cast Aluminum
40. Pulley (from engine manufacturer)
41. Washer, Shaft Nut
42. Nut, Shaft
NOTES:
(1) Included In Item 27, Housing, Rectifier End
(2) Included In Item 30, Stator.
D2-8

D02017.1
FIGURE 2-10. 30-SI PARTS ILLUSTRATION
D02017.1

D2-9
NOTES
D2-10

D02017.1
24 VDC ELECTRIC STARTER SYSTEM (WITH PRELUB)

The 530M, equipped with the Cummins engine, includes an engine pre-lubrication system designed to
reduce wear due to dry starts.
The Cummins Prelub system automatically, safely
and quickly fills filters and all oil passages prior to
cranking at each engine startup. In addition, the system prevents startup if no oil is present in the engine.
The Prelub System includes:

Pump
Timer solenoid
Oil pressure switch
Oil suction line
Oil outlet line
Check valve
Electrical harness.
OPERATION
(Refer to electrical schematic diagram, Figure 2-12.)
The Prelub system is activated when the operator
turns the key switch and holds it in the start position.
This allows the current to flow to the Prelub Starter
Solenoid Timer. When this Solenoid Timer is activated,
current flows to the bottom starter motor (2, Figure
2-11), driving the Prelub pump (5), but does not allow
the starter motors to engage the starter pinion gears.
The starter motor drives the Prelub pump assembly
to provide oil pressure to the engine.
When the pressure in the engine cam oil rifle reaches
0.18 kg/cm2 (2.5 psi), the circuit to the timer solenoid
is opened. After a 3 second delay, the current is
directed to the standard starter solenoids (8); the
starter motors will then be activated and the pinion
gears will be engaged into the flywheel ring gear.
Normal cranking will now occur with sufficient lubrication to protect the engine bearings and other components.
D02017.2 7/98
FIGURE 2-11. STARTER MOTORS & PRELUB

PUMP
1. Mounting Capscrews
5. Prelub Pump
2. Starter Motor
6. Outlet Line
3. Inspection Plug
7. Suction Line
4. Pump Outlet Pressure
8. Solenoid
Test Port
Pressure Switch
The Pressure Switch (See Figure 2-12) is a 0.18
Kg/cm2 (2.5 psi), normally closed (N.C.) switch, located so that it can sense oil pressure after the engine
oil has passed through the filters. Normally, this location is the cam cover at the rear of the engine block
(Refer to Cummins Engine Service Manual for additional information.)
Check Valve
The oil pressure supply hose will have a check valve
installed between the Prelub unit and the engine. The
oil flow through the valve (arrow on valve) must be
toward the engine.
The check valve prevents the passage of oil from the
engine back through the Prelub pump to the pan after
the engine is started.
24 VDC Electric Starter System

with Prelub
D2-11
Timer Solenoid
The timer solenoid (3, Figure 2-12) controls the prelubrication cycle. Current is supplied to the timer through
the key switch. The ground path is completed by the
normally closed pressure switch (2) which is preset to
open at 0.18 kg/cm2 (2.5 psi).
DO NOT Attempt to jump start the truck using the

terminals on the timer solenoid. INTERNAL DAMAGE TO TIMER WILL RESULT.
When the switch opens, current is redirected to the

standard engine starter solenoids (9 & 10) for engine
cranking, following a 3 second delay.
3. Prelub Timer Solenoid

4. Bottom Starter Motor (With Pump)
5. Top Starter Motor
D2-12
(2.5 psi)
6. Magnetic Switch (Top Starter)

7. Diode (Switch Coil Suppression)
8. Magnetic Switch (Bottom Starter)
9. Starter Solenoid (Top Starter)
10. Starter Solenoid (Bottom Starter)

with Prelub
7/98 D02017.2
MAINTENANCE
Prelub system maintenance should be performed
annually or at 5000 hour intervals as described below.
Prelub System Operation
Verify system operates according to the two phases of
operation as listed in Troubleshooting Prelub Starter
Circuit on the following page. If a problem exists, refer
to the list of problems and possible causes for troubleshooting system components.
If system is operating properly, continue with the inspection of component parts below:
5. Close the battery disconnect switches and observe the pressure gauge while the engine is
started.
a. If there is any indication of pressure, remove
and repair the the Prelub starting motor and
the check valve located between the pump
outlet and the engine/filters.
b. If there is no indication of pressure, remove and
repair the Prelub starter motor only.
6. If no oil is present, carefully reinstall inspection
plug (3).
Starter/Prelub Pump
Check Valve
The bottom starter motor (with the Prelub pump)

should be inspected as follows for possible oil leakage from the pump to the starter housing.
Verify no internal leakage exists in the check valve

when the engine is running. Check valve leakage back
to the Prelub pump will cause extensive damage to
the pump and starter motor.
1. Open the battery disconnect switches to prevent

engine startup.
2. Remove the inspection plug (3, Figure 2-11).
3. Using a flashlight (and mirror if necessary), inspect interior of starter motor housing for the
presence of engine oil. Oil may be present in large
amounts or as a light mist. Oil in any quantity in
the housing indicates a failed motor and repair or replacement is necessary. Perform
additional tests below to determine what components require repair.
If check valve replacement is required, be certain the

valve is installed with the arrow pointed toward the
engine, NOT toward the pump.
Timer Solenoid
Inspect Timer Solenoid for physical damage and to
verify wiring is in good condition.
Brush dust will be present in all motors. Do not

confuse brush dust with oil. Brush dust will appear
as a black/brown, dry coating within the motor.
4. If oil is present in the motor, install a 14 kg/cm2
(200 psi) gauge in the pump pressure test port (4)
located near the pump outlet hose.
D02017.2 7/98

with Prelub
D2-13
Troubleshooting Prelub Starter Circuit

Two distinct phases are involved in a complete prelubrication cycle. The two phases are:
1. Prelubrication Phase- Begins when the key switch is held in the start position. A circuit is provided to ground
through the normally closed pressure switch. The circuit is interrupted upon opening of the pressure switch when
the Prelub pressure reaches 0.18 kg/cm2 (2.5 psi).
2. Delay and Crank Phase- Begins when the pressure switch opens. A 3 second delay precedes the crank mode.
Probable Cause
Problem
1. Starter prelubricates only. Does not delay or
crank.
1. Indicates oil pressure is not sufficient to open the

pressure switch.
a. No oil or low oil in engine. The pump can not
build sufficient pressure to open switch.
b. Pump failure.
c. Pressure switch has failed (closed) and is
grounding circuit.
d. Oil pressure switch wire chafed and shorting to
block.
2. Starter prelubricates continuously regardless of

key switch position.
2. Indicates Prelub Timer Solenoid contacts have

welded.
a. Low voltage can cause relay failure.
b. Jump starting of the vehicle with a voltage that
is higher than was designed for the system, can
cause solenoid contacts to weld.
3. Starter delays and cranks. No prelubrication

mode.
3. If an operator indicates the ignition is totally dead,

make certain the key is being held in the crank
position for 3 to 4 seconds. If the engine cranks
after a short delay, this indicates that a ground
connection to the pressure switch has been broken. Without a ground path, the prelubrication unit
will proceed to delay and crank.
a. Check the wire to the pressure switch. If the
wire is removed or cut, replace it.
b. Check the ground strap to engine block. If the
ground strap is missing the block is not
grounded.
c. Check the pressure switch for an open circuit.
Remove the wire, then check for an open circuit
between the switch terminal and the switch
base. If open, replace the pressure switch.
4. Starting circuit is irregular when in crank mode.
4. a. Check for low or dead batteries.

b. Check alternator output.
c. Check for bad ground strap or NO GROUND
wire from the starter battery ground post to G
terminal of starter bendix solenoid.
d. Check for bad starter safety relays.
D2-14

with Prelub
7/98 D02017.2
Problem
Probable Cause
5. Starter has very long prelubrication cycle.
5. Except for severe cold weather starts, the Prelub

cycle should not exceed 45 seconds.
a. Low oil pressure.
b. Make sure oil of the proper viscosity is being
used in respect to outside temperature. (Refer
to engine manufacturers specifications).
c. Check for suction side air leaks, loose connections, cracked fittings, pump casting, or hose
kinks and blockage.
d. Make sure the suction hose is a -- 20. Reducing
hose diameter will reduce pump output dramatically.
e. Check the oil pressure switch for the correct
location. Be certain that it has not been moved
into a metered oil flow, as in a bypass filter or
governor assembly.
6. Starter has no prelubrication, no delay and no

crank.
6. If the starter is totally inoperative and no prelubrication, no delay and crank, this indicates a possible failure of the prelubrication timer solenoid.
Remove the wire from the pressure switch
(ground wire) and activate machine starter switch
for several seconds.
a. If the starter delays - then cranks, the Prelub
Timer Solenoid is bad. Replace the timer solenoid assembly.
b. If the starter is still inoperative, check the vehicle starter switch circuit. Make sure proper
voltage is available to the Prelub Timer Solenoid when the key is activated.
7. Starter prelubricates, delays, then does not crank.
7. Indication is either a timer failure, or a starter

problem.
a. Place a jumper wire to the starter solenoid S
post. If the engine starts to crank, replace the
Prelub Timer Solenoid.
b. If the engine fails to crank when the S post is
energized with voltage, check out starter
bendix solenoid and starter pinion drive.
8. Second starter tries to engage flywheel while

primary starter is prelubricating.
8. Make sure the starter safety relays (6 & 8, Figure

2-12) are wired according to the wiring schematic.
Attempting to activate both starters from the same
starter relay will cause the conventional starter to
crank while the Prelub Starter is pumping.
D02017.2 7/98

with Prelub
D2-15
NOTES
D2-16

with Prelub
7/98 D02017.2
24 VDC ELECTRIC START SYSTEM

CRANKING MOTORS
OPERATION
Heavy duty batteries supply 24VDC to each of the two
cranking motors through magnetic switches activated
by the key switch on the instrument panel.
Note: When a Cummins engine with a Prelub system
is installed, there is a delay between the time the key
switch is moved to the START position, and the starter
motors actuate. Refer to 24 VDC Electric Starter System (with Prelub) for specific details of operation prior
to engine cranking.
When the keyswitch is placed in the Start position,
the magnetic switches close, connecting the motor
solenoid S terminals to the batteries. When the solenoid windings are energized, the plunger (56, Figure
2-15) is pulled in, moving the starter drive (71) assembly forward in the nose housing to engage the engine
flywheel ring gear. Also, when the solenoid plunger is
pulled in, the main solenoid contacts close to provide
current to the motor armature and cranking takes
place. When the engine starts, an overrunning clutch
in the drive assembly protects the armature from excessive speed until the keyswitch is released. When the
keyswitch is released, a return spring causes the drive
pinion to disengage.
FIGURE 2-13. STARTER MOTORS

1. Mounting Capscrews
4. Outlet Line
2. Starter Motor
5. Suction Line
3. Prelub Pump
6. Solenoid
After the engine is running, a normally closed pressure

switch senses engine oil pressure and opens the electrical circuit to prevent actuation of the motor(s) after
the engine has started.
Removal
1. Disconnect battery power:
a. 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. Mark wires and cables and remove from motor (2,
Figure 2-13) and solenoid (6) terminals.
Installation
1. Align motor (2, Figure 2-13) housing with the
flywheel housing adaptor mounting holes and
slide into position.
2. Insert motor mounting capscrews (1).
3. If applicable, install Prelub pump hoses (4 & 5).
4. Connect marked wires and cables to motor and
solenoid terminals.
5. Install in the following sequence:
3. If removing a starter equipped with the Prelub

pump, remove hoses (4 & 5) and cap fittings.
a. Install the battery negative (-) cables first.

b. Install the battery positive (+ ) cables.
4. Remove motor mounting capscrews (1).
c. Close the battery disconnect switch.
5. Remove motor assembly from flywheel housing.
D02017.3 7/98
24 VDC Electric Starters
D2-17
No-Load Test
Refer to Figure 2-14 for the following test setup.
Be certain switch is open before connections or

disconnections are made during the following procedures.
FIGURE 2-14. NO-LOAD TEST CIRCUIT
1. Setup the motor for test as follows:

a. Connect a voltmeter from the motor terminal to
the motor frame.
b. Use an RPM indicator to measure armature
speed.
c. Connect a carbon pile across one battery to limit
battery voltage to 20 VDC.
CRANKING MOTOR
TROUBLESHOOTING
If the cranking system is not functioning properly,
check the following to determine which part of the
system is at fault:
Do not apply voltages in excess of 20 volts. Excessive voltage may cause the armature to throw windings.
Batteries-- Verify the condition of the batteries,

cables, connections and charging circuit.
d. Connect the motor and an ammeter in series

with two fully charged 12 volt batteries.
e. Connect a switch in the open position from the
solenoid battery terminal to the solenoid switch
terminal.
Wiring-- Inspect all wiring for damage or loose

connections at the keyswitch, magnetic
switches, solenoids and cranking motor(s).
Clean, repair or tighten as required.
If the above inspection indicates the starter motor to
be the cause of the problem, remove the motor and
perform the following tests prior to disassembly to
determine the condition of the motor and solenoid and
repairs required.
2. Close the switch and compare the RPM, current,

and voltage reading to the following specifications:
RPM: 5500 Minimum to 7500 Maximum
AMPS: 95 Minimum to 120 Maximum
VOLTS: 20 VDC
Interpreting Results of Tests
Preliminary Inspection
1. Check the starter to be certain the armature turns
freely.
a. Insert a flat blade screwdriver through the opening in the nose housing.
b. Pry the pinion gear to be certain the armature
can be rotated.
2. If the armature does not turn freely, the starter
should be disassembled immediately.
3. If the armature can be rotated, perform the NoLoad Test before disassembly.
D2-18
1. Rated current draw and no-load speed indicates

normal condition of the cranking motor.
2. Low free speed and high current draw indicates:
a. Too much friction; tight, dirty, or worn bearings,
bent armature shaft or loose pole shoes allowing armature to drag.
b. Shorted armature. This can be further checked
on a growler after disassembly.
c. Grounded armature or fields. Check Further
after disassembly.
7/98 D02017.3
3. Failure to operate with high current draw indicates:

a. A direct ground in the terminal or fields.
b. Frozen bearings (this should have been determined by turning the armature by hand).
4. Failure to operate with no current draw indicates:
a. Open field circuit. This can be checked after
disassembly by inspecting internal connections
and tracing circuit with a test lamp.
b. Open armature coils. Inspect the commutator
for badly burned bars after disassembly.
c. Broken brush springs, worn brushes, high insulation between the commutator bars or other
causes which would prevent good contact between the brushes and commutator.
5. Low no-load speed and low current draw indicates:
a. High internal resistance due to poor connections, defective leads, dirty commutator and
causes listed under Number 4.
6. High free speed and high current draw indicates
shorted fields. If shorted fields are suspected,
replace the field coil assembly and check for
improved performance.
1. The drive (71), armature (45) and fields (46) should

not be cleaned in any degreasing tank, or with
grease dissolving solvents, since these would dissolve the lubricant in the drive and damage the
insulation in the armature and field coils.
2. All parts except the drive should be cleaned with
mineral spirits and a clean cloth.
3. If the commutator is dirty, it may be cleaned with
No. 00 sandpaper.
NOTE: Never use emery cloth to clean commutator.
4. Inspect the brushes (13, Figure 2-15) for wear.
a. If worn excessively when compared with a new
brush, they should be replaced.
b. Make sure the brush holders (10) are clean and
the brushes are not binding in the holders.
c. The full brush surface should ride on the commutator. Check by hand to insure that the brush
springs (16) are giving firm contact between the
brushes (13) and commutator.
d. If the springs (16) are distorted or discolored,
they should be replaced.
Armature Servicing
Disassembly
The cranking motor should be disassembled only as
far as necessary to repair or replace defective parts.
1. Note the relative position of the solenoid (53,
Figure 2-15), lever housing (78), nose housing
(69), and C.E. frame (1) so the motor can be
reassembled in the same manner.
2. Disconnect field coil connector (42) from solenoid
motor terminal, and lead from solenoid ground
terminal.
3. Remove the brush inspection plates (52), and
brush lead screws(15).
4. Remove the attaching bolts (34) and separate the
commutator end frame (1) from the field frame
(35).
5. Separate the nose housing (69) and field frame
(35) from lever housing (78) by removing attaching bolts (70).
6. Remove armature (45) and drive assembly (71)
from lever housing (78).
7. Separate solenoid (53) from lever housing by
pulling apart.
D02017.3 7/98
Cleaning and Inspection
If the armature commutator is worn, dirty, out of round,

or has high insulation, the armature (45) should be put
on a lathe and the commutator turned down. The
insulation should then be undercut 0.031 in. (.79 mm)
wide and 0.031 in. (.79 mm) deep, and the slots cleaned
out to remove any trace of dirt or copper dust. As a final
step in this procedure, the commutator should be
sanded lightly with No. 00 sandpaper to remove any
burrs left as a result of the undercutting procedure.
The armature should be checked for opens, short
circuits and grounds as follows:
1. Opens are usually caused by excessively long
cranking periods. The most likely place for an
open to occur is at the commutator riser bars.
Inspect the points where the conductors are
joined to the commutator bars for loose connections. Poor connections cause arcing and burning
of the commutator as the cranking motor is used.
If the bars are not too badly burned, repair can
often be effected by resoldering or welding the
leads in the riser bars (using rosin flux), and turning down the commutator in a lathe to remove the
burned material. The insulation should then be
undercut.
D2-19
2. Short circuits in the armature are located by use

of a growler. When the armature is revolved in the
growler with a steel strip such as a hacksaw blade
held above it, the blade will vibrate above the area
of the armature core in which the short circuit is
located. Shorts between bars are sometimes produced by brush dust or copper between the bars.
These shorts can be eliminated by cleaning out
the slots.
3. Grounds in the armature can be detected by the
use of a 110-volt test lamp and test points. If the
lamp lights when one test point is placed on the
commutator with the other point on the core or
shaft, the armature is grounded. Grounds occur
as a result of insulation failure which is often
brought about by overheating of the cranking
motor produced by excessively long cranking
periods or by accumulation of brush dust between
the commutator bars and the steel commutator
ring.
Field Coil Checks

The field coils (46, Figure 2-15) can be checked for
grounds and opens by using a test lamp.
1. Grounds---- The ground connections must be disconnected during this check. Connect one lead
of the 110 volt test lamp to the field frame (35) and
the other lead to the field connector (42). If the
lamp lights, at least one field coil is grounded and
must be repaired or replaced.
2. Opens----Connect test lamp leads to ends of field
coils (46). If lamp does not light, the field coils are
open.
Field Coil Removal

Field coils can be removed from the field frame assembly by using a pole shoe screwdriver. A pole shoe
spreader should also be used to prevent distortion of
the field frame. Careful installation of the field coils is
necessary to prevent shorting or grounding of the field
coils as the pole shoes are tightened into place. Where
the pole shoe has a long lip on one side and a short lip
on the other, the long lip should be assembled in the
direction of armature rotation so it becomes the trailing
(not leading) edge of the pole shoe.
D2-20
FIGURE 2-15 CRANKING MOTOR ASSEMBLY

1. C.E. Frame
2. Washers
3. O-Ring
4. Insulator
5. Support Plate
6. Brush Plate Insulator
7. Washers
8. Plate & Stud
9. Plate
10. Brush Holder
11. Lock Washer
12. Screw
13. Brush (12 reqd)
14. Lock Washer
15. Screw
16. Brush Spring
17. Screw
18. Screw
19. Screw
20. Lock Washers
21. Plate
22. Brush Holder
Insulator
23. Screw
24. Lock Washer
25. Washer
26. O-Ring
27. Bushing
28. Insulator
29. Washer
30. Lock Washer
31. Nut
32. Nut
33. Lock Washer
34. Screw
35. Field Frame
36. Stud Terminal
37. Bushing
38. Gasket
39. Washers
40. Washer
41. Nut
42. Connector
43. Lock Washer
44. Nut
45. Armature
46. Field Coil (6 Coils)
47. Shoe
48. Insulator
49. Screw
50. Washer
51. O-Ring
52. Inspection Plug
53. Solenoid Housing
54. Lock Washer
55. Screw
56. Plunger
57. Washer
58. Boot
59. Washer
60. Spring
61. Retainer
62. Snap Ring
63. Shift Lever
64. Nut
65. O-Ring
66. O-Ring
67. Snap Ring
68. Lever Shaft
69. Drive Housing
70. Screw
71. Drive Assembly
72. Gasket
73. Plug
74. Gasket
75. Brake Washer
76. Screw
77. Lock Washer
78. Lever Housing
79. Washer
80. O-Ring
7/98 D02017.3
FIGURE 2-15. CRANKING MOTOR ASSEMBLY
D02017.3 7/98
D2-21
Solenoid Checks
A basic solenoid circuit is shown in Figure 2-16. Solenoids can be checked electrically using the following
procedure.
Test
1. With all leads disconnected from the solenoid,
make test connections as shown to the solenoid,
switch terminal and to the second switch terminal
G, to check the hold-in winding (Figure 2-17).
2. Use the carbon pile to decrease the battery voltage
to 20 volts. Close the switch and read current.
a. The ammeter should read 6.8 amps maximum.
3. To check the pull-in winding, connect from the
solenoid switch terminal S to the solenoid motor
M or MTR terminal (Figure 2-18).
To prevent overheating, do not leave the pull-in

winding energized more than 15 seconds. The
current draw will decrease as the winding temperature increases.
FIGURE 2-17. SOLENOID HOLD-IN WINDING TEST
4. Use the carbon pile to decrease the battery voltage

to 5 volts. Close the switch and read current.
a. The ammeter should read 9.0 to 11.5 amps.
NOTE: High readings indicate a shorted winding. Low
readings indicate excessive resistance.
5. To check for grounds, move battery lead from G
(Figure 2-17) and from MTR (Figure 2-18) to the
solenoid case. Ammeter should read zero. If not,
the winding is grounded.
FIGURE 2-16. SIMPLIFIED SOLENOID CIRCUIT
D2-22
FIGURE 2-18. SOLENOID PULL-IN WINDING TEST
7/98 D02017.3
Assembly
Lubricate all bearings, wicks and oil reservoirs with
SAE No. 20 oil during assembly.
Bearing Replacement:
1. If any of the bronze bearings are to be replaced,
dip each bearing in SAE No. 20 oil before pressing
into place.
2. Install wick, soaked in oil, prior to installing bearings.
3. Do not attempt to drill or ream sintered bearings.
These bearings are supplied to size. If drilled or
reamed, the I.D. will be too large and the bearing
pores will seal over.
4. Do not cross-drill bearings. Because the bearing
is so highly porous, oil from the wick touching the
outside bearing surface will bleed through and
provide adequate lubrication.
5. The middle bearing is a support bearing used to
prevent armature deflection during cranking. The
clearance between this bearing and the armature
shaft is large compared to the end frame bearings.
Motor Assembly:
1. Install the end frame (with brushes) onto the field
frame as follows:
a. Insert the armature (45, Figure 2-15) into the
field frame (35). Pull the armature out of the field
frame just far enough to permit the brushes to
be placed over the commutator.
b. Place the end frame (1) on the armature shaft.
Slide end frame and armature into place against
the field frame.
c. Insert screws (34) and washers (33) and tighten
securely.
2. Assemble lever (63) into lever housing (78) If
removed.
3. Place washer (79) on armature shaft and install
new O-ring (80). Position drive assembly (71) in
lever (63) in lever housing. Apply a light coat of
lubricant (Delco Remy Part No. 1960954) on
washer(75) and install over armature shaft. Align
lever housing with field frame and slide assembly
over armature shaft. Secure with screws (76) and
washers (77).
4. Assemble and install solenoid assembly through
lever housing and attach to field frame. Install nut
(64) but do not tighten at this time. Install brush
inspection plugs (52).
D02017.3 7/98
FIGURE 2-19. PINION CLEARANCE CHECK CIRCUIT

5. Using a new gasket (72), install drive housing (69)
and secure with screws (70).
6. Assemble field coil connector (42) to solenoid.
7. Adjust pinion clearance per instructions on the
following page.
8. After pinion clearance has been adjusted,install
gasket (74) and plug(73).
Pinion Clearance
To adjust pinion clearance, follow the steps listed below.
1. Make connections as shown in Figure 2-19.
2. Momentarily flash a jumper lead from terminal G
to terminal MTR. The drive will now shift into
cranking position and remain so until the batteries
are disconnected.
3. Push the pinion or drive back towards the commutator end to eliminate slack movement.
4. The distance between the drive pinion and housing
should be between .330 in. to .390 in. (8.3 mm to
9.9 mm) as shown in Figure 2-20.
5. Adjust clearance by turning shaft nut (64, Figure
2-15).
D2-23
Coil Test
1. Using an ohmmeter, measure the coil resistance
across the coil terminals.
a. The coil should read approximately 28 at 72F
(22.2 C).
b. If the ohmmeter reads , the coil is open and
the switch must be replaced.
c. If the ohmmeter reads 0 , the coil is shorted
and the switch must be replaced.
2. Place one of the ohmmeter probes on a coil
terminal and another on the switch mounting
bracket. If the meter displays any resistance reading, the coil is grounded and the switch must be
replaced.
FIGURE 2-20. CHECKING PINION CLEARANCE
Magnetic Switch
The magnetic switch is a sealed unit and not repairable.
Removal
1. Remove battery power as described in Cranking
Motor Removal.
3. The ohmmeter should display when the probes

are placed across the switch terminals.
NOTE: The switch terminals should show continuity
when 24 VDC is applied to the coil terminals, however
high resistance across the internal switch contacts
due to arcing etc. could prevent the switch from delivering adequate current to the cranking motor. If the
coil tests are satisfactory but the switch is still suspect,
it should be replaced with a new part.
2. Disconnect cables from the switch terminals and

wires from coil terminals (Figure 2-21).
NOTE: If the magnetic switch being removed has a
diode across the coil terminals, mark the leads prior to
removal to ensure correct polarity during installation.
3. Remove mounting capscrews and washers. Remove switch from mounting bracket.
4. The switch coil circuit can be tested as described
below.
Installation
1. Attach magnetic switch to the mounting bracket
using the capscrews and lockwashers removed
previously.
2. Inspect cables and switch terminals. Clean as
required and install cables.
3. Install the diode across the coil terminals if required. Be certain diode polarity is correct. (Refer
to the wiring diagram, Figure 2-12.) Attach wires
from the truck harness to the coil terminals (See
Figure 2-21).
4. Connect battery power as described in Cranking
Motor Installation.
D2-24
FIGURE 2-21. MAGNETIC SWITCH ASSEMBLY
7/98 D02017.3
ELECTRICAL SYSTEM COMPONENTS

GENERAL TROUBLESHOOTING
When troubleshooting electrical system circuit and
component problems, it is necessary to follow a logical
diagnosis procedure.
It is important to verify the battery supply is functioning,
electrical harnesses and connectors have not been
physically damaged and all connectors are clean and
properly secured.
The following basic steps may eliminate many electrical problems:

1. Verify the batteries are fully charged, the battery
disconnect switch is closed, and the control
power relays for the 12 volt and 24 volt power
circuits are functioning.
2. Check all cable connections at the batteries in the
battery box. They should be clean, with no corrosion. If necessary, open the battery disconnect
switch, remove cables and clean the battery terminals and connectors with a baking soda/water
solution using a stiff, non-wire brush. Flush with
clean water, reinstall cables and tighten securely.
3. Verify connectors are properly crimped onto wires

or cables. Improperly crimped connectors can
cause possible overheating of the circuit due to
high resistance in the connection. Discoloration
of connector pins and/or sockets indicate the
possibility of an improper crimp.
4. Connector pins must be properly locked into the
connector shell. If a one or more pins do protrude
far enough into the connector shell, they may not
mate properly when the connector is assembled.
5. If a harness must be repaired, use the proper wire
gauge and type. Use the proper crimping tool if
connector pins are replaced.
6. Verify the appropriate circuit breaker is functioning properly. If a circuit breaker malfunctions and
must be replaced, be certain the replacement part
has the same current rating as the part removed.
Always install a new circuit breaker with the same

current rating as the breaker being replaced. A
higher rated breaker could allow the circuit to
overheat and possibly result in a fire.
To prevent possible damage to the battery equalizer system, the following procedure must be followed when battery cables are removed or
installed:
1. When REMOVING cables, disconnect and remove the positive (+) cables first.
2. Remove the negative (--) cables last.
3. When INSTALLING the cables, install the
negative cables (--) first.
4. Install the positive cables (+) last.
D03016 6/99
If a problem still exists with a particular component and

its circuit after following the general troubleshooting
steps suggested, refer to the information in this section
of the manual for various electrical switches, sensors
etc. for further information.
If the problem occurs in any of the various Controllers
installed on the truck, refer to information in the PMC
System section of the manual for additional troubleshooting instructions when noted.
Electrical System Components
D3-1
CAB MOUNTED COMPONENTS

Figure 3-1 illustrates electrical system components
and PMC System components mounted on the rear
wall of the Operator Cab. Additional relay boards, etc.
are located in the compartment under the passenger
seat (Figure 3-2).
Refer to PMC System for troubleshooting information concerning the following system controllers:
Transmission Controller (1)
Suspension Controller (2)
Powertrain Management Controller (3)
Retard and Control Monitor (4)
Tire Management System (5)
Note: The Suspension Controller and Tire Management System Controllers are optional equipment
and may not be installed on the truck.
CIRCUIT BREAKERS
Table I lists the truck circuit breakers located at the
battery box, inside the cab; mounted on the circuit
breaker panel (8, Figure 3-1) and on relay boards
under the passenger seat (Figure 3-2).
FIGURE 3-1. CAB REAR WALL COMPONENTS

1. Transmission Controller (ATC)
2. Suspension Controller (ASC) (Optional)
3. Powertrain Management Controller (PMC)
4. Retard Control and Monitor (RCM)
5. Tire Management System (TMS ) (Optional)
6. Relay Board (RB6A)
7. Relay Board (RB6B)
D3-2
8. Circuit Breaker Panel (CB01 through CB32)

9. Bus Bar -- Battery Direct Power (Circuit #1)
10. Bus Bar -- Battery Disconnect Power (Circuit #11)
11. Bus Bar -- Control Power (Circuit #12)
12. Bus Bar -- 12 Volts DC (Circuit 12V)
13. Bus Bar -- Chassis Ground
6/99 D03016
CIRCUIT BREAKER
IDENTIFICATION
CIRCUIT NUMBER
CONTROL DESCRIPTION
No.
AMPS
VOLTS
IN
OUT
CB24V
CB12V
50
50
+24
+12
4
2
12
24 Volt Control Power (To Power Bus #3 on Cab Rear Wall)
12V
12 Volt Control Power (To Power Bus #4 on Cab Rear Wall)
LOCATION: CAB REAR WALL
CB01
CB02
CB03
CB04
CB05
CB06
CB07
CB08
CB09
CB10
CB11
CB12
CB13
CB14
CB15
CB16
CB17
CB18
CB19
CB20
CB21
CB22
CB23
CB24
CB25
CB26
CB27
CB28
CB29
CB30
CB31
CB32
5
5
10
5
5
5
--15
10
5
5
10
10
5
5
10
5
15
5
15
15
5
10
5
5
5
5
5
5
-10
+24
+24
+24
+24
+24
+24
--+24
+24
+24
+24
+24
+24
+24
+24
+24
+24
+24
+24
+12
+12
+12
+12
+24
+24
+24
+24
+24
+24
-+24
1
1
1
1
1
1
--12
12
12
12
12
12
12
12
12
12
12
12
12V
12V
12V
12V
21
13
13
13
12
12
-11
CB13
CB14
CB15
15
15
15
+24
+24
+24
RB4
11
11
11
45RL/45LL
45RL/45LL
41C
CB21
15
+24
RB5
11
43
CB23
CB24
CB25
CB26
CB27
15
15
15
15
15
+24
+24
+24
+24
+24
11
11
11
11
11
41LL/41LB
41LL/41LA
41HL/41HB
41HL/41HA
11D
LOCATION: BATTERY BOX
27B
Centry Engine Monitor
25
Transmission Controller (ATC)
82
Retard and Control Monitor (RCM)
91B1
Powertrain Management Controller (PMC)
91B2
46
Hazard Light Control
-Not Used
-Not Used
63
Windshield Wiper Motor
47B
Back-Up Alarm and Lights
91A
81
Suspension Controller (Optional)
25C2
25C1
27A
Centry Engine Monitor
12H
Hoist Limit Solenoid Valves
39J
Payload Meter Light Control Meter
39G
Payload Meter Lights
47A
Deck Mounted Back-Up Lights
68A
Automatic Lube System Timer
67P
Left Cab Window Motor
67R
Right Cab Window Motor
65
AM/FM Radio
67C
Cigar Lighter
21S
Start Circuit Signal
31
Electronic Display Panel (Instrument Panel)
38
Message Display panel (MOM)
13A
Payload Meter Supply Power (PLM)
12PC
SNET to DAD Interface Connector
67AS
Operator seat Air Pump
-Not Used
42
Engine Service Lights
LOCATION: PASSENGER SEAT BASE
RB1
Turn Signal Lights
Turn Signal Light Control
Dash Lights/Clearance Lights
Steering Bleeddown Solenoid, Horn & Service Lights
Left Low Beam Headlight
Right Low Beam Headlight
Left High Beam Headlight
Right High Beam Headlight
Turn/Clearance Light Control
TABLE I. CIRCUIT BREAKER CHART
D03016 6/99
D3-3
FIGURE 3-2. PASSENGER SEAT BASE COMPARTMENT

1. Passenger Seat Base
2. Lateral Inclination Sensor
3. Relay Board -- RB5
4. Auto-Lube System Timer
5. Passenger Seat
7. Max. Speed Setting Switch
D3-4
8. Speed Set Switch -- UP

9. Speed Set Switch -- DOWN
10. Max. Speed Set Switch -- Loaded/Empty
11. Highest Gear Set Switch #2
12. Highest Gear Set Switch #1
14. Compartment Service Lamp
15. Inclinometer Sensor
6/99 D03016
RELAY BOARDS
Preliminary Checks
The truck is equipped with 5 relay boards to provide

control in many of the electrical system circuits. Two
types of relay boards are used; one type contains 4,
interchangeable relays and a maximum of five circuit
breakers. The other type is capable of supporting up
to eight relays. The latter type does not contain circuit
breakers.
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:
RELAY BOARDS (With Circuit Breakers)

Description
This type circuit board is located under the passenger
seat as shown in Figure 3-2. These relays are designated as follows:
Relay Board RB1 (13, Figure 3-2)
Check for a circuit breaker that is in the OFF

position or a red (breaker open) light is ON. If
a circuit breaker is OFF, turn it ON. Check
operation of component. If it trips again, check
the wiring or component for defects that could be
causing the circuit to be overloaded.
The contacts inside the relay may not be closing,
preventing an electrical connection. Swap relays
and check again. Replace defective relays.
Check the wiring and all of the connections between the relay board and the component for an
open circuit.
Defective component. Replace component.
Poor ground at the component. Repair the

ground connection.
Each relay board contains circuit breakers, which are

interchangeable between the relay boards. DO NOT
interchange or replace any circuit breaker with one of
a different capacity other than specified for that circuit.
Serious damage or fire may result if the wrong
capacity circuit breaker is used.
Each relay board is equipped with four green lights (9,
Figure 3-3) and one red light (7). The four green lights
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,
or if the relay coil has an open circuit.
The red Breaker Open light (if ON) indicates that a
circuit breaker (on that relay board) 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.
The function of the light at location 8, Figure 3-3,
serves a different function on each relay board RB1,
RB4, and RB5. This function can be determined by the
label above the lamp.
D03016 6/99
D3-5
Service
To replace a relay:
1. Remove one screw (10, Figure 3-3) holding the
crossbar in place and loosen the other screw.
2. Swing crossbar away.
3. Gently wiggle and pull upward to remove relay
(11).
4. Line up tabs and install new relay.

5. Place crossbar in original position and install
screw (10) removed in step 1. Tighten both
screws.
FIGURE 3-3. TYPICAL RELAY BOARD

1. Relay Board
2. Main Harness Connector
3. Screw
4. Circuit Breaker
5. Circuit Panel Card
6. Screw
7. Breaker Open Light (RED)
8. *Bleed Down Light (GREEN)
9. K1, K2, K3, K4 Lights (GREEN)
10. Screw
11. Relay
12. Circuit Harness Connector
13. Circuit Harness Connector
NOTE: * Bleed Down Light used on
RB4 only.
D3-6
6/99 D03016
To replace a circuit breaker:
To replace a circuit panel card

DO NOT remove the small screws that hold the
cover plate to the circuit panel. Replace circuit panel
as a complete assembly.
Always replace a circuit breaker with one of the

same amperage capacity as the one being removed.
1. Place battery disconnect switch in the OFF

position. Raise passenger seat base for access
to relay boards.
2. Unplug all wiring harnesses from relay board.
Remove four relay mounting screws and remove
relay board from truck.
1. Place battery disconnect switch in the OFF

position. Raise passenger seat base for access
to relay boards.
2. Remove the two mounting screws (6, Figure 3-3)
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).
3. Remove four hold-down screws (3, Figure 3-3)

(one in each corner) in circuit breaker cover plate
and all circuit breaker screws. Remove cover
plate from circuit breakers.
4. Remove nuts and star washer from back side of
circuit board that holds the breaker in place.
5. Lift out circuit breaker. Retain flat washers that
were between inner circuit breaker nut and relay
board.
6. Install one nut and two flat washers to each pole
on the circuit breaker. Nuts must be adjusted to
the same height as on the other circuit breakers.
This is necessary so when cover plate is installed,
it will not press circuit breaker into, or pull up on,
the circuit board. Install new circuit breaker of the
same capacity rating as the one removed.
7. Install star washer and nut to circuit breaker poles
(on the back side) and tighten nuts.
8. Install cover plate and all screws removed during
disassembly.
D03016 6/99
D3-7
RELAY BOARD DESCRIPTION
2 - 5 amp circuit breakers (CB20, CB22 -- not used)
Note: Refer to the Circuit Breaker Chart, Table I. for

a list of the circuit breakers and their function on
each relay board.
1 - 15 amp circuit breaker (CB21)

4 - Relays
(K1) (Not Used)
Relay Board RB1
(K2) (Not Used)
This relay board (13, Figure 3-2) is located on the

outside wall of the passenger seat base compartment.
The following components are installed:
Horn, Steering Bleed, Service Lights

(K3)
1 - Flasher Power Light (Green):

> This light will be ON when the turn signals or
hazard lights are activated.
> K1 light will illuminate during left turn signal operation.
> K2 light will illuminate during right turn signal
operation.
> K3 light will illuminate during clearance light operation.
> K4 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.
Relay
(K4) (Not Used)
Relay Board RB5

This relay board (3, Figure 3-2) is located on the rear
of the inner wall of the passenger seat base compartment. The following components are installed:
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.
5 - 15 amp circuit breakers
(CB23, CB24, CB25, CB26, CB27)
4 - Relays
3 - 15 amp circuit breakers (CB13, CB14, CB15)
Left Low Beam Relay (K1)
4 - Relays
Right Low Beam Relay (K2)
Left Turn/Clearance Light Relay (K1)

Right Turn/Clearance Light Relay (K2)
Left High Beam Relay (K3)

Right High Beam Relay (K4)
Clearance Lights Relay (K3)

Flasher Relay (K4)
Relay Board RB4

This relay board (6, Figure 3-2) is located at the front
of the inside wall of the passenger seat base compartment. The following components are installed:
1 - Steering Pressure Bleed Down Timer Module
card.
1 - Bleed Down Light (Green)
> This light is illuminated when the bleeddown solenoid is energized. The bleeddown timer will
energize the solenoid for two to three minutes
after the key switch is turned OFF.
> K3 light will illuminate when the horn is activated.
D3-8
6/99 D03016
RELAY BOARDS (Without Circuit Breakers)

The following relay boards, as shown in Figure 3-4,
contain a maximum of eight, single pole-double throw
relays. Circuit Breakers are not used on this type relay
board.
Additional circuits may be added by utilizing the empty
relay sockets and terminals if available.
To add an additional circuit with a relay, connect the
wires as described below:
Relay coil control circuit is the + and - terminals:
> + terminal is for positive voltage.
> - terminal is for grounding of the control circuit.
Either contact circuit can be switched open or
closed as desired when the relay is activated.
The terminals of the switched circuit from the relay
contacts are labeled as follows:
NC - Normally Closed
COM - Common
NO - Normally Open
> 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.
> 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).
> NO terminal is connected (through the relay) to
the COM terminal when the relay is energized
(by the control circuits + & -) being energized).
FIGURE 3-4. RELAY BOARD

1. Relay Board Assembly
2. Terminal Strips (TS1 - TS8)
3. Relays (K1 - K8)
The following relay boards of this type (Figure 3-4) are

installed on the 530M truck:
RB6A (6, Figure 3-1) located on the rear, interior
wall of the cab.
RB6B (7, Figure 3-1) located on the rear, interior
wall of the cab.
Refer to Table II. for a list of the relays and circuits

applicable to the above relay boards.
D03016 6/99
D3-9
RELAY
COIL CIRCUITS
+
CONTACT CIRCUITS
COM.
N.O.
FUNCTION
N.C.
RELAY BOARD RB6A
1
2
3
4
5
6
7
8
21S
12
52C1
39G
52C2
63L1
63H1
52S5
25N
25TC
0
25N
0
0
0
0
21S
12
12
0
12
63
63
12
21PT
25P
52C3
25NI
52C4
63L
63H
25S4
1
2
3
4
5
6
7
8
44R1
39G
39J
44B1
39J
44B1
47A
39J
0
25N
39A
0
39B
0
25R
39C
12
39J
39JA
52BS
39JA
12
47A
39JA
44R
39JA
-0
-44
47
--
-PRELUB Timer Solenoid

-Transmission Solenoid Power Supply
-Front Brake Cooling Valve Solenoid
-Payload Meter, Neutral Signal
-Rear Brake Cooling Valve Solenoid
-Windshield Wiper Motor, Low Speed
-Windshield Wiper Motor, High Speed
-Front Brake Cut Solenoid
RELAY BOARD RB6B
--39AA
-39BA
--39CA
Retard Lights
Payload Meter, Light Relays
Payload Meter, Green Light Control
Brake Signal (To ATC)
Payload Meter
Brake Light
Backup Horn and Lights
Payload Meter
TABLE II. RELAY BOARD CIRCUITS

TRUCK INCLINATION SENSORS
Two sensor devices, the lateral inclination sensor (2,
Figure 3-2) and fore-aft inclinometer sensor (15) are
located in the passenger seat base compartment.
Payload Meter Inclinometer Sensor
The inclinometer is used by the Payload Weighing
System (PLMII) to sense whether the truck is on a level
surface or tilted fore or aft. This sensor information is
required by the system to calculate the truck payload
correctly to account for weight transfer when not level.
Refer to Section M for detailed information on the
inclinometer and on-board weighing system.
Refer to PMC System for additional information on

this sensor and its circuitry.
LUBRICATION SYSTEM TIMER
The lubrication system timer (4, Figure 3-2) controls
the lubrication cycle frequency for the automatic lubrication system.
Lubrication frequency can be adjusted by removing the
timer enclosure 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 M for additional automatic lubrication system details.
Lateral Inclination Sensor

The lateral inclination sensor provides information to
the Transmission Controller which provides a warning
signal to illuminate the Lateral Slope Warning lamp on
the instrument panel left pod. If the truck is operating
on a slope and the lateral slope angle exceeds 15
degrees, the operator is warned by the above lamp,
the Central Warning Lamp, and warning buzzer.
This sensor contains two, normally closed contacts. If
the trucks lateral inclination exceeds 15 degrees to the
left, one set of contacts opens to provide the warning
signal to the Transmission Controller. If the truck is
inclined more than 15 degrees to the right, the other
set of contacts will open to provide the warning signal.
D3-10
PMC SYSTEM SWITCHES

Several switches (items 7 through 12, Figure 3-2) allow
maintenance personnel to set the maximum truck
speeds and maximum transmission gear ranges available to the operator. Maximum truck speeds can be
set to different values for the truck when loaded and
when empty. Maximum gear range can be set to F4,
F5, F6, or F7.
Note: The maximum speeds and gear range settings can also be set using MOM or DAD.
Refer to PMC System for additional information on
these switches and troubleshooting the circuits.
6/99 D03016
ACCELERATOR PEDAL
Operation
The electronic accelerator pedal (Figure 3-5) indirectly
controls engine speed through the PMC System, providing several functions as described below.
The PMC controls engine speed by sending a throttle
frequency signal to the Engine Controller.
The PMC receives all of the following requests as to
throttle control, processes them, and then provides an
output signal to the Engine Controller.
Accelerator pedal (throttle) signal:
This throttle signal is varied as the accelerator
pedal is depressed. As the pedal is depressed, the
output voltage signal increases and engine rpm
increases.
Idle validation signals:
The accelerator pedal provides two digital signals
to the PMC to indicate whether the accelerator
pedal is depressed or released. These signals
also inform the PMC of a loss of voltage if a failure
occurs in the throttle pedal. When the PMC detects
throttle voltage failure, it sends the fault code to
MOM and S-NET to inform the operator of the
problem.
If a loss of throttle signal occurs and the accelerator pedal is released, the PMC sends a 194 Hz
signal to the Centry system to maintain engine
speed at 1000 rpm. If the signal loss occurs and
the accelerator pedal is depressed, the PMC
sends a 150 Hz signal to Centry to maintain the
engine speed at 750 rpm.
If the loss of throttle signal occurs between the
PMC and the Centry control system, Centry will
control engine speed depending on whether the
pedal is released or depressed, providing the
same engine speeds as described above.
AISS (Auto-Idle Setting System):
When the accelerator pedal is not depressed, the
PMC sends two types of throttle signals to Centry
as low idle speed; low-low idle and high-low idle,
according to the truck conditions, coolant temperature, parking brake, rear brake, and the AISS
switch located in the right pod on the instrument
panel.
Note: Low-low idle is the basic low idle; 750 rpm.
High-low idle is an intermediate speed; 1000 rpm.
High-low idle is used for quick warm-up of the engine when coolant temperature is low, and also is
used for good acceleration from standstill.
FIGURE 3-5. ELECTRONIC ACCELERATOR PEDAL
D03016 6/99
D3-11
AISS operation is as follows:
SPECIFICATIONS
When the AISS switch is in the OFF position and

coolant temperature is 30C (47 F) or less, the
PMC selects high-low idle regardless of other
conditions. When coolant temperature is
warmed, high-low idle is returned to low-low idle
automatically.
both the parking brake and rear brakes are released , the PMC selects high-low idle regardless
of other conditions. When either of these brakes
is applied, high-low idle is returned to low-low idle
automatically.
When the AISS switch is in the ON position, the
PMC selects low-low idle regardless of other
conditions. This mode is available when the truck
must be be moved slowly (in the shop area) even
if coolant temperature is low.
Throttle modification signal (sent from the Transmission Controller to the PMC):
This is a frequency signal which varies between
150 and 400 Hz. from the Transmission Controller
that requests the PMC to reduce the throttle signal
to Centry if the range selector is moved from
Neutral to Drive when engine speed is greater than
1500 rpm.
Note: If the operator attempts to shift from Neutral
to Reverse, engine speed must be below 1400
rpm.
Supply voltage ................................. 5 0.01 Volts DC

Output, closed throttle .................... 3.60 to 4.00 Volts
Output, open throttle....................... 1.00 to 1.40 Volts
TROUBLESHOOTING
Idle Validation Switch Continuity Check
(Refer to Figure 3-4.)
The idle validation switch circuit 54C (pin B) to circuit
0 (pin A) should be closed when the pedal is released
and should open just after the pedal is depressed.
Circuit 54B (pin C) to circuit 0 (pin A) should be open
when the pedal is released and close after the pedal
is depressed slightly and remain closed to full throttle.
Sensor Check
Refer to PMC System Troubleshooting for pedal
sensor checks.
Throttle modification signal (sent from RCM):

This is a Pulse Width Modulation type signal between 0 and 100%.
The RCM also requests the PMC to reduce engine
speed if the truck is starting or accelerating on a
slippery road surface and the RCM detects tire
slip, the RCM requests the PMC to reduce engine
speed until tire traction is restored.
Cruise Control (Optional):
If the optional Cruise Control feature is installed
and the operator has turned Cruise Control on and
set the desired speed, the PMC will control the
throttle signal instead of the accelerator pedal.
D3-12
6/99 D03016
24V COMPONENTS (Outside Cab)

BATTERY BOX
The battery box (1, Figure 3-6), located on the right
deck, houses the four 220 amp hour, 12 volt heavy duty
batteries (2). The following components are located
on the outside of the enclosure; disconnect switch,
circuit breakers, power relays, and battery equalizer.
Ground Level Shutdown Switch

The ground level shutdown switch, mounted at the
base of the left access ladder, is connected in series
with the battery disconnect switch and removes battery
power from the key switch when opened.
Control Power Relays
All components except the disconnect switch are located under a protective cover.
Power relays are energized and connect the 12 volt (8)

and 24 volt (9) battery circuits to truck electrical circuits
when the key switch is in the Run position.
Battery Disconnect Switch
Circuit Breakers
The battery disconnect (4, Figure 3-6) removes battery

power from all truck power circuits when the switch is
open. The switch is for use during maintenance and
repair procedures requiring removal of power from the
electrical circuits without the need to remove battery
cables.
50 amp circuit breakers protect the 12 volt (6) and 24

volt (5) power circuits between the batteries and the
power bus bars located in the truck cab.
Level Sensor
The level sensor (3) signals the PMC to turn on the
Maintenance Monitor Lamp if the battery electrolyte
level is low.
FIGURE 3-6. BATTERY BOX AND EXTERNAL COMPONENTS

1. Battery Enclosure
2. Batteries
3. Level Sensor
D03016 6/99
4. Battery Disconnect Switch

5. Circuit Breaker (24 Volt)
6. Circuit Breaker (12 Volt)
7. Battery Equalizer
8. Power Relay (12 Volt)
9. Power Relay (24 Volt)
D3-13
Battery Equalizer
BODY POSITION SENSOR SWITCHES
The majority of circuits on the truck operate on 24 VDC.

Several components require 12 VDC for operation
which requires tapping into the circuit between two of
the 12 volt batteries wired in series. The entire battery
package is recharged by the 24 volt alternator. To
insure all the batteries are discharged and recharged
equally, a battery equalizer (7, Figure 3-6) is utilized.
The battery equalizer balances the charge and discharge rates of all four batteries.
Two magnetically activated proximity switches sense

the position of the truck dump body. The body-up
switch (5, Figure 3-7) is located inside the left frame
rail, forward of the body pivot structure. This switch
provides a body seated signal to the Transmission
Controller when the body is resting on the frame.
When the body is raised above the frame rail (magnetic
field removed from the switch sensing area), the switch
sends a body float signal to the Transmission Controller. A warning lamp on the instrument panel left pod
illuminates to inform the operator.
Note: The body float lamp will also illuminate if the
hoist control is not in the FLOAT position or if there
is an open circuit between the switch and the Transmission Controller.
A circuit breaker mounted on the battery equalizer,

near the hookup terminals protects its internal circuitry.
If the breaker opens, the cause must be determined
and corrected and the breaker reset to restore normal
operation.
Test
If the batteries are not being charged equally or other
problems are apparent, perform the following tests:
1. Check the circuit breaker on the end of the enclosure to see if it has opened. If so, press the button
to reset.
2. Measure the voltage of each individual battery.
Each should measure approximately 12 volts. If
not, check voltages below:
a. Measure the voltage between the 24 volt terminal and ground terminal on the battery equalizer and and record.
b. Measure the voltage between the 12 volt terminal and ground terminal on the battery equalizer and record.
3. If the difference between the two voltage readings
in the previous step exceeds 0.75 volts, the battery equalizer should be replaced.
When removing the battery equalizer, remove the

ground connection first, then the 12 and 24 volt
positive cables. When installing the battery equalizer, Install the 12 and 24 volt cables first. Attach
the ground cable last.
The body limit switch (9) is located on the left frame

rail just behind the pivot. The body limit switch sends
a signal to the hoist limit solenoid (in the hydraulic
cabinet), which activates and blocks oil flow from the
hoist pilot valve to the hoist valve. The POWER UP oil
supply is blocked to prevent full hoist cylinder extension, and possible damage to the cylinders. Proper
switch adjustment insures the hoist cylinder travel
stops slightly before full extension.
Body-Up Switch Adjustment
Figure 3-7 shows two views of the body-up switch (5)
and the magnet used to activate the switch.
If switch adjustment is necessary, follow the procedure
below:
1. With the body resting completely on the frame,
loosen the switch mounting capscrews (6) and/or
the magnet adjustment capscrews (3).
2. Position the magnet until the lower edge aligns
with the upper edge of the proximity switch (5) as
shown in view A-A.
3. Slide the proximity switch in or until dimension X
is 15mm (0.59 in). Tighten capscrews (6) and
recheck vertical adjustment. If necessary, readjust and tighten capscrews (3).
Hoist Limit Switch Adjustment
Prior to adjustment, the body must be raised to maximum hoist cylinder extension and supported.
1. With the body fully raised, loosen the proximity
switch (9) adjustment capscrews (8) and slide the
switch up or down to position the top of the switch
in alignment with the lower edge of the magnet
(10). Tighten capscrews when adjusted properly.
D3-14
6/99 D03016
2. If necessary, loosen the capscrews securing the

proximity switch to the mounting bracket and slide
the switch in or out until dimension Y is 45mm
(1.77 in). Tighten the capscrews after adjusting.
4. Check operation to verify hoist cylinders extend

and stop before reaching maximum cylinder
stroke.
3. Lower body onto frame.
FIGURE 3-7. BODY-UP AND HOIST LIMIT SWITCHES

1. Body -- Raised Position
2. Body -- Resting on Frame
3. Magnet Adjustment Capscrews
4. Magnet
5. Proximity Switch (Body-Up)
D03016 6/99
6. Switch Mounting Capscrews

7. Mounting Bracket (On Frame)
8. Switch Mounting Capscrews
9. Proximity Switch (Body Limit)
10. Magnet (Body Limit Switch)
D3-15
SPEED SENSORS
A speed sensor (Figure 3-8), located in the brake
assembly at each wheel provides individual wheel
speed signals to the Retard and Control Monitor
(RCM) for use in determining truck speed and to
monitor wheel slip.
The sensors are mounted in a tapped hole in the brake
hub and adjusted to provide a slight gap between the
tip of the sensor and gear teeth machined around the
periphery of the seal carrier.
Each sensor is supplied with +18 volts through pin A.
Pin B is common (--) and grounded to the sensor shell.
Pin C provides the signal out.
No maintenance is required under normal operation.
However, if brake repairs are performed, it will be
necessary to adjust the sensor after brake rebuild.
Sensor Adjustment
Note: Sensor adjustment must be performed before
the tires and rims are installed.
1. If the sensor is already installed, loosen the
locknut (2, Figure 3-9) and remove the sensor
from the tapped mounting hole.
2. Rotate the seal carrier until a gear tooth is aligned
with the center of the sensor mounting hole.
3. Carefully thread the sensor into the hole until the
tip contacts the gear tooth.
4. Back out the sensor 5/8 turn (counterclockwise).
Continue to rotate until flats on sensor housing
are perpendicular to the direction of rotation of the
gear teeth as shown in Figure 3-9. (DO NOT back
out more than 1/2 turn.)
5. Tighten the locknut.
6. Install a protective cap on sensor connector end
(3, Figure 3-8) to protect connector until the connector harness is installed.
FIGURE 3-8. SPEED SENSOR ASSEMBLY

1. Sensor Body
2. Lock Nut
3. Connector End
FIGURE 3-9. SPEED SENSOR ADJUSTMENT

1. Speed Sensor
2. Lock Nut
D3-16
3. Brake Assembly
6/99 D03016
POWERTRAIN MANAGEMENT CONTROL SYSTEM

INDEX
POWERTRAIN MANAGEMENT CONTROL SYSTEM (D22001)
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . .
PMC SYSTEM TROUBLESHOOTING . . . . . . . . . . . .
EMERGENCY TRUCK OPERATION . . . . . . . . . . . . .
PMC SYSTEM FAULT CODE TABLES . . . . . . . . . . .
Electronic Display Panel (EDP or EDM) . . . . . . . . .
Transmission Controller (ATC) . . . . . . . . . . . . . .
Suspension Controller (SSP) . . . . . . . . . . . . . . .
Powertrain Management Controller (PMC) . . . . . . . .
Payload Meter (PLM) . . . . . . . . . . . . . . . . . . .
Retard and Control Monitor (RCM) . . . . . . . . . . . .
CENSE & Centry . . . . . . . . . . . . . . . . . . . . .
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POWERTRAIN MANAGEMENT CONTROLLER (PMC) -- (D23001)

PMC FEATURES . . . . . . . . . . . . . . . . . . . . . . . .
LED Display . . . . . . . . . . . . . . . . . . . . . .
DIP Switch Setting . . . . . . . . . . . . . . . . . . .
NORMAL OPERATION -- PMC . . . . . . . . . . . . . . . . .
Communication . . . . . . . . . . . . . . . . . . . . . . .
TROUBLESHOOTING -- PMC . . . . . . . . . . . . . . . . .
PMC Fault Code Troubleshooting . . . . . . . . . . . . .
PMC Controller Logic . . . . . . . . . . . . . . . . . . . .
PMC Fault Code Logic Description . . . . . . . . . . .
PMC Wiring Harness Connectors . . . . . . . . . . . . .
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. D23-1
. D23-1
. D23-1
. D23-2
. D23-3
. D23-7
. D23-8
. D23-16
. D23-17
. D23-48
TRANSMISSION CONTROLLER (ATC) -- (D24001)

ATC CONTROLLER FEATURES . . . . . . . . . .
LED Display . . . . . . . . . . . . . . . .
Rotary Switch Settings . . . . . . . . . . .
Shift Control . . . . . . . . . . . . . . . . . . .
ATC Fault Code Troubleshooting . . . . . . . . . .
ATC Fault Code Logic Description . . . . . . .
Transmission Controller Wiring Harness Connectors
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. D24-1
. D24-1
. D24-1
. D24-2
. D24-6
. D24-22
. D24-53
ELECTRONIC DISPLAY PANEL (EDP) -- (D25001)

Rotary Switch Settings . . . . . . . . . . .
External Indicator Lamps . . . . . . . . . .
Display Self-Check Function . . . . . . . .
Action Code Display . . . . . . . . . . . .
Electronic Display Panel Troubleshooting . . .
EDP Wiring Harness Connectors . . . . . . . .
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. D25-1
. D25-4
. D25-6
. D25-6
. D25-8
. D25-27
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RETARD CONTROL AND MONITOR (RCM) -- (D26001)

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RCM Calibration Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RCM Fault Code Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . .
D21001 6/99
Index
D22-1
D22-3
D22-6
D22-8
D22-9
D22-10
D22-13
D22-14
D22-16
D22-17
D22-19
D26-1
D26-1
D26-3
D21-1
AUTOMATIC SUSPENSION SYSTEM -- (D27001)

SUSPENSION SYSTEM COMPONENTS . . . . . . .
Automatic Mode Selection Control . . . . . . . . .
Suspension Controller Fault Code Logic Description
Suspension Controller System Troubleshooting . .
Suspension Controller Wiring Harness Connectors .
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D27-1
D27-2
D27-3
D27-6
D27-13
MOM (MESSAGE FOR OPERATION AND MAINTENANCE) -- (D30001)

SYSTEM CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . .
Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAINTENANCE INFORMATION (SCREEN HIERARCHY) . . . . . . . .
Display Able/Disable by Machine Status . . . . . . . . . . . . . . .
Vehicle State . . . . . . . . . . . . . . . . . . . . . . . . . . .
Display Able/Disable by Truck Model and Optional Equipment Status
SCREEN DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HARDWARE TROUBLESHOOTING AND MAINTENANCE . . . . . . .
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D30-1
D30-2
D30-4
D30-4
D30-6
D30-6
D30-7
D30-8
D30-11
MOM SCREEN DISPLAYS -- (D31001)

Initial Message Screens . . . . . .
s1 SERVICE MENU . . . . . . . .
s2 Component Check Menu .
s3 Machine Information Menu
t1 PARAMETER SET MENU . . .
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. . D31-1
. . D31-6
. . D31-6
. D31-25
. D31-31
DAD (DATA ACQUISITION DEVICE) -- (D32001)

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . .
Hardware Hookup . . . . . . . . . . . . . . . . . . . .
Software . . . . . . . . . . . . . . . . . . . . . . . . .
MAINTENANCE INFORMATION (SCREEN HIERARCHY) .
SCREEN DATA . . . . . . . . . . . . . . . . . . . . . . .
Real Time Data . . . . . . . . . . . . . . . . . . . . .
Fault Condition Data . . . . . . . . . . . . . . . . . . .
Snap-Shot Data . . . . . . . . . . . . . . . . . . . . .
Machine Trend Data . . . . . . . . . . . . . . . . . . .
Machine Check . . . . . . . . . . . . . . . . . . . . .
Machine Information . . . . . . . . . . . . . . . . . . .
Event Recorder . . . . . . . . . . . . . . . . . . . . .
Parameter Set . . . . . . . . . . . . . . . . . . . . . .
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DAD SCREEN DISPLAYS -- (D33001)

Password Input . . . . . . . . . .
s1 SERVICE MENU . . . . . . . .
s2 Component Check Menu .
s3 Machine Information Menu
t1 PARAMETER SET MENU . . .
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. . D33-1
. . D33-2
. . D33-2
. D33-22
. D33-27
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D32-1
D32-1
D32-2
D32-3
D32-8
D32-8
D32-8
D32-8
D32-9
D32-10
D32-10
D32-10
D32-10
REAL TIME DATA TABLES -- (D34001)

ACCESSING REAL TIME DATA SCREENS . . . . . . . . . . . . . . . . . . . . . . D34-1
D21-2
Index
6/99 D21001
POWERTRAIN MANAGEMENT CONTROL

SYSTEM
System Description
Electronic Display Panel
The 530M utilizes advanced electronic control and

monitoring systems for all critical machine functions.
Individual monitoring systems are integrated into one;
the Komatsu Powertrain Management Control System.
Operator information relative to truck operation, for

example; engine speed, vehicle speed, transmission
gear position etc., is indicated in the Electronic Display
Panel (referred to as EDP or EDM).
Engine (Cummins)
The engine is controlled by Cummins Centry and
monitored by Cummins CENSE. Centry receives throttle commands and controls engine speed through the
Cummins PT fuel system. CENSE monitors engine
condition and records information regarding engine
operation, enabling Service Technicians to obtain
quick diagnostic information on potential problems.
Transmission
If a fault occurs in one of the components or electronic

system, the Electronic Display Panel turns on an appropriate caution lamp and a buzzer and indicates the
action code to provide instructions for the operator to
follow for correcting the problem.
Payload Meter
The Payload Meter (PLM), made by Komatsu, shows
real-time payload calculated from suspension cylinder
pressure and records information for production management, including payload.
A fully automatic, Komatsu TORQFLOW transmission, with a lock-up torque converter is electronically
controlled and monitored by the Transmission Controller.
Message for Operator and Maintenance Display
Transmission Controller
The MOM ordinarily informs the operator of production management information, such as payload, or the
occurrence of a fault and can be used as an on-board
service tool whose functions can be used in conjunction with DAD described below.
The Automatic Transmission Controller (ATC) controls

the transmission shift schedule to achieve a smooth
shift change and eliminates loss of torque at shift
change using electronic modulation control for both the
transmission and torque converter.
The Transmission Controller extends transmission
clutch life by controlling clutch engaging pressure due
to the thermal load of each clutch.
The Message for Operation and Maintenance (MOM),

made by Komatsu, is a liquid crystal display with
several touch-switches on its surface.
The above Controllers are standard equipment. The

following are optional:
Suspension Controller
A fully hydraulic retarder system is controlled and

monitored by a Komatsu Retard Control and Monitor
(RCM).
The hydro-pneumatic suspension is controlled and

monitored by an optional Suspension Controller (refered to as ASC or SSP). The damping forces of the
front suspensions are changed automatically when the
truck is loaded or empty by the suspension controller
to provide an excellent ride.
Powertrain Management Controller
Data Aquisition Device
The Komatsu Power Train Management Controller

(PMC), made by Komatsu, plays a part of managing
the above controllers by mediating the throttle or brake
modification command.
The Data Aquisition Device (DAD), is a personal computer operating under Windows ver. 3.1 or later and is
used as an off-board service tool.
Retard Control and Monitor
The PMC can send operational data logged in each

controller, upon receiving the commands from a loader
or shovel, or the mine office through wireless.
Service personnel can download large amounts of

data, such as trend or working history information.
The integrated vehicle management system for the

530M, including all controllers described above is referred to as the PMC System (See Figure 22-1). This
D22001 6/99
PMC System
D22-1
system is designed for expanded and improved control

of the truck, and system monitoring for easier diagnostics and production management.
The PMC system:

Controls the throttle by commands; from the accelerator pedal to the PMC for basic operation,
from the T/M controller to the PMC, to modify the
throttle in abnormal use, from RCM to PMC.
Also to modify the throttle during tire slip, and the
features achieved by PMC itself, such as idle
validation, Auto-Idle Setting System (AISS),
cruise control, and an electronic vehicle speed
limiter.
Controls the retarder by commands; from the retard lever to RCM, for basic operation, from T/M
controller to RCM through PMC, to modify in abnormal use or engine overrun, and from PMC to
RCM, to modify the features achieved by PMC
itself, such as auto retarder control
Also, to control transmission gear change in addition to the T/M controller by a signal from PMC to
T/M controller, that is a command not to shift
change. (This feature will be available in the near
future.)
The PMC system:

Collects real-time data, cumulative data, fault
data, etc. in each controller and displays them in
MOM or DAD providing information for the
operator and/or service personnel.
Logs the data in each controller to simplify diagnostics, and transmits the data to the mine office,
dispatcher, etc. for monitoring truck performance
and production statistics.
Cummins Centry
Centry is an engine controller provided by Cummins.
Centry controls engine speed according to the frequency of the throttle signal from PMC. If a loss of
throttle signal occurs, Centry warns the operator by
turning the Centry caution lamp on, and controls the
two step idle speed according to the idle validation
signals sent directly from the accelerator pedal.
Cummins CENSE
CENSE is a device for monitoring engine condition.
CENSE monitors various data such as temperature,
pressure, etc. and sends a fault code to PMC when
CENSE determines that some input data is out of
normal range.
Refer to Cummins publications for additional information regarding electronic engine controls.
FIGURE 22-1. PMC SYSTEM DIAGRAM
D22-2
PMC System
6/99 D22001
PMC SYSTEM TROUBLESHOOTING

PRELIMINARY TROUBLESHOOTING
PROCEDURES
Fault History
The chart on the following pages describes observations to be made concerning the Electronic Display
Panel, warning and caution lamps, and applicable
controller displays during various operating conditions
when the truck is operating normally. If a problem
occurs, this information can be referenced to determine the general area of the fault(s).
The fault history of the following controllers can be

accessed through MOM or DAD.
RCM
Emergency Operation
When a problem occurs, it may be necessary to use
special methods of operation to enable the truck to
return to the shop for repairs.
Refer to Emergency Truck Operation to make a preliminary diagnosis of the problem and determine what
procedures may be available to allow limited operation
to return the truck to the shop.
INDICATION OF A FAULT OCCURRENCE
If a controller detects a fault in the PMC system, the
technician can trace the problem by the following:
The Electronic Display Panel shows the action
code of all faults that any controller in the PMC
system detects.
MOM shows the fault code, its description, and
action code of all faults that any controller in the
PMC system detects.
The Transmission Controller, PMC, and Suspension Controller display the fault in the LED display
on each controller.
PMC
Note: Fault history data for the Cummins Centry,
CENSE and PLM are not available through MOM
and DAD. Refer to the appropriate Cummins publication for engine control and monitor system troubleshooting.
MOM and DAD show the following information for
each fault code stored in memory:
Fault code
Description
Status -- Active or not
Current service meter reading
Service meter hour of the first occurrence
Service meter hour of the last occurrence
The number of occurrences
Refer to MOM and DAD at the end of this section
of the manual for usage information.
Action Codes
The first indication of a system problem will be displayed by the Electronic Display Panel, notifying the
operator a problem has occurred and provides instructions (action codes) for further truck operation, depending on how serious the problem is. The seven
possible action codes and messages related to the
action codes are listed below:
01 : GO TO SHOP AFTER WORK
02 : GO TO SHOP RIGHT NOW
03 : REDUCE ENGINE / MACHINE SPEED
04 : STOP SAFELY / SHUT OFF ENGINE
05 : WAIT WITH ENGINE LOW IDLE
06 : START ENGINE / KEEP LOW IDLE
07 : KEEP BODY SEATED
D22001 6/99
Further information concerning the first fault occurrence, number of occurrences etc. is available to the
technician by accessing the fault history data using
MOM or DAD.
SYSTEM TROUBLESHOOTING
When a fault occurs and system troubleshooting is
necessary, the technician should refer to the Fault
Code List Tables at the end of this section of the
manual to determine which controller is reporting the
problem and the nature of the problem. After determining the source for the fault code, instructions in the
following sections list various problems and fault codes
for individual Controllers and will help in troubleshooting and isolating the problem and repairing the system.
PMC System
D22-3
NORMAL OPERATION
Sequence of Operation
KEY SWITCH OFF
TURN KEY SWITCH ON

(ACC POSITION)
Parking brake applied

Press Lamp Check
Switch (right side)
Press Lamp Check
Switch (left side)
Turn F1 Start Switch
ON
Turn Shift Limit
Switch ON
PMC
MOM
PLM
All Off
All Off
All Off
All Off
All Off
0X (X= a to d) is displayed
sequentially in LEDs for 1
sec.
00 is displayed if no faults
are present.
Initial message (i1) is

displayed for 3 sec. after a
system message (in
Japanese) and the screen
changes to intial check 1
(i2) automatically.
All LCD areas are turned

on for 3 sec. All caution
and pilot lamps (except
Centry caution lamp) are
turned on.
Park brake lamp on.

All caution and pilot lamps
(except Centry caution
lamp) are turned on.
Centry caution lamp is
turned on.
F1 indicator is on.
88.88 is displayed and all

lamps and a buzzer are
turned on for 3 sec.
Eight values due to the
input data or PLM switch
setting are displayed for 3
sec. each.
Then, loaded weight is
displayed.
Shift limit indicator is on.
Range selector in
NEUTRAL
TURN AISS SWITCH OFF
Shift position displays N.

Shift indicator displays N.
START ENGINE
Engine rpm is displayed.
When coolant is
below 40 C (104 F),
automatic warm-up is
activated.
8.8 is displayed for 3 sec.

The program number is
displayed and ended by
----.
If fault codes are recorded,
they are displayed
sequentially.
Then, 0.0 or 0.C (if
temperatures are low) is
displayed on LEDs.
When transmission ECMV

oil temp. is 15 C (59 F)
or less, 0.C is displayed on
LEDs.
When transmission ECMV
oil temp. is 15 C (59 F)
or more, 0.0 is displayed
on LEDs.
Engine low idle speed is
increased to 1000 rpm.
Only bottom segment on

coolant temp. gauge is on.
Turn AISS Switch ON
Engine idle drops to 750

rpm, all conditions.
Turn AISS Switch OFF

When coolant is
above 40 C (104 F),
automatic warm-up is
deactivated
automatically.
RAISE BODY
Coolant temp. gauge

indicates green range.
Screen display changes to

initial check 2 (i3)
automatically.
Engine low idle drops to

750 rpm.
Body-up lamp is on
CHANGE SHIFT LEVER TO

R POSITION
00 is displayed on LEDs
when no faults are present.
When reverse is
Transmission gear
allowed with body up
changes to REVERSE
When reverse is NOT
Transmission remains in
allowed with body up
NEUTRAL
(See Note below)
NOTE: Reverse inhibit with body up can be selected with MOM or DAD. Initial setting from factory is inhibit.
Normal operation screen

(i4) is displayed
automatically.
Sequence of Operation
LOWER BODY. RELEASE

PARKING BRAKE AND
RETARDER.
MOVE RANGE SELECTOR
TO L.
Shift position indicates L.

Shift indicator indicates 1.
Transmission gear
changes to F1.
Lock-up indicator is on with

shift indicator 1.
Lock-up clutch is engaged.
Shift indicator changes to

2.
Shift indicator changes to
1.
Transmission gear
changes to F2.
Press accelerator
pedal
Turn Shift Limit
Switch ON
Turn F1 Start Switch
ON
CHANGE RANGE
SELECTOR TO D
Transmission is held in F1.

Shift Limit and F1 Start
Switch indicators turn on.
Shift indicator changes to 3. Transmission gear changes
to F3.
LOCK-UP FUNCTION CHECK

Change range selector to R.
Lock-up indicator is off.
Change range selector to D,

5, 4, 3 or L.
Lock-up indicator is on.
Press accelerator or apply

brake.
When engine speed is

approx. 1400 rpm or more,
lock-up indicator is on.
When engine speed is
1000 rpm or less, lock-up
indicator is off.
Lock-up clutch not

engaged in reverse.
Lock-up clutch is engaged
at F1 to F7.
Lock-up clutch is engaged.
Lock-up clutch not
engaged.
PMC
MOM
PLM
Engine low idle is raised to

1000 rpm automatically.
Normal operation screen

(i4) is displayed.
Loaded weight is
displayed.
EMERGENCY TRUCK OPERATION
If the problem occurs when the truck is traveling:
If the truck will not move when normal operation procedures are followed, or if the transmission monitor
lamp is flashing during truck startup, it is possible a
serious fault (mechanical or electrical) has occurred in
the transmission system.
If the truck is traveling and the transmission problem

occurs, refer to the table on the following page for
methods of emergency operation.
The following procedures should be followed when

necessary to move the truck for repairs after a serious
fault has occurred in the transmission control system.
If the problem occurs during truck startup:

If the the key switch is turned on and the engine will
not start, a transmission system problem is apparent
if the following exist:
The red, Automatic Transmission Mechatronics
Monitor lamp is flashing.
and/or
The range selector position is not indicated on the
Electronic Display Panel.
1. Turn the key switch off and remove the transmission cut relay located in the cab, behind the
operators seat.
2. Place the selector switch in NEUTRAL. It should
now be possible to start the engine.
1. If the transmission suddenly shifts to neutral while

traveling, stop the truck and place the range
selector in NEUTRAL. Refer to instruction No. 1
in the table.
a. Using the MOM display, determine what
transmission system fault codes are active.
b. Determine which emergency method of operation is applicable for the fault code displayed.
2. In situation # 2, stop the truck and shift to neutral.
Do not shut down the engine.
a. Remove and replace the 1 pin connector while
the key switch is turned on.
3. If none of the listed methods result in allowing
emergency operation to drive to the repair area,
the truck should be shut down and towed.
The Emergency Operation Procedures table on the

following page lists various fault codes that may be
observed when a transmission system fault occurs.
In some cases, the last digit of the four character fault
code is listed as X or Z. The last digit specifies the
component or signal causing the fault as listed below:
For X= 1: Lockup Clutch

2: High Clutch
3: Low Clutch
When the transmission cut relay is removed, it is

possible to start the engine even if the range selector is not in NEUTRAL! Be certain selector has
been placed in the NEUTRAL position.
4: 1st Clutch
5: 2nd Clutch
6: 3rd Clutch
7: Reverse Clutch
3. Refer to the Emergency Operation Procedures

table on the next page for additional instructions
for moving the truck to a repair area.
8: Middle Clutch
For Z= 0: Engine speed signal/sensor

1: T/M input shaft speed signal/sensor
2: T/M Middle shaft speed signal/sensor
3: T/M output shaft speed signal/sensor
D22-6
PMC System
6/99 D22001
EMERGENCY OPERATION PROCEDURES -- TRANSMISSION FAILURE

No.
EMERGENCY
OPERATION
METHOD
CONDITION WHEN
FAILURE OCCURRED
FAULT CODE
AND DESCRIPTION
Transmission gear suddenly

changed to NEUTRAL while
running.
Return range
selector to
NEUTRAL, then
move to travel
position again.
[ N D, 5, 4, 3, or
L or NR ]
b02X: Clutch failure

(X= 1 to 3)
b03X: Clutch ECMV failure 1
(X= 1, 4, 9)
b07X: Clutch solenoid failed high
(X= 1 to 3, 5, 6, 8)
Start in R or F2.
(Even though range selector is in
3, 4, 5 or L, truck starts in F2 and
does not shift down to F1.)
b029: M clutch failure

b07X: Clutch solenoid failed high
(X= 4, 9)
(X= 3, 5)
Start in R or F1.
b032: H Clutch ECMV failure 1
Start in R or F3
(Even though selector is in 3, 4, 5,
or L, truck starts in F3 and does
not shift down to F2 and F1.)
b036: 3rd clutch ECMV failure 1

b038: R Clutch ECMV failure 1
b01Z: Speed signal lost
b06Z: Speed sensor failure
(Z= 1, 2)
b05x: Clutch ECMV failure 3
(X= 1, 4, 9)
Transmission remains in one gear.
Remains in this gear even when
truck is stopped and started and
range selector is changed to other
gears.
b010: Engine speed signal lost

b060: Engine speed sensor failure
(X= 3, 5)
b052: H Clutch ECMV failure 3
b056: 3rd Clutch ECMV failure 3
b058: R Clutch ECMV failure 3
A. Return range
selector to
NEUTRAL.
3
4
5
6
B. Remove and
reconnect 1 pin
connector for
emergency use
while key switch is
on.
C. Move selector to
travel position
again. [ N D, 5, 4,
3, or L or NR ]
Do not press
accelerator pedal
as selector is
changed from
NEUTRAL to the
desired range.
Check circuit
breaker behind
operator seat.
Replace T/M cut
relay
Replace T/M
Controller
Tow truck to shop
D22001 6/99
b02X: Clutch failure

(X= 5, 6, 8)

running.
Transmission remains in one gear.

Remains in this gear even when
truck is stopped and started and
range selector is changed to other
gears.

running.
Truck cannot be moved even if
range selector is returned to
NEUTRAL and then moved to a
travel position.
TRANSMISSION GEAR FOR

STARTING AFTER EMERGENCY
OPERATION PROCEDURE
Start in R or L and 3rd clutches

engaged.
Start in R or N.
Start in R or F2.
(Even though selector is in 3, 4, 5
not shift down to F1.)
Start in R or F1.
Start in R or F3
Start in R or L and 3rd clutches
engaged.
Start in R or N.
Start in R or F2
not shift down to F1.)
b024: 1st clutch failure
Start in R or F1.
b013: T/M output speed signal lost

b063: T/M output speed sensor
failure
Start in R or F2
b001: Battery voltage low

b002: Solenoid voltage failure
b0dA: Battery direct voltage failure
b0db: Switched voltage failure
b006: T/M cut relay failure
If problem is corrected when

circuit breaker is reset or
component replaced, normal
operation should be possible.
b004: ROM sum check fault

b005: Clutch engaged double
PMC System
Do not operate truck.
D22-7
PMC SYSTEM FAULT CODES

The tables on the following pages list fault code information for each controller in the PMC system. When a
PMC system fault is indicated, the technician can note
the code number displayed and then refer to the following charts to determine the system component
reporting the problem. Detailed troubleshooting procedures for each Controller may be found in the following
sections of the manual.
The following information is contained in the tables as

shown in each table heading:
ITEM: Fault code description
CATEGORY: Fault code type
SYSTEM FAULT CODE: The system fault code
consists of the controller code (listed below) plus
three digits Controller code letter
A = Electronic Display Panel
b = Transmission Controller
d = Suspension Controller
E = PMC
F = PLM
H = TMS
J = RCM
L = Centry and Cense
P= TALKS
D22-8
ACTION CODE: The code (displayed on MOM)

with instructions for the operator to follow:
These codes and their respective messages are
as follows:
01: GO TO SHOP AFTER WORK
02: GO TO SHOP RIGHT NOW
03: REDUCE ENGINE/MACHINE SPEED
04:STOP SAFELY/SHUT OFF ENGINE
05: WAIT WITH ENGINE LOW IDLE
06: START ENGINE/KEEP LOW IDLE
07: KEEP BODY SEATED
ORIGINAL FAULT CODE: This code is the original fault code initiated by the listed controller. If the
controller is equipped with a display, this code will
appear on the LEDs.
PMC System
6/99 D22001
ELECTRONIC DISPLAY PANEL FAULT CODE LIST

No.
ITEM
CATEGORY
SYSTEM
FAULT
CODE
ACTION
CODE
ORIGINAL
FAULT
CODE
Lamp output failed low 1
Sensor
A001
02
01(H)
Central Warn. lamp output failed low 1
Sensor
A002
02
02(H)
Buzzer output failed low 1
Sensor
A003
02
03(H)
Output circuit failed low
Sensor
A000
----
00(H)
S-NET communication lost
Communication
A011
----
11(H)
Communication
Event
A012
02
12(H)
S-NET communication failed

Engine STOP fault
A004
02
04(H)
Engine Derate fault
Event
A005
02
05(H)
Engine CHECK fault
Event
A006
02
06(H)
10
Low brake air press. 2
Event
A021
05
21(H)
11
Coolant temp. overheat 2
Event
A022
05
22(H)
12
Torque converter overheat 2
Event
A023
05
23(H)
13
Brake oil overheat 2
Event
A024
05
24(H)
14
S-NET communication lost 3 (T/M)
Communication
A013
02
13(H)
15
S-NET communication lost 3 (PMC)
Communication
A014
02
14(H)
16
S-NET communication lost 3 (Engine)
Communication
A015
02
15(H)
17
S-NET communication lost 3 (SUS)
Communication
A016
02
16(H)
18
Machine select info. failure 3
Communication
A018
04
18(H)
19
Option info. failure 3
Communication
A019
04
19(H)
NOTES:
1
D22001 6/99
Each fault code is displayed in MOM at each fault occurrence, however they are all recorded as
A000.
EDP sends these fault codes but does not record them. Faults are recorded in T/M controller
or or the QST30 controller.
The A022 fault code is not applicable if truck is equipped with PMC & Cummins CENSE.
Each fault code is displayed in MOM at each fault occurrence, however they are all recorded as
A011.
PMC System
D22-9
TRANSMISSION CONTROLLER FAULT CODE LIST

No.
CATEGORY
SYSTEM
FAULT
CODE
ACTION
CODE
ORIGINAL
FAULT
CODE
Battery voltage low
Voltage
b001
04
01(H)
Solenoid voltage failure
Voltage
b002
04
02(H)
Neutral safety on
Sensor
b003
----
03(H)
Clutch engaged double
Actuator
b005
04
05(H)
Transmission cut relay failure
Actuator
b006
04
06(H)
Actuator
Actuator
b007
04
07(H)
Battery voltage low (12V)

Rear brake solenoid failure
b008
02
08(H)
Exhaust brake solenoid failure
Actuator
b009
02
09(H)
Engine speed signal lost
Sensor
b010
02
10(H)
10
Trans. input speed signal lost
Sensor
b011
02
11(H)
11
Trans. middle speed signal lost
Sensor
b012
02
12(H)
12
Trans. output speed signal lost
Sensor
b013
02
13(H)
13
Machine select signal failure
Sensor
b014
04
14(H)
14
Lever signal failure A
Sensor
b015
02
15(H)
15
Lever signal failure B
Sensor
b016
02
16(H)
16
Accelerator sensor failure
Sensor
b017
02
17(H)
17
ECMV oil temp. sensor failure
Sensor
b019
02
19(H)
18
Lockup clutch failure
Actuator
b021
02
21(H)
19
High clutch failure
Actuator
b022
02
22(H)
20
Low clutch failure
Actuator
b023
02
23(H)
21
1st clutch failure
Actuator
b024
02
24(H)
22
2nd clutch failure
Actuator
b025
02
25(H)
23
3rd clutch failure
Actuator
b026
02
26(H)
24
4th clutch failure
Actuator
b027
02
27(H)
25
Reverse clutch failure
Actuator
b028
02
28(H)
26
Middle clutch failure
Actuator
b029
02
29(H)
27
Engine speed sensor failure
Sensor
b060
02
60(H)
28
Trans. input speed sensor failure
Sensor
b061
02
61(H)
29
Trans. mid. speed sensor failure
Sensor
b062
02
62(H)
30
Trans. output speed sensor failure

Torque converter inlet pressure
signal failure
Sensor
b063
02
63(H)
Sensor
b081
02
81(H)
Torque converter outet pressure

sensor signal failure
sensor sensor failure
Sensor
b082
02
82(H)
Sensor
b083
02
83(H)
Sensor
b084
02
84(H)
35
Torque converter outlet pressure

sensor sensor failure
Half L/U abnormal
Actuator
b0FC
----
FC(H)
36
Clutch thermal load abnormal
Actuator
b0FE
----
FE(H)
37
Lockup clutch ECMV failure 1
Actuator
b031
02
31(H)
38
High clutch ECMV failure 1
Actuator
b032
02
32(H)
39
Low clutch ECMV failure 1
Actuator
b033
02
33(H)
40
1st clutch ECMV failure 1
Actuator
b034
02
34(H)
41
2nd clutch ECMV failure 1
Actuator
b035
02
35(H)
42
3rd clutch ECMV failure 1
Actuator
b036
02
36(H)
31
32
33
34
D22-10
ITEM
PMC System
6/99 D22001

No.
CATEGORY
SYSTEM
FAULT
CODE
ACTION
CODE
ORIGINAL
FAULT
CODE
43
4th clutch ECMV failure 1
Actuator
b037
02
37(H)
44
Reverse clutch ECMV failure 1
Actuator
b038
02
38(H)
45
Middle clutch ECMV failure 1
Actuator
b039
02
39(H)
46
Actuator
b041
02
41(H)
47
Actuator
b042
02
42(H)
48
Actuator
Actuator
b043
02
43(H)
49

b044
02
44(H)
50
Actuator
b045
02
45(H)
51
Actuator
b046
02
46(H)
52
Actuator
b047
02
47(H)
53
Actuator
b048
02
48(H)
54
Actuator
b049
02
49(H)
55
Actuator
b051
02
51(H)
56
Actuator
b052
02
52(H)
57
Actuator
b053
02
53(H)
58
Actuator
b054
02
54(H)
59
Actuator
b055
02
55(H)
60
Actuator
b056
02
56(H)
61
Actuator
b057
02
57(H)
62
Actuator
b058
02
58(H)
63
Actuator
b059
02
59(H)
64
Lockup clutch solenoid failed high
Actuator
b071
02
71(H)
65
High clutch solenoid failed high
Actuator
b072
02
72(H)
66
Low clutch solenoid failed high
Actuator
b073
02
73(H)
67
1st clutch solenoid failed high
Actuator
b074
02
74(H)
68
2nd clutch solenoid failedhigh
Actuator
b075
02
75(H)
69
3rd clutch solenoid failed high
Actuator
b076
02
76(H)
70
4th clutch solenoid failedhigh
Actuator
b077
02
77(H)
71
Reverse clutch solenoid failed high
Actuator
b078
02
78(H)
72
73
Middle clutch solenoid failed high
Actuator
Lockup clutch solenoid failed low
Actuator
b079
b091
02
02
79(H)
91(H)
74
High clutch solenoid failed low
Actuator
b092
02
92(H)
b093
02
93(H)
75
Low clutch solenoid failed low
Actuator
76
1st clutch solenoid failed low
Actuator
b094
02
94(H)
b095
02
95(H)
77
2nd clutch solenoid failed low
Actuator
78
3rd clutch solenoid failed low
Actuator
b096
02
96(H)
02
97(H)
79
4th clutch solenoid failed low
Actuator
b097
80
Actuator
Actuator
b098
02
98(H)
81
Reverse clutch solenoid failed low

Middle clutch solenoid failed low
b099
02
99(H)
82
Machine select failure
Sensor
b0A1
04
A1(H)
83
Torque conv. oil temp. sensor failure
Sensor
b0A2
02
A2(H)
84
Fuel level sensor failure
Sensor
b0A3
02
A3(H)
85
Rear brake oil temp. left sensor

failure
Sensor
b0A4
02
A4(H)
86
T/M oil temp.sensor failure
Sensor
b0b1
02
b1(H)
87
Coolant temp. sensor failure
Sensor
b0b2
02
b2(H)
88
Brake Air press. sensor failure

Rear brake oil temp. right sensor
failure
Sensor
b0b3
02
b3(H)
Sensor
b0b4
02
b4(H)
89
D22001 6/99
ITEM
90
Front brake oil temp. sensor failure
Sensor
b0b5
02
b5(H)
91
Torque sensor failure
Sensor
b0b6
02
b6(H)
PMC System
D22-11

No.
ITEM
CATEGORY
SYSTEM
FAULT
CODE
ACTION
CODE
ORIGINAL
FAULT
CODE
92
Engine oil pressure sensor failure
Sensor
b0b7
02
b7(H)
93
Connector mismatch
Event
b0C1
04
C1(H)
94
Shift wait signal lost
Communication
b0C2
02
C2(H)
95
Change transmission filter
Event
b0d1
01
d1(H)
96
Torque converter overheat 2
Event
(b0d2)
05
d2(H)
97
Event
Event
(b0d3)
02
d3(H)
98
Coolant temperature overheat 2

Rear Brake (L) oil temp. overheat 1
(b0d4)
05
d4(H)
99
Large lateral inclination
Event
b0d5
07
d5(H)
100
Low coolant level
Event
b0d6
01
d6(H)
101
Battery charge circuit failure
Event
b0d7
01
d7(H)
102
Overrun
Event
b0d8
03
d8(H)
103
Low transmission oil level
Event
b0E1
01
E1(H)
104
Low steering system pressure
Event
b0E2
04
E2(H)
105
Low strg. accum 1 precharge press.
Event
b0E3
02
E3(H)
106
Low strg. accum 2 precharge press.
Event
b0E4
02
E4(H)
107
High steering oil temperature
Event
b0E5
05
E5(H)
108
Low front brake precharge press.
Event
b0E6
02
E6(H)
109
Low rear brake precharge press.
Event
b0E7
02
E7(H)
110
Low brake air pressure 2
Event
(b0E9)
05
E9(H)
111
Low brake oil pressure
Event
b0F1
02
F1(H)
112
Front brake oil temp. overheat 1
Event
(b0F2)
05
F2(H)
113
Rear brake oil temp. overheat 1
Event
(b0F3)
05
F3(H)
114
High transmission oil temperature
Event
b0F4
02
F4(H)
115
Engine oil pressure abnormal
Event
b0F5
04
F5(H)
116
Manual trigger
----
b0FA
----
FA(H)
117
Battery direct voltage failure
Voltage
b0dA
04
dA(H)
118
Switched voltage failure
Voltage
b0db
04
db(H)
119
BCV F solenoid hot short
Actuator
b0C3
02
C3(H)
120
BCV R solenoid hot short
Actuator
b0C4
02
C4(H)
121
122
BCV F solenoid disconnect
Actuator
BCV R solenoid disconnect
Actuator
b0C5
b0C6
02
02
C5(H)
C6(H)
123
BCV F solenoid short to ground
Actuator
b0C7
02
C7(H)
Actuator
b0C8
02
C8(H)
Sensor
b0F6
04
F6(H)
Event
b0d9
02
d9(H)
124
125
126
BCV R solenoid short to ground

Rear brake chamber stroke end
Overshoot
NOTES:
1
When the Electronic Display Panel sends fault code A024, the transmission controller sends
and records one of the following: b0d4, b0F2, or b0F3, corresponding to the reason for the
fault code A024 and stores it in memory.
In case of DXm/c, when the EDP sends the fault code A024, the transmission controller sends
the fault code b0d4 and stores it in memory.
In both cases, PMC ignores the fault code A024 and informs the messsage display of the fault by
fault codes sent from the transmission controller.
2
These items are also detected by the Electronic Display Panel and the following codes; b0d2,
b0d3, and b0E9 and are recorded in the transmission controller. The message display only
shows the fault received from the transmission controller.
D22-12
PMC System
6/99 D22001
SUSPENSION CONTROLLER FAULT CODE LIST

No.
CATEGORY
SYSTEM
FAULT
CODE
ACTION
CODE
ORIGINAL
FAULT
CODE
01(H)
Battery voltage abnormal
Voltage
----
Controller abnormal
Controller
----
02(H)
S-NET signal lost

Suspension pressure sensor (front
right) failure
Communication
d0C1
----
C1(H)
Sensor
d011
02
11(H)
Sensor
d012
02
12(H)
Suspension pressure sensor (front

left) failure
Transmission output speed signal lost
Sensor
d015
02
15(H)
Steering speed signal lost
Sensor
d016
02
16(H)
4
5
D22001 6/99
ITEM
Solenoid 1 output failure
Actuator
d021
02
21(H)
Actuator
d022
02
22(H)
10
Actuator
d023
02
23(H)
11
Machine select info. failure
Communication
----
C2(H)
12
Vehicle speed info. failure
Communication
----
C3(H)
PMC System
D22-13
PMC FAULT CODE LIST

No.
CATEGORY
SYSTEM
FAULT
CODE
ACTION
CODE
ORIGINAL
FAULT
CODE
NV RAM data fault
Controller
E001
02
01(H)
Battery voltage low
Voltage
E002
02
02(H)
Connector mismatch
Event
E003
04
03(H)
GSP communication Lost
Communication
E011
02
11(H)
GSP communication failure
Communication
E012
02
12(H)
Communication
Communication
E013
02
13(H)
MOM communication Lost

MOM communication failure
E014
02
14(H)
TMS communication Lost
Communication
E015
02
15(H)
TMS communication failure
Communication
E016
02
16(H)
10
CENSE communication Lost
Communication
E017
02
17(H)
11
CENSE communication failure
Communication
E018
02
18(H)
12
Centry communication Lost
Communication
E019
02
19(H)
13
Centry communication failure
Communication
E021
02
21(H)
14
RCM communication Lost
Communication
E022
02
22(H)
15
RCM communication failure
Communication
E023
02
23(H)
16
Bosch communication Lost
Communication
E024
02
24(H)
17
Bosch communication failure
Communication
E025
02
25(H)
18
PLM communication failure 1
Communication
E026
02
26(H)
19
PLM communication failure 2
Communication
E027
02
27(H)
20
PLM ccommunication failure 3
Communication
E028
02
28(H)
21
Communication
E029
02
29(H)
22
Communication
E02A
02
2A(H)
23
Radio communication failure
Communication
E02b
02
2b(H)
24
Torque output signal lost
Communication
E031
02
31(H)
25
Throttle mod. signal (T/M) lost
Communication
E032
02
32(H)
26
Throttle mod. signal (brake) lost
Communication
E033
02
33(H)
27
Brake signal lost
Communication
E034
02
34(H)
28
IVS invalid status
Sensor
E035
02
35(H)
29
Alt. torque signal lost
Sensor
E036
02
36(H)
30
31
Alt. droop signal lost
Sensor
Susp. Press. Sensor (FR) failed low
Sensor
E037
E041
04
02
37(H)
41(H)
32
Susp. Press. Sensor (FL) failed low
Sensor
E042
02
42(H)
Sensor
E043
02
43(H)
Sensor
E044
02
44(H)
Sensor
E045
02
45(H)
Sensor
E046
02
46(H)
Sensor
E047
02
47(H)
02
48(H)
33
34
35
36
37
38
D22-14
ITEM
Susp. Press. Sensor (FR) failed high

Susp. Press. Sensor (FL) failed high
Brake wear sensor (FR) failed low
Brake wear sensor (FL) failed low
Brake wear sensor (RR) failed low
39
Brake wear sensor (RL) failed low

Brake wear sensor (FR) failed high
Sensor
Sensor
E048
E049
02
49(H)
40
Brake wear sensor (FL) failed high
Sensor
E051
02
51(H)
41
Brake wear sensor (RR) failed high
Sensor
E052
02
52(H)
42
Brake wear sensor (RL) failed high
Sensor
E053
02
53(H)
43
Accelerator sensor failed low
Sensor
E054
02
54(H)
44
Accelerator sensor failed high
Sensor
E055
02
55(H)
45
Sensor
E056
02
56(H)
46
Transmission input speed signal lost
Sensor
E057
02
57(H)
47
Transmission output speed signal lost
Sensor
E058
02
58(H)
PMC System
6/99 D22001
PMC FAULT CODE LIST

No.
ITEM
CATEGORY
SYSTEM
FAULT
CODE
ACTION
CODE
ORIGINAL
FAULT
CODE
48
Low front brake oil level
Event
E0A1
01
A1(H)
49
Low retard cooling oil level
Event
E0A2
01
A2(H)
50
Low hydraulic oil level
Event
E0A3
01
A3(H)
51
Change front brake cooling filter
Event
E0A4
01
A4(H)
52
Change rear brake cooling filter (R)
Event
E0A5
01
A5(H)
53
Event
Event
E0A6
01
A6(H)
54
Change rear brake cooling filter (L)

Change full flow filter
E0A7
01
A7(H)
55
Change hydraulic filter
Event
E0A8
01
A8(H)
56
Change brake disc (FR)
Event
E0A9
01
A9(H)
57
Change brake disc (FL)
Event
E0b1
01
b1(H)
58
Change brake disc (RR)
Event
E0b2
01
b2(H)
59
Change brake disc (RL)
Event
E0b3
01
b3(H)
60
Low battery liquid level
Event
E0b4
01
b4(H)
61
Low engine oil level
Event
E0b5
01
b5(H)
62
Change air filter
Event
E0b6
01
b6(H)
63
Bosch system failure
Event
E0d1
02
d1(H)
64
Manual trigger, snapshot
----
E0FA
----
FA(H)
65
S-NET signal lost 1
Communication
E0C1
02
C1(H)
66
Machine select info. failure
Communication
E0C2
04
C2(H)
67
Vehicle speed info. failure
Communication
E0C3
04
C3(H)
NOTE:
1
PMC cancels cruise control and auto-retarder control when it recognizes the snapping of S-NET
line of the Electronic Display Panel, Transmisssion Controller, Suspension Controller or the PMC
and the signal is lost by the snapping flag.
D22001 6/99
PMC System
D22-15
PLM FAULT CODE LIST

No.
CATEGORY
SYSTEM
FAULT
CODE
ACTION
CODE
ORIGINAL
FAULT
CODE
CPU stop
Controller
F000
02
0000(H)
Backup battery voltage failure
Voltage
F009
02
0009(H)
RAM L data full
Event
F011
02
000b(H)
RAM E,e data full
Event
F012
02
000C(H)
RAM F,f data full
Event
F013
02
000d(H)
Event
Voltage
F014
02
000E(H)
RAM H data full

Sensor supply voltage abnormal
F020
02
0014(H)
Susp. press. sensor (LF) failed low
Sensor
F021
02
0015(H)
Susp. press. sensor (RF) failed low
Sensor
F022
02
0016(H)
10
Susp. press. sensor (LR) failed low
Sensor
F023
02
0017(H)
11
Susp. press. sensor (RR) failed low
Sensor
F024
02
0018(H)
12
Susp. press. sensor (LF) failed high
Sensor
F025
02
0019(H)
13
Susp. press. sensor (RF) failed high
Sensor
F026
02
001A(H)
14
Susp. press. sensor (LR) failed high
Sensor
F027
02
001b(H)
15
Susp. press. sensor (RR) failed high
Sensor
F028
02
001C(H)
16
Inclination sensor failed low
Sensor
F031
02
001F(H)
17
Inclination sensor failed high
Sensor
F032
02
0020(H)
18
Calibration or RAM failure
Controller
F019
02
0013(H)
19
Lamp 1 relay failed high
Actuator
F041
02
0029(H)
20
Actuator
F042
02
002A(H)
21
Actuator
F043
02
002b(H)
22
Actuator
F044
02
002C(H)
23
Actuator
F045
02
002d(H)
24
Communication failure 1
Communication
F071
02
0047(H)
25
Communication
F073
02
0049(H)
26
Communication
F080
02
0050(H)
27
Communication
F081
02
0051(H)
28
Communication
F091
02
005b(H)
29
Communication
F092
02
005C(H)
30
31
Communication
Communication
F093
F094
02
02
005D(H)
005E(H)
32
Communication
F095
02
005F(H)
Communication
F096
02
0060(H)
Communication
F097
02
0061(H)
Communication
F098
02
0062(H)
Communication
F099
02
0063(H)
33
34
35
36
D22-16
ITEM
PMC System
6/99 D22001
RCM FAULT CODE LIST

No.
D22001 6/99
ITEM
CATEGORY
SYSTEM
FAULT
CODE
ACTION
CODE
ORIGINAL
FAULT
CODE
Manual trigger
----
J001
----
01(H)
Low brake accumulator pressure
Event
J002
04
02(H)
Pressure imbalance
Event
J003
04
03(H)
Left rear brake pressure low
Event
J004
02
04(H)
Right rear brake pressure low
Event
J005
02
05(H)
Event
Event
J006
02
06(H)
Left rear brake pressure high

Right rear brake pressure high
J007
02
07(H)
Pedal sense and no LR pressure
Event
J008
----
08(H)
LR pressure present and no

communication
Event
J009
02
09(H)
10
Left rear pressure sensor fault
Sensor
J010
02
10(H)
11
12
Right rear pressure sensor fault
Sensor
Retard lever sensor fault
Sensor
J011
J012
02
02
11(H)
12(H)
13
Auto-retard signal fault
Sensor
J013
02
13(H)
14
RS422 link to PMC fault
Communication
J014
04
14(H)
15
Brake light fault 1
Actuator
J015
02
15(H)
16
Left ASR PPC electrical fault
Sensor
J018
02
18(H)
17
Left ASR hydraulic fault
Sensor
J019
02
19(H)
18
Right ASR PPC electrical fault
Sensor
J020
02
20(H)
19
Sensor
Event
J021
02
21(H)
20
Right ASR hydraulic fault

Left ABS valve hydraulic fault
J022
02
22(H)
21
Left ABS valve electrical fault
Event
J023
02
23(H)
22
Right ABS valve hydraulic fault
Event
J024
02
24(H)
23
Right ABS valve electrical fault
Event
J025
02
25(H)
24
RCM abnormal 1
Controller
J026
----
26(H)
25
RCM abnormal 2
Controller
J028
04
28(H)
26
Battery voltage abnormal
Voltage
J029
02
29(H)
27
Wheel speed sensor (FL) fault
Sensor
J030
02
30(H)
28
Wheel speed sensor (FR) fault
Sensor
J031
02
31(H)
29
Wheel speed sensor (RL) fault
Sensor
J032
02
32(H)
30
Wheel speed sensor (RR) fault
Sensor
J033
02
33(H)
31
Auto-apply
Event
J034
04
34(H)
32
Loss of 18 volt power supply
Voltage
J035
02
35(H)
33
24 volt load switch fault
Event
J036
02
36(H)
34
Brake light fault 2
Actuator
J037
02
37(H)
35
Left PPC electrical fault
Event
J038
02
38(H)
36
Right PPC electrical fault
Sensor
J039
02
39(H)
37
Left ABS valve electrical fault
Event
J040
02
40(H)
38
Right ABS valve electrical fault
Event
J041
02
41(H)
PMC System
D22-17
RCM FAULT CODE LIST (continued)

No.
D22-18
ITEM
CATEGORY
SYSTEM
FAULT
CODE
ACTION
CODE
ORIGINAL
FAULT
CODE
39
Retard light fault 1
Actuator
J042
02
42(H)
40
Retard light fault 2
Actuator
J043
02
43(H)
41
RCM warning light fault 1
Actuator
J044
02
44(H)
42
RCM warning light fault 2
Actuator
J045
02
45(H)
43
Front brake cut fault 1
Event
J046
02
46(H)
44
Event
Event
J047
02
47(H)
45
Front brake cut fault 2

Pedal sense and no RR press.
J048
02
48(H)
46
RR press. present and no

communication
Event
J049
02
49(H)
47
Combination fault 1
Communication
J050
04
50(H)
48
Combination fault 2
Communication
J051
04
51(H)
49
50
Combination fault 3
Communication
Combination fault 4
Communication
J052
J053
04
04
52(H)
53(H)
51
Combination fault 5
Communication
J054
04
54(H)
52
Combination fault 6
Communication
J055
04
55(H)
53
Combination fault 7
Communication
J056
04
56(H)
54
Combination fault 8
Communication
J057
04
57(H)
55
Combination fault 9
Communication
J058
04
58(H)
56
Combination fault 10
Communication
J059
04
59(H)
PMC System
6/99 D22001
CENSE & CENTRY FAULT CODE LIST

No.
ITEM
CATEGORY
SYSTEM
FAULT
CODE
ACTION
CODE
ORIGINAL
FAULT
CODE
DATA
FORMAT
ECM hardware internal failure
Controller
L111
04
111
006F(H)
STC output open or shorted high
Actuator
L113
04
113
0071(H)
STC output open or shorted low
Actuator
L114
04
114
0072(H)
Both engine speed and/or position signal lost
Sensor
L115
02
115
0073(H)
One engine speed signal lost int.
Sensor
L121
01
121
0079(H)
Sensor
Sensor
L122
01
122
007A(H)
Left manifold pressure sensor failed high

Left manifold pressure sensor failed low
L123
01
123
007b(H)
High intake manifold pressure (LB)
Event
L124
02
124
007C(H)
Low intake manifold pressure (LB)
Event
L125
01
125
007d(H)
10
High intake manifold pressure (RB)
Event
L126
02
126
007E(H)
11
Low intake manifold pressure (RB)
Event
L127
01
127
007F(H)
12
Right manifold press. sensor failed high
Sensor
L128
01
128
0080(H)
13
Right manifold press. sensor failed low
Sensor
L129
01
129
0081(H)
14
Throttle input high
Sensor
L131
02
131
0083(H)
15
Throttle input low
Sensor
L132
02
132
0084(H)
16
Oil pressure sensor failed high
Sensor
L135
01
135
0087(H)
17
Prelube oil filter sensor failed high
Sensor
L136
01
136
0088(H)
18
Prelube oil filter sensor failed low
Sensor
L137
01
137
0089(H)
19
Oil pressure sensor failed low
Sensor
L141
01
141
008d(H)
20
Low oil pressure
Event
L143
04
143
008F(H)
21
Coolant temp. sensor failed high
Sensor
L144
01
144
0090(H)
22
Coolant temp. sensor failed low
Sensor
L145
01
145
0091(H)
23
High coolant temperature
Event
L151
04
151
0097(H)
24
Left manifold temp. sensor failed high
Sensor
L153
01
153
0099(H)
25
Left manifold temp. sensor failed low
Sensor
L154
01
154
009A(H)
26
High intake manifold temp. (LBF)
Event
L155
02
155
009b(H)
27
Left rear manifold temp. sensor failed high
Sensor
L156
01
156
009C(H)
28
Left rear manifold temp. sensor failed low
Sensor
L157
01
157
009d(H)
29
High intake manifold temp. (LBR)
Event
L158
02
158
009E(H)
30
31
Right front manifold temp. sensor failed high
Sensor
Right front manifold temp. sensor failed low
Sensor
L159
L161
01
01
159
161
009F(H)
00A1(H)
32
High intake manifold temp. (RBF)
Event
L162
02
162
00A2(H)
Sensor
L163
01
163
00A3(H)
Sensor
L164
01
164
00A4(H)
Event
L165
02
165
00A5(H)
Sensor
L212
01
212
00d4(H)
Sensor
L213
01
213
00d5(H)
04
214
00d6(H)
33
34
35
36
37
38
Right rear manifold temp. sensor failed high

Right rear manifold temp. sensor failed low
High intake manifold temp. (RBR)
Oil temperature sensor faiiled high
Oil temperature sensor faiiled low
39
High oil temperature

Ambient air press. sensor failed high
Event
Sensor
L214
L221
01
221
00dd(H)
40
Ambient air press. sensor failed low
Sensor
L222
01
222
00dE(H)
41
Coolant pressure sensor failed high
Sensor
L231
01
231
00E7(H)
42
Coolant pressure sensor failed low
Sensor
L232
01
232
00E8(H)
43
Low coolant pressure
Event
L233
04
233
00E9(H)
44
Engine overpseed
Event
L234
03
234
00EA(H)
45
Low coolant level
Event
L235
02
235
00Eb(H)
D22001 6/99
PMC System
D22-19
CENSE & CENTRY FAULT CODE LIST (continued)

No.
ITEM
CATEGORY
SYSTEM
FAULT
CODE
ACTION
CODE
ORIGINAL
FAULT
CODE
DATA
FORMAT
00FC(H)
46
Oil level invalid (sensor)
Sensor
L252
01
252
47
Low oil level
Event
L253
02
253
00Fd(H)
48
Auxiliary shutdown circuit shorted low
Actuator
L254
04
254
00FE(H)
49
Auxiliary shutdown circuit open or shorted high
Actuator
L255
04
255
00FF(H)
50
ECM fault flash memory
Controller
L341
04
341
0155(H)
51
Controller
Controller
L342
04
342
0156(H)
52
ECM fault EEPROM memory

ECM fault EEPROM write error
L353
04
353
0161(H)
53
ECM could not transmit on link
Controller
L412
01
412
019C(H)
54
ECM not receiving data on link at expected rate
Controller
L414
01
414
019E(H)
55
Oil filter bypass valve open
Event
L417
01
417
01A1(H)
56
Coolant level signal invalid (sensor)
Sensor
L422
01
422
01A6(H)
57
IVS invalid status
Sensor
L431
02
431
01AF(H)
58
Throttle sensor failed in range
Sensor
L432
02
432
01b0(H)
59
Battery voltage low
Voltage
L441
02
441
01b9(H)
60
Battery voltage high longer than calibrate time
Voltage
L442
02
442
01bA(H)
61
Throttle sensor supply voltage low
Voltage
L443
02
443
01bb(H)
62
Sensor supply voltage low
Voltage
L444
02
444
01bC(H)
63
PTO/Alt. droop validation input shorted high
Sensor
L445
02
445
01bd(H)
64
GSP communication failure
Communication
L446
01
446
01bE(H)
65
RPC number not supported
Communication
L447
01
447
01bF(H)
66
RPC argument mismatch
Communication
L448
01
448
01C0(H)
67
High fuel pressure
Event
L449
02
449
01C1(H)
68
Fuel press. sensor failed high
Sensor
L451
01
451
01C3(H)
69
Fuel press. sensor failed low
Sensor
L452
01
452
01C4(H)
70
EFC output open or shorted high
Actuator
L455
02
455
01C7(H)
71
EFC output shorted low
Actuator
L511
02
511
01FF(H)
72
EFC valve mechanically stuck open
Event
L514
02
514
0202(H)
73
Aux. temp. sensor high out of range
Sensor
L521
01
521
0209(H)
74
Aux. temp. sensor low out of range
Sensor
L522
01
522
020A(H)
75
76
Intermediate speed validation failed
Sensor
Alt. droop validation failed
Sensor
L523
L524
02
02
523
524
020b(H)
020C(H)
77
ECM fault main microprocessor
Controller
L525
04
525
020d(H)
Event
L552
02
552
0228(H)
02
554
022A(H)
78
Fuel supply low or EFC valve stuck closed
79
Fuel rail press. sensor failed in range
Sensor
L554
80
High blowby pressure
Event
L555
04
555
022b(H)
Event
L611
06
611
0263(H)
Event
L612
02
612
0264(H)
L615
01
615
0267(H)
0268(H)
81
82
83
Engine hot shutdown

High lube oil filter restriction
84
Non-zero engine speed at startup

High turbo compressor inlet temp. RB
Event
L616
03
616
85
High turbo compressor inlet temp. LB
Event
L617
03
617
0269(H)
86
High intake restriction LB
Event
L618
02
618
026A(H)
87
High intake restriction RB
Event
L619
02
619
026b(H)
88
Low #1 LB cylinder power
Event
L621
01
621
026d(H)
89
Event
L622
01
622
026E(H)
90
Event
L623
01
623
026F(H)
D22-20
PMC System
6/99 D22001

No.
ITEM
CATEGORY
SYSTEM
FAULT
CODE
ACTION
CODE
ORIGINAL
FAULT
CODE
DATA
FORMAT
91
Event
L624
01
624
0270(H)
92
Event
L625
01
625
0271(H)
93
Event
L626
01
656
0272(H)
94
Event
L627
01
627
0273(H)
95
Event
L628
01
628
0274(H)
96
Event
Event
L629
02
629
0275(H)
97
Intake air leak LB

Low #1 RB cylinder power
L631
01
631
0277(H)
98
Event
L632
01
632
0278(H)
99
Event
L633
01
633
0279(H)
100
Event
L634
01
634
027A(H)
101
Event
L635
01
635
027b(H)
102
Event
L636
01
636
027C(H)
103
Event
L637
01
637
027d(H)
104
Event
L638
01
638
027E(H)
105
Intake air leak RB
Event
L639
02
639
027F(H)
106
High #1 LB cylinder exhaust temp.
Event
L641
04
641
0281(H)
107
Event
L642
04
642
0282(H)
108
Event
L643
04
643
0283(H)
109
Event
L644
04
644
0284(H)
110
Event
L645
04
645
0285(H)
111
Event
L646
04
646
0286(H)
112
Event
L647
04
647
0287(H)
113
Event
L648
04
648
0288(H)
114
Change oil and filter
Event
L649
01
649
0289(H)
115
High #1 RB cylinder exhaust temp.
Event
L651
04
651
028b(H)
116
Event
L652
04
652
028C(H)
117
Event
L653
04
653
028d(H)
118
Event
L654
04
654
028E(H)
119
Event
L655
04
655
028F(H)
120
121
Event
Event
L656
L657
04
04
656
657
0290(H)
0291(H)
122
Event
L658
04
658
0292(H)
Event
L659
01
659
0293(H)
Event
L661
02
661
0295(H)
Event
L662
02
662
0296(H)
Event
L663
02
663
0297(H)
Event
L664
02
664
0298(H)
02
665
0299(H)
029A(H)
123
124
125
126
127
128
Change fuel filter

High #1 LB cylinder power
129

Event
Event
L665
L666
02
666
130
Event
L667
02
667
029b(H)
131
Event
L668
02
668
029C(H)
132
Change coolant filter
Event
L669
01
669
029d(H)
D22001 6/99
PMC System
D22-21

SYSTEM
FAULT
CODE
ACTION
CODE
ORIGINAL
FAULT
CODE
Sensor
L671
01
671
029F(H)
Sensor
L672
01
672
02A0(H)
Cylinder #3 LB exhaust temp. sensor failed low
Sensor
L673
01
673
02A1(H)
Sensor
L674
01
674
02A2(H)
137
Sensor
L675
01
675
02A3(H)
138
Sensor
Sensor
L676
01
676
02A4(H)
139

L677
01
677
02A5(H)
140
Sensor
L678
01
678
02A6(H)
141
Change coolant
Event
L679
01
679
02A7(H)
142
Engine speed sensor in range failure
Sensor
L689
01
689
02b1(H)
143
LB turbo compressor inlet temp. sensor failed

high
LB turbo compressor inlet temp. sensor failed
low
Sensor
L691
01
691
02b3(H)
Sensor
L692
01
692
02b4(H)
Sensor
L694
01
694
02b6(H)
146
RB turbo compressor inlet temp. sensor failed

high
RB turbo compressor inlet temp. sensor failed
low
Sensor
L695
01
695
02b7(H)
147
High #1 RB cylinder power
Event
L711
02
711
02C7(H)
148
Event
L712
02
712
02C8(H)
149
Event
L713
02
713
02C9(H)
150
151
Event
Event
L714
L715
02
02
714
715
02CA(H)
02Cb(H)
152
Event
L716
02
716
02CC(H)
153
Event
L717
02
717
02CD(H)
154
Event
L718
02
718
02CE(H)
155
Blowby sensor failed high
Sensor
L719
01
719
02CF(H)
156
Cylinder #1 RB exhaust temp. sensor failed low
Sensor
L721
01
721
02d1(H)
157
Sensor
L722
01
722
02d2(H)
158
Sensor
Sensor
L723
01
723
02d3(H)
159

L724
01
724
02d4(H)
160
Sensor
L725
01
725
02d5(H)
161
Sensor
L726
01
726
02d6(H)
162
Sensor
L727
01
727
02d7(H)
163
Sensor
L728
01
728
02d8(H)
164
Blowby sensor failed low
Sensor
L729
01
729
02d9(H)
165
Trend data memory 90% full
Event
L747
01
747
02Eb(H)
166
Trend data memory 100% full
Event
L748
01
748
02EC(H)
167
Fault log snapshot data 90% full
Event
L749
01
749
02Ed(H)
168
Fault log snapshot data 100% full
Event
L754
01
754
02F2(H)
No.
ITEM
133
134
135
136
144
145
D22-22
CATEGORY
PMC System
DATA
FORMAT
6/99 D22001
POWERTRAIN MANAGEMENT CONTROLLER (PMC)

PMC CONTROLLER FEATURES
exists, display a fault code, and will not operate properly.
LED DISPLAY
The PMC (Powertrain Management Controller) contains two 7-segment LEDs on the face of the enclosure. Fault codes detected by the PMC are displayed
by the LEDs. If the PMC detects active faults are
present, the specific fault codes are displayed a few
seconds after power is applied to the PMC. If no faults
are stored in the PMC, the LED will display 00 after
the PMC is powered up and self-test is completed.
DIP SWITCH SETTINGS
The PMC is used on various machine models. Not all
functions and controllers are installed on every truck.
The PMC determines which functions should be used
and which controllers should be connected to it by the
position of the sixteen DIP switches (2, Figure 23-1).
If the switch, assigned to the function or controller that
should be used, is turned off, the PMC will not be able
to detect that particular function or controller.
For example, if the switch SW.2-7, (maintenance function), is set to the OFF position, the PMC is not able to
detect maintenance item faults and features such as
hydraulic oil filter element restriction cannot be detected, and will not activate the Maintenance Monitor
Lamp.
On the other hand, if a function is turned on (DIP switch
setting) and that particular function or controller is not
installed on the truck, the PMC will determine a fault
FIGURE 23-1. PMC

1. PMC Enclosure
3. LED Display
2. DIP Switches
D23001 12/01
For example, if the switch SW.2-3, (cruise control

function), is set to the ON position with no sensors and
switches necessary for cruise control installed on the
truck, the PMC will detect several faults, such as no
suspension pressure signal.
The Table below lists the proper DIP switch settings
for the various equipment devices installed on the
truck. To change DIP switch settings, shut down the
truck, turn the key switch off and remove the cover on
the PMC.
NOTE: If changes are made to the DIP switch settings,
their status must be confirmed with MOM or DAD.
PMC CONTROLLER DIP SWITCH SETTINGS
SWITCH
NO.
DEVICE
SWITCH
POSITION
ASSIGNMENT
DIP SWITCH 1 (SW.1)

ON
OFF
ON
Cense
2
OFF
ON
Payload Meter (PLM)
3
OFF
ON
GSP (Dispatch)
4
OFF
ON
WIRELESS
5
OFF
ON
6
Message Display
OFF
ON
Tire Management
7
System (TMS)
OFF
ON
8
Reserved
OFF
DIP SWITCH 2 (SW.2)
Engine Controller
ABS
ASR
Cruise Control
Electronic Speed
Limiter
Auto Retarder Control
Reserved
Maintenance Information
PMC Controller
ON
OFF
ON
OFF
ON
OFF
ON
OFF
ON
OFF
ON
OFF
ON
OFF
Centry
Other
YES
NO
YES
NO
YES
NO
YES
NO
YES
NO
YES
NO
Centry
Other
YES
NO
YES
NO
YES
NO
YES
NO
YES
NO
D23-1
NORMAL OPERATION PMC
AISS operation is as follows:
Throttle Control
The PMC controls engine speed by sending a throttle
frequency signal to the Engine Controller.
The PMC receives all of the following requests as to
throttle control, processes them, and then provides an
output signal to the Engine Controller.
Accelerator pedal (throttle) signal:
This signal is varied as the accelerator pedal is
depressed. As the pedal is depressed, the output
voltage signal increases and engine rpm increases.
Idle validation signals:
The PMC receives two digital input signals from
the accelerator pedal to indicate whether the accelerator pedal is depressed or released. These
signals also inform the PMC of a loss of voltage
if a failure occurs in the throttle pedal. When the
PMC detects throttle voltage failure, it sends the
fault code to MOM and S-NET to inform the
operator of the problem.
If a loss of throttle signal occurs and the accelerator pedal is depressed, the PMC sends a 194 Hz
signal to the Centry system to maintain engine
speed at 1000 rpm. If the signal loss occurs and
the accelerator pedal is released, the PMC sends
a 150 Hz signal to Centry to maintain the engine
speed at 750 rpm.
If the loss of throttle signal occurs between the
PMC and the Centry control system, Centry will
control engine speed depending on whether the
pedal is released or depressed, providing the
same engine speeds as described above.

coolant temperature is 30C (47 F) or less, the
PMC selects high-low idle regardless of other
conditions. When coolant temperature is warmed,
high-low idle is returned to low-low idle automatically.
both the parking brake and rear brakes are released , the PMC selects high-low idle regardless
of other conditions. When either of these brakes
is applied, high-low idle is turned to low-low idle
automatically.
When the AISS switch is in the ON position, the
PMC selects low-low idle regardless of other conditions. This mode is available when the truck
must be be moved slowly (in the shop area) even
if coolant temperature is low.
AISS (Auto-Idle Setting System):

When the accelerator pedal is not depressed, the
PMC sends two types of throttle signals to Centry
as low idle speed; low-low idle and high-low idle,
according to the truck conditions, coolant temperature, parking brake, rear brake, and the AISS
switch located in the right control panel on the
instrument panel.
Note: Low-low idle is the basic low idle; 750 rpm.
High-low idle is an intermediate speed; 1000 rpm.
High-low idle is used for quick warm-up of the engine
when coolant temperature is low, and also is used for
good acceleration from standstill.
D23-2
PMC Controller
Throttle modification signal (sent from the Transmission Controller):

This is a frequency signal which varies between
150 and 400 Hz. from the Transmission Controller
that requests the PMC to reduce the throttle
signal to Centry if the range selector is moved
from Neutral to Drive when engine speed is
greater than 1500 rpm.
Note: If the operator attempts to shift from Neutral
to Reverse, engine speed must be below 1400
rpm.
Throttle modification signal (sent from RCM):
This is a Pulse Width Modulation type signal
between 0 and 100%.
The RCM also requests the PMC to reduce engine speed under the following cases:
Start or acceleration on a slippery road surface
If the RCM detects tire slip, the RCM requests the
PMC to reduce engine speed until tire traction is
restored.
If the optional Cruise Control feature has been
enabled (DIP switch ON), the operator has turned
Cruise Control on and has set the desired speed,
the PMC will control the throttle signal instead of
the accelerator pedal.
D23001 12/01
Retarder Control
CENSE
The RCM controls the retarder system by input from

the position of the retarder lever mounted on the
steering column.
The PMC communicates with CENSE through an

RS422 serial interface. The baud rate is 19200 bps.
The PMC requests the RCM to apply or release the

retarder in the following cases.
The retarder signal (sent from the Transmission
Controller):
This is a Pulse Width Modulation type signal
between 0 and 100%. The Transmission Controller requests the PMC to apply brakes if the operator attempts to shift from Drive to Reverse or
Reverse to Drive too quickly when truck speed is
more than 4 km/h (2.5 mph) or engine speed is
more than 1500 rpm.
Auto retarder control (Optional):
If the auto retarder control feature is selected (DIP
switch ON) and turned on, the PMC starts applying or releasing the retarder to maintain vehicle
speed by means of the retarder signal to RCM.
Under the above conditions, the PMC sends a
brake command to the RCM, that is a Pulse Width
Modulation type signal between 0 and 100 %. The
PMC sends the absolute value of brake apply to
the RCM, not a modification signal.
COMMUNICATION
If a fault occurs in the engine system, CENSE informs

the operator of the fault through the PMC by indicating
the problem on the MOM display.
Real-time data of inputs and outputs from CENSE can
be obtained by MOM or DAD through the PMC.
RCM
The PMC communicates with the RCM through an
If a fault occurs in the brake system, the RCM informs
Real-time data of input and output signals, fault history,
and snap-shot data at fault occurrence, and trend data
from the RCM can be obtained by MOM or DAD
through the PMC.
PLM
The PMC communicates with the PLM through an
If a fault occurs in the Payload Meter system, PLM
informs the operator of the fault by indicating the
problem on the MOM display.
The information below describes the various methods

of communication between the PMC and other controllers on the truck as well as external communication
with a personal computer (DAD).
Real-time data of input and output signals, current

payload, travel time, and total payload can be obtained
by MOM or DAD through the PMC.
S-NET
MOM and DAD
S-NET is a basic serial communication network for the

530M truck. The Electronic Display Panel, Transmission Controller, optional Suspension Controller, and
PMC are joined through S-NET.
The PMC communicates with MOM through RS422

and DAD through RS232 serial interfaces. The baud
rate of both is 9600 bps.
The electronic display panel is the master of S-NET

and the PMC is one of slaves in S-NET.
The PMC sends the following information through
S-NET for display to the Electronic Display Panel:
Derate mode status
TMS
The PMC communicates with TMS through an RS232,
serial interface. The baud rate is 9600 bps.
If a fault occurs in tire monitoring system, TMS informs
Auto-cruise or auto-retarder mode status

ASR manual switch status
ABS manual switch status
Also, fault, trend, and snap-shot data and commands
for uploading to the PMC are sent through S-NET
according to the request sent from MOM or DAD.
D23001 12/01
MOM and DAD send and receive commands for

each controller through the PMC.
Real-time data of input and output signals, current

pressure and temperature of each tire can be obtained
by MOM or DAD through the PMC.
PMC Controller
D23-3
Additional Functions
The PMC has additional functions as described below:

Engine Power Derate:
The PMC has an engine protection function achieved
by derating engine power.
Many of the possible faults that can occur in the
engine are sensed by the PMC.
If one or more of these faults occur, the PMC turns
on an alternate torque signal which is sent to the
Centry system. Centry then changes the engine
torque curve to a predetermined, alternate torque
curve to reduce engine power and prevent damage to the engine.
The PMC has a cruise control function, that is basically

the same as that of a passenger car, and allows the
operator to electronically control the truck speed.
The operator can turn the cruise control system on
by turning the on/off switch (on the instrument
panel) clockwise. Turning the switch counterclockwise turns the system off.
Truck speed can be set by pressing the
Set/Coast switch when an appropriate vehicle
speed is attained. Truck speed can be decreased
by momentarily pressing the switch. Speed will
decrease approximately 0.6 km/h (1 mph) each
time the switch is pressed.
In addition, the PMC turns on the derate mode

status in S-NET which turns on the indicator in the
Electronic Display Panel, providing a warning to
the operator.
The Resume/Accel switch is used to resume the

preset speed if the system is momentarily disengaged or speed can be increased by pressing and
releasing the switch. Speed will increase approximately 0.6 km/h (1 mph) each time the switch is
pressed.
The faults, that can cause engine power derate, are

listed in the Table below:
A previously set speed can be canceled by pressing the Cancel switch.

Note: If the optional cruise control system is installed,
the PMC DIP switch SW2-3 must be set to the ON
position. Additional sensors and switches must also be
installed on the truck for the system to function.
ENGINE POWER DERATE FAULTS

FAULT
No.
DESCRIPTION
High Exhaust Temperature
Low Cylinder Power
3
4
5
6
7
8
High Blowby
Low Oil Pressure
High Coolant Temperature
Low Coolant Pressure
High Oil Temperature
Low Coolant Level
D23-4
FAULT CODE
L641 to L648
L651 to L658
L621 to L628
L631 to L638
L143
L143
L151
L233
L214
L235
PMC Controller
D23001 12/01
Electronic Vehicle Speed Limiter-Optional)
Maintenance Monitor:
The PMC can limit truck speed by controlling throttle

and brake application.
The PMC monitors the maintenance items listed in the

Table below.
Two appropriate maximum vehicle speeds, under

empty and loaded conditions, can be set by the
switches located under the passenger seat. (The
speeds can also be set by MOM or DAD.)
If the PMC detects a maintenance fault, it provides

a description of the fault in the MOM display and
the Electronic Display panel turns the Maintenance Monitor lamp and the Central Warning
Lamp and buzzer on.
MOM displays the fault code, its description, and
its action code.
When the truck is moving on a level surface or

ascending a hill and vehicle speed reaches the
predetermined maximum speed, the PMC controls vehicle speed by reducing the throttle signal
sent to Centry regardless of the accelerator pedal
position.
When the truck is descending a hill, the PMC
controls maximum vehicle speed by sending a
brake signal to the RCM to control brake application.
Note: If the optional, Electronic Speed Limiter is installed, the PMC DIP switch SW2-4 must be set to the
ON position. Additional sensors and switches must
also be installed on the truck for the system to function.
D23001 12/01
Note: This function is active only when the PMC DIP

switch SW 2-7 is set to the ON position.
MAINTENANCE MONITOR DETECTION

No.
1
2
3
4
5
6
7
8
9
10
11
PMC Controller
DESCRIPTION
Low retard cooling oil level
Change front brake cooling filter
Change rear brake cooling filter R
Change rear brake cooling filter L
Change hydraulic filter
Change brake disc FR
Change brake disc FL
Change brake disc RR
Change brake disc RL
FAULT CODE
E0A2
E0A3
E0A4
E0A5
E0A6
E0A8
E0A9
E0b1
E0b2
E0b3
E0b4
D23-5
Event Recording:
The PMC retains some items in its memory, even if the
key switch is turned off. The recorded data is shown in
DAD, and some of them are shown in MOM also.
The data recorded in the PMC is as follows:
Fault History Data
The PMC logs the fault code, the service meter at
first occurrence, the service meter at last occurrence, and the number of occurrences of each
fault code.
This data is shown in the fault condition pictures
of MOM and DAD, while only the fault codes
are shown in the LED display of the PMC. This
data can be cleared except for any active fault.
Snap-Shot Data
If the PMC detects the occurrence of a serious
fault that activates a snap-shot data log, the PMC
records the input and output signals and the service meter reading five seconds before and five
seconds after the fault occurs. In addition, snapshot data can be obtained manually by DAD.
The PMC can record a maximum of five packages
of data. If one trigger fault occurs repeatedly, the
PMC records the oldest data only.
The data recorded by a manual trigger is always
rewritten. If a new trigger fault occurs and the
memory is full, then the oldest package of data is
rewritten to a new one, but the package of data
obtained by manual trigger is always rewritten
prior to the others. The recorded data is shown
and cleared in DAD only.
The PMC Snap Shot Data Trigger Faults Table
lists the faults that trigger the collection of snapshot data and the code for each trigger.
PMC SNAP SHOT DATA TRIGGER FAULTS
No.
TRIGGER FAULT
FAULT
CODE
1
2
3
4
5
6
7
8
9
10
11
12
13
14
AEM Communication Failure

Centry communication failure
RCM communication failure
Torque output signal lost
Throttle modification signal (T/M) lost
Throttle modification signal (RCM) lost
Brake signal lost
Idle validation invalid status
Accel sensor failed low
Accel sensor failed high
T/M input speed signal lost
T/M output speed signal lost
Manual trigger
E017
E021
E023
E031
E032
E033
E034
E035
E054
E055
E056
E057
E058
E0FA
D23-6
The PMC Trigger Fault Data Table below lists the

data recorded in the PMC when a trigger fault occurs.
PMC TRIGGER FAULT DATA
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
RECORDED DATA
Throttle to Centry
Throttle modification from T/M controller
Throttle modification from RCM
Acceleration pedal
Brake command to/from RCM
Shift wait signal to T/M controller
Engine speed
Transmission input speed
Transmission output speed
Suspension pressure LF
Suspension pressure RF
Rear brake status
Emergency brake status
Cruise control mode status
Cruise control system switch status
Cruise control set/down switch status
Cruise control resume/up switch status
Cruise control cancel switch status
Derate mode status
ASR mode status
Key sw. C terminal status
Trend Data
The PMC records cumulative information which
can be evaluated to determine the life of the
engine or transmission.
The following information is recorded in the PMC:
1. The working history maps engine speed vs.
engine torque.
2. The working history maps transmission input
speed vs. transmission input torque of each
transmission gear position.
The above maps have two maps in the PMC. One map
records all operation history, while the other records
specific history such as a specific time period.The
specific data collection period starts when prior data
stored is cleared using DAD.
PMC Controller
D23001 12/01
PMC CONTROLLER TROUBLESHOOTING

GENERAL TROUBLESHOOTING PROCEDURES
The following information is intended for use by a
qualified technician to troubleshoot problems related
to the Powertrain Management Controller (PMC).
If a fault occurs, the technician can trace the problem
using the Electronic Display Panel (EDP), the MOM
Fault Condition screens, and the LED displays on the
Controller.
Fault Code Tables in Powertrain Management System list the possible fault codes related to the PMC
Controller (and other system controllers) and provide
information regarding the item causing the fault for
initial troubleshooting.
Before troubleshooting a problem, be certain all

harness connectors are installed and properly inserted.
Always connect any disconnected connectors before proceeding to the next step.
Specific troubleshooting procedures are listed on the

following pages for most of the fault codes listed in the
tables. Additional information detailing the logic involved in each fault code is provided (listed by fault
code). Refer to PMC Controller Logic.
PMC harness connector charts at the end of this
section list the pin number, circuit function, and signal
type for each connector referenced in the troubleshooting procedures. Refer to Figure 23-2 for the
location of each connector on the PMC housing. This
information should be used in conjunction with the
electrical schematics in Section R.
D23001 12/01
PMC Controller
D23-7
PMC FAULT CODE TROUBLESHOOTING

E001: NV RAM data fault
E017: CENSE COMMUNICATION LOST

E018: CENSE COMMUNICATION FAILURE
1. Turn key off and on again.
1. Verify continuity exists between each pin as follows:
2. Check whether PMC still detects E001.

Yes. Change PMC
PMC4A, P-1 and CENSE connector C1, P-C
No. The fault is recovered.
PMC4A, P-2 and CENSE connector C1, P-D

PMC4A, P-3 and CENSE connector C1, P-E
E003: Connector mismatch
PMC4A, P-4 and CENSE connector C1, P-F
1. Verify PMC2B is connected properly.

YES.
Turn key switch on and verify the following voltages on the connector pin listed:
Yes.
Yes.
PMC2B, P-36 and chassis is 1 V or less.

Yes.
Turn key off, return to the first step and

check again.
2. If the result is the same as before, replace the

PMC.
NO. Check harness.
No.
E013: MOM COMMUNICATION LOST

E014: MOM COMMUNICATION FAIILURE

PMC5, P-10 and RCM connector RCM2, P-10
PMC4A, P-6 and MOM RDA
PMC4A, P-7 and MOM RDB
PMC4A, P-8 and MOM SDA
Yes.
PMC4A, P-9 and MOM SDB
No.
Replace MOM and check whether PMC

detects the same fault.
Turn key off, return to step 1. and
check again.
The fault is recovered
No. Check harness
Yes.
Turn key off, return to step 1. And check

again.
E022: BRAKE CONTROLLER COMMUNICATION

LOST
E023: BRAKE CONTROLLER COMMUNICATION
FAILURE
NO. Connect PMC2B properly.
Yes.
Change CENSE and check whether PMC

still detects the same fault.
Change RCM and check whether PMC

Yes.

again.
No.
No.
Check harness
No. Check harness
D23-8
PMC Controller
D23001 12/01
No.
E026 E029, E02A: PLM COMMUNICATION FAILURE
Turn key off, return to the first step, and

check again.
1. Check whether detects at least one of the following faults: F071, F073, F080, F081, F091 F099
3. If the result is the same as before, change T/M

controller.
Yes.
No.
Verify continuity exists between each pin

as follows:
Check harness.
PMC4B, P-21 and PLM connector PLM3, P-4

Yes.
Yes.
No.
No.
Change PLM and check whether PMC

E033: THROTTLE MODIFICATION SIGNAL (BR.)

LOST
1. Check whether there is continuity between PMC3.
P-10 and RCM connector RCM2, P-6.
Yes.

again.
Yes.

Check harness
E031: TORQUE OUTPUT SIGNAL LOST

1. Check whether there is continuity between PMC3,
P-8 and Centry C6, P-F.
Yes.
Check whether the width of high level of

PWM signal is between 5 and 95 %, and
the frequency is between 45 and 55 Hz.
check again.
2. If the result is the same as before, change PMC.

No.
No.

P-2 and T/M controller ATC3A, P-15.
Yes.
Yes.
E032: THROTTLE MODIFICATION SIGNAL (T/M)

LOST
P-1 and T/M controller ATC3A, P-5.
Yes.
Check whether the width of high level of

PWM signal is between 5 and 90 %, and
the frequency is between 180 and 220 Hz.
check again.

No.
Yes.
Check harness.
E034: BRAKE SIGNAL (T/M) LOST

check again.
Check harness.

check again.
3. If the result is the same as before, change RCM.
3. If the result is the same as before, change Centry.

No.

check again.

No.
Yes.
Check whether the width of the high level

level of PWM signal is between 5 and 90
%, and the frequency is between 180 and
220 Hz.

check again.
3. If the result is the same as before, change RCM.

No.
Check harness.
Check whether the frequency of FM signal is between 150 and 400 Hz.
check again.
D23001 12/01
PMC Controller
D23-9
E035: IVS INVALID STATUS

1. Turn key on and check whether the voltage level
between PMC1, P-2 and PMC1, P- 5 is 0. 5 V or
less with the accelerator pedal released.
Yes.
Check whether the voltage level between

PMC1, P-3 and PMC1, P-5 is 4.0 V or
more.
Yes.
Check whether the voltage level between PMC1, P-2 and PMC1, P-5 is 4.5
V or more with accelerator pedal fully
depressed.
Yes.
Check whether the voltage level between PMC1, P-3 and PMC1, P-5 is 0.5
V or less.
Yes.
Turn key off, return to the first step,

and check again.

No.
No.
No.
No.
Check harness
Check harness
E042: SUSPENSION PRESSURE SENSOR (LF)

FAILED LOW
between PMC2A, P-8 and chassis is 1 V or less.
Yes.
Yes.
No.
No.
No.
Yes.
Yes.
No.
No.
Check for continuity between PMC2A, P7 and pressure sensor.

Change pressure sensor.
Check harness.
check again.

check again.

between PMC2A, P-7 and chassis is 4.7 V or
more.
Yes.

between PMC2A, P-7 and chassis is 1 V or less.
Check harness.
E043: SUSPENSION PRESSURE SENSOR (RF)

FAILED HIGH
Check harness
E041: SUSPENSION PRESSURE SENSOR (RF)

FAILED LOW
Yes.
Check harness
Check for continuity between PMC2A, P8 and pressure sensor.
No.
Check whether there is continuity between PMC2A, P-7 and pressure sensor.
Check harness.
check again.
E044: SUSPENSION PRESSURE SENSOR (FL)

FAILED HIGH
between PMC2A, P-8 and chassis is 4.7 V or
more.
Yes.

Yes.
No.
No.
Check whether there is continuity between

PMC2A, P-8 and pressure sensor.
Check harness.
check again.
D23-10
PMC Controller
D23001 12/01
E054: ACCELERATOR SENSOR FAILED LOW

E055: ACCELERATOR SENSOR FAILED HIGH
E056: ENGINE SPEED SIGNAL LOST
1. Check whether the voltage level between PMC1,

P-4 and P-5 is between 4.6 and 5.6 V.
Yes.
While measuring voltage between PMC1,

P-1 and PMC1, P-5, verify voltage increases smoothly as the pedal is depreesed to full throttle.
Yes.
2. Check whether the resistance between PMC2A,

P-5 (harness side) and P-6 (harness side) is
between 500 and 1000.
Yes.

check again.

No.
Turn key off and disconnect the connector near sensor.
3. Check whether the resistance between signal line

(sensor side) of sensor and ground line (sensor
side) of sensor is between 1.0 and 5.6 k, and
the resistance between power source line (sensor
side) of sensor and ground line (sensor side) of
sensor is between 4.4 and 5.6k .
Yes.
Check harness.
No.
Change sensor.
No.
1. Turn key off and disconnect PMC2A from PMC.
Yes.
Yes.
Return to the first step, and check again.
Yes.

check again.

No.
No.
The fault is recovered.

Disconnect the connector near sensor.

of sensor (sensor side) and chassis is 1 M or
more.
Yes.
No.
No.
Check harness.
Change speed sensor.

of sensor (sensor side) and ground line of sensor
(sensor side) is between 500 and 1000 .

No.
Connect PMC2A to PMC and start engine.
3. Check whether PMC still detects the same fault

with engine running.
Turn key off and disconnect PMC1 from

PMC.
4. Check whether the resistance between PMC1,

P-4 and P-16 is between 4.6 and 5.4k and the
resistance between CN - 1, P - 4 and chassis is
1 M or more.
Check whether the resistance between

PMC2A, P-5 (harness side) and chassis
is 1 M or more.
Yes.
Check harness.
No.
6. Check whether the resistance between power

source line (sensor side) of sensor and ground
line (sensor side) of sensor is between 4.6 and
5.6 k.
Yes.
No.
Check harness.
Change sensor.
D23001 12/01
PMC Controller
D23-11
E057: T/M INPUT SPEED SIGNAL LOST

1. Turn key off and disconnect PMC2A from PMC.
between 500 and 1000, and the resistance between PMC2A, P- 1 (harness side) and chassis
is 1 M or more.
Yes.

check again.

No.
No.
Yes.
No.
No.
1. Check whether the retarder cooling oil level is too

low.
Yes.
Yes.
No.

check again.
1. Check whether the hydraulic oil level is too low.

Yes.
Add hydraulic oil.
No.
Turn key on and check whether the voltage level between PMC2A, P-22 and
chassis is 20 V or more.
Yes.
Yes.
No.

check again.
D23-12
Check harness.
E0A3: LOW HYDRAULIC OIL LEVEL

under truck running.
No.
Change level switch.
Check whether there is continuity between PMC2A, P-23 and level switch.
Yes.
No.
Check harness.

between 500 and 1000 , and the resistance
between PMC3, P-3 (harness side) and chassis
is I M or more.
No.
1. Turn key off and disconnect PMC2A from PMC

controller.
Yes.
Add retarder cooling oil.
No.
E058: T/M OUTPUT SPEED SIGINAL LOST
Yes.
E0A2: LOW RETARDER COOLING OIL LEVEL

sensor (sensor sides) is between 500 and 1000,
and the resistance between signal line of sensor
(sensor side) and chassis is 1 M or more.
Yes.
Check harness.

with engine running.
Yes.

(sensor side) is between 500 and 1000, and the
resistance between signal line of sensor (sensor
side) and chassis is 1 M or more.
No.
Check whether there is continuity between PMC2A, P-22 and level switch.
Check harness.
check again.
PMC Controller
D23001 12/01
Yes.
E0A4: CHANGE FRONT BRAKE COOLING FILTER
Check whether there is continuity between PMC2A, P-19 and filter switch.
1. Check whether front brake cooling filter is restricted.
Yes.
Yes.
No.
Change filter.
No.
Yes.
Check whether there is continuity between PMC2A, P-17 and filter restriction
switch.
Yes.
No.
Change switch.
Check harness.
No.

check again.
E0A8: CHANGE HYDRAULIC FILTER

1. Check whether hydraulic filter is restricted.
Check harness.
No.

check again.
Yes.
Change filter.
No.

Yes.
E0A5: CHANGE REAR BRAKE COOLING FILTER
(R)
1. Check whether rear brake cooling filter (R) is
restricted.
Yes.
Change filter.
No.
Yes.
Yes.
No.
No.
Change filter restriction switch.
Yes.
Change filter restriction switch.
No.
Check harness.
check again.
E0A9: CHANGE BRAKE DISK (RF)

1. Check brake disk wear using brake wear tool
(Refer to Section J).
Check harness.
Yes.
Change brake disk.

check again.
No.
Turn key on and check whether the voltage level between PMC2A, P-9 and chassis is 3 V or more.
E0A6: CHANGE REAR BRAKE COOLING FILTER

(L)
1. Check whether rear brake cooling filter (L) is
restricted.
No.
No.
Yes.
Check indicator switch.
Yes.
2. Check for continuity between PMC2A, P-9 and the

signal line of wear switch, and between the
ground line of wear switch and chassis.
Yes.
No.
Change filter.
D23001 12/01
Turn key off and disconnect the connector near wear switch.
No.
Change wear switch.

Check harness.
check again.
PMC Controller
D23-13
E0b3: CHANGE BRAKE DISK (LR)
E0b1: CHANGE BRAKE DISK (LF)


Yes. Change brake disk.
Yes.
No.
No.
Yes.
Yes.
2. Check for continuity between PMC2A, P-10 and

the signal line of wear switch, and between the
Change brake disk.

Yes. Change wear switch.
Yes.
No.
No.
Check harness.
No.
3. If the result is the same as before, chance PMC.

Change brake disk.
No.
Yes.
1. Check whether battery electrolyte level is too low.

Yes.
No.
No.
Turn key on and check whether the voltage level between PMC2A, P- 13 and
chassis is 1 V or less.
Yes.
Change wear switch.
Add water to battery.
No.
Check for continuity between PMC2A, P13 and level switch.
Yes.

Yes.

check again.
E0b4: LOW BATTERY LIQUID LEVEL
E0b2: CHANGE BRAKE DISK (RR)
Yes.
Check harness.
No.

check again.
Change wear switch.
No.
No.

Check harness.
check again.
Check harness.
check again.
E0C1: S-NET SIGNAL LOST

1. Check whether Electronic display panel detects
A013, A014, or A016.
Yes.
No.
Check S-NET harness.

check again.
D23-14
PMC Controller
D23001 12/01
E0C2: MACHINE SELECT INFORMATION FAILURE

1. Check whether PMC also detects fault E0C1.
Yes.
Refer to troubleshooting fault code E0C1

(PMC).
No.
Check whether T/M controller detects

b014.
Yes.
Refer to b014 fault code, Transmission

Controller troubleshooting.
No.
Check whether Electronic display panel

detects A018.
Yes.

check again.
2. If the result is the same as before, change T/M

controller.
No.

check again.
E0C3: VEHICLE SPEED INFORMATION FAILURE

1. Check whether PMC detects E0C1 also.
Yes.
Refer to fault code E0C1 (PMC) troubleshooting.
2. If the optional Suspension Controller is installed

on the truck:
No.
Yes.
Check whether Suspension Controller detects d0C3.

check again.
3. If the result is the same as before, replace Electronic Display Panel.

No.

check again.

5. If the optional Suspension Controller is not installed on the truck:
No.

check again.
6. If the result is the same as before, change Electronic display panel.

7. Check whether PMC still detects E0C3.
Yes.

check again.

No.
D23001 12/01
PMC Controller
D23-15
PMC CONTROLLER LOGIC

B. The action table is executed for the fault (buzzer, light etc.) immediately. Then, at this point,
fault recovery is checked. If the recovery logic
is met, then the recovery logic is activated. The
new state of the fault is assigned, usually within
a set time after the key switch is turned ON, if
recovery as such was found.
If not, the fault remains at the state at which it
was found during the power-up checking,
which is the state that was saved at key-off
preceding this cycle of key-on.
The following information describes the fault logic for

the Powertrain Management Controller (PMC) when a
fault is detected in the system.
Each fault code is listed with a description of the logic
used to determine a fault exists, the action taken by
the PMC when the fault occurs, the fault recovery
classification (see below), and the logic required to
clear the fault for normal operation.
If the fault detecting logic is established, the fault
is always indicated on the 7-segment LED in the
PMC and the fault history will be logged.
C. Fault recovery is checked at first opportunity

for checking from initial key switch turn-on. This
variation is for faults which can only be checked
under certain unique truck conditions such as
engine running, first movenment, first time
shifting to F3, etc. If the recovery logic is met,
then the recovery logic is activated. The new
state of the fault is then assigned if recovery as
such was found. If not, then the fault remains
at the state at which it was found during the
checking, which is the state that was saved at
the key-off preceding this cycle of key-on.
If two or more faults are detected at the same time,

they are alternately displayed on the LED, one at
a time for 2 seconds.
This information should be used in conjunction with the
PMC Fault Code Troubleshooting procedures on the
preceeding pages, electrical schematics in Section R,
and the PMC Fault Code List in Powertrain Management Control System.
Fault Recovery Classifications
D.The action table is made active (buzzer, light,

etc.) first, prior to attempt for recovery. Fault
recovery is checked at first opportunity for
checking from initial key-on. This variation is
for faults which only can be checked upon
certain unique truck conditions such as engine
running, first movenment, first time shifting to
F3, etc. If the recovery logic is met, then the
recovery logic is activated. The new state of the
fault is then assigned if recovery as such was
found. If not, then the fault remains at the state
at which it was found during the checking,
which is the state that was saved at the key-off
preceding this cycle of key-on.
The following describes PMC fault recovery characteristics and recovery under under various conditions.
Fault Characteristics:
1. There are two fault recovery allowable characteristics:
A. Faultrecovery logic is actively allowed while
the key switch remains ON. The fault will be
cleared if the recovery logic is met.
B. Fault recovery logic is ignored while the key
remains ON. This type of fault will not clear
even though the recovery logic is met. This
type requires clearing through initial power-up
when the key switch is turned ON.
Power-Up Variations:
2. When the key switch is turned ON, the initial
power-up fault recovery logic will be one of the
following variations:
A. Fault recovery is checked. If the recovery logic
is met, then the recovery logic is activated. The
new state of the fault is assigned usually within
about 1.6 seconds after key-on occurs, if recovery as such was found. If not, the fault
remains at the state at which it was found
during the power-up checking.
D23-16
Be certain truck wheels are blocked to prevent

truck movement during troubleshooting operations.
PMC Controller
D23001 12/01
PMC FAULT CODE LOGIC DESCRIPTION

E001:
NV RAM DATA FAULT
E002:
BATTERY VOLTAGE LOW
Fault Detecting Logic:
A sum check is made for every byte of the table in

FLASH ROM when power is turned on. If the result is
different from the value logged when power was turned
off the last time, this fault is detected.
Battery power supply voltage (PMC1, P-14 or P-15) is

below 18 volts,
AND
PMC Operation When Fault is Detected:

Data taken from FLASH ROM is cleared. The fault
history is left and normal operation is continued. When
the power is turned off, check sum is calculated again
and logged.
Engine start signal (key switch terminal C, PMC1,

P-10) is open (= low level),
AND
The above conditions continue for 2 seconds.

Detection of occurrence and recovery of faults
other than this fault is stopped.
Fault Recovery Classification:

Fault recovery logic is ignored while the key remains ON. The fault will not clear even though the
recovery logic is met. Recovery requires clearing
through initial power-up when the key switch is
turned ON.
Fault recovery is checked when the key is turned
ON. If the recovery logic is met, then the recovery
logic is activated. The new state of the fault is
assigned usually within about 1.6 seconds after
key-on occurs, if recovery as such was found. If
not, the fault remains at the state at which it was
found during the power-up checking.
Normal items remain normal, and detected faults

remain.
If this fault is not recovered before the power is
turned off, writing to FLASH ROM is inhibited
when the power is turned off.

Fault recovery logic is actively allowed while the
key switch remains ON. The fault will be cleared
if the recovery logic is met.
When the key is turned ON, the action table is
immediately executed for the fault. Then, at this
point, fault recovery is checked. If the recovery
logic is met, then the recovery logic is activated.
The new state of the fault is assigned, usually
within a set time after the key switch is turned ON,
if recovery as such was found. If not, the fault
remains at the state found during the power-up
checking (the state saved at key-off preceding
this cycle of key-on).
Fault Recovery Logic:

The sum check result must match the value logged
when the power was turned Off the last time.

Battery supply voltage (PMC1, P-14 or P-15) is above
19 volts for 1 second.
D23001 12/01
PMC Controller
D23-17
E003:
CONNECTOR MISMATCH
E011:
GSP COMMUNICATION LOST
When the power is turned on, a combination other than

PMC2B, P-36 = GND, and PMC4B, P-36 = open, is
present for 0.1 second.
PMC dip switch 1-4 = ON,

AND

FM throttle signal is fixed to low. (Output is not set
to low idling, but stopped).
Alt. torque signal output is kept turned on. (closed)
A time-out error is made in communication with GSP.

(ACK is not received in 1.5 seconds, and not received
after two retries.)

Normal operation.
Alt. droop signal output is kept turned off. (open)

The pulse width of brake command PWM signal
is fixed to 5 to 10%. (Brake apply: 0%).


made active prior to attempt for recovery. Fault
recovery is checked at first opportunity for checking from initial key-on. This fault can only be
checked upon certain unique truck operational
conditions. If the recovery logic is met, the recovery logic is activated. The new state of the fault is
then assigned if recovery as such was found. If
found during the checking (the state saved at the
key-off preceding this cycle of key-on).
turned ON.

Combination of PMC2B, P-36 = GND, and PMC4B,
P-36 = open, is present for 0.1 second.
D23-18
Recovered when the next normal communication

starts.
PMC Controller
D23001 12/01
E012:
GSP COMMUNICATION FAILURE
E013:
MOM COMMUNICATION LOST

AND

AND
Framing and overrun error in communication with

GSP,
OR
Time-out in communication with MOM.
Receiving of rpcerr_failed (secondary communication

error),
OR
Receiving of rpcerr_norpc (there is no rpc No.),

OR
Normal operation.
Receiving of rpcerr_args (argument error).


Normal operation.


starts.

starts.
D23001 12/01
PMC Controller
D23-19
E014:
MOM COMMUNICATION FAILURE
E015:
TMS COMMUNICATION LOST

AND

AND
Error in communication with MOM.

(parity, framing, overrun)
Time-out in communication with TMS.

(Even if a command which needs response is transmitted, response is not received for 5 seconds).
Normal operation.
Normal operation.




starts.
D23-20


starts.
PMC Controller
D23001 12/01
E016:
TMS COMMUNICATION FAILURE
E017:
CENSE COMMUNICATION LOST

AND

AND
Error in communication with TMS.

(framing, overrun)
Time-out error is made in communication with CENSE.

(ACK is not received in 1.5 seconds, and not received
after four retries.)
Normal operation.
Normal operation.




starts.
D23001 12/01


starts.
PMC Controller
D23-21
E022:
BRAKE CONTROLLER (RCM)
COMMUNICATION LOST
E018:
CENSE COMMUNICATION FAILURE

AND
T/M controller machine selection =D (530M),

AND
Framing and overrun error in communication with

CENSE,
OR
Time-out in communication with RCM.
Receiving of rpcerr_failed (secondary communication

error),
OR
Receiving of rpcerr_norpc (there is rpc No.),

OR
Normal operation.
Receiving of rpcerr_args (argument error).


Normal operation.


starts.

starts.
D23-22
PMC Controller
D23001 12/01
E022:
BRAKE CONTROLLER (RCM)
COMMUNICATION FAILURE
E026:
PAYLOAD METER (PLM) COMMUNICATION FAILURE 1

AND

AND
Error in communication with BRAKE CONTROLLER

(overrun).
When PMC requests PLM to send real time monitor

data,
AND
Correct real time data is not sent from PLM, or PLM
sends nothing for 3 seconds (PMC retries twice).

Normal operation.

Normal operation.

(Fault recovery logic is actively allowed while the




starts.

starts.
D23001 12/01
PMC Controller
D23-23
E027:
PLM COMMUNICATION FAILURE 2
E028:

AND

AND
When PMC receives PLM real time monitor data from

PLM,
AND
When PMC requests PLM to stop sending real time

monitor data,
AND
Next real time data is not sent from PLM for 3 seconds.
PMC receives NAK or PMC does not receive ACK or

NAK for 3 seconds (PMC retries twice).
Normal operation.
Normal operation.




starts.
D23-24


starts.
PMC Controller
D23001 12/01
E029:
E02A:

AND

AND
When PMC requests PLM to send calibration data,

AND
When PMC requests PLM to send controller information data,

AND
Correct calibration data is not sent from PLM, or PLM

sends nothing for 3 seconds (PMC retries twice).
Correct controller information data not sent from PLM,

or PLM sends nothing for 3 seconds (PMC retries
twice).

Normal operation.

Normal operation.





starts.
D23001 12/01

starts.
PMC Controller
D23-25
E031:
TORQUE OUTPUT SIGNAL LOST


Either of the following; (1) or (2) is established:

1. The fault is detected 1.6 seconds after power is

turned on.
T/M controller machine selection = D
( 530M)
AND
Any of the following (a), (b), or (c) is established:
a. The pulse width of the high level of the torque
output signal (PMC3, P-8) is less than 2.5% of
the period or more than 97.5% of the period for
1.6 seconds continuously.
b. Signal frequency is outside the range 50 Hz 5
Hz for 1.6 seconds continuously.
c. High level or low level sustained for 1.6 seconds continuously.
turned on.
T/M controller machine selection = C or E (330M)
AND

Either (1) or (2) below is established:
1. The recovery is detected 1.6 seconds after power
is turned on.
T/M controller machine selection = D (530M)
AND
Items (a), (b), and (c) in the fault detecting logic
are NOT established.

a. The pulse width of high level of the torque
output signal (PMC3, P-8) is less than 2.5% of
the period or more than 97.5% of the period
for 1.6 seconds continuously.
b. Frequency of the signal is out of the range of
64 Hz 6.4 Hz for 1.6 seconds continuously.

turned on.
T/M controller machine selection =C or E ( 330M)
AND
c. High level or low level sustained for 1.6 seconds continuously.
Items (a), (b), and (c) in the fault detecting logic

are NOT established.

Engine and transmission history map recording is
suspended.
D23-26
PMC Controller
D23001 12/01
E032:
THROTTLE MODIFICATION SIGNAL (T/M) LOST
The fault is detected 1.6 seconds after power is turned
on.
AND
Either (a) or (b) below is established:
a. Throttle modification frequency signal sent
from T/M controller (PMC3, P-1) is below 150
Hz or above 400 Hz for 1.6 seconds continuously.
E033:
THROTTLE MO DIFICATION SIGNAL LOST
(BRAKE)
on.
T/M controller machine selection =D ( 530M),
AND
a. The pulse width of the high level of the throttle
modification signal sent from RCM (PMC3,
P-10) is below 5% of the period or above 95%
of the period for 1.6 seconds continuously.
b. FM pulse signal is not present for 1.6 seconds

continuously.
b. Frequency of the signal is out of the range of

200 Hz 20 Hz for 1.6 seconds continuously.
c. High level or low level is continued for 1.6
seconds continuously.
PMC operation When Fault is Detected:

Corrected value is assumed to be 0.
PMC operation When Fault is Detected:


turned ON.

turned ON.


checking (the state saved a

The recovery is detected 1.6 seconds after power is
turned on.
AND
Both (a) and (b) in the fault detecting logic are NOT
established.
D23001 12/01

The recovery is detected 1.6 seconds after power is
turned on.
AND
(a), (b), and (c) in the fault detecting logic are NOT
established.
PMC Controller
D23-27
E035:
IDLE VALIDATION SIGNAL (IVS)
INVALID STATUS
E034:
BRAKE SIGNAL LOST (T/M)
on.
AND
Any of the following (a), (b), or (c), is established:
(a) The pulse width of the high level of the brake
signal sent from T/M controller (PMC3, P-2) is
below 5% of the period or above 95% of the
period for 1.6 seconds continuously.
(b) Frequency of the signal is out of the range of
200 Hz 20 Hz for 1.6 seconds continuously.

Transmission Controller machine selection set to 4 to
7, A to C, or E,
OR
AND
1. Either E054 or E055 is detected
AND
Input other than 1.1 or 1.2. below is applied for
5 seconds continuously.
(c) High level or low level is continued for 1.6

seconds continuously.
1.1. IVS signal 2 (PMC1-2) = closed,

AND
IVS signal 3 (PMC1-3) = open,

turned ON.
1.2. IVS signal 2 (PMC1-2) = open,

AND
IVS signal 3 (PMC1-3) = closed,
2. Neither, E054 or E055 are detected,
AND
The following; 2.1., 2.2., or 2.3. is continued for 5
seconds.
2.1. APS signal input voltage (PMC1-1) is below
0.69 V,
AND
IVS signal 2 = open, and
IVS signal 3 = closed
2.2. APS signal input voltage is above 0.87 V,
AND

on.
AND
Input other than 2.2.1 or 2.2.2
All of (a), (b), and (c) in the fault detecting logic are not
established.
D23-28
PMC Controller
2.2.1.
IVS signal 2 = closed, and

IVS signal 3 = open
2.2.2.

D23001 12/01
2.3. APS signal input voltage is below 0.446 V,

AND
Input other than 2.3.1 or 2.3.2

T/M Controller machine selection set to 5, 7, B, or E,
OR
2.3.1.
IVS signal 2 = closed, and

IVS signal 3 = open

AND
2.3.2.

Either of the following (1) or (2) is established:

1. Either E054 or E055 is detected,
AND

1. When E054 or E055 is detected:
Input of 1.1 or 1.2 is applied for 5 seconds continuously.
The previous throttle command is maintained for

5 seconds while logic detection is in process.
1.1. IVS signal 2 = closed and

IVS signal 3 = open
After 5 seconds, and the fault is confirmed, throttle

output is set to low-speed.
1.2. IVS signal 2 = open and

2. When neither E054 or E055 are detected:

Throttle command is output according to accelerator sensor input.
2. Neither E054 or E055 are detected,

AND

turned ON.
D23001 12/01
PMC Controller
The following; 2.1 or 2.2 is continued for 5 seconds:

2.1. APS signal input voltage is below 0.69 V,
AND
IVS signal 2 = closed and
IVS signal 3 = open
2-2. APS signal input voltage is above 0.87 V,
AND
IVS signal 2 = open and
D23-29
E036:
ALTERNATE TORQUE SIGNAL LOST

AND

Transmission Controller machine selection =D
(530M),
AND
Either following (1) or (2) is established:
1. ALT. TORQUE SIGNAL (CN3-4) output is OFF
(open),
AND
Feedback voltage for checking the ALT.
TORQUE SIGNAL output is kept below 1 volt
for 1 second.
Both (1) and (2) below are established:

1. 0.5 seconds after the power is turned on again,
ALT. TORQUE SIGNAL output is turned OFF
(open) for 0.5 seconds, and feedback voltage for
checking the ALT. TORQUE SIGNAL output is
kept above 1 volt during this period.
2. After (1) above, ALT. TORQUE SIGNAL output is
turned ON (closed) for 0.1 second, and feedback
voltage for checking the ALT. TORQUE SIGNAL
output is kept below 1 volt during that period.
2. ALT. TORQUE SIGNAL output is ON (closed),

AND
TORQUE SIGNAL output is kept above 1 volt
for 50 milliseconds.

ALT. TORQUE SIGNAL output is turned OFF
(open).

turned ON.
D23-30
PMC Controller
D23001 12/01
E037:
ALTERNATE DROOP SIGNAL LOST
turned ON.

AND
Either of following (1) and (2) is established.

1. ALT. DROOP SIGNAL (PMC3, P-5) output is

turned OFF (open),
AND
TORQUE SIGNAL output is kept below 1 volt
for 1 second.
2. ALT. DROOP SIGNAL output is turned ON
(closed),
AND
DROOP SIGNAL output is kept above 1 volt for
50 milliseconds.

AND
Both of following (1) and (2) are established:

ALT. DROOP SIGNAL output is turned OFF
(open) and isochronous engine control is not accepted.
1. 0.5 seconds after the power is turned on again,

ALT. DROOP SIGNAL output is turned OFF
(open) for 0.5 seconds, and feedback voltage for
checking the ALT. DROOP SIGNAL output is
above 1 volt during this period.
2. After (1) above, ALT. DROOP SIGNAL output is
turned ON (closed) for 0.1 second, and feedback
voltage for checking the ALT. DROOP SIGNAL
output is kept below 1 volt during that period.
D23001 12/01
PMC Controller
D23-31
E041:
SUSPENSION PRESSURE SENSOR (FR) FAILED
LOW (Wire breakage, ground fault)
E042 :
SUSPENSION PRESSURE SENSOR (FL) FAILED
LOW (Wire breakage, ground fault)
One of the PMC DIP switches (DIP switches 11

through 13) to select Cruise control, Auto-retard control, or ELS is ON,
AND

AND
Input signal of SUS OIL PRESS (FR) (PMC2A, P-7) is

below 1 volt for 5 seconds.
Input signal of SUS OIL PRESS (FL) (PMC2A, P-8) is

below 1 volt for 5 seconds.

Normal operation
Normal operation

turned ON.
turned ON.



AND

AND
SUS OIL PRESS (FR) input signal is above 1 volt for

5 seconds.
SUS OIL PRESS (FL) input signal is above 1 volt for

5 seconds.
D23-32
PMC Controller
D23001 12/01
E043:
SUSPENSION PRESSURE SENSOR (FR) FAILED
HIGH (Hot short)
E044:
SUSPENSION PRESSURE SENSOR (FL) FAILED
HIGH (Hot short)

AND

AND
SUS OIL PRESS (FR) input signal (PMC2A, P-7) is

above 4.7 volts for 5 minutes.
SUS OIL PRESS (FL) input signal (PMC2A, P-8) is

above 4.7 volts for 5 minutes.

Normal operation
Normal operation

turned ON.
turned ON.



through 13) to select Cruise control, Auto-retard control, or ELS is ON.
AND

through 13) to select Cruise control, Auto-retard control, or ELS is ON.
AND
SUS OIL PRESS (FR) input signal is below 4.7V for 5

seconds.
SUS OIL PRESS (FL) input signal is below 4.7V for 5

seconds.
D23001 12/01
PMC Controller
D23-33
E054:
ACCELERATOR SENSOR FAILED LOW
E055:
ACCELERATOR SENSOR FAILED HIGH

7, A to C, or E,
OR

7, A to C, or E,
OR

AND

AND
APS SIGNAL (PMC2A, P-1) input voltage is below 6%

of VPOT (5V) voltage for 1 second.
Either (1) or (2) below is established.

When IVS SIG. 2 is not open
AND
SIG. 3 is not closed, throttle command is lowspeed, low idle. (750 rpm)
1. APS SIGNAL input voltage is kept above 91% of

VPOT (5V) voltage for 1 second.
2. APS SIGNAL input voltage is kept at between
17.4 to 91% of VPOT (5V) voltage
AND
IVS SIG. 2 is closed and
SIG. 3 is open for 1 second.
When IVS SIG. 2 is open

AND
SIG. 3 is closed, throttle command sent from PMC
to Centry is high-speed, low idle. (1400 rpm)
turned ON.

When IVS SIG. 2 is not open
AND
SIG. 3 is not closed, the throttle command is
low-speed low idle (750 rpm)
When IVS SIG. 2 is open
AND
SIG. 3 is closed, throttle command sent from PMC
to Centry is high-speed low idle. (1400 rpm)

7, A to C, or E,
OR
T/M controller machine selection = D (530M),
AND
APS SIGNAL input voltage is kept above 6% of VPOT
(5V) voltage for 1 second.
D23-34
PMC Controller
D23001 12/01

turned ON.
E056:
ENGINE SPEED SIGNAL LOST
Alternator R terminal information sent from S-NET is
ON,
AND
The engine speed signal pulse (CN2-5) is not received
for 5 seconds.

Engine and transmission working history maps
are not recorded.

turned ON.

7, A to C, or E,
OR
AND

APS SIGNAL input voltage is maintained at between

17.4 to 91% of VPOT (5V) voltage,
AND
IVS SIG. 2 is open and SIG. 3 is closed for 1 second.

ON,
AND
Engine speed signal pulse is received for 5 seconds.
D23001 12/01
PMC Controller
D23-35
E057:
T/M INPUT SPEED SIGNAL LOST

Shift indicator information sent from S-NET
is not N,
AND

is not N,
AND

is not E,
AND

is not E,
AND
The transmission output pulse signal is detected,

AND
The transmission output pulse signal (PMC2A, P-3)

is detected,
AND
The transmission input pulse signal is detected,

AND
The transmission input pulse signal (PMC2A, P-1)

is not detected,
AND

Transmission working history map is suspended.

turned ON.
D23-36
PMC Controller
D23001 12/01
E058:
T/M OUTPUT SPEED SIGNAL LOST
turned ON.

Either of following (1) and (2) is established.
1. T/M controller machine selection is not D,
AND
Fault recovery is checked at first opportunity for

checking from initial key switch turn-on. This fault
can only be checked under certain unique truck
conditions such as engine running, first movenment, first time shifting to F3, etc. If the recovery
The new state of the fault is then assigned if
recovery as such was found. If not, then the fault
remains at the state at which it was found during
the checking (the state saved at the key-off preceding this cycle of key-on).
Shift indicator information sent from S-NET is

not N,
AND
not E,
AND
Transmission input speed is above 2000 rpm,
AND
The transmission output pulse signal is not detected,
AND
2. T/M controller machine selection is D (530M),
AND
not N,
AND
not E,
AND
Transmission input speed is above 1300 rpm,
AND

is not N,
AND
is not E,
AND
The transmission output pulse signal is detected,
AND
The transmission input pulse signal is detected,
AND
The transmission output pulse signal is not detected,

AND

Normal operation
D23001 12/01
PMC Controller
D23-37
E0A1:
LOW FRONT BRAKE OIL LEVEL
E0A2:
LOW RETARDER COOLING OIL LEVEL
T/M controller machine selection = 2 to C or E,

AND

AND

AND

OFF,
AND

OFF,
AND
Start signal (key switch terminal C) is open (= low
level),
AND
Front brake oil level signal is open (= high level),
AND
Start signal (key switch terminal C) is open

(= low level),
AND
Retarder cooling oil level signal (PMC2B, P-23) is open
(= high level),
AND

Normal operation
Normal operation




T/M controller machine selection = 2 to C or E
AND
PMC dip switch 2-7 = ON

AND

AND
Any of the following; (1), (2),or (3) is established.
Any of following; (1), (2), or (3) is established.
1. Front brake oil level signal (CN2-24) is closed

(= low level) for 2 seconds
1. Retarder cooling oil level signal (PMC2A, P-23) is

closed (= low level) for 2 seconds
2. Alternator R information sent from S-NET is ON
3. Start signal (key switch terminal C) is closed

(= high level)

(= high level)
D23-38
PMC Controller
D23001 12/01
E0A4: CHANGE FRONT BRAKE COOLING
E0A3:
LOW HYDRAULIC OIL LEVEL
FILTER Fault Detecting Logic:

AND

AND
OFF,
AND
(= low level),
AND

AND
Alternator R information sent from S-NET is ON,
AND
Brake cooling oil temperature level sent from S-NET
is 3 or more,
AND
Hydraulic oil level signal (PMC2B, P-22) is open

(= high level),
AND
Front brake cooling filter signal (PMC2B, P-17) is open

(= high level),
AND
The above condition continues for 2 seconds.

Normal operation
Normal operation

turned ON.


conditions. If the recovery logic is met, then the
recovery logic is activated. The new state of the
fault is then assigned if recovery as such was
found. If not, the fault remains at the state saved
at the key-off preceding this cycle of key-on.


AND

AND

AND
Any of following; (1), (2), or (3) is established:

1. Hydraulic oil level signal is closed (= low level) for
2 seconds
(= high level)

AND
Front brake cooling filter signal is closed
(= low level),
AND
D23001 12/01
PMC Controller
D23-39
E0A5:
CHANGE REAR BRAKE COOLING FILTER (Right)

AND
AND

AND

AND

AND
AND
is 3 or more,
AND
Rear brake cooling filter R signal is closed

(= low level),
AND
The above condition continues for 2 seconds.
Rear brake cooling filter R signal (CN2-17) is open

(= high level),
AND

Normal operation

turned ON.
D23-40
PMC Controller
D23001 12/01
E0A6:
CHANGE REAR BRAKE COOLING
FILTER (Left)
turned ON.

Either (1) or (2) is established:
1. T/M controller machine selection = 2 to C or E,
AND


AND
Alternator R terminal information sent from SNET is ON,
AND
Brake cooling oil temperature level sent from SNET is 2 or more,
AND
Rear brake cooling filter signal (PMC2A, P-18)
is open (= high level),
AND

AND
AND
2. T/M controller machine selection =D (530M),

AND
Rear brake cooling filter L signal is closed

(= low level),
AND

AND
Alternator R terminal information sent from SNET is ON,
AND
Brake cooling oil temperature level sent from SNET is 3 or more,

AND
Rear brake cooling filter L signal is open
(= high level),
AND

Normal operation
D23001 12/01
PMC Controller
D23-41
E0A7: CHANGE FULL FLOW FILTER
E0A8: CHANGE HYDRAULIC FILTER
T/M controller machine selection = 2 to B,

AND

AND

AND

ON,
AND

ON,
AND
Torque converter oil temperature level sent from SNET is 2 or more,
AND

is 2 or more,
AND
Hydraulic filter signal (CN2-16) is open (= high level),
AND
Full flow filter signal is open (= high level),

AND
Normal operation
Normal operation
turned ON.

turned ON.


not, then the fault remains at the state at which it
was found during the checking (the state saved
at the key-off preceding this cycle of key-on).

AND
T/M controller machine selection = 2 to B,

AND

AND

AND
AND
Full flow filter signal is closed (= low level),
AND
Hydraulic filter signal is closed (= low level),

AND
D23-42
PMC Controller
D23001 12/01
E0A9 : CHANGE BRAKE DISK (FR)

E0b1 : CHANGE BRAKE DISK (FL)
E0b2 : CHANGE BRAKE DISK (RR)

E0b3 : CHANGE BRAKE DISK (RL)
T/M controller machine selection = D (530M),

AND

AND

AND
Shift indicator information sent from S-NET is N,

AND

AND
Brake disk wear RR (PMC2A, P-11) RL (PMC2A,

P-12) input voltage is above 2 volts,
AND
Brake disk wear FR (PMC2A, P-9), FL (PMC2A, P-10)

input voltage is above 2 volts,
AND
Normal operation
Normal operation
turned ON.
turned ON.
T/M controller machine selection =D (530M)
AND
AND
Shift indicator information sent from S-NET is N
AND
Brake disk wear FR (FL) input voltage is below
2 volts
AND

AND
AND
AND
Brake disk wear RR (RL) input voltage is below 2 volts,
AND
D23001 12/01
PMC Controller
D23-43
E0b4:
LOW BATTERY LIQUID LEVEL
E0b5:
LOW ENGINE OIL LEVEL

AND

OFF,
AND
1. T/M controller machine selection = 2 to B,

AND
AND

(= low level),
AND
Alternator R terminal information sent from SNET is OFF,

AND
Battery liquid level (PMC2A, P-13) input voltage is

below 0.7 volts,
AND

(= low level),
AND
Engine oil level signal is open

(= high level),
AND
Normal operation
2. T/M controller machine selection = C or E,

AND
AND

Alternator R terminal information sent from SNET is OFF,

AND
(= low level),
AND
Engine oil level input voltage is below 0.5 volts,
AND

AND
Any of the following; (1), (2), or (3) is established.

1. Battery liquid level input voltage is above 0.7 volts
for 2 seconds

Normal operation

(= high level)
D23-44
PMC Controller
D23001 12/01

E0b6:
CHANGE AIR FILTER
AND
AND
ON,
AND
Air cleaner signal is open (= high level),

AND
1. T/M controller machine selection = 2 to B,

AND

Normal operation

AND
Any of the following; (a), (b), or (c) is established:
turned ON.
a. Engine oil level signal is closed

(= low level) for 2 seconds.
b. Alternator R terminal information sent from
S-NET is ON

c. Start signal (key switch terminal C) is closed

(= high level)
2. T/M controller machine selection = C or E,
AND
AND
Any of the following, (a), (b), or (c) is established:
a. Engine oil level input voltage is above 3.5 volts
for 2 seconds.
b. Alternator R terminal information sent from
S-NET is ON
c. Start signal (key switch terminal C) is closed
(= high level)

AND
AND
AND
Air cleaner signal is close (= low level),
AND
D23001 12/01
PMC Controller
D23-45
E0C2:
MACHINE SELECT INFORMATION
FAILURE
E0FA:
Manual trigger for snapshot
Manual trigger is requested using DAD (Data Aquisition Device).

1. The machine selection information is not received
from T/M controller through S-NET.

Snapshot data is logged.
2. The machine selection information is received

from T/M controller through S-NET and is unauthorized.
E0C1:
S-NET SIGNAL LOST

to low idling but stopped).

When key switch is turned on again while FLASH is
being written, error code is not sent out from pcb1 or
saved.

is fixed to 5 to 10%. (Brake apply: 0%).

turned ON.


Reset when the next normal communication starts.
D23-46

When the power is turned on, the machine selection

information is received from the T/M controller through
S-NET.
PMC Controller
D23001 12/01
E0C3:
VEHICLE SPEED INFORMATION
FAILURE
turned ON.

The vehicle speed (tire size) information is not received from the monitor panel through S-NET.


to low idling but stopped).
is fixed to 5 to 10% (Brake apply: 0%).
D23001 12/01

When the power is turned on, the vehicle speed (tire
size) information is received from the monitor panel
through S-NET.
PMC Controller
D23-47
PMC WIRING HARNESS CONNECTORS

The PMC has five harness connectors including two
36-pin connectors. If a wiring circuit is broken (open)
or the cable assembly has not been wired correctly,
the PMC detects an appropriate fault, displays the fault
in MOM, and will not operate.
The following Tables list the harness connector pin
numbers, the signal carried by the circuit, and the type
of signal for each of the five PMC wiring harnesses.
Figure 23-2 shows the location of each connector on
the PMC and the pin number location.
PMC HARNESS CONNECTOR CIRCUITS

CONNECTOR PMC2A
Pin No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
FIGURE 23-2. PMC CONNECTORS
20
21
22
23
24
25

CONNECTOR PMC1
Pin No.
Function
1
2
3
4
5
6
7
8
9
10
11
12
13
Accelerator pedal
Idle validation 2
Idle validation 3
Potentiometer power source
Ground
Reserved
Reserved
Reserved
Reserved
Battery C terminal
Reserved
Reserved
Power source (switched)
Power source (Battery
direct)
direct)
Ground
Ground
14
15
16
17
D23-48
Type
Analog input
Digital input
Digital input
Analog output
Ground
Digital output
Digital output
Digital output
Digital output
Analog input
Analog input
Analog input
DC voltage input
26
27
28
29
30
31
32
33
34
35
36
Function
Type
T/M input speed (+)

Pulse input
T/M input speed (-)
Pulse input
T/M output speed (+)
Pulse input
T/M output speed (-)
Pulse input
Engine speed (+)
Pulse input
Engine speed (-)
Pulse input
Suspension pressure (RF)
Analog input
Suspension pressure (LF)
Analog input
Brake disc wear (RF)
Analog input
Brake disc wear (LF)
Analog input
Brake disc wear (RR)
Analog input
Brake disc wear (LR)
Analog input
Battery liquid level
Analog input
Reserved
Analog input
Reserved
Digital input
Hydraulic filter restriction
Digital input
Front brake oil filter
Digital input
restriction
Rear brake oil filter
Digital input
restriction
Rear brake oil filter
Digital input
restriction
Air cleaner restriction
Digital input
CONNECTOR PMC2B
Reserved
Hydraulic oil level
Retarder oil level
Reserved
Maximum speed set switch
(up)
(down)
(loaded)
(empty)
(set)
Cruise control cancel switch
Cruise control set/down
switch
Cruise control resume/up
switch
Cruise control system switch
Sensor power source
(+15V)
Ground
Connector mismatch
detection
Digital input
Digital input
Digital input
Digital input
Digital input
Digital input
Digital input
Digital input
Digital input
Digital input
Digital input
Digital input
Digital input
Analog output
Ground
Digital input
DC voltage input
DC voltage input
Ground
Ground
PMC Controller
D23001 12/01

CONNECTOR PMC3
Pin No.
Function
Throttle modification from

T/M
Brake command
Shift wait
Alternate torque
Alternate droop
Throttle
Throttle sensor power (+5V)
Engine output torque
Brake command
Throttle modification
Emergency brake
Reserved
2
3
4
5
6
7
8
9
10
11
12
Type
Frequency input
PWM input
PWM output
Digital output
Digital output
Frequency output
DC voltage input
PWM input
PWM output
PWM input
Digital input
Digital input

CONNECTOR PMC4A
Pin No.
Type
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
CENSE (RS422)
Serial output
CENSE (RS422)
Serial output
CENSE (RS422)
Serial input
CENSE (RS422)
Serial input
Ground
Ground
MOM (RS422)
Serial output
MOM (RS422)
Serial output
MOM (RS422)
Serial input
MOM (RS422)
Serial input
Ground
Ground
GSP (RS422)
Serial output
GSP (RS422)
Serial output
GSP (RS422)
Serial input
GSP (RS422)
Serial input
Ground
Ground
DAD (RS232)
Serial output
DAD (RS232)
Serial output
DAD (RS232)
Serial input
DAD (RS232)
Serial input
Ground
Ground
CONNECTOR PMC4B
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
PLM (RS232)
PLM (RS232)
PLM (RS232)
PLM (RS232)
Ground
WIRELESS (RS232)
WIRELESS (RS232)
WIRELESS (RS232)
WIRELESS (RS232)
Ground
TMS (RS232)
TMS (RS232)
TMS (RS232)
TMS (RS232)
Ground
Connector mismatch
detection
36
D23001 12/01
Function
PMC Controller
Serial output
Serial output
Serial input
Serial input
Ground
Serial output
Serial output
Serial input
Serial input
Ground
Serial output
Serial output
Serial input
Serial input
Ground
Digital input
D23-49

CONNECTOR PMC5
Pin No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
D23-50
Function
S-NET (+)
S-NET (+)
Ground
Reserved (S-NET)
Reserved (S-NET)
Reserved
Reserved (RS485)
Reserved (RS485)
Ground
RCM (RS422)
RCM (RS422)
Reserved (RS422)
Reserved (RS422)
RCM (RS422)
RCM (RS422)
Reserved (RS422)
Reserved (RS422)
Ground
Reserved (ISO)
Reserved (ISO)
Reserved
PMC Controller
Type
Serial in/output
Serial in/output
Ground
Serial in/output
Serial in/output
Ground
Serial in/output
Serial in/output
Ground
Serial output
Serial output
Serial output
Serial output
Serial input
Serial input
Serial input
Serial input
Ground
Serial in/output
Serial output
Ground
D23001 12/01
TRANSMISSION CONTROLLER (ATC)

ATC CONTROLLER FEATURES
LED DISPLAY
The transmission controller contains two 7 segment
LEDs (2, Figure 24-1). If faults occur, they are displayed on the LEDs as follows:
When the controller is powered up, the first set of
codes that will be displayed are the history codes.
After the history codes have been displayed, if
any are present, the active codes are then shown.
In between each active code that is displayed, E
or EC is displayed in the LEDs. The E indicates that the oil flowing into the ECMVs is at
normal operating temperature.
If the indication is EC the oil is below normal
operating temperature. The modulation of the
ECMVs is different if the oil is cold versus normal
operating temperature.
FIGURE 24-1. TRANSMISSION CONTROLLER

1. Transmission Controller
3. Rotary Switch Plugs
2. LED Display
4. Harness Connectors
If there are no active codes present, the display will

indicate 00.
ROTARY SWITCH SETTINGS
The transmission controller has two 16-position rotary
switches in its surface. They inform the controller of
the truck model the system is installed on and which
controller has to be joined in S-NET.
The Transmission Controller is also informed what
model the controller is installed on by a four harness
input and can compare these two types of input. If the
two inputs do not agree, the transmission controller
detects a fault and will not operate properly.
ROTARY SWITCH SETTINGS

SWITCH
NO.
POSITION
FUNCTION
SELECTED
Truck Model - 530M
0
1
2
3
PMC
Suspension
Controller
Yes
No
Yes
No
Yes
Yes
No
No
The transmission controller informs other controllers

of the two rotary switches input through S-NET, therefore other controllers do not have to have any input for
machine select information. Table 1. lists the assignment of each switch.
Note: When changing the the rotary switch settings,

turn the key switch off and remove the rubber plugs (3,
Figure 24-1) on the face of the T/M controller. Rotary
switch status is monitored by MOM or DAD. If a
rotary switch is changed, their status must be confirmed with MOM or DAD.
TABLE 1.
D24001 6/99
D24-1
Shift Control
The transmission controller receives a shift lever position signal, accelerator pedal acceleration signal,
transmission speed signals, and signals from other
switches and sensors, and automatically controls the
shift schedule of the transmission including the torque
converter lock-up clutch to provide the optimum range.
Each clutch in the transmission and lock-up clutch in
torque converter are equipped with an electronically
controlled modulation valve, and each clutch is controlled independently. This contributes to the reduction
of shock at each transmission gear change, the prevention of shift hunting, and improvement of durability
of each clutch by controlling the initial engaging pressure, built up ratio, and torque off time for each clutch
to match the conditions, the each acceleration, each
shift up and down, of the machine.
The Transmission Shift Controller provides control of
the transmission based on various inputs from truck
controls and systems. It provides the following functions and features:
Normal (Power) Mode:
In the normal mode, an acceleration sensing shift
point function changes the shift-up point according to the acceleration of the truck when the
accelerator is fully depressed.
Fault codes of the self-diagnostic test are displayed on a seven-segment LED display on the
face of the controller and will illuminate a flashing
lamp on the instrument panel to indicate a fault
has occurred and has been stored.
Fault codes are stored in memory and may be
retrieved even after the start switch is turned off.
Range Selector Positions And Automatic Gear
Shifting Ranges
The automatic gear shifting ranges for each position
of the Range Selector lever are shown in Table 8.
Note that when the operator selects D, the recommended range for normal operation, the Transmission
Controller will engage 2nd range and automatically
shift through the 3rd through 7th gear ranges as required. This will result in the most economical operation. If the operator selects 3, 4, or 5, the
transmission will initially select 1st range and then
upshift only as far as the range selected. These positions provide more effective retarding on grades.
The Shift Limiter switch, located on the center console
in the cab can be used to limit the shift ranges in the
D and L shift lever positions.
Braking Mode:
In the braking mode, (when the retarder is applied) the gear shift point is raised and the speed
of the retarder cooling pump is increased to increase the cooling effect on the retarder. At the
same time, it also improves the effect of using the
engine as a brake.
Selector
Position
Lock-up and Engine Overspeed:

It drives and controls the torque converter lock-up
ECMV and engine overspeed prevention control
circuit.
Transmission Speeds Monitoring:

Speed sensors are installed at three places (on
the transmission input shaft, intermediate shaft,
and output shaft). These sensors are used to
detect if a transmission clutch is slipping, and also
act to protect the transmission when there is
some abnormality in the hydraulic system.
Shift
Limiter
OFF
ON
OFF
ON
OFF
R
N
ON
OFF
Speed Range
R N 1 2 3 4 5
*
*
ON
OFF
ON
OFF
ON
OFF
ON
Self Diagnostics:
A self-diagnostic function monitors both the input
and output systems.
*Initial range when switch F1 is activated.
TABLE 2. SHIFT RANGE/SHIFT LEVER

POSITIONS
D24-2
6/99 D24001
If the operator has selected the D range, the shift

limiter switch, when turned On, will prevent the transmission from shifting into 7th range to limit top speed.
Automatic Gear Shifting
The shift limiter switch can also be used to hold the

transmission in 1st range when the operator has selected the L position on the shift lever.
The automatic shift-up/shift-down points, torque converter lock-up ON/OFF points and auto brake ON/OFF
points are shown in Figure 24-2 below.
In addition to the shift limit switch, there is an F1

switch. If this switch is activated, the transmission will
always start in F1 even though the shift lever is in the
Drive position. This switch is used for inhibition of
driving under torque converter range, for example,
torque converter lock-up clutch OFF if in F2 and available for prevention of torque converter overheat.
Transmission Operation Modes
Transmission upshifts or downshifts are determined by
two types of shift maps programmed into the Transmission Controller. The table below shows the conditions that must be satisfied for the Transmission
Controller to select either the braking mode or the
normal mode.
MODE
CONDITIONS
Braking
Mode
When either of the following conditions

are satisfied:
1. Rear brake signal ON (service brake,
retarder, or emergency brake applied)
2. Accelerator pedal released.
Normal
Mode
All other conditions
FIGURE 24-2. GEAR SHIFTING DIAGRAM

NOTE:
In normal mode, the shift-up point from F5 to F6
is 1960 rpm.
In normal mode, the shift-down point from F6 to
F5, is 1300 rpm and from F4 to F3 is 1390 rpm.
TABLE 3. OPERATION MODES

Braking Mode:
In the braking mode of operation, the shift-down point
and shift-up point are both raised, and the engine rpm
speed is increased to provide additional oil flow for
retarder cooling, and to increase the effect of using the
engine as a brake.
Normal Mode:
Lock-up:
Lock-up is not actuated in reverse.
When coasting and decelerating (accelerator
pedal released, and brake not applied), the lockup clutch is kept ON under F4 and higher gear
positions.
The power mode is programmed to provide maximum

performance by using the trucks power to its utmost
limit by optimizing the shift points according to the rate
of acceleration determined by the load, grade etc.
These variable performance features improve fuel
economy, reduce noise and reduce shift shock to
improve transmission and driveline component life.
D24001 6/99
D24-3
Automatic Shifting Sequence
Conditions:
Conditions:
Range Selector position: 5, 4,

3, or L
Shifting UP in power mode
Range Selector position: D

Shifting UP in normal mode
1. If the Range Selector lever is placed in the D

position, the transmission will enter F2, torque
converter range. If the F1 start switch is turned
on, the gear position is changed to F1 instead of
F2.
2. When the throttle pedal is depressed, the engine
speed will rise. When the transmission input shaft
speed reaches 1400 rpm, the lock-up clutch is
engaged and the torque converter range changes
to direct drive range.
3. When the input shaft rpm increases to 1950 rpm,
the transmission is shifted up to F3. At the shift-up
point, the lockup clutch is automatically disengaged momentarily to reduce shock during the
gear change.
4. Immediately after shift up, the engine speed
drops, but if the load is small, the engine speed
rises again. The situation in step 2. is repeated
and the transmission is shifted up sequentially
from F4 to F7.
Conditions:
1. These positions give an automatic shift range from

F1 to F5 (F4, F3, or F2). The method for automatic
shifting is the same as when the shift lever is at
the D position.
Conditions:
Range Selector position: R
1. This is the position for traveling in reverse.

The lockup is not actuated.
The safety functions when traveling in reverse
include the FORWARD/REVERSE inhibit and
REVERSE safety. If the operation is not correct,
the transmission is held in neutral.
Conditions:
Range Selector position: N
1. This is the neutral position. Only the middle clutch

in the transmission is actuated.
Range Selector position: D

Shifting DOWN in normal mode
1. When the load is increased and the engine speed

drops below 1310 rpm, the transmission is shifted
down one gear. (For example, when traveling in
F6, the transmission will shift down to F5)
2. If the load increases further, the transmission
shifts down sequentially to F2. If the input shaft
speed drops to 1000 rpm when the transmission
is in F2, the torque converter lockup clutch is
disengaged and the transmission changes to
torque converter drive.
Gearshifting time lag

A time lag is incorporated to prevent excessive speed
changes in the transmission during automatic gear
changes. This time lag prevents a misoperation of the
Controller caused by excessive rotating speed change
at shift change.
The length of the gearshifting time lag is controlled by
the individual Electronically Controlled Modulation
System, which controls each gearshifting pattern.
NOTE: The above explanation gives a general outline

of gear shifting. However, the set speed and actuation
may differ according to the travel conditions.
D24-4
6/99 D24001
Safety Functions
Down-shift inhibitor function:
When the gear shift lever is operated during
travel from D to 5 - L, from 5 to 3 - L, from 4 to
L, or from 3 to L:
For example, when traveling at position D (F7), and
the shift lever is moved to position 5, the transmission
is not shifted directly from F7 to F5. It is shifted down
F7 - F6 - F5 sequentially according to the engine
speed. The engine overspeed prevention circuit prevents the transmission from shifting down two gears at
a time if the operator shifts down too far.
Neutral safety function:
If the shift lever is in any position other than N,
this circuit prevents the engine from starting
when the key switch is turned to the START
position.
The neutral safety circuit prevents the truck from moving when the engine is started.
Engine overrun protection:

When the engine speed exceeds 2350 rpm, the
transmission controller automatically sends a
brake command to the RCM through the PMC,
applying the brakes. The brakes will remain applied until the engine speed drops to 2000 rpm or
less.
Maximum shift inhibitor:
Normally the maximum transmission gear is F7.
With the use of MOM or DAD the maximum
gear can be selected anywhere between F4 and
F7.
Body-up shift inhibitor:
Abnormal use inhibitor:

If the shift lever is changed from Neutral to Drive
or from Neutral to Reverse while the engine speed
is over 1500 rpm, the Transmission Controller will
keep the transmission in neutral and reduce engine speed. The Controller sends a throttle modification signal to the PMC, even if the throttle is
depressed to the floor. The appropriate clutches
will then be engaged, once it has been confirmed
that the engine speed is 1500 rpm or less. If the
Reverse position is selected, the threshold speed
is 1400 rpm.
Directional shift inhibitor:
When the shift lever is changed quickly from Drive
to Reverse or Reverse to Drive and the vehicle
speed is over approximately 4 km/h (2.5 mph) or
if the engine speed is over 1500 rpm, the Transmission Controller keeps the transmission in neutral. At the same time, vehicle speed is reduced
by a brake command signal to the RCM (Retard
Control Monitor), and engine speed is reduced by
a throttle modification signal to the PMC. After
confirming that vehicle speed and engine speed
have been reduced to a safe level the appropriate
clutches will be engaged. If the Reverse position
is selected, the threshold speed is 1400 rpm.
D24001 6/99
Both of these inhibitors are effective in improving the

life of the transmission. The number of abnormal uses
are logged in the Transmission Controller and can be
shown with MOM or DAD.
Normally there is no inhibit in a forward range

when the body is up. Using MOM or DAD this
inhibit can be selected between F1, F2, F3, and
F7.
Body-up reverse interlock:

The Transmission Controller will not allow the
truck to shift into reverse when the dump body is
up. This feature prevents the truck from inadvertently reversing when the body is raised. The
feature can be turned on or off by the MOM or
DAD.
D24-5
TROUBLESHOOTING -- ATC
The following pages list fault codes and troubleshooting procedures for diagnosing Automatic Transmission Controller (ATC) problems.
If a fault occurs, the technician can trace the problem
using the Electronic Display Panel (EDP), the MOM
Fault Condition screens, and the LED displays on the
Transmission Controller.

The Fault Code Tables (see Powertrain Management

Control System), provide additional information regarding the fault when the fault codes are determined.
tables.
Harness connector charts at the end of this section list
the pin number, circuit function, and signal type for
each connector. Refer to Figure 24-5 for the location
of each connector on the controller housing. This
D24-6
6/99 D24001
ATC FAULT CODE TROUBLESHOOTING

b001 : BATTERY VOLTAGE LOW
b006 : T/M CUT RELAY FAILURE
Check whether the voltage level between the starter

switch BR terminal and chassis is 20 V or more.
Turn key off and replace the T/M cut relay.
Yes. Check harness.

No.
Check whether T/M controller still detects b006.

Yes.
Check alternator.
b002 : SOLENOID VOLTAGE FAILURE

Turn key on and check whether voltage level between
ATC2, P-12 and ATC2, P-21 is between 20 and 30 V.
Yes.
No.

check again. If the result is the same as
before, change T/M controller.
Change T/M controller.
No.
Check harness.
No.
b007 : BATTERY VOLTAGE LOW (12 V)
Check whether shift lever position is Neutral.

Turn key on check whether voltage level
between ATC5B, P-23 and chassis is 1 V
or less.
Yes.
No.
Check harness.
No.
Yes.
Check harness.
b003 : NEUTRAL SAFETY ON
Yes.
Turn key off and disconnect ATC1 and

ATC2A from T/M controller.
ATC1, P-9 and ATC2, P-1, and ATC1, P9 and ATC2, P-12 is between 100 and
500.
Turn key off and disconnect ATC2 from T/M controller.

Check whether the resistance between ATC2, P-14
(harness side) and chassis is 1 Megohm or more.
Yes.
Yes.

No
Change shift lever to Neutral position.

No
b005 : CLUTCH ENGAGED DOUBLE

Check whether T/M controller also still detects b03x
(x = 1 through 9).
Yes.
Carry out the b03x troubleshooting.
No.
D24001 6/99
Connect ATC2, and turn key on. Check

whether T/M controller still detects b007.
Yes
No
Disconnect connector at transmission

range selector lever. Check whether resistance above returns to normal.
Change transmission range selector.
Check harness.
D24-7
b010 : ENGINE SPEED SIGNAL LOST or

b060 : ENGINE SPEED SENSOR FAILURE
Turn key off and disconnect ATC3A from T/M controller. Check whether the resistance between ATC3A,
P-13 (harness side) and P-16 (harness side) is between 500 and 1000 .
Yes.
Connect ATC3A to T/M controller and

start engine. Check whether T/M controller still detects the same fault with engine
running.
Yes.
Turn key off and disconnect ATC3A from T/M controller.

Check whether the resistance between ATC3A, P-12
(harness side) and P-16 (harness side) is between 500
and 1000.
Yes.

No.
No.
b012 : T/M MIDDLE SHAFT SPEED SIGNAL LOST

or
b062 : T/M MIDDLE SHAFT SPEED SENSOR FAILURE
Yes.

signal line of sensor (sensor side) and
ground line of sensor (sensor side) is between 500 and 1000 .
Yes.
Check harness.
No.
b011 : T/M INPUT SPEED SIGNAL LOST or

b061 : T/M INPUT SPEED SENSOR FAILURE
No.
No.
Yes.
No.

start engine. Check whether T/M controller still detects the same fault with truck
running.
Check harness.
1. Check whether PMC also detects E057 fault.

Yes.
Perform E057 (PMC) troubleshooting.
No.
Turn key off and disconnect ATC3A from

T/M controller. Check whether the resistance between ATC3A, P-2 (harness
side) and P-16 (harness side) is between
500 and 1000 .
Yes.
Yes.
No.
No.

running.
Yes.
Check harness.
No.
D24-8
6/99 D24001
b013 : T/M OUTPUT SPEED SIGNAL LOST or

b063 : T/M OUTPUT SPEED SENSOR FAILURE
Check whether PMC also detects E058 fault.
Yes.
Perform E058 (PMC) troubleshooting.
No.

T/M controller. Check whether the resistance between ATC3A, P-3 (harness
side) and P-16 (harness side) is between
500 and 1000 .
Yes.

running.
Yes.
No.
No.

check again. If result is the same as
Yes.
No.
b015 : LEVER SIGNAL FAILURE TYPE A

Turn key off, disconnect ATC5B from T/M controller,
and turn key on.
Check whether the resistance between each pin is as
follows:
ATC5B, P-23 and chassis is 1 or less with shift
lever @ N.
lever @ D.
lever @ 5.
lever @ 4.
lever @ 3.
lever @ L.
lever @ R.
Yes.
Check harness.
No.

Check harness for the circuit that does
not agree with above.
b014 : MACHINE SELECT SIGNAL FAILURE

Turn key on and check whether the voltage level of
each pin is as follows:
ATC5B, P-30 and chassis is 1V or less.
ATC5B, P-32 and chassis is 15V or more.
Yes.
Yes.
No.
No.
Turn key on and check whether T/M controller still detects b014.
Check harness.
D24001 6/99
D24-9
b016 : LEVER SIGNAL FAILURE TYPE B

Check whether T/M controller also detects fault code
b007.
Yes.
Perform the b007 code troubleshooting

for the T/M controller.
No.
Turn key on and verify the voltage level

of the pins, under the conditions listed in
the table below are correct:
SHIFT
POSITION
ATC5B,
Pin #
23
22
24
25
26
27
28
Yes.
No.
1 volt or less
Range NOT
Selected
15 volts or
more
FIGURE 24-3. ACCELERATOR VOLTAGE OUTPUT

No.
Turn key off and disconnect the connector near sensor. Verify the resistance between power source line
(sensor side) and ground line (sensor side) of sensor is between 4.6
and 5.4k.
Turn key off and on again.

Check whether T/M controller still detects b016.
Yes.
No.
Range
Selected

Yes.

Check harness.
Yes.
b017 : ACCELERATOR SENSOR FAILURE

Turn key on and check whether the voltage level
between ATC3B, P-31 and ATC3A, P-16 is between
4.6 and 5.4 V.
Yes.
No.
No.
No.
Verify the relation between the resistance between the signal line
(sensor side) of sensor and ground
line (sensor side) of sensor, and accelerator pedal travel is as shown
in Figure 24-4.
Check harness.
Change accelerator sensor.
Change accelerator.
Check harness.
Verify the relation between the voltage

level (between ATC3B, P-31 and ATC3A,
P-16) and accelerator pedal travel is as
shown in Figure 24-3.
Yes.

No.
Verify the voltage level between power

source line and ground line of connector
near sensor is between 4.6 and 5.6V.
Yes.
Yes.
D24-10
Verify the relation between the voltage

level (between signal line and ground
line of connector near sensor) and accelerator pedal travel is as shown in
Figure 24-3.
Check harness.
FIGURE 24-4. ACCELERATOR RESISTANCE

VALUES
6/99 D24001
No.

T/M controller. Verify the resistance between P-6 (harness side) and P-16 (harness side) is between 4.6 and 5.4 k,
and the resistance between P-6 (harness
side) and chassis is 1 M or more.
Yes.

If the result is the same as before,
change T/M controller.
No.

Verify the resistance between power
source line (sensor side) and ground
line (sensor side) of sensor is between
4.6 and 5.6k, and the resistance between power source line (sensor side)
and chassis is 1M or more.
Yes.
Check harness.
No.
Change accelerator sensor.
b021 : LOCK-UP CLUTCH FAILURE

Check whether T/M controller also detects b00x, b01x,
b02x, b03x, or b06x.
Yes.
Refer to the b010 -- b013 or b060 -- b063

fault code for T/M controller troubleshooting.
No.
Refer to Section F and check hydraulic

pressure.
b022 : HIGH CLUTCH FAILURE,

b023 : LOW CLUTCH FAILURE, or
b029 : MIDDLE CLUTCH FAILURE
Check whether T/M controller also detects b00x, b01x,
b02x, b03x, or b06x.
Yes.
Refer to the b010 -- b013 or b060 -- b063

fault code for T/M controller troubleshooting.
No.

pressure.
b019: ECMV OIL TEMPERATURE SENSOR

FAILURE
Turn key off and disconnect ATC3A and ATC3B from
T/M controller. Verify resistance between ATC3B, P23
(harness side) and ATC3A, P-16 (harness side) is
between 1 and 500 k.
Yes.
Yes.
No.
No.
Turn key off and on again. Check whether

T/M controller still detects b019.
Turn key off and disconnect the connector
near sensor. Verify the resistance between signal line (sensor side) and
ground line (sensor side) of sensor is between 1 and 500k.
Yes.
Check harness.
No.
Change temperature sensor.
D24001 6/99
b024 : 1ST CLUTCH FAILURE,

b025 : 2ND CLUTCH FAILURE,
b026 : 3RD CLUTCH FAILURE, or
b028 : REVERSE CLUTCH FAILURE
Turn key off and verify the resistance between ATC3A,
P-3 (harness side) and P-14 (harness side), and the
resistance between ATC3A, P-3 (harness side) and
chassis is between 500 and 1000 .
Yes.

pressure.
No.

signal line (sensor side) and ground line
(sensor side) of sensor is between 500
and 1000 , and the resistance between
signal line (sensor side) of sensor and
chassis is 1M or more.
Yes.
Check harness.
No.
D24-11
FILL SWITCH
Connected
FAULT
CODE
CLUTCH
ATC5A Pin #
Volts
Disconnected
Ohms
Volts
Ohms
Resistance (to
Ground)
@ Switch
Ohms
b031
Lockup
17
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b032
High
12
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b033
Low
10
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b034
1st
13
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b035
2nd
14
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b036
3rd
15
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b038
Reverse
16
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b039
Middle
11
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b031 -- b036, b038, b039:

CLUTCH ECMV FAILURE 1
b041 -- b046, b048, b049:

1. Turn key ON and measure the voltage level

between the ATC5A pins listed in the chart above
and chassis.
Case 1: Check fill signal.

1. Turn key on and measure the voltage level between the ATC5A pins listed in the chart below
and chassis.
2. Turn key OFF, disconnect ATC5A from T/M controller, and measure the resistance between the
pins (harness side) and chassis as listed in the
chart above.
Yes.

pressure.
No.
Disconnect the connector near fill switch.

Verify the resistance between the switch
pins and chassis is as shown in the Table
above.
Yes.
Check harness.
No.
Change fill switch.
2. Turn key off, disconnect ATC5A from T/M controller, and measure the resistance between the pins
(harness side) and chassis as listed below.
Yes.
Check hydraulic pressure.
No.

near the fill switch. Verify the resistance
between the disconnected point (switch
side) and chassis are as shown below.
Yes.
Change fill switch.
No.
Check harness.
FILL SWITCH
Connected
FAULT
CODE
CLUTCH
ATC5A Pin #
Volts
Disconnected
Ohms
Volts
Ohms
Resistance (to
Ground)
@ Switch
Ohms
b041
Lockup
17
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b042
High
12
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b043
Low
10
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b044
1st
13
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b045
2nd
14
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b046
3rd
15
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b048
Reverse
16
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b049
Middle
11
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
D24-12
6/99 D24001
FILL SWITCH
Connected
FAULT
CODE
CLUTCH
ATC5A Pin #
Volts
Resistance
@ Switch
Disconnected
Ohms
Volts
Ohms
Ohms
b051
Lockup
17
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b052
High
12
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b053
Low
10
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b054
1st
13
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b055
2nd
14
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b056
3rd
15
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b058
Reverse
16
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b059
Middle
11
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
Case 2 : Check transmission input speed signal

and H, M, or L clutch.
If the T/M controller detects b042, b043,
or b049, perform the b022, b023, or b029
code troubleshooting.
Case 3 : Check transmission output speed signal
and 1st, 2nd, 3rd, and R clutch.
If the T/M controller detects b044, b045,
b046, or b048, fault code, perform the
b024, b025, b026, and b028 code troubleshooting.
b051 -- b056, b058, b059:

Perform troubleshooting steps described previously
for b041 -- b046, b048, b049 codes.
Refer to the Table below for the b05xx fault codes and
corresponding codes listed in the Tables on the previous page.
FAULT CODE
REFER TO TROUBLESHOOTING
PROCEDURES FOR THE CODES BELOW
b051
b041
b052
b042
b053
b043
b054
b044
b055
b045
b056
b046
b058
b048
b059
b049
D24001 6/99
b071 -- b076, b078, b079:

CLUTCH SOLENOID FAILED HIGH
b091 -- b096, b098, b099:
CLUTCH SOLENOID FAILED LOW
Turn key off, disconnect ATC2 from T/M controller, and
verify the resistance between each pin of ATC2 shown
in the chart below (harness side) and the resistance
between the ATC2 pins (harness side) and chassis is
as shown below.
RESISTANCE
FAULT
CODE
ATC2
Pin #
Pin to Pin
Pin to
Chassis
b071, 91
10, 20
5 -- 25
1M or more
b072, 92
9, 19
5 -- 25
1M or more
b073, 93
7, 17
5 -- 25
1M or more
bo74, 94
2, 13
5 -- 25
1M or more
b075, 95
4, 15
5 -- 25
1M or more
b076, 96
3, 13
5 -- 25
1M or more
b078, 98
5, 15
5 -- 25
1M or more
b079, 99
8, 18
5 -- 25
1M or more
Yes.
Yes.
No.
No.
Connect ATC2 and turn key on. Check

whether T/M controller still detects the
same fault.
Disconnect the connector near solenoid,
measure the resistance between plus line
(solenoid side) and minus line (solenoid
side) of solenoid, and the resistance between plus line (solenoid side) and minus
line (solenoid side) of solenoid and chassis. Verify resistance agrees with Table.
D24-13
Yes.
Check harness.
No.
Change solenoid.
No.
No.
b081 : TORQUE CONVERTER INLET PRESSURE

SIGNAL FAILURE or
b083 : TORQUE CONVERTER INLET PRESSURE
SENSOR FAILURE
between ATC1, P-3 and ATC3A, P-16 is between 20
and 30 V.
Yes.
Yes.
No.
No.
Turn key off, change pressure sensor,

and turn key on. Check whether T/M controller still detects the same fault.
Turn key on and verify the voltage level between

ATC1, P-3 and ATC3A, P-16 is between 20 and 30 V.
Yes.
No.
No.
Yes.
Yes.
No.
b082 : TORQUE CONVERTER OUTLET PRESSURE SIGNAL FAILURE or

b084 : TORQUE CONVERTER OUTLET PRESSURE SENSOR FAILURE
Yes.
Turn key off and disconnect ATC3B from T/M controller. Verify the resistance between ATC3B, P-27 and
P-16 is between 1 and 500 k.
No.
Check harness.
Turn key off, change pressure sensor,

and turn key on. Check whether T/M controller still detects the same fault.
Check harness.
Turn key on and verify the voltage level of

each pin is as follows:
b0A3 : FUEL LEVEL SENSOR FAILURE

Turn key off and disconnect ATC3B from T/M controller. Check whether the resistance between ATC3B,
P-24 (harness side) and chassis is 3 or less, or 100
or more.
D24-14

Measure whether the resistance between
signal line (sensor side) of sensor and
chassis is 3 or less, or 100 or more.
Yes.
Change level sensor.
No.
Check harness.
No.
ATC5B, P-32 and chassis is 20 V or more.
Yes.

ground line (sensor side) of sensor is between 1 and 500 k.
Yes.
ATC5B, P-33 and chassis is 1 V or less.
No.


Check harness.
b0A1 : MACHINE SELECT FAILURE
Yes.
Turn key off and on again. Check whether

T/M controller still detects b0A2.
Yes.
Yes.
Remove the plug on face of T/M controller and check

whether rotary switch 1 is set to D.
Turn key off and set the T/M Controller rotary switch 1 to D.
b0A2 : T/C OIL TEMPERATURE SENSOR FAILURE

Check harness.
No.
Connect ATC3B and turn key on.

Check whether T/M controller still detects
b0A3.

6/99 D24001
b0A4 : LEFT REAR BRAKE OIL TEMPERATURE

SENSOR FAILURE
b0b4 : RIGHT REAR BRAKE OIL TEMPERATURE

SENSOR FAILURE

T/M controller.
Check whether the resistance between ATC3B, P-26
and ATC3A, P-16 is between 1 and 500 k.

T/M controller.
Yes.
Yes.
No.
No.
Yes.
No.

b0A4.
Check harness.
Yes.

b0b4.
Yes.

No.
No.
Turn key off and disconnect the connector near sensor. Verify the resistance between signal line (sensor side) and
Yes.
Check harness.
No.
b0b1 : T/M OIL TEMPERATURE SENSOR FAILURE
b0b5 : FRONT BRAKE OIL TEMPERATURE SENSOR FAILURE

T/M controller.

T/M controller.
Yes.
Yes.
No.
No.

b0b1.
Yes.
Yes.
No.

No.

b0b5.
Yes.
Check harness.
Yes.
Check harness.
No.
No.
D24001 6/99
D24-15
b0C1 : CONNECTOR MISMATCH
b0d2 : TORQUE CONVERTER OIL OVERHEAT
Verify ATC3A and ATC5A are properly connected.
Check whether T/M controller still detects fault code

b0d2 by using the MOM screen (s2231).
Yes.
Turn key on and verify the voltage levels

on the pins are as follows:
Yes.
Check whether the torque converter outlet oil temperature is 120C (248 F) or
more.
ATC3A, P-1 and chassis is 20 V or more.

ATC5A, P-1 and chassis is 1 V or less.
Yes.
Yes.
Start engine, keep low idle speed for a

few minutes to cool oil, and check
whether the torque converter outlet oil
temperature is 120C (248 F) or more
again.

No.
Check harness.
No.
Connect ATC3A and ATC5A to the proper

connectors.
Yes.
Check whether T/M controller still detects b0d2 on MOM screen s2231 again.
Yes. Check hydraulic system.

No.
b0C2 : SHIFT WAIT SIGNAL LOST
No.
Check whether T/M controller still detects fault code b0d2 by using the MOM
screen (s2231) again.
Turn key on and check whether there is continuity

between ATC3A, P-4 and PMC connector PMC3, P-3.
Yes.
Verify the PWM signal width (high level)

is between 15 and 20 %.
Yes.

No.

before, change PMC.
No.
Yes.
Turn key off and disconnect ATC3A and

ATC3B from T/M controller.
ATC3B, P-27 (harness side) and
ATC3A, P-16 (harness side) is 2.25 k
or more.
Yes.
Check harness
No.
Disconnect the connector near sensor. Check whether the resistance

between signal line is 2.25 k or
more.
b0d1 : CHANGE T/M FILTER

Check transmission filter for restriction.
Yes.
Change filter.
No.
Turn key on and verify voltage level between ATC5A, P-6 and chassis is 20 V or
more.
Yes.
Yes.
No.
No.
D24-16
Check whether there is the continuity between ATC5A, P-6 and filter restriction
switch.
No.
No.
Return to the first step, and check

again. If the result is the same as before, change T/M controller.
Yes.
No.
Check harness.

Change switch.
Check harness.
6/99 D24001
b0d3 : ENGINE COOLANT OVERHEAT
b0d5 : LARGE LATERAL INCLINATION
The T/M controller does not monitor engine coolant

overheat directly. It logs the occurrence when CENSE
detects L151(HIGH COOLANT TEMP) .
Check whether T/M controller still detects b0d5 on

MOM screen s2231 with truck parked on a level surface.
If fault code b0d3 is active on MOM screen s2231, refer

to engine coolant system or Cummins service publications for troubleshooting.
b0d4 : REAR BRAKE (L) COOLING OIL OVERHEAT
Yes.

T/M controller. Check whether the resistance between ATC5A, P-5 and chassis
is 1M or more.
Yes.
Disconnect the connectors near lateral

inclination switch and body down
switch. Check whether resistance between both signal lines (switch side)
and chassis is 1 M or more.
Check whether T/M controller still detects b0d4 on the

MOM screen, s2231.
Yes.
Check whether the left rear brake oil temperature is 120C (248 F) or more.
Yes.

whether the left rear brake oil temperature is 120C (248 F) or more again.
Yes.
Check whether T/M controller still detects b0d4 on the MOM screen s2231
again.
Yes.
Check hydraulic and cooling systems.
No.
No.
Check whether T/M controller still detects b0d4 on MOM screen s2231 again.
Yes.
Turn key off and disconnect ATC3A

and ATC3B from T/M controller.
Check whether the resistance between ATC3B, P-26 (harness side)
and ATC3A, P-16 (harness side) is
2.25 k or more.
Yes.
No.

between signal line (sensor side)
and ground line (sensor side) of
sensor is 2.25 k or more.
Yes.
No.
Check harness.
No.
No.

again. If the result is the same as

and check again. If the result is the
same as before, change T/M controller.
Yes.
Replace the switch if its resistance is 1

M or more.
No.
Check harness.
No.
No.

If the result is the same as before,
change T/M controller.
b0d7 : BATTERY CHARGE CIRCUIT FAILURE

Turn key on and verify the voltage between ATC3B,
P-21 and chassis is 20 V or more with engine running.
Yes.

before, change T/M controller
No.
Check for continuity between ATC3B, P21 and alternator terminal R.
Yes.
No.
Replace alternator
Check harness
b0d8 : OVERRUN
Check whether T/M controller still detects b0d8 on
MOM screen s2231 with engine running at proper
speed.
Yes.

No.
D24001 6/99
D24-17
b0dA : BATTERY DIRECT VOLTAGE FAILURE
b0E2 : LOW STEERING SYSTEM PRESSURE

between each pin is as follows:
Check whether the steering pressure is too low with

engine running.
ATC1, P-9 and P-1 is 5 V or more.
Yes.
Refer to Section L and check hydraulic

circuit.
No.

b0E2 with engine running.

Yes.
Check harness.
No.

Yes.
Check whether the voltage level between ATC5B, P-36 and chassis is 20 V
or more with engine running.
Yes.
Turn key off and disconnect ATC5B from

T/M controller.
Check for continuity between ATC5B,
P-36 and pressure switch.
b0db : SWITCHED VOLTAGE FAILURE

Turn key on and check whether the voltage level of
between each pin is as follows:
Yes.
Check harness.
No.

Check whether the transmission oil level is too low.

Yes.
Add oil to transmission.
No.
Turn key on and check whether the voltage level between ATC3A, P-9 and chassis is 4 V or more.
No.
Check harness.
No.

No.
Check steering accumulator 1 for low nitrogen pressure.

Yes.
Charge nitrogen gas or change accumulator.
No.
Turn key on and check whether the voltage level between ATC3A, P-19 and
Check whether there is the continuity between ATC3A, P-9 and level switch.
Yes.
No.
Check harness.
No.
Change pressure switch.
b0E3 : LOW STEERING ACCUMULATOR PRECHARGE PRESSURE (1)
b0E1 : LOW T/M OIL LEVEL
Yes.
Yes.
Yes.

Yes.
No.
No.
D24-18
Check whether there is the continuity between ATC3A, P-19 and pressure
switch.
Check harness.
6/99 D24001
b0E4 : LOW STEERING ACCUMULATOR PRECHARGE PRESSURE (2)
b0E7 : LOW REAR BRAKE ACCUMULATOR PRECHARGE PRESSURE
Check steering accumulator 2 for low nitrogen pressure (See Section L).
Check whether rear brake accumulator nitrogen pressure is too low (See Section J).
Yes.
Yes.
No.
Turn key on and check whether the voltage level between ATC3A, P-20 and
No.
Yes.
Check whether there is the continuity between ATC3A, P-20 and pressure
switch.
Yes.
No.
Check harness.
No.
Yes.

Check whether there is the continuity between ATC5A, P-9 and pressure switch.
Yes.
No.
Check harness.
No.
Yes.
No.
Check harness.
No.
Check whether the pressure of nitrogen gas in front

brake accumulator is too low (See Section J).
No.
Check whether there is the continuity between ATC5A, P-7 and pressure switch.


b0E6 : LOW FRONT BRAKE ACCUMULATOR PRECHARGE PRESSURE
Yes.
Yes.
b0F1 : LOW BRAKE OIL PRESSURE

Check whether the brake pressure is too low with
engine running.
Yes.
Check hydraulic circuit (See Section J).
No.

b0F1 with engine running.
Yes.
Yes.


T/M controller. Check whether there is
the continuity between ATC3A, P-11
and pressure switch.
Yes.
No.
No.
No.
Yes.
D24001 6/99
Check whether the voltage level between ATC3A, P-11 and chassis is 20 V
or more with engine running.

Check harness.

Check hydraulic circuit (See Section J).
D24-19
b0F2 : FRONT BRAKE COOLING OIL OVERHEAT
b0F3 : REAR BRAKE COOLING OIL OVERHEAT
Check whether T/M controller still detects b0F2 on

MOM screen s2231.
Check whether T/M controller still detects b0F3 by on

MOM screen s2231.
Yes.
Check whether the front brake oil temperature is 120C (248 F) or more.
Yes.
Yes.

whether the front brake oil temperature
is 120C (248 F) or more again.
Yes.
Check whether the rear brake oil temperature is 120C (248 F) or more.
Yes.
Check whether T/M controller still detects b0F2 on MOM screen s2231
again.

whether the rear brake oil temperature
is 120C (248 F) or more again.
Yes.
again.
Yes.
Check hydraulic system (See Section J).
Yes.
Check hydraulic system (See Section

J).
No.
No.
No.
again.
Yes.

from T/M controller. Check whether
the resistance between ATC3B, P30 (harness side) and ATC3A, P-16
(harness side) is 2.25 k or more.
Yes.
No.
No.
No.
No.
Yes.

Yes.
No.
Check harness.
again.

No.

No.

2.25 k or more.
Yes.

No.

Yes.
No.
Check harness.

D24-20
6/99 D24001
b0F4 : HIGH T/M LUBRICANT OIL TEMPERATURE

Check whether T/M controller still detects b0F4 on
MOM screen s2231.
Yes.
Check whether the transmission lubricant

oil temperature is 120C (248 F) or
more.
Yes.

whether the transmission lubricant oil
temperature is 120C (248 F) or more
again.
Yes.
Check whether T/M controller still detects b0F4 by MOM screen of s2231
again.
Yes.
Check hydraulic system.
No.
No.
Check whether T/M controller still detects b0F4 by MOM screen of s2231
again.
Yes.
Yes.

No.

Yes.
No.
Check harness.
No.
No.

2.25 k or more.

and check again. If the result is the
same as before, change T/M controller.
D24001 6/99
D24-21
ATC FAULT CODE LOGIC DESCRIPTION

b001:
BATTERY VOLTAGE LOW
b002:
SOLENOID VOLTAGE FAILURE
Engine speed is 500 rpm or more, switched power

source is 19 volts or less, battery supply is 19 volts or
less
Engine speed is 500 rpm or more, switched power

supply is 20 volts or more
AND
The above conditions continue for 0.2 seconds.
AND
Either (a) or (b) below occurs:
a. Solenoid 1 power supply is 18 volts or less
b. Solenoid 2 power supply is 18 volts or less
AND
ATC Operation When Fault is Detected:
The above conditions remain for 0.5 seconds.
Transmission is shifted to NEUTRAL


Switched power source is 20 volts or more, or battery
supply voltage is 20 volts or more
AND
The above conditions exist for 0.1 seconds.
Transmission Cut Relay is turned OFF

Fault recovery logic is ignored while key switch remains ON. Recovery requires clearing through initial
power-up when the key switch is turned ON.
The following conditions must exist during restarting
for recovery from the fault:
Solenoid 1 power supply is more than 18 volts,
Solenoid 2 power supply is more than 18 volts
AND
D24-22
6/99 D24001
b003:
NEUTRAL SAFETY ON
b006:
TRANSMISSION CUT RELAY FAILURE
Fault will occur if operator attempts to start the truck

when the range selector lever is in any position other
than N.
Protection circuit detects a short to ground

OR
Protection circuit detects an open circuit and condition
exists for 1.0 second.

Transmission remains in NEUTRAL


Fault will be recovered if the range selector is placed
in N position.

b005:
CLUTCH ENGAGED DOUBLE


Two or more fill signals received from LOW, MIDDLE,
or HIGH clutch, and condition remains for 0.5 seconds.
OR
Two or more fill signals received from 1st, 2nd, 3rd, or
REV clutch and condition remains for 0.5 seconds.
Protection circuit does not detect a short circuit and

condition exists for 0.5 seconds.
AND
Protection circuit does not detect an open circuit and

All fill signals from LOW, MIDDLE, or HIGH clutch are

OFF and condition remains for 0.5 seconds.
AND
Fill signals received from 1st, 2nd, 3rd, or REV clutch
are Off and condition remains for 0.5 seconds.
D24001 6/99
D24-23
b007
BATTERY VOLTAGE LOW (12V)
b011:
TRANSMISSION INPUT SPEED SIGNAL LOST
Sensor power (12V) is 6 volts or less for 0.1 seconds.
Protection circuit detects disconnection in speed signal circuit.

All outputs are turned OFF.
Transmission holds current range position.
Remains in NEUTRAL when range selector is

returned to N.

Sensor power supply must be 10 volts or more for 0.5
seconds.
Limp Home Procedure:

After stopping the truck, set (REV, LOW) by shifting the range selector from N to R, or
After stopping the truck, set (1st, MID) by shifting
the lever from N to D, 5, 4, 3 or L.
b010:
ENGINE SPEED SIGNAL LOST


Protection circuit does not detect disconnection

and condition exists for 1.5 seconds.

returned to N.
D24-24
B012:
TRANSMISSION MID SPEED SIGNAL LOST
returned to N.
6/99 D24001

b014:
MACHINE SELECT SIGNAL FAILURE
Note: Fault detection only occurs at truck start-up.
Rotary switch setting agrees with software for truck
model , harness model selection does not agree with
software for truck model, and conditions exist for 0.1
seconds
B013
TRANSMISSION OUTPUT SPEED SIGNAL LOST
Transmission shifts to NEUTRAL


returned to N.

model and harness model selection agrees with software for truck model
D24001 6/99
D24-25
b015:
LEVER SIGNAL FAILURE A
b017:
ACCEL SENSOR FAILURE
Two or more lever signals are ON and condition exists

for 3.0 seconds.
Throttle pedal voltage is less than 0.6 volts or throttle

pedal voltage is more than 4.7 volts
AND

Transmission controlled by highest priority lever
signal as follows: N>D>5>4>3>L.
Transmission will shift to NEUTRAL whenever R
signal and another signal are received simultaneously.
Controller receives one signal and signal continues for
0.1 seconds.
The conditions exist for 1 second.

Controls ECMV assuming full throttle.
Throttle pedal voltage is 0.6 volts or more and 4.7 volts
or less for 0.1 seconds.
b019:
ECMV OIL TEMPERATURE SENSOR FAILURE
b016:
LEVER SIGNAL FAILURE B

All lever signals are OFF and condition exists for 3.0
seconds.
Transmission control continues based on signal
received before it was lost.
Transmission will shift to NEUTRAL when the
truck is stopped.
Oil temperature is 150 C (302 F) or more and continues for 2 seconds.

Transmission control based on oil temperature signal
received before failure.
During truck operation:
Oil temperature is less than 150 C (302 F) for 2
seconds.

A lever signal exists and remains for 0.1 seconds.
When key switch is turned OFF and then turned

ON again:
Oil temperature is less than 150 C (302 F) for 0.5
seconds.
D24-26
6/99 D24001
b021:
LOCKUP CLUTCH FAILURE

Lockup clutch command ON, lockup clutch in sliding,
lockup fill signal is ON
power-up when the key switch is turned ON. Fault will
be recovered when truck is restarted.
AND
b023:
L CLUTCH FAILURE
Conditions exist for 0.5 seconds.

L clutch command ON, L clutch in sliding, L fill signal

is ON

After stopping the truck, set (REV, LOW) by shifting the range selector from N to R
OR
AND



OR
b022:
H CLUTCH FAILURE

H clutch command ON, H clutch in sliding, H fill signal
is ON
AND
OR
D24001 6/99
D24-27
b024:
1st CLUTCH FAILURE
After limp home switch is turned ON, set (1st,

MID) by shifting the lever from N to D, 5, 4, 3 or
L.

1st clutch command ON, 1st clutch in sliding, OR
transmission output speed sensor failure, and 1st fill
signal is ON
AND


b026:
3rd CLUTCH FAILURE

After limp home switch is turned ON, set (REV,
LOW) by shifting the range selector from N to R
OR
After limp home switch is turned ON, set (2nd,
LOW) by shifting the lever from N to D, 5, 4, 3 or
L.

3rd clutch command ON, 3rd clutch in sliding, or
transmission output speed sensor failure, and 3rd fill
signal is ON
AND

b025:
2nd CLUTCH FAILURE
OR
MID) by shifting the lever from N to D, 5, 4, 3 or
L.

2nd clutch command ON, 2nd clutch in sliding, or
transmission output speed sensor failure and 2nd fill
signal is ON
AND


OR
D24-28
6/99 D24001
b028:
R CLUTCH FAILURE
b031:
LOCKUP CLUTCH ECMV FAILURE I
R clutch command ON, R clutch in sliding, or transmission output speed sensor failure and R fill signal is ON
Lockup clutch command = 0, lockup fill signal ON
AND
AND

Transmission shifts to NEUTRAL.

Cannot shift to REVERSE
After stopping the truck, set (REV, LOW) by shifting the range selector from N to R , or

MID) by shifting the lever from N to D.

Fill signal = OFF and remains off for 0.5 seconds.
b032:
H CLUTCH ECMV FAILURE I
b029:
M CLUTCH FAILURE

H clutch command = 0, H fill signal ON
Fault Detecting Logic
AND
M clutch command ON, M clutch in sliding, R fill signal

is ON
AND



After stopping the truck, set (1st, HIGH) by shifting the lever from N to D, 5, 4, 3, or L .

After stopping the truck, set (REV, LOW) by shifting the range selector from N to R , or
After stopping the truck, set (2nd, LOW) by shifting the lever from N to D, 5, 4, 3 or L.


D24001 6/99
D24-29
b033:
L CLUTCH ECMV FAILURE I
b035:
2nd CLUTCH ECMV FAILURE I
L clutch command = 0, L fill signal ON
2nd clutch command = 0, 2nd fill signal ON
AND
AND
OR

After stopping the truck, set (2nd, LOW) by shifting the lever from N to D, 5, 4, 3, or L .

b036:
3rd CLUTCH ECMV FAILURE I
b034:
1st CLUTCH ECMV FAILURE I

3rd clutch command = 0, 3rd fill signal ON
AND
1st clutch command = 0, 1st fill signal ON
AND


After stopping the truck, set (3rd, LOW) by shifting

the lever from N to D, 5, 4, 3, or L .

the lever from N to D, 5, 4, 3, or L .


D24-30
6/99 D24001
b038:
R CLUTCH ECMV FAILURE I
b041:
LOCKUP CLUTCH ECMV FAILURE II
R clutch command = 0, R fill signal ON
Lockup clutch command ON, lockup clutch in sliding,

lockup fill signal OFF
AND
AND


After stopping the truck, set (REV, LOW) by shifting the range selector from N to R.
Cannot shift to FORWARD.

OR


b039:
M CLUTCH ECMV FAILURE I
b042:
H CLUTCH ECMV FAILURE II
M clutch command = 0, M fill signal ON

AND
H clutch command ON, H clutch in sliding, H fill signal

OFF
AND

After stopping the truck, set (REV, MID) by shifting the range selector from N to R
OR


OR
D24001 6/99

D24-31
OR
b043:
L CLUTCH ECMV FAILURE II
L clutch command ON, L clutch in sliding, L fill signal

OFF
AND
b045:
2nd CLUTCH ECMV FAILURE II

2nd clutch command ON, 2nd clutch in sliding, 2nd fill

signal OFF

AND
OR


OR
b044:
1st CLUTCH ECMV FAILURE II
1st clutch command ON, 1st clutch in sliding, 1st fill

signal OFF
AND
D24-32
6/99 D24001
b046:
3rd CLUTCH ECMV FAILURE II
b049:
M CLUTCH ECMV FAILURE II
3rd clutch command ON, 3rd clutch in sliding, 3rd fill

signal OFF
M clutch command ON, M clutch in sliding, M fill signal

OFF.
AND
AND
OR
OR

b048:
R CLUTCH ECMV FAILURE II
R clutch command ON, R clutch in sliding, R fill signal
OFF.
AND
D24001 6/99
D24-33
b051:
LOCKUP CLUTCH ECMV FAILURE III
After stopping the truck, set (1st, HIGH) by shifting the range selector from N to R
Lockup clutch command ON, lockup clutch not in

sliding, lockup fill signal OFF
H clutch command ON, H clutch not in sliding, H fill

signal ON
AND
AND
Conditions remain for 0.5 seconds.

Fault will be recovered when truck is restarted.

Hold current shift range.
Hold NEUTRAL when range selector is placed in
N.
b053:
L CLUTCH ECMV FAILURE III
L clutch command ON, L clutch not in sliding, L fill

signal OFF
OR
AND



Lockup clutch command ON, lockup clutch not in
sliding, lockup fill signal ON

N.
AND

After stopping the truck, set (REV, LOW) by shifting the range selector from N to R or
b052:
H CLUTCH ECMV FAILURE III

H clutch command ON, H clutch not in sliding, H fill
signal OFF
AND
L clutch command ON, L clutch not in sliding, L fill

signal ON
AND

N.
D24-34
6/99 D24001
b054:
1st CLUTCH ECMV FAILURE III
b055:
2nd CLUTCH ECMV FAILURE III
1st clutch command ON, 1st clutch not in sliding, 1st

fill signal OFF
2nd clutch command ON, 2nd clutch not in sliding, 2nd

fill signal OFF
AND
AND

N.

N.

the range selector from N to D, 5, 4, 3 or L.
After stopping the truck, set (2nd, LOW) by shifting the range selector from N to D, 5, 4, 3 or L.

1st clutch command ON, 1st clutch not in sliding, 1st
fill signal ON
AND

2nd clutch command ON, 2nd clutch not in sliding, 2nd
fill signal ON
AND

b056:
3rd CLUTCH ECMV FAILURE III
3rd clutch command ON, 3rd clutch not in sliding, 3rd
fill signal OFF
AND
N.
D24001 6/99
D24-35
After stopping the truck, set (3rd, LOW) by shifting

b059:
M CLUTCH ECMV FAILURE III
3rd clutch command ON, 3rd clutch not in sliding, 3rd

fill signal ON
M clutch command ON, M clutch not in sliding, M fill

signal OFF
AND
AND

N.
b058:
R CLUTCH ECMV FAILURE III

R clutch command ON, R clutch not in sliding, R fill
signal OFF
AND
M clutch command ON, M clutch not in sliding, M fill

signal ON
AND

N.


After stopping the truck, set (REV, LOW) by shifting the range selector from N to R.
Cannot shift to FORWARD.
R clutch command ON, R clutch not in sliding, R fill
signal ON
AND
D24-36
6/99 D24001
b060:
ENGINE SPEED SENSOR FAILURE
Torque converter inlet pressure is 0.5 kg/cm2 or more,
Torque converter outlet pressure is 0.5 Kg/cm2 or

more,
OR
Engine speed is less than 100 rpm, torque converter

inlet pressure is 2 kg/cm2 or more, torque converter
outlet pressure is 2 Kg/cm2 or more
AND
The above conditions exist for 10 seconds
AND
OR
Engine speed is 650 rpm or more, torque converter
inlet pressure is less than 0.5 kg/cm2, torque converter
outlet pressure is less than 0.5 Kg/cm2
AND
b061:
TRANSMISSION INPUT SPEED SENSOR FAILURE
Engine speed more than 500 rpm, H/L clutch ON,

speed clutch ON, lockup clutch ON
AND
Transmission input speed signal out of range

N.
AND

N.

The following conditions must be present to allow
recovery when truck is restarted:
Engine speed must be less than 100 rpm
AND
Torque converter inlet pressure less than 2 kg/cm2,
OR
Torque converter outlet pressure less than 2 Kg/cm2,
AND
The above conditions exist for 0.5 seconds
OR the following conditions must exist:
Engine speed is 650 rpm or more,
AND
D24001 6/99
D24-37
b062:
TRANSMISSION MIDDLE SPEED SENSOR FAILURE
b063:
TRANSMISSION OUTPUT SPEED SENSOR FAILURE


AND
AND
Transmission middle speed signal out of range
Transmission output speed signal out of range
AND
AND

N.

N.


D24-38
6/99 D24001
b071:
LOCKUP CLUTCH SOLENOID FAILED HIGH

Protection circuit detects short to ground
OR
Protection circuit detects hot short and hot short exists
for 0.5 seconds.

The protection circuit does not detect a short to ground
for 0.5 seconds
AND
The protection circuit does not detect a hot short for

0.5 seconds.
b073:
LOW CLUTCH SOLENOID FAILED HIGH

for 0.5 seconds

OR
for 0.5 seconds.
AND
0.5 seconds.

b072:
HIGH CLUTCH SOLENOID FAILED HIGH

OR
for 0.5 seconds.

for 0.5 seconds
AND
D24001 6/99

0.5 seconds.
D24-39
b074:
1st CLUTCH SOLENOID FAILED HIGH

OR
for 0.5 seconds.

for 0.5 seconds
AND

0.5 seconds.
b076:
3rd CLUTCH SOLENOID FAILED HIGH

for 0.5 seconds

OR
for 0.5 seconds.
AND
0.5 seconds.

b075:
2nd CLUTCH SOLENOID FAILED HIGH

OR
for 0.5 seconds.

for 0.5 seconds
AND
D24-40

0.5 seconds.
6/99 D24001
b078:
REVERSE CLUTCH SOLENOID FAILED HIGH

OR


for 0.5 seconds.

for 0.5 seconds
AND

0.5 seconds

b081:
TORQUE CONVERTER INLET PRESSURE SIGNAL
FAILURE
Torque converter inlet pressure sensor output 0.5 volts

or less, or torque converter inlet pressure sensor output 4.5 volts or more.

AND

for 0.5 seconds
Either of the above conditions exist for 1 second.

No change in operation
AND
0.5 seconds
b079:
MIDDLE CLUTCH SOLENOID FAILED HIGH

The following conditions are required for recovery
during operation:
Torque converter inlet pressure sensor output more
than 0.5 volts, and less than 4.5 volts,
AND
The above condition exists for 2.0 seconds.
OR
for 0.5 seconds.

when the truck is restarted:
Torque converter inlet pressure sensor output more

AND

D24001 6/99
D24-41
b082:
TORQUE CONVERTER OUTLET PRESSURE SIGNAL FAILURE
b083:
TORQUE CONVERTER INLET PRESSURE SENSOR FAILURE
Torque converter outlet pressure sensor output 0.5

volts or less, or torque converter outlet pressure sensor output 4.5 volts or more.

inlet pressure less than 0.5 Kg/cm2 and torque converter outlet pressure is 0.5 Kg/cm2 or more,
AND
AND
Either of the above conditions exist for 1 second.

OR

inlet pressure is 2 Kg/cm2 or more, and torque converter outlet pressure is less than 2 Kg/cm2,
during operation:
Torque converter outlet pressure sensor output more
AND
AND

Conditions required for recovery during operation:
Torque converter outlet pressure sensor output more

AND

inlet pressure is 0.5 Kg/cm2 or more,
AND
OR
inlet pressure is less than 2 Kg/cm2,
AND
inlet pressure is 0.5 Kg/cm2 or more,
AND
OR
inlet pressure is less than 2 Kg/cm2,
AND
D24-42
6/99 D24001
b084:
TORQUE CONVERTER OUTLET PRESSURE SENSOR FAILURE
b091:
LOCKUP CLUTCH SOLENOID FAILED LOW

inlet pressure 0.5 Kg/cm2 or more, and torque converter outlet pressure less than 0.5 Kg/cm2,
Solenoid output ON and protection circuit detects a

disconnection,
AND
The conditions exist for 0.5 seconds
AND

OR
inlet pressure is less than 2 Kg/cm2, and torque converter outlet pressure is 2 Kg/cm2 or more,
AND

Conditions required for recovery during operation
Protection circuit does not detect disconnection for 1.0
second.
Conditions required for recovery when the truck is

restarted:


seconds.

Conditions required for recovery during operation:
outlet pressure is 0.5 Kg/cm2 or more,
AND
b092:
H CLUTCH SOLENOID FAILED LOW

disconnection,
OR
outlet pressure is less than 2 Kg/cm2,
AND
AND

restarted:
outlet pressure is 0.5 Kg/cm2 or more,
AND
second.
OR

restarted:

outlet pressure is less than 2 Kg/cm2,

seconds.
AND
D24001 6/99
D24-43
b093:
L CLUTCH SOLENOID FAILED LOW
b095:
2nd CLUTCH SOLENOID FAILED LOW

disconnection,

disconnection,
AND
AND

second.

second.

restarted:

restarted:

seconds.

seconds.
b094:
1st CLUTCH SOLENOID FAILED LOW
b096:
3rd CLUTCH SOLENOID FAILED LOW

disconnection,

disconnection,
AND
AND

second.

second.

restarted:

restarted:

seconds.

seconds.
D24-44
6/99 D24001
b098:
R CLUTCH SOLENOID FAILED LOW
b0A1:
MACHINE SELECT FAILURE
Note: Fault detection only occurs at truck start-up.

disconnection,
AND

Rotary switch setting does not agree with software for
truck model, and condition exists for 0.1 seconds


second.
restarted:
seconds.

model
AND
Harness model selection agrees with software for truck
model
b099:
M CLUTCH SOLENOID FAILED LOW
disconnection,
AND
b0A2:
TORQUE CONVERTER OIL TEMPERATURE SENSOR FAILURE
Oil temperature is 150C (302F) or more and condition exists for 2.0 seconds.




second.

restarted:
seconds.
D24001 6/99
Oil temperature less than 150C (302F) for 2 seconds.

restarted:
Oil temperature less than 150C (302F) for 0.1 seconds.
D24-45
b0A3:
FUEL LEVEL SENSOR FAILURE
b0b1:
TRANSMISSION OIL TEMPERATURE SENSOR
FAILURE

Input voltage 4 volts or more and key switch is not in
the START position
AND
Conditions exist for 2 seconds.


Input voltage less than 4 volts for 2 seconds.

restarted:

restarted:
Input voltage less than 4 volts for 0.1 seconds.
b0A4:
REAR BRAKE OIL TEMPERATURE SENSOR FAILURE
b0b2:
COOLANT TEMPERATURE SENSOR
Input resistance is greater than 170 and continues

for 2 seconds.

Input resistance is 170 or less for 2 seconds.

restarted:

restarted:
Input resistance is 170 or less for 0.1 seconds.
D24-46
6/99 D24001
b0b4:
RIGHT REAR BRAKE OIL TEMPERATURE SENSOR FAILURE
b0C1:
CONNECTOR MISMATCH
Note: Failure detection occurs only when truck is
started.
ATC3A pin 1 is not open or ATC3A pin 1 is not
grounded
AND
The condition exists for 0.1 seconds.

restarted:
b0b5:
FRONT BRAKE OIL TEMPERATURE SENSOR
FAILURE

ATC3A pin 1 open or ATC3A pin 1 grounded and the

b0C3:
BCV FRONT SOLENOID HOT SHORT
Protection circuit detects hot short and protection circuit does not detect short circuit
AND

Condition exists for 0.5 seconds.

restarted:
Protection circuit does not detect hot short and condition exists for 0.5 seconds
D24001 6/99
D24-47
b0C4:
BCV REAR SOLENOID HOT SHORT
b0C6:
BCV REAR SOLENOID DISCONNECT
Protection circuit detects hot short and protection circuit does not detect short circuit
Protection circuit detects disconnection and protection

circuit does not detect short circuit
AND
AND


Protection circuit does not detect hot short and condition exists for 0.5 seconds

seconds
b0C7:
BCV FRONT SOLENOID SHORT TO GROUND
b0C5:
BCV FRONT SOLENOID DISCONNECT

Protection circuit detects disconnection and protection
circuit does not detect short circuit
AND
Protection circuit detects short to ground.

Solenoid output is turned OFF.


Protection circuit does not detect short to ground and
condition exists for 0.5 seconds

Protection circuit does not detect disconnection and
D24-48
6/99 D24001
b0C8:
BCV REAR SOLENOID SHORT TO GROUND
b0d2:
TORQUE CONVERTER OVERHEAT
Temperature gauge (Electronic Display Panel) goes

into red zone.

Solenoid output is turned OFF.

Protection circuit does not detect short to ground and

Temperature gauge drops down from red zone.
b0d3:
COOLANT TEMPERATURE OVERHEAT
into red zone.
b0d1:
CHANGE TRANSMISSION FILTER


Torque converter outlet temperature 50C (122F) or
more, and input signal is OPEN (High)

AND
b0d4:
LEFT REAR BRAKE OIL TEMPERATURE OVERHEAT


into red zone.
Input signal not open and condition exists for 2 seconds.

restarted:
Input signal not open and condition exists for 0.5
seconds.
D24001 6/99

D24-49
b0d5:
LARGE LATERAL INCLINATION
b0d8:
OVERRUN
Input signal is OPEN (High) and condition exists for 1

second.
Transmission input speed more than 2350 rpm.


Transmission speed must be 2000 rpm or less.

Input signal not open and condition exists for 1 second.
restarted:
b0dA:
BATTERY DIRECT VOLTAGE FAILURE

seconds.
b0d7:
BATTERY CHARGE CIRCUIT FAILURE
Power (switched) - battery direct is 5 volts or more and

condition exists for 2 seconds.
Engine speed is 500 rpm or more and input signal is

OPEN (Low)
Switched power - battery direct is 4 volts or less and

AND
b0db:
SWITCHED VOLTAGE FAILURE


Engine speed is 500 rpm or more and Input signal not
open
AND
Battery direct - switched power is 5 volts or more and

condition exists for 2 seconds.
Condition exists for 1 second.

restarted:
Battery direct power (switched) is 4 volts or less and

D24-50
6/99 D24001
b0E2:
LOW STEERING SYSTEM PRESSURE
b0E4:
LOW STEERING PRECHARGE PRESSURE 2
Engine speed more than 700 rpm and input signal =

OPEN (high)
Input signal = OPEN (high) and continues for 2 seconds.
AND

Engine speed more than 700 rpm and input signal is
not OPEN
AND

restarted:
seconds.
b0E3:
LOW STEERING PRECHARGE PRESSURE 1
b0E6:
LOW FRONT BRAKE PRECHARGE PRESSURE




restarted:
seconds.
D24001 6/99

restarted:
seconds.
D24-51
b0E7:
LOW REAR BRAKE PRECHARGE PRESSURE
b0F2:
FRONT BRAKE OIL TEMPERATURE OVERHEAT

into red zone.

restarted:
seconds.
b0F3:
REAR BRAKE OIL TEMPERATURE RIGHT
OVERHEAT
into red zone.
b0F1:
LOW FRONT BRAKE OIL PRESSURE

Engine speed more than 700 rpm and input signal =
OPEN (high)
AND

b0F4:
HIGH TRANSMISSION LUBRICANT OIL TEMP.
Oil temperature is between 120C (248F) and 150C

(302F)
AND
Condition exists for 2 seconds.

Engine speed more than 700 rpm and input signal is
not OPEN
AND


restarted:
Input signal is not OPEN and conditions exist for 0.1
seconds.
Oil temp. is less than 120C (248F) and continues for

2 seconds.
restarted:
Oil temp. is less than 120C (248F) and continues for
0.1 seconds.
D24-52
6/99 D24001
TRANSMISSION CONTROLLER HARNESS

CONNECTORS
CONTROLLER HARNESS CIRCUITS -- CONNECTOR ATC2

Pin No.
Function
The Transmission Controller has 5 connectors, including two 36-pin connectors. If a cable is improperly
assembled or has an open circuit, the Transmission
Controller detects an appropriate fault and displays the
fault on the Controller LED and the MOM screen.
Solenoid power source
DC voltage input
Solenoid (+), 1st clutch
Analog output
Solenoid (+), 3rd clutch
Analog output
Solenoid (+), 2nd clutch
Analog output
Solenoid (+), reverse

clutch
Analog output
Figure 24-5 shows the location of the harness connectors on the controller housing and the pin number
designation. The following tables list each connector
and individual pins with the function and signal type for
each circuit.
Reserved
Analog output
Analog output
Solenoid (+), low clutch

Solenoid (+),
intermediate clutch
Solenoid (+), high clutch
Analog output
Analog output
11
Solenoid (+), lock-up

clutch
Reserved
12
Solenoid power source
13
Solenoid (-), 1st & 3rd

clutch
Sensor power source
(+12V)
Analog output
Analog output
16
Solenoid (-), 2nd &

reverse clutch
Reserved
17
Solenoid (-), low clutch
Analog output
18
Solenoid (-),
intermediate clutch
Analog output
19
Analog output
20
Solenoid (-), high clutch

Solenoid (-), lock-up
clutch
21
Power ground
Ground
10
14
15
FIGURE 24-5. ATC CONNECTORS
Type
Analog output
Analog output
Analog output
Analog output

Pin No.
Function
Type
Reserved
Digital output
BCV (Front) relay
Digital output
Sensor power supply
Digital output
Reserved
Digital output
Reserved
Digital output
Pin No.
Reserved
Digital output
Reserved (RS422)
Serial output

direct)
DC voltage input
Reserved (RS422)
Serial input
Reserved (RS422)
Serial output
Ground
Power source
(Switched)
Ground
Reserved (RS422)
Serial input
DC voltage input
Reserved (RS485)
Serial in/output
Digital output
S-NET (+)
Serial in/output
Digital output
Reserved (RS422)
Serial output
Digital output
Reserved
Digital input
Digital output
Reserved (RS422)
Serial input
Digital output
Ground
Ground
15
Reserved
Transmission solenoid
cut relay
10
11
Reserved (RS422)
Serial in/output
12
S-NET (+)
Serial in/output
16
Ground
Ground
17
Power source
(Switched)
DC voltage input
8
9
10
11
12
13
14
Reserved
BCV (Rear) relay
Reserved
Reserved
D24001 6/99
Digital output
Function
Type
D24-53
CONTROLLER HARNESS CIRCUITS CONNECTOR ATC3A

Pin No.
Function
Type
Connector check
Digital input
Transmission input speed (+)
Pulse input

(+)
CONTROLLER HARNESS CONNECTOR CIRCUITS

CONNECTOR ATC5A
Pin No.
Function
Type
Connector check
Digital input
Pulse input
Rear brake
Digital input
Shift wait
PWM input
Body float
Digital input
Pulse output
Body seating
Digital input
Pot. power source

Torque converter input
pressure (+)
Analog output
Lateral inclination
Digital input
Transmission filter restriction
Digital input
Torque converter output

pressure (+)
Transmission oil level
Digital input
Analog input
Rear brake accumulator

precharge pressure
Digital input
10
Limp home switch
Analog input
Reserved
Front brake accumulator
precharge pressure
11
Brake reserved pressure
Digital input
10
Fill signal, low clutch
Digital input
12
Transmission intermed. shaft

speed (+)
Pulse input
11
Fill signal, intermediate clutch
Digital input
12
Fill signal, high clutch
Digital input
13
Engine speed (+)
Pulse input
Fill signal, 1st clutch
Digital input
14
Ground
Ground
13
14
Fill signal, 2nd clutch
Digital input
15
PWM output
Ground
15
Fill signal, 3rd clutch
Digital input
16
Brake command
Ground
16
Fill signal, reverse clutch
Digital input
17
Torque converter input

pressure (-)
Analog input
17
Fill signal, lock-up clutch
Digital input
18
Key switch C terminal
Digital input
19
F1 start switch
Digital input
Analog input
20
Highest gear select switch 1

CONNECTOR ATC5B
Digital input
Analog input
21
Highest gear select switch 2
Digital input
22
Shift lever position R
Digital input
7
8
9
18
19
20
Torque converter output

pressure (-)
Steering accumulator
precharge pressure 1
Steering accumulator
precharge pressure 2
Analog input
Analog input
Analog input
CONNECTOR ATC3B
Digital input
21
Alternator R terminal
Analog input
23
Shift lever position N
Digital input
22
Reserved
Analog input
24
Shift lever position D
Digital input
23
Transmission lube oil

temperature
Analog input
25
26
Shift lever position 5
Digital input
Digital input
24
Fuel level
Analog input
27
Digital input
25
Coolant temperature
Retarder cooling oil
temperature (left)
Analog input
28
Shift lever position L
Digital input
Analog input
29
Shift limit switch
Digital input
Torque converter oil

temperature
Retarder cooling oil
temperature (right)
30
Machine select 1
Digital input
Analog input
31
Machine select 2
Digital input
32
Machine select 3
Digital input
33
ECMV oil temperature

Front brake cooling oil
temperature
Analog input
34
Machine select 4
Parking brake
Digital input
Digital input
Analog input
35
Reserved
Digital input
36
Steering system pressure
Digital input
26
27
28
29
30
Analog input
31
Throttle pedal
Analog input
32
Reserved
Analog input
33
Reserved
Analog input
34
Reserved
Analog input
35
Reserved
Analog input
36
Reserved
Analog input
D24-54
6/99 D24001
ELECTRONIC DISPLAY PANEL

The Electronic Display Panel (EDP or EDM), located
in the center of the instrument panel, contains the
primary display of information for the operator. The
EDP also drives the indicator lamps located to the left
of the EDP.
The Electronic Display Panel provides a warning to the
operator if a fault occurs in the PMC System and can
also be used by the technician to locate and diagnose
the cause of the fault.
Rotary switch 1, under grommet 2 (3, Figure 25-1) is

set to inform the Electronic Display Panel of the size
of the tires installed on the truck. If, at some time,
different size tires are installed on the truck, switch 1
must be reset to assure correct vehicle speed calculations.
The Electronic Display Panel provides the rotary
switch setting information to the other controllers in the
PMC system through S-NET.
Rotary Switch
The Electronic Display Panel (Figure 25-1) has two 16
position rotary switches located under the protective
grommets labeled 2 and 3. (There are no switches
located under grommet 1.) The rotary switch under
grommet 3 is reserved for future use.
Set the rotary switch 1, for the model 530M truck

equipped with 33.00 R51 tires, to position 3.
Gauges and Indicators

Figure 25-2 illustrates the gauges and indicators on
the Electronic Display Panel. The following information
describes the display gauges and monitor indicators
under normal and abnormal operating conditions.
(Note that some items on the display are not used.)
The Central Warning Lamp, located on the left side pod

and an alarm buzzer may also operate in conjunction
with an indicator displaying an abnormal condition.
Refer to Figure 25-2 for the reference number of each
item described.
1. Air Pressure Monitor (not used).

2. Air Pressure Gauge (not used)
FIGURE 25-2. ELECTRONIC DISPLAY PANEL

1. Air Pressure Monitor (Not Used)
2. Air Pressure Gauge (Not Used)
3. Coolant Temperature Monitor
4. Coolant Temperature Gauge
5. Torque Converter Oil Temperature Monitor
6. Torque Converter Oil Temperature Gauge
7. Retarder Oil Temperature Monitor
8. Retarder Oil Temperature Gauge
9. Left Turn Signal Pilot Lamp
10. High Beam Pilot Lamp
11. Right Turn Signal Pilot Lamp
12. Speedometer
13. Tachometer
14. Lock-up Pilot Lamp
15. Shift Limiter Pilot Lamp
D25-2
16. Shift Indicator

17. Transmission Shift Position Pilot Lamp
18. Engine Controller Monitor
19. Automatic Transmission Mechatronics Monitor
20. Other Controllers (OPTIONAL)
21. Fuel Level Monitor
22. Fuel Gauge
23. Engine Power Derate Monitor
24. F1 Start Monitor
25. Auto Cruise Control Monitor (Not Used)
26. ASR Monitor
27. ABS Monitor
28. Service Meter & Indicator
29. Odometer
6/99 D25001
> When temperature exceeds a pre-determined

value, lamp flashes, Central Warning Lamp
flashes, and buzzer sounds intermittently.
> Lit when right turn signal is activated.
4. Coolant Temperature Gauge:

> 7 level display, appropriate segment lights to indicate temperature (See Figure 25-3).

> When temperature exceeds 120C, lamp
flashes, Central Warning Lamp flashes, and
buzzer sounds intermittently.
12. Speedometer
> Digital display indicates 0 - 99 km/h or 0 - 99
mph (selectable) truck speed.
(Note: Jumper J01 at connector P11, pin 9
closed to ground selects miles per hour (mph).
Open selects kilometers per hour (kp/h.))
13. Tachometer
> 25 segment display indicates 0 - 2350 rpm engine speed. Each segment represents 100 rpm.
> Lit when lockup is activated.
> Lit when shift limiter switch is activated.
> When temperature exceeds 120C, lamp

flashes, Central Warning Lamp flashes, and
buzzer sounds intermittently.
16. Shift Indicator
8. Retarder (Brake Cooling) Oil Temperature

Gauge
> Display lights to correspond to position of range

selector lever.
> Digital display indicates actual range transmission is currently operating in.
> Lit when left turn signal is activated.
> Flashes if a problem occurs in any engine control system. Also, Central Warning Lamp and
buzzer actuate intermittently.

> Lit when headlight high beam is selected.
FIGURE 25-3. GAUGE INDICATION VALUES
D25001 6/99
D25-3
19. Automatic Transmission Mechatronics

Monitor
> Lit when a problem occurs in the automatic
shift control mechatronics system. Also, Central
Warning Lamp and buzzer actuate intermittently.
External Indicator Lamps

The Electronic Display Panel drives external indicator
lamps located on the control/indicator panel on the left
side of the Display.
Refer to Figure 25-4 for the reference number of each
item described.
2. Engine Oil Temp.
> Lit when a problem occurs in the mechatronics

related parts of the PMC, RCM, PLM and the
suspension controller. Also, Central Warning
Lamp and buzzer actuate intermittently.
> Lamp lights (also, Central Warning lamp

flashes and buzzer sounds) if engine oil temperature exceeds 121C (250F) for a continuous period of 5 seconds.
3. Engine Coolant Level
> Flashes when remaining fuel supply is less

than 150 liters (40 gal.) Central Warning Lamp
flashes.
> Lamp lights (also, Central Warning lamp

flashes and buzzer sounds) if the coolant level
22. Fuel Gauge

> 14 level display - all segments below appropriate level will light.

> Flashes if the PMC detects an engine fault and
is signaling Centry system to reduce power.

> Lit when F1, shift limit switch is activated.

26. ASR Monitor
> Lit when the optional traction control system (if
installed) is activated.
27. ABS Monitor

> Lit when the optional anti-slip brake control system (if installed) is activated.

> Operates when battery charging system is operating normally. Advances 1 digit each hour.
29. Odometer
> Operates when speedometer is operating. Display is miles or kilometers.
D25-4
FIGURE 25-4. L.H. CONTROL/INDICATOR PANEL

1. L.H. Panel (Pod Assy.)
2. Engine Oil Temp.
4. Low Steering Press.
5. Accumulator
Pre-Charge Pressure
6. Battery Charge (Amps)
7. Check Engine
8. Parking Brake
9. Body Float
10. Trans. Oil Temp.
11. Service Brakes Applied

12. Maintenance Monitor
13. Transmission Oil Filters
14. Lamp Test Switch
15. Low Brake Pressure
16. Lateral Slope Warning
17. Crankcase Pressure
18. Panel Dimmer Switch
19. Engine Oil Pressure
20. Central Warning Lamp
21. A/C & Heater Vent
6/99 D25001
remains below the sensor level for 5 seconds

or more.

> Illuminates when steering system pressure falls
below 130 kg/cm2 (1850 psi). The Central
Warning lamp flashes and buzzer sounds.
5. Accumulator Pre-Charge Pressure

> Illuminates if the steering system accumulator
pressure falls below 59.8 kg/cm2 (850 psi). The
Central Warning lamp flashes and buzzer
sounds.

> Illuminates when any of the following faults
occur:
Low brake cooling oil level
Rear brake cooling oil filter restricted - right side
Rear brake cooling oil filter restricted - left side
Hydraulic oil filters restricted
Brake disk wear excessive - right front
Brake disk wear excessive - left front
Brake disk wear excessive - right rear
Brake disk wear excessive - left rear

> Illuminates if battery charging current is low.
The Central Warning lamp flashes and buzzer
sounds.
7. Check Engine
> Illuminates if a problem occurs in the Cummins

Centry system. Lamp is also used to display
the Centry trouble code.
> See Display Self-Check Function
8. Parking Brake
> Illuminates when the parking brake is applied. If
the parking brake is applied and the range selector is not in NEUTRAL, the Central Warning
lamp flashes and buzzer sounds.
9. Body Float
> Illuminates when the body is not seated on the
frame and when the hoist contro is any position
other than FLOAT. If the range selector is not
in NEUTRAL, the Central Warning lamp flashes
and buzzer sounds.

> Illuminates if the transmission oil temperature
exceeds 120C (248F). The Central Warning
lamp flashes and buzzer sounds.
> Illuminates if a transmission oil filter is restricted. The Central Warning lamp flashes.

> Illuminates if the brake system oil pressure falls
below 130 kg/cm2 (1850 psi). The Central
Warning lamp flashes and buzzer sounds.

> Illuminates if the lateral slope of the truck is 15
or greater. The Central Warning lamp flashes
and buzzer sounds.

> Illuminates if the engine crankcase pressure exceeds 368 mm (14.5 in) H2O for more than 5
seconds. The Central Warning lamp flashes
and buzzer sounds.

> Illuminates if the engine oil pressure falls below
a certain value (determined by engine RPM) for
a 5 second period of time.
> Illuminates when the rear brakes are applied or

the retarder lever is applied.
D25001 6/99
D25-5
20. Central Warning Lamp (Red convex lens)
Display Self-Check Function
> The Central Warning Lamp Monitor lamp will illuminate if any of the above monitor lamps in
the L.H. pod are activated. This lamp is also activated if a fault is registered on the MOM display.
This lamp flashes, and at the same time the
alarm buzzer sounds intermittently, if an abnormality has occurred in any one of the following
systems:
When the key switch is turned to the ON position,

before the engine is started, all the electronic panel
displays (gauges, lamps and meter displays), the Central Warning Lamp and lamps in the left pod will light
up for approx. 3 seconds, and the buzzer will sound
for approx. 1 second, and then all will display correctly.
Coolant Temperature Monitor;

Torque Converter Oil Temperature Monitor;
Retarder Oil Temperature Monitor;
Coolant Level Monitor;
Engine Oil Pressure Monitor;
High Engine Oil Temperature;
High Engine Blowby Pressure;
Transmission Oil Filter Monitor;
High Transmission Lube Oil Pressure;
Battery Charging Monitor;
Parking Brake Monitor;
Body Float Monitor;
Automatic Transmission Monitor (Mechatronics); Other Mechatronics Monitor; or
Fuel Level Monitor.
Note : In this situation, no gauges will illuminate for

approximately 3 seconds after the key switch is turned
to the ON position. After 3 seconds, the gauges will
display correctly.
This lamp will also flash and the alarm buzzer will
sound, if the parking brake is applied and the range
selector lever is not at Neutral.
D25-6
If the key switch is turned to the START position before

this 3 seconds passes, all will display correctly except
the gauges.
Lamp Test
The Lamp Test switch (14, Figure 25-4) is a three
position, two function switch. The switch is spring
loaded to the middle, neutral position. If depressed
on the right side and held, it is a lamp test for all of the
monitor lamps except the check engine lamp.
If the left side of the rocker switch is depressed and
held, the lamp test for the check engine lamp will
function.
When the check engine lamp is illuminated because
of a fault in the Centry System, depress and release
the left side of the rocker switch. Wait, and the Check
Engine lamp will begin flashing the fault codes. (Refer
to CENTRY FUEL SYSTEM DIAGNOSTICS, Section N for fault code information.)
6/99 D25001
Action Code Display

The Electronic Display Panel shows the action code of
any faults (cautions) communicated through S-NET
from each controller which detects the fault.
If a fault occurs in any of the systems, a code will be
displayed on the MOM screen. At the same time an
action code will also be displayed to inform the operator of a procedure to follow because of the fault. This
action code is also displayed on the electronic display panel. The electronic display panel will display
the action code of any fault communicated through the
serial communications network, S-NET, from any controller that detects a fault .
When displaying an 03" action code, first the E will
be displayed (Figure 25-5) and then the 03 code
(Figure 25-6). These two will alternate every second.
The other displays, gauges and lamps will function
normally. If more than two codes are present at the
same time, the highest priority action code will be
displayed.
FIGURE 25-6. ACTION CODE DISPLAY
The table below lists the priority, code number displayed, and the action the operator should take.
ACTION CODES
Priority
Code
04
Stop safely/shut off engine
Description
06
Start engine/keep low idle
05
Wait with engine low idle
07
Keep body seated
03
Reduce engine/machine speed
02
01
Go to shop right now

Go to shop after work
Cancellation of Action Code
FIGURE 25-5. INITIAL ACTION CODE DISPLAY
If either of the following requirements is satisfied then

the action code will be canceled.
1. If the fault causing the action code no longer
exists, the action code will be canceled automatically and the same or next priority action code
will be displayed automatically if there are any
other active faults.
2. Even if the fault remains, the action code can be
canceled when the mode change switch 1 and 2
are pressed for more than 0.5 second at the same
time. At that time, the same or next priority action
code will be displayed automatically if there are
other active faults.
D25001 6/99
D25-7
ELECTRONIC DISPLAY PANEL TROUBLESHOOTING

Table 1: Continuity checks
The following pages list fault codes and troubleshooting procedures for diagnosing the Electronic Display
Panel and associated wiring and components.
Verify continuity exists between connector and pin on

the left side of the chart and the connector and pin on
the right side of the chart below.
The Fault Code Tables (see Powertrain Management

Control System), provide information regarding the
fault code which may be displayed. Specific troubleshooting procedures are listed on the following
pages for the fault codes listed in the tables.
EDP harness connector charts at the end of this section list the pin number, circuit function, and signal type
for each connector attached to the panel. This information should be used in conjunction with the electrical
schematics in Section R.
Step Connector
No.
No.
Pin
No.
Function
Connector
No.
Pin
No.
A-1
Vb
(20V)
P11
P04
A-2
LCD Tx
P10
A-3
LCD Tx
P04
A-4
SCK
P10
P04
LCD
LOAD
P10
P04
LCD
COM
P10
P04
P10
P04
P12
P10
P11
P08
16
P05
12
P12
A-5
5
P02
A-6

A-7
A-8
A-9
Harness Circuit Tests
A-10
GND
P/S
DATA
P04
SHIFT/
LOAD
P04
P10
Before checking individual harness circuits, turn the

key switch OFF, disconnect all the harnesses from the
EDP and inspect connectors and harness wires for
obvious damage. Repair any obvious damage or replace harness if necessary.
RESET
TABLE 1.
The checkout procedures on the following pages may

refer to various steps for checking circuits listed in
Tables 1, 2 or 3.
When performing checks:
Check the harness (female connectors) between
the EDP modules.
Be certain the key switch is OFF and remains OFF
during checks.
D25-8
6/99 D25001
Table 2: Short Circuit to Ground Checks

Verify the following circuits are isolated from chassis
ground.
Step No.
Connector
No.
Step
No.
Connector
No.
Pin
No.
Function
Connector
No.
C-12
C-13
C-14
P02
Pin No.
Function
B-1
Vb (20V)
C-16
B-2
LCD Tx
C-17
B-3
SCK
C-18
LCD LOAD
C-19
B-5
LCD LOAD
C-20
B-6
LCD COM
C-21
P02
B-4
C-15
B-7
RESET
B-8
P/S DATA
C-23
SHIFT/
LOAD
C-24
P10
B-9
TABLE 2.
P02
Vb (20V)
P10
C-22
P02
LCD Tx
P10
C-27
4
P02
P02
P3
7
P10
C-32
5
P02
C-34
P02
SCK
C-36
Function
C-1
Connector
No.
Pin
No.
P10
P05
12
C-2
C-3
C-4
3
P05
C-6
Power
Supply
(+24V)
P02
4
5
C-7
C-8
C-9
C-10
P10
C-11
P02
P02
P10
C-41
P02
P02
LCD
COM
P10
C-44
7
1
2
P02
RESET
P10
C-46
C-47
1
2
C-42
C-45
6
7
LCD LOAD
C-40
C-43
1
2
C-38
C-39
6
7
C-37
Pin
No.
1
2
C-33
C-35
5
6
LCD Tx
C-31
Step Connector
No.
No.
C-26
C-30
Circuits in each step below should not show continuitybetween the connector and pin on the left side of the
chart and the connector and pin on the right side of the
chart.
C-25
C-29
Table 3: Circuit Isolation Checks
4
P02
C-28
C-5
Pin
No.
1
2
P10
P/S
DATA
P10
1
2
TABLE 3 (Cont.)
TABLE 3.
D25001 6/99
D25-9
ELECTRONIC DISPLAY PANEL DOES NOT WORK

AT ALL:
1. Disconnect P05 and turn key ON.
RH MODULE DOES NOT WORK:

1. Check the module harness, steps A-4, A-5, A-6
and A-7 as shown in Table 1.
2. Check whether voltage between P05 (female) pin

6 and pin 12 is between 20 and 30V.
Abnormal -- If any circuit is open, repair or replace the module harness.
Yes. Check the module harness circuit step B1, Table 1. Verify the circuit does not
show a short to ground (chassis).
Normal -- Refer to: Derate mode, auto cruise

mode, ASR mode and ABS mode
pilots do not work normally.
Abnormal -- Check and repair or replace the

module harness.
Normal -- Replace the center module.
No. Check and clean the power supply
(+24V)/GND harness circuit or replace
the harness.
LH MODULE DOES NOT WORK:

1. Check the module harness A-1, A-2, A-4, A-5, A-6,
A-7 and A-8 as shown in Table 1.
module harness.
Normal -- Check the module harness B-2.
LH, RH MODULES AND FUEL GAUGE DO NOT

WORK:
1. Check the module harness circuits, steps B-3 and
B-6 as shown in Table 2.
Abnormal -- If shorted, repair or replace the
module harness.
Normal -- Replace the LH module.
ODOMETER DOES NOT WORK:

1. Turn key ON.
2. Check voltage between P05, pin 1, pin 2 and pin
12 as follows:
LH AND RH MODULES DO NOT WORK:

1. Check the module harness, steps A-1, A-3, A-4,
A-5, A-6, A-7 and A-8 as shown in Table 1.
Abnormal -- Repair open circuit or replace the
module harness.
2. If Normal -- Check the module harness, steps B3 and B-6 in Table 2.
Abnormal -- Repair open circuit or replace the
module harness.
Normal -- Replace the RH module.

module harness.
Between pin 1 and pin 12 is between 7 and 9V.

Yes.
3. Check voltage between P12 (female) pin 1, pin

3 and pin 2:
Yes.
No.
No.
D25-10
Disconnect pin 12 and turn key ON.
Replace the odometer module.

Check and repair or replace the module
harness between P05 pin 1, pin 2, pin
12 and pin 12 pin 1, pin 3, pin 2.
Replace the center module.
6/99 D25001
SERVICE METER DOES NOT WORK:
No.
1. Start engine.
2. Check whether voltage between alternator terminal R and chassis ground is between 20 and 30V.

1 and pin 4 is between 20 and 30V.
Yes. Replace the service meter.
No.
CENTRAL WARNING LAMP STAYS ON:

Yes. Disconnect P01 and start engine.
No.
Check and repair or replace the harness between P01, pin 1 and alternator
R terminal or between P01, pin 4 and
chassis ground.
Check and replace the alternator.
2. Check whether Central Warning lamp lights up.

Yes. Disconnect Central Warning lamp connector and P08. Key switch is OFF.
3. Check whether there is continuity between ground
side terminal of Central Warning lamp connector
and chassis ground.
Yes. Check and repair or replace the harness
between P08, pin 1 and Central Warning lamp connector.
No.
CENTRAL WARNING LAMP DOES NOT WORK:

or
A002: CENTRAL WARNING LAMP OUTPUT
FAILED
1. Disconnect Central Warning lamp connector and
P08. Turn key ON.
1 and chassis ground is between 20 and 30V.
Yes. (Fault code A002) Check and repair or replace the harness between P08, pin 1
and Central Warning lamp connector.
No.
Disconnect P08, connect P08 (female)

pin 1 to chassis ground. And turn key ON.

Yes.
No.
No.
Check and repair or replace the harness between P08 pin 1 and Central
Warning lamp connector.
Disconnect Central Warning lamp connector, and turn key ON.
5. Check whether voltage between +24V side of this

connector and chassis ground is between 20 and
30V.
Yes.
1. Disconnect alarm buzzer connector and P08.

Turn key ON.
Yes. (Fault code A003) Check and repair or replace the harness between P08 pin 2
and alarm buzzer connector.
No. Disconnect P08, connect P08 (female)
pin 2 to chassis ground. Turn key ON.
Yes. Replace the center module.

No.
Replace the Central Warning lamp.
Disconnect alarm buzzer connector,

connect ground side terminal of this connector to chassis ground. Turn key ON.
4. Check whether buzzer sounds.

Yes.
Check and repair or replace the harness between P08, pin 2 and alarm
buzzer connector.
No.
Disconnect alarm buzzer connector,

and turn key ON.

30V.
Yes.
D25001 6/99
ALARM BUZZER DOES NOT WORK:

or
A003: BUZZER OUTPUT FAILED:
No.
Check and repair or replace Central

Warning lamp assembly.
Disconnect Central Warning lamp connector, connect ground side terminal of

this connector to chassis ground. And
turn key ON.
Yes.
Check and repair or replace the harness between +24V and Central
Warning lamp connector.
Replace the alarm buzzer.
D25-11
No.
Check and repair or replace the harness between +24V and alarm buzzer
connector.
ALARM BUZZER CONTINUES TO SOUND:

(Fault code A013 or A018)
3. Check T/M controller powered ON or check b014

detected by T/M controller or replace the T/M
controller.
No. Refer to Electronic display panel does
not work at all.

Yes. Disconnect alarm buzzer connector and
P08. Key switch is OFF.
side terminal of alarm buzzer connector and
chassis ground.
Yes.
Check and repair or replace the harness between P08, pin 2 and alarm
buzzer connector.
No.
Replace alarm buzzer assembly.
No.
No.
SPEEDOMETER, TACHOMETER, SHIFT INDICATOR AND ALL INFORMATION FROM T/M CONTROLLER DO NOT WORK NORMALLY (No display
given or displays do not move):
or
A013: S-NET COMMUNICATION LOST (T/M)
or
A018: MACHINE SELECT INFORMATION FAILURE
1. Check whether high beam pilot and turn signal
pilot lamps light up normally .
Yes. Turn Key switch OFF. Disconnect EDP
connector P05, ATC connector ATC4,
PMC connector PMC5 and Suspension
Controller connector SSP2A.
2. Verify S-NET harness circuit continuity (female
connectors) as follows:
EDP; P05, pin 3 and ATC; ATC4, pin 6
DERATE MODE, AUTO CRUISE MODE, ASR MODE

AND ABS MODE PILOTS DO NOT WORK NORMALLY (Do not light up or stay lit):
or
A014: S-NET COMMUNICATION LOST (PMC)
or
A019: OPTION INFORMATION FAILURE
1. Check whether high beam pilot and turn signal
pilot lamps light up normally.
Yes. Turn Key switch OFF. Disconnect EDP
connector P05, ATC connector ATC4,
PMC connector PMC5 and Suspension
Controller connector SSP2A..
2. Verify S-NET harness circuits continuity (female
connectors) as follows:
EDP; P05, pin 4 and PMC; PMC5, pin 2
EDP; P05, pin 5 and SSP; SSP2A, pin 9
Abnormal -- (Fault code A014 or A019) repair
or replace the harness that is
detected abnormal.
Normal -- Replace PMC.
No. Check whether speedometer and tachometer work normally.
Yes. Replace the RH module.
No.

EDP; P05, pin 5 and SSP; SSP2A, pin 9
Refer to troubleshooting: Speedometer, tachometer, shift indicator and all information from T/M controller do not
work normally.
Abnormal -- (Fault code A013 or A018) repair

or replace the harness that is
detected abnormal.
Normal -- Check whether PMC detects E0C1
or E0C3.
Yes.
D25-12
6/99 D25001
NONE OF THE GAUGES WORK NORMALLY (No

display given or display does not move):
Yes.
1. All gauges including fuel gauge do not work

normally ?
Yes. Check whether speedometer and tachometer work normally.
Yes.
No.
Refer to: Speedometer, tachometer,

shift indicator and all information from
T/M controller do not work normally.
Check and repair or replace the harness between P08, pin 3 and caution lamp connector.
No.
Disconnect caution lamp connector,

and turn key ON.

30V.
Yes.
Refer to: LH, RH modules and fuel

gauge do not work.
No.
No. All gauges excluding fuel gauge do not

work normally ?
Replace the caution lamp.

Check and repair or replace the
harness between +24V and caution lamp connector.
Yes. Refer to: LH modules do not work.

No.
Replace the module (center or LH) with

the defective gauge.
LOW COOLANT LEVEL CAUTION LAMP STAYS

ON:
LOW COOLANT LEVEL CAUTION LAMP DOES

NOT WORK:
or
A001: LAMP OUTPUT FAILED
1. Check whether PMC detects E0C1 or E0C3.
Yes. Refer to troubleshooting: Derate mode,
auto cruise mode, ASR mode and ABS
mode pilots do not work normally.
No. Disconnect caution lamp connector and
P08. Turn key ON.
2. Check whether caution lamp lights up.

Yes. Disconnect caution lamp connector and
side terminal of caution lamp connector and chassis ground.
between P08, pin 3 and caution lamp
connector.
No.
No.

Yes. (Fault code A001) Check and repair or

replace the harness between P08, pin 3
and caution lamp connector.
No.

pin 3 to chassis ground, and turn key
ON.

Yes.
No.

connect ground side terminal of this
connector to chassis ground. And turn
key ON.
D25001 6/99
D25-13
HIGH ENGINE OIL TEMP. CAUTION LAMP DOES

NOT WORK:
or
Yes. Carry out troubleshooting Derate mode,
P08. Turn key ON.
No.


No.

connector to chassis ground. Turn key
on.
No.

between P08 pin 4 and caution lamp
connector.
No.
No.

LOW ENGINE OIL PRESSURE CAUTION LAMP

DOES NOT WORK:
or
Yes. Carry out troubleshooting Derate mode,
P08. Turn key ON.
Yes.
Yes.

Turn key on.

replace the harness between P08, pin
5 and caution lamp connector.
No.

pin 5 to chassis ground. Turn key on.

Yes.
No.

on.

30V.
Yes.
No.

HIGH ENGINE OIL TEMP. CAUTION LAMP STAYS

ON:
1. Disconnect P08 Turn key on.
Yes.
No.
Disconnect caution lamp connector.

Turn key on.

30V.

D25-14
Yes.
No.
Check and repair or replace the harness between +24V and caution
lamp connector.
6/99 D25001
LOW ENGINE OIL PRESSURE CAUTION LAMP

STAYS ON:
1. Disconnect P08. Turn key on.
No.

30V.

Yes. Replace the caution lamp.

No.

Yes.
Check and repair or replace the harness between P08, pin 5 and caution
lamp connector.
No.
No.

lamp connector.
HIGH BLOWBY PRESSURE CAUTION LAMP

STAYS ON:
HIGH BLOWBY PRESSURE CAUTION LAMP

DOES NOT WORK:
or
No.

Turn key on.
Disconnect caution lamp connector and

P08. Turn key ON.

connector.
No.
No.


No.


Yes.
No.

on.

Yes.
D25001 6/99
D25-15
BATTERY CHARGE CAUTION LAMP DOES NOT

WORK:
or
1. Check whether speedometer and tachometer do
not work normally.
Yes. Refer to troubleshooting: Speedometer,
tachometer, shift indicator and all information from T/M controller does not work normally.
BATTERY CHARGE CAUTION LAMP STAYS ON:

Yes.
lamp connector.
No.


P08. Turn key ON.
No.


Yes.
No.

on.

Yes.
No.
Turn key on.

30V.
Yes.
No.
lamp connector.
No. Replace the center module.
CHANGE T/M FILTER CAUTION LAMP DOES NOT

WORK:
or
FAULT CODE A001: LAMP OUTPUT FAILED
not work normally.
tachometer, shift indicator and all information from T/M controller do not work normally.
P08. Turn key ON.
No.


Yes. Replace the center module.
No.

on.

Yes.
D25-16
6/99 D25001
No.

Turn key on.

30V.
Yes.
No.
lamp connector.

No.


Yes.
No.

on.
CHANGE T/M FILTER CAUTION LAMP STAYS ON:


connector.
No.
Yes.
No.

Turn key on.

30V.

HIGH T/M OIL TEMPERATURE CAUTION LAMP

DOES NOT WORK
or
not work normally.
P08. Turn key ON.
Yes.
No.
lamp connector.
HIGH T/M OIL TEMPERATURE CAUTION LAMP

STAYS ON:
connector.
No.
No.
D25001 6/99

D25-17
LOW STEERING PRECHARGE PRESSURE CAUTION LAMP DOES NOT WORK: or

not work normally.
No.

P08. Turn key ON.

No.
LOW STEERING PRECHARGE PRESSURE CAUTION LAMP STAYS ON:

2. Check whether caution lamp lights.
connector.
No.
No.



Yes.
No.

on.

Yes.
No.

Turn key on.

30V.
D25-18
Yes.
No.
lamp connector.
6/99 D25001
LOW BRAKE OIL PRESSURE CAUTION LAMP

DOES NOT WORK:
or
not work normally.
No.

P08. Turn key ON.

No.

LOW BRAKE OIL PRESSURE CAUTION LAMP

STAYS ON:


connector.
No.
No.


Yes.
No.
Turn key off. Disconnect T/M controller ATC3A.
4. Check whether there is continuity between T/M

controller ATC3A, pin 11 and chassis ground
when brake pressure is low.
Yes.
Replace brake pressure switch or

harness line for this switch signal.
No.
Turn key ON and press lamp check

switch; check whether caution lamp
lights up.
Yes. Replace the T/M controller.

connector to chassis ground.
5. Turn key on. Check whether caution lamp lights.

Yes.
No.
LOW STEERING SYSTEM PRESSURE CAUTION

LAMP DOES NOT WORK:
or
not work normally.
Yes. Refer to troubleshooting Speedometer,
P08. Turn key ON.

No.


harness between P08, pin 11 and
caution lamp connector.
Turn key on.
6. Verify voltage between +24V side of this connector and chassis ground is between 20 and 30V.

No.


Yes.
Turn key switch OFF. Disconnect T/M

controller ATC5B.
D25001 6/99
D25-19

controller ATC5B, pin 36 and chassis ground
when steering system pressure is low.
Yes.
Replace steering system pressure

switch or the switch harness.
No.

switch. Check whether caution lamp
lights up.

No.

on.

Yes.
No.

Turn key on.

30V.
Yes.
No.

LOW STEERING SYSTEM PRESSURE CAUTION

LAMP STAYS ON:
LARGE LATERAL INCLINATION CAUTION LAMP

DOES NOT WORK:
or
not work normally.
P08. Turn key ON.
No.

Yes.
No.
lamp connector.
No.


on.

Yes.
No.

Turn key on.

30V.

Yes.


No.
lamp connector.
D25-20
6/99 D25001
LARGE LATERAL INCLINATION CAUTION LAMP

STAYS ON:
No.

switch.
5. Check whether pilot lamp lights up.


No.
Disconnect pilot lamp connector, connect ground side terminal of this connector to chassis ground. Turn key
ON.

connector.
No.


Yes.
Check and repair or replace the harness between P08, pin 14 and pilot
lamp connector.
No.
Disconnect pilot lamp connector,

Turn key on.
BODY NOT IN FLOAT PILOT LAMP DOES NOT

WORK:
or

30V.
Yes.
Replace the pilot lamp.
No.
Check and repair or replace the harness between +24V and pilot lamp
connector.

not work normally.
No.
Disconnect pilot lamp connector and

P08. Turn key ON.

Yes.
(Fault code A001) Check and repair or

14 and pilot lamp connector.
No.


Yes.
BODY NOT IN FLOAT PILOT LAMP STAYS ON:

Yes. Disconnect pilot lamp connector and P08.
Key switch is OFF.
side terminal of pilot lamp connector and chassis
ground.
between P08, pin 14 and pilot lamp
connector.
No.
Disconnect T/M controller ATC5A and

key switch is OFF.
Check and repair or replace central pilot

lamp assembly.
4. Verify there is no continuity between T/M controller ATC5A, pin 3 and chassis ground when body
is not in float position.
Yes.
D25001 6/99
Check and repair or replace body

float signal switch or harness for the
switch signal.
D25-21
REAR BRAKE ON/OFF LAMP DOES NOT WORK:

or
not work normally.
No.
Disconnect pilot lamp connector and

P08. Turn key ON.

No.


Yes.
Turn key switch OFF and disconnect

T/M controller ATC5A.
4. Check whether there is no continuity between T/M

controller ATC5A, pin 2 and chassis ground when
rear brake is applied.
Yes.
Check and repair or replace rear

brake switch or harness.
No.
Turn key ON, press lamp check

switch. Check whether pilot lamp
lights up.

No.
No.
No.
Disconnect pilot lamp connector, connect ground side terminal of this connector to chassis ground. Turn key ON.
D25-22
REAR BRAKE ON/OFF PILOT LAMP STAYS ON

Yes. Disconnect pilot lamp connector and P08.
Key switch is OFF.
ground.
between P08, pin 15 and pilot lamp
connector.
No.

lamp assembly.

PARKING BRAKE ON/OFF PILOT LAMP DOES
NOT WORK:
or
not work normally.
No. Disconnect pilot lamp connector and P05.
Turn key ON.

No.
Check, repair or replace the harness

between P08, pin 15 and lamp connector.
Disconnect lamp connector, turn key
ON.

30V.
Yes.
connector.


Yes.
No.


Yes.
Turn key switch OFF. isconnect T/M

controller ATC5B.

controller ATC5B, pin 34 and chassis ground
when parking is applied.
Yes.
Check and repair or replace parking

brake ON/OFF signal switch or harness line of this switch signal.
6/99 D25001
No.
Turn key ON and press Lamp Check

Switch. Check whether pilot lamp
lights up.

No.
No.
MAINTENANCE CAUTION LAMP DOES NOT

WORK:
or

Disconnect pilot lamp connector, connect ground side terminal of this connector to chassis ground. Turn key on.

No.

Yes.
Check and repair or replace the harness between P05, pin 7 and pilot
lamp connector.
No.
Disconnect pilot lamp connector,

Turn key on.

30V.

P05. Turn key ON.

No.

Yes.
No.
connector.
PARKING BRAKE ON/OFF PILOT LAMP STAYS

ON:
Yes.
No.

on.

Yes.
No.

Turn key on.

Yes. Disconnect pilot lamp connector and
ground.

30V.

between P05, pin 7 and pilot lamp connector.
No.
No.

lamp assembly.

No.
lamp connector.
D25001 6/99
D25-23
MAINTENANCE CAUTION LAMP STAYS ON:

1. Disconnect P11, turn key ON.

connector.
No.
LEFT TURN SIGNAL PILOT DOES NOT WORK

NORMALLY (Does not light up or stays on):
Check and repair or replace lamp assembly.

16 and chassis ground is normal as follows.
When left turn signal is turned on, voltage is
between 20 and 30V.
When left turn signal is turned off, voltage is
unsteady.
Abnormal -- Check and repair or replace turn
signal switch or harness.
Normal -- Refer to: All digital inputs do not work
normally.

HIGH BEAM PILOT DOES NOT WORK NORMALLY
(Does not light up or stays on):

When high beam is turned on, voltage is between
20 and 30V.
When high beam is turned off, voltage is unsteady.
Abnormal -- Check and repair or replace high
beam signal switch or harness.
normally.
RIGHT TURN SIGNAL PILOT DOES NOT WORK
NORMALLY (Does not light up or stays on):
When right turn signal is turned on, voltage is
between 20 and 30V.
When right turn signal is turned off, voltage is
unsteady.
Abnormal -- Check and repair or replace turn
signal switch or harness.
Normal -- Carry out troubleshooting All digital
input do not work normally.
D25-24
LAMP CHECK SWITCH DOES NOT WORK NORMALLY:
2. Check whether continuity between P11 (female)

pin 3 and chassis ground is normal as follows.
When Lamp Check Switch is pressed there is
continuity with chassis ground.
When Lamp Check Switch is not pressed there is
no continuity with chassis ground.
Abnormal -- Check and repair or replace lamp
check switch or harness circuit.
normally.
AISS SWITCH DOES NOT WORK NORMALLY:

pin 4 and chassis ground is normal as follows.
When AISS switch is pressed there is continuity
with chassis ground.
When AISS switch is not pressed there is no
continuity with chassis ground.
Abnormal -- Check and repair or replace AISS
switch or harness.
Normal -- Refer to troubleshooting All digital
inputs do not work normally.
6/99 D25001
KPH/MPH UNIT CHANGE DOES NOT WORK NORMALLY:

pin 8 and chassis ground is normal as follows:
When unit setting is MPH there is continuity with
chassis ground.
When unit setting is km/h there is no continuity
with chassis ground.
Abnormal -- Check and repair or replace this unit
setting harness line.
Normal -- Refer to troubleshooting All digital inputs do not work normally.
ALL DIGITAL INPUTS DO NOT WORK NORMALLY:

1. Check the module harness using steps A-9, A-10,
in Table 1, steps B-8, B-9 in Table 2, and steps
C-10, C-11, C-18, C-19, C-25, C-26, C-31, C32,
C-36, C-37, C-40, C-41, C-43, C-44, C-45, C46
and C-47 in Table 3.
module harness.
Normal -- Turn key ON. Check whether voltage
between P10, pin 1 and chassis ground is
normal as follows:
A016:
S-NET COMMUNICATION LOST (SUS)
1. With key switch OFF, disconnect Electronic Display Panel connector P05, Transmission Controller connector ATC4, and PMC connector PMC5.
2. Verify continuity of S-NET harness circuits (female connectors) as follows:
EDP; P05, pin 3 and PMC; PMC5, pin 3: no
continuity.
EDP; P05, pin 4 and PMC; PMC5, pin 3: no
continuity.
Abnormal -- Repair or replace the harness.
Normal -- Check whether PMC detects E0C1.
Yes.
No.
Check suspension controller powered

ON or replace it.
When Lamp Check Switch is pressed, voltage is

between 0.05 and 0.11V.
When Lamp Check Switch is not pressed voltage
is between 0.18 and 0.30V.
Abnormal -- Turn key ON. Check whether voltage
between P10, pin 1 and chassis ground is less
than 0.1V constantly or more than 4.8V constantly regardless of Lamp Check Switch
ON/OFF position.
Yes. Replace the LH module.
No. Disconnect P10, turn key ON.
2 and chassis ground is 4.8V or more.
Yes. Replace the LH module.
D25001 6/99
D25-25
A012:
S-NET COMMUNICATION FAILURE
A022:
COOLANT TEMPERATURE OVERHEAT
With Key switch OFF, Check and if necessary, change

rotary switch 2 of T/M controller. Turn key on again.
For details, refer to Transmission Controller.
Refer to troubleshooting fault code L151 or L611 in

Cummins CENSE system.
A023:
TORQUE CONVERTER OVERHEAT
A011:
S-NET COMMUNICATION LOST
Fault codes A013, A014 and A016 are displayed in
MOM at each fault occurrence. However, each code
is stored in the fault history data log as fault code A011.
To diagnose the A011 fault code, refer to A013,
A014 or A016.
Refer to troubleshooting fault code b0d2, for the Transmission Controller.
A024:
BRAKE OIL OVERHEAT
Refer to troubleshooting fault code b0d4, b0F2 or
b0F3, for the Transmission Controller.
A001:
OUTPUT CIRCUIT FAILED
Fault codes A001, A002 and A003 are displayed in
MOM at each fault occurrence. However, each code
is stored in fault history data log as fault code A000.
To diagnose the A000 fault code, refer to A001,
A002 or A003.
A021:
LOW BRAKE AIR PRESSURE (Not applicable,
530M)
Refer to troubleshooting fault code b0E9, for the
D25-26
6/99 D25001
EDP WIRING HARNESS CONNECTORS

Eight connectors (P01, P02, P04, P05, P08, P10, P11
and P12) mounted on the rear of the Electronic Display
panel, connect the panel to the truck wiring harness.
The following tables list the connector pin used, the
circuit description and signal type for each circuit.
Refer to Figure 25-1 for connector location on rear of
panel.

Connector -- P01
Pin No.
Function
Type
Charge signal
Drive power
Night lighting
Light power
Night lighting (Ground)
Ground
Charge signal (Ground)
Ground
Reserved
----

Connector -- P05
Pin No.
Function
Vd OUT (+8V)
----
Odometer drive signal OUT
----
S-NET (+)
----
S-NET (+)
----
S-NET (GND)
Power supply (+24V)
Parking brake ON/OFF pilot lamp

drive
Maintenance caution lamp drive
Reserved
10
Reserved
11
Reserved
12
Power supply (Ground)
DC voltage
input
Digital
output 13
Digital
output 14
Digital
output 15
Digital
output 16
Digital
output 17
Ground

Connector -- P08
Pin No.
Function
----

Connector -- P02
Pin No.
Type
Function
Type
Type
Central caution lamp drive
Digital output
Vb IN (20V)
----
Alarm buzzer drive
Digital output
LCD Tx OUT
----
Low coolant level caution lamp drive
LCD Tx IN
----
SCK
----
High engine oil temp. caution lamp

drive
Digital
output 0
Digital
output 1
LCD LOAD
----
LCD COM
----
RESET
----
GND
----
Low engine oil press. caution lamp

drive
High blowby pressure caution lamp
drive
Digital
output 2
Digital
output 3
Battery charge caution lamp drive
Change T/M filter caution lamp drive
High T/M lube oil temp. caution lamp

drive
Digital
output 4
Digital
output 5
Digital
output 6
10
Low strg. precharge press. caution

lamp
Low brake oil pressure caution lamp
drive
Low steering system press. caution
lamp
Digital
output 7
Digital
output 8
Digital
output 9
13
Lateral inclination 15 caution lamp

drive
Digital
output 10
14
Body not in FLOAT pilot lamp drive

Connector -- P04
Pin No.
Function
Type
11
Vb OUT (20V)
----
SHIFT/*LOAD
----
P/S DATA IN
----
LCD Tx OUT
----
SCK
----
LCD LOAD
----
LCD COM
----
15
Rear brake ON/OFF pilot lamp drive
Digital
output 11
Digital
output 12
RESET
----
16
GND
Drive ground
D25001 6/99
12
D25-27

Connector -- P10
Pin No.
Function

Connector -- P12
Type
Pin No.
P/S DATA OUT
----
Vd IN (+8V)
Function
Type
----
SHIFT/*LOAD
----
GND
----
LCD Tx IN
----
Odometer drive signal IN
----
SCK
----
RESET
----
LCD LOAD
----
LCD COM
----
RESET
----
GND
----

Connector -- P11
Pin No.
Function
Type
Vb IN (20V)
GND
Caution & pilot lamp check sw.
Digital input 0
AISS sw.
Digital input 1
Reserved
Digital input 2
Mode change sw. 1
Digital input 3
Mode change sw. 2
Digital input 4
KPH/MPH unit change input
Digital input 5
Brake air pressure option input
Digital input 6
10
Reserved
Digital input 7
11
Reserved
Digital input 8
12
Reserved
Digital input 9
13
Reserved
14
High beam ON/OFF input
Digital input
10
Digital input
15
Turn signal (R) ON/OFF input
Digital input
16
Turn signal (L) ON/OFF input
Digital input
D25-28
-------
6/99 D25001
RETARD CONTROL AND MONITOR (RCM)

Description
RCM Calibration
The RCM Controller (1, Figure 26-1), located on the

rear wall of the cab, monitors and controls the truck
retarder system. Inputs such as wheel speed, brake
system pressure, retard lever position, brake pedal
position, etc. are processed to provide the following
outputs; operator retarder control, automatic retarder
application, and brake light and retard light activation.
Trucks equipped with the traction control option (ASR)

require ASR re-calibration if any of the following components are repaired or replaced:
PPC Valve
Rear Brake Relay Valve
Front Brake Relay Valve
Retard Control Lever Potentiometer
Brake Pressure Transducer
RCM Controller
When equipped with the optional ASR system, the

RCM also provides traction control functions to reduce
rear wheel slippage. The ASR system regulates rear
wheel speeds by providing brake application to the
wheel with the higher speed (slipping), provided certain programmed conditions exist.
Note: Traction control is applied to the rear wheels only
- front wheel speed is monitored, but not regulated.
A rocker switch (ASR Cut Switch) on the right pod of
the instrument panel allows the operator to manually
turn the ASR system off if necessary.
The RCM communicates with the Powertrain Management Controller (PMC) through an RS422 serial interface.
In addition, the recalibration should be performed if a

problem in the system appears to be related to the PPC
valve, retarder lever, or if controller or brake cabinet
wiring is removed or replaced. The recalibration procedure should also be performed as part of the normal
maintenance procedures at 2000 hour intervals if none
of the above repairs are required during this period.
The purpose of the recalibration is to modify the output
of the RCM to the PPC valve to provide an accurate
brake pressure output in relation to the amount of
brake pedal application requested by the operator. The
recalibration procedure compensates for variations in
brake system components and also calibrates the
output of the retarder lever.
Recalibration Procedure
The following procedure must be followed in the exact
order shown in order for proper initilalization. After the
key switch is turned on, the recalibration procedure
must be initiated within 30 seconds.
Preparation:
Be certain the key switch is OFF.
Place the ASR cut switch (right instrument panel
pod) in the OFF position ---- the lower portion of
the switch depressed, internal switch light off.
Place the brake lock switch (center console) in
the ON position, ---- right side of switch depressed.
Be certain brake pedal is released.
FIGURE 26-1. RETARD AND CONTROL
MONITOR (RCM)
1. RCM Housing
D26001 6/99
Retarder lever must be at the no-apply position

---- lever in the fully upward position.
The emergency brake switch (lower right of instrument panel) is in the OFF position ---- knob
pulled upward.
RCM Controller
D26-1
Recalibration:
1. Turn key switch ON and wait for MOM to display
OK to Start Engine.
2. Simultaneously, switch the ASR cut switch to the
ON position and the brake lock switch to the OFF
position. If done correctly, the amber brake light
(left pod) should flash about 2 times per second.
5. The system will then cycle the pressure in the

brakes and adapt to them. This will take several
minutes to complete.
After the pressure cycle, the system will return to
normal operation.
3. While the light remains flashing, move the retard

lever from full apply to full release 4 times. The
lamp should now flash at a rate of about once per
second.
4. Start the engine and allow it to idle. The controller
will apply the brakes to calibrate itself to the PPC
system.
DO NOT actuate any of the the brake controls. If

at any time, the brake pedal is depressed or another brake command is received, the controller
will abort the calibration procedure and revert to
standard values for the PPC system.
D26-2
RCM Controller
6/99 D26001

The following information is intended for use by a
qualified technician to troubleshoot problems related
to the Retard and Control Monitor Controller (RCM)
and system components.
If a fault occurs in the brake system, the RCM informs
a problem on the MOM screen.
Fault Code Tables in Powertrain Management System list the possible fault codes related to the RCM
Controller (and other system controllers) and provide
information regarding the item causing the fault for
initial troubleshooting.
Be certain the truck wheels are blocked and

the parking brake applied to prevent truck
movement during troubleshooting procedures.
Be certain steering accumulators and brake
accumulators are bled before removing any
hydraulic connnections or installing pressure
gauges during troubleshooting procedures.
(Refer to Section J for brake accumulator
bleeddown instructions and brake system
test port location.)

tables.
RCM harness connector charts at the end of this
section list the pin number, circuit function, and signal
type for each connector referenced in the troubleshooting procedures. Refer to Figure 26-2 for the
location of each connector on the RCM housing. This
The AMP connectors used in the harness attached to the RCM are not intended to withstand insertion of anything other than the
mating pins into their pin sockets. Extreme
care must be taken when probing the pin
sockets on the harness connector.
The only acceptable method of testing a harness connector socket is to carefully probe
the outside edge of the socket. DO NOT INSERT A CLIP OR OTHER DEVICE INTO THE
SOCKETS FOR TESTING!
Inserting a testing device into the sockets will
damage the socket and shorten the life of the
harness connector.
Note: When testing pins in the harness connector attached to the RCM, it is necessary to
first remove the white terminal cover plate.
D26001 6/99
RCM Controller
D26-3
RCM FAULT CODE TROUBLESHOOTING

Troubleshooting Suggestions for an Active Fault
J004:
REAR LEFT BRAKE PRESSURE LOW
NOTE: Refer to Warning on page 1 regarding

proper procedures when probing connector sockets when measuring voltage or resistance values.
Description
Measured brake pressure is significantly lower than
expected while retard braking is applied.
Conditions to Generate an ACTIVE Fault
The following conditions must be present for 3 seconds
to trigger a fault:
1. Start the engine. Release brakes (including brake

lock, brake pedal, and emergency brake).
2. Use the retard lever to command full retard braking for 30 seconds.
Is the fault J004 (Rear Left Brake Pressure

Low) active ?
Retard command (from retard lever or auto retard

from PMC) is greater than 30%
AND
Left brake pressure signal measures less than
10.0 kg/cm2 (142 psi)
No. Attempt to recreate the conditions that generated the fault.

Yes. Continue with troubleshooting items.
Is the fault J005 (Rear Right Brake Pressure Low) also active?
In addition, the following normal conditions must exist:

18 volt power supply voltage greater than 12 volts
AND
No. Continue with troubleshooting items below.
Alternator R-Terminal signal at 24 volts (engine

running) for at least 30 seconds
AND
3. Shut down the engine. Remove the harness connector to the left brake PPC valve and exchange
it with the harness connector for the right brake
PPC valve. (The brake PPC valves are positioned
with the left valve closest to the brake cabinet
door)
Left brake pressure sensor input in valid range

(between 2 mA and 22 mA)
AND
J018 (Left PPC Electrical Fault) NOT active
Yes. Skip to step 9.
4. Start the engine, fully apply the retard lever and

wait for 60 seconds.
Conditions to CLEAR a Fault
Low) still active?

before a fault will clear.
Yes. The fault did not follow the wiring, so the

command from the RCM does not seem
to be affecting one side differently than
the other. This indicates that the RCM
and wiring connection from the RCM to
the PPC valve are OK.
Left brake pressure signal measures greater than

11.0 kg/cm2 (156 psi)
AND
No brakes applied except retarder and park
brake. (i.e. brake lock, brake pedal, emergency
brake and auto apply released)
AND
No.
Is the fault J005 (Rear Right Brake Pres-

Possible Causes
Left brake PPC valve is plugged.
Left brake pressure sensor or wiring is faulty.
Left brake PPC circuit wiring has excess resistance to ground. (Normal is below 0.1 ohms)
D26-4
RCM Controller
sure Low) now active?

No.
Because both faults cleared, it appears

that the problem is intermittent, or a
combination failure of both the PPC
valve and wiring has occurred. Check
and/or replace the wiring connection
between the left PPC valve and the
RCM. If the problem persists continue
with step 9.
6/99 D26001
Yes. The fault is affected by the wiring connections between the RCM and PPC
valve. Check the wiring connection.
See Step 12 for additional wiring tests.
Then, if the problem persists, replace
the RCM.
5. Shut down the engine. Return the harness connectors to their original positions.
6. Remove the harness connector to the left brake
pressure sensor and exchange with the harness
connector for the right brake pressure sensor.
(The brake pressure sensors are positioned such
that the right hand brake sensor is the one closest
to the brake cabinet door)
7. Start the engine, fully apply the retard lever and
wait for 60 seconds.

Low) still active?
Yes. Because the fault stayed with the wiring
for the left side, even though the left side
wiring is now connected to the right brake
pressure sensor, it is likely that the problem is in the wiring connection from the
RCM to the brake pressure sensor. Return the harness connectors to their original positions. Check the wiring
connection from the RCM to the left brake
pressure sensor. Then, if the problem
persists, replace the RCM.
No.
Is the fault J005 (Rear Right Brake Pressure Low) now active?
No.

combination failure of both the brake
pressure sensor and the wiring has occurred. Check and/or replace the wiring connection between the left brake
pressure sensor and the RCM. If the
problem persists continue with step 9.
9. Install a calibrated, 210 kg/cm2 (3000 psi) pressure gauge to measure the brake accumulator
system pressure. Normal system pressure is 190
kg/cm2 (2700 psi).
10. Start the engine.
Is the measured pressure below 176

kg/cm2 (2500 psi)?
No. This indicates that the fault is not a result

of low brake system pressure. Continue
with troubleshooting items below.
Yes. The fault may be a result of low system
pressure.
11. Using a calibrated 210 kg/cm2 (3000 psi) pressure
gauge, measure the left brake pressure in the
brake cabinet while the engine is running and the
retard lever is applied.
Do the measured brake pressure and reported brake pressure in the MOM real-time
data display for the RCM correspond within
21.1 kg/cm2 (300 psi)?
No. Replace the left brake pressure sensor.
Yes. This indicates that the brake pressure
sensor is functioning properly.
12. Using an ohmmeter, measure the resistance from
harness connector RCM1, Pin 10 to ground. Note
that when measuring very small resistances, it is
advisable to reference the resistance measured to
the short circuit reading of the ohm-meter. First
short the two ohm-meter leads together and note
the measured value. If the measured value is not
zero, use this measured value as an offset for the
actual reading. For instance, if the measured
value of the shorted leads is 0.2 ohms, and the
actual circuit being tested measures 0.6 ohms,
then the actual measured resistance is 0.4 ohms.
Is the resistance less than 0.3 ohms?
Yes. The fault moved with the wiring from the

left brake pressure sensor, indicating
the fault is not occurring from the wiring
and is being induced by the sensor or
by an actual hydraulic problem.
D26001 6/99
RCM Controller
No. Excessive ground resistance will reduce

the amount of commanded current that
the RCM supplies to the brake PPC
valve. This reduced current may cause
the output pressure to fall below the 10.0
kg/cm2 (142 psi) fault threshold. Replace
the ground wire.
Yes. The fault may be due to a failed brake
PPC or brake relay valve. Replace the
brake PPC and/or the brake relay valve.
D26-5
J005:
REAR RIGHT BRAKE PRESSURE LOW
Description
Measured brake pressure is significantly lower than
expected while retard braking is being applied.
to trigger a fault:

1. Start the engine. Release brakes (including brake
lock, brake pedal, and emergency brake).
2. Use the retard lever to command full retard braking for 30 seconds.
Is the fault J005 (Rear Right Brake Pressure Low) active?

from PMC) is greater than 30%
AND
Right brake pressure signal measures less than

10.0 kg/cm2 (142 psi)
Yes. Continue with troubleshooting items below.

Low) also active?
18 volt power supply voltage (generated internally

by RCM) greater than 12 volts
AND
AND
Right brake pressure sensor input in valid range
AND
J020 (Right PPC Electrical Fault) NOT active
No.

3. Shut down the engine. Remove the harness
connector to the right brake PPC valve and exchange it with the harness connector for the left
brake PPC valve. (The brake PPC valves are
positioned with the left valve closest to the brake
cabinet door)
4. Start the engine, fully apply retarder lever and wait
for 60 seconds.
Is the fault J005 (Rear Right Brake Pres-
sure Low) still active?

Yes. The fault did not follow the wiring, so the

command from the RCM does not seem
to be affecting one side differently than
the other. This indicates that the RCM
and wiring connection from the RCM to
the PPC valve are OK.
Right brake pressure signal measures greater

than 11.0 kg/cm2 (156 psi)
AND
No brakes applied besides retarder. (i.e. brake
lock, brake pedal, emergency brake or auto apply
released.)
AND
No.
Is the fault J004 (Rear Left Brake Pres-

Possible Causes
Right brake PPC valve is plugged.
Right brake pressure sensor or wiring is faulty.
Right brake PPC circuit wiring has excess resistance to ground. (Normal is below 0.1 ohms)
D26-6
Continue troubleshooting items below.
RCM Controller
sure Low) now active?

No.

combination failure of both the PPC
valve and wiring has occurred. Check
and/or replace the wiring connection
between the right PPC valve and the
RCM. If the problem persists continue
with step 9.
6/99 D26001
Yes. The fault is affected by the wiring connections between the RCM and PPC
valve. Check the wiring connection.
See Step12 for additional wiring tests.
Then, if the problem persists, replace
the RCM.
6. Remove the harness connector to the right brake
pressure sensor and exchange with the harness
connector for the left brake pressure sensor. (The
brake pressure sensors are positioned such that
the right hand brake sensor is the one closest to
the brake cabinet door)
7. Start the engine, apply full retard using the retard
lever and wait for 60 seconds.
Is the fault J005 (Rear Right Brake Pressure Low) still active?
for the right side, even though the right
side wiring is now connected to the left
brake pressure sensor, it is likely that the
problem is in the wiring connection from
the RCM to the brake pressure sensor.
Return the harness connectors to their
original positions. Check the wiring connection from the RCM to the right brake
pressure sensor. Then, if the problem
No.
Is the fault J004 (Rear Left Brake Pressure Low) now active?
No.

combination failure of both the brake
pressure sensor and the wiring has occurred. Check and/or replace the wiring connection between the right brake
pressure sensor and the RCM. If the
problem persists continue with step 9.
9. Install a calibrated 210 kg/cm2 (3000) psi pressure

gauge to measure the brake accumulator system
pressure. Normal system pressure is 190 kg/cm2
(2700 psi).
Is the measured pressure below 176

kg/cm2 (2500 psi)?
No. This indicates that the fault is not a result

of low brake system pressure. Continue
with troubleshooting items below.
Yes. The fault may be a result of low system
pressure.
11. Using a calibrated 210 kg/cm2 (3000 psi) pressure
gauge, measure the right brake pressure in the
brake cabinet while the engine is running and the
retard lever is applied.
Do the measured brake pressure and reported brake pressure in the MOM real-time
data display for the RCM correspond within
21.1 kg/cm2 (300 psi)?
No. Replace the right brake pressure sensor.
Yes. This indicates that the brake pressure
sensor is functioning properly.
12. Using an ohm-meter, measure the resistance from
harness connector RCM1 Pin 6 to ground. Note
that when measuring very small resistances, it is
advisable to reference the resistance measured to
the short circuit reading of the ohm-meter. First
short the two ohm-meter leads together and note
the measured value. If the measured value is not
zero, use this measured value as an offset for the
actual reading. For instance, if the measured
value of the shorted leads is 0.2 ohms, and the
actual circuit being tested measures 0.6 ohms,
then the actual measured resistance is 0.4 ohms.
Is the resistance less than 0.3 ohms?
Yes. The fault moved with the wiring for the

right brake pressure sensor, which indicates that the fault is not occurring
from the wiring and is being induced by
the sensor or by an actual hydraulic
problem.
No. Excessive ground resistance will reduce

the amount of commanded current that
the RCM supplies to the brake PPC
valve. This reduced current may cause
the output pressure to fall below the 10.0
kg/cm2 (142 psi) fault threshold. Replace
the ground wire.
Yes. The fault may be due to a failed brake
PPC or brake relay valve. Replace the
brake PPC and/or the brake relay valve.
D26001 6/99
RCM Controller
D26-7
J006:
REAR LEFT BRAKE PRESSURE HIGH
Description
Measured brake pressure is above 169.0 kg/cm2
(2400 psi).
The following condition must be present for 2 seconds
to trigger a fault:

1. Start the engine. Release brakes (brake pedal,

brake lock, emergency brake, and retard lever)
and wait for 60 seconds.

High) active?

169.0 kg/cm2 (2400 psi)


(Between 2 mA and 22 mA)
AND
2. With the engine running, attempt to generate the

fault by commanding full brake apply in each of
the following ways; brake pedal, retard lever and
brake lock.

OR
Does the fault J006 (Rear Left Brake Pres-
Brake low accumulator pressure switch closed

[greater than 130 kg/cm2 (1850 psi)] for 15 seconds
OR
sure High) become active?

Front or rear wheel speed sensors measure

greater than 126 rpm (4 mph) for 15 seconds.
(Truck is moving)
Left brake pressure signal measures less than
148 kg/cm2 (2100 psi)
In addition, the following normal condition must exist:
Possible Causes
Failed left brake pressure sensor
Failed left brake PPC valve
Failed brake relay valve
Improper steering pump pressure setting
D26-8
RCM Controller
6/99 D26001
3. Using a calibrated 210 kg/cm2 (3000 psi) gauge,

measure the left brake pressure in the brake
cabinet while maintaining the condition in step 1
or 2 that generated the fault.
Is the measured brake pressure greater
5. Start the engine and recreate the conditions that

caused the fault in step 1 or 2 above. Wait 60
seconds.

High) active?
than 169 kg/cm2 (2400 psi)?
Yes. The fault remained with the wiring for the

left side, even though it is now connected
to the right brake pressure sensor. This
indicates that the fault is in the wiring connection from the sensor to the RCM. Return the harness connectors to their
original positions. Check the wiring connection from the left brake pressure sensor to the RCM. Then, if the problem still
No. This indicates a failed brake pressure sensor or faulty wiring connection to the
RCM.
Yes. This indicates a problem in the hydraulic
system. Possible causes include the
brake relay valve, the steering pump setting, relief settings, or the left brake PPC
valve. (Refer to Section J or L.)
4. Shut down the engine. Remove the harness connector to the left brake pressure sensor and exchange with the harness connector to the right
brake pressure sensor. (The brake pressure sensors are positioned with the right sensor closest
No.
Is the fault J007 (Rear Right Brake Pressure High) now active?
No.

combination failure of both the left
brake pressure sensor and the wiring
has occurred. Check the wiring connection from the RCM to the left brake
pressure sensor and/or replace the sensor.
Yes. The fault remained with the left brake

pressure sensor and is now being reported through the wiring for the right
side. This indicates that the left brake
pressure sensor is failed. Return the
harness connectors to their original positions. Replace the left brake pressure sensor.
D26001 6/99
RCM Controller
D26-9
J007:
REAR RIGHT BRAKE PRESSURE HIGH
Description
Measured brake pressure is above 169 kg/cm2 (2400
psi).
to trigger a fault:

1. Start the engine. Release brakes (brake pedal,

brake lock, emergency brake, and retard lever)
and wait for 60 seconds.
Is the fault J007 (Rear Right Brake Pressure High) active?

than 169 kg/cm2 (2400 psi)


AND
2. With the engine running, attempt to generate the

fault by commanding full brake apply in each of
the following ways: brake pedal, retard lever and
brake lock.

OR
Does the fault J007 (Rear Right Brake Pres-

OR
sure High) become active?


(Truck is moving)
148 kg/cm2 (2100 psi)
Possible Causes
Failed right brake pressure sensor
Failed right brake PPC valve
Failed brake relay valve
Improper steering pump pressure setting
D26-10
RCM Controller
6/99 D26001
3. Using a calibrated 3000 psi gauge, measure the

right brake pressure in the brake cabinet while
maintaining the condition in step 1 or 2 that generated the fault.
5. Start the engine and recreate the conditions that

caused the fault in step 1 or 2 above. Wait 60
seconds.
Is the fault J007 (Rear Right Brake Pressure High) active?
than 169 kg/cm2 (2400 psi)?
Yes. The fault remained with the wiring for the

right side, even though it is now connected to the left brake pressure sensor.
This indicates that the fault is in the wiring
connection from the sensor to the RCM.
original positions. Check the wiring connection from the right brake pressure sensor to the RCM. Then, if the problem still
No. This indicates a failed brake pressure sensor or faulty wiring connection to the
RCM.
Yes. This indicates a problem in the hydraulic
system. Possible causes include the
brake relay valve, the steering pump setting, relief settings, or the brake PPC
valve. (Refer to Section J or L.)
4. Shut down the engine. Remove the harness connector to the right brake pressure sensor and
exchange with the harness connector to the left
brake pressure sensor. (The brake pressure sensors are positioned with the right sensor closest
No.
Is the fault J006 (Rear Left Brake Pressure High) now active?
No.

combination failure of both the right
has occurred. Check the wiring connection from the RCM to the right
brake pressure sensor and/or replace
the sensor
Yes. The fault remained with the right brake

pressure sensor and is now being reported through the wiring for the left
side. This indicates that the right brake
pressure sensor is failed. Return the
harness connectors to their original positions. Replace the right brake pressure sensor.
D26001 6/99
RCM Controller
D26-11
J009:
REAR LEFT PRESSURE PRESENT AND
NO COMMAND
Description

AND
Brake pressure is present at the left brake, but there

is no brake command. (i.e. the brakes are dragging)
The brake pedal, brake lock, auto apply, and

emergency brake signals are not active

to trigger a fault:
8.9 kg/cm2 (127 psi)
AND
emergency brake inputs indicate no brake command
AND
from PMC) is less than 3%
Possible Causes
Failed left brake PPC valve.
Failed brake treadle valve.
Improper brake pedal sensor adjustment
Troubleshooting suggestions for an Active Fault


AND
AND
OR
[pressure greater than 130 kg/cm2 (1850 psi)] for
15 seconds
OR
1. Start the engine, ensure that all brakes (except

park brake) are not applied, and wait for 60 seconds.
Is the fault J009 (Rear Left Pressure Present and No Command) active?
Is the left-hand brake pressure reported on

(Truck is moving)
The following conditions must be present for 15 seconds before a fault will clear.
Left brake pressure signal measures less than 7.0
kg/cm2 (99 psi)
AND
D26-12
RCM Controller
the MOM real-time data display for the RCM

greater than 8.9 kg/cm2 (127 psi)?
No. Ensure that the retard lever is in its full upright (no retard) position. Turn the truck
OFF, wait 30 seconds, and then start the
engine. Wait 60 seconds. If the fault is
still ACTIVE, and the reported left hand
brake pressure is less than 7.0 kg/cm2
(99 psi), and the MOM display for both
the retard lever and auto retard reports
less than 3% command, then the RCM
may be faulty. Replace the RCM.
Yes. This verifies that the RCM is receiving a
feedback brake pressure that has exceeded the fault threshold.
6/99 D26001
Is J049 (Rear Right Pressure Present and

4. Shut down the engine. Return the connectors to

their original positions. In the hydraulic cabinet,
install a calibrated 210kg/cm2 (3000 psi) pressure
gauge to measure the left brake pressure.
Yes. Continue with step 4 below.
No Command) active also?
2. Shut down the engine. Wait 30 seconds. Remove the harness connector to the left brake
pressure sensor and exchange it with the harness
connector to the right brake pressure sensor.
3. Start the engine and wait for 60 seconds.
Is the fault J009 (Rear Left Pressure Present and No Command) still active?
Yes. The fault remained on the left side, even
though the wiring connection is now reading feedback brake pressure from the
right side. This indicates that the wiring
connection from the RCM to the sensor is
faulty, or that the RCM itself is faulty. Return the harness connectors to their original positions. Check the wiring
pressure sensor. Then, if the fault persists, replace the RCM.
than 8.9 kg/cm2 (127 psi)?
No. If the MOM display still reports brake pressure greater than 8.9 kg/cm2 (127 psi),
the brake pressure sensor may be faulty.
However, before replacing the sensor, ensure that pressure gauge is properly calibrated. Then replace the left brake
pressure sensor.
Yes. This verifies that the RCM is reporting a
valid brake pressure, and that the problem is in the hydraulic system.
No.
Is the fault J049 (Rear Right Pressure Present and No Command) now active?
No.

has occurred. Return the harness connectors to their original positions.
Check the wiring connection from the
RCM to the left brake pressure sensor
and/or replace the sensor.
Yes. The fault remained associated with a

single brake pressure sensor and did
not follow the wiring connection. This
indicates that the wiring connection
from the RCM to the sensor is OK.
D26001 6/99
RCM Controller
D26-13
J010:
REAR LEFT PRESSURE SENSOR FAULT
Description

An invalid value has been read from the left brake

pressure sensor.
Is the fault J010 (Rear Left Pressure Sensor

to trigger a fault:
Fault) active?
Left brake pressure sensor input not in valid

range. (Not between 2 mA and 22 mA)

AND
Is the fault J011 (Rear Right Pressure Sen-

OR
15 seconds
OR
(Truck is moving)
sor Fault) active also?

No.
Continue with troubleshooting items below.
Yes. Because both faults are active, we are

unable to troubleshoot by testing the
right versus the left side. The possible
causes at this point are faulty wiring
connections from the sensors to the
RCM, faulty sensors, or faulty RCM.
Based on spare parts on hand, replace
one or more of the listed possible
cause items.

The following condition must be present for 15 seconds before a fault will clear:
Left brake pressure sensor input in valid range.
Possible Causes
Faulty left brake pressure sensor.
Faulty wiring connection from the left brake pressure sensor to the RCM.
D26-14
RCM Controller
6/99 D26001
2. Shut down the engine. Remove the harness connector to the left brake pressure sensor and exchange with the harness connector to the right
brake pressure sensor.
3. Start engine and wait 60 seconds.

Fault) still active?
for the left side, even though the left side
wiring is now connected to the right brake
pressure sensor, it is likely that the problem is in the wiring connection from the
RCM to the brake pressure sensor. Return the harness connectors to their original positions. Check the wiring
pressure sensor. Then, if the problem persists, replace the RCM.
No.
Is the fault J011 (Rear Right Pressure Sensor Fault) now active?
No.

RCM to the left brake pressure sensor
and/or replace the sensor.
Yes. The fault remained with a single sensor,

and did not follow the wiring for the left
side. This indicates that the fault is not
related to the wiring connection from
the RCM to the sensor, or with the
RCM itself. Return the harness connectors to their original positions.
Then, replace the left brake pressure
sensor.
D26001 6/99
RCM Controller
D26-15
J011:
REAR RIGHT PRESSURE SENSOR
FAULT
Fault) active also?

Description
Yes. Because both faults are active, we are unable to troubleshoot by testing the right
versus the left side. The possible causes
at this point are faulty wiring connections
from the sensors to the RCM, faulty sensors, or faulty RCM. Based on spare
parts on hand, replace one or more of the
listed possible cause items.
An invalid value has been read from the right brake

pressure sensor.
to trigger a fault:
Right brake pressure sensor input not in valid
range. (Not between 2 mA and 22 mA)
AND
2. Shut down the engine. Remove the harness connector to the right brake pressure sensor and
exchange with the harness connector to the left
brake pressure sensor. Start engine and wait 60
seconds.
Is the fault J011 (Rear Right Pressure Sensor Fault) still active?

OR

for the right side, even though the right
side wiring is now connected to the left
brake pressure sensor, it is likely that the
problem is in the wiring connection from
the RCM to the brake pressure sensor.
original positions. Check the wiring connection from the RCM to the right brake
pressure sensor. Then, if the problem persists, replace the RCM.

15 seconds
OR
(Truck is moving)
No.

Is the fault J010 (Rear Left Pressure Sen-
Right brake pressure sensor input in valid range.

Possible Causes
Faulty right brake pressure sensor.
Faulty wiring connection from the right brake
pressure sensor to the RCM.
Is the fault J011 (Rear Right Pressure Sensor Fault) active?

Yes. Continue troubleshooting items below.
D26-16
RCM Controller
sor Fault) now active?

No.

RCM to the right brake pressure sensor and/or replace the sensor.
Yes. The fault remained with a single sensor, and did not follow the wiring for the
right side. This indicates that the fault
is not related to the wiring connection
from the RCM to the sensor, or with the
RCM itself. Return the harness connectors to their original positions. Then, replace the right brake pressure sensor.
6/99 D26001
J012:
RETARD LEVER SENSOR FAULT
Description
2. Move the retard lever to the position of approximately 40% of full travel. Wait 30 seconds.
A invalid value has been read from the retard lever

position sensor.
Is the fault J012 (Retard Lever Sensor

Fault) still active?
No. This indicates that the retard lever calibration is faulty. Replace the retard lever.

The following condition must be present for 0.2 seconds to trigger a fault:
Yes. This indicates that the fault is not related

to calibration, since it does not clear
when the lever is near the midpoint of its
possible travel.
Retard lever position sensor input not in valid

range. (Not between 1.1 V and 3.9 V)
Retard lever position sensor input in valid range.
(Between 1.1 V and 3.9 V)
3. Check the wiring connection from the retard lever

to the RCM for continuity. Replace wiring as
necessary.
4. Remove the retard lever from steering column.
Unplug the harness connector from the retard
lever. Using an ohm-meter, measure the resistance across pins A and C on the retard lever.
(Use the harness connector labels to identify pins
on the retard lever)
Is the measured resistance between 2000

ohms and 3000 ohms?
Possible Causes
Un-calibrated retard lever.
Faulty retard lever.
Failure in wiring connection from retard lever to
the RCM.
No. Replace the retard lever.

5. With the retard lever in the full up (no retard)
position, measure the resistance between pins C
and B on the retard lever.
Is the resistance between 300 ohms and

700 ohms?

1. With the key on, place the retard lever in the full
up (no retard) position. Wait 30 seconds.
Is the fault J012 (Retard Lever Sensor

6. With the retard lever in the full down (100% retard)
position, measure the resistance between pins C
and B on the retard lever.
Is the measured resistance between 2200
Fault) active?
ohms and 3300 ohms?
No. Place the retard lever in the full down

(100% retard) position.
Does the fault J012 become active?

Yes. Continue with trouble shooting items
below.
No.
D26001 6/99
Yes. The retard lever appears to be functioning

properly. If the fault persists, replace the
RCM.
Attempt to recreate the conditions that

generated the fault.
RCM Controller
D26-17
J013:
AUTO RETARD SIGNAL FAULT

Description
The pulse width modulated (PWM) auto retard signal
from the PMC to the RCM is not in the valid range.
The pulse width modulated (PWM) auto retard
signal from the PMC is not in the valid range of
5% to 95% duty cycle.
1. Remove the harness connector RCM2 from the

RCM. Remove the white terminal cover plate from
the front of the harness connectors.
2. Taking extreme care not to insert anything inside
of the socket, probe the outside edge of RCM2
pin 5 (on the harness connector) with an oscilloscope, grounding the reference to GB09. If an
oscilloscope is not available, proceed to step 3.
Does the signal have a 200 Hz frequency
and a duty cycle of at least 5% and less

than 95%?
No. There may be a problem in the wiring connection from the PMC to the RCM, or in
the grounding of the RCM or PMC.
PMC to the RCM. Then, if the fault persists, replace the PMC.
The pulse width modulated (PWM) auto retard

signal from the PMC is in the valid range of 5% to
95% duty cycle.
Possible Causes
Poor ground between the RCM and PMC.
Faulty wiring connection between RCM and
PMC.
Yes. Continue with troubleshooting item below.

3. Probe harness connector RCM2 pin 5 with a DC
voltmeter, grounding the reference to GB09.
Is the measured voltage between 250 mV

and 4.75 V?
No. There may be problem in the wiring connection from the PMC to the RCM, or in
the grounding of the RCM or PMC.
PMC to the RCM. Then, if the fault persists, replace the PMC.
Yes. The signal from the PMC appears to be
valid. The fault may be a result of a faulty
RCM. Replace the RCM.
D26-18
RCM Controller
6/99 D26001
J014:
RS-422 LINK TO PMC FAULT
Description
The RS-422 serial communications link between the
RCM and PMC has failed.
The RCM has attempted 4 times to communicate
with the PMC and has failed.
The RCM has successfully communicated with
the PMC.
D26001 6/99
Possible Causes
Turning the key switch OFF and then ON again
before the PMC has had time to shut down.
(The PMC requires approximately 10 seconds
after key switch OFF to properly shut down.)
Noise on the serial communications lines.
Faulty wiring connection.
Troubleshooting Suggestions
The RCM uses the RS-422 link to communicate with
the PMC. When the RS-422 link has failed, the RCM
will be unable to notify the PMC of the fault. In this
case, the PMC should report the communications failure. The RCM will only be able to report this fault after
the fault has cleared and the RS-422 link is again
active.
RCM Controller
D26-19
J015:
BRAKE LIGHT FAULT: Open Circuit or
FET Short
Did the fault J015 become active?

Description
The brake light circuit has detected either an open
circuit or internal (within the RCM unit) FET short
condition.

3. Apply and release the brake pedal several times.
Do the brake lights (on the rear of the

truck) illuminate when the brake pedal is
pressed and turn off when the brake pedal
is released? (i.e. Do the brake lights operate normally?)

All non-retard brake inputs to RCM are OFF (Not
active)
AND

Yes. This indicates that the brake lights and
the associated wiring connections are
working properly. Since the RCM detects
a fault in this case, it is likely that the
RCM is faulty. Replace the RCM.
RCM internal circuitry detects a fault

Are the brake lights ALWAYS on, even if no

brake is being applied?
All non-retard brake inputs to RCM are OFF (Not

active)
AND
RCM internal circuitry does not detect a fault

Yes. This indicates an internal failure of the
Are the brake lights always OFF, even

when brakes are applied?
Possible Causes
The brake light relay coil has an open circuit.
The wiring connection to the relay has an open
circuit.
No. This indicates that the brake lights and the

associated wiring connections are working properly.
Since the RCM detects a fault in this
case, it is likely that the RCM is faulty.
Replace the RCM.
Yes. Check the wiring to the brake light relay

coil. Check the relay. Then, if the fault

1. Start the engine and release brake pedal, brake

lock, and emergency brake. Wait for 60 seconds.
Is the fault J015 (Brake Light Fault: Open

Circuit or FET Short) active?
2. Fully apply the brake pedal for 15 seconds, and
then release.
D26-20
RCM Controller
6/99 D26001
Is the fault J018 (Left PPC Electrical Fault)
J018:
LEFT PPC ELECTRICAL FAULT
active?
No. Removing the harness connector creates
an open circuit condition. However, the
detection circuitry internal to the RCM requires an initial valid signal to enable the
detection process. Therefore, if an open
circuit condition exists at key on, the
RCM may not be able to detect it as a
new fault condition. (The RCM will detect
a low brake pressure fault when retard
braking is commanded, however)
In this case, forcing an open circuit by removing the harness connector did not
generate a fault; therefore we conclude
that a continual open circuit fault is present in the system.
Description
This fault is generated by an internal circuit on the RCM
board. The circuit senses an open circuit condition in
the wiring connection from the RCM to the brake PPC
valve.
The following condition must be present for 1 second
to trigger a fault:
PPC status input high. (internal RCM short circuit
detection circuitry)
AND
PPC status input was low (normal) when the key
was initially turned on.
Yes. Replace the harness connector and wait

for 30 seconds. If the fault clears, we do
not have an active fault at this time.
originally generated the fault.

The following condition must be present for 15 seconds to trigger a fault:
PPC status input low. (internal RCM short circuit
3. Shut down the engine. If not already removed,

remove the left brake PPC valve harness connector. Using an ohmmeter, measure the resistance
across the two pins of the left brake PPC valve.
Is the measured resistance greater than

Possible Causes
Open circuit in wiring connection from the RCM
to the brake PPC valve.
Faulty brake PPC valve.

3000 ohms?
Yes. Replace the left brake PPC valve.
4. With the key OFF, check the wiring connection
from the left brake PPC valve to the RCM. Verify
continuity in the following circuits:
a. RCM output to the left brake PPC valve.
b. Return circuit from left brake PPC valve to the
RCM.
c. RCM ground lines.
5. If the fault persists, replace the RCM.
Is the fault J018 (Left PPC Electrical Fault)

active?
2. Remove the left brake PPC valve harness connector. Wait for 30 seconds.
D26001 6/99
RCM Controller
D26-21
J020:
RIGHT PPC ELECTRICAL FAULT
2. Remove the right brake PPC valve harness connector. Wait for 30 seconds.
Description
Is the fault J020 (Right PPC Electrical Fault)

active?
This fault is generated by an internal circuit on the RCM

board. The circuit senses an open circuit condition in
the wiring connection from the RCM to the brake PPC
valve.
No. Removing the harness connector creates

an open circuit condition. However, the
detection circuitry internal to the RCM requires an initial valid signal to enable the
detection process. Therefore, if an open
circuit condition exists at key on, the
RCM may not be able to detect it as a
new fault condition. (The RCM will detect
a low brake pressure fault when retard
braking is commanded, however)
In this case, forcing an open circuit by removing the harness connector did not
generate a fault; therefore we conclude
that a continual open circuit fault is present in the system.

The following condition must be present for 1 second
to trigger a fault:
PPC status input high. (internal RCM short circuit
AND
PPC status input was low (normal) when the key
was initially turned on.
Yes. Replace the harness connector and wait

for 30 seconds. If the fault clears, we do
not have an active fault at this time.
originally generated the fault.

PPC status input low. (internal RCM short circuit
Possible Causes
Open circuit in wiring connection from the RCM
to the brake PPC valve.
Faulty brake PPC valve.
3. Shut down the engine. If not already removed,

remove the right brake PPC valve harness connector. Using an ohmmeter, measure the resistance across the two pins of the right brake PPC
valve.
Is the measured resistance greater than

3000 ohms?
Yes. Replace the right brake PPC valve.
4. With the key OFF, check the wiring connection

from the right brake PPC valve to the RCM.
Verify continuity in the following circuits:
a. RCM output to the right brake PPC valve.
b. Return circuit from right brake PPC valve to the
RCM.
c. RCM ground lines.
Is the fault J020 (Right PPC Electrical Fault)
5. If the fault persists, replace the RCM.

active?
D26-22
RCM Controller
6/99 D26001
J026:
RCM ABNORMAL

Description
The RCM was reset by the onboard hardware reset
circuitry.
This fault occurs when the RCM detects that the last
RCM reset was caused by the onboard hardware reset
circuitry.
Note: After the RCM experiences 4 watchdog faults, it
is held in continual reset until it is cycled by turning OFF
the key switch.
1. Note the location and conditions under which the

fault occurs. EMI (electromagnetic interference)
can be generated by external devices such as 2way radios, radio towers, etc. Other electrical
noise can be generated by service equipment,
such as arc welders. In each case, attempt to
eliminate the source of the noise.
2. Check the RCM ground circuit. Turn the key
switch OFF. Disconnect the harness connector
RCM1. Using an Ohmmeter, measure the resistance from RCM1 pin 3 to ground.
Is the measured resistance less than .3
ohm? (i.e. Is the circuit grounded?)
This fault will clear when the RCM detects that the last
RCM reset was NOT caused by the onboard hardware
reset circuitry.
Yes. If the fault persists, and cannot be associated with a particular EMI event, replace
the RCM.
Possible Causes
External electrical noise.
Faulty RCM.
D26001 6/99
No. Check the wiring connection from the RCM

to the grounding point.
RCM Controller
D26-23
J030:
FRONT LEFT WHEEL SPEED SENSOR
FAULT
J029:
BATTERY VOLTAGE ABNORMAL
Description
The truck battery voltage input to the RCM is low.
Description
The front left wheel speed sensor reported speed of 0
mph while the truck was moving.

Battery voltage input to RCM is less than 18 volts.

to trigger a fault:
Front left wheel speed = 0 mph.

AND
Battery voltage input to RCM greater than 19
volts.
The three other wheel speeds greater than 126

rpm (4 mph).
No brake or retard input
AND
Possible Causes
Faulty wiring connection from battery to RCM.
Faulty truck battery.

AND

1. Turn the key switch ON and wait for 30 seconds.

OR
Is the fault J029 (Battery Voltage Abnormal)

active?

OR

Yes. Continue troubleshooting items below.
2. Measure the battery voltage (at the battery, in the
battery box on the deck) using a voltmeter.

(Truck is moving)
Is the measured voltage less than 18 volts?

Yes. The battery requires service or charging.
The following conditions must be present for 15 seconds before a fault will clear:
3. Turn the key switch OFF. Disconnect the harness

connector RCM1. Taking extreme care not to
insert anything inside of the socket, measure the
voltage from RCM1 pin 1 (battery voltage input)
to RCM1 pin 3 (ground input) by probing the
outside edge of the sockets with voltmeter lead.
Front left wheel speed greater than 126 rpm (4

mph)
AND
2 of the 3 other wheel speeds greater than 126
rpm (4 mph)
Is the measured voltage less than 18 volts?

No. Replace the RCM.

No brake or retard input.
AND
Yes. Check the wiring connection from the

RCM to the battery.

by RCM) greater than 12 volts.
D26-24
RCM Controller
6/99 D26001
AND
OR
3. Check the position of the front left wheel speed

sensor.
Does the sensors position from the gear

agree with the specification in the service
manual ? (Refer to Speed Sensors, Section D.)

OR
(Truck is moving)
No. Adjust the sensor position.

4. Replace the front left wheel speed sensor. Drive
the truck at a speed greater than 4 mph for 30
seconds.
Is the fault J030 (Front Left Wheel Speed

Possible Causes
Failed wheel speed sensor.
Faulty wiring connection from the wheel speed
sensor to the RCM.

1. Drive the truck greater than 4 mph for 30 seconds.
Sensor Fault) still active?

No. Fault seems to have cleared.
Yes. This indicates that the RCM may have
faulty wheel speed input circuitry. If a
spare RCM is available, replace the
RCM. For non-Traction Control enabled
trucks, the wheel speed sensors are not
used. Therefore, a wheel speed sensor
fault on a non-Traction Control enabled
truck will not affect the operation of the
truck, and the wheel speed sensor can be
left disconnected to eliminate the nuisance of intermittent faults.
Is the fault J030 (Front Left Wheel Speed

Sensor Fault) active?
2. Check the wiring connection from the wheel speed
sensor to the RCM.
Is the wiring connection ok?

No. Fix the wiring problem
D26001 6/99
RCM Controller
D26-25
J031:
FRONT RIGHT WHEEL SPEED SENSOR
FAULT

The front right wheel speed sensor reported speed of

0 mph while the truck was moving.
Front right wheel speed greater than 126 rpm (4

mph)
AND

rpm (4 mph)
Description

to trigger a fault:

AND
Front right wheel speed = 0 mph.

AND
rpm (4 mph).

AND

OR

AND

OR

AND

(Truck is moving)

OR
OR
(Truck is moving)
D26-26
Possible Causes
sensor to the RCM.
RCM Controller
6/99 D26001

4. Replace the front right wheel speed sensor. Drive

seconds.
Is the fault J031 (Front Right Wheel Speed

Is the fault J031 (Front Right Wheel Speed

sensor to the RCM.


3. Check the position of the front right wheel speed
sensor.

manual? (Refer to Speed Sensors, Section D.)
D26001 6/99
RCM Controller
D26-27
J032:
REAR LEFT WHEEL SPEED SENSOR
FAULT
Rear left wheel speed greater than 126 rpm (4
mph)
AND
Description
The rear left wheel speed sensor reported speed of 0
mph while the truck was moving.

rpm (4 mph)

to trigger a fault:

AND
Rear left wheel speed = 0 mph.

AND

AND

rpm (4 mph).

OR

AND

OR

AND

(Truck is moving)

OR
OR
(Truck is moving)
D26-28
Possible Cause
sensor to the RCM.
RCM Controller
6/99 D26001

3. Check the position of the Rear left wheel speed

sensor.

Is the fault J032 (Rear Left Wheel Speed

4. Replace the rear left wheel speed sensor. Drive

seconds.
Is the fault J032 (Rear Left Wheel Speed
2. Check the wiring connection from the wheel

speed sensor to the RCM.

D26001 6/99
RCM Controller

D26-29
J033:
REAR RIGHT WHEEL SPEED SENSOR
Fault Description

Rear right wheel speed greater than 126 rpm (4
mph)
AND
The rear right wheel speed sensor reported speed of

0 mph while the truck was moving.

rpm (4 mph)

to trigger a fault:

AND
Rear right wheel speed = 0 mph.

AND

AND

rpm (4 mph).

OR

AND

OR

AND

(Truck is moving)

OR
OR
(Truck is moving)
D26-30
Possible Causes
sensor to the RCM.
RCM Controller
6/99 D26001

4. Replace the rear right wheel speed sensor. Drive

seconds.
Is the fault J033 (Rear Right Wheel Speed

Is the fault J033 (Rear Right Wheel Speed

sensor to the RCM.

faulty wheel speed input circuitry.
If a spare RCM is available, replace the
RCM.
For non-Traction Control enabled trucks,
the wheel speed sensors are not used.
Therefore, a wheel speed sensor fault on
a non-Traction Control enabled truck will
not affect the operation of the truck, and
the wheel speed sensor can be left disconnected to eliminate the nuisance of intermittent faults.

No. Fix the wiring problem.
3. Check the position of the rear right wheel speed
sensor.

No. Adjust the sensor position
D26001 6/99
RCM Controller
D26-31
J034:
AUTO APPLY

Description
The brake system has entered the auto apply state.
This indicates that a brake accumulator has fallen
below 1650 psi, causing the brakes to automatically be
applied with the remaining accumulator pressure.
Is the condition J034 (Auto Apply) active?

to trigger a fault:
Auto apply switch in the active state. (Open circuit)

2. Using a calibrated 210 kg/cm2 (3000 psi) gauge,
measure the brake accumulator pressure.
Is the measured pressure less than 116

Emergency brake NOT active.
AND
OR
OR
kg/cm2 (1650 psi)?
No
Check the wiring connection from the auto

apply switch to the RCM. Using an ohmmeter, measure the resistance across the
terminals of the auto apply switch. If the
measured resistance is greater than 3000
ohms (open circuit), replace the switch.
Then, if the fault persists, replace the
RCM.
Yes. This indicates a fault in the hydraulic system.

(Truck is moving)
Auto apply switch NOT in the active state.
(Closed circuit)
Possible Causes
Low system brake pressure.
Faulty auto apply switch.
Faulty wiring from auto apply switch to RCM.
D26-32
RCM Controller
6/99 D26001
J035:
LOSS OF 18 VOLT POWER SUPPLY
Description
The RCM has lost its internally generated 18 volt
power supply.
by RCM) less than 12 volts
NOTE: The 18 volt power supply is required for the
retard lever position sensor. When the 18 volt supply
is lost, the RCM cannot determine the position of the
retard lever. Therefore, when the fault J035 (Loss of
18 Volt Power Supply) occurs, the RCM will disable
the retard lever until the key switch is turned OFF.
2. Turn the key switch OFF. Disconnect the harness

connectors RCM1 and RCM3. Disconnect all six
sensors; left brake pressure sensor, right brake
pressure sensor, front left wheel speed sensor,
front right wheel speed sensor, rear left wheel
speed sensor, and the right rear wheel speed
sensor. Each circuit can be independently tested
for a short circuit between the 18 volt power line
and either the ground line or shield. Taking extreme care not to insert anything inside of the
socket, probe the outside edge of the sockets
described below with an ohmmeter lead.
3. Test the right brake pressure sensor wiring by
measuring the resistance between RCM3 pin 20
(18V) and RCM3 pin 32 (shield).
Is the resistance less than 10 ohms?

No. This circuit is not shorted. Continue with
troubleshooting items below.
Yes. There is a short circuit in the wiring connection from the RCM to the right brake
pressure sensor. Replace the wiring.

This fault will NOT clear until the key switch is cycled
OFF and then ON. In addition, after cycling the key
switch, the following condition must be present for 15
seconds before a fault will clear:
4. Test the left brake pressure sensor wiring by

(18V) and RCM3 pin 33 (shield).
Is the resistance less than 10 ohms?

by RCM) greater than 13 volts.
Possible Causes
18 volt power supply shorted to ground. (Such
as 18 volt power supplied to a sensor shorted to
ground or shield)
1. Turn the key switch OFF. Wait 30 seconds. Turn
the key switch ON and wait 30 seconds.

Yes. There is a short circuit in the wiring connection from the RCM to the left brake
pressure sensor. Replace the wiring.
5. Test the front left wheel speed sensor wiring by
(18V) and RCM1 pin 29 (shield). Also, measure
the resistance between RCM1 pin 27 (18V) and
RCM1 pin 22 (ground).
Is the resistance less than 10 ohms in

either case?
Is the fault J035 (Loss of 18 Volt Power Sup-

ply) active?
Yes. There is a short circuit in the wiring connection from the RCM to the front left
wheel speed sensor. Replace the wiring.
No. Attempt to recreate the situation that generated the fault.

D26001 6/99
6. Test the front right wheel speed sensor wiring by

RCM Controller
D26-33

either case?
11. Turn off the key switch. Reconnect right brake

pressure sensor. Turn on the key switch. Wait for
30 seconds.
Is fault J035 (Loss of 18 Volt Power Supply)

still active?
Yes. There is a short circuit in the wiring connection from the RCM to the front right
7. Test the rear left wheel speed sensor wiring by
Yes. Failed sensor. Replace right brake pressure sensor.

12. Turn off the key switch. Reconnect front left wheel
speed sensor. Turn on the key switch. Wait for
30 seconds.

either case?
still active?

Yes. Failed sensor. Replace front left wheel

speed sensor.
Yes. There is a short circuit in the wiring connection from the RCM to the rear left
8. Test the rear right wheel speed sensor wiring by

13. Turn off the key switch. Reconnect front right

wheel speed sensor. Turn on the key switch. Wait
for 30 seconds.

still active?
Yes. Failed sensor. Replace front right wheel
speed sensor.

either case?
Yes. There is a short circuit in the wiring connection from the RCM to the rear right
14. Turn off the key switch. Reconnect rear left wheel
speed sensor. Turn on the key switch. Wait for
30 seconds.
No. This circuit is not shorted, and indicates

that the short circuit does not exist in the
wiring connections.

still active?
Yes. Failed sensor. Replace rear left wheel
speed sensor.
9. Reconnect the RCM. Turn key switch on. Wait

30 seconds.
Is J035 active?
Yes. Replace the RCM.
No. Continue with troubleshooting item 10.
10. Turn off the key switch. Reconnect left brake
pressure sensor. Turn on the key switch. Wait for
30 seconds.
15. Turn off the key switch. Reconnect rear right

wheel speed sensor. Turn on the key switch.
Wait for 30 seconds.

still active?
Yes. Failed sensor. Replace the left brake pressure sensor.
still active?
Yes. Failed sensor. Replace rear right wheel
speed sensor.
No. It appears that the problem is intermittent.
generated the fault.
D26-34
RCM Controller
6/99 D26001
J037:
BRAKE LIGHT FAULT: Short Circuit or
Overload
Description
The brake light output has detected an overload or
short circuit condition.

1. Turn the key switch ON. Apply the emergency

brake switch for 30 seconds.
Is the fault J037 (Brake Light Fault: Short

Circuit or Overload) active?
The following conditions must be present for 0.5 seconds to trigger a fault:
Brake is being commanded in any of the following
ways: brake pedal, emergency brake, brake lock
or auto apply.
AND
RCM internal circuitry detects a fault.

2. Remove the brake light relay from the relay board.
Wait 30 seconds.
Is the fault J037 (Brake Light Fault: Short
Circuit or Overload) still active?
Brake is being commanded in any of the following
ways: brake pedal, emergency brake, brake lock
or auto apply.
AND
RCM internal circuitry does not detect a fault.
No. Replace the brake light relay.

Yes.
3. Turn the key switch OFF. Measure the resistance
from where the pins 85 and 86 fit into the socket
for the brake light relay.
Note: Do not measure the relay pins themselves measure at the onboard contacts.
Is the measured resistance less than 18

Possible Causes
Short circuit in brake light relay coil.
Short circuit in wiring connection from RCM to
brake light relay coil.
D26001 6/99
RCM Controller
ohms?
No. Replace the RCM.
Yes. Check the wiring from the RCM to the
D26-35
J042:
RETARD LIGHT FAULT: Open Circuit or
FET Short
Did the fault J042 (Retard Light Fault: Open

Circuit or FET Short) become active?
Description
The retard light circuit has detected either an open
condition.

3. Apply and release the retard lever several times.
(Move from full down to full up position)
Do the retard lights (on the rear of the

truck) illuminate when the lever is applied
(down) and turn off when the lever is released (up)? (i.e. Do the retard lights operate normally?)
No retard braking being commanded.

AND
Yes. This indicates that the brake lights and

working properly.
Since the RCM detects a fault in this
case, it is likely that the RCM is faulty.
Replace the RCM.

No retard braking being commanded.
AND
Are the retard lights ALWAYS on, even if
no retard is being commanded?

Possible Causes
Open circuit in retard light relay coil.
Open circuit in wiring connection from RCM to
retard light relay coil.
Yes. This indicates an internal failure of the

Are the retard lights always OFF, even

when retard is being commanded?

No. This indicates that the retard lights and
working properly. Since the RCM detects
a fault in this case, it is likely that the
RCM is faulty. Replace the RCM.
Yes. Check the wiring to the brake light relay
coil. Check the relay. Then, if the fault
1. Start the engine and release all brakes (retard

lever, brake pedal, brake lock, and emergency
brake). Wait for 60 seconds.
Is the fault J042 (Retard Light Fault: Open

Circuit or FET Short) active?
2. Fully apply the retard lever for 15 seconds, and
then release. (Bring to full upright position)
D26-36
RCM Controller
6/99 D26001
J043:
RETARD LIGHT FAULT: Short Circuit or
Overload
Description
The retard light output has detected an overload or

1. Turn the key switch ON. Use the retard lever to

apply 100% retard braking for 30 seconds.
Is the fault J043 (Retard Light Fault: Short

Circuit or Overload) active?
Retard braking is being commanded.

AND
2. Remove the retard light relay. Wait 30 seconds.

Is the fault J043 (Retard Light Fault: Short

Circuit or Overload) still active?
No. Replace the retard light relay.
Retard braking is being commanded.

AND
Yes.
RCM internal circuitry does not detect a fault.
Possible Causes
Short circuit in brake light relay coil.

Note: Do not measure the relay pins themselves,
but their onboard contacts.

ohms?
No.
Replace the RCM.

retard light relay coil.
D26001 6/99
RCM Controller
D26-37
J046:
FRONT BRAKE CUT FAULT: Open Circuit or FET Short
Description
The front brake cut circuit has detected either an open
condition.
1. Start the engine and ensure that the brake lock

and slippery road (if present on truck) switches
are OFF. Wait for 60 seconds.
Is the fault J046 (Front Brake Cut Fault:

Open Circuit or FET Short) active?
RCM internal circuitry detects a fault while commanding the front brake cut output OFF.

2. Apply the brake lock. Wait for 30 seconds, and
then release the brake lock.
Did the fault J046 (Front Brake Cut Fault:

Open Circuit or FET Short) become active?
RCM internal circuitry does not detect a fault while

commanding the front brake cut output OFF.
Possible Causes
The front brake cut relay coil has an open circuit.
The wiring connection to the front brake cut relay coil has an open circuit.
D26-38

3. Check the wiring from the RCM to the front cut
relay coil. Check the relay itself. Then, if the fault
RCM Controller
6/99 D26001
J047:
FRONT BRAKE CUT FAULT: Short Circuit or Overload
Description
The front brake cut output has detected an overload or

1. Turn the key switch ON. Apply the brake lock

switch for 30 seconds.

Short Circuit or Overload) active?
RCM internal circuitry detects a fault while attempting to turn the front brake cut output ON.

RCM internal circuitry does not detect a fault while
attempting to turn the front brake cut output ON.
2. Remove the front brake cut relay from the relay

board. Wait 30 seconds.

Short Circuit or Overload) still active?
No. Replace the front brake cut relay.
Possible Causes
Short circuit in front brake cut relay coil.
front brake cut relay coil.

Note: Do not measure the relay pins themselves,
but their onboard contacts.

ohms?
No. Replace the RCM
front brake cut relay coil.
D26001 6/99
RCM Controller
D26-39
Conditions to CLEAR a Fault.
J049:
REAR RIGHT PRESSURE PRESENT
AND NO COMMAND
The following conditions must be present for 15 seconds before a fault will clear.
Brake pressure is present at the right brake, but there

is no brake command. (i.e. The brakes are dragging)

7.0 kg/cm2 (99 psi)
AND

Description

to trigger a fault:
than 8.9 kg/cm2 (127 psi)
AND
emergency brake inputs indicate no brake command
AND
AND

Right brake pressure sensor input in valid range (Between 2 mA and 22 mA)
AND
The brake pedal, brake lock, auto apply, and emergency brake signals are not active
Possible Causes
Failed right brake PPC valve.
Failed brake treadle valve.
Improper brake pedal sensor adjustment

AND
OR
[(pressure greater than 130 kg/cm2 (1850 psi)] for
15 seconds
OR
(Truck is moving)
D26-40
RCM Controller
6/99 D26001
Is the fault J049 (Rear Right Pressure Present and No Command) still active?

Yes. The fault remained on the right side, even

though the wiring connection is now reading feedback brake pressure from the left
side. This indicates that the wiring connection from the RCM to the sensor is
faulty, or that the RCM itself is faulty. Return the harness connectors to their original positions. Check the wiring
connection from the RCM to the right
brake pressure sensor. Then, if the fault
1. Start the engine, ensure that all brakes are released (not applied), and wait for 60 seconds.
Is the fault J049 (Rear Right Pressure Present and No Command) active?
Is the right-hand brake pressure reported

on the MOM real-time data display for the
RCM greater than 8.9 kg/cm2 (127 psi)?
No.
Is the fault J009 (Rear Left Pressure Present and No Command) now active?
No.
No. Ensure that the retard lever is in its full upright (no retard) position. Turn the truck
OFF, wait 30 seconds, and then start the
engine. Wait 60 seconds. If the fault is
still ACTIVE, and the reported right hand
brake pressure is less than 7.0 kg/cm2
(99 psi), and the MOM display for both
the retard lever and auto retard reports
less than 3% command, then the RCM
may be faulty. Replace the RCM.
Yes. The fault remained associated with a

single brake pressure sensor and did
not follow the wiring connection. This
indicates that the wiring connection
from the RCM to the sensor is OK.
Yes. This verifies that the RCM is receiving a

feedback brake pressure that has exceeded the fault threshold.
Is J009 (Rear Left Pressure Present and No

Command) active also?
Yes. Continue with step 4 below.

RCM to the right brake pressure sensor and/or replace the sensor.
3. Shut down the engine. Return the harness connectors to their original positions. Install a calibrated 3000 psi pressure gauge to measure the
right brake pressure in the brake cabinet.
2. Shut down the engine. Wait 30 seconds. Remove the harness connector to the right brake
pressure sensor and exchange it with the harness
connector to the left brake pressure sensor. Start
the engine and wait for 60 seconds.

than 8.9 kg/cm2 (127 psi)?
No. If the MOM display still reports brake pressure greater than 8.9 kg/cm2 (127 psi),
the brake pressure sensor may be faulty.
However, before replacing the sensor, ensure that pressure gauge is properly calibrated. Then replace the right brake
pressure sensor.
Yes. This verifies that the RCM is reporting a
valid brake pressure, and that the problem is in the hydraulic system.
D26001 6/99
RCM Controller
D26-41
J050:
COMBINATION FAULT 1
J052:
COMBINATION FAULT 3
Description
Description
Both the left and right brakes are reporting low brake
pressure faults.
A potentially serious combination of faults has occurred. The 24 volt load switch and the left brake PPC
output may both be shorted ON. This condition would
result in the application of the rear left brake and the
two front brakes without a brake command.

Fault J004 (Rear Left Brake Pressure Low) is
active
AND

Fault J018 (Left PPC Electrical Fault) is active
AND
Fault J005 (Rear Right Brake Pressure Low) is

active
Fault J036 (24 Volt Load Switch Fault) is active

NOT active
OR

Fault J018 (Left PPC Electrical Fault) is NOT
active
OR

NOT Active.
Fault J036 (24 Volt Load Switch Fault) is NOT

active
Possible Causes
Possible Causes
See fault logic for fault J004 and J005.


D26-42
RCM Controller
6/99 D26001
J053:
COMBINATION FAULT 4
Fault J020 (Right PPC Electrical Fault) is NOT

active
OR
Description
A potentially serious combination of faults has occurred. The 24 volt load switch and the right brake PPC
output may both be shorted ON. This condition would
result in the application of the rear right brake and the
two front brakes without a brake command.
Fault J036 (24 Volt Load Switch Fault) is NOT

active
Possible Causes

Fault J020 (Right PPC Electrical Fault) is active
AND
Fault J036 (24 Volt Load Switch Fault) is active

D26001 6/99
RCM Controller
D26-43
J054:
LOSS OF R-TERMINAL SIGNAL FROM
ENGINE
Description
The R-Terminal signal from the engine is not present,
but the brake accumulators have remained charged
for a long period of time. This indicates that the engine
is in fact running, and that the R- Terminal signal is
faulty.
1. Remove RCM harness connector RCM3. Start

the engine. Using a voltmeter, measure the voltage between RCM3 pin 18 and ground.
Is the measured voltage greater than 18

volts?

The following conditions must be present for 30 minutes to trigger a fault:
NOT running)
AND
Brake low accumulator pressure switch CLOSED
[(greater than 130 kg/cm2 (1850 psi)]

This fault is generated at most 1 time per key on,
and is always generated as an In-Active fault.
No. This indicates that the R-Terminal signal

from the alternator is not reaching the
RCM. Check the wiring from the RCM to
the alternator.
Yes. Shut down the engine. Examine the
RCM harness connector RCM3, pin 18.
If the harness connector has been removed and re-inserted more than 10
times, it is possible that the harness connector socket has become loose and is
not making good contact with the male
pin on the RCM harness connector.
If the harness connector appears OK, and
the problem persists, replace the RCM.
Possible Causes
Faulty wiring connection from alternator to RCM.
D26-44
RCM Controller
6/99 D26001
J055:
LOSS OF R-TERMINAL AND LOW ACCUMULATOR SWITCH
J056:
COMBINATION FAULT 7
Description
Description
Conditions are present that indicate that both the RTerminal signal from the engine and the low accumulator pressure switch are faulty.
A potentially serious combination of faults has occurred.

active
AND

The following conditions must be present for 30 minutes to trigger a fault:

active
AND

NOT running)
AND
Brake low accumulator pressure switch OPEN
[less than 130 kg/cm2 (1850 psi)]
AND
Fault J046 (Front Brake Cut Fault: Open Circuit

or FET Short) is active.

(Truck is moving)

NOT active
OR
NOT active
OR

This fault is generated at most 1 time per key on, and
is always generated as an In-Active fault.
Fault J046 (Front Brake Cut Fault: Open Circuit

or FET Short) is NOT active.
Possible Causes
Faulty wiring from RCM to alternator R-Terminal.
Faulty wiring from RCM to brake LAP (low accumulator pressure) switch.
Faulty brake LAP (low accumulator pressure)
switch.
Possible Causes
See fault logic for faults J004, J005 and J046.

See fault logic for faults J054 and J002.
D26001 6/99
RCM Controller
D26-45
Possible Causes
J058:
COMBINATION FAULT 9
Description
A potentially serious combination of faults has occurred.


active
AND
active
AND
Fault J047 (Front Brake Cut Fault: Short Circuit
or Overload) is active.
NOT active
OR
NOT active
OR
Fault J047 (Front Brake Cut Fault: Short Circuit
or Overload) is NOT active.
D26-46
RCM Controller
6/99 D26001
RCM WIRING HARNESS CONNECTORS
RCM HARNESS CIRCUITS CONNECTOR RCM1
Thr Retard and Control Monitor Controller has three

external harness connectors (RCM1, RCM2, and
RCM3) attached to the bottom of the housing (see
Figure 26-2).
Pin No.
The following tables list the pin number, circuit function, and signal type for each circuit in the individual
harnesses.
FIGURE 26-2. RCM CONNECTORS
D26001 6/99
RCM Controller
Function
Type
+24 volt supply
DC voltage input
+24 volt supply
DC voltage input
Ground
Ground
Reserved
Reserved
Ground
Rear left PPC signal return
Retard light control
Digital output
Output to rear right PPC
Digital output
10
Ground
Ground
11
+18 volt sensor power supply
DC voltage output
12
Ground
Ground
13
Reserved
14
Brake light control
15
Reserved
16
Reserved
17
Front brake cut solenoid
18
Rear right PPC signal return
19
20
Output to rear left PPC
Digital output
LF wheel speed freq. signal
Pulse input
21
Reserved
22
Ground
Ground
23
Shield
Ground
24
Ground
Ground
25
DC voltage output
26
DC voltage output
27
28

LR wheel speed freq. signal
DC voltage output
Pulse input
29
Shield
Ground
30
Shield
Ground
31
Shield
Ground
32
Shield
Ground
33
RF wheel speed freq. signal
Pulse input
34
Shield
Ground
35
Ground
Ground
36
RR wheel speed freq. signal
Pulse input
Ground
Digital output
Digital output
D26-47

Pin No.
Function
Type
Reserved
Reserved
RS422 transmit (+)
Serial output
RS422 receive (-)
Serial input
Reserved

Pin No.
PWM output
Function
Emergency brake sense
Emergency/auto apply sense
Reserved
Reserved
Auto retard command
Reserved
Type
Digital input
PWM input
Reserved
RR brake pressure sense
Analog input
Reserved
LR brake pressure sense
Analog input
Reserved
Ret. lever pot. (high end)
10
RS422 receive (+)
Serial input
10
Reserved
11
Shield
Ground
11
Reserved
12
RS422 transmit (-)
Serial output
12
Reserved
13
Reserved
13
Brake pedal sense
Analog input
14
Reserved
14
Slippery road sense
Digital output
15
Reserved
15
Reserved
16
Shield
16
Shield
Ground
17
Reserved
17
Ground
Ground
18
Reserved
18
Alternator R terminal
Analog input
19
20
Reserved
DC voltage output
21
DC voltage output
22
Ret. lever pot. (low end)
23
Reserved
24
Reserved
25
Brake accumulator pressure
Digital input
26
Brake lock sense
Digital input
27
DC voltage input
28
Backplane +24 volt supply

Reserved
29
Traction control
Digital input
30
Reserved
31
Brake diff. pressure sense
Digital input
32
Shield
Ground
33
Shield
Ground
34
Ret. lever potentiometer wiper
35
Shield
36
Reserved
D26-48
Ground
RCM Controller
Ground
6/99 D26001
AUTOMATIC SUSPENSION SYSTEM

The optional Automatic (3-mode) Suspension System
provides improved ride and handling characteristics
whether the truck is loaded or empty, traveling in a
straight line or cornering, when the load is being
dumped and when brakes are applied.
The system includes the following components:
Manifold Valve and Solenoids
Suspension Damping Actuators
Steering Sensor
In addition, the system monitors truck speed, body
position, and service brake application to determine
the proper damping characteristics.
Automatic Suspension Controller
The Automatic Suspension Controller (Figure 27-1) is
mounted on the (interior) rear wall of the operators
cab. This controller monitors various truck operational
functions and controls the solenoids on the manifold
valve to provide hydraulic oil to the actuators at each
suspension to switch between the hard, medium
and soft modes of suspension damping.
The default setting of the automatic suspension controller system is automatic which allows the controller
to determine the optimum damping characteristics
based on the various inputs received. These inputs
include truck speed, suspension pressures, brake ap-
plication, steering wheel movement etc. The suspension controller also communicates with the Powertrain
Management Controller (PMC) through the S-NET
(serial communications network).
Note: The Transmission Controller rotary switches
must also be set appropriately when the suspension
controller is installed. (Refer to Section F, Transmission Shift Controller; Rotary Switch Setting for additional information.)
If manual control is desired, the suspension damping
rates may be set to one of the three above modes using
the MOM screen or the Data Acquisition Device
DAD.
If a fault occurs in the Automatic Suspension System,
the fault code is displayed on the diagnostic display (2)
on the face of the controller and the Electronic Display
Panel and the warning lamp and alarm buzzer are
actuated.
Manifold Valve
The manifold contains three solenoid valves which
direct pressurized oil to the actuator on each front
suspension.
The solenoids are energized by the Suspension Controller to control the actuator which in turn, determines
the variable, internal, damping valve orifice size selected and the damping rate.
Actuator
The actuator is mounted on the damping selector valve
body on the front side of each front suspension. Hydraulic oil applied to appropriate ports (as determined
by the Suspension Controller and the manifold solenoids) rotates an orificed shaft inside the suspension
valve body to provide the requested suspension damping rate.
Steering Sensor
FIGURE 27-1. AUTOMATIC SUSPENSION

CONTROLLER
1. Enclosure
2. Diagnostic Display
D27001
3. Connector SSP2B
4. Connector SSP2A
5. Connector SSP1
A steering sensor is mounted at the base of the steering column. A notched wheel rotates with the steering
column as the steering wheel is turned. A sensor
positioned over the wheel provides a pulse signal
which allows the controller to determine whether the
operator is steering the truck and if so, how fast he is
turning the steering wheel.
NOTE: Additional Information regarding the above
valve, actuator, and sensor can be found in Section H,
Front Suspensions.
Automatic Suspension System
D27-1
AUTOMATIC MODE SELECTION

CONTROL
The front suspension mode (damping force) is automatically changed according to travel and load conditions to ensure a comfortable ride and improved
stability.
The table below describes the damping characteristics, the purpose, and the change in damping rates
under various operating conditions.
DAMPING RATE
EMPTY
FUNCTION
Determine whether
truck is empty or
loaded.
Anti-Roll
Anti-Dive
Anti-Lift
High Speed Stability
OPERATING
CONDITIONS
PURPOSE
Set damping force as
determined by load in
body.
Monitor front suspension

internal pressure and
compare to standard value.
Provides stiffer
suspension to prevent
chassis from rolling
when turning at high
speed.
Detects truck speed and

steering angle; switches
damping rate according to
certain conditions. (See
Figure 27-2.)
Applicable when truck is
loaded only.
Prevent nose-dive
during braking.
Increase damping force

when brakes are applied.
Prevents front of truck

Increase damping force
from lifting when load is when hoist control valve is
dumped.
in any position other than
FLOAT.
Soft
Med.
LOADED
Hard
Soft
Med.
Hard
When
turning
Brake
OFF
Brake
ON
Brake
ON
Brake
OFF
FLOAT
Other
than
FLOAT
FLOAT
Other
than
FLOAT
Improves stability when Detects truck speed and

traveling at high speed. selects damping force when
truck is loaded. Mode is
switched when truck speed
reaches 50 Km/h (31 MPH).
FIGURE 27-2. STEERING/TRUCK SPEED
D27-2
D27001
SUSPENSION CONTROLLER
FAULT CODE LOGIC DESCRIPTION
d011:
RIGHT FRONT SUSPENSION PRESSURE SENSOR FAILURE
d012:
LEFT FRONT SUSPENSION PRESSURE
SENSOR FAILURE
Right front suspension pressure sensor output signal

is 1 volt or less and sensor output remains 1 volt or
less for more than 5 seconds
OR
Left front suspension pressure sensor output signal is

1 volt or less and sensor output remains 1 volt or less
for more than 5 seconds
OR
Right front suspension pressure sensor output signal

is 4.7 volts or more and sensor output remains 4.7 volts
or more for more than 5 minutes.
Left front suspension pressure sensor output signal is

4.7 volts or more and sensor output remains 4.7 volts
or more for more than 5 minutes.
Operation When Fault is Detected:
System remains in MEDIUM mode.


Right front suspension pressure sensor output must

be greater than 1 volt and less than 4.7 volts
AND
Left front suspension pressure sensor output must be

greater than 1 volt and less than 4.7 volts
AND
D27001
D27-3
d015:
TRANSMISSION SPEED SIGNAL LOST
d016:
STEERING SPEED SIGNAL LOST
Protection circuit detects an open circuit and no speed

signal is present
AND
No steering speed signal is present for 10 minutes

AND
Truck speed is 6.2 MPH or more

OR
Steering speed is 16 rad/second or more for 10
seconds.




Protection circuit does not detect an open circuit and

no speed signal is present
AND

Steering speed signal is present and steering speed is

less than 16 rad/second
AND
Condition remains for 1 second.
D27-4
D27001
d021:
SOLENOID OUTPUT 1 FAILURE
All solenoid outputs turned OFF.

OR
Protection circuit detects hot short and condition remains for 1 second.
AND
Solenoid 1 command: OFF
Solenoid 2 command: OFF, protection circuit does not

detect hot short
AND
Conditions remain for 1 second.

AND
Protection circuit does not detect short to ground

d023:


detect hot short
AND
AND

OR
AND

d022:

OR
AND

detect hot short
AND
AND
D27001
D27-5
SUSPENSION CONTROLLER SYSTEM TROUBLESHOOTING

SP-1: Fault Code d011
Faulty Pressure Sensor (Right) displayed.
Before troubleshooting, verify all related connectors are properly inserted

Always connect any disconnected connectors before going on to the next step.
D27-6
D27001
Faulty Pressure Sensor (Right) displayed.

D27001
D27-7
Faulty Truck Speed Sensor System Displayed

D27-8
D27001
SP-4: Fault Code d016:
Fault in Steering Sensor System Displayed

D27001
D27-9
Fault in Solenoid (1) System Displayed

D27-10
D27001

D27001
D27-11

D27-12
D27001
SUSPENSION CONTROLLER WIRING

HARNESS CONNECTORS
Figure 27-3 illustrates the Suspension Controller wiring harness connectors SSP1, SSP2A and SSP2B
and the pins used.
Note: The illustrations show the pin location on the face
of the harness connectors, NOT the connector receptacle on the controller housing.
The following tables list each pin, the applicable circuit
function, circuit type, and circuit number.
ASC HARNESS CONNECTOR CIRCUITS

CONNECTOR -- SSP1
Pin No.
Function
Type
Circuit No.
SNET +A
S-NET (+)
Analog input
Reserved
Analog input
Reserved
Reserved
Reserved
Reserved
Reserved
Power Supply +24V
Ground
Analog
output
Analog
output
Analog
output
Analog
output
Analog
output
DC voltage
input
Ground
10
Reserved
Digital output
11
Solenoid 3 (+)
Digital output
66C
SNET +B
66A
12
14
Reserved
15
Reserved
16
Reserved
17
Solenoid Power
Supply
18
Reserved
19
20
Ground
Solenoid 2 (+)
Analog input
DC voltage
output
Analog
output
Analog
output
Analog
output
DC voltage
input
DC voltage
input
Ground
Digital output
21
Solenoid 1 (+)
Digital output
13
S-NET (+)
Sensor Power
Supply +18V
81
50
51P
81
66B
FIGURE 27-3. CAB HARNESS CONNECTORS

(Connector Face View)
D27001
D27-13

CONNECTOR -- SSP2A
Pin No.
Function
Type
Reserved
Digital input
Reserved
Digital input
Reserved
Digital input
Reserved
Digital input
Reserved
Digital input
Reserved
Digital input
Reserved
Digital input
Reserved
Digital input

CONNECTOR -- SSP2B
Circuit No.
Pin No.
Type
Circuit No.
39FC
RF Suspension
Pressure Signal
Analog input
Reserved
Analog input
Reserved
Analog input
Steering Signal
Transmission Output
Shaft Speed Signal
Pulse input
51SR
Pulse input
32S3
Reserved
Digital output
Reserved
Digital output
Reserved
LF Suspension
Pressure Signal
Digital output
10
Reserved
Analog input
SNET0
Function
S-NET Ground
10
Reserved
11
Reserved
Ground
DC voltage
output
Digital output
12
Reserved
Analog input
11
Reserved
Pulse input
13
Reserved
Digital input
12
Pulse Ground
Ground
13
Reserved
Pulse input
14
Reserved
Digital output
15
Reserved
Digital output
16
Reserved
Digital output
14
Reserved
Digital input
15
Reserved
Digital input
16
Reserved
Digital input
17
Rear Brake Signal
Digital input
52BS
35B
18
19
Body Float Signal

Reserved
Digital input
Analog input
20
Reserved
Analog input
D27-14
Analog input
39FD
30
D27001
MOM -- MESSAGE FOR OPERATION AND MAINTENANCE

INTRODUCTION
Purpose
The Message for Operation and Maintenance (MOM)
unit, mounted in the Overhead Display Panel, displays
data such as truck payload, system faults that occur
on the truck, and information required for truck status
check and trouble-shooting.
PIN No.
SYMBOL
TYPE
RDB
Input
Not Used
SG1
SDB
Signal Ground
Output
Not Used
SYSTEM CONFIGURATION
7
8
9
RDA
Hardware
10
FG1
11
SDA
Table 1 lists the pins used on the RS422, 15 pin

connector, the signal symbol, type, and name. This
connector is located on the rear of the MOM display
as shown in Figure 30-1.
Send Data (-)
5
6
The MOM unit (Figure 30-1) is connected to the Powertrain Management Controller (PMC) through an RS422 interface and transfers data to and from the truck.
NAME
Receive Data (-)
Input
Receive Data (+)

Frame Ground
Input
Send Data (+)
12
13
Not Used
14
15
TABLE 1. RS422 CONNECTOR CIRCUITS
FIGURE 30-1. "MOM" DISPLAY ASSEMBLY
D30001
Message for Operation and Maintenance
D30-1
NOTE: The reading of the service meter displayed by

MOM may be different from the reading of the service
meter provided on the lower right corner of the electronic display panel since each counts up independently. For further information, see Service
Meters (SMR).
SOFTWARE
The MOM unit has two basic functions;
Display operational information
Display maintenance information
The MOM unit is installed in the cab of the truck and

its operation is controlled using the touch-sensitive
panel of the display screen.
The PMC plays various roles besides communication

with MOM.
When the key switch of the truck is turned on, the MOM
unit is powered on, starts the MOM program, then
displays the i1 INITIAL MESSAGE screen. (See
Figure 30-2.)
As MOM transfers data to and from controllers on the

vehicle through the PMC, the response time of MOM
is affected by the status of the PMC. Therefore, be
sure to go to the next operation after receiving a
response from MOM.
Usually, MOM displays a screen indicating whether the

engine is ready to start. When the engine starts to run,
MOM displays a screen indicating whether the truck is
ready to operate.
After the truck starts operating normally, MOM displays another information screen (such as a payload
screen) according to the vehicle status. When a problem occurs, MOM displays a related error screen.
To display information pertaining to the status of the
vehicle for troubleshooting, you must call the PASSWORD screen by a hidden switch on MOM screen.
When a correct password is entered, the MAINTENANCE INFORMATION MENU appears on-screen.
Never operate MOM while driving the vehicle. Be

sure to stop the vehicle first before operating
MOM.
While the vehicle is running, only a person who is
not driving the vehicle can operate MOM.
MOM menus are available to authorized service personnel only.
FIGURE 30-2.
D30-2
D30001
Service Meters (SMR)

The service meter (SMR) value located on the Electronic Display Panel is defined as a vehicle standard
SMR value (in hours). Vehicle standard SMR value
counts up only while the engine is running. The service meter located in the lower right corner of the
Electronic Display Panel counts up only while the
engine is running and is independent of the vehicle
standard SMR value.
MOM controls the vehicle standard SMR but does not
control the service meter shown in the lower right
corner of the Electronic Display Panel.
The count value of the vehicle standard SMR in the
Electronic Display Panel is sent to the other controllers
(Komatsu engine controller if installed, transmission
controller, suspension controller, PMC, etc.) connected to the vehicle network.
Each controller (except for the Electronic Display

Panel) has its own SMR (controller-specific SMR) in
addition to the vehicle standard SMR.
The vehicle standard SMR copies the value of the
vehicle standard SMR of the Electronic Display Panel
controller, but the controller-specific SMR counts up
just when the vehicle standard SMR counts up.
The controller-specific SMR is mainly used to record
how much time has elapsed since the controller was
placed in service. For example, when a controller has
been replaced on the truck, it will report only its own
hours of operation since installation, not total truck
hours.
The SMR value stored by the controllers except for the

Electronic Display Panel is the value sent from the
Electronic Display Panel as the vehicle standard SMR
value.
D30001
D30-3
Maintenance Information (Screen Hierarchy)
FUNCTION
Operator Information
MOM provides the following six operator information
screens:
i1 INITIAL MESSAGE
The tables on the following pages illustrate the screens

available under the Service Menu (Table 2.) and Parameter Set Menu (Table 3.). The availabilty of the
screens depends on the vehicle status (vehicle state).
(Refer to Display Able/disable By Machine Status.)
The following notes on the charts indicate the screens
available according to vehicle status:
i2 INITIAL CHECK1
i3 INITIAL CHECK2
Available when vehicle status is KEY ON but not

available when vehicle status is ENGINE ON
and RUNNING.
Available when vehicle status is KEY ON and

ENGINE ON but not available when vehicle
status is RUNNING.
Available when vehicle status is KEY ON, ENGINE ON and RUNNING.
i4 NORMAL RUN
i6 WARNING MESSAGE
i7 BACKLIGHT OFF
Note: For details of the above screens, see MOM
Screen Displays.
Figure 30-3 illustrates the MOM display screens that
appear when the operator turns the key switch on.
The screens i3 and i4 are equipped with a switch
to turn the backlight off. You can return to i3 or i4
screen by pressing anywhere on i7" screen. The
screen is selected automatically according to vehicle
status.
When an error occurs, i6 screen is displayed. When
all errors are removed or all error indications on i6
screen are deleted, the i2, i3, or i4 screen is
displayed according to the status of vehicle.
For example, when the engine is started while s2221

L/C ON/OFF COUNT screen is displayed after the
ignition key is turned on, vehicle status changes to
ENGINE ON. MOM will then exit the current screen
when the vehicle status changes and display a higher
level screen as shown in the example below:
A higher level screen, closest to screen s2221 in the
hierarchy is s222 MACHINE TREND MENU (T/M)
(see Table 2.) but this screen is not available when the
vehicle state changes to ENGINE ON. The next
higher level screen would be s22 TRANSMISSION
MENU and would therefore be displayed next since
this screen is available in the ENGINE ON state.
FIGURE 30-3.
OPERATOR
INFORMATION
SCREENS
D30-4
D30001
TABLE 2. MOM DISPLAY SCREENS ---- SERVICE MENU

(s1) SERVICE MENU3
(s2) COMPONENT CHECK MENU3
(s21) CUMMINS ENG. MENU or KOMATSU ENG. MENU3
(s211-1/10) to (s211-10/10) REAL TIME MONITOR (ENG.) (CUMMINS)3
(s211-1/9) to (s211-9/9) REAL TIME MONITOR (ENG.) (KOMATSU) 3
(s212) MACHINE TREND MENU (ENG.) (KOMATSU ONLY)1
(s2121) BLOW-BY PRESSURE HISTORY1
(KOMATSU ONLY)
(s2122-1/2) to (s2122-2/2) EXHAUST TEMP. HISTORY1
(KOMATSU ONLY)
(s2123-1/2) to (s2123-2/2) BOOST PRESSURE HISTORY1
(KOMATSU ONLY)
(s2124) ENG. OIL PRESSURE HISTORY
(s213) FAULT CONDITION MENU (ENG.)1

(s2131) FAULT CONDITION (ENG.) 1
(s22) TRANSMISSION MENU
(KOMATSU ONLY)
(KOMATSU ONLY)
(KOMATSU ONLY)
(s221-1/14) to (s221-14/14) REAL TIME MONITOR (T/M)3

(s222) MACHINE TREND MENU (T/M)1
(s2221) L/C ON/OFF COUNT1
(s222E) AB-USE COUNT1
(s223) FAULT CONDITION MENU (T/M)1
(s2231) FAULT CONDITION (T/M)1
(s23) BRAKE MENU3
(s231-1/3) to (s231-3/3) REAL TIME MONITOR (BRAKE)3
(s233) FAULT CONDITION MENU (BRAKE)1
(s2331) FAULT CONDITION (BRAKE)1
(s24) SUSPENSION MENU3
(s241-1/4) to (s241-4/4) REAL TIME MONITOR (SUS)3
(s242) FAULT CONDITION MENU (SUS)1
(s2421) FAULT CONDITION (SUS)1
(s25) PMC MENU3
(s251-1/9) to (s251-9/9) REAL TIME MONITOR (PMC)3
(s252) FAULT CONDITION MENU (PMC)1
(s2521) FAULT CONDITION (PMC)1
(See Note *1 below)
(s26) ELECTRONIC DISPLAY PANEL MENU3

(s261-1/5) to (s261-5/5) REAL TIME MONITOR (PANEL)
(s262) FAULT CONDITION MENU (PANEL)1
(s2621) FAULT CONDITION (PANEL)1
(s27) PLM MENU3
(s271-1/2) to (s271-2/2) REAL TIME MONITOR (PLM)3
(s272) CALIBRATION DATA (PLM)1
(s28) TMS MENU3
(s281-1/5) to (s281-5/5) REAL TIME MONITOR (TMS)3
(s283) FAULT CONDITION MENU (TMS)1
(s2831) FAULT CONDITION (TMS)1
(s3) MACHINE INFORMATION MENU3
(s31) SYSTEM IDENTIFICATION3
(s32-1/3) to (s32-3/3) CONTROLLER INFORMATION3
(s33) OPTIONAL FUNCTION INFORMATION3
(S34) HISTORY OF USE3
NOTE: (*1) CUMMINS ENG. and FAULT CONDITION of PLM are indicated in (s2521) FAULT CONDITION (PMC).
D30001
D30-5
TABLE 3. MOM DISPLAY SCREENS ---- PARAMETER SET MENU

(2) PARAMETER SET MENU
(t1) PARAMETER SET MENU2
(t2) TIME/DATE SET2
(t3) TRAVEL MODE MENU2
(t31) ENG.,T/M PATTERN SELECT1
(t32) SPEED LIMITER1
(t33) T/M MAX GEAR SELECT2
(t34) MAX GEAR SELECT (BODY UP)2
(t35) SUSPENSION MODE SET2
(t4) PARAMETER UNIT SET2
(t5) TMS SET MENU2
(t51) TIRE PRESSURE LIMIT SET2
(t52) TIRE TEMPERATURE LIMIT SET2
(t53) CORRELATION CONSTANTS SET2
(t54) TMS CLOCK SET2
(t55) ID CODE SET2
Display Able/Disable By Machine Status

In some vehicle states, SERVICE MENU and PARAMETER SET MENU screens are not available.
Screen names (switches) which are not available are
displayed lightly on the menu screen. (The screens
cannot be selected by pressing the screen names
(switches)).
When the status of the vehicle changes and the screen
which you are monitoring becomes unavailable, MOM
exits the screen automatically and displays a higher
but closest screen available in the hierarchy of the
menu.
In Figure 30-3, the screen i2, i3, or i4 is automatically selected and displayed according to the status
of vehicle:
the engine has started because to stop the engine is

equal to to turning the ignition key off.
Vehicle State
MOM supports the following vehicle states:
KEY ON: The ignition key is turned on but engine
is not started.
ENGINE ON: The engine is running but the truck
is stationary.
RUNNING: The vehicle is running (the transmission gear is not in the NEUTRAL position or the
speed of the truck is 2km/h or more.)
The i2 INITIAL CHECK1 screen is displayed

when the ignition key is turned on but the engine
is not running.
The i3 INITIAL CHECK2 screen is displayed
when the engine is running and vehicle is not
running.
The i4 NORMAL RUN screen is displayed when
vehicle is running.
This rule is applied also when one of the i2, i3, and
i4 screens is called from (i6) or (i7) screen. However,
once i4 screen is displayed after the ignition key is
turned on, i4 screen remains until the ignition key is
turned off even if truck stops and keeps engine running. Similarly, i2 screen will not be displayed after
D30-6
D30001
Display Able/Disable by Truck Model and

Optional Equipment Status
Screen names (switches) which are not available (by
model and option setting) are displayed lightly on a
menu screen and cannot be selected.
The truck model MOM is installed on, and whether or
not optional equipment is installed is set by two rotary
switches in the T/M controller and sixteen DIP switches
in the PMC.
Table 4. lists screens available when the corresponding controller is installed on the truck.
SCREENS
SCREEN DISPLAY
CONDITIONS
(i1),(i2),(i3),(i4),(i6)
(i7),(i8),(i9)
(s1),(s2)
(s3)
(s21)
(s22)
(s221-1/14) to (s221-14/14)
(s222),(s2221),(s222E)
(s223),(s2231)
(s25),(s251-1/9) to (s251-9/9)
(s252),(s2521)
(s26),(s261-1/5) to (s261-5/5)
(s262),(s2621)
Always available for a truck

equipped with Powertrain
Management Controller.
(PMC)
(Independently of the model
and option settings).
(s31)
(s32-1/3),(s32-2/3),(s32-3/3)
(s33),(s34)
(t1),(t2)
(t3),(t33),(t34)
(t4)
(s211-1/10) to (s211-10/10)
Available only when the

CUMMINS engine controller is
used
(s211-1/9) to (s211-9/9)

(s212),(s2121),(s2122),(s2123), KOMATSU engine controller is
(s2124)
used
(s213),(s2131)
(s23),(s231-1/3) to (s231-3/3)
(s233),(s2331)

HAULPAK brake controller is
used
(s24),(s241-1/4) to (s241-4/4)
(s242),(s2421)
Available when the

Suspension controller is
selected
(s27),(s271-1/2),(s271-2/2)
s272)
DIP switch SW1-3 of the PMC

(PLM2 setting)
ON: Screen available
OFF: Screen not available
(s28),(s281-1/5) to (s281-5/5)
(s283),(s2831)

(Tire management system
setting)
(t31)

KOMATSU engine controller is
used
(t32)

(Maximum speed limit setting)
(t35)

Suspension controller is used
(t5),(t51),(t52),(t53),(t54) (t55)

(Tire management system
setting)
TABLE 4. SCREEN AVAILABILITY
D30001
D30-7
SCREEN DATA
Machine Trend Data
Realtime Data
Machine trend data is the data collected and recorded

continuously for predicting trends (e.g. data which is
displayed graphically or a count of specified events).
Realtime data is the current input and output data

values of each controller on the truck. Realtime data
is updated every 0.2 second.
The realtime data of each controller is displayed on the
realtime monitor screen of each controller. Each realtime monitor screen has several pages. Its number
varies in accordance with the number of data items
available to the controller. You can scroll up or down
the screen by the FWD or REV switches on the realtime monitor screen to call a desired page. It may take
a few seconds before data appears on the selected
page because MOM switches data sent from the PMC
each time screen pages are changed. Be sure to
change screen pages after data appears on the current
selected page.
Real time data information available and the applicable
screens are listed in Table 5.
DATA
SCREENS
Engine-related items
s211-1/10 to 10/10 (CUMMINS)

s211-1/9 to 9/9 (KOMATSU)
Transmission-related
items
s221-1/14 to 14/14
Brake-related items
s231-1/3 to 3/3
MOM supports the following trend data screens:

DATA ITEM
Engine
Related
Items
SCREENS
CONTENTS
s2121
BLOW-BY PRESS.
HISTORY (KOMATSU
ENG ONLY)
Blow-by pressure graph
s2122-1/2 to 2/2
EXHAUST TEMP.
HISTORY (KOMATSU
ENG ONLY)
Exhaust temperature
graph
s2123-1/2 to 2/2
BOOST PRESS.
HISTORY (KOMATSU
ENG ONLY)
Boost pressure graph
s2124
ENG. OIL PRESS.
HISTORY (KOMATSU
ENG ONLY)
Engine oil pressure

graph
s2221
Transmission
L/C ON/OFF COUNT
Related
s222E
Items
AB-USE COUNT
Number of lock up
clutch operations
Number of abnormal
operations
TABLE 6. TREND DATA INFORMATION
Suspension-related items s241-1/4 to 4/4

PMC-related items
s251-1/9 to 9/9
Electronic display panel

related items
s261-1/5 to 5/5
PLM-related items
s271-1/2 to 2/2
TMS-related items
s281-1/5 to 5/5
Fault Condition Data
TABLE 5. REAL TIME DATA INFORMATION
Fault condition data is the record of errors which have

occurred. MOM supports the following fault condition
screens:
DATA ITEM
SCREENS
Engine-related items
s2131
FAULT CONDITION
Transmission-related items
s2231
FAULT CONDITION
Brake-related items
s2331
FAULT CONDITION
Suspension-related items
s2421
FAULT CONDITION
PMC, CUMMINS ENG, PLMrelated items
s2521
FAULT CONDITION
ELECTRONIC DISPLAY
PANEL-related items
s2621
FAULT CONDITION
TMS-related items
s2831
FAULT CONDITION
TABLE 7. FAULT CONDITION DATA
D30-8
D30001
Machine Information
Parameter Set
Machine information contains information about controllers and options installed on the truck and data
about time at which a parameter setting was changed
on the parameter set menu.
A parameter set screen allows you to change data of

parameters of each controller on the vehicle.
MOM supports the following machine information

screens:
DATA ITEM
A unit change function for MOM is also provided on

the parameter set menu.
MOM supports the following parameter set screens:
SCREENS
s31
SYSTEM
IDENTIFICATION
Controller configuration
s32-1/3 to 3/3
CONTROLLER
INFORMATION
Controller information
s33
OPTIONAL
FUNCTION
INFORMATION
s34
HISTORY OF USE
DATA ITEM
SCREENS
t2
TIME/DATE SET
MOM time/date setting
t31
ENG.,T/M PATTERN
SELECT
Setting of optional
functions
Setting of enginetransmission matching

pattern
t32
SPEED LIMITTER
Setting of maximum vehicle

speed
History of parameter
setting change
t33
T/M MAX GEAR SELECT
Setting of maximum
transmission gear
t34
MAX GEAR SELECT

(BODY UP)
Setting of maximum
transmission gear (Body up)
t35
SUSPENSION MODE SET
Suspension mode setting
t51
TIRE PRESSURE LIMIT

SET
Setting of tire pressure limit
t52
TIRE TEMPERATURE
LIMIT SET
Setting of tire temperature

limit
t53
CORRELATION
CONSTANTS SET
Correlation constant setting
t54
TMS CLOCK SET
TMS clock setting
t55
ID CODE SET
TMS ID code setting
TABLE 8. MACHINE INFORMATION
TABLE 9. PARAMETER INFORMATION
D30001
D30-9
WARNING MESSAGE
When any fault occurs, the i6 WARNING MESSAGE
screen (Figure 30-4) is displayed (even when the other
screen is displayed). This screen shows the error
code, error message, action code, and repairing action
of each error that occurred.
ERROR CODE:
4-digit alphanumeric code starting with an alphabetic character.
Each of these screens shows information of up to two

errors. You can scroll up or down the screen by the
FWD or REV switch on the screen to display the other
page. When an error is repaired, its information is
deleted from the screen automatically.
To clear the message of an error, press No.(CLR)
field (CLR switch) of the error message. The deleted
error message will appear again if the error occurs
again after recovery or if the error remains when the
ignition key is turned off and on again.
Serial numbers (in ascending order starting at 1) are
assigned to errors in the order of occurrence.
ERROR MESSAGE:
Description of the error
ACTION CODE:
1 to 7 representing the type of repairing actions
ACTION:
Message to operator for repair of fault
When all errors are removed (when all errors are

recovered or when CLR switch of every error message
is pressed), the screen changes as follows according
to the current vehicle status:
i2 INITIAL CHECK1: when ignition key is turned on
(KEY ON") but engine is not running.
i3 INITIAL CHECK2: when engine is running (ENGINE ON) but vehicle is not moving.
Possible Action Messsages:

1 GO TO SHOP AFTER WORK
2 GO TO SHOP RIGHT NOW
3 REDUCE ENGINE/MACHINE SPEED
i4 NORMAL RUNNING when vehicle is running or

when engine is running (ENGINE ON) but vehicle is
not moving after displaying i4 screen.
4 STOP SAFELY/SHUT OFF ENGINE

5 WAIT WITH ENGINE LOW IDLE
6 START ENGINE/KEEP LOW IDLE
7 KEEP BODY SEATED
Never operate MOM while driving. Be sure to stop

the truck before clearing the error messages.
FIGURE 30-4. WARNING MESSAGE SCREEN
D30-10
D30001
HARDWARE TROUBLESHOOTING AND MAINTENANCE
TROUBLESHOOTING THE MOM UNIT

The following precautions must be observed
when operating and/or repairing the MOM display panel and associated equipment:
Use only finger pressure to operate the
switches on the MOM display panel. Never use
a mechanical device (pencil, screwdriver etc.)
to depress a switch -- permanent screen damage may result!
Table 10. (below) lists possible problems, causes and

suggested corrective action for repairing problems
which may occur in the Message For Operation and
Maintenance (MOM) system.
Details for correcting the problems are listed on the
following pages.
The display panel surface is glass -- do not use

excessive pressure when operating switches.
Avoid impact with heavy objects.
Do not use use organic solvents or strong acid
solvents to clean the touch panel or body of the
MOM unit.
Avoid unnecessary disassembly of the unit.
To prevent damage to the screen due to image
burn-in, change screens periodically if possible or use the Light Off function. (Refer to
Setting the Display OFF time.)
CONDITION
POSSIBLE CAUSE
No screen is displayed
System mode screen is displayed after

power is applied
Communication unavailable
Error message is displayed
CORRECTIVE ACTION
Power wiring failure

Power supply not within specified range
Check wiring
Check power supply voltage
Display Panel Inoperative
Replace MOM unit
No screen data is downloaded
Download screen data
Communication cable is not connected

Wrong communication cable is used
Incorrect communication parameter
Connect communication cable properly

Repair or replace communication cable
Adjust communication Parameter
Serial port communication port type set

incorrectly
Abnormal communication port
Set communication port correctly
Error occurs
Check operation using self-diagnosis

Use code to determine nature of fault
and correct accordingly (Refer to Error
Codes)
TABLE 10.
D30001
D30-11
PROBLEMS AND CORRECTIVE

ACTIONS
ERROR CODES
There are 3 types of errors which may occur in MOM
while the system is operating; system error, program
execution error or a warning and communication error.
Details of these errors and suggested repair methods
are described below.
System Errors
The system error is fatal. When a system error occurs,
a buzzer sounds, an error message is displayed, and
RAS output and parallel output are turned off. When
this type error is found, notify Komatsu service personnel or Distributor.
c. User data area error; the abnormality of screen

data area (Flash memory or PROM).
d. System setup area error; the abnormality of the
system parameter setup area (SRAM). When
this error occurs, return to system mode and
then reset parameter.
2. Errors during operation
When an error occurs, a message (in Japanese)
and a 4 digit error code are displayed on the
bottom line on the screen.
1. Errors when starting system (when applying

power).
When MOM is powered-on, hardware is self-diagnosed. When an error occurs, the details of the
error are displayed on the screen (See Figure
30-5).
a. Program area error; the sum check error of the
system program area (PROM).
b. Work area error; the abnormality of system
work (SRAM).
FIGURE 30-5. SYSTEM ERROR MESSAGES
D30-12
D30001
Program Errors
This type of error occurs when executing application
and operation programs. When an error occurs, a
message and 4 digit error code as shown in Figure
30-6 are displayed on the bottom line on the screen.
However, some error codes may be displayed on the
window by the error indicator through the system
setup.
The application or operation program should be corrected by troubleshooting the error code.
FIGURE 30-6. APPLICATION & OPERATION PROGRAM ERRORS
D30001
D30-13
Warning & Communication Errors

An error can be displayed by integrating the error
indicator when creating a screen. Indication of each is
selective. Refer to Table 11. for a listing of possible
error codes and suggested repair procedures.
MESSAGE
If a warning & communication error occurs, however,

the operation continues and the RAS output and parallel output are not turned OFF.
DESCRIPTION
CORRECTIVE ACTIONS
Malfunctioning clock
ERROR CODE
----
Clock IC malfunctioning
Replace printed circuit board
Battery voltage drop
----
Battery voltage drop
Replace battery
(when clock is used)
2000 -- 2255
2300 -- 2555
Destination error
Displays destination error code
on the last 3 digits (CH1)
Destination error
+300 on the last 3 digits (CH2)
Take corrective actions as

indicated by error code
2901
Destination error
+600 on the last 3 digits (CH3)
Parity error (CH1)
2902
Overrun error (CH1)
2903
Framing error (CH1)
2904
Receive data error (CH1)
Check receive data format
Time out error (CH1)
Check the following items:

Communication cable
PLC station code
Time out set value
Condition of destination
2600 -- 2855
Check connecting device for

communication conditions
Serial communication Error

2905
NOTES:
2931
Parity error (CH2)
2932
Overrun error (CH2)
2933
Framing error (CH2)
2934
2935
2961
Parity error (CH3)
2962
Overrun error (CH3)
2963
Framing error (CH3)
2964
2965
The same as CH1
The same as CH1
CH1 refers to RS-232C(CH1)

CH2 refers to RS-232C(CN2 option)
CH3 refers to RS-485
TABLE 11. WARNING AND COMMUNICATION ERRORS
D30-14
D30001
System Information
SELF-DIAGNOSIS
MOM is provided with a self-diagnosis function to
check fundamental functions of the hardware as follows.
1. Select System Information from the menu.

2. The following system information is displayed on
the screen that appears:
Communication port check

A loop back check is made using a special connector. (See Figure 30-8.)
Downloaded application version
Key input check

An input check is made of the touch switch grid.
ROM version
The sum of ROM
User data area type

Type of communication set to each communication
port
SYSTEM CHECK
1. Select System Check Mode from the menu on
the system mode screen. Figure 30-7 illustrates
the system check menu that will be displayed in
Japanese. English translations for applicable
switch selection areas are shown.
Communication Port Check

1. Refer to Figure 30-8 and assemble a test connector for performing a loop-back test at the RS232C
or RS485 port connector.
a. RS-232C Port:
1.) Using the listed plug and shell (or equivalent), install a jumper between pins 2 and 3,
and another between pins 4 and 5.
b. RS-485 Port:
1.) Using the listed plug and shell (or equivalent), install a jumper between pins 1 and 3
and another between pins 2 and 4.
FIGURE 30-7. SYSTEM CHECK MENU
2. Press the appropriate switch to select System

Information, Communication Port, or Key Input for testing.
3. Refer to the following topics to perform the test
desired.
FIGURE 30-8. COMMUNICATION PORT

LOOPBACK TEST
D30001
D30-15
2. Select Communication Port from the menu. The

screen shown in Figure 30-9 will appear.
Key Input Check

1. Select Key Input from the menu shown in Figure
30-7.
FIGURE 30-9. COMMUNICATION PORT CHECK

SCREEN
3. Touch the communication port displayed on the
screen for checking the desired serial port.
4. Connect the test connector assembled in step 1.
to the appropriate port connector. Touch Start
according to the instructions on the screen.
Note: Touching RET will return the screen to the
previous menu.
5. When the check is finished, the result will be
displayed on the screen. If the communication
test fails, the MOM unit should be replaced.
FIGURE 30-10. TOUCH SWITCH TEST

2. The check screen (Figure 30-10) for the touch
switches is displayed.
3. Pressing a switch on the touch area grid will
indicate the pressed area in reverse video. Check
all switches on the display.
4. Touching End will return the screen to the previous, menu screen.
6. Touching (Verification) returns the screen to the

menu.
D30-16
D30001
MAINTENANCE
TOUCH PANEL
BATTERY REPLACEMENT
Cleaning
A coin-type lithium battery is used for backup of the

clock and internal memory of MOM.
When the touch panel is dirty, use a soft cloth or cotton

moistened with diluted neutral detergent or industrial
alcohol to wipe off the dust.
Even if a low battery error has not occurred, the battery

should be replaced every two years when the total time
of the power OFF exceeds 2 years.
Battery Specifications:
Coin-type lithium battery (ER17330V) made by
TOSHIBA corporation or equivalent.
Never use thinner, organic solvent, ammonia or

strong acid solvent.
To Change the Battery:
Do not apply excessive force on the glass touch

panel when cleaning. Excessive force may
damage the panel.
To assure the memory contents are not lost when

the battery is removed, apply power to the unit and
charge the super capacitor for 5 minutes or more
before changing the battery.
1. Turn key switch off.

2. Disconnect harness from MOM and remove MOM
from truck.
Replacement of Protective Sheet

When the protective sheet over the touch panel becomes dirty or is damaged by scratches, remove the
protective sheet and replace with a new one.
The protective sheet is replaceable. Refer to the Parts
Manual or contact the truck distributor for a replacement part.
3. Remove cover on the back of MOM.
Replacement battery must meet specifications

listed above.
Observe battery polarity during installation.
Proper polarity must be maintained.
Do not allow battery terminals to contact metal
components inside MOM unit.
Install new battery within 3 minutes after removing the old one.
4. Remove the old battery from the holder to replace
with a new one (See battery specifications). Be
careful not to drop battery into the casing.
5. Reinstall the cover.
D30001
D30-17
BACK LIGHT REPLACEMENT

If the LCD display is dark and the contrast adjustment
is not effective, the back light may require replacement.
To Change Back Light:
1. Turn key switch off.
2. Disconnect harness from MOM. Remove MOM
from truck. Verify the power to MOM is OFF.
Do not attempt to change the back light before

removing the display unit from the truck. High
voltage (approximately 800 volts) may be present.
Use caution when case is opened. Static electricity
can damage internal components.
FIGURE 30-11. OPENING CASE
3. Remove 4 screws (Figure 30-11) from back panel

of case.
4. Open the case as shown in Figure 30-12 and
place both halves on a clean, flat surface.
5. Remove the back light connector (3).
NOTE: DO NOT REMOVE ANY OTHER CONNECTORS.
6. Lift the back light module while pushing on the
cover (2) in the direction of the arrow. Pull the
module out of the case.
7. Install the new module; be certain the the white
display sheet is between the back light plate and
the flourescent tube.
8. Install the back light module cover (2). When
installing, tilt the top of the cover (toward the
arrow) and push into place.
9. Connect the back light connector (3).
10. Close the case halves, being careful not to pinch
the connnector cables in the case.
11. Install case retaining screws (Figure 30-11).
12. Attach all wiring harness connectors and reinstall
the MOM unit in the overhead display area.
FIGURE 30-12. BACK LIGHT REPLACEMENT
D30-18
D30001
Setting Display OFF Time

The display and backlight are turned OFF automatically if a screen input switch is not depressed for a
certain period of time.
3. Select Display Control from the System Setup

menu as shown in Figure 30-14.
Follow the instructions below to set the amount of time

desired before the display turns off:
1. Press the switches (see Figure 30-13) on the left
top and lower right corners of the display simultaneously. The system mode menu screen will be
displayed in 2 to 3 seconds.
FIGURE 30-14. SYSTEM SETUP MENU

4. Use the up or down arrows (Figure 30-15) to set
the desired time on the displayed setup screen.
The setting can be up to a maximum 60 minutes,
in one minute increments. If the 0 switch is
selected, the display will remain on continuously.
FIGURE 30-13. SYSTEM MODE SCREEN

SELECTION
2. Select System Setup from the menu to display
the System Setup menu.
FIGURE 30-15. TIME SET SCREEN
5. After the time setting is complete, press the End
switch to complete the procedure.
D30001
D30-19
NOTES
D30-20
D30001
MOM SCREEN DISPLAYS

i1 INITIAL MESSAGE
i2 INITIAL CHECK1
After the MOM system is powered on, the NOW

STARTING UP message (in Japanese) appears, then
i1 INITIAL MESSAGE screen, Figure 31-1. appears.
This initial message screen shows a screen number,
title, and the version of the MOM program.
This screen shows whether the engine is ready to be

started. When the engine is ready, ENGINE START
OK is displayed. When something must be done
before the engine is started, ENGINE START WAIT
is displayed together with an item to be done before
the engine is started.
Such items are as follows:

PARKING BRAKE appears on-screen when the
parking brake remains released.
T/M SHIFT LEVER appears on-screen when the
shift lever is not in the neutral position.
The engine can be started even if PARKING BRAKE

is indicated for emergency use.
FIGURE 31-1. INITIAL MESSAGE SCREEN
This initial message screen is displayed for three

seconds, then i2 INITIAL CHECK1, Figure 31-2.
appears automatically.
If the shift lever is not in NEUTRAL position, it must be

moved to NEUTRAL before the engine can be started.
When the engine is started, this screen automatically

changes to i3 INITIAL CHECK2, (Figure 31-3)
screen. If any controller detects a fault while the i2
screen is displayed, i6 WARNING MESSAGE
screen appears automatically.
i3 INITIAL CHECK2
This screen shows whether the vehicle is ready to go.
When the vehicle is ready, DEPARTURE OK is
displayed. When departure is not acceptable, DEPARTURE WAIT is displayed (Figure 31-3) together
with the reason why departure is not acceptable. The
fault must be corrected before the truck can be operated.
FIGURE 31-2.
The screen displayed after this initial message screen

varies according to the current vehicle status. For
details, see Display able/disable by machine status.
If any controller detects a fault when the ignition key is
turned on, this initial message screen changes to i6
WARNING MESSAGE screen automatically.
FIGURE 31-3.
D31001
MOM Screen Displays
D31-1
Items that may appear are as follows:
i4 NORMAL RUNNING
STRG. PRESSURE TOO LOW appears on-screen

when the steering oil pressure is lower than the preset
level.
This screen (Figure 31-4) shows the current time, the

current payload, the total payload, and the total number of cycles.
ENG. DERATE ON appears on-screen when engine

power is derated.
Note: For ENG. DERATE ON conditions, see i4
NORMAL RUNNING.
The truck is able to depart even if STRG. PRESSURE

TOO LOW or ENG. DERATE ON is indicated for
emergency use.
When the engine is started, i2 is changed to initial
check (i3) automatically.
When the LIGHT OFF switch is pressed, this i3"
screen turns into i7 BACKLIGHT OFF screen.
When MOM detects the vehicle is running, this screen

turns into i4 NORMAL RUNNING screen automatically.
For details of whether vehicle is running, see Display
able/disable by machine status.
If any controller detects a fault while the i3" screen is
displayed, i6 WARNING MESSAGE screen appears
automatically.
FIGURE 31-4.
This i4" screen (once displayed) does not change into
i3 INITIAL CHECK2 screen until the ignition key is
turned off even when the vehicle stops.
Use t2 TIME/DATE SET" screen to set the time
and whether time is displayed or not.
PAYLOAD, TOTAL PAYLOAD, and TOTAL
CYCLE are displayed on-screen only when the
PLMII is installed on the truck.
Change the units of PAYLOAD and TOTAL
PAYLOAD using the t4 UNIT SET screen.
The STRG indicator lights when the i4 screen is

changed from i3 INITIAL CHECK2" screen while the
steering oil pressure (in i3" screen) is too low and
remains until the steering oil pressure exceeds the
preset level and enters the normal pressure range.
When the steering oil pressure which exceeded the
preset level drops below the preset level again, i4"
screen turns into i6 WARNING MESSAGE" screen.
The DERATE indicator lights when the derating conditions are satisfied (when engine power is derated)
and goes off when the derating conditions are removed.
Derating conditions:
When detecting a fault in the engine system listed in
Table 1, the Centry engine controller reduces the
output torque of the engine to protect the engine. This
status is called ENGINE DERATE ON. As the derating condition is satisfied, i6 screen is displayed automatically, the DERATE indicator on i4 screen lights
D31-2
MOM Screen Displays
D31001
No.
ENG. CONDITION
CENSE ERROR
CODE
High exhaust temperature
641 to 648,
651 to 658
Low cylinder power
624 to 628,
631 to 638
High blowby
555
Low oil pressure
143
High coolant temperature
151
Low coolant pressure
233
High oil temperature
214
Low coolant level
235
The value in the PAYLOAD field remains unchanged even when another load is added to
vehicle after loading is completed and before the
load is dumped.
If any data field remains blanked, first dump the
load, start loading again, then dump the load again
after loading is completed.
For additional information on the PLM, refer to Section
M.
If the PLM is defective, data sent from the PLM may
possibly be abnormal and the related data field will be
left blanked.
TABLE 1. ENGINE DERATING CONDITIONS
only when i4 screen is displayed after the fault messages on i6 screen are deleted.
PAYLOAD, TOTAL PAYLOAD, and TOTAL CYCLE data are all sent from the payload meter (PLM).
After the ignition key is turned on, PAYLOAD," TOTAL PAYLOAD, and TOTAL CYCLE fields on i4
screen are left blanked until the PLM sends data to
MOM.
The PLM sends PAYLOAD, TOTAL PAYLOAD,

and TOTAL CYCLE data at the following time:
PAYLOAD data:
The PLM sends payload data continuously to
MOM during loading and stops sending payload
data when loading is completed or when the load
is dumped.
TOTAL PAYLOAD and TOTAL CYCLE data:
When you press the LIGHT OFF switch, i4" screen

turns into i7 BACKLIGHT OFF" screen.
i7 BACKLIGHT OFF
When the BACKLIGHT OFF switch is pressed, nothing
is visible on the screen (as when power to the MOM is
shut off). This function is intended for night use when
reduced illumination is required.
1. Press anywhere on the screen.

a. i2 INITIAL CHECK1" screen appears when
ignition key is turned on (KEY ON") but engine
is not running;
b. i3 INITIAL CHECK2" screen appears when
engine is running (ENGINE ON") but vehicle
is not running; or i4 NORMAL RUNNING" is
displayed when vehicle is running or when 4"
screen is already displayed after vehicle is
running (even when engine is running (ENGINE ON) but vehicle is not moving)
The PLM sends this data to MOM when the load

is dumped completely.
When any controller detects a fault while this screen
is displayed, this screen automatically turns into i6
WARNING MESSAGE" screen with back light on.
Therefore,
If the ignition key is turned off with the vehicle
loaded and the ignition key is turned on again,
PAYLOAD," TOTAL PAYLOAD, and TOTAL
CYCLE fields are left blanked in i4 screen.
When the load is dumped, the PAYLOAD and
TOTAL PAYLOAD values are displayed. The
PAYLOAD field shows a value when loading
starts.
D31001
MOM Screen Displays
D31-3
To Access a Maintenance Information Screen:

The i2 INITIAL CHECK1, i3 INITIAL CHECK2 and
i4 NORMAL RUNNING screens respectively have
two hidden switches. To call a maintenance information screen, you must first call i8 PASSWORD INPUT"
screen by pressing the two hidden switches on the i2,
i3, or i4 screen at the same time.
The two hidden switches are located as shown in

Figure 31-5.
When you enter a correct password in i8 PASSWORD INPUT" screen, you can go to the maintenance information screen i8 PASSWORD INPUT
(See Figure 31-6)
Enter a correct 4-digit password and press the
ENT switch.
The i8 PASSWORD INPUT screen changes to i9
MENU SELECT" screen. Use the keys 1 to 9 of the
10-key pad on the screen to enter a password.
MOM supports five default passwords; 0000, 1111,
2222, 3333, and 4444.
You can set a desired password. To change the password, follow the steps below:
1. Press the box switch placed to the left of
CHANGE PASSWORD. The box lamp lights
and OLD PASSWORD INPUT is displayed.
FIGURE 31-6. PASSWORD ENTRY SCREEN
2. Enter the old password which you want to change

(using the 10-key pad) and press the ENT switch.
When the entered password is valid, NEW
PASSWORD INPUT is displayed.
3. Enter a new password which you want to use from
now on (using the 10-key pad) and press the ENT
switch. ONCE MORE is displayed for reconfirmation.
4. Enter the new password again. If this password
agrees to that entered in step 3, the new password is registered. If the entered password does
not agree with the password entered the first time,
(step 3), ERROR is displayed. Enter a correct
password again.
5. To quit, press the box switch (located to the left of
CHANGE PASSWORD.)
When you press the RET switch, an operator information screen i2, i3" or i4" is called back.
This screen is selected according to the status of
vehicle as shown below.
i2 INITIAL CHECK1" when ignition key is turned
on (KEY ON") but engine is not running.
i3 INITIAL CHECK2" when engine is running
(ENGINE ON") but vehicle is not moving.
i4 NORMAL RUNNING when vehicle is moving
or even when engine is running (ENGINE ON)
but vehicle is not moving after displaying i4
screen.
FIGURE 31-5. HIDDEN SWITCH LOCATION

is displayed, i6 WARNING MESSAGE screen is
automatically displayed.
Note: Only authorized personnel can change the i8
PASSWORD INPUT screen.
D31-4
MOM Screen Displays
D31001
i9 MENU SELECT
MOM supports two maintenance information menus
(see Figure 31-7):
(1) SERVICE MENU
See Display Able/Disable by Model and Optional

Equipment Status.
When you select s1 SERVICE MENU, the s1 SERVICE MENU appears.
When you select t1 PARAMETER SET MENU, t1

PARAMETER SET MENU appears. The t1 menu is
not available while the vehicle is running.
When the RET switch is pressed, i9 MENU SELECT
screen changes to:
screen.
FIGURE 31-7.
The SERVICE MENU screen is used to obtain information of each component on the truck (engine, transmission, brake, suspension, power-train management
controller, electronic display panel, payload meter, tire
management system, etc.) and information on the
whole vehicle.

Information for each component is provided on reference screens such as REAL TIME MONITOR, MACHINE TREND, and FAULT CONDITION and a
MACHINE CHECK screen for checking vehicle hardware.
NOTE: Refer to D34001, Real Time Data Tables for
the information available on each of the Real Time
Data screens for all the controllers (including optional
controllers) in the PMC system
The PARAMETER SET MENU screen is used to

change parameters.
For hierarchy (tree structure) of maintenance information screens, see MOM - Message for Operation and
Maintenance, Tables 2. and 3.
The menu hierarchy varies according to model types,

component types (Komatsu engine or CUMMINS engine) and setting of optional equipment (PLM, TMS,
etc.).
D31001
MOM Screen Displays
D31-5
s1 SERVICE MENU
s2 COMPONENT CHECK MENU
When you select s2 COMPONENT CHECK MENU,

from the s1 SERVICE MENU screen (Figure 31-8), s2
COMPONENT CHECK MENU appears.
When the switch box at the left side of the menu title
s2 component check menu is pressed, the menu
screen in Figure 31-9 appears.
FIGURE 31-8. SERVICE MENU SCREEN
FIGURE 31-9. COMPONENT CHECK MENU
When you select s3 MACHINE INFORMATION

MENU, s3 MACHINE INFORMATION MENU appears.
When the BACK switch is pressed, this screen returns

to s1 SERVICE MENU screen.
When the BACK switch is pressed, this screen turns

into i9 MENU SELECT" screen.
When the RET switch is pressed, this screen changes
to:
i2 INITIAL CHECK1 when the ignition key is
turned on (KEY ON) but engine is not running.
i3 INITIAL CHECK2 when engine is running
(ENGINE ON) but vehicle is not moving.
screen.

to:
i2 INITIAL CHECK1" when the ignition key is
(ENGINE ON) but vehicle is not moving.
screen.

is displayed, i6 WARNING MESSAGE" screen is
The switch boxes of components which are not available according to the setting of the rotary switch of the
transmission controller and DIP switches of the PMC
are displayed light and not selectable.
Equipment Status.
D31-6
MOM Screen Displays
D31001
s211-1/10 to s211-10/10 REAL TIME MONITOR

(ENG.) (for CUMMINS engine)
s21 Engine
s21 CUMMINS ENG. MENU (for the CUMMINS
engine)
s21 KOMATSU ENG. MENU (for the KOMATSU
engine)

(ENG.) (for KOMATSU engine)
The screen in Figure 31-11 shows real time data for
the engine. For details of real time data displayed on
this screen, refer to Real time Data Tables.
FIGURE 31-10.
FIGURE 31-11.
s21 ENGINE is pressed, the selected menu screen,
Figure 31-10, appears.
into s2 COMPONENT CHECK MENU screen.
to:
turned on (KEY ON") but engine is not running.
screen.

Units of data can be changed by t4 UNIT SET" screen.

The switches on the screen have the following functions:
> FWD:
Calls the next real time data screen.
> REV:
Calls the preceding real time data screen.
> HOLD/START:
When this switch is pressed once, its indicator
lights and the current real time data is held (including a delay due to the system response
lag). When this switch is pressed once more,
its indicator goes off and data is displayed in
real time.
to s21 KOMATSU ENG. MENU or s21 CUMMINS
ENG. MENU screen.
to:
Note: When the Cummins engine is used, s212 MACHINE TREND MENU and s213 FAULT CONDITION MENU screens are not available and their
switch boxes are light.

See, Display Able/Disable by Model and Optional

Equipment Status.
i4 NORMAL RUNNING when vehicle is running

but vehicle is not running after displaying i4
screen.
D31001

(ENGINE ON") but vehicle is not running.
MOM Screen Displays
D31-7
s212 MACHINE TREND MENU (ENG.)
s213 FAULT CONDITION MENU (ENG.)
Note: This screen is selectable only when the

KOMATSU engine controller is mounted on vehicle.


Equipment Status.

Equipment Status.
FIGURE 31-12.
FIGURE 31-13.
This screen (Figure 31-12) is used to select an engine

trend menu.

fault condition menu.
When you select a menu and press its switch box, the
selected menu screen appears.
The SELECT switch placed after a menu title (s2122

EXHAUST TEMP and s2123 BOOST PRESS.) is
used to select R (for right) or L (for left) data. R and
L change alternately each time the SELECT switch
is pressed.
When you press the CLEAR switch placed after a

menu title (s2131 FAULT CONDITION), a dialog box
appears to ask whether you really want to delete all
engine fault data.

ENG. MENU screen.
to:

automatically displayed
D31-8
Press the OK switch to delete all engine fault data or

the CANCEL switch not to delete the data.

into s21 KOMATSU ENG. MENU or s21 CUMMINS
ENG. MENU screen.
to:
MOM Screen Displays
D31001
s2131 FAULT CONDITION (ENG.)

This screen is selectable only when the KOMATSU
engine controller is mounted on vehicle.
Press the OK switch to delete the history or the CANCEL switch not to delete the history. The DEL switch
field of the current fault becomes dark and locked. You
cannot delete the fault history by pressing the DEL
switch.
Two faults are displayed on one screen. Move up or
down the screen by the FWD or REV switch to show
another page of faults. TOTAL COUNT OF ERROR
indicates the total number of fault occurrences.
CURRENT SMR indicates the current vehicle standard SMR (Service Meter) hours.
to s213 FAULT CONDITION MENU (ENG.)" screen.
FIGURE 31-14.

to:
This screen shows the history of engine faults. MOM

handles the following data for engine faults:
> CODE:
System fault code


> ERROR CONTENT:

Contents of an engine fault
> FIRST:
> LAST:
> NO. OF OCCUR:
Number of occurrences
The DEL field works as a switch to delete the history

of the fault code. When the DEL field of a fault code
is pressed, a dialog box (Figure 31-15) appears to ask
whether you really want to delete the history of the
data.
FIGURE 31-15.
D31001
MOM Screen Displays
D31-9
s22 TRANSMISSION
When the switch box at the left side of the menu titles
(Figure 31-16) is pressed, the selected menu screen
appears.
s221-1/14 to s221 14/14 REAL TIME MONITOR

(T/M)
This screen (Figure 31-17) shows real time data of the
engine. (For details, refer to Real time Data table.)
FIGURE 31-16.
FIGURE 31-17.

to s2 COMPONENT CHECK MENU screen.
Units of data can be changed by the t4 UNIT SET"

screen.

to:

> FWD: Calls the next real time data screen.

> HOLD/START: When this switch is pressed

once, its indicator lights and the current real
time data is held (including a delay due to the
system response lag). When this switch is
pressed once more, its indicator goes off and
data is displayed in real time.

screen.

> REV:Calls the preceding real time data screen.

to s22 TRANSMISSION MENU screen.
to:
screen.
D31-10
MOM Screen Displays
D31001
s222 MACHINE TREND MENU (T/M)
s2221 L/C ON/OFF COUNT
This screen is used to select a transmission trend

menu.
This screen (Figure 31-19) shows the number of on/off

operations of the lock up clutch.
FIGURE 31-18.
FIGURE 31-19.
is pressed, the selected menu screen appears.


to:

> The START[h] field shows the value of vehicle

standard service meter (SMR) at which L/C
counting started.
> The NOW[h] field shows the value of vehicle
standard service meter (SMR) at which data is
requested.
When the CLEAR switch is pressed, a dialog box

appears to ask whether you really want to delete L/C
ON/OFF COUNT data.
Press the OK switch to delete the data or the CANCEL
switch not to delete the data.
When you press the OK switch to delete the data, the

screen turns into s222 MACHINE TREND MENU
(T/M)" screen.

into s222 MACHINE TREND MENU (T/M)" screen.
to:

D31001
MOM Screen Displays
D31-11
s222E AB-USE COUNT

This screen (Figure 31-20) shows the number of abnormal shift lever operations.

appears to ask whether you really want to delete
DIRECTIONAL SHIFT data and ABNORMAL SHIFT
data.
screen returns to s222 MACHINE TREND MENU
(T/M)" screen.

to s222 MACHINE TREND MENU (T/M)" screen.
to:
FIGURE 31-20.
> DIRECTIONAL SHIFT counts the number of

times the shift lever is moved to the R position
while the vehicle runs forward at a preset
speed or faster, or the number of times the shift
lever is moved to a Forward position while the
vehicle is moving backward at a preset speed
or faster.


> ABNORMAL SHIFT counts the number of

times the shift lever position is changed from
neutral to other ranges while engine speed is
higher than preset value.
The counts are classified into three, F1, F2, and
F3" according to the actual transmission gear position
after abnormal shift operation.
counting started.
requested.
D31-12
MOM Screen Displays
D31001
s223 FAULT CONDITION MENU (T/M)
S2231 FAULT CONDITION (T/M)
This screen (Figure 31-21) is used to select a transmission fault condition menu.
This screen (Figure 31-22) shows the history of transmission faults.
FIGURE 31-21.
FIGURE 31-22.
MOM handles the following data as to transmission

faults:

transmission fault data.
> CODE: System fault code
Press the OK switch to delete all transmission fault

data or the CANCEL switch not to delete the data.
> LAST: Service meter hour of the last occurrence
Data of the current fault is not deleted.


to:

> ERROR CONTENT: Contents of a fault

> FIRST: Service meter hour of the first occurrence
> NO. OF OCCUR.: Number of occurrences
of the fault code. When you press the DEL field of a
fault code, a dialog box appears to ask whether you
really want to delete the history of the data. Press the
OK switch to delete the history or the CANCEL switch
not to delete the history.
The DEL switch field of the current fault becomes dark
and locked. You cannot delete the fault history by
pressing the DEL switch.
One page of the screen displays data of two faults.
You can move up or down the screen by the FWD or
REV switch to show another page of faults.
> TOTAL COUNT OF ERROR indicates the total number of the fault occurrence.
> CURRENT SMR indicates the current vehicle
standard SMR (Service Meter) value.
to s223 FAULT CONDITION MENU (T/M)" screen.
to:
D31001
MOM Screen Displays
D31-13
s23 BRAKE MENU

This screen (Figure 31-23) is selectable only when the
Haulpak brake controller is mounted on the vehicle.

(BRAKE)
FIGURE 31-23.
FIGURE 31-24.

Equipment Status.

Equipment Status.
This screen shows real time data of the brake. For

details of real time data displayed on this screen, see
Real time Data table.

to s2 COMPONENT CHECK MENU screen. When
the RET switch is pressed, this screen changes to:

screen.



screen.


> REV: Calls the preceding real time data screen.

to s23 BRAKE MENU screen. When the RET switch
is pressed, this screen changes to:
screen.
D31-14
MOM Screen Displays
D31001
s233 FAULT CONDITION MENU (BRAKE)
s2331 FAULT CONDITION (BRAKE)


FIGURE 31-26.
FIGURE 31-25.
See Display Able/Display by Model and Optional

Equipment Status.
This screen is used to select a brake fault condition
menu. When you select a menu and press its switch
box, the selected menu screen appears.
brake fault data.
Press the OK switch to delete all brake fault data or
the CANCEL switch not to delete the data. Data of the
current fault is not deleted.
When the the BACK switch is pressed, this screen
returns to s23 BRAKE MENU" screen.
to:


Equipment Status.
This screen shows the history of brake faults. MOM
handles the following data as to brake faults:
not to delete the history. The DEL switch field of the
current fault becomes dark and locked. You cannot
delete the fault history by pressing the DEL switch.
standard SMR (Service Meter) value. When
BACK switch is pressed, this screen returns to
s233 FAULT CONDITION MENU (BRAKE)"
screen.
When RET switch is pressed, this screen changes to:
D31001
MOM Screen Displays
D31-15
s24 SUSPENSION MENU

suspension controller is mounted on vehicle.

(SUSPENSION)
FIGURE 31-27.
FIGURE 31-28.

Equipment Status.

Equipment Status.
This screen shows real time data of the suspension.

For details of real time data displayed on this screen,
refer to Real time Data Tables.

returns to s2 COMPONENT CHECK MENU" screen.
to:

screen.
The screen switches have the following functions:




screen.

to s24 SUSPENSION MENU" screen.

screen.
D31-16
MOM Screen Displays
D31001
s242 FAULT CONDITION MENU (SUS)
s2421 FAULT CONDITION (SUS)

This screen is selectable only when the suspension

controller is mounted on vehicle.
FIGURE 31-29.
FIGURE 31-30.

Equipment Status.

Equipment Status.
This screen is used to select a suspension fault condition menu. When you select a menu and press its
switch box, the selected menu screen appears.
This screen shows the history of suspension faults.

MOM handles the following data as to suspension
faults:

suspension fault data.
Press the OK switch to delete all suspension fault data
or the CANCEL switch not to delete the data. Current
fault data is not deleted.
to:


fault currently occurs becomes dark and locked. You
switch.
standard SMR (Service Meter) value. When the
s242 FAULT CONDITION MENU (SUS)"
screen.
D31001
MOM Screen Displays
D31-17
s25 PMC MENU
s251-1/9 to s251-9/9 REAL TIME MONITOR (PMC)

PMC.
FIGURE 31-31.
FIGURE 31-32.

to s2 COMPONENT CHECK MENU" screen.

refer to Real time Data tables.

to:

screen.

screen.

to s25 PMC MENU" screen.
to:
screen.
D31-18
MOM Screen Displays
D31001
s252 FAULT CONDITION MENU (PMC)
s2521 FAULT CONDITION (PMC)
This screen (Figure 31-33) is used to select a PMC

This screen (Figure 31-34) shows the history of PMC

faults.
FIGURE 31-33.
FIGURE 31-34.
PMC fault data.
Press the OK switch to delete all PMC fault data or the
CANCEL switch not to delete the data. Current fault
data is not deleted.

to:

MOM handles the following PMC fault data:

> CODE: System fault code (ex. E001, E035)
> When BACK switch is pressed, this screen returns to s252 FAULT CONDITION MENU
(PMC)" screen.
When RET is pressed, the screen changes to:
D31001
MOM Screen Displays
D31-19
s26 ELECTRONIC DISPLAY PANEL

MENU

(Electronic Display Panel)

vehicle monitor panel.
FIGURE 31-35.
FIGURE 31-36.


see Real time Data Tables.

to:

screen.



screen.



to s26 ELE. MONITOR MENU" screen.
When RET is pressed, this screen changes to:
screen.
D31-20
MOM Screen Displays
D31001
s262 FAULT CONDITION MENU (ELE. DISPLAY

PANEL)
s2621 FAULT CONDITION (ELE. DISPLAY

PANEL)
This screen (Figure 31-37) is used to select a fault

condition menu of the vehicle monitor panel.
This screen (Figure 31-38) shows the history of vehicle

monitor panel faults.
FIGURE 31-37.
FIGURE 31-38.
MOM handles the following vehicle monitor panel

faults:

vehicle monitor panel fault data.
Press the OK switch to delete all vehicle monitor panel

fault data or the CANCEL switch not to delete the data.
Current fault data is not deleted.

to s26 ELE. MONITOR MENU" screen.


> FIRST: Service meter hour, first occurrence

> LAST: Service meter hour, last occurrence
of the fault code. When the DEL field of a fault code is
pressed, a dialog box appears to ask whether you
Move up or down the screen by the FWD or REV
switch to show another page of faults.
standard SMR (Service Meter) value. When the
s262 FAULT CONDITION MENU (ELE. MONITOR)" screen.
D31001
MOM Screen Displays
D31-21
s27 PLM MENU
s271-1/2 to s271-2/2 REAL TIME MONITOR (PLM)

PLM is mounted on vehicle.


Equipment Status.
FIGURE 31-40.

Equipment Status.
FIGURE 31-39.
This screen shows real time data of the PLM.


to:
(ENGINE ON) but vehicle is not running.
screen.


see Real time Data Tables. Units of data can be
changed by the t4 UNIT SET" screen.
to s27 PLM MENU" screen.
screen.
D31-22
MOM Screen Displays
D31001
s272 CALIBRATION DATA
s28 TMS MENU


TMS is mounted on vehicle.
FIGURE 31-42.
FIGURE 31-41.

Equipment Status.
The s272 CALIBRATION DATA screen shows data
which the payload meter (PLM) used for calibration
(calculation of the empty weight of vehicle). For further
information refer to Payload Meter, Section M.
The units of data can be changed by the t4 UNIT SET"
screen.
to:

D31001

Equipment Status.
(ENGINE ON) but vehicle is not running.
screen.

MOM Screen Displays
D31-23
s281-1/5 to s281-5/5 REAL TIME MONITOR (TMS)
s283 FAULT CONDITION MENU (TMS)


FIGURE 31-43.
FIGURE 31-44.

Equipment Status.

Equipment Status.
This screen shows real time data of the TMS.
This screen is used to select a TMS fault condition


to s28 TMS MENU" screen.
When the RET switch is pressed, this screen
changes to:

TMS fault data.
Press the OK switch to delete all TMS fault data or the
to:


screen.
D31-24
MOM Screen Displays
D31001
s2831 FAULT CONDITION (TMS)
s3 MACHINE INFORMATION MENU

FIGURE 31-45.
FIGURE 31-46.
Equipment Status.
This screen shows the history of TMS faults. MOM
handles the following data for TMS faults:

to s1 SERVICE MENU" screen.
to:

> FIRST: Service meter hour at first occurrence
> LAST: Service meter hour at last occurrence

screen.

> TOTAL COUNT OF ERROR indicates the total number of the fault occurrence,
standard SMR (Service Meter) value. When
BACK is pressed, this screen returns to s283
FAULT CONDITION MENU (TMS)" screen.
D31001
MOM Screen Displays
D31-25
s31 SYSTEM IDENTIFICATION MENU

This screen (Figure 31-47) shows a machine code and
controllers which are mounted on the truck. The
names of the controllers mounted on vehicle are highlighted.

FIGURE 31-47.

to s3 MACHINE INFORMATION MENU" screen.
D31-26
MOM Screen Displays
D31001
s32-1/3 CONTROLLER INFORMATION
BINARY
HEXADECIMAL
BINARY
HEXADECIMAL
This screen (Figure 31-48) shows switch status, software versions, and controller-specific SMR values of
each controller (CENTRY, CENSE, transmission,
electronic display panel, and PMC) on the vehicle.
0000
1000
0001
1001
0010
1010
0011
1011
The CLOCK READ field shows the controller-specific SMR value based on vehicle standard SMR (not
a vehicle standard SMR value).
0100
1100
0101
1101
0110
1110
0111
1111
TABLE 3. BINARY-TO-HEXADECIMAL
CONVERSION TABLE
If the PMC detects (from the position of the Transmission Controller rotary switch settings) an optional feature is not installed on the truck, it will ignore the DIP
switch setting.
Refer to Powertrain Management Controller (PMC),
Dip Switch Settings for additional information concerning the DIP switch settings for the standard and
optional equipment installed on the truck.
FIGURE 31-48.
SEL.SW.STATUS of the PMC

The PMC (Powertrain Management Controller) has
sixteen DIP switches. The status of these DIP switches
is represented in hexadecimal (4F0D) in Figure 31-48.

to:
Table 2. provides an example of how to interpret the

switch settings based on the value shown on the
screen; the hexadecimal value, the binary value, and
the status of the individual DIP switch setting - ON or
OFF. Table 3. lists the hexadecimal to binary conversion values.

on but the engine is not running.

When an optional function or equipment is installed on

the truck, the corresponding DIP switch is set to the
ON position.
Note: The standard and optional equipment installed
on the truck will vary with each truck model and the
optional equipment ordered from the factory.
SWITCH No.
2-8
2-7
2-6
2-5
2-4
2-3
2-2
2-1
1-8
1-7
1-6
1-5
1-4
1-3
1-2
1-1
ON/OFF Status
OFF
ON
OFF
OFF
ON
ON
ON
ON
OFF
OFF
OFF
OFF
ON
ON
OFF
ON
Binary Notation
(1 = ON, 0 = OFF)
Hexadecimal
Notation
Value Displayed
on screen
0100
1111
0000
1101
4F0D
TABLE 2.
D31001
MOM Screen Displays
D31-27

This screen (Figure 31-49.) shows controller information of a Payload Meter (PLM) installed on the truck.
No value is displayed if the PLM is not installed.
MODEL
SELECTION
SWITCH No.
(C0: MACHINE
CODE)
MODEL
HD1200-1 STD Large-tire CUMMINS

ENGINE
HD785-3 STD Large-tire KOMATSU ENGINE
HD465-5 STD Small-tire KOMATSU ENGINE
4
5
FIGURE 31-49.
HD325-6 QUARRY Large-tire KOMATSU

ENGINE
HD985-3 STD 30.00-51 KOMATSU ENGINE

ENGINE
730E

to s3 MACHINE INFORMATION MENU screen.
930E
530M

to:
330M
830E

TABLE 5. MODEL SELECTION CODE

MENU ITEM
TRIMMER
GAIN(%)
DESCRIPTION
REMARKS
Gain adjusted by payload gain adjustment trimmer

(Located on the left side of the PLM)
80% TO 120%
Bit 0: Use/non-use of memory card (1: Not used, 0: Used)
Bit 1: Use/non-use of inclination meter (1: Not used, 0: Used)
DIP_STAT
DIP switch status
SR
DR
Speed regulation
Distance correction
Bit 4 to bit 7: Not used

(0 to F): 0:107%, 7:100%, F:92%
(0 to F): 0:107%, 7:100%, F:92%
CO
SOFT VER.
REVISION
Machine code
Version of PLM software
Revision of PLM software
(0 to F): Refer to Table 5.

0 to 255
0 to 255
DATE
Current date and time
Bit 2: Weight unit system (1: Metric ton, 0: Short ton)

Bit 3: Auxiliary switch (1: UP, 0: DOWN)
TABLE 4. PLM CONTROLLER INFORMATION SCREEN
D31-28
MOM Screen Displays
D31001
s33 OPTIONAL FUNCTION INFORMATION
suspension and brake controllers on the vehicle.
This screen (Figure 31-51) shows whether optional

functions are installed or not. The name of each installed option is highlighted.
FIGURE 31-50.
FIGURE 31-51.



to:

to:




screen.

D31001
MOM Screen Displays
D31-29
s34 HISTORY OF USE

This screen (Figure 31-52) shows the time of the latest
parameter change.
SUSPENSION MODE SET

When the set value of the suspension mode is
changed at the t35 SUSPENSION MODE SET"
screen


to:
FIGURE 31-52.
When a parameter is changed by a related screen, the

value of the vehicle standard service meter (SMR) at
that time is recorded.
*ENG.,T/M PATTERN SELE,-ENG.
When the pattern in the engine controller is
changed at the t31 ENG.,T/M PATTERN SELECT" screen.

screen.

*ENG.,T/M PATTERN SELE,-T/M.

When the pattern in T/M controller is changed at
the t31 ENG.,T/M PATTERN SELECT" screen.
*Note: The ENG.,T/M PATTERN SELE,-ENG. and

ENG.,T/M PATTERN SELE, -T/M. fields show values only when the KOMATSU engine is installed.
SPEED LIMITER (LOADED)
When the set value of maximum speed, loaded is
changed at the t32 SPEED LIMITER" screen.
SPEED LIMITER (EMPTY)
When the set value of maximum speed, empty is
T/M GEAR SELECT
When the set value of the maximum transmission
gear is changed at the t33 T/M GEAR SELECT"
screen.
T/M GEAR SELECT (BODY UP)
gear at body up is changed at the t34 T/M GEAR
SELECT (BODY UP)" screen
D31-30
MOM Screen Displays
D31001
t1 PARAMETER SET MENU
t2 TIME/DATE SET
This screen (Figure 31-54) is used to set the date and

time to be displayed on the i4 NORMAL RUNNING"
screen.
FIGURE 31-53.
FIGURE 31-54.
Procedure to set a date and a time:

to i9 MENU SELECT" screen.

to:
screen.

Note: The switch box t5 TMS SET MENU is light and

not selectable when the TMS is not used and the
appropriate PMC DIP switch is set to OFF. Refer to
Display Able/Display by Model and Optional Equipment Status.
1. Press the SET switch. The cursor appears on the

DAY field.
2. Move and position the cursor on a field (DAY,
MONTH, YEAR, or TIME) whose value you want
to change by using the left or right arrow switches.
3. Increase or decrease the value by pressing the
+ or - switch until the desired value appears.
Hold down the + or - switch to change the
value continuously.
4. Press the ENT switch to register the date and time
or the CANCEL switch to cancel registration.
To stop displaying of the time and date on i4" screen,
press the DISPLAY OFF switch. DISPLAY OFF
turns to DISPLAY ON. To display the time and date
on i4" screen, press the DISPLAY ON switch. DISPLAY ON turns to DISPLAY OFF.
to t1 MENU SELECT" screen. When the RET switch
screen.
D31001
MOM Screen Displays
D31-31
t3 TRAVEL MODE MENU

t31 ENG., T/M PATTERN SELECT

(Komatsu Engine Only)
KOMATSU engine controller is installed on the vehicle.
FIGURE 31-55.
FIGURE 31-56.

to t1 MENU SELECT" screen.
Refer to Display Able/Display by Model and Optional

Equipment Status.

to:
This screen is used to select an engine torque curve

and transmission shift schedule (ENG.-T/M pattern).

MOM supports three ENG.-T/M patterns. Select a

desired ENG.-T/M pattern and press its switch box
(under PATTERN). When the pattern is selected, its
indicator (placed before the switch box) lights.

screen.

Note: The switch boxes of components which are not

available (according to the setting of the rotary
switches on the transmission controller and DIP
switches on the PMC) are light and not selectable.
Equipment Status.
D31-32

to:
screen.
MOM Screen Displays
D31001
t32 SPEED LIMITER
t33 T/M MAX GEAR SELECT
This screen (Figure 31-57) is selectable only when a

maximum speed limit is set by the DIP switches on the
PMC.
This screen (Figure 31-58) is used to select a maximum transmission gear position (F4, F5, F6, or F7).
FIGURE 31-57.
FIGURE 31-58.
When entering this screen, current set values at

loaded and empty are indicated. Refer to Display
Able/Display by Model and Optional Equipment
Status.
When entering this screen, the indicator for the current

maximum gear is turned on.
Select a gear position (F4, F5, F6, or F7) and press its
switch box.
Specify a maximum speed limit when vehicle is fully

loaded and a maximum speed limit when vehicle is
empty using the procedure below.
When the gear position is selected, its indicator (above

the switch box) is turned on.
Procedure to change a speed limit value:

1. Select a desired item LOADED or EMPTY and

press its SET switch. The cursor appears in the
entry field of the item.
2. Change the value by increasing or decreasing it
by the + or - switch.
3. Press the ENT key to register the set value or the
CANCEL switch to cancel registration of the
value.
to the t3 MENU SELECT" screen. When the RET
switch is pressed, this screen changes to:
screen.

to:
screen.
Note: F7 is set as a default value when the truck is
shipped from the factory.

D31001
MOM Screen Displays
D31-33
t34 T/M MAX GEAR SELECT (BODY UP)
t35 SUSPENSION MODE SET
This screen (Figure 31-59) is used to select a maximum transmission gear position (F1, F2, or F3) for the
body-up maximum speed and to enable or disable
selection of REVERSE when the body is raised.

optional suspension controller is mounted on vehicle.
Equipment Status.
FIGURE 31-59.
FIGURE 31-60.
When entering this screen, the currently set values are
turned on.
Select a gear position (F1, F2, or F3) and press its
switch box. When the gear position is selected, its
indicator (above the switch box) is turned on.
To enable (OK) or disable (NO) selection of the reverse
position at body up, press the OK or NO switch. When
the selection is set, its indicator (above the switch box)
is turned on.
When entering this screen, the currently set value is

turned on.
Select a suspension mode (SOFT, MEDIUM, HARD,
or AUTO) and press its switch box. When the selected
mode is set, its indicator (above the switch box) is
turned on.


to:

to:





screen.

screen.
Note: F1 and NO are set as default values when
the truck is shipped from the factory.
D31-34

Note: AUTO is set as a default value when shipped
from the factory. Damping forces are fixed in the
SOFT, MEDIUM, and HARD modes. In the AUTO
mode, the damping force varies according to vehicle
conditions.
MOM Screen Displays
D31001
t4 PARAMETER UNIT SET
t5 TMS SET MENU
This screen (Figure 31-61) is used to set the units of

measurement for items displayed on the screen.

TMS is installed on the vehicle. Refer to Display
Status.
FIGURE 31-61.
FIGURE 31-62.
Procedure to change units:
1. Select an item whose unit you want to change and
2. Press the UP or DOWN arrow key until a desired
unit appears in the entry field.
3. Press the ENT key to register the selected unit or
the CANCEL switch to cancel unit change.
The following units are available:
> SPEED/DISTANCE: km/h (km), mile/h (mile)
> PRESSURE: MPa, kg/cm2, kpsi
> TEMPERATURE: F, C
> VOLUME: us.Gal, l
> WEIGHT: us.ton, ton, klb
to t1 MENU SELECT" screen. When the RET switch
to:
screen.


screen.
is displayed, i6 WARNING MESSAGE" is displayed.
Note: Initially, mile/h, kpsi, C, us.Gal, and
us.ton are set as default values.
D31001
MOM Screen Displays
D31-35
t51 TIRE PRESSURE LIMIT SET
The following tire numbers are available:

TMS is mounted on vehicle. Refer to Display
Status.
TIRE No.
1
2
3
4
5
6
LOCATION
FR (front right side)
FL (front left side)
RRR (outer side of rear right)
RRL (inner side of rear right)
RLR (inner side of rear left)
RLL (outer side of rear left)
Units of data can be changed on the t4 UNIT SET"

screen.
to:
FIGURE 31-63.
Set the maximum and minimum air pressures of each

tire using the procedure below:
1. Select a tire number by pressing the UP or DOWN

arrow key on TIRE No." line.
2. Select a MAX. LIMIT or MIN. LIMIT item and
press the ENT key. The cursor appears in the
3. Press the UP or DOWN key until a desired value
appears in the entry field.

screen.

4. Press the ENT switch to register the selected

value or the CANCEL switch to cancel the setting.
D31-36
MOM Screen Displays
D31001
t52 TIRE TEMPERATURE LIMIT SET

Status.
TIRE No.
1
2
3
4
5
6
LOCATION

screen.
to:
FIGURE 31-64.

arrow key on TIRE No. line.

screen.

D31001
MOM Screen Displays
D31-37
t53 CORRELATION CONSTANTS SET

Status.
Tire No.
1
2
3
4
5
6
LOCATION

to the t5 MENU SELECT" screen.
to:
FIGURE 31-65.
Set the correlation constants (SLOPE and OFFSET)

using the procedure below:

arrow key on the TIRE No." line.

screen.


D31-38
MOM Screen Displays
D31001
t54 TMS CLOCK SET

TMS system is installed. Refer to Display Able/Display by Model and Optional Equipment Status.

to:
screen.
FIGURE 31-66.
This screen is used to set the date and time for the tire
management system (TMS) using the procedure below:
DAY field.
to change by pressing the left or right arrow key.
+" or - switch until a desired value appears.
value continuously.
D31001
MOM Screen Displays
D31-39
t55 ID CODE SET

TMS system is installed. Refer to Display Able/Display by Model and Optional Equipment Status.

to:
screen.

FIGURE 31-67.
This screen is used to set the ID code for the tire

management system (TMS).
Procedure to set the ID code:
1. Press the SET switch. The cursor appears in the
leftmost digit of the ID CODE entry field.
2. Enter a 3-digit code using the 10-key pad.
3. Press the ENT switch to register the new ID code
or the CANCEL switch to cancel the ID code
setting.
D31-40
MOM Screen Displays
D31001
DAD -- DATA ACQUISITION DEVICE

INTRODUCTION
HARDWARE HOOKUP
The Data Acquisition Device (DAD) is a personal

computer and software which can be connected to the
truck through the Powertrain Management Controller
(PMC) and is used to display data related to truck
systems status, history of operational data, and perform troubleshooting procedures.
Figure 32-1 illustrates the DAD hookup and its relation

to the truck control systems. The DAD unit is connected to the truck at the PMC Interface connector (3,
Figure 32-2) located above the windshield, in the Overhead Display area, using a special RS232C communication cable attached to the serial port of the DAD
unit.
Table 1. lists the pins used and shows the connector
for the DAD serial port end of the communication
cable.
PIN No.
SYMBOL
TYPE
CD
Input
Carrier Detect
RD
Input
Receive Data
SD
Output
Send Data
DTR
Output
Data Terminal Ready
GND
DSR
Input
Data Set Ready
7
8
RS
CS
Output
Input
Request to Send
NAME
Ground
Clear to Send
Not Used
FIGURE 32-1. DAD HOOKUP DIAGRAM
TABLE 1. RS232C CONNECTOR CIRCUITS
FIGURE 32-2. CAB OVERHEAD DISPLAY AREA

2. MOM Display Panel
3. PMC Interface Connector
1. Overhead Display Panel
D32001
DAD - Data Acquisition Device
D32-1
SOFTWARE
4. Turn the key switch on.
The DAD software functions are divided into two categories:
5. Double click the DAD icon in the DAD program

group window and the DAD start screen should
appear.
Service Menu
Note: To operate the software, a password must be

entered before the system can be accessed. When a
correct password is entered, the MAINTENANCE INFORMATION MENU will be displayed. Refer to DAD
Screen Displays -- Password Input.
Parameter Set Menu
Installation Requirements
The following hardware and software is required to
allow the use of DAD to communicate with the truck:
Microsoft Windows Version 3.1
A personal computer with a 486DX2 (or higher)
processor, 640 KB of conventional memory plus
8 MB of extended memory.
The computer must also be equipped with an
RS232C serial port and a floppy disk drive.
A display adapter supported by Windows
A printer supported by Windows
A mouse supported by Windows
DAD software package
SYSTEM FUNCTION NOTES:

Service Meters (SMR)
The service meter (SMR) value on the Electronic
Display Panel is defined as a vehicle standard SMR
value (in hours). Vehicle standard SMR value counts
up only while the engine is running. The service meter
located in the lower right corner of the Electronic
Display Panel counts up only while the engine is
running and is independent of the vehicle standard
SMR value.
DAD handles the vehicle standard SMR but not the
service meter shown in the lower right corner of the
Electronic Display Panel.
Installing the Software

1. Start Windows 3.1.
2. Insert the DAD setup disk in the floppy drive.
3. From the File menu in Program Manager or File
Manager, choose RUN.
a. In the command line box, type the path and the
name of the program file: SETUP.EXE
For example, if the floppy drive is the A: drive,
type A:setup.exe
b. Choose OK or press ENTER.
4. Follow the instructions on the screen.
5. A DAD (Data Acquisition Device) group will be
created in the Program Manager window.
Starting the Software Program
1. Confirm the RS232C communication cable is
connected properly. (Refer to Figure 32-1, and
32-2.)
2. Turn the computer power switch on.
3. If necessary, start Windows. Program Manager
should be displayed on the screen.
D32-2
Refer to Tables 2 and 3 for a list of the menu screens

available.
The count value of the vehicle standard SMR in the

Electronic Display Panel is sent to the other controllers
(Komatsu engine controller if installed, transmission
controller, suspension controller, PMC, etc.) connected to the vehicle network.
The SMR value stored by the controllers except for the
Electronic Display Panel is the value sent from the
Electronic Display Panel as the vehicle standard SMR
value.
Each controller (except for the Electronic Display
Panel) has its own SMR (controller-specific SMR) in
addition to the vehicle standard SMR.
The vehicle standard SMR copies the value of the
vehicle standard SMR of the Electronic Display Panel
controller, but the controller-specific SMR counts up
just when the vehicle standard SMR counts up.
The controller-specific SMR is mainly used to record
how much time has elapsed since the controller was
placed in service. For example, when a controller has
been replaced on the truck, it will report only its own
hours of operation since installation, not total truck
hours.
D32001
Display Able/disable By Machine Status

In some vehicle states, SERVICE MENU and PARAMETER SET MENU screens are not available.
Screen names (switches) which are not available are
displayed lightly on the menu screen. (The screens
cannot be selected by pressing the screen names
(switches)).
When the status of the vehicle changes and the screen
which you are monitoring becomes unavailable, DAD
exits the screen automatically and displays a higher
but closest screen available in the hierarchy of the
menu.
MAINTENANCE INFORMATION (SCREEN

HIERARCHY)
The tables on the following pages illustrate the screens
available under the Service Menu (Table 2.) and Parameter Set Menu (Table 3.). The availability of the
screens depends on the vehicle status (vehicle state).
(Refer to Display Able/disable By Machine Status.)
The following notes on the charts indicate the screens
available according to vehicle status:
1
Available when vehicle status is KEY ON but not

available when vehicle status is ENGINE ON
and RUNNING.
Available when vehicle status is KEY ON and

ENGINE ON but not available when vehicle
status is RUNNING.
Available when vehicle status is KEY ON, ENGINE ON and RUNNING.
Vehicle State
DAD supports the following vehicle status:
KEY ON: The ignition key is turned on but engine
is not started.
ENGINE ON: The engine is running but the truck
is stationary.
RUNNING: The vehicle is running (the transmission gear is not in the NEUTRAL position or the
speed of the truck is 2 km/h or more.)
For example, when the engine is started while s2221

L/C ON/OFF COUNT screen is displayed after the
ignition key is turned on, vehicle status changes to
ENGINE ON. DAD will then exit the current screen
when the vehicle status changes and display a higher
level screen as shown in the example below:
A higher level screen, closest to screen s2221 in
the hierarchy is s222 MACHINE TREND MENU
(T/M) (see Table 2.) but this screen is not available when the vehicle state changes to ENGINE
ON. The next higher level screen would be s22
TRANSMISSION MENU and would therefore be
displayed next since this screen is available in the
ENGINE ON state.
D32001
D32-3
TABLE 2. DAD DISPLAY SCREENS ---- SERVICE MENU

(s1) SERVICE MENU3
(s2) COMPONENT CHECK MENU3
(s21) CUMMINS ENG. MENU or KOMATSU ENG. MENU3
(s211-1/10) to (s211-10/10) REAL TIME MONITOR (ENG.) (CUMMINS)3
(s211-1/9) to (s211-9/9) REAL TIME MONITOR (ENG.) (KOMATSU) 3
(s212) MACHINE TREND MENU (ENG.) 1
(KOMATSU, CUMMINS)
(s2121) LOAD RATIO 1
(KOMATSU ONLY)
(s21211) LOAD RATIO 1
(KOMATSU ONLY)
(s2122) OPERATION RATIO 1
(KOMATSU ONLY)
(s21221) OPERATION RATIO 1
KOMATSU ONLY)
(s2123) OIL PRESSURE AT RATED 1
(KOMATSU ONLY)
(s21231) OIL PRESSURE AT RATED 1

(s2124) BLOW-BY PRESSURE AT RATED
(s21241) BLOW-BY PRESSURE AT RATED 1

(s2125) EXHAUST TEMPERATURE 1
(KOMATSU ONLY)
(KOMATSU ONLY)
(KOMATSU ONLY)
(KOMATSU ONLY)
(S21251) EXHAUST TEMPERATURE 1
(KOMATSU ONLY)
(s2126) EXHAUST TEMPERATURE AT RATED 1
(KOMATSU ONLY)
(s21261) EXHAUST TEMPERATURE AT RATED 1
(KOMATSU ONLY)
(s2127) WORKING HISTORY MAP (ENG.) (ALL HISTORY)
(CUMMINS, KOMATSU)
(s2127) WORKING HISTORY MAP (ENG.) (SPECIFIC HISTORY)
(CUMMINS, KOMATSU)
(s213) FAULT CONDITION MENU (ENG.)1
(KOMATSU ONLY)
(KOMATSU ONLY)
(KOMATSU ONLY)
(s2132-1) to (s2132-5) SNAP-SHOT READING (ENG.)1

(s214) MACHINE CHECK MENU (ENG.) 2
(s2141) ENGINE CONSTANT SPEED (ENG.) 2
(s21411) REAL TIME MONITOR MENU (ENG.) 3
REAL TIME MONITOR 3
(KOMATSU ONLY)
(CUMMINS, KOMATSU)
(CUMMINS, KOMATSU)
(CUMMINS, KOMATSU)
(CUMMINS, KOMATSU)
(s2142) NO-INJECTION CRANKING 1

(s22) TRANSMISSION MENU 3
(s221-1/14) to (s221-14/14) REAL TIME MONITOR 3
(s222) MACHINE TREND MENU (T/M) 1
(s2221) L/C ON/OFF COUNT 1
(s2222) SHIFT COUNT MAP 1
(s2223) CALORIFIC VALUE Q OF CLUTCH 1
(s2224) MAX CALORIFIC VALUE qmax OF CLUTCH 1
(s2225) Qq Max OF CLUTCH 1
(s2226) SLIDING TIME OF CLUTCH 1
(s2227) T/M LUBRICATING OIL TEMP 1
(s2228) CLUTCH DISK SPEED OF REVOLUTION 1
(s2229) CLUTCH PLATE TEMPERATURE RISE 1
(s222A) CLUTCH PLATE MAX TEMPERATURE 1
(s222B) INTERVAL OF CLUTCH ON/OFF 1
(s222C) T/C OUTPUT OIL TEMPERATURE 1
(s222D) WORKING HISTORY MAP (T/M) 1
(s222E) AB-USE COUNT 1
(s222F) BUILDUP 3 MODULATION 1
(s222G) WEAR CHECK FOR CLUTCH DISK 1
D32-4
D32001
TABLE 2. DAD DISPLAY SCREENS ---- SERVICE MENU (Continued)

(s223) FAULT CONDITION MENU (T/M) 3
(s2231) FAULT CONDITION (T/M) 1
(s2232) SNAP-SHOT READING MENU (T/M) 1
(s2232-1) to (s2232-5) SNAP-SHOT READING 1
(s224) MACHINE CHECK MENU (T/M) 2
(s2241) T/M MANUAL SHIFT 3
(s2242) T/M MANUAL SHIFT CHECK 3
(s2243) T/M CONTROLLER OUTPUT CHECK 1
(s2244) T/M TRAVEL CHECK 3
(S23) BRAKE MENU 3
(s231-1/3) to (s231-3/3) REAL TIME MONITOR (BRAKE) 3
(s232) MACHINE TREND MENU (BRAKE) 1
(s2321)
(s2322) FRONT BRAKE COOLING OIL TEMP (TEMP. FREQ.) 1
(s2323) REAR BRAKE COOLING OIL TEMP (TEMP. FREQ.) (R) 1
(s2324) REAR BRAKE COOLING OIL TEMP (TEMP. FREQ.) (L) 1
(s2325) WORKING HISTORY MAP (BRAKE) 1
(s233) FAULT CONDITION MENU (BRAKE) 3
(s2331) FAULT CONDITION (BRAKE) 1
(s2332) SNAP-SHOT READING MENU (BRAKE) 1
(s2332-1) to (s2332-5) SNAP-SHOT READING (BRAKE) 1
(s234) MACHINE CHECK MENU (BRAKE) 3
(s2341) BRAKE OIL CHECK 3
(s2341-1) FRONT BRAKE OIL COOLING TEMPERATURE 1
(s2341-2) REAR BRAKE OIL COOLING TEMPERATURE (RIGHT) 1
(s2341-3) REAR BRAKE OIL COOLING TEMPERATURE (LEFT) 1
(s2341-4) FRONT OPERATIONAL PRESSURE 1
(s24) SUSPENSION MENU 3
(s241-1/4) to (s241-4/4) REAL TIME MONITOR (SUS) 3
(s242) FAULT CONDITION MENU (SUS) 1
(s2421) FAULT CONDITION (SUS) 1
(s25) PMC MENU 3
(s251-1/9) to (s251-9/9) REAL TIME MONITOR (PMC) 3
(s252) FAULT CONDITION MENU (PMC) 3
(s2521) FAULT CONDITION (PMC) 1
(s2522) SNAP-SHOT READING MENU (PMC) 1
(s2522-1) to (s2522-5) SNAP-SHOT READING (PMC) 1
(s26) ELECTRONIC DISPLAY MENU 3
(s261-1/5) to (s261-5/5) REAL TIME MONITOR (PANEL) 3
(s262) FAULT CONDITION MENU (PANEL) 1
(s2621) FAULT CONDITION (PANEL) 1
(s27) PLM MENU 3
(s271-1/2) to (s271-2/2) REAL TIME MONITOR (PLM) 3
(s272) CALIBRATION DATA (PLM) 1
D32001
D32-5
TABLE 2. DAD DISPLAY SCREENS ---- SERVICE MENU (Continued)

(s28) TMS MENU 3
(s281-1/5) to (s281-5/5) REAL TIME MONITOR (TMS) 3
(s282) MACHINE TREND MENU 1
(s2821) FIELD STRENGTH HISTORY 1
(s2822) TIRE PRESSURE HISTORY 1
(s2823) TIRE TEMPERATURE HISTORY 1
(s283) FAULT CONDITION MENU (TMS) 1
(s2831) FAULT CONDITION (TMS) 1
(s3) MACHINE INFORMATION MENU 3
(s31) SYSTEM IDENTIFICATION 3
(s32-1/3) to (s32-3/3) CONTROLLER INFORMATION 3
(s33) OPTIONAL FUNCTION INFORMATION 3
(s34) HISTORY OF USE 3
TABLE 3. DAD DISPLAY SCREENS ---- PARAMETER SET MENU

(t1) PARAMETER SET MENU 2
(t2) TIME/DATE SET 2
(t3) TRAVEL MODE MENU 2
(t31) ENG., T/M PATTERN SELECT 1
(t32) SPEED LIMITER 1
(t33) T/M MAX GEAR SELECT 2
(t34) MAX GEAR SELECT (BODY UP) 2
(t35) SUSPENSION MODE SET 2
(t4) PARAMETER UNIT SET 2
(t5) TMS SET MENU 2
(t51) TIRE PRESSURE LIMIT SET 2
(t52) TIRE TEMPERATURE LIMIT SET 2
(t53) CORRELATION CONSTANTS SET 2
(t54) TMS CLOCK SET 2
(t55) ID CODE SET 2
(t6) USER DATA INPUT 2
D32-6
D32001
Display Enable/Disable by Truck Model and

Optional Equipment Status
Screen names (switches) which are not available (due
to model and option settings) are displayed lightly on
the menu screen to indicate they are not applicable
and functional.
SCREENS
(s211-1/10) to (s211-10/10)
(s211-1/9) to (s211-9/9)
The truck model the DAD is being used on and whether

or not optional equipment and controllers are installed
on the truck is determined by the setting of two rotary
switches located on the transmission controller and
sixteen DIP switches located on the PMC. Refer to
PMC System for information regarding the switch
settings.
(s2121), (s21211), (s2122)

(s21221), (s2123), (s21231),
(s2124)
(s21241), (s2125), (s21251),
(s2126), (s21261)
Table 4. lists the screens available according to the

Controllers, engine options etc.
(s212), (s2127), (s214), (s2141)
(s213), (s2131), (s2132),

(s2132-1) to (s2132-5)
SCREEN DISPLAY
CONDITIONS
CUMMINS engine
controller is used
KOMATSU engine
controller is used
KOMATSU engine
controller is used
KOMATSU engine
controller is used
CUMMINS or KOMATSU
engine controller is used
KOMATSU engine
controller is used
(s2142)
(s23), (s231-1/3) to (s231-3/3)
(s232), (s2322), (s2323), (s2324),
(s2325)
(s233), (s2331), (s2332)
SCREEN DISPLAY
CONDITIONS
SCREENS
(PASSWORD INPUT)
(i3)
(s1), (s2)
(s3)
(s2332-1) to (s2332-5)

HAULPAK brake
controller is used
(s234), (s2341),
(s2341-1) to (s2341-5)
used
DIP switch SW1-3 of the
PMC (PLM setting)
(s27), (s271-1/2), (s271-2/2), (s272)
ON:Screen available
(s24), (s241-1/4) to (s241-4/4)
(s242), (s2421)
(s21)
(s22)
(s221-1/14) to (s221-14/14)
(s222), (s2221), (s2222), (s2223),
(s2224), (s2225), (s2226), (s2227),
(s2228), (s2229), (s222A), (s222B),
(s222C), (s222D), (s222E), (s222F),
(s222G)
(s223), (s2231), (s2232)
(s2232-1) to (s2232-5)
Always available for
(s224), (s2241), (s2242), (s2243),
vehicle equipped with
(s2244)
PMC.
(Not dependent on model
(s25), (s251-1/9) to (s251-9/9)
and option settings)
(s252), (s2521), (s2522)
(s2522-1) to (s2522-5)
(s253), (s2531)
(s28), (s281-1/5) to (s281-5/5)

(s282), (s2821), (s2822), (s2823)
(s283), (s2831)

KOMATSU engine
controller is used
PMC (Maximum speed
limit setting)
(t31)
(t32)
(s26), (s261-1/5) to (s261-5/5)

(s262), (s2621)
(t35)
(s31)
(s32-1/3), (s32-2/3), (s32-3/3)
(s33), (s34)
(t1), (t2)
(t3), (t33), (t34)
(t4)
(t6)

PMC (Tire management
system setting)
(t5), (t51), (t52), (t53), (t54), (t55)

used
PMC (Tire management
system setting)
TABLE 4 (Continued)
TABLE 4.
D32001
D32-7
SCREEN DATA
Fault condition data
Real Time Data

Real time data is the current input and output data
values of each controller on the truck. Real time data
is updated every 0.2 second.
The real time data of each controller is displayed on
the real time monitor screen of each controller. Each
real time monitor screen has several pages. The
actual number varies with the number of data items
available to the controller. You can scroll up or down
the screen by the FWD or REV switches on the real
time monitor screen to call a desired page. It may take
a few seconds before data appears on the selected
page because DAD switches data sent from the PMC
each time screen pages are changed. Be sure to
change screen pages after data appears on the current
selected page.
Fault condition data is the record of errors which have

occurred. DAD supports the fault condition screens
listed in Table 6.
DATA ITEM
SCREENS
Engine related items
s2131
FAULT CONDITION
Transmission related items
s2231
FAULT CONDITION
Brake related items
s2331
FAULT CONDITION
Suspension related items
s2421
FAULT CONDITION
PMC, CUMMINS ENG, PLM

related items
s2521
FAULT CONDITION

related items
s2621
FAULT CONDITION
TMS related items
s2831
FAULT CONDITION
TABLE 6. FAULT CONDITION DATA
Real time data information available and the applicable

screens are listed in Table 5.
DATA
SCREENS
s211-1/10 to 10/10 (CUMMINS)

s211-1/9 to 9/9 (KOMATSU)
Transmission related
items
s221-1/14 to 14/14
Brake related items
s231-1/3 to 3/3
Suspension related items
s241-1/4 to 4/4
PMC related items
s251-1/9 to 9/9
Snap-Shot Data

related items
s261-1/5 to 5/5
PLM related items
s271-1/2 to 2/2
TMS related items
s281-1/5 to 5/5
If a serious fault occurs in the PMC system, the appropriate controller records the input and output data for
a few seconds before and a few seconds after the fault
occurs.
DAD can then be used to download this information
and display the data in graph form. DAD supports the
snap-shot screens listed in Table 7.
TABLE 5. REAL TIME DATA INFORMATION
DATA ITEM
Transmission related
items
Brake related items
All related items
SCREENS
s2132 Snap-Shot Reading Menu
s2132-1 to 5 Snap Shot Reading
TABLE 7. SNAP-SHOT DATA
D32-8
D32001
Machine Trend Data

Machine trend data is the data collected and recorded
continuously for predicting trends (e.g. data which is
displayed graphically or a count of specified events).
DATA ITEM
ENGINE
RELATED
ITEMS
TRANSMISSION
RELATED
ITEMS
DAD supports the trend data screens listed in Table 8.
SCREENS
CONTENTS
s2121
LOAD RATIO
Load ratio graph
s21211
LOAD RATIO
Load ratio graph
s2122
OPERATION RATIO
Operation ratio graph
s21221
OPERATION RATIO
Operation ratio graph
s2123
OIL PRESSURE AT RATED
s21231
OIL PRESSURE AT RATED
s2124
BLOW-BY PRESS AT RATED
s21241
BLOW-BY PRESS AT RATED
Blow-by press at rated graph
s2125
EXHAUST TEMPERATURE
Exhaust temperature graph
s21251
EXHAUST TEMPERATURE
Exhaust temperature graph
s2126
EXHAUST TEMP AT RATED
Exhaust temp at rated graph
s21261
EXHAUST TEMP AT RATED
Exhaust temp at rated graph
s2127
WORKING HISTORY MAP
Working history map
s2221
L/C ON/OFF COUNT
Number of lock up clutch

operations
s2222
SHIFT COUNT MAP
Map of shift count
s2223
CALORIFIC VALUE Q OF CLUTCH
Graph for analysis with clutch
s2224
MAX CALORIFIC VALUE Q OF CLUTCH
max
(KOMATSU
ENGINE
ONLY)
Oil pressure at rated graph

Oil pressure at rated graph
Blow-by press at rated graph
s2225
Qq
OF CLUTCH
s2226
SLIDING TIME OF CLUTCH
s2227
T/M LUBRICATING OIL TEMPERATURE
s2228
CLUTCH DISK SPEED OF REVOLUTION
s2229
CLUTCH PLATE TEMPERATURE RISE
s222A
CLUTCH PLATE MAX TEMPERATURE
s222B
INTERVAL OF CLUTCH ON/OFF
s222C
T/C OUTPUT OIL TEMPERATURE
s222D
WORKING HISTORY MAP
Map of torque-t/m input speed
s222E
AB-USE COUNT
Number of abnormal operations
s222F
BUILDUP 3 MODULATION
s222G
WEAR CHECK FOR CLUTCH DISK
Graph for clutch wear check
TABLE 8. MACHINE TREND DATA
D32001
D32-9
Machine Check
Event Recorder
Machine Check checks PMC System component

hardware. DAD supports the machine check screens
listed in Table 9.
The s253 EVENT RECORDER screen shows the

record of faults which have occurred and the order in
which they occurred. This screen displays the following data:
> CODE:
System fault code
> DATE:
Date when fault occurred
> TIME:
Time fault occurred
> AC:
Action code
(1 to 7 representing type of
repair action)
> MAX/MIN
Maximum or minimum
value of data
> DUR:
Duration the fault was active
> SS:
Whether snap-shot data
is recorded or not
DATA ITEM
SCREENS
Engine
Related
Items
s2141
s2142
ENGINE CONSTANT SPEED

NO-INJECTION CRANKING
Transmission Related
Items
s2241
s2242
s2243
s2244
T/M MANUAL SHIFT

T/M MANUAL SHIFT CHECK
T/M CONTROLLER OUTPUT CHECK
T/M TRAVEL CHECK
Brake
Related
Items
s2341
BRAKE OIL CHECK
TABLE 9. MACHINE CHECK SCREENS
This screen contains a manual snap-shot trigger

switch which sends a signal to each controller. Also,
this screen has a download function to save the PMC
data stored at the time the fault occurred.
DAD supports the following screens:
Machine Information
Machine Information contains information about the
controllers and optional equipment installed on the
truck. It also provides the service meter hour value
when a changeable parameter was changed using the
Parameter Set Menu.
DAD supports the Machine Information screens listed
in Table 10.
s253
EVENT RECORDER
s2531
EVENT RECORDER
Parameter Set
A parameter set screen allows the technician to
change parameter data of each controller in the PMC
System.
DATA ITEM
DATA ITEM
s31
s32-1/3 to 3/3
SYSTEM
IDENTIFICATION
CONTROLLER
INFORMATION
SCREENS
Controller
Configuration
t2
TIME/DATE SET
t31
ENG., T/M PATTERN

SELECT
t32
SPEED LIMITER
t33
T/M MAX GEAR SELECT
Controller Information
s33
OPTIONAL
FUNCTION
INFORMATION
Setting of Optional
Functions
s34
HISTORY OF USE
History of Parameter
Setting Change
TABLE 10. MACHINE INFORMATION SCREENS
DATA ITEM
MOM Time/date setting
Setting of enginetransmission matching
pattern
Setting of maximum vehicle
speed
Setting of maximum
transmission gear
MAX GEAR SELECT

(BODY UP)
SUSPENSION MODE SET
TIRE PRESSURE LIMIT
SET
TIRE TEMPERATURE
LIMIT SET
CORRELATION
CONSTANTS SET
Setting of maximum
transmission gear (body up)
Suspension mode setting
t54
t55
TMS CLOCK SET

ID CODE SET
TMS clock setting

TMS ID code setting
t6
USER DATA INPU
Setting of machine ID,

engine ID, user comment
t34
t35
t51
t52
t53
Setting of tire pressure limit

Setting of tire temperature
limit
Correlation constant setting
TABLE 11. PARAMETER SET SCREENS
D32-10
D32001
DAD SCREEN DISPLAYS

PASSWORD INPUT
i3 MENU SELECT
1. With the screen in Figure 33-1 displayed, enter a

correct password and press ENT.
DAD supports two maintenance information menus

(see Figure 33-2):
FIGURE 33-1.
FIGURE 33-2.
Use the keys 1 to 9 of the 10-key pad on the screen to

enter a password. The PASSWORD INPUT screen
changes to i3 MENU SELECT" screen.
DAD supports five default passwords; 0000, 1111,
2222, 3333, and 4444.
Changing the Password
To change the password, follow the steps below:
1. Press the box switch placed to the left of
CHANGE PASSWORD. The box lamp lights
and OLD PASSWORD INPUT is displayed.
2. Enter the old password to be changed (using the
10-key pad) and press the ENT switch. When the
entered password is valid, NEW PASSWORD
INPUT is displayed.
3. Enter a new password which you want to use from
now on (using the 10-key pad) and press the ENT
switch. ONCE MORE is displayed for reconfirmation.
4. Enter the new password again. If this password
agrees to that entered in step 3, the new password is registered. If the entered password does
not agree with the password entered the first time,
(step 3), ERROR is displayed. Enter a correct
password again.
5. To quit, press the box switch (located to the left of
CHANGE PASSWORD.)
6. When the EXIT switch is pressed, the screen will
return to Windows.
D33001
(1) SERVICE MENU

The SERVICE MENU screen is used to obtain information of each component on the truck (engine, transmission, brake, suspension, power-train management
controller, electronic display panel, payload meter, tire
management system, etc.) and information on the
whole vehicle.
Information for each component is provided on reference screens such as REAL TIME MONITOR, MACHINE TREND, and FAULT CONDITION and a
MACHINE CHECK screen for checking vehicle hardware. The PARAMETER SET MENU screen is used
to change parameters. For hierarchy (tree structure) of
maintenance information screens, refer to Tables 2. &
3. in the previous Section.
The menu hierarchy varies according to model types,
component types (Komatsu engine or CUMMINS engine) and optional equipment settings (PLM, TMS,
etc.). See Display Able/Disable by Model and Optional Equipment Status for setup instructions.
When selecting s1 SERVICE MENU, the s1 SERVICE MENU" appears.
When selecting t1 PARAMETER SET MENU, t1
PARAMETER SET MENU appears. The t1" menu
is not available while the vehicle is running.
When the EXIT switch is pressed, i3 MENU SELECT
screen returns to the Windows screen.
DAD Screen Displays
D33-1
s1 SERVICE MENU
s21 Engine
When you select s2 COMPONENT CHECK MENU,

from the s1 SERVICE MENU screen (Figure 33-3), s2
COMPONENT CHECK MENU appears.
s21 CUMMINS ENG. MENU (for the CUMMINS

engine)
s21 KOMATSU ENG. MENU (for the KOMATSU
engine)
is pressed, the selected menu screen, Figure 33-5,
appears.
FIGURE 33-3.
When you select s3 MACHINE INFORMATION

MENU, s3 MACHINE INFORMATION MENU appears.
FIGURE 33-5.

s2 COMPONENT CHECK MENU

s2 component check menu is pressed, the menu
screen in Figure 33-4 appears.

Note: When the Cummins engine is used, s212 MACHINE TREND MENU and s213 FAULT CONDITION MENU screens are not available and their
switch boxes are light. See Display Able/Disable by
Model and Optional Equipment Status.
FIGURE 33-4.

to s1 SERVICE MENU screen.
Switch boxes of components not available on the truck
are displayed light and cannot be selected.
D33-2
DAD Screen Displays
D33001

(ENG.) (for CUMMINS engine)
(ENG.) (for KOMATSU engine)
This screen in Figure 33-6 shows real time data of the
engine. For details of real time data displayed on this
screen, refer to Real time Data Tables.
s213 FAULT CONDITION MENU (ENG.)

FIGURE 33-6.
FIGURE 33-7.

screen.

(shown below) appears to ask whether you really want
to delete all engine fault data.

> FWD:
Calls the next real time data screen.
> REV:
Calls the preceding real time data screen.
> HOLD/START:
When this switch is pressed once, its indicator
lights and the current real time data is held (including a delay due to the system response
lag). When this switch is pressed once more,
its indicator goes off and data is displayed in
real time.
Press the OK switch to delete all engine fault data or

the CANCEL switch not to delete the data.
When the MTRIG switch is pressed, a manual trigger
signal is sent to the engine controller.

ENG. MENU screen.

ENG. MENU screen.

to: i3 MENU SELECT.

to i3 MENU SELECT.
D33001
DAD Screen Displays
D33-3
s2131 FAULT CONDITION (ENG.)
s214 MACHINE CHECK MENU (ENG.)


Cummins or Komatsu engine controller is mounted on
vehicle. When the Cummins engine controller is installed, switch s2141 is light and not available.
FIGURE 33-8.
FIGURE 33-9.
This screen shows the history of engine faults. DAD
handles the following data for engine faults:
> CODE:
System fault code
When the switch box at the left side of the menu is

pressed, the selected menu screen appears.
> ERROR CONTENT:

Contents of an engine fault
When the BACK switch is pressed, the screen returns

to s21 CUMMINS ENG. MENU, or s21 KOMATSU
ENG. MENU screen.
> FIRST:
When the RET switch is pressed, the screen changes

to i3 MENU SELECT screen.
> LAST:
> NO. OF OCCUR:
Number of occurrences
of the fault code. When the DEL field of a fault code
is pressed, a dialog box appears to ask whether you
really want to delete the history of the data.
Press the OK switch to delete the history or the CANCEL switch not to delete the history. The DEL switch
field of the current fault becomes dark and locked. You
switch.
Two faults are displayed on one screen. Move up or
down the screen by the FWD or REV switch to show
another page of faults. TOTAL COUNT OF ERROR
indicates the total number of the fault occurrence.
CURRENT SMR indicates the current vehicle standard SMR (Service Meter) hours.
to s213 FAULT CONDITION MENU (ENG.)" screen.
D33-4
DAD Screen Displays
D33001
s22 TRANSMISSION
appears.
s221-1/14 to s221 14/14 REAL TIME MONITOR

(T/M)
engine. (For details, refer to Real Time Data Tables.)
FIGURE 33-10.
FIGURE 33-11.


screen.


> REV:Calls the preceding real time data screen.

D33001
DAD Screen Displays
D33-5
s222 MACHINE TREND MENU (T/M)
s2221 L/C ON/OFF COUNT
This screen (Figure 33-12) is used to select a transmission trend menu.
This screen (Figure 33-13) shows the number of on/off

operations of the lock up clutch.
FIGURE 33-12.
FIGURE 33-13.
The SELECT switch located after one of the following
menu titles; 2223, s2224, s2225, s2226, s2227, s2228,
s2229, s222A, s222B, or s222F, is used to select L, M
(or 4th), H, 3rd, 2nd, 1st, or R clutch data.
The SELECT switch located after the s222G menu title
is used to select L clutch, M clutch, H clutch, 1st
(NF2), 1st (F1F2), 2nd clutch, 3rd clutch, or
Rev clutch.
Use the FWD or REV switches to select another page
of the machine trend menu.
appears to confirm deletion of all machine trend data.
Press OK to delete or CANCEL if the data should not
be deleted.
D33-6

counting started.
requested.

appears to ask whether you really want to delete L/C
ON/OFF COUNT data.
screen turns into s222 MACHINE TREND MENU
(T/M)" screen.
into s222 MACHINE TREND MENU (T/M)" screen.
DAD Screen Displays
D33001
s222E AB-USE COUNT
s223 FAULT CONDITION MENU (T/M)
This screen (Figure 33-14) shows the number of abnormal shift lever operations.
This screen (Figure 33-15) is used to select a transmission fault condition menu.
FIGURE 33-14.
FIGURE 33-15.
> DIRECTIONAL SHIFT counts the number of

times at which the shift lever is set to the R position while vehicle runs forward at a preset
speed or faster, or the number of times at
which the shift lever is set to the Forward positions while vehicle runs backward at a preset
speed or faster.
> ABNORMAL SHIFT counts the number of

times of changing shift lever position from neutral to other ranges while engine speed is
higher than preset value.
Press the OK switch to delete all transmission fault

data or the CANCEL switch not to delete the data.
The counts are classified into three, F1, F2, and

F3" according to the actual transmission gear position
after abnormal shift operation.
counting started.

transmission fault data.
Data of the current fault is not deleted.

When the MTRIG switch is pressed, a manual trigger
signal is sent to the transmission controller.

requested.
appears to ask whether you really want to delete
DIRECTIONAL SHIFT data and ABNORMAL SHIFT
data. Press the OK switch to delete the data or the
CANCEL switch not to delete the data.
screen returns to s222 MACHINE TREND MENU
(T/M)" screen.
to s222 MACHINE TREND MENU (T/M)" screen.
D33001
DAD Screen Displays
D33-7
S2231 FAULT CONDITION (T/M)
s224 MACHINE CHECK MENU
This screen (Figure 33-16) shows the history of transmission faults.
Figure 33-17 shows the Machine Check menu.
FIGURE 33-16.
FIGURE 33-17.
DAD handles the following data as to transmission

faults:




not to delete the history.
The DEL switch field of the current fault becomes dark
and locked. You cannot delete the fault history by
pressing the DEL switch.
Each page of the screen displays data of more than
one fault. Move up or down the screen by the FWD or
to s223 FAULT CONDITION MENU (T/M)" screen.
D33-8
DAD Screen Displays
D33001
s23 BRAKE MENU

Equipment Status.

(BRAKE)
Equipment Status.
FIGURE 33-18.
FIGURE 33-19.
This screen shows real time data of the brake. For

details of real time data displayed on this screen, see
Real time Data tables.
screen.
to s23 BRAKE MENU screen.
D33001
DAD Screen Displays
D33-9
s233 FAULT CONDITION MENU (BRAKE)
s2331 FAULT CONDITION (BRAKE)


Equipment Status.
FIGURE 33-20.
FIGURE 33-21.
Equipment Status.
This screen is used to select a brake fault condition
brake fault data.
Press the OK switch to delete all brake fault data or
the CANCEL switch not to delete the data. Data of the
current fault is not deleted.
This screen shows the history of brake faults. DAD

handles the following data as to brake faults:
Press the MTRIG switch to send a manual trigger

signal to the engine controller.

D33-10
DAD Screen Displays
D33001

s234 MACHINE CHECK MENU (BRAKE)

appears.
Each page of the screen displays more than one fault.

FIGURE 33-22.
When BACK switch is pressed, this screen returns to

s233 FAULT CONDITION MENU (BRAKE)" screen.

D33001
DAD Screen Displays
D33-11
s24 SUSPENSION MENU

suspension controller is mounted on vehicle. See Display Able/Disable by Model and Optional Equipment
Status.

(SUSPENSION)
Status.
FIGURE 33-23.
FIGURE 33-24.
This screen shows real time data of the suspension.

refer to Real time Data Tables.

returns to s2 COMPONENT CHECK MENU" screen.

screen.
The screen switches have the following functions:
D33-12
DAD Screen Displays
D33001
s242 FAULT CONDITION MENU (SUSPENSION)
s2421 FAULT CONDITION (SUS)

Status.
This screen is selectable only when the suspension

controller is mounted on vehicle. See Display
Able/Disable by Model and Optional Equipment
Status.
FIGURE 33-25.
FIGURE 33-26.
This screen is used to select a suspension fault condition menu. When you select a menu and press its
switch box, the selected menu screen appears.
This screen shows the history of suspension faults.

DAD handles the following data as to suspension
faults:

suspension fault data.
Press the OK switch to delete all suspension fault data
or the CANCEL switch not to delete the data. Current
fault data is not deleted.

fault currently occurs becomes dark and locked. You
switch.
Each page of the screen displays data for more than
one fault. You can move up or down the screen by the
FWD or REV switch to show another page of faults.
to s242 FAULT CONDITION MENU (SUS)" screen.
D33001
DAD Screen Displays
D33-13
s25 PMC MENU
s251-1/9 to s251-9/9 REAL TIME MONITOR (PMC)
This screen (Figure 33-28) shows PMC real time data.

refer to Real time Data tables.
FIGURE 33-27.
FIGURE 33-28.


screen.

D33-14
DAD Screen Displays
D33001
s252 FAULT CONDITION MENU (PMC)
s2521 FAULT CONDITION (PMC)
This screen (Figure 33-29) is used to select a PMC

This screen (Figure 33-30) shows the history of PMC

faults.
FIGURE 33-29.
FIGURE 33-30.
PMC fault data.
Press the OK switch to delete all PMC fault data or the
Press the MTRIG switch to send a manual trigger
signal to the transmission controller.
DAD handles the following PMC fault data:

> CODE: System fault code (ex. E001, E035)
to s252 FAULT CONDITION MENU (PMC)" screen.
D33001
DAD Screen Displays
D33-15
s26 ELECTRONIC DISPLAY PANEL

MENU

(Electronic Display Panel)
When you select a menu from the screen below and

press its switch box, the selected menu screen appears.

vehicle monitor panel.
see Real time Data Tables.
FIGURE 33-31.
FIGURE 33-32.

screen.

to s26 ELE. DISPLAY PANEL MENU" screen.
D33-16
DAD Screen Displays
D33001
s262 FAULT CONDITION MENU (ELE. DISPLAY

PANEL)
s2621 FAULT CONDITION (ELE. DISPLAY

PANEL)
This screen (Figure 33-33) is used to select a fault

condition menu of the vehicle monitor panel.
This screen (Figure 33-34) shows the history of vehicle

monitor panel faults.
FIGURE 33-33.
FIGURE 33-34.
DAD handles the following vehicle monitor panel

faults:

vehicle monitor panel fault data.
Press the OK switch to delete all vehicle monitor panel
fault data or the CANCEL switch not to delete the data.
Current fault data is not deleted.

to s26 ELE. DISPLAY PANEL MENU" screen.

> FIRST: Service meter hour, first occurrence
> LAST: Service meter hour, last occurrence
of the fault code. When the DEL field of a fault code is
pressed, a dialog box appears to ask whether you
to s262 FAULT CONDITION MENU (PANEL)"
screen.
D33001
DAD Screen Displays
D33-17
s27 PLM MENU
s271-1/2 to s271-2/2 REAL TIME MONITOR (PLM)


FIGURE 33-35.
FIGURE 33-36.

Equipment Status.

Equipment Status.
This screen shows real time data of the PLM.


D33-18
DAD Screen Displays
D33001
s272 CALIBRATION DATA
s28 TMS MENU
This screen (figure 2-37) is selectable only when the


FIGURE 33-37.
FIGURE 33-38.

Equipment Status.

Equipment Status.
The s272 CALIBRATION DATA screen shows data

which the payload meter (PLM) used for calibration
(calculation of the empty weight of vehicle). For further
information refer to Payload Meter, Section M.
The units of data can be changed by the t4 UNIT SET"

screen.


D33001
DAD Screen Displays
D33-19
s281-1/5 to s281-5/5 REAL TIME MONITOR (TMS)
s283 FAULT CONDITION MENU (TMS)


FIGURE 33-39.
FIGURE 33-40.

Equipment Status.

Equipment Status.
This screen shows real time data of the TMS.
This screen is used to select a TMS fault condition



TMS fault data.
Press the OK switch to delete all TMS fault data or the

D33-20
DAD Screen Displays
D33001
s2831 FAULT CONDITION (TMS)


Each page of the screen displays data of more than
> TOTAL COUNT OF ERROR indicates the total number of the fault occurrence,
FIGURE 33-41.
When BACK is pressed, this screen returns to s283

FAULT CONDITION MENU (TMS)" screen.

Equipment Status.

This screen shows the history of TMS faults. DAD

handles the following data for TMS faults:
> FIRST: Service meter hour at first occurrence
> LAST: Service meter hour at last occurrence
D33001
DAD Screen Displays
D33-21
This screen (Figure 33-43) shows a machine code and

controllers installed on the truck. The names of the
controllers mounted on the vehicle are high-lighted.
FIGURE 33-42.
FIGURE 33-43.

to s1 SERVICE MENU" screen.
D33-22

DAD Screen Displays
D33001
BINARY
HEXADECIMAL
BINARY
HEXADECIMAL
each controller (CENTRY, CENSE, transmission,
electronic display panel, and PMC) on the vehicle.
0000
1000
0001
1001
0010
1010
0011
1011
The CLOCK READ field shows the controller-specific SMR value based on vehicle standard SMR (not
a vehicle standard SMR value).
0100
1100
0101
1101
0110
1110
0111
1111
TABLE 2. BINARY-TO-HEXADECIMAL
CONVERSION TABLE
If the PMC detects (from the position of the Transmission Controller rotary switch settings) an optional feature is not installed on the truck, it will ignore the DIP
switch setting.
Refer to PMC System, PMC Dip Switch Settings for
additional information concerning the DIP switch settings for the standard and optional equipment installed
on the truck.
FIGURE 33-44.
SEL.SW.STATUS of the PMC

The PMC (Powertrain Management Controller) has
sixteen DIP switches. The status of these DIP switches
is represented in hexadecimal (4F0D) in Figure 33-44.

Table 1. provides an example of how to interpret the

switch settings based on the value shown on the
screen, the hexadecimal value, the binary value, and
the status of the individual DIP switch setting - ON or
OFF. Table 2. lists the hexadecimal to binary conversion values.
When an optional function is used or optional equipment is installed on the truck, the corresponding DIP
switch is set to the ON position.
Note: The standard and optional equipment installed
on the truck will vary with each truck model and the
optional equipment ordered from the factory.
SWITCH No.
2-8
2-7
2-6
2-5
2-4
2-3
2-2
2-1
1-8
1-7
1-6
1-5
1-4
1-3
1-2
1-1
ON/OFF Status
OFF
ON
OFF
OFF
ON
ON
ON
ON
OFF
OFF
OFF
OFF
ON
ON
OFF
ON
Binary Notation
(1 = ON, 0 = OFF)
Hexadecimal
Notation
Value Displayed
on screen
0100
1111
0000
1101
4F0D
TABLE 1.
D33001
DAD Screen Displays
D33-23

This screen (Figure 33-45.) shows controller information of a Payload Meter (PLM) installed on the truck.
No value is displayed if the PLM is not installed.
MODEL
SELECTION
SWITCH No.
(C0: MACHINE
CODE)
MODEL
HD1200-1 STD Large-tire CUMMINS

ENGINE
4
5
FIGURE 33-45.

to s3 MACHINE INFORMATION MENU screen.

ENGINE
HD985-3 STD 30.00-51 KOMATSU ENGINE

ENGINE
730E
930E
530M
330M
830E
TABLE 3. MODEL SELECTION CODE
MENU ITEM
TRIMMER
GAIN(%)
DESCRIPTION
REMARKS
Gain adjusted by payload gain adjustment trimmer

(Located on the left side of the PLM)
80% TO 120%
Bit 0: Use/non-use of memory card (1: Not used, 0: Used)
Bit 1: Use/non-use of inclination meter (1: Not used, 0: Used)
DIP_STAT
DIP switch status
SR
DR
Speed regulation
Distance correction
Bit 4 to bit 7: Not used

(0 to F): 0:107%, 7:100%, F:92%
(0 to F): 0:107%, 7:100%, F:92%
CO
SOFT VER.
REVISION
Machine code
Version of PLM software
Revision of PLM software
(0 to F): Refer to Table 3.

0 to 255
0 to 255
DATE
Current date and time
Bit 2: Weight unit system (1: Metric ton, 0: Short ton)

Bit 3: Auxiliary switch (1: UP, 0: DOWN)
TABLE 2-4. CONTROLLER INFORMATION SCREEN ITEMS
D33-24
DAD Screen Displays
D33001
s33 OPTIONAL FUNCTION INFORMATION
suspension and brake controllers on the vehicle.
This screen (Figure 33-47) shows whether optional

functions are installed or not. The name of each installed option is highlighted.
FIGURE 33-46.
FIGURE 33-47.




D33001
DAD Screen Displays
D33-25
s34 HISTORY OF USE

This screen (Figure 33-48) shows the time of the latest
parameter change.
T/M GEAR SELECT

gear is changed at the t33 T/M GEAR SELECT"
screen.
T/M GEAR SELECT (BODY UP)
gear at body up is changed at the t34 T/M GEAR
SELECT (BODY UP)" screen
SUSPENSION MODE SET
When the set value of the suspension mode is
changed at the t35 SUSPENSION MODE SET"
screen

FIGURE 33-48.
When a parameter is changed by a related screen, the

value of the vehicle standard service meter (SMR) at
that time is recorded.

*ENG.,T/M PATTERN SELE,-ENG.

When the pattern in the engine controller is
changed at the t31 ENG.,T/M PATTERN SELECT" screen.
*ENG.,T/M PATTERN SELE,-T/M.
When the pattern in T/M controller is changed at
the t31 ENG.,T/M PATTERN SELECT" screen.
*Note: The ENG.,T/M PATTERN SELE,-ENG. and

ENG.,T/M PATTERN SELE, -T/M. fields show values only when the KOMATSU engine is installed.
SPEED LIMITER (LOADED)
When the set value of maximum speed, loaded is
SPEED LIMITER (EMPTY)
When the set value of maximum speed, empty is
D33-26
DAD Screen Displays
D33001
t1 PARAMETER SET MENU
t2 TIME/DATE SET
This screen (Figure 33-49) is used to set the date and

time to be displayed on the i4 NORMAL RUNNING"
screen.
FIGURE 33-49.
FIGURE 33-50.
Procedure to set a date and a time:

Note: The switch box t5 TMS SET MENU is light and

not selectable when the TMS is not used and the
appropriate PMC DIP switch is set to OFF. Refer to
Display Able/Disable by Model and Optional Equipment Status.

DAY field.
to change by using the left or right arrow switches.
+ or - switch until the desired value appears.
value continuously.
To stop displaying of the time and date on i4" screen,
press the DISPLAY OFF switch. DISPLAY OFF
turns to DISPLAY ON. To display the time and date
on the i4" screen, press the DISPLAY ON switch.
DISPLAY ON turns to DISPLAY OFF.
to t1 PARAMETER SET MENU" screen.
When the RET switch is pressed, this screen returns
D33001
DAD Screen Displays
D33-27
t3 TRAVEL MODE MENU

t31 ENG., T/M PATTERN SELECT

(Komatsu Engine Only)
KOMATSU engine controller is installed on the vehicle.
FIGURE 33-51.
FIGURE 33-52.

Refer to Display Able/Disable by Model and Optional

Equipment Status.

This screen is used to select an engine torque curve

and transmission shift schedule (ENG.-T/M pattern).
DAD supports three ENG.-T/M patterns.
Note: The switch boxes of components which are not

available (according to the setting of the rotary
switches on the transmission controller and DIP
switches on the PMC) are light and not selectable.
Equipment Status.
Select a desired ENG.-T/M pattern and press its switch

box (under PATTERN). When the pattern is selected, its indicator (placed before the switch box)
lights.
D33-28
DAD Screen Displays
D33001
t32 SPEED LIMITER
t33 T/M MAX GEAR SELECT
This screen (Figure 33-53) is selectable only when a

maximum speed limit is set by the DIP switches on the
PMC.
This screen (Figure 33-54) is used to select a maximum transmission gear position (F4, F5, F6, or F7).
FIGURE 33-54.
FIGURE 33-53.
When entering this screen, current set values at

loaded and empty are indicated. Refer to Display
Status.
Specify a maximum speed limit when vehicle is fully
loaded and a maximum speed limit when vehicle is
empty using the procedure below.
Procedure to change a speed limit value:
1. Select a desired item LOADED or EMPTY and
2. Change the value by increasing or decreasing it
by the + or - switch.
When entering this screen, the indicator for the current

maximum gear is turned on.
Select a gear position (F4, F5, F6, or F7) and press its
switch box.
When the gear position is selected, its indicator (above
the switch box) is turned on.
to the t3 TRAVEL MODE MENU" screen.
Note: F7 is set as a default value when the truck is

shipped from the factory.
3. Press the ENT key to register the set value or the

CANCEL switch to cancel registration of the
value.
screen.
D33001
DAD Screen Displays
D33-29
t34 T/M MAX GEAR SELECT (BODY UP)
t35 SUSPENSION MODE SET
This screen (Figure 33-55) is used to select a maximum transmission gear position (F1, F2, or F3) for the
body-up maximum speed and to enable or disable
selection of REVERSE when the body is raised.

optional suspension controller is mounted on vehicle.
Equipment Status.
FIGURE 33-55.
FIGURE 33-56.
When entering this screen, the currently set values are
turned on.
Select a gear position (F1, F2, or F3) and press its
switch box. When the gear position is selected, its
indicator (above the switch box) is turned on.
To enable (OK) or disable (NO) selection of the reverse
position at body up, press the OK or NO switch. When
the selection is set, its indicator (above the switch box)
is turned on.
Note: F1 and NO are set as default values when

the truck is shipped from the factory.
D33-30
When entering this screen, the currently set value is

turned on.
Select a suspension mode (SOFT, MEDIUM, HARD,
or AUTO) and press its switch box. When the selected
mode is set, its indicator (above the switch box) is
turned on.
Note: AUTO is set as a default value when shipped

from the factory. Damping forces are fixed in the
SOFT, MEDIUM, and HARD modes. In the AUTO
mode, the damping force varies according to vehicle
conditions.
DAD Screen Displays
D33001
t4 PARAMETER UNIT SET
t5 TMS SET MENU
This screen (Figure 33-57) is used to set the units of

measurement for items displayed on the screen.

TMS is installed on the vehicle. Refer to Display
Status.
FIGURE 33-57.
FIGURE 33-58.
Procedure to change units:
1. Select an item whose unit you want to change and
2. Press the UP or DOWN arrow key until a desired
unit appears in the entry field.
3. Press the ENT key to register the selected unit or
the CANCEL switch to cancel unit change.
to the t1 PARAMETER SET MENU" screen.
The following units are available:

> SPEED/DISTANCE: km/h (km), mile/h (mile)
> PRESSURE: MPa, kg/cm2, kpsi
> TEMPERATURE: F, C
> VOLUME: us.Gal, l
> WEIGHT: us.ton, ton, klb
to the t1 PARAMETER SET MENU" screen.
Note: Initially, mile/h, kpsi, C, us.Gal, and
us.ton are set as default values.
D33001
DAD Screen Displays
D33-31
t51 TIRE PRESSURE LIMIT SET
t52 TIRE TEMPERATURE LIMIT SET

Status.

Status.
FIGURE 33-59.
FIGURE 33-60.



arrow key on TIRE No." line.

arrow key on TIRE No. line.







TIRE No.
1
2
3
4
5
6
LOCATION
TIRE No.
1
2
3
4
5
6
LOCATION
Units of data can be changed on the t4 UNIT SET"

screen.

screen.

to t5 TMS SET MENU" screen.



D33-32
DAD Screen Displays
D33001
t53 CORRELATION CONSTANTS SET
t54 TMS CLOCK SET

Status.

TMS system is installed. Refer to Display Able/Disable by Model and Optional Equipment Status.
FIGURE 33-61.
FIGURE 33-62.
Set the correlation constants (SLOPE and OFFSET)

using the procedure below:
This screen is used to set the date and time for the tire
management system (TMS) using the procedure below:

arrow key on the TIRE No." line.
Tire No.
1
2
3
4
5
6

DAY field.
to change by pressing the left or right arrow key.
+" or - switch until a desired value appears.
value continuously.
LOCATION


screen.
D33001
DAD Screen Displays
D33-33
t55 ID CODE SET
Procedure to set the ID code:

TMS system is installed. Refer to Display Able/Disable by Model and Optional Equipment Status.
1. Press the SET switch. The cursor appears in the

leftmost digit of the ID CODE entry field.
2. Enter a 3-digit code using the 10-key pad.
3. Press the ENT switch to register the new ID code
or the CANCEL switch to cancel the ID code
setting.
FIGURE 33-63.
This screen is used to set the ID code for the tire

management system (TMS).
D33-34
DAD Screen Displays
D33001
REAL TIME DATA TABLES

Tables on the following pages list the Real Time Data
information that appears on the screen numbers and
screen pages listed for each controller in the PMC
System, whether installed as standard equipment on
the truck or as optional equipment.
The tables should be used as a reference when troubleshooting the PMC System or when retrieving operational data using the MOM or the DAD.
Note that various units of measure are listed for some
items in the tables. The desired unit of measure is set
using the t4 PARAMETER UNIT SET screen. (Refer
to MOM - Screen Displays.)
Real Time Data Screen Switches

The switches appearing on the real time data screen
function as follows:
FWD: Accesses the next realtime data screen.
REV: Returns to the previously selected real time
data screen.
HOLD/START: Pressing this switch once will lock
the display on the value that was displayed when
the switch was depressed. (The switch will light
to indicate the hold mode.
Pressing the switch again will start the system to
continue displaying and updating real time data.
BACK: Pressing this switch will leave the real
time data display screen and return to the s2_
menu of the selected controller.
ACCESSING REAL TIME DATA

SCREENS
To access the real time data screens using MOM:
Refer to MOM Screen Displays or DAD Screen

Displays, for information concerning the other
switches on the screen.
1. Select s1 Service Menu from the i9 MENU

SELECT Screen.
2. On the SERVICE MENU, select s2, Component
Check Menu.
3. When the COMPONENT CHECK MENU is displayed, choose the appropriate PMC System
controller.
4. The s2_ menu screen that appears will allow
selection of Real Time Monitor and access to
the individual screens displaying real time data.
D34001
Real Time Data Tables
D34-1

No.
s211
D34-2
PAGE
SIGNAL NAME
DATA INDICATION
UNITS
ENGINE REAL TIME MONITOR (CENSE) SCREEN

1
ENGINE SPEED
rpm
FUEL RAIL PRESSURE
kg/cm2, kpsi, MPa
1
2
ECM TEMP.
ENG. SPEED
C, F
rpm
BLOWBY PRESS.
inch H2O
ENG. SPEED (CENTRY)
rpm
INTAKE MANIFOLD PRESS. RB
kg/cm2, kpsi, MPa
INTAKE MANIFOLD PRESS. LB
kg/cm2, kpsi, MPa
ENGINE SPEED
rpm
CMP. IN A. TMP. L
C, F
3
3
CMP. IN A. TMP. R
AMBIENT AIR PRESSURE
C, F
kg/cm2:1, kpsi:3 MPa:2
INTAKE MANIFOLD TMP. LF
C, F
INTAKE MANIFOLD TMP. LR
C, F
INTAKE MANIFOLD TMP. RF
C, F
INTAKE MANIFOLD TMP. RR
ENG. SPEED
C, F
rpm
OIL LEVEL
OIL PR. PRE. FIL
kg/cm2, kpsi, MPa
OIL PR. POST FIL
kg/cm2, kpsi, MPa
OIL TEMP.
ENG. SPEED
COOLANT LEVEL
COOLANT PRESS.
kg/cm2, kpsi, MPa
COOLANT TEMP.
ENG. SPEED
C, F
rpm
EXH. TEMP. L1
C, F
EXH. TEMP. L2
C, F
EXH. TEMP. L3
C, F
EXH. TEMP. L4
ENG. SPEED
C, F
rpm
EXH. TEMP. L5
C, F
EXH. TEMP. L6
C, F
EXH. TEMP. L7
C, F
EXH. TEMP. L8
ENG. SPEED
C, F
rpm
EXH. TEMP. R1
C, F
EXH. TEMP. R2
C, F
EXH. TEMP. R3
C, F
EXH. TEMP. R4
ENG. SPEED
C, F
rpm
EXH. TEMP. R5
C, F
EXH. TEMP. R6
C, F
EXH. TEMP. R7
C, F
EXH. TEMP. R8
OK: Normal, LOW: Abnormal
----
rpm
OK: Normal, LOW: Abnormal
----
10
ENG. SPEED
C, F
rpm
10
TOTAL ENG. HOURS
10
HOURS TO REBUILD
10
ENGINE IDLE HOURS
D34001

No.
s221
D34001
PAGE
SIGNAL NAME
DATA INDICATION
TRANSMISSION REAL TIME MONITOR SCREEN

1
ENG. SPEED
UNITS
rpm
SHIFT LEVER POS
SHIFT LEVER D
ON:D Position, OFF:Not D Position
----
SHIFT LEVER 5
ON:5 Position, OFF:Not 5 Position
----
SHIFT LEVER 4
----
SHIFT LEVER 3
----
SHIFT LEVER L
ON:L Position, OFF:Not L Position
----
SHIFT LEVER R
ON:R Position, OFF:Not R Position
----
SHIFT LEVER N
ON:N Position, OFF:Not N Position
----
ENG. SPEED
rpm
SOLENOID LOW
mA
SOLENOID MIDDLE
mA
SOLENOID HIGH
mA
2
2
SOLENOID 1st
SOLENOID 2nd
mA
mA
SOLENOID 3rd
mA
ENG. SPEED
rpm
T/M OUTPUT SPEED
rpm
SOLENOID L
mA
SOLENOID R
FILL SIGNAL LOCK-UP
ON:FILL ON, OFF:FILL SW OFF
----
SHIFT LIMIT SW.
ON:SW ON, OFF:OFF
----
F1 START SW.
ON:SW ON, OFF:SW OFF
----
SHIFT INDICATOR
T/M OUTPUT SPEED
FILL SIGNAL R
ON:FILL SW ON, OFF:FILL SW OFF
----
FILL SIGNAL 3rd
----
FILL SIGNAL 2nd
----
FILL SIGNAL 1st
----
4
4
FILL SIGNAL HIGH
----
FILL SIG. MEDIUM
----
FILL SIGNAL LOW
----
ENG. SPEED
rpm
T/M OUTPUT SPEED
rpm
T/M MIDDLE SPEED
rpm
T/M INPUT SPEED
rpm
ENG. SPEED
rpm
T/M OUTPUT SPEED
rpm
T/C INLET PRESS.
kg/cm2, kpsi, MPa
T/C OUTLET PRESS.
kg/cm2, kpsi, MPa
T/C OUTLET OIL TEMP.
C, F
VAL. IN OIL TMP
C, F
T/M LUB OIL TMP
ENG. SPEED
C, F
rpm
7
7
TORQUE SENSOR
LIMP HOME SW.
----
T/M FILTER RESRICTION
ON:Abnormal, OFF:Normal
----
T/M OIL LEVEL
----
T/M CUT RELAY
ON:RELAY ON, OFF:RELAY OFF
----
HIGH. GEAR SW.2
----
----
mA
---rpm
kg.m
D34-3

No.
s221
PAGE
DATA INDICATION
TRANSMISSION REAL TIME MONITOR SCREEN (Continued)

7
HIGH GEAR SW.1
ON:SW ON, SW OFF
UNITS
----
ENGINE SPEED
rpm
FRONT BRAKE OIL TEMP.
C, F
REAR BRAKE OIL TEMP. L
C, F
REAR BRAKE OIL TEMP R
BRAKE AIR PRESS (Optional)
C, F
kg/cm2, kpsi, MPa
ENGINE SPEED
PARKING BRAKE
ON:BRAKE ON, OFF:BRAKE OFF
----
REAR BRAKE
----
STEERING PRESSURE
----
BCV SOLENOID 1
ON:SOLENOID ON, OFF:SOLENOID OFF
----
BCV SOLENOID 2
ON:SOLENOID ON, OFF:SOLENOID OFF
----
R. BR. ACCUM. PRESS. 2
----
R. BR. ACCUM. PRESS. 1
----
F. BR. ACCUM. PRESS. 1
----
STRG. ACCUM. PRESS. 2
----
STRG. ACCUM. PRESS. 1
----
10
ENGINE SPEED
BODY FLOAT CAUTION
ON:Body not floated, OFF:Body floated
rpm
----
10
LATERAL INCLINATION
----
10
BODY SEATING SW
----
10
FUEL LEVEL
10
10
ACCEL PEDAL
THROTTLE MODIFICATION
V
Hz
10
BRAKE COMMAND
10
SHIFT WAIT
11
ENGINE SPEED
rpm
11
BRAKE OIL TEMP.
----
11
BRAKE AIR PRESS (Optional)
----
11
T/C OIL TEMP.
----
11
FUEL LEVEL
----
11
COOLANT TEMP.
11
T/M OUTPUT SPEED
C, F
rpm
11
BRAKE STROKE SW STATUS
12
ENGINE SPEED
12
ALTERNATOR R
ON:Engine running, OFF:Engine stopped

ON:Engine start, OFF:Engine stopped
10
D34-4
SIGNAL NAME
rpm

rpm
12
KEY SWITCH C
13
ENGINE SPEED
13
MATCHING PATTERN
13
HIGHEST GEAR
13
HIGHEST GEAR (BODY UP)
13
REVERSE OK/NO
13
SERVICE METER
13
POWER SUPPLY
13
MACHINE SEL. 4
ON:select(GND), OFF:not select(OPEN)
----
13
MACHINE SEL. 3
----
13
MACHINE SEL. 2
----
13
MACHINE SEL. 1
----
14
ENGINE SPEED
rpm
OK:REVERSE enabled,
NO:REVERSE disabled
h
V
rpm
D34001

No.
s221
s231
s241
D34001
PAGE
SIGNAL NAME
DATA INDICATION
TRANSMISSION REAL TIME MONITOR SCREEN (Continued)

14
SOFTWARE VER.
UNITS
----
14
ROTARY SW.1 STATUS
----
14
ROTARY SW.2 STATUS
----
BRAKE CONTROLLER REAL TIME MONITOR SCREEN

1
ENGINE SPEED
rpm
T/M OUTPUT SPEED
rpm
WHEEL SPEED (FL)
rpm
WHEEL SPEED (FR)
rpm
WHEEL SPEED (RL)
rpm
1
2
WHEEL SPEED (RR)
rpm
ENGINE SPEED
rpm
RETARD PPC COM.
mA
LEFT ASR PPC CO
mA
R ASR PPC COMM.
mA
BR. OPE. PRESS. RL
kg/cm2, kpsi, MPa
BR. OPE. PRESS. RR
kg/cm2, kpsi, MPa
AMT. OF RE. LE. OP
AMT. OF THROTTLE MOD.
ENGINE SPEED
rpm
AMT. OF BR. COMM.
EMERGENCY SW
----
FRONT BRAKE CUT
----
BRAKE LOCK SW
----
FOOT BRAKE PEDAL
ON:PRESSED, OFF:RELEASED
----
RIGHT ABS
ON:ABS ON, OFF:ABS OFF
----
3
3
LEFT ABS
LOW BRAKE ACCUM. PRES
ON:ABS ON, OFF:ABS OFF

-------
PRESS. IMBALANCE SWITCH
----
ENGINE SPEED
KEY SWITCH
----
ASR ON/OFF
ON:ASR ON, OFF:ASR OFF
----
ABS MANUAL SW
----
ASR MANUAL SW
----
PW. SUPPLY(BRAKE)
SR. METER BR. CON
rpm
SUSPENSION CONTROLLER REAL TIME MONITOR SCREEN

1
ENGINE SPEED
FOOT BRAKE STATUS
STEERING SPEED.
BODY FLOAT STATUS
ON:Body not in float, OFF:Body in float
SUS. DAMP STATUS
H:HARD, M:MEDIUM, S:SOFT, -:None
SUS. SOL.3 STATUS
ON:Solenoid ON, OFF:Solenoid OFF
1
1
SUS. SOL.2 STATUS
SUS. SOL.1 STATUS
SUS. PRESS.(L)
kg/cm2, kpsi, MPa
SUS. PRESS.(R)
kg/cm2, kpsi, MPa
ENGINE SPEED
rpm
ENGINE SPEED
rpm
rpm
rpm
D34-5

No.
s241
s251
D34-6
PAGE
SIGNAL NAME
DATA INDICATION
SUSPENSION CONTROLLER REAL TIME MONITOR SCREEN (Continued)

3
T/M OUTPUT SPEED
UNITS
rpm
T/M OUT. SP. (SUS)
rpm
SERVICE METER
POWER SUPPLY
SUS. MODE SET
ENGINE SPEED
rpm
SOFTWARE VER.
----
V
H:HARD, M:MEDIUM, S:SOFT, A:AUTO
PMC REAL TIME MONITOR SCREEN

1
ENGINE SPEED
rpm
ASR MODE STATUS
ON:ASR MODE ON, OFF:ASR MODE OFF
----
CANCEL SW. STATUS
----
RESUME/UP SW.STATUS
----
SET/DOWN SW. STATUS
----
ACC. ARC. SYSTEM
----
ACC. ARC. MODE STATUS
ABS MANUAL SW ON/OFF

ON:ACC.ARC.MODE ON,
OFF:ACC.ARC.MODE OFF
ENGINE SPEED
------rpm
DERATE MODE STATUS
ALTERNATE TORQ.
ON:DERATE MODE ON, OFF:DERATE

MODE OFF
ON:MODE ON, OFF:MODE OFF
ALTERNATE DROOP
ON:MODE ON, OFF:MODE OFF
----
VALIDATION SW.2
ON:SW ON, SW OFF
----
VALIDATION SW.1
ON:SW ON, SW OFF
----
ENGINE SPEED
rpm
BRAKE COMMAND T/M
3
3
BRAKE COMMAND (BR)

ACCEL. PEDAL
%
V
THROTTLE
Hz
THROTTLE MOD. T/M
THROTTLE MOD. BRAKE
SHIFT WAIT
ENGINE SPEED
rpm
T/M OUTP. SPEED
rpm
ENGINE SPEED (PMC)
rpm
T/M OUTPUT SPEED (PMC
KEY SW. ACC
ON:SW ON, SW OFF
----
KEY SW. C (PMC)
ON:SW ON, SW OFF
----
EMERGENCY BRAKE
----
F.BR.FILTER RESRICTION
----
R.BR.FILTER RESTRICTION (L)
----
R.BR.FILTER RESTRICTION (R)
----
4
5
HYD.FILTER RESTRICTION
----
BATTERY LIQUID LEVEL
----
HYD. OIL LEVEL
----
BRAKE DISK WEAR (RR)
----
BRAKE DISK WEAR (FL)
----
BRAKE DISK WEAR (FR)
----
BRAKE DISK WEAR (RL)
----
-------
rpm
ENGINE SPEED
rpm
D34001

No.
S251
s261
D34001
PAGE
SIGNAL NAME
DATA INDICATION
PMC REAL TIME MONITOR SCREEN (Continued)

6
ENGINE SPEED
UNITS
rpm
SUS. PRESS. L
kg/cm2, kpsi, MPa
SUS. PRESS. R
kg/cm2, kpsi, MPa
TORQUE OUTPUT
T/M INPUT SPEED
rpm
MAX. SPEED (LOADED
km/h, mile/h
MAX. SPEED (EMPTY)
DIP SW. 16 STATUS
----
DIP SW. 15 STATUS
----
DIP SW. 14 STATUS
----
DIP SW. 13 STATUS
----
DIP SW. 12 STATUS
----
DIP SW. 11 STATUS
----
7
7
DIP SW. 10 STATUS

DIP SW. 9 STATUS

-------
DIP SW. 8 STATUS
----
DIP SW. 7 STATUS
----
DIP SW. 6 STATUS
----
DIP SW. 5 STATUS
----
DIP SW. 4 STATUS
----
DIP SW. 3 STATUS
----
DIP SW. 2 STATUS
----
DIP SW. 1 STATUS
----
SERVICE METER
POWER SUPPLY
SOFTWARE VERSION
----
km/h, mile/h
ELECTRONIC DISPLAY PANEL REAL TIME MONITOR SCREEN

1
ENGINE SPEED
AISS SWITCH
STANDARD SMR
2
2
ENG. SPEED
FRONT BRAKE ACCUM. PRE.
----
T/M OIL TEMP.
----
T/M FILTER RESTRICTION
----
BATTERY CHARGE
----
BLOW-BY PRESS.
----
ENG. OIL PRESS.
----
ENG. OIL TEMP.
----
COOLANT LEVEL
----
PARKING BR. STATUS
----
REAR BRAKE STATUS
----
BODY FLOAT CAUTION
ON:Body not in float, OFF:Body in float
----
LATERAL INCLINATION
----
STRG. ACCUM. PRECHARGE
----
ENGINE SPEED
STEERING PRESSURE
----
3
3
REAR BRAKE ACCUM. PRE.

BUZZER
ON:BUZZER ON, OFF:BUZZER OFF
-------
CENTRAL CAUTION LAMP
ON:LAMP ON, OFF:LAMP OFF
----
rpm
---h
rpm
rpm
D34-7

No.
s261
s271
PAGE
D34-8
DATA INDICATION
ELECTRONIC DISPLAY PANEL REAL TIME MONITOR SCREEN (Continued)

3
KPH/MPH CHANGE
KPH:km/h, MPH:mile/h
UNITS
----
MODE CHANGE SW.2
----
MODE CHANGE SW.1
----
LAMP CHECK SW.
----
ENG. SPEED
rpm
ROTARY SW.1 STATUS
----
ROTARY SW.2 STATUS
----
POWER SUPPLY
VEHICLE SPEED
km/h, mile/h
ENGINE SPEED
rpm
SERVICE METER
----
SOFTWARE VER.
----
PLM REAL TIME MONITOR SCREEN

1
ENGINE SPEED
rpm
SUS. PRESS. (FL)

SUS. PRESS. (FR)
kg/cm2, kpsi, MPa

kg/cm2, kpsi, MPa
SUS. PRESS. (RL)
kg/cm2, kpsi, MPa
SUS. PRESS. (RR)
kg/cm2, kpsi, MPa
F-R INCLINATION
1
1
PAYLOAD WEIGHT
VEHICLE SPEED
ton,us.ton,klb
km/h,mile/h
ENGINE SPEED
ALTERNATOR R
ON:ENG. running Hi, OFF:ENG. stopped Lo
----
ENG. OIL PRESS.
ON:ENG. running, OFF:ENG. stopped
----
BODY FLOAT
ON:Body in float, OFF:Body not in float
----
SHIFT LEVER N
ON:"Neutral", OFF:Except for Neutral
----
VEHICLE STATUS
s281
SIGNAL NAME
rpm
----
TMS REAL TIME MONITOR SCREEN

1
ENGINE SPEED
rpm:0
TIRE PRESS. FL
kg/cm2, kpsi, MPa:2
TIRE PRESS. FR
kg/cm2, kpsi, MPa:2
TIRE PRESS. RLL
kg/cm2, kpsi, MPa:2
TIRE PRESS. RLR
kg/cm2, kpsi, MPa:2
TIRE PRESS. RRL
kg/cm2, kpsi, MPa:2
TIRE PRESS. RRR
kg/cm2, kpsi, MPa:2
ENG. SPEED
rpm:0
TIRE TEMP. FL
C, F
TIRE TEMP. FR
C, F
TIRE TEMP. RLL
C, F
TIRE TEMP. RLR
C, F
TIRE TEMP. RRL
C, F
TIRE TEMP. RRR
ENGINE SPEED
C, F
rpm
ESTIM. PRESS. FL
kg/cm2, kpsi, MPa:2
ESTIM. PRESS. FR
kg/cm2, kpsi, MPa:2
ESTIM. PRESS. RLL
kg/cm2, kpsi, MPa:2
ESTIM. PRESS. RLR
kg/cm2, kpsi, MPa:2
ESTIM. PRESS. RRL
kg/cm2, kpsi, MPa:2
D34001

No.
s281
PAGE
DATA INDICATION
TMS REAL TIME MONITOR SCREEN (Continued)

3
ESTIM. PRESS. RRR
UNITS
kg/cm2, kpsi, MPa:2
ENGINE SPEED
rpm
BATT. VOLT. FL
BATT. VOLT. FR
BATT. VOLT. RLL
BATT. VOLT. RLR
BATT. VOLT. RRL
BATT. VOLT. RRR
ENGINE SPEED
rpm
FIELD STRE. FL
FIELD STRE. FR
FIELD STRE. RLL
FIELD STRE. RLR
FIELD STRE. RRL

FIELD STRE. RRR
D34001
SIGNAL NAME
D34-9
NOTES
D34-10
D34001
SECTION F
INDEX
TORQUE CONVERTER . . . . . . . . .
Main Relief Valve . . . . . . . . .
Torque Converter Relief Valve . .
Torque Converter Regulator Valve
Lock-up Clutch . . . . . . . . . .
Hydraulic Pump . . . . . . . . . .
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F2-2
F2-5
F2-5
F2-6
F2-6
F2-7
TRANSMISSION . . . . . . . . . . . . . . . . . . . .
Lubrication Relief Valve . . . . . . . . . . . . . . .
Transmission Control Valve . . . . . . . . . . . . .
ECMV (Electronic Control Modulation Valve) . . . .
ECMV Repair Procedure . . . . . . . . . . . .
Transmission Oil Filters . . . . . . . . . . . . . . .
Transmission Removal . . . . . . . . . . . . . . .
Transmission Installation . . . . . . . . . . . . . .
Procedure For Centering Engine and Transmission
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F2-8
F2-10
F2-11
F2-14
F2-18
F2-22
F2-23
F2-24
F2-25
TRANSMISSION OIL COOLER

Transmission Strainer . . .
Removal . . . . . . .
Installation . . . . . .
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F3-1
F3-1
F3-1
F3-2
DRIVE SHAFTS . . .
Front Drive Shaft
Removal . .
Installation .
Rear Drive Shaft
Removal . .
Installation .
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F5-1
F5-1
F5-1
F5-1
F5-2
F5-2
F5-2
MISCELLANEOUS COMPONENTS . . . . . . . . .
Transmission Controller . . . . . . . . . . . . . .
Transmission Range Selector . . . . . . . . . . .
Sensors & Switches . . . . . . . . . . . . . . . .
Transmission/Torque Converter Troubleshooting
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F6-1
F6-2
F6-4
F6-5
F6-7
F01009 6/99
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Index
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F1-1
NOTES
F1-2
Index
6/99 F01009
TRANSMISSION
The Torqflow transmission (9, Figure 2-1) mounted on
the 530M truck is a 7 speed forward,1 speed reverse,
planetary gear, multiple-disc clutch transmission,
which is hydraulically actuated and pressure lubricated
for optimum heat dissipation.
should be replaced at 500 hour intervals, or sooner if

the warning light indicates high restriction. A washable
screen is located on top of the left side of the transmission, next to the ECMVs that should be serviced at the
same time the oil is changed.
A rubber dampened drive line adapter (2) coupling the

engine to the transmission and torque converter, reduces harmful engine shock and vibration to the transmission. A lock-up system, consisting of a wet,
triple-disc clutch, can be actuated in all forward gears
for higher fuel savings.
The transmission oil should be drained, and the strainers in the sump removed and cleaned every 1000
hours of operation. Refer to section P lubrication and
service.
Operation of the transmission is controlled electronically through inputs from the operator (range selector
position, accelerator, etc.) and various sensors and
switches monitoring speeds and operating conditions.
The transmission oil supply is filtered through washable strainers located in thetransmission sump and by
external, replaceable elements located at the front of
the fuel tank. The two transmission filter elements
Specifications listed for the transmission and

torque converter components on the following
pages assume the specified oil type and viscosity
is being used, the oil level is correct, and oil is at
the normal operating temperature.
FIGURE 2-1. POWER TRAIN

1. Engine
2. Driveline Adapter
3. Front Drive Shaft
4. Brake Cooling & Hoist Pump
5. Brake Cooling Pump
F02015 12/01
6. Steering & Brake Pump

7. Torque Converter Transmission Pump
8. Torque Converter
9. Transmission
10. Rear Drive Shaft
Transmission
11. Parking Brake

12. Differential Gear
13. Drive Shaft
14. Brakes
15. Planetary Gears
F2-1
TORQUE CONVERTER
The torque converter is a 3-element, single-stage, two
phase torque converter with lock-up clutch.
A water-to-oil type oil cooler is utilized to dissipate heat

from the oil supply.
Stall ratio: . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1:1
FIGURE 2-2. TORQUE CONVERTER PUMP DRIVES
FIGURE 2-3. TORQUE CONVERTER

1. Front Housing
2. Rear Housing
F2-2
3. Torque Converter Control Valve

4. Torque Converter Regulator Valve
Transmission
F02015 12/01

1. Rear housing
2. Clutch (one-way)
3. Front housing
4. Disc
5. Plate
F02015 12/01
6. Stator
7. Coupling
8. Input shaft
9. Turbine
10. Piston
Transmission
11. Lock-Up Clutch Housing

12. Housing
13. Pump
14. Shaft
F2-3
MAIN RELIEF VALVE AND TORQUE

CONVERTER RELIEF VALVE
FIGURE 2-5. MAIN RELIEF VALVE

AND TORQUE CONVERTER RELIEF VALVE
(Pressure Specifications @ 2100 RPM, Oil Temperature 70 - 90 (158 - 194)
1. Spring (Small)
2. Spring (Large)
3. Valve Body
4. Main Relief Valve
5. Main Relief Valve Piston
6. Piston Spring
F2-4
7. Torque Converter Relief Valve

Spring
9. Piston Spring
Piston
11. To Transmission Sump
Transmission
14. Main Relief Valve (44 kg/cm2)

15. Torque Converter Relief Valve (9.5
kg/cm2)
16. Torque Converter Pressure Test Port
17. To Torque Converter
18. Torque Converter Inlet Test Port
19. Main Pressure Test Port
F02015 12/01
MAIN RELIEF VALVE

Function
The Main Relief Valve maintains the main hydraulic
pressure in the transmission control circuits and controls the oil flow to the transmission clutches.
Operation
The oil from the hydraulic pump enters port C (Figure
2-6), then passes through orifice B and goes to
chamber A.
When hydraulic pressure in the circuit rises, the pressure in chamber A also rises. This pushes the main
relief spool (1) to the left, in the direction of the arrow,
through the movement of piston (2). The oil at port C
passes through D to chamber E and to the torque
converter circuit.
ACTUATING PRESSURE
Engine @ 2100 RPM,
Oil Temperature @ 70 - 90 (158 - 194)
FIGURE 2-6. MAIN RELIEF VALVE

1. Main Relief Spool
2. Main Relief Valve Piston
. . . . . . . . . . . . . . . . . 44 1.5 kg/cm2 (626 21 psi)
TORQUE CONVERTER RELIEF VALVE

Function
The Torque Converter Relief Valve protects the torque
converter oil circuit by preventing the oil pressure from
rising to an abnormally high pressure.
Operation
Oil from the Main Relief Valve enters port F (Figure
2-7) and then passes through orifice H and goes to
chamber G.
When the hydraulic pressure in the circuit rises, the
pressure in chamber G also rises. This pushes the
Torque Converter Relief spool (4) to the right, in the
direction of the arrow, through the movement of piston
(3). As a result, the oil at port F can flow to port I
and then into the transmission lubrication circuit.
ACTUATING PRESSURE
Engine @ 2100 RPM
Oil Temperature @ 70 - 90 (158 - 194)
. . . . . . . . . . . . . . . . . 9.5 1.0 kg/cm2 (135 14 psi)
F02015 12/01
FIGURE 2-7. TORQUE CONVERTER RELIEF

VALVE
3. Relief Valve Piston
Transmission
4. Relief Valve Spool
F2-5
TORQUE CONVERTER REGULATOR VALVE

The Torque Converter Regulator Valve (Figure 2-8) is
installed in the output circuit of the torque converter to
regulate the hydraulic pressure inside the torque converter to 5.3 kg/cm2 (75 psi).
Operation
Oil from the torque converter flows from port A (Figure 2-9) to port B. However, the hydraulic pressure
at port B is lower than the tension of the spring (1)
and the spool (2) does not move.
FIGURE 2-9. BELOW REGULATED PRESSURE

1. Spring
2. Spool
When the hydraulic pressure at port B (Figure 2-10)

becomes higher than the tension of spring (1), it
pushes the spool (2) in the direction of the arrow, and
the oil at port A flows to port C.
A: Inlet From Torque Converter

B: Chamber
C: Outlet to Oil Cooler
ACTUATING PRESSURE
Engine @ 2100 RPM
Oil Temperature @ 70 - 90 (158 - 194)
. . . . . . . . . . . . . . . . . . 5.3 1.0 kg/cm2 (65 14 psi)
FIGURE 2-10. REGULATED PRESSURE

1. Spring
2. Spool
A: Inlet From Torque Converter

B: Chamber
C: Outlet to Oil Cooler
LOCK-UP CLUTCH
The operation of the lock-up clutch utilizes an ECMV
(Electronic Control Modulation Valve) identical to
those used to actuate the transmission range clutches.

REGULATOR VALVE
1. Valve Body
2. Spring
3. Spool
F2-6
4. Pressure Tap
5. Inlet Port
(From Torque Converter)
At the correct rpm, the Transmission Controller will

provide the signal for lock-up clutch engagement.
Through the use of this valve and two pressure sensors, the pressure in the apply piston chamber is
maintained at the same pressure as the internal torque
converter pressure instead of dropping to 0 psi. This
keeps the lock-up clutch cavity filled with oil waiting for
the next lock-up application. This method of lock-up
clutch application greatly reduces the shift shock felt
when the lock-up clutch is applied.
The pressure sensors monitor the inlet and outlet
pressures in the torque converter to actuate the ECMV
to control the pressure in the lock-up clutch cavity. In
addition, the input and output shaft speeds are also
monitored.
Transmission
F02015 12/01
HYDRAULIC PUMP
Torque converter and transmission
Volume: . . . . . . . . . . . . . . . . . . . . . . 491 l/min (130

gpm) @ 2100 RPM
Pump Rotation . . . . . . . . L.H. (Counterclockwise)
FIGURE 2-11. HYDRAULIC PUMP

1. Washer
2. Stud
3. Nut
4. Drive Gear
5. Seal
6. Snap Ring
7. Plug
F02015 12/01
8. Flange
9. Body
10. Dowel Pin
11. O-Ring
12. O-Ring
13. Snap Ring
14. Splined Coupling
Transmission
15. O-Ring
16. Pressure Plate
17. Isolation Plate (Top)
18. Isolation Plate (Bottom)
19. Backup Ring
20. O-Ring
21. Ring Retainer
F2-7
TRANSMISSION
The torqflow transmission (Figure 2-12) mounted on
the 530M truck is a 7 speed forward,1-speed reverse,
planetary gear, multiple-disc clutch transmission,
which is hydraulically actuated and pressure lubricated
for optimum heat dissipation.
A rubber dampened drive line adapter coupling the
engine to the transmission and torque converter, reduces engine shock and vibration to the transmission.
A lock-up system, consisting of a wet, triple-disc clutch,
can be actuated in all forward gears for higher fuel
savings.
Operation of the transmission is controlled electronically through inputs from the operator (range selector
position, accelerator, etc.) and various sensors and

switches monitoring speeds and operating conditions.
The transmission oil supply is filtered through washable strainers located in the transmission sump and by
external, replaceable elements located at the front of
the fuel tank. The two transmission filter elements
should be replaced at 500 hour intervals, or sooner if
the warning light indicates high restriction. A washable
screen is located on top of the left side of the transmission, next to the ECMVs that should be serviced at the
same time the oil is changed.
The transmission oil should be drained, and the strainers in the sump removed and cleaned every 1000
hours of operation. Refer to section P Lubrication
and Service for additional information.
FIGURE 2-12. TRANSMISSION AND TORQUE CONVERTER

1. Torque Converter
2. Lubrication Pressure Tap
F2-8
3. Transmission
4. Transmission Control Valve
Transmission
5. Torque Converter Control Valve
F02015 12/01
FIGURE 2-13. TRANSMISSION ASSEMBLY

1. Input shaft
2. Hub
3. #1 planetary pinion gear
4. Transmission case
5. #3 sun gear
8. #4 sun gear
11. Rear case
12. #5, #6 planetary carrier
13. #7 clutch (3rd)
F02015 12/01
14. #5 sun gear

15. Output shaft
16. #6 sun gear
17. Coupling
18. Intermediate shaft
19. Case
20. Hub
22. #6 ring gear
23. #6 clutch (rev.)
24. #5 ring gear
Transmission
25. #5 clutch (1st)

26. #4 planetary carrier
27. #4 ring gear
28. #4 clutch (2nd)
29. #3 clutch (low clutch)
30. #3 ring gear
32. #2 clutch (high clutch)
34. #1 ring gear
35. #1 clutch (middle clutch)
36. Hub
37. #1 sun gear
F2-9
LUBRICATION RELIEF VALVE
OPERATING PRESSURE
Engine @ 2100 RPM
Oil Temperature @ 70 - 90 (158 - 194)
Function
The Transmission Lubrication Releif Valve (3, Figure
2-14) is installed on the left side of the transmission
case (1). This valve prevents abnormal pressure in the
transmission lubrication circuit.
. . . . . . . . . . . . . . . . . . 2.2 1.0 kg/cm2 (31 14 psi)

Cracking Pressure:. . . . . . . . . . 3.0 kg/cm2 (43 psi)
FIGURE 2-14. TRANSMISSION LUBRICATION RELIEF VALVE

1. Transmission Case
2. Lubrication Pressure Test Port
3. Lubrication Relief Valve
4. Cover
5. O-Ring
F2-10
6. Spacer
7. Spring Guide
8. Spring
9. Plate
10. Spool
11. Gasket
Transmission
F02015 12/01
TRANSMISSION CONTROL VALVE
FIGURE 2-15. TRANSMISSION CONTROL VALVE

1. ECMV (for T/C lock-up clutch)
2. ECMV (for medium clutch)
3. ECMV (for high clutch)
4. ECMV (for low clutch)
5. ECMV (for 3rd clutch)
6. ECMV (for 2nd clutch)
7. ECMV (for 1st clutch)
8. ECMV (for reverse clutch)
9. Valve Oil Filter
10. Valve Seat
11. Breather
A. Lock-up Clutch Pressure Tap Port
B. Medium Clutch Pressure Tap Port
C. High Clutch Pressure Tap Port
D. Low Clutch Pressure Tap Port
E. 3rd Clutch Pressure Tap Port
F. 2nd Clutch Pressure Tap Port
G. 1st Clutch Pressure Tap Port
H. Reverse Clutch Pressure Tap Port
F02015 12/01
ECMV
SPEED
RANGE
1st
2nd 3rd
RATIO
5.600
N
F1
5.434
F2
4.063
F3
3.048
F4
2.415
F5
1.811
F6
1.333
F7
1.000
ECMV CLUTCH OPERATION TABLE
Transmission
F2-11
FIGURE 2-16. HYDRAULIC CIRCUIT DIAGRAM

(*Engine @ 2100 RPM, Oil Temperature 70 C - 90 C (158 F - 194 F))
1. Torque Converter
2. *Torque Converter Relief Valve: 9.5 1kg/cm2 (135 psi)
3. *Main Relief Valve: 44 kg/cm2 (626 psi)
4. *Regulator Valve: 5.3 1kg/cm2 (75 14 psi)
5. Oil Cooler
6. *Transmission Lubrication Relief Valve: 2.2 1kg/cm2 (31 psi)
7. Filter Assemblies
8. Hydraulic Pump
9. Strainer
10. Transmission Oil Pan
11. Fill Switch
12. Proportional Solenoid: 19 1kg/cm2 (270 14 psi)
13. Lock-up Clutch
14. ECMV (Medium Clutch): 18 1 kg/cm2 (256 14 psi)
F2-12
15. Medium Clutch

16. ECMV (High Clutch): 18 1kg/cm2 (256 14 psi)
17. High Clutch
18. ECMV (Low Clutch): 35 1.5 kg/cm2 (498 21 psi)
19. Low Clutch
20. ECMV (2nd Clutch): 35 1.5 kg/cm2 (498 21 psi)
21. 2nd Clutch
22. ECMV (1st Clutch): 35 1.5 kg/cm2 (498 21 psi)
23. 1st Clutch
24. ECMV (Reverse Clutch): 35 1.5 kg/cm2 (498 21 psi)
25. Reverse Clutch
26. ECMV (3rd Clutch): 18 1kg/cm2 (256 14 psi)
27. 3rd Clutch
28. ECMV Oil Filter
Transmission
F02015 12/01
ECMV (ELECTRONIC CONTROL MODULATION VALVE)
FIGURE 2-17. ECMV (ELECTRONIC CONTROL MODULATION VALVE)

1. Connector
2. Spring
3. Flow Sensor Valve Spool
4. Spring
5. Fill Switch
F02015 12/01
6. Proportional Solenoid
7. Pressure Control Valve Spool
8. Load Piston
9. Spring
Transmission
A: To clutch
B: Drain
C: From Pump
a: CLutch Pressure Measurement Port
F2-13
ECMV (Electronic Control Modulation

Valve)
The ECMV (Electronic Control Modulation Valve) consists of two valves: a pressure control valve and a flow
sensor valve.
Pressure control valve
The pressure valve contains a proportional solenoid
which takes the current sent from the transmission
controller and the pressure control valve converts this
current into hydraulic pressure. (Refer to Figure 2-18.)
Flow sensor valve
This valve is actuated by a trigger from the pressure
control valve, and has the following functions:
1. The valve is opened until the clutch is filled with
oil, thereby reducing the time (filling time) taken
for oil to fill the clutch.
2. When the clutch becomes full of oil, the valve
closes, and sends a signal (full signal) to the
controller to inform that filling is completed.
3. While there is hydraulic pressure applied to the
clutch, it outputs a signal (full signal) to the controller to inform whether there is hydraulic pressure or not.
ECMV and proportional solenoid
FIGURE 2-18.
A range: Before Gear Shifting (drained)
B range: Filling Starts (trigger issued)
C range: Filling Completed
D range: Regulation
E range: Filling
Each ECMV is equipped with one proportional solenoid.

The propulsion force shown in the diagram in Figure
2-19 is generated according to the command current
from the controller.
The propulsion force generated by the proportional
solenoid acts on the pressure control valve spool and
this generates the hydraulic pressure shown in the
diagram on the right. In this way, by controlling the
command current, the propulsion force is changed and
this acts on the pressure control valve to control the oil
flow and hydraulic pressure.
ECMV and fill switch
Each ECMV is equipped with one fill switch. When the
clutch is completely filled, the flow sensor valve acts
to switch the fill switch on. As a result of this signal, the
oil pressure starts to build up.
FIGURE 2-19.
F2-14
Transmission
F02015 12/01
Action of ECMV
The ECMV is controlled by the command current from
the transmission controller to the proportional solenoid, and the output signal of the fill switch. The
relationship between the ECMV proportional solenoid
command current and clutch input pressure and the
output signal of the fill switch is as shown in the
diagram in Figure 2-20.
A range: Before gear shifting (drained)
B range: Filling starts (trigger issued)
C range: Filling completed
D range: Regulation
E range: Filling
FIGURE 2-20.
Before shifting gear (drained) (A range of

graph)
1. (Refer to Figure 2-21): When no current is being
sent to proportional solenoid (6), the reaction
force for spring (9) of the pressure control valve
pushes pressure control valve spool (7). As a
result, proportional solenoid (6) is pushed pack,
so pressure control valve spool (7) connects the
oil at clutch port C to drain port E and drains the
oil.
In this condition, there is no hydraulic force acting
on spool (3) of the flow sensor valve, so the
reaction force of spring (4) for the fill switch moves
flow sensor valve spool (3) away from fill switch
(5), and stops it in a position where it is in balance
with return spring (2) of the flow sensor valve.
FIGURE 2-21.
F02015 12/01
Transmission
F2-15
Starting to fill (trigger command input to pressure control valve) (B range of graph)
1. (Refer to Figure 2-22): When there is no oil inside
the clutch and the trigger current is sent (maximum current is applied) to proportional solenoid
(6), the proportional solenoid moves the full
stroke and pressure control valve spool (7) moves
to the left. As a result of this, pump port A and
pressure control valve output port B are opened,
and oil passes through orifice a of flow sensor
valve spool (3) and starts to fill the clutch.
2. (Refer to Figure 2-23): When this happens, a
pressure difference is created between the upstream and downstream sides of orifice a of flow
sensor valve spool (3). Because of this difference
in pressure, flow sensor valve spool (3) moves to
the left and compresses sensor valve return
spring (2).
As a result, flow sensor valve spool (3) opens
pump port D, and oil flows from here through
orifice a and goes to the clutch port.
FIGURE 2-22.
Filling completed (pressure control set to initial pressure) (C range of graph)

1. (Refer to Figure 2-24): When pump port D of the
flow sensor valve opens, and the oil flows out from
here, a difference in pressure is created between
the upstream and downstream sides of orifice a
of the flow sensor valve spool (3). This continues
to push flow sensor valve spool (3) to the left.
When this happens, and the current of proportional solenoid (6) is lowered momentarily to the
initial pressure level, almost the complete pump
pressure comes to bear on load piston (8). As a
result, pressure control valve spool (7) is pushed
back to the right, and a small amount of oil leaks
from pressure control valve outlet port B to drain
port E. However, only a small amount of oil leaks,
so almost all of the oil from the pump flows to the
clutch, and flow sensor valve spool (3) continues
to be pushed to the left.
FIGURE 2-23.
FIGURE 2-24.
F2-16
Transmission
F02015 12/01
2. (Refer to Figure 2-25): When the clutch is filled

with oil, the flow of oil from pump port D to clutch
port C stops. The size of areas receiving pressure
on the left and right sides of flow sensor valve
spool (3) is different (the area on the left side is
larger), so when the pressure on both sides becomes the same, the spool is moved by hydraulic
force to the right. When this happens, pump port
D and clutch port C are closed. Because of this
difference in area on the left and right sides, and
the force of return spring (2) of the pressure
control valve, flow sensor valve (3) compresses
fill switch spring (4) and is pushed to the right. It
then contacts fill switch (5) and transmits the
clutch filling completed signal to the shift controller. At this point, the current for the initial pressure
level is flowing to proportional solenoid (6), so the
hydraulic pressure is set to the initial pressure by
pressure control valve spool (7).
FIGURE 2-25.
Regulating (D range of graph)

1. (Refer to Figure 2-26): When current is sent to
proportional solenoid (6), the solenoid generates
a force proportional to the current. This propulsion
force of the solenoid, and the sum of the propulsion force produced by the hydraulic pressure at
the clutch port applied to load piston (8), and the
reaction force of pressure control valve spring (9)
are regulated so that they are in balance.
The difference in hydraulic pressure applied to
both sides of flow sensor valve spool (3) pushes
the spool to the right, and the fill signal continues
to be sent to the transmission controller.
FIGURE 2-26.
F02015 12/01
Transmission
F2-17
ECMV REPAIR PROCEDURE

1. Thoroughly wash and flush debris and dirt from
Transmission Control Valve mounted on top of
transmission.
2. Thoroughly wash and flush the area surrounding
the filter assembly (5, Figure 2-27) to prevent the
intrusion of sand, mud, dust, paint, etc.
3. Remove mounting nuts (2) and remove the ECMV
protective cover (1). Flush area under cover, taking care not to allow soil, sand, dust, paint, etc. to
enter the ECMV, valve seats, etc.
Filter Cleaning Procedure
1. Remove the filter assembly protective cover (9,
Figure 2-27) and the restriction sensor connector
(4). Prior to removal of the complete filter assembly (5) from the valve assembly, loosen the filter
case (8) from the filter head (6) by rotating
counter-clockwise, using the hex nut at the case
tip.
2. Remove the complete filter assembly (5).
NOTE: When the filter assembly is removed from the
valve seat, some oil will flow out of the case on to the
transmission. Be prepared to minimize spillage.
3. Remove the case (3, Figure 2-28) from the filter
head (1).
4. Remove filter element assembly (2) from head (1).
Remove O-rings (4, 5).
5. Wash all foreign matter from the element with light
oil. Dry element using clean, dry, low pressure air.
If element is damaged or cannot be completely
cleaned, replace element.
FIGURE 2-27. TRANSMISSION CONTROL VALVE

ASSEMBLY
1. Cover
2. Mounting Nuts
3. Harness
4. Sensor Connector
5. Filter Assembly
6. Filter Head
7. Filter Element
8. Filter Case
9. Cover
10. ECMV Assembly
11. ECMV Mounting Bolts
12. Valve Plate
6. Wash the head (1) and the case (3) with light oil.
7. Install O-rings (4 & 5) into head (1) and on case
(3). Insert element (2) into case (3).
8. Install the case onto head. Tighten case hand
tight.
9. Install the assembled filter assembly onto the
valve seat. Tighten mounting capscrews to standard torque.
10. Tighten the filter case (3) to 6 to 8 kg.m (43 - 58
ft.lbs.) torque.
11. Install the restriction sensor connector (4, Figure
2-27) to the harness (3) and install the protective
cover (9).
F2-18
Transmission
FIGURE 2-28. FILTER ASSEMBLY

1. Filter Head
2. Filter Element
3. Filter Case
4. O-Ring
5. O-Ring
F02015 12/01
ECMV Removal
1. Remove the paint along the boundary between
the fill switch assembly (16, Figure 2-29) and the
valve body (1) at each ECMV to be removed.
2. Disconnect the electrical connectors for the fill
switch assembly (16) and solenoid valve (9) from
the harness.
3. Remove the switch and solenoid connectors from
bracket (18).
Disassembly
1. Before disassembly, flush the ECMV and valve
seat (paint at corners of the mating surfaces must
be removed thoroughly).
NOTE: Do not allow the solenoid connectors, fill switch
connectors, or harness to be exposed directly to the
water, etc.
2. Remove the mounting bolts (8, Figure 2-30) from
the ECMV assembly (10), and separate the
ECMV assembly from valve plate (12).
3. Remove solenoid connector (2, Figure 2-30) and
fill switch connector (3) from bracket. Loosen
bolts (17). Gently remove the flow sensor valve
fill switch (16) and bracket. Be careful not to let
spring (15) fall out of place.
4. Remove cover plate (21, Figure 2-27). Remove
plug (13) by installing a capscrew in the tapped
hole for easier removal. Then, remove the flow
detecting valve spring (12), valve spool (11), and
spring (15).
a. Examine valve body (1) and spool (11) as well
as spring (15) for the existence of plating film
pieces and other metallic particles. If found,
remove them.
FIGURE 2-29. ECMV ASSEMBLY

1. Valve Body
2. Plug
3. Plug
5. Piston
6. Spring
7. Shim
8. O-ring
9. Solenoid Valve
10. Bolt
11. Flow Detection Valve
12. Spring
13. Plug
14. O-ring
15. Spring
16. Fill Switch
17. O-ring
18. Bracket
19. Bolt
20. Washer
21. Cover Plate
22. O-ring
23. Bolt
b. If foreign matter has lodged in the valves or the

pistons, or if their functional movement is not
smooth, recondition them with an oil stone, etc.
5. Remove spring (6), shims (7), piston (5), and valve
(4) from the pressure control valve. Examine for
any trapped foreign matter, seized spool, or rough
movement. Be careful not to lose shims (7). Keep
shims in storage, after confirming their quantity.
NOTE: Protect the valve plate (12, Figure 2-27) and

the valve mating surfaces by applying masking tape,
etc. Prevent dirt/dust from entering the transmission
by covering all openings. Place all removed parts in
storage, being careful not to scratch any part.
6. Remove the proportional solenoid valve (9).
F02015 12/01
Transmission
F2-19
Reassembly
Inspect each part thoroughly and confirm that the part
is free from dirt/dust, scratches, etc. Wash all parts with
solvent. Lubricate spools and plungers with a small
amount of transmission oil during assembly. Be certain
to reassemble all spools and plungers into their original
valve body bores.
NOTE: When assembling the valve, make sure that
valve spools move smoothly in the bore.
This work should be performed in a Clean Room

or workstation free from dirt, dust, etc.
1. Set the pressure control valve spool (4, Figure
2-30) in the valve body (1). Be certain the valve
movement is smooth, by pushing the valve with
fingers on both ends.
2. Install the solenoid valve (9) together with O-ring
(8), using 4 bolts (10). Tighten bolt (10) to 1.35
0.15 kg.m (9 -11 ft.lbs.) torque.
3. Place the pressure control valve piston (5) inside
pressure control valve spool (4). Make sure that
piston movement is smooth, by pushing the valve
with fingers.
FIGURE 2-30. ECMV VALVE ASSEMBLY
1. Valve Body
2. Solenoid Connector
3. Fill Switch Connector
Spool
5. Load Piston
6. Spring
7. Shims
8. Mounting Bolt
9. Proportional Solenoid
10. Bolt
11. Flow Sensor Valve
12. Spring
13. Plug
14. Pressure Test Port
15. Spring
16. Fill Switch
17. Bolt
18. Cover Plate
4. Install shims (7) and spring (6) in the pressure

control valve. Install O-ring (22, Figure 2-38) in
the valve body.
The standard number of shims is:
Standard shim pack thickness:
Individual shim thickness:
3 pcs.
0.6 mm
0.2 mm
NOTE 1: (Refer to Figure 2-30.) When parts (1), (6),

(5), (4), and (9) are all being reused, the same number
of shims removed during disassembly must be reinstalled. When any of these parts have been replaced,
the standard number of shims (3 ea.) should be installed. The exact quantity required is determined
when clutch pressure test is performed.
NOTE 2: When only the proportional solenoid valve (9)
is to be replaced, remove cover (18) and make sure
that spring (6) has been positively set in place. (There
is a possibility that the spring can get out of the valve
end when the proportional solenoid valve is removed.)
F2-20
Transmission
F02015 12/01
5. Install the flow sensor valve (11) in valve body (1).

Make certain the valve movement is smooth, by
pushing the valve with fingers on both ends.
6. Set the flow detecting valve spring (15, Figure
2-38) in place. Install O-ring (17) and position fill
switch (16) and bracket (18) on valve body. Install
2 bolts (19) and tighten to 3.15 0.35 kg.m (20 25 ft.lbs.) torque.
7. Install spring (12) in the flow detecting valve.
Install new O-ring (14) on plug (13) and install in
valve body.
8. Install cover plate (21) with 5 bolts (23) and
washers (20). Tighten bolts to standard torque.
9. Assemble the connectors (2, Figure 2-39) and (3)
to the bracket.
11. Install all ECMVs onto the valve seat, making sure
that mounting surfaces are free from dirt/dust,
scratches, etc. Secure all electrical connectors to
the harness.
12. Check clutch pressure for any ECMV that has
been disassembled for repairs.
After any disassembly, reassembly, and/or parts

replacement in the pressure control valve, clutch
oil pressure must be checked and adjusted if necessary.
10. For each ECMV assembly, install O-rings (3

places) at the valve seats and install with 4 bolts
(8). Tighten bolts (11) to 3.15 0.35 kg.m (20 - 25
ft.lbs.) torque.
F02015 12/01
Transmission
F2-21
TRANSMISSION FILTERS
The transmission filter elements should be replaced
every 500 hours of operation or sooner if the warning
light indicates high restriction. This maintenance interval may be increased or reduced, depending on operating conditions, by observing the warning light
indicator.
The transmission filters are located on the outside of
the right frame rail, ahead of the fuel tank.
Relieve pressure before disconnecting hydraulic

and other lines. Tighten all connections before
applying pressure. Hydraulic fluid escaping under
pressure can have sufficient force to enter a persons body by penetrating the skin and cause
serious injury and possibly death if proper medical
treatment by a physician familiar with this injury is
Service
1. Remove plug (6, Figure 2-31) and drain oil from
the housing into a suitable container.
Take care to avoid contact with hot oil if truck has

been operating. Avoid spillage and contamination!
2. Remove bowl (4) and element (5).
3. Replace seal (3) in filter head.
Installation
1. Install new element (5, Figure 2-31). Install housing (4) and tighten.
2. Replace drain plug (6), and O-ring (7).
FIGURE 2-31. TRANSMISSION CIRCUIT FILTER
NOTE: The indicator switch (2, Figure 2-31) is not
repairable. If the indicator switch is inoperative, replace as a unit. The actuation pressure of the indicator
switch is factory preset. Switch adjustment is not necessary or recommended.
F2-22
Transmission
1. Head Assembly
2. Indicator Switch
3. Seal
4. Bowl
5. Filter Element
6. Plug
7. O-Ring
8. Core Assembly
9. Bypass Valve
F02015 12/01
Transmission Removal
1. Thoroughly clean all components in the area of
the transmission, pumps and drivelines.
2. Park truck on a level surface, block wheels and
apply park brake. Raise dump body and install
body safety cable. Move hoist valve to Float
position to put weight of dump body on cables.
Lock the hoist lever in the hold position.
Dump body must be up and safety cable in place.

DO NOT work under raised dump body unless the
body safety cable is installed.
FIGURE 2-32. HYDRAULIC LINES

1. PTO
2. Hydraulic Hoses
NOTE: If hydraulic pump or engine is inoperative,

dump body should be raised with a crane to allow
safety cable installation.
3. Turn keyswitch Off, shut down the engine and
allow steering accumulators to bleed down completely. Turn the steering wheel and verify no
wheel movement occurs.
4. Bleed the brake system accumulators; open the
needle valves located on the brake manifold in
the hydraulic cabinet and allow all pressure to
bleed. Close bleed valves after pressure has bled
off.
5. Remove the transmission guard structure.
6. Drain transmission oil.
7. Drain the hydraulic tank. If oil is to be reused, be
certain containers are clean and free of contamination.
8. Tag and Disconnect transmission control and
sensor wiring connectors.
10. Remove front and rear driveshaft guards.

11. Disconnect drivelines (1 & 7, Figure 2-33) at cross
and bearing and remove front and rear driveshaft
assemblies.
12. Remove front transmission trunnion mount capscrews and washers (3).
13. Remove rear mount capscrews and washers (5)
for transmission assembly.
14. Attach a lifting device to the transmission/torque
converter. Verify all wire harnesses and hydraulic
lines have been removed.
15. Carefully lift assembly from the top of the frame.
16. Remove the transmission filter elements and inspect. Clean filter housings and install new elements.
9. Tag and remove inlet and outlet hoses at the

hydraulic pumps mounted on the PTO (1, Figure
2-32) and the transmission. Cap hoses and open
ports to prevent dirt entry. Secure loose hoses to
frame to allow clearance for transmission removal.
F02015 12/01
Transmission
F2-23
Transmission Installation
NOTE: Check the vibration dampener for wear, damage or deterioration. Replace any rubber cushions or
dampeners in doubtful condition.
Dump body must be up and safety cable in place.

DO NOT work under raised dump body unless the
safety cable is installed.
1. Attach a lifting device to the transmission/torque
converter assembly (4, Figure 2-33). Lift assembly over frame and lower into position over
mounts.
NOTE: See the procedure (following page) for centering the engine assembly and transmission assembly.
2. Install front mount capscrews and washers (3) for
transmission assembly. Tighten capscrews to
standard torque.
3. Install rear mount capscrews (5) for transmission
assembly. Tighten capscrews to standard torque.
4. Refer to Drivelines, Section F5 for driveline (1 &
7) installation instructions.
5. Install rear driveline guard (6). Install front
driveline guard.
6. Remove protective caps from hoses and ports on
pumps and transmission. Using new O-rings for
flange fittings, install hoses on hydraulic pumps
and transmission. (O-rings should be coated with
grease to help them stay in position while attaching flange clamps.)
7. Reconnect wiring harness connectors to transmission controls and sensors.
8. Verify all hoses and wiring have been installed.
Install transmission guard structure under transmission.
Be certain all personnel are clear before lowering

body to frame!
9. Remove safety cable and lower body to the frame.
(It may be necessary to lift the body slightly with
an overhead crane to relieve tension on safety
cable.)
F2-24
FIGURE 2-33. TRANSMISSION INSTALLATION

1. Front Driveline
2. Trunnion Support
4. Transmission Assembly
6. Driveline Guard
7. Rear Driveline
10. Verify new transmission filter elements have been

installed.
11. Refill transmission with oil specified in lube chart
in Section P. Oil should be visible in the upper
part of the sight gauge, between the H and L
marks.
Note: Oil level must be checked again after the engine
has been started and the oil is at operating temperature.
12. Refill the hydraulic tank with oil. Refer to Section
P, Lubrication and Service.
Transmission
F02015 12/01
13. Loosen suction lines on hydraulic pumps to bleed

air from lines. (Refer to Hydraulic System, Section
L for detailed instructions.) Tighten clamps securely after all air has been bled.
14. Start the engine and check for hydraulic leaks.
2. While turning coupling at torque converter end,

carry out centering so that tool (2, Figure 2-35 and
2-36) rotates smoothly on both shafts. Move the
torque converter/transmission assembly end
when centering.
15. Allow transmission oil to reach normal operating

temperature. Recheck transmission oil level with
truck level, engine running at low idle, oil at operating temperature and transmission in NEUTRAL.
Under the above conditions, oil level should be
between the lower H and L marks of the sight
gauge.
16. Operate truck to verify proper operation of transmission and controls.
FIGURE 2-35. SHAFT ALIGNMENT
Procedure For Centering The Engine Assembly

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

and transmission assembly, or drive shaft have been
removed, the alignment of the engine and transmission must be checked and adjusted.
1. Install alignment tool (2, Figure 2-34) to the couplings at the engine end and torque converter
end.
FIGURE 2-36. MAXIMUM SHAFT MISALIGNMENT
NOTE: The misalignment should be within 3.0 mm

(0.12 in) in both the up-down and left-right directions.
However, if they are not parallel, the distance at the
point where they are farthest apart must be within 3.0
mm (0.12 in).
FIGURE 2-34. SHAFT ALIGNMENT

1. Engine End
2. Tool
3. Torque Converter
End
NOTE: To raise transmission, place shims between

the front mounts and the frame bracket.
F02015 12/01
Transmission
F2-25
NOTES
F2-26
Transmission
F02015 12/01
TRANSMISSION OIL COOLER

The bottom tank of the radiator contains the heat
exchanger for the transmission. If a leak occurs in the
heat exchanger, antifreeze/coolant may contaminate
the transmission oil and/or transmission oil may contaminate the engine cooling system.
TRANSMISSION STRAINER
Transmission oil cooler repairs should be performed

by a qualified repair facility. The bottom tank and
gaskets are available as replacement components.
Contact your Komatsu distributor.
Removal

oil, the system must be examined for leaks and corrected. Then the system must be flushed to remove oil
contamination and refilled with a clean coolant solution.
exchanger, the transmission oil must be examined
IMMEDIATELY. Ethylene glycol (even in small
amounts) will damage friction-faced clutch plates.
Contact your Komatsu distributor for ethylene glycol
detection test kits.
The transmission oil pan contains magnetic strainers.

They should be removed and cleaned every 1000
hours of operation.
1. Drain transmission oil. Be prepared to catch 120

liters (32 gal) of oil.
2. Remove capscrews (5, Figure 3-1) and cover (3).
3. Remove screen/magnets (1) and inspect.
Careful inspection of the oil tank interior, drained

oil, and screen/magnets immediately after removal
can provide valuable information regarding the
condition of the transmission internal components. Always perform the inspection procedures
on the following page prior to cleaning.
If ethylene glycol is found in the transmission oil, the

transmission should be removed, completely disassembled, cleaned and examined, and ALL frictionfaced clutch plates replaced.
Removal And Installation

Refer to Section C, Engine, Fuel, Cooling And Air
Cleaner, for the removal and installation of the radiator.
Repair
Repairs to transmission cooler and wet disc brake heat
exchanger should be done by a qualified repair facility.
The Wet Disc Brake heat exchanger is also mounted
below the radiator tank. Refer to Section C. Engine,
Fuel, Cooling And Air Cleaner for removal and repair.
FIGURE 3-1. SCREEN/MAGNET REMOVAL
1. Screen/Magnet
2. O-Ring
F03008 6/98
Transmission Oil Cooler
4. Washer
5. Capscrew
F3-1
Inspection
Check the oil tank and drained oil as well as the
strainer for foreign material. Check the strainer for
a clogged or fouled condition with metallic particles. When the amount of foreign material has
significantly increased compared with preceding
inspections, it probably indicates an internal failure, requiring careful and immediate corrective
action.
If bronze, aluminum, or other metallic material is
detected in the analysis, the source should be
investigated, depending on the % of content. If a
large amount of these contaminates are found in
an oil sample, immediate action is necessary;
small or trace amounts should be recorded and
checked at the next interval for a trend.
Contamination of oil by water or anti-freeze is
considered serious. Trace amounts should be
tracked to determine a trend. If a large % of
content is found in an oil sample, the cooler should
be checked, replaced if necessary, and the transmission removed for rebuild.
Judgement
1. When the element* is clogged with black foreign
material (2, Figure 3-2), it indicates that clutch
discs are wearing. When the clogged area is
about 10 mm (0.40 in) in width and about 60 mm
(2.4 in) around the circumference, transmission
repair should be considered necessary within
200 operating hours. If the clogged area is more
extensive, immediate repair is necessary.
FIGURE 3-2. SCREEN/MAGNET

1. Screen Element
2. Black Foreign Matter
(non-metallic)
3. Magnets
4. Iron Particles
Installation
1. Install screen/magnets (1, Figure 3-1) into transmission oil pan.
2. Install new O- Rings (2) in cover and install cover
with capscrews (5) and washers (4).
3. Fill transmission with oil. Refer to Section P for
recommended lubricant.
2. When all magnets (3) are fouled* with iron particles, it indicates that excessive wear or damage
to internal metal parts has occurred and immediate repair is necessary.
*NOTE: Also check the oil tank interior and drained oil
for foreign material or for metallic powder in suspension.
F3-2
Transmission Oil Cooler
6/98 F03008
DRIVE SHAFTS
The engine/transmission and transmission/final drive drive shafts differ in length and design. The front drive shaft is
a fixed length, approximately 47 cm (18 in.). The rear drive shaft is approximately 101 cm (40 in.) free length [96.1
cm (37.8 in.) installed, empty] and includes a slip-joint to permit oscillation of the final drive assembly.
Removal and installation procedures for each drive shaft are similar.
Front Drive Shaft Removal
Block all wheels securely before removing the

drive shafts.
Because of limited clearance, a special, 30 mm socket
must be used to remove and install the capscrews (2,
Figure 5-2) used to mount the front drive shaft cross
and bearing assembly to the output and input flanges
at the engine and transmission.
Figure 5-1 illustrates a typical 30 mm, 12 point socket
that has been turned down to provide a thinwall
socket for adequate clearance. This socket can be
modified locally.
1. Remove drive shaft guard, if equipped.
2. Remove and tag any wiring or hoses which may
interfere with removal.
FIGURE 5-1. SOCKET MODIFICATION
DIMENSIONS
(Make Locally)
3. Attach a sling hoist to the drive shaft.

4. Using a socket as shown in Figure 5-1, remove
the four capscrews (3, Figure 5-2) at each cross
and bearing and remove the drive shaft.
Front Drive Shaft Installation

NOTE: Be certain the cross and bearing to drive shaft
capscrews (4, Figure 5-2) have been properly torqued
prior to installing the drive shaft.
Refer to Assembly of Drive Shaft Assembly.
1. Position the drive shaft (1, Figure 5-2) between
engine and transmission and align the cross and
bearings with the drive flanges.
2. Install four capscrews (2) at each end and tighten
to the following torque:
Front Drive Shaft, 20 mm diameter capscrews:
44.8 2.2 kg.m (324 15.9 ft. lbs.)
3. Install drive shaft protector if equipped.
4. Install any wiring or hoses removed to gain access
to drive shaft.
F05008 8/00
FIGURE 5-2. FRONT DRIVE SHAFT

INSTALLATION
1. Front Drive Shaft 4. Capscrews, Drive Shaft
2. Capscrews (20 mm) (0.750 in.-16 UNF)
3. Engine Output
5. Transmission Input
Drive Shafts
F5-1
Disassembly of Drive Shaft Assembly
Rear Drive Shaft Removal
1. Remove the cross and bearing assembly from

each end of the drive shaft and inspect for rough
or frozen bearings.
NOTE: Do not disassemble the cross and bearings. If
bearings are unserviceable, replace the entire cross
and bearing assembly as a unit.
Block all wheels securely before removing the

drive shafts.
1. Remove drive shaft guard, if equipped.
2. On the rear drive shaft only, match mark the shafts

for proper orientation during assembly to maintain
the balance on the shaft. Inspect all parts for wear
and damage. If either the stub or yoke is considered to be unserviceable, parts must be replaced
with a new, balanced drive shaft.
2. Remove and tag any wiring or hoses which may

interfere with removal.
3. Attach a sling hoist to the drive shaft.
4. Remove the four capscrews (2, Figure 5-3) at
each cross and bearing and remove the drive
shaft.
3. Clean all parts (except the cross and bearing

assemblies) in clean solvent and blow dry with
compressed air.
4. Insure all grease passages are clear.
Assembly of Drive Shaft Assembly

1. Rear Drive Shaft Only - Lubricate the splines with
multi-purpose grease, and carefully slide shafts
together with alignment marks lined up.
2. Attach the cross & bearing assembly at each end.
FRONT: Tighten capscrews (4, Figure 5-2) to:
44.8 2.2 kg.m (324 15.9 ft. lbs.) torque.
FIGURE 5-3. REAR DRIVE SHAFT INSTALLATION

1. Rear Drive Shaft
4. Transmission Output
2. Capscrews (18 mm)
5. Final Drive Input
3. Drive Shaft Capscrews (18 mm)
REAR: Tighten capscrews (3, Figure 5-3) to:

39 4 kg.m (282 28 ft. lbs.) torque.
NOTE: Due to limited space when installed, these
capscrews must be properly torqued before the drive
shaft is installed.
3. Install grease fittings if removed, and lubricate
bearings and splines with multi-purpose grease.
(Refer to Section P, Lubrication and Service, for
complete grease specifications.)
Rear Drive Shaft Installation

NOTE: Be certain the cross and bearing to drive shaft
capscrews (3, Figure 5-3) have been properly torqued
prior to installing the drive shaft.
1. Position drive shaft between the transmission and
final drive and align the cross and bearings with
the drive flanges.
2. Install four capscrews (2) at each end and tighten
to the following torque:
Rear Drive Shaft, 18 mm diameter capscrews:
39 4 kg.m (282 28 ft. lbs.)
3. Install drive shaft protector if equipped.
4. Install wiring or hoses removed to gain access to
drive shaft.
F5-2
Drive Shafts
F05008 8/00
MISCELLANEOUS COMPONENTS
General Information
Operation of the transmission is controlled by the
Transmission Controller. Various inputs are provided
to the Controller allowing it to provide optimum transmission performance during truck operation.
The Transmission Controller receives a shift lever
position signal, throttle signal, transmission speed signal, and signals from other switches and sensors, and
automatically controls the shift schedule of the transmission including the torque converter lock-up clutch.
Other inputs are provided by various switches in the
service brake, parking brake and retarder systems as
well as the position of the hoist control. Speed sensors
provide signals for engine rpm and transmission input
shaft, output shaft, and intermediate shaft speeds.
After processing the input information, the Transmission Controller determines the proper mode of operation by engaging the proper gear, controlling lock-up
clutch operation, etc.
Gear selection is achieved by engaging or releasing
the required transmission clutches through Electronically Controlled Modulation Valves (ECMV) as determined by the Transmission Controller. The current
gear selected is displayed on the instrument panel
during operation.
The transmission uses splitter clutches (H=High,

M=Intermediate, L=Low clutches) and range clutches
(1st, 2nd, 3rd, and R clutches). In other transmissions,
when the splitter and range clutches are engaged at
the same time, almost all of the load is applied to one
side (the range clutch side), resulting in reduced clutch
life. The design of the transmission controls heat
generation by splitting the load more equally over both
clutches to reduce heat which will increase clutch life.
What actually happens is, the load on the disc is
constantly calculated and controlled by the Transmission Controller during the gear shifting procedure. If
the oil pressure exceeds a specific value on either
clutch, it is shared by the other clutch. To accomplish
this sharing of the load, it may be necessary for one
clutch to lower its pressure during modulation to be
able to receive the excess from the other clutch.
For example, when driving the truck in F1 (L and 2nd
clutches) with the engine at full throttle;
As the clutches fill with oil, the pressures are
monitored.
When the pressure in 2nd clutch exceeds a
specific value, the oil pressure in L clutch
begins to lower during the modulation period
to receive the load from 2nd clutch.
Each clutch in the transmission and the lock-up clutch

in the torque converter are equipped with an Electronically Controlled Modulation Valve and each clutch is
controlled independently. This contributes to :
Shock reduction at transmission gear change
Prevention of shift hunting
Improvement of clutch life by controlling the
initial engaging pressure
F06004 6/99
Miscellaneous Components
F6-1
TRANSMISSION SHIFT CONTROLLER
Snap-Shot Data
The Transmission Shift Controller (Figure 6-1) provides control of the transmission based on various
inputs from truck controls and systems. In addition, the
controller provides operational and troubleshooting
information by storing operational data in memory. The
types of data are described below.
There are several transmission faults (trigger faults),

that will activate the automatic recording of predetermined data. This snap-shot data includes input and
output signals three seconds before and after the
occurrence along with the hour meter reading. This
snap-shot can also be done manually by DAD. The
Controller can record a maximum of five packages of
data. If a trigger fault occurs and there are already five
packages recorded, the oldest package will be
dropped and the new package added. This data is
displayed and cleared through DAD only. The types
of recorded data are the same, whether the recording
was done manually or automatically.
Refer to Table I. for a list of trigger faults for snap-shot
data and the corresponding fault code. Table II. lists
the data that will be recorded if one of the trigger faults
should occur.
FIGURE 6-I. TRANSMISSION CONTROLLER

1. Transmission Controller
2. LED Display
3. Rotary Switch Plugs

EVENT MEMORY
The Transmission Controller will store 3 different types
of data. Portions of this data can be displayed on
MOM (Message for Operation and Maintenance)
while all of the data can be obtained through DAD
(Data Acquisition Device).
SNAP SHOT DATA TRIGGER FAULTS

FAULT
No.
TRIGGER FAULT
CODE
1
Clutch engage double
b005
2 Lock-up clutch failure
b021
3 High clutch failure
b022
4
5
The 3 types of stored data are:
6
7
Fault History Data
8
9
The hour meter reading is recorded with the first and

last occurrence of each fault along with the number of
occurrences. This is done for both active and history
codes, it is displayed on MOM an DAD. The data
can be cleared unless it is an active code.
10
11
12
Low clutch failure

1st clutch failure
2nd clutch failure
3rd clutch failure
Reverse clutch failure
Middle clutch failure
T/C out pressure signal failure
T/C overheating
Manual trigger
b023
b024
b025
b026
b028
b029
b082
b0d2
b0FA
TABLE I.
F6-2
6/99 F06004
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
Trend Data
TRIGGER FAULT DATA

RECORDED DATA
Fill signal, lock-up clutch status
Fill signal, low clutch status
Fill signal, middle clutch status
Fill signal, high clutch status
Fill signal, 1st clutch status
Fill signal, 2nd clutch status
Fill signal, 3rd clutch status
Fill signal, reverse clutch status
Shift limit switch status
F1 start switch status
Transmission cut relay status
Rear brake status
Shift wait signal
Transmission filter switch status
Current value for lock-up clutch solenoid
Current value for low clutch solenoid
Current value for middle clutch solenoid
Current value for high clutch solenoid
Current value for 1st clutch solenoid
Current value for 2nd clutch solenoid
Current value for 3rd clutch solenoid
Current value for reverse clutch solenoid
Torque converter outlet pressure
Torque converter outlet temperature
ECMV inlet oil temperature
Transmission lube oil temperature
Shift lever position
Throttle pedal voltage value
Throttle modification to PMC
Brake command to PMC
Transmission input speed
Transmission intermediate speed
Engine speed
The transmission records cumulative data which can

be evaluated to determine life of the transmission or
brakes. Some of this data is shown on MOM while
all of the data is displayed on DAD. The data can be
cleared by either MOM or DAD.
Information that can be recorded includes:
Number of lock-up clutch applications

Thermal load of each clutch pack
Lube oil temperatures of each clutch
Rotating speed of each clutch pack
Temperature of each clutch pack
Number of abnormal uses
Refer to Section D, for detailed information regarding

the Transmission Controller functions and system
troubleshooting procedures.
TABLE II.
F06004 6/99
F6-3
TRANSMISSION RANGE SELECTOR

When the operator moves the lever (1, Figure 6-2) to
select the travel conditions, such as FORWARD or
REVERSE, an electrical signal is sent from a photo
interrupter (3, Figure 6-3) to the Transmission Controller. The lever position is displayed on the indicator (3,
Figure 6-3) (with night lighting) to the left of the shift
lever.
FIGURE 6-2. TRANSMISSION RANGE SELECTOR

1. Lever
2. Detent
F6-4
3. Range Indicator
The shift position is also displayed on the instrument

panel.
The lock button (1, Figure 6-3) must be pressed when
moving the range selector lever from N to R or from
D to 5.
FIGURE 6-3. TRANSMISSION RANGE SELECTOR

(Cross-sectional View)
1. Lock button
2. Screening plate
3. Photo interrupter
6/99 F06004
SENSORS, SWITCHES
Transmission Speed Sensors

Speed sensors are installed to monitor the rpm of the
input, intermediate, and output gears of the transmission. The sensors generate a pulse voltage which
varies with the speed of the gear teeth passing the
sensor, sending a signal to the Transmission Controller.
The sensors must be adjusted correctly to ensure an
adequate electrical signal is generated. If necessary,
adjust as follows:
FIGURE 6-5. SPEED SENSOR ADJUSTMENT

1. Sensor
2. Locknut
Adjustment Procedure
3. Gear Tooth Tip

a. Clearance Gap
1. Disconnect wire connector (1, Figure 6-4), release

locknut (4), and remove sensor. Observe location
of gear teeth through sensor mounting hole. For
proper adjustment, the tip of a gear tooth must
be aligned with the sensor hole as shown in
Figure 6-10. If necessary, reposition gear.
2. Inspect sensor for iron particles or other foreign
material and clean if necessary.
3. Reinstall sensor. Adjust by hand until it just contacts the gear tooth.
4. Turn counterclockwise 3/4 turn to obtain proper
clearance (a, Figure 6-8) and tighten locknut.
5. Reinstall wire connector.
FIGURE 6-4. TRANSMISSION SPEED SENSOR

1. Connector
2. Flange
F06004 6/99
3. Sensor
4. Locknut
F6-5
Fill Switch
Shift Limit Switch
A Fill Switch is installed at the flow sensor valve end

of each Electronic Control Modulation Valve (ECMV)
as shown in Figure 6-6. When the clutch is engaged,
the end face of the flow sensor valve spool (2) contacts
the terminal (1, Figure 6-7) of the switch and turns the
switch ON. The fill completed signal is then sent to the
The Shift Limit Switch (3, Figure 6-8) is installed on the

console, to the rear of the Transmission Range Selector. When the range selector lever is in the D or L
range, it limits the highest speed range of the transmission.
If the switch is released and the range selector is
placed in D, the transmission will engage F2 and shift
up through F7 during acceleration. If the switch is
depressed and the selector is in D, the transmission
will operate in F2 through F6 gear ranges.
If the range selector is placed in L and the switch is
released, the transmission will engage F1 and only
upshift as far as F2. If the switch is depressed with the
range selector in L, F1 will engage and no upshifts
will occur.
This switch is very effective if used when descending
a hill or when working at job sites where speed must
be limited.
FIGURE 6-6. ECMV & FILL SWITCH

1. ECMV Assembly
2. Flow Sensor Valve Spool
3. Fill Switch
FIGURE 6-7. FILL SWITCH

1. Terminal
2. Case
F6-6
3. Nut
4. Connector
FIGURE 6-8. SHIFT LIMIT SWITCH

1. Center Console
3. F1 Switch
2. Range Selector
3. Shift Limit Switch
6/99 F06004
TRANSMISSION/TORQUE CONVERTER TROUBLESHOOTING

TRANSMISSION TROUBLESHOOTING
PROCEDURES
The following pages contain charts which may be used
as a general guide to help diagnose and troubleshoot
transmission and torque converter problems which
may be encountered. Refer to Section D for detailed
troubleshooting procedures using system fault codes
to identify problems in the entire transmission control
system.
Preliminary Checks
Prior to detailed troubleshooting, check for obvious
reasons for the problem such as:
Is the transmission oil level correct?
Are the drive shafts broken or damaged?
Is the input shaft of the torque converter or
transmission broken?
Are the service brakes, parking brake or retarder dragging?
Is there any physical damage to the transmission or torque converter cases?
Is there any external oil leakage?
Are all electrical connectors tight?
Is there any damage to wiring harnesses?
Check truck speed
Are transmission clutch oil pressures correct?
Is torque converter lock-up pressure correct?
If inspection of the above items does not reveal an

apparent reason for the problems, continue with the
detailed troubleshooting procedures.
F06004 6/99
F6-7
PROBLEM
POSSIBLE CAUSES
SUGGESTED CORRECTIVE
ACTION
TRUCK DOES NOT MOVE:

Abnormal noise from pump
or filter
Restricted strainer
Pump cavitating
Defective pump
Low main relief valve (torque converter
Truck does not move in any valve) pressure
Defective ECMV
transmission range
Internal transmission damage
Internal torque converter damage
Defective speed sensor
Defective ECMV
Defective transmission clutch seal/groove
Transmission clutch seized
Truck moves normally in cerRotating clutch defective (oil sealing)
tain transmission ranges
Rotating clutch circuit shaft seal defective
Rotating clutch shaft seal ring defective
Internal transmission damage
Defective speed sensor
Defective pump
Truck will not move when
torque converter temperature Defective transmission clutch seal/groove
Rotating clutch defective (oil sealing)
rises
Transmission set pressure
too low:
Restricted strainers
Pump cavitating
Low at every speed range
Defective pump
Low main relief valve
Defective ECMV
Defective transmission clutch seal/groove
Low at certain speed ranges Rotating clutch defective (oil sealing)
Rotating clutch circuit shaft seal defective
Restricted strainer
Gauge fluctuates violently
Pump cavitating
No oil flowing when pressure
test port plug is removed and Defective pump drive (PTO)
engine cranked
Low modulating pressure
Defective ECMV
Low pump output pressure
Low main relief valve pressure
F6-8
Remove and clean strainer

Check for leaks in suction line
Repair or replace pump
Adjust or repair relief valve
Replace ECMV
Repair or replace transmission
Repair or replace torque converter
Adjust or replace speed sensor
Replace ECMV
Adjust or replace speed sensor

Remove and clean strainers

Adjust or repair relief valve
Replace ECMV

Replace ECMV
Adjust or repair or relief valve
6/99 F06004
PROBLEM
POSSIBLE CAUSES
ACTION
Truck does not travel smoothly:

Engine surging or lock-up
lamp flashing
Low main relief pressure

Clutch seal ring worn
Adjust pressure or repair relief valve

Excessive shift shock during gear change:

Shift shock is suddenly
Defect or dirt in ECMV pressure control
greater than before or exces- valve spool and flow detector valve spool
sive compared to similar
Defective ECMV proportional solenoid
trucks
Replace ECMV
Transmission does not shift up:

Does not shift up or shifts up
only on downgrade
Damaged or slipping lockup clutch
Does not shift up under any

conditions
Defective operation of selector valve of

clutch not shifted up
Defective seal ring of clutch not shifted up
Low main relief pressure
Adjust pressure or repair relief valve
Truck lacks power or speed when traveling, all speed ranges:

NOTE: Make the following checks prior
to diagnosing problems below:
Engine high idle speed
Torque converter stall speed
Truck travel speed
Transmission clutch oil pressure
Torque converter lockup oil pressure
Main relief pressure
Restricted strainer
or filter
Pump cavitating
Defective pump
Drop in set pressure of main relief valve
Adjust or repair main relief valve
Torque converter stall speed
Adjust or repair torque converter
Defective torque converter relief valve
is high
relief valve
Piping or oil cooler damage
Inspect and repair as required
Internal torque converter damage
Torque converter stall speed Engine horsepower low
Repair engine as required
is low
Defective torque converter freewheel
Transmission set pressure is
low:
Restricted strainer
Low at all speed ranges, stall Pump cavitating
speed is high
Defective pump
Restricted strainer
Gauge fluctuates excessively
Pump cavitating
Low after lockup engages
(See . . .Torque converter oil pressure is low)
F06004 6/99
F6-9
PROBLEM
POSSIBLE CAUSES
ACTION
Truck lacks power or speed when traveling, all speed ranges (cont.):
Torque converter inlet pressure low (transmission set
pressure normal)
Iron and aluminum particles
stuck to strainer and case
drain plug
Pressure at pump outlet port
is low
Oil pressure drops as temperature rises
Piping or oil cooler damage

relief valve
Inspect and repair as required
Defective torque converter freewheel
Defective pump
Defective torque converter relief valve
Torque converter oil temperature is high:

when oil temperature is low
Restricted strainer
Pump cavitating
Both high and low idle speed Excessive torque converter internal oil
is too low
leakage
Torque converter outlet oil
Excessive torque converter internal oil
pressure is too low
leakage
Torque converter inlet oil
Torque converter relief valve defective
pressure is too low
Restricted strainer
Transmission modulation
Pump cavitating
pressure too low
Pump defective

Adjust, repair or replace torque
converter relief valve
Torque converter oil pressure is low:

Restricted strainer
Pump cavitating

Low oil pressure between

pump and relief valve
Pump defective
Drop in set pressure of torque converter

Low torque converter inlet oil relief valve
pressure
Excessive torque converter internal oil
leakage
Transmission oil pressure
and lockup oil pressure nor- Excessive torque converter internal oil
mal, but torque converter in- leakage
let pressure is low
F6-10

relief valve
6/99 F06004
SECTION G
DRIVE AXLE, SPINDLES AND WHEELS
INDEX
TIRES AND RIMS . . . . . . .

TIRES AND RIMS . . . . .
General Information .
FRONT TIRES AND RIMS
Removal . . . . . . .
REAR TIRE AND RIM
Removal . . . . . . .
TIRE MATCHING . . . . .
RIM . . . . . . . . . . . .
Tire Removal . . . . .
Tire Installation . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-2
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
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G2-3
G2-4
G2-5
G2-6
G2-6
G2-6
FRONT WHEEL HUB AND SPINDLE . . . . . . . .

FRONT WHEEL HUB . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . . .
Front Wheel Hub Bearing Adjustment
SUSPENSION A-Frame
Removal . . . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . . .
CENTER TIE ROD PIVOT . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . . .
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. G3
G3-1
G3-1
G3-1
G3-3
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G3-4
G3-4
G3-5
G3-5
G3-5
FINAL DRIVE ATTACHMENTS . . . . . .

REAR AXLE ATTACHMENT . . . . . .
Lower Side Links and Center Link
Panhard Rod (Diagonal Link) . .
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. G4
G4-1
G4-1
G4-3
G01015 11/97
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Index
G1-1
REAR AXLE & FINAL DRIVE ASSEMBLY

Differential Operation . . . . . .
REAR AXLE ASSEMBLY . . . . . . .
Removal . . . . . . . . . . . . .
Installation . . . . . . . . . . . .
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. . . G5
. G5-1
. G5-2
. G5-2
. G5-2
DIFFERENTIAL ASSEMBLY . . . . . . . . . . . . .
Removal (from axle) . . . . . . . . . . . . . . .
Installation (in axle) . . . . . . . . . . . . . . .
Disassembly . . . . . . . . . . . . . . . . .
Assembly . . . . . . . . . . . . . . . . . .
Differential Bearing . . . . . . . . . . . .
Differential Gear Assembly . . . . . . . .
Differential Assembly Installation (to case) .
Input Pinion and Carrier Assembly . . . . .
Adjusting Tooth Contact, Backlash . . . .
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. . . G6
. G6-1
. G6-2
. G6-2
. G6-3
. G6-3
. G6-3
. G6-4
. G6-4
. G6-4
. G6-7
FINAL DRIVE PLANETARIES AND WHEEL HUBS

FINAL DRIVE . . . . . . . . . . . . . . . . . .
CARRIER ASSEMBLY . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . .
FINAL DRIVE CARRIER . . . . . . . . . . . .
Disassembly . . . . . . . . . . . . . .
Assembly . . . . . . . . . . . . . . .
FINAL DRIVE ASSEMBLY . . . . . . . . . . .
Disassembly . . . . . . . . . . . . . .
Assembly . . . . . . . . . . . . . . .
G1-2
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G5-3
G5-3
G5-4
G5-5
G5-11
G5-11
G5-11
G5-12
G5-13
G5-16
11/97 G01015
TIRES AND RIMS

General Information and Recommendations
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 a malfunction. If a tire should become
deeply cut, it should be removed and repaired. Neglected cuts cause many tire problems. Water, sand,
grit, dirt and other foreign materials work into a tire
through a cut eventually causing tread or ply separation.
Tires should be stored indoors, if possible. If stored
outdoors, cover tires with tarpaulin to keep out dirt,
water and other foreign materials. Long exposure to
the sun will cause ozone cracks. Storage should be in
a cool, dry, dark, draft free location. Tires should be
stored vertically. If they must be laid on their sides for
a short period, avoid distortion by stacking no more
than three tires on top of one another. Avoid contact
with oil, grease and other petroleum products.
DO NOT stand in front of or over the lock ring

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.
DO NOT go near tires after brake fires until

tires have cooled.
The tire/rim assembly weighs approximately

3180 kg (7010 lbs.).
BE CERTAIN tire handling equipment is capable of lifting and maneuvering the load.
Manual tire removal and installation is possible but,

due to the size and weight of the components, special
handling equipment such as 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 deflated 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. Resulting
gases inside the tire may ignite causing explosion of tire and rim.
When inflating tires ALWAYS use a safety

cage.
NEVER inflate a tire until the lockring is securely in place.
G02014 6/98
Tires and Rims
FIGURE 2-1. TYPICAL TIRE HANDLER
G2-1
3. Release air from tire.
FRONT TIRES AND RIMS
4. Grasp tire assembly with the tire handler.
Removal
1. Stop the machine on level ground, apply parking
brake and put blocks on both sides of the rear
wheels.
2. Place a 50 ton capacity or larger hydraulic jack (1,
Figure 2-2) under the suspension cylinder on the
A-Frame and jack up the front wheel assembly
and block up securely.
Do not damage the tire inflation stem during tire

removal.
Due to its size and weight, always keep personnel

away from a wheel and tire assembly when it is
being removed or installed.
5. Remove air valve lock plate (3, Figure 2-3).
6. Remove wheel clamp nuts (2) and clamps (1).
7. Move wheel and tire assembly away from wheel
hub and into clean work area.
8. Inspect brake components for damage or wear.
Inspect hydraulic brake lines for leaking fittings or
damage.
FIGURE 2-2. JACK PLACEMENT

1. Jack (50 ton capacity)
2. A-Frame
When deflating tires, be wary of flying dirt and

debris. Wear eye protection at all times.
FIGURE 2-3. FRONT WHEEL HUB

Do not totally deflate tire. Keep tire inflated to 0.7
- 1.0 kg/cm2 (10-15 psi) to assure tire and rim
components remain assembled during tire handling.
G2-2
1. Clamp
2. Nut
3. Valve Lock Plate
Tires and Rims
4. Capscrew
5. Wheel Rim
6. Wheel Hub
6/98 G02014
Installation
REAR TIRE AND RIM
NOTE: Remove all dirt and rust from mating parts

before installing wheel assembly.
1. Grasp tire assembly with the tire handler and
move into position on wheel hub. Align the notch
in the wheel hub with the wheel rim stopper.
2. Install wheel clamps (1, Figure 2-3) and nuts (2).
Tighten the wheel clamp nuts uniformly. Rotate
the wheel, then check that the lateral runout of the
rim is within 5 mm. (0.20 in.)
3. Continue tightening nuts in increments until the
following torque is obtained on each nut:
Removal
1. Stop the machine on level ground, apply parking
brake, and put blocks on both sides of both front
wheels.
2. Raise final drive enough for tires to clear the
ground surface to be removed. Block the final
drive case securely.
3. Remove air valve lock plate (2, Figure 2-4)
Threads coated with LM-P Anti friction compound:

175 20 kg.m (1265 145 ft. lbs.)
4. Remove clamp nuts (4) clamps (3).
Dry threads: 225 25 kg.m (1630 181 ft. lbs.)
6. Position tire removal apparatus as shown in Figure 2-5 and remove outside wheel assembly.
4. Check tire inflation for tire manufacturers recommended pressure. Raise truck and remove all
blocking.
5. Remove wedge ring (7, Figure 2-6).
7. Remove spacer (2, Figure 2-5).
5. Operate truck for one load and tighten wheel nuts

again:
175 20 kg.m (1265 145 ft. lbs.)
6. Check torque daily until torque values listed in
step 5. is maintained on each nut. Check torque
intermittently thereafter.
FIGURE 2-5. SPACER AND TIRE

FIGURE 2-4. RIM AND CLAMPS
1. Rim
2. Air Valve Lock Plate
G02014 6/98
1. Final Drive Housing
2. Spacer
3. Clamp
4. Nut
Tires and Rims
G2-3
FIGURE 2-6. REAR WHEEL RIM MOUNTING

1. Side Ring
2. Rim Base
3. Bead Seat Band
4. O-Ring
5. Lock Ring
6. Spacer
7. Wedge Ring
8. Valve Extension
9. Nut
8. Remove the three clamp nuts (12, Figure 2-6) and

retainers (13).
NOTE: Be careful not to break the air valve on the
inboard wheel assembly.
9. Remove inboard tire assembly.
10. Move tires to storage area. Tires must lie flat on
the ground.
10. Clamp
11. Hub
12. Nut
13. Retainer
14. Inflation Valve Extension
INSTALLATION OF REAR WHEEL ASSEMBLY

1. Clean all tire mounting surfaces. Be certain all
contact surfaces are free of damage from handling, etc.
2. Position tire removal apparatus (tire handler, forklift, etc.) and install inboard tire assembly. Align
the notched groove in the wheel hub with the
wheel rim stopper.
Be careful not to break the air valve.
3. Install the three retainers (13, Figure 2-6) and nuts
(12).
4. Tighten clamp nuts uniformly as follows:
Do not lean tires against the truck, walls, etc.

175 20 kg.m (1265 145 ft. lbs.)
5. Install spacer (6).
G2-4
Tires and Rims
6/98 G02014
6. Position tire removal apparatus (tire handler, forklift, etc.) and install outboard wheel assembly.
Align the notched groove in the wheel hub with
the wheel rim stopper.
Be careful not to break the air valve.
7. Install the wedge ring (7) so that the protrusion of
the wedge ring from the cover surface is uniform
around the whole circumference of the ring. Install
clamps (10) and nuts (9) and tighten enough to
prevent the tire/rim assembly from moving.
8. Install air valve lock plate (2, Figure 2-4)
9. Remove blocking and lower the truck to the
ground.
10. Using the torque specifications below, tighten
clamp nuts (9, Figure 2-6) uniformly in the order of
tightening shown in Figure 2-7.
175 20 kg.m (1265 145 ft. lbs.)
11. Rotate the wheel and verify the lateral runout of
the rim is within 5 mm. (0.20 in.)
12. After installing the rear wheel assembly, drive the
truck approximately 5 to 6 km (3 to 4 miles) to seat
all contacting portions, then tighten clamp nuts
again to specifications listed in step 10.
13. Check torque periodically until specified torque is
maintained.
TIRE MATCHING
The matching of tires on drive axle dual wheel installations is important in order to achieve satisfactory life,
both of the tires and of the load carrying components
of the final drive.
To check matching of duals already mounted on the
truck, use a large square. If one tire is too small, it
becomes obvious as the square is laid across the dual
tires. The square can be made from two 25mm x 50mm
(1 in. x 2 in.) wood strips (one piece long enough to
span the dual tires). The two wood strips should be
squared with a carpenters square and rigidly fastened
to maintain a true 90o angle.
Matching of tire diameters from one side of an axle to
the opposite side is important to prevent unstable load
shifting, excess load on structural members, and rapid
wear of the internal components of the final drive.
Side by side matching on dual wheel installations is
necessary to prevent excess loading on the tire having
the larger diameter. Mismatched tires on the duals
cause unequal distribution of the load. Rapid wear
and/or tire blowout can result.
Exact limitations are not specified by tire manufacturers, but a general rule is:
Unloaded, inflated tires, when standing side by
side, should not exceed a 1% maximum variation
in their diameters.
Measuring of tire size is most accurate when the tire
is mounted on a wheel, inflated to correct pressure,
and totally unloaded (off the truck, or off the ground, if
mounted on a truck). Use a steel tape placed in the
center of the tread and measure the total circumference of the tire. Using the formula below, calculate the
diameter, d.
diameter d = measured circumference 3.1416
diameter d x 0.01 = Allowable Variation in size
The tires used on opposite sides of Komatsu Trucks

should also be limited to a 1% variation in diameter of
the inflated, unloaded tires.
FIGURE 2-7. TIGHTENING SEQUENCE
G02014 6/98
Tires and Rims
G2-5
RIM
2. Check inflation fittings. Replace if necessary.
Tire Removal From Rim
3. Install inner side ring (1, Figure 2-6) on rim. Coat

beads of tire with tire mounting soap solution.
4. Position tire over rim and work tire on as far as
possible without prying against the beads. Any
damage to tire bead will destroy the air seal
and cause air leakage at these locations.
When deflating tires, be wary of flying dirt and

debris. Wear eye protection at all times.
1. Remove valve core and discharge air pressure
completely from tire.
5. Install outer side ring in position and install bead

seat band (3). Push in on bead seat band to
expose O-ring groove in rim.
6. Lubricate new O-ring with soap solution and install
in groove.
7. Install lock ring(5) and tap into place with a lead
hammer. Lock ring lug must fit into slot of rim.
Prying against tire bead may cause damage to tire

bead which will cause air leaks.
8. Remove valve core and inflate tire to seat beads

of tire and O-ring as specified by tire manufacturer.
2. Break tire loose from bead seat band (3, Figure

2-6).
3. Force bead seat band (3), side ring (1) and tire
away from lock ring (5). Remove lock ring.
4. Remove O-ring (4) from rim.
5. Remove bead seat band and side ring.
Use a safety cage whenever possible. Stand to one

side as tire is being inflated. Never start inflating
unless the lock ring is in place. DO NOT stand in
front or over lock ring when inflating.
6. Break tire bead loose from back flange side of rim.

7. Remove tire from rim (2).
9. If beads of tire and O-ring do not seat within one

minute, raise tire slightly and tap bead seat band.
(This will help the air pressure push the tire bead
into position.)
Tire Installation On Rim

1. Clean all rim components. Be certain the O-ring
groove and bead seat area are free of dirt and
rust. It is advisable to touch-up all metal parts with
a good anti-rust paint to prevent bare metal from
being exposed to the weather. DO NOT allow
paint, rust or other contamination to cover mating
surfaces of lock ring (5, Figure 2-6) and rim (2).
10. As soon as seating has been accomplished, install

valve core and inflate to recommended tire pressure.
Be certain proper rim parts are used for reassembly. Use of non-compatible parts may not properly
secure the assembly resulting in violently flying
parts upon inflation.
G2-6
Tires and Rims
6/98 G02014
FRONT WHEEL HUB AND SPINDLE

Disassembly Of Front Wheel Hub
FRONT WHEEL HUB

Removal
(Wheel Hub Only; Brake Assy. Remains In Place)
1. Block rear wheels on both the front and rear sides.
2. Refer to Front Tire and Rim Removal, this Section,
and remove front tire and rim assembly.
3. Thoroughly clean hub, brake assembly, and
mounting capscrews. Drain oil from wheel assembly by removing plug (16, Figure 3-1).
4. Disconnect and cap brake apply and cooling oil
lines at inner side of brakes.
The Wheel Hub Assembly weighs approximately

960 kg (2116 lbs.). Use adequate lifting devices
when lifting these components.
5. Using three evenly spaced bracket tools (790438-1150), secure brake inner gear (19) to outer
brake gear (32).
NOTE 1: To install the three tools, remove nut (5)
from inner gear (19), and use the three tapped
holes in the outer gear (32) to mount the tools.
NOTE 2: To prevent damage to floating seal,
always install the 3 bracket tools before removing
retainer (11).
6. Remove wheel cover (10, Figure 3-1).
7. Support or lift wheel hub with an adequate lifting
device.
8. Remove capscrews (9) and retainer (11).
9. Check the number and thickness of the shims
behind retainer and keep together in a safe place.
10. Rock wheel hub assembly (20) lightly from the
rear, and push out together with bearing (15).
NOTE : Bearing will slide out easily, use care
when removing, so that it does not fall. Also, be
alert to retrieve pin (2).
11. Remove outer bearing (15) and pin (2), then
remove wheel hub assembly (20).
1. Remove outer races for bearings (15 & 21, Figure

3-1) from hub (20), only if bearing replacement is
required.
2. Clean all metal parts in cleaning solvent.
Inspection
1. Inspect all seals and bearings and replace as
required.
2. Check seal ring mounting area on wheel hub and
spindle, for damage that could cause leakage.
Inspect splined areas for excessive wear.
3. Inspect spindle in area of bearing surfaces and
radius under spacer for distress or cracks. Nondestructive methods of crack detection (dye
penetrant or magnaflux) should be used.
Assembly and Installation Of Front Wheel Hub
1. Clean all metal parts in cleaning solvent and
lubricate all splines and bearing surfaces with
clean hydraulic oil.
Refer to Lubrication and Service, Section P,
Lubrication Chart, Lube key C for correct oil.
2. If removed, use a push tool and press bearing
outer races (15 and 21, Figure 3-1) into hub (20).
3. Install pin (2) and inner bearing (21) on spindle.
NOTE : During this assembly procedure, be
sure the bearings and bearing races are thoroughly lubricated with clean hydraulic oil. The
bearing adjustment procedure will require rotation of the hub and bearings prior to filling
the hub with oil.
4. Install new O-ring (8). Support wheel hub (20) with
an adequate lifting device and install over spindle
and into inner gear (19), aligning studs with holes
on inner gear.
5. Install pin (2) and outer bearing (15) on spindle.
6. Install retainer (11) without shims and secure with
capscrews (9).
7. Install Nuts and washers (5). Tighten to standard
torque. Remove bracket tools and install three
remaining nuts and washers.
12. Remove inner bearing (21) and pin (2).

13. Transport wheel hub and associated parts to a
clean work area for disassembly and inspection.
G03014 6/98
Front Wheel Hub and Spindle
G3-1
FIGURE 3-1. Front Wheel & Spindle Assembly

2. Dowel Pin
5. Nut & Washer
6. Stud
7. Stud
8. O-Ring
10. Hub Cap
11. Retainer
12. Shim
13. Shim
14. Shim
15. Bearing
16. Plug & O-Ring
17. O-Ring
19. Gear, Inner
20. Front Wheel Hub
21. Bearing
22. Retainer
23. Seal Ring
24. O-Ring
25. O-Ring
26. Dowel Pin
27. Retainer
28. Seal
29. Hub
30. O-Ring
31. Elbow
32. Gear, Outer
33. Tube
34. Friction Disc (External Splines)
35. Separator Plate (Internal Splines)
36. Damper
37. O-Ring
38. Bracket
39. Clip
40. Bolt
41. Washer
42. Housing
43. Seal
44. Seal
45. Piston
46. O-Ring
Front Wheel Hub Bearing Adjustment

1. Install retainer (11, Figure 3-1) with 3 evenly
spaced capscrews (9) without installing any
shims.
Rotate hub 20-30 times and tighten capscrews
uniformly to 11.0 0.5 kg.m (80 4 ft. lbs.) torque.
2. Measure dimension (A, Figure 3-2) from retainer
to tip surface of axle with depth micrometer (2).
NOTE: Measure Dimension A at two places on the
retainer and use the average of the measurements.
When removing the retainer, be careful that the bearing (15, Figure 3-1) does not come out.
FIGURE 3-2. PRELOAD ADJUSTMENT

1. Retainer
2. Depth Micrometer
3. Remove retainer (1, Figure 3-2), and measure

retainer thickness C. Then select shim thickness
equal to B (B=A-C) + 0.3mm (0.012 in).
NOTE: Select the combination of shims (12, 13, & 14,
Figure 3-1) that gives the minimum number of shims.
4. Apply thread tightener, Three Bond #1374, to all
capscrews (9) and install required shims (12, 13,
and/or 14) and retainer (11). Rotate hub 20-30
times and tighten capscrews uniformly to 94.5
10 kg.m (685 72 ft. lbs.) torque.
NOTE: After tightening the bolts, rotate the hub and
check that there is no abnormality or roughness in
rotation.
5. Fit O-ring (17) into hub cap (10) and install hub
cap with capscrews & washers (18).
6. Remove plug (16) and rotate hole to top.
Fill hub with clean hydraulic oil and install plug
with new O-ring.
Refer to Lubrication and Service, Section P,
Lubrication Chart, Lube key C for correct oil.
G03014 6/98
G3-3
7. Connect brake apply lines and brake cooling lines

to brake assembly.
8. Refer to Front Tire and Rim Installation in this
Section, and install front tire and rim assembly.
Installation
1. Install new O-Rings (5, Figure 3-3) in bearing (6).
2. Position A-Frame to frame and install spacers (3)
and pins (7) with retaining capscrews. Tighten
3. Refer to Section H, Front Suspension Installation and install the front suspension.
Bleed brakes before placing truck in production.

Refer to Brake Bleeding, Section J.
4. Refer to Section G, Front Tire and Rim Installation and install the front tires.
9. After engine start-up, check oil level in hydraulic

tank, and fill as required.
FRONT WHEEL SPINDLE REMOVAL

AND INSTALLATION
The spindle is attached to the bottom of the front
suspension cylinder. To remove or install the spindle,
refer to Section H, Suspensions.
SUSPENSION A-FRAME
Both A-Frame mounting pins are the same.
Removal
1. Refer to Section G, Front Tire and Rim Removal and remove front tires.
2. Refer to Section H, Front Suspension Removal and remove the front suspension.
3. Use a suitable lifting device and support the
A-Frame. Remove retaining capscrew and pin (7,
Figure 3-3) and spacers (3).
4. Remove A-Frame from frame.
FIGURE 3-3. A-FRAME ARM PIN
Inspection of Parts
1. Inspect bushings (1, Figure 3-3). If damaged,
remove old bushings and install new parts.
1. Bushing
2. Frame
3. Spacer
4. Snap Ring\Seal
5. O-Ring
6. Bearing
7. Pin
Note: The bushings (1) are a tight fit in the frame ears
(2). When installing new bushings, apply a slight
amount of heat to frame ears and freeze the bushings
before attempting to press new bushings into bores.
2. Inspect pin (7) and bearing (6). Replace if parts
are damaged or wear is excessive.
3. Inspect snap ring/seal (4). Replace if damaged or
if new bearing is installed.
G3-4
6/98 G03014
CENTER TIE ROD PIVOT

Removal
1. Remove capscrews and washers (9, Figure 3-4)
and the grease lines connected to pins (3 and 10).
2. Slide tie rod (13) away from pivot link (7).
3. Remove snap ring (2), washer (1) and pivot pin
(3).
4. Remove pivot link.
5. Remove seals (12), snap rings (14) and push out
ball joint assembly (16).
Installation
1. Press in bushings (4, 6, and 11, Figure 3-4).
2. Place pivot link in frame with O-Rings (5) and
install pin (3). Install washer (1) and snap ring (2).
3. Install ball joint assembly (16), O-Rings (15), and
snap ring (14) in pivot link.
4. Install seals (12).
5. Position tie rod in pivot link and install pin (10).
Install retaining capscrew and washer (9).
6. Connect grease lines to pins and lubricate all
joints.
Inspection
1. Inspect all bushings (4, 6, and 11, Figure 3-4) for
wear.
2. Inspect all seals (12) and O-Rings (5, and 15).
3. Replace any worn or damaged parts.
FIGURE 3-4. CENTER TIE ROD PIVOT

1. Washer
2. Snap Ring
3. Pivot Pin
4. Bushing
G03014 6/98
5. O-Ring
6. Bushing
7. Pivot Link
8. Spacer
9. Capscrew and
washer
10. Tie Rod Pin
11. Bushing
12. Seal
13. Tie Rod

14. Snap Ring
15. O-Ring
16. Ball Joint
G3-5
NOTES
G3-6
6/98 G03014
FINAL DRIVE ATTACHMENTS

The rear axle and final drive assembly is attached to
the truck frame by four links (1, 4, & 5, Figure 4-1) with
spherical bearings at each link end, thus allowing the
drive axle to oscillate with the ground contour and
maintain a positive wheel contact for maximum drive
force. The rear axle case also provides the lower
mounts for the rear suspensions.
REAR AXLE ATTACHMENT

The following discussion covers the complete removal
of the links and the removal of the spherical bearings
from the links. However, depending on the reason for
service, it may not be necessary to remove both ends
of the links, or the bearings. The service technician
should determine the level of disassembly required and
proceed only to that point.
If only one end of a link is to be disconnected, be sure
to support the free end of the link as necessary, so that
it cannot fall and become a hazard to the servicing
personnel.
FIGURE 4-1. REAR AXLE ARRANGEMENT

1. Panhard Rod
(Diagonal Link)
2. Rear Suspension
3. Rear Axle Housing
4. Lower Link
(R.H. & L.H.)
5. Center Link
6. Hoist Cylinder (Ref.)
Lower Side Links and Center Link

Removal
1. Securely block front and rear wheels.
2. Support the rear of the truck frame under the hoist
cylinder mounting.
3. Support front and rear side of rear axle housing.
Remove only one link at a time. If more than one

link is to be removed at the same time, extra
supports must be in place to prevent the frame and
axle from moving out of position.
* Each link weighs approximately 120 kg (265 lbs.).
Be sure adequate supports and lifting devices are
used.
4. Place jack under the rear suspension mount on
the same side as lower link to be removed.
FIGURE 4-2. LINK PIN
Be sure jack is secure to lower mount so it will not
slide off as jack is extended.
G04012 11/97
1. Link Pin
2. Bushing
3. Spacer
4. Dust Boot/Snap Ring
Final Drive Attachments
5. Link
6. Spherical Bearing
7. Retainer Plate
8. Capscrew and
Washer
G4-1
Note:The center link (5, Figure 4-1) is slightly shorter

than the lower links (4). Be certain to mark each link
prior to removal to insure correct position during
assembly.
5. Block final drive securely in this position. Support
link to be removed. Remove grease lines.
6. Remove capscrews & washers (8, Figure 4-2) and
retainer plate (7) and remove link pin (1).
7. Remove spacers (3, Figure 4-2).
8. If link is to be removed completely from truck,
repeat steps 6 & 7 for other end of link.
9. If spherical bearings are to be replaced, remove
snap rings (4) and bearings (6). (See bearing
replacement information below.)
Inspection
Installation
1. Install one snap ring (4) and press bearing (6) in
link until it contacts snap ring. Install second snap
ring on other side of link.
NOTE: Install snap rings as shown in Figure 4-3.
2. Repeat step 1 for other end of link as required.
3. Install bushings (2), if removed, and lift link into
position between frame and axle. Install spacers
(3, Figure 4-2).
Note: If both the center link (5, Figure 4-1) and lower
links (4) have been removed, be certain the correct
link is installed in the proper location; If in doubt,
measure the distance between the centerlines of the
bearing bores. The center link is 1190mm (46.85 in)
long. The lower links are 1220mm long (48.0 in).
1. Clean all parts.

2. Inspect bushings (2, Figure 4-2) and pin (1) for
wear, galling and cracks.
3. Inspect bearing (6) for wear and freedom of movement.
4. Inspect dirt seal (4) for cracks or damage that
could allow dirt to enter.
5. Replace any damaged or worn components found
during inspection.
4. Install pin (1, Figure 4-2) and retaining capscrews

with washers (8). Tighten capscrews to standard
torque.
5. Raise rear of frame and remove supports from
under lower hoist cylinder mounts and axle as
necessary.
6. Install grease lines.
Spherical Bearing Replacement

If the bearinigs are worn or damaged, replacement will
be necesssary. The bearings are a press fit in the links
and require a suitable press with the correct size
pusher plate for proper removal and installation. Do
not attempt to hammer directly on the bearings.
FIGURE 4-3. SNAP RING ORIENTATION

1. Link
G4-2
2. Snap Ring
11/97 G04012
PANHARD ROD (DIAGONAL LINK)

Removal
* The panhard rod weighs approximately 95 kg

(210 lbs.) Be sure adequate supports and lifting
devices are used.
1. Park truck on level surface and securely block
wheels.
2. Securely support frame on each side under lower
hoist cylinder mounts. Support frame so there is
not any weight being applied to the rear axle.
3. Support panhard rod (1, Figure 4-4).
4. Remove capscrews & washers (8, Figure 4-2) and
retainer plate (7) and remove link pin (1) from each
end of the panhard rod.
7. Remove spacers (3, Figure 4-2). Remove panhard
rod from between frame and final drive case.
When installing panhard rod, misalignment of second pin and bearing will probably occur.
Raise or lower frame with jacks or adequate lifting
device ON EACH SIDE OF FRAME.
DO NOT use rear suspensions, because there is no
restraint to keep frame from shifting to one side or
the other.
3. Install bushings (2), if removed, and lift panhard
rod into position between frame and axle. Install
spacers (3, Figure 4-2).
4. Install pin (1) and retaining capscrews with washers (8). Tighten capscrews to standard torque.
5. Raise rear of frame and remove supports from
under lower hoist cylinder mounts and axle as
necessary.
6. Install grease lines and verify grease is present in
the bearings.
8. If spherical bearings are to be replaced, remove

snap rings (4) and bearings (6).
wear, galling and cracks. Replace parts as necessary.
Inspection
1. Clean all parts.
wear, galling and cracks.
3. Inspect bearing (6) for wear and freedom of movement.
4. Inspect dirt seal (4) for cracks or damage that
could allow dirt to enter.
5. Replace any damaged or worn components found
during inspection.
Installation
1. Install one snap ring (4) and press bearing (6) in
link until it contacts snap ring. Install second snap
ring on other side of link.
NOTE: Install snap rings as shown in Figure 4-3.
FIGURE 4-4. PANHARD ROD (DIAGONAL LINK)

1. Rear Suspension
2. Frame Mount
2. Repeat step 1 for other end of link as required.
3. Rear Axle Mount

4. Panhard Rod
(Diagonal Link)
Refer to Figure 4-2 for view A - A.
G04012 11/97
G4-3
NOTES
G4-4
11/97 G04012
REAR AXLE & FINAL DRIVE ASSEMBLY

The rear axle and final drive assembly contains the
differential assembly, rear oil-cooled disc brake assemblies, drive axles, and the planetary drive assemblies.
The rear axle and final drive assembly is attached to
the truck frame by four links with spherical bearings at
each link end, thus allowing the drive axle to oscillate
with the ground contour and maintain a positive wheel
contact for maximum drive force. The assembly also
provides a mounting for the rear suspensions and the
park brake assemblies.
DIFFERENTIAL OPERATION
Straight-away-travel
Power from the transmission to the input pinion passes
through the differential bevel gears to turn the differential case. The differential pinions transfer this rotation to the differential side gears where it turns the drive
shafts splined to the gears. During straight-away
travel, the resistance on the tires is equal, same resistance on both left and right drive shafts, so the differential pinions do not turn. Instead, the rotation of the
case is transferred directly to the side gears. In this
case, bevel and side gears rotate at the same speeds,
so the case and the shaft turn as a single unit.
Refer to Figure 5-2

for View A - A.
Turning
In a turn, the resistance on the inside tire is greater
than on the outside one so the resistances on the drive
shaft are not balanced. Consequently, the side gears
then rotate at different speeds. The differential pinions;
therefore, rotate as they transmit the rotation of the
case to the side gears. This rotation forces the two side
gears to rotate in opposite directions. The net effect is
that the outside wheel turns at a rate equal to the sum
of the bevel gear speed and the differential pinion
speed, while the inside one turns at a rate equal to the
difference.
Specifications:
Reduction Ratio:
Differential: 2.647
Final Drive: 7.235
Total: 19.15
FIGURE 5-1. REAR AXLE ASSEMBLY
Tire size: 33.00 - 51, 50 PR
Rim size: 24.00 - 51
G05016 12/98
1. Rear Suspension Mount

2. Lower Link Mount
3. Panhard Rod Mount
4. Differential
Rear Axle and Final Drive Assembly
5. Center Link Mount

6. Parking Brake Mount
7. Rear Oil Disc Brakes
8. Planetary Final Drive
G5-1
13. Refer to Final Drive Attachment, in this Section,

for the Lower Link, Center Link, and Panhard Rod
Removal. Remove these components.
REAR AXLE ASSEMBLY

Removal
14. Remove blocks from behind rear wheels.

15. Roll final drive assembly out from under frame.
Make sure jacks, lifting equipment and rigging
have adequate capacity and are securely attached
to raise and hold rear of truck until blocking or
support stands are securely installed.
Total weight distribution (approximate):
Rear axle of empty truck (without body liners):
51 865 kg (112,563 lbs.)
Rear Axle assembly with wheels & tires:
19 568 kg (43,140 lbs.)
Rear Axle assembly without wheels & tires:
13 209 kg (29,120 lbs.)
1. Park truck on level surface.
2. Securely block front wheels.
3. Refer to Section J, Parking Brake, and remove
parking brake assembly.
4. Raise rear of frame high enough for final drive
case to clear as it is rolled from under the truck.
5. Securely block under both frame mount structures
at the lower end of the hoist cylinders.
6. Block rear wheels to prevent final drive assembly
from moving when disconnected from frame.
7. Disconnect the drive shaft between final drive and
transmission at both ends. Slide drive shaft out of
protector and set aside.
8. Disconnect all hydraulic lines to both oil disc brake
assemblies and park brake assembly. Cap/plug
all ports and hoses to prevent dirt entry. Identify
or mark all connections for easier reassembly.
9. Remove any electrical wiring or lube lines that
may interfere with removal of the final drive assembly.
10. Remove rock ejectors from both sides of body.
11. Completely vent all nitrogen gas (N2) from both
rear suspensions.
Refer to Section H, Oiling and Charging Procedures for safe discharging of Nitrogen gas (N2).
12. Refer to Section H, Rear Suspension Removal.
Remove both suspensions.
G5-2
Installation
Make sure jacks, lifting equipment and rigging

have adequate capacity and are securely attached
to raise and hold rear of truck until blocking or
support stands are securely installed.
Total weight distribution (approximate):
Rear axle of empty truck (without body liners):
51 865 kg (112,563 lbs.)
Rear Axle assembly with wheels & tires:
19 568 kg (43,140 lbs.)
Rear Axle assembly without wheels & tires:
13 209 kg (29,120 lbs.)
1. If not already done, raise rear of frame high
enough for final drive case to clear as it is rolled
under the truck and securely block under both
frame mount structures at the lower end of the
hoist cylinders. Align final drive assembly to
frame.
2. Roll final drive under frame and block wheels.
3. Refer to Final Drive Attachment, this Section, for
Lower and Center Link Installation. Install Links.
4. Raise Diagonal Link to connect to frame. Refer to
Final Drive Attachment, this Section, for Diagonal
Link Installation. Install Diagonal Link.
5. Refer to Section H, Rear Suspension Installation. Install both suspensions.
6. Install drive line with slip joint end toward transmission. Tighten companion flange capscrews to
39 4 kg.m (282 30 ft.lbs.) torque.
7. Install all hydraulic lines to park brake assembly
and both rear oil-cooled disc brake assemblies.
Before placing truck in production, brakes must be

bled. Refer to Section J for the Brake Bleeding
procedure.
G05016 12/98
8. Install all electrical wiring and lube lines that were

previously removed with the final drive assembly.
Install rock ejectors on both sides of body.
9. Raise rear of truck frame, and remove blocks or
support stands from under lower hoist cylinder
mount structures.
10. Refer to Section J, Parking Brake Installation for
instructions and install parking brake assembly.
11. Charge all suspensions. Refer to Section H,
Suspension Oiling and Charging Procedure.
12. Refer to Planetary Final Drive" and fill each final
drive with approved oil.
Oil capacity:
Differential: 300 liters (79.0 gal)
Final Drive: 120 liters (31.7 gal) each side
(Refer to Section P for oil specification.)
NOTE:
a. Breather (6) must be open to atmosphere at all
times. Check the breather before each shift of
operation and remove any blockage of
dirt/mud, etc.
b. Clean breather as necessary, or at least every
250 hours of truck operation, to insure proper
venting.
c. Differential and Final Drive oil should be
changed every 2000 hours of truck operation.
To Check Differential Oil Level

1. Truck should be parked on a level surface.
DIFFERENTIAL ASSEMBLY
2. Remove plug (2, Figure 5-2) and check the oil

level. If the oil level is not at, or near, the lower
end of the plug hole, fill with approved oil through
the plug hole until oil is at bottom of hole.
The differential assembly is designed to transmit the

rotary power from the drive shaft to the left and right
wheels. It consists of a reduction unit and a differential
unit which provides a difference in rotational speed to
the left and right wheels when negotiating curves.
Because of the design of the differential assembly, the
differential input pinion bearing is subject to both thrust
and radial forces. For this reason, a taper roller bearing
is used. In order to adjust the bearings and gear
backlash, shims are used at the pinion end, and adjusting nuts are used at the bevel gear end.
Specifications:
Splash-Type Lubrication
Ratio: 2.647
Removal
1. Obtain container(s) and prepare to recover 300 l
(79.0 gal) of oil from the differential gear case and
120 liters (31.7 gal) of oil from each planetary final
drive gear case.
Remove drain plug (5, Figure 5-2) and drain the
oil from the differential gear case.
2. Refer to Planetary Final Drive", in this Section,
for instructions to drain oil from each final drive
assembly and for removal of both drive axles.
FIGURE 5-2. AXLE HOUSING, VIEW A - A, Fig. 5-1
1. Axle Housing
4. Pin
2. Fill/Level Plug
5. Drain Plug
3. Latch Assembly
6. Axle Housing Breather
G05016 12/98
3. Refer to Parking Brake Removal, Section J,

and disconnect all three parking brake spring
cylinders and hoses.
G5-3

for removal of the Center Link, and Panhard Rod.
Remove these components.
5. Refer to Transmission, Section F, Driveline
Removal, and remove the rear driveline.
Make sure lifting equipment is of adequate capacity to handle drive shaft weight of 224 kg (494 lbs).
6. Install a lifting shackle to the differential mounting
surface, then fit a lever block to the pinion end, to
adjust the height when removing.
NOTE: Be careful not to damage the seal surface of
the differential housing.
7. Remove differential assembly (2, Figure 5-3).
Installation
Make sure lifting equipment is of adequate capacity to handle 1780 kg (3,924 lbs).
NOTE: Be careful not to damage the seal surface of
the differential housing.
1. Install a lifting shackle to the differential mounting
surface, then fit a lever block to the pinion end,
and adjust the height when installing differential
assembly (2, Figure 5-3). Apply Three Bond
#1374 thread tightener to mounting capscrews
and tighten to 94.5 10 kg.m (684 72 ft.lbs.)
torque.
2. Apply Three Bond #1374 thread tightener to capscrews and install drive shaft assembly. Tighten
capscrews to 39 4 kg.m (282 30 ft.lbs.) torque.
for installation of the Center Link, and Panhard
Rod. Install these components.
Make sure lifting equipment is of adequate capacity to handle 1780 kg (3,924 lbs).
5. Refer to Planetary Final Drive", in this Section,

for instructions to install both drive axles.
6. Refer to Transmission, Section F, Drivelines,
and install the rear driveline.
Make sure lifting equipment is of adequate capacity to handle drive shaft weight of 224 kg (494 lbs).
7. Refer to Parking Brake Installation, Section J,
and connect all three parking brake spring cylinders and hoses.
8. Add 300 liters (79.0 gal) of oil to the differential
gear case and 120 liters (31.7 gal) of oil to each
planetary final drive gear case. Refer to Lubrication and Service, Section P, for oil specifications. Check differential and each final drive for
proper oil level.
FIGURE 5-3. DIFFERENTIAL ASSEMBLY
1. Lift Chain
G5-4
2. Differential
Assembly
G05016 12/98
DIFFERENTIAL ASSEMBLY
NOTE:
The illustrations used in the following Disassembly
and Assembly procedures for the Differential Assembly are TYPICAL of the installation, but may not be an
an exact replica of the particular part(s). Some parts,
such as the Park Brake Support, (the 530M has mounting surfaces for three brake calipers) may actually
appear different, but their fit and function, as depicted
in the illustrations, are similar.
3. Caliper assembly
a. Refer to Parking Brake Removal, Section J,
and remove all three parking brake assemblies.
b. Remove brake disc (1, Figure 5-5).
4. Remove retaining capscrew (3, Figure 5-5), and
mounting capscrews (6), then remove coupling
(2) together with holder (4) and O-ring.
5. Remove support (5).
Disassembly
1. Set differential assembly in Tool repair stand (2,
Figure 5-4).
FIGURE 5-5. BRAKE COUPLING

1. Brake Disc
2. Coupling
3. Capscrew
FIGURE 5-4. PARK BRAKE SPRING CYLINDER

1. Spring Cylinder
3. Connecting Pin
2. Tool
4. Lever
NOTE: The 530M has three brake caliper assemblies.
4. Holder
5. Support
6. Capscrews
6. Install coupling and lifting device (1, Figure 5-6)

and screw in pusher bolts, then lift off pinion and
carrier assembly (2).
NOTE: Check the number and thickness of the shims,
and keep together in a safe place for installation at
re-assembly of pinion and carrier.
2. Using a portable power source, pump hydraulic

oil into the park brake spring cylinder to retract
rod, then pull out connecting pin (3) of adjuster
lever (4), and remove spring cylinder (1).
If the hydraulic pressure in the spring cylinder is

released, the rod will suddenly extend; keep hands
away from rod.
FIGURE 5-6. PINION AND CARRIER

1. Lifting Device
G05016 12/98
2. Carrier Assembly
G5-5
FIGURE 5-7. DIFFERENTIAL ASSEMBLY
1. Seal
3. O-Ring
4. O-Ring
5. Input Pinion (17 Teeth)
7. Pinion Gear (22 Teeth)
8. Bearing
9. Adjusting Nut
G5-6
10. Side Gear (28 Teeth)

11. Differential Gear Case
12. Ring Gear (45 Teeth)
15. Plate
17. Lock
18. Dowel Pin
19. Cage
27. Bearing Carrier Cage
20. Cross Shaft
28. Shim Assembly
21. Differential Case
29. Park Brake Support
22. Retainer
30. Bearing
23. Capscrew & Washer 31. Coupling
24. Bearing
32. Retainer
25. Dowel Pin
26. Ring
34. O-Ring
G05016 12/98
Disassembly of Pinion Carrier Assembly

1. Remove carrier (2, Figure 5-8) together with inner
bearing (3) from pinion gear (1).
Differential Gear Unit

1. Remove locks (1, Figure 5-10).
FIGURE 5-10. DIFFERENTIAL

FIGURE 5-8. PINION BEARING
1. Pinion Gear
2. Carrier
3. Inner Bearing
4. Inner Bearing
5. Spacer
1. Locks
2. Wrench (790-425-1660)
3. Capscrews
2. Remove spacer (5), then remove inner bearing

(4).
2. Using wrench (2), loosen left and right side bearing adjustment nuts (3) until they can be turned
by hand.
3. Remove holder (4, Figure 5-9), then remove center bearing inner race (5) from pinion gear (6).
3. Remove capscrews (2, Figure 5-11). Remove

plates (5) and caps (1).
4. Remove bearing outer races (2) and (1) from

carrier (3).
4. Lift off differential gear assembly (4).
NOTE: The bearing is an adjustment-free bearing

assembly (2 tapered roller bearings and spacer).
Check the matching numbers, and keep as a set in a
safe place.
FIGURE 5-9. PINION GEAR AND RACES

1. Outer Race
2. Outer Race
3. Carrier
G05016 12/98
4. Holder
5. Inner Race
6. Pinion Gear
5. Remove left and right side bearing adjustment

nuts (3).
FIGURE 5-11. DIFFERENTIAL MOUNTING

1. Cap
2. Capscrews
3. Adjustment Nuts
4. Gear Assembly
5. Plate
G5-7
Disassembly Of Differential Gear Unit

1. Using a knife edge type puller (1, Figure 5-12) and
a porta-power cylinder, remove bearing (2).
FIGURE 5-14. THRUST WASHER

1. Thrust Washer
2. Case
FIGURE 5-12. BEARING PULLER

1. Puller
2. Bearing
2. Punch mark the case sections and remove mounting capscrews (2, Figure 5-13), then remove case
(1).
FIGURE 5-15. SIDE GEAR

1. Side Gear
2. Gear
FIGURE 5-13. DIFFERENTIAL CASE

1. Case
2. Capscrews
3. Remove thrust washer (1, Figure 5-14) from case

(2).
4. Remove side gear (1, Figure 5-15).
5. Remove pinion gear assembly (1, Figure 5-16)
together with cross shaft (2).
G5-8
FIGURE 5-16. PINION GEAR ASSEMBLY

2. Cross Shaft
1. Gear Assembly
G05016 12/98
6. Hold pinion gear assembly (3, Figure 5-17) with

press, and using wrench (1), remove ring nut (2).
9. Remove bearing outer races (1 & 2, Figure 5-19)

and from pinion gear.
NOTE: The bearing is an adjustment-free bearing, so
check the matching numbers of the bearing, collar, and
outer race, and keep together as a set in a safe place.
FIGURE 5-17. RING NUT AND GEAR

1. Wrench (09003-08290)
2. Ring Nut
3. Pinion Gear
FIGURE 5-19. GEAR BEARINGS

1. Outer Race
7. Push out shaft (4, Figure 5-18) with press, then

remove pinion gear (1), bearing (2), and collar (3).
2. Outer Race
10. Remove side gear (1, Figure 5-20).
8. Remove bearing from shaft.
FIGURE 5-20.
FIGURE 5-18. GEAR AND SHAFT
1. Pinion Gear
2. Bearing
G05016 12/98
1. Side Gear
2. Bevel Gear
3. Collar
4. Shaft
G5-9
11. Remove thrust washer (1, Figure 5-21).
14. Remove snap ring (2, Figure 5-23), then remove

bearing (1) from differential case (3).
FIGURE 5-21. BEVEL GEAR

1. Thrust Washer
2. Bevel Gear
FIGURE 5-23. DIFFERENTIAL BEARING

1. Bearing
2. Snap Ring
12. Remove bevel gear (3, Figure 5-22) from case (2).
13. Remove bearing (1) from case.
3. Differential Case
15. If bevel gear (3, Figure 5-22) is to be replaced,

remove gear retaining capscrews and separate
gear from case (2).
NOTE: Bevel gear and pinion gear must be replaced
as a matched set.
FIGURE 5-22. DIFFERENTIAL BEARING

1. Bearing
2. Case
G5-10
3. Bevel Gear
4. Capscrews and Washers
G05016 12/98
ASSEMBLY of DIFFERENTIAL
Differential Bearing
1. Set differential case in tool repair stand (2, Figure
5-4).
2. Using a push tool, press fit bearing (1, Figure 5-23)
in differential case (3), then install snap ring (2).
Assembly Of Differential Gear Assembly
1. Align bevel gear (3, Figure 5-22) with dowel pins
on differential gear case (2) and install. Apply
Three Bond #1374 thread tightener to mounting
capscrews (4). Install capscrews and washers
and tighten to 135 kg.m (975 ft.lbs.) torque.
2. Install side bearing (1). Shrink fit bearing by
heating to 100 C (212 F).
NOTE: Bearings should be heated by heat lamps, oil
bath, or induction heaters. Do not use a torch or heat
greater than 176 C (350 F).
After bearing cools, check that there is no clearance
between the end face of the case and the bearing.
FIGURE 5-24. BEARING INSTALLATION
NOTE: Align the notched portion of the pinion gear

shaft with the case dowel pin and install. Move the
pinion gear, and verify gear assembly rotates easily.
7. Install side gear (1, Figure 5-15).
8. Align with dowel pin, and install thrust washer (1,
Figure 5-14).
a. Check that the head of the dowel pin is
0.5
3. Turn case over, then align with dowel pin, and

install thrust washer (1, Figure 5-21).
a. Check that the head of the dowel pin is
0.5
+0.2
0.0
mm (0.020
+0.008
0.000
in) lower than the
surface of the washer.

4. Install side gear (1, Figure 5-20).
5. Differential Pinion Side Gear.
2. Shaft
1. Bearing
+0.2
0.0
mm (0.020
+0.008
0.000
in) lower than the
surface of the washer.

9. Heat side bearing (1, Figure 5-25) to 100C
(212F) and install to case (2).
greater than 176C (350F).
After bearing cools, check that there is no clearance
between the end face of the case and the bearing.
NOTE: The bearing is an adjustment-free bearing

assembly. Check the numbers on the bearings, collar,
and outer races, and use only a matched set.
a. Using push tool, press fit outer races (1 & 2,
Figure 5-19) in pinion gear.
b. Using push tool, press fit bearing (1, Figure
5-24) to shaft (2).
c. Set pinion gear to shaft, then assemble collar
(3, Figure 5-18), and using push tool, install
bearing (2).
d. Apply Three Bond #1374 thread tightener to
ring nut (2, Figure 5-17). Hold pinion gear
assembly (3) with press, and using wrench (1),
tighten ring nut (2).
6. Assemble pinion gear assembly (1, Figure 5-16)
to cross shaft (2), then raise and install in case.
G05016 12/98

1. Side Bearing
2. Case
G5-11
FIGURE 5-27. BEARING PRELOAD

1. Micrometer (792-525-3000)
2. Adapter
FIGURE 5-26. CASE INSTALLATION
1. Case
2. Capscrews
10. Fit case (1, Figure 5-26) to housing. Apply Three

Bond #1374 thread tightener to mounting capscrews (2) and tighten to 94.5 kg.m (684 ft.lbs.)
torque.
Installation Of Differential Assembly
1. Tighten side bearing adjustment nuts (3, Figure
5-11) temporarily, and place differential gear case
assembly (4) temporarily.
2. Align match marks and fit caps (1) to assembly.
Rotate the bevel gear 20 - 30 turns to seat the
bearings, then tighten. Apply Three Bond thread
tightener #1374 to mounting capscrews (2). Position plates (5) on caps and install capscrews.
Tighten to 175 kg.m (1266 ft.lbs.) torque.
3. Adjusting preload of bearing:
a. Install measurement adapters (2, Figure 5-27)
to both ends of cap.
b. Measure dimension between adapters with
depth micrometer (1).
3. Measuring Posts
4. Spring Balance
5. Plates
d. Fit spring balance (4, Figure 5-27) to to the

bevel gear mounting bolt and measure the
starting force in the tangential direction as
shown. Starting force should be 7.7 - 10.3 kg
(17 - 23 lbs.).
e. Tighten adjustment nuts (3, Figure 5-10) from
both ends, and continue to tighten with wrench
(2), paying careful attention to the groove that
the lock enters. To seat the bearing properly,
rotate the bevel gear and tap the bearing cap
and bevel gear with a soft-faced hammer,
NOTE: Precautions when adjusting preload;
If the increase in deflection caused by overtightening
of the adjustment nut exceeds the standard amount,
return the adjustment nuts to the condition before
adjusting. When doing this, rotate the bevel gear and
tap the bearing cap and bevel gear with a plastic
hammer, check that there is no clearance at A,
Figure 5-28, and adjust again.
Use a light with a feeler gauge to

check that there is no gap.
NOTE: When measuring, hold the micrometer securely with one hand, and put the probe in contact
parallel to the measurement adapter.
c. Add 0.66 0.12 mm (0.025 0.005 in) to the
measured dimension, and set scale of micrometer.
NOTE: The added dimension becomes the amount of
deflection of the case before applying preload and after
applying preload.
G5-12
FIGURE 5-28. BEARING ADJUSTMENT
G05016 12/98
Input Pinion and Carrier Assembly
When assembling the differential pinion carrier

assembly (Figure 5-29), if coupling bolts are not
tightened while the pinion bearing is turning, the
bearing will be damaged in a short period of operation. To prevent this, the following assembly procedure must be followed.
1. Using push tool, press fit outer races (1, Figure
5-30) and (2) in carrier (3). Check that there is no
clearance between the outer races and the carrier.
FIGURE 5-30.
1. Outer Race
2. Outer Race
3. Carrier
2. Heat bearing inner race (2, Figure 5-31) to 100C

(212F), then press center bearing inner race
onto pinion gear (3), then install holder (1).
Apply Three Bond #1374 thread tightener to
mounting bolts and tighten to 28.5 3 kg.m (206
22 ft.lbs.) torque.
greater than 176 C (350 F).
3. Heat bearing inner race* (1, Figure 5-32) to 100C
(212F), then press onto pinion gear shaft and
install spacer (2).
*The bearing is an adjustment-free bearing. Verify the numbers match and keep them together as
a set.
*Verify there is no clearance between the end
face of the pinion gear and the inner race.
FIGURE 5-29. INPUT PINION ASSEMBLY

10. O-Ring
2. Park Brake Disc
12. Holder
3. Coupling
13. Bearing Race
14. Pinion Gear (15 T)
5. Holder
15. Bearing Carrier
6. O-Ring
16. Shim Assembly
8. Oil Seal
18. Bearing Assembly
9. O-Ring
G05016 12/98
FIGURE 5-31.
1. Holder
2. Bearing Inner Race
3. Pinion Gear
G5-13
FIGURE 5-32.
1. Bearing Inner Race
2. Spacer
FIGURE 5-34.
1. Cage Assembly
4. Set carrier (2, Figure 5-33) to pinion gear (3), and

install bearing (1).
5. Coat the bearing rollers as well as the running
surfaces of the inner and outer races thoroughly
with oil.
6. Fit O-ring (10, Figure 5-29) onto bearing carrier
(15), and assemble shims* (16), then install pinion and cage assembly (1, Figure 5-34) to differential case.
*NOTE: Use the same amount of shims that
were removed at time of pinion disassembly.
7. Install oil seal (3, Figure 5-35) and O-ring (2) to

park brake support (1). Install support (1) to differential case. Apply Three Bond #1374 thread
tightener to mounting bolts and tighten to 56 6
kgm (405 45 ft.lbs) torque.
If any parts, such as bearings, bearing carrier,

pinion gear, or housing have been replaced, be
certain to refer to Adjusting Tooth Contact,
Backlash later in this procedure to determine
the correct shim thickness.
FIGURE 5-35.
FIGURE 5-33.
1. Bearing
2. Carrier
G5-14
3. Pinion Gear

2. O-Ring
3. Oil Seal
G05016 12/98
8. Fit coupling (4, Figure 5-36), O-ring and holder (2),

and apply Three Bond thread tightener #1374 to
mounting bolt (3). Tighten bolt* (3) gradually to
280 30 kg.m (2025 217 ft.lbs) torque while the
bearing is turning (20 to 30 rotations).
*If the bolt (3) is tightened without keeping the
bearing turning, there will be a possibility of damaging the bearing.
FIGURE 5-38.
FIGURE 5-36.
3. Bolt
2. O-Ring and Holder
4. Coupling
9. After tightening bolt (3), turn the bearing 20 to 30
rotations again, and make sure that the bearing
is running smoothly and that bolt (3) has been
tightened to the specified torque.
10. Using either of the following methods, confirm that
the bearing has been set normally.
Method #1:
a. Measure the starting torque in the tangential
direction with a spring scale (1, Figure 5-37)
attached to a threaded hole in the coupling
(396 mm [15.6 in.] bolt circle dia.).
Starting torque must not be greater than 5.1
kg. (11.2 lbs.) maximum.
Perform this measurement on the bevel gear
side.
Method #2:
b. Measure the axial bearing end play for:
0.0 - 0.118 mm (0.0 - 0.0046 in.)
Measuring method:
1.) After the bearing has been run 20 to 30
rotations, set a dial gauge as shown in Figure 5-38 to align with Point Zero.
2.) Oscillate the coupling 20 to 30 rotations in its
lifted condition (approximately 300 kg) and
make sure that the dial gauge reading has
been stabilized. (See Figure 5-39)
3.) The dial gauge reading obtained in the previous step will be equal to the end play in the
axial direction.
FIGURE 5-39.
FIGURE 5-37.
1. Spring Scale
G05016 12/98
G5-15
Adjusting Tooth Contact, Backlash

Adjust backlash and tooth contact at the same time.
1. Adjust backlash as follows.
a. Move bevel gear with adjustment nuts (1 & 2,
Figure 5-40).
2. Adjust tooth contact as follows.

a Adjust the in and out movement of the bevel
pinion by changing the shims between the
differential case and bearing cage.
b. Adjust tooth contact in Step 3.
When adjusting the bevel gear, do not change the

preload of the bearing. Always turn the adjustment
nuts at both ends the same amount in the same
direction.
b. Put a dial Indicator (2, Figure 5-41) at right
angles in contact with the reverse face of the
tooth at the outside of the bevel gear. Turn the
adjustment nut and adjust the backlash.
c. Backlash: Adjust at 3 - 4 places. Keep the
pinion gear locked when measuring. Adjust to
0.46-0.66 mm (0.018 - 0.026 in) backlash.
FIGURE 5-41. BACKLASH ADJUSTMENT

1. Bevel Gear
2. Dial Indicator
FIGURE 5-40. TOOTH CONTACT ADJUSTMENT

1. Adjustment Nut
G5-16
2. Adjustment Nut
G05016 12/98
3. Adjusting tooth contact

Mix red lead in spindle oil to form a thin paste,
then coat the face of 7 or 8 teeth of the driven
gear. Hold down the driven gear by hand to act
as a brake, and rotate the drive pinion gear forward and backward, then inspect the pattern left
on the teeth.
G05016 12/98
Adjust the tooth contact as shown in the following

illustrations and procedure.
G5-17
4. Caliper assembly
a. Install brake disc (1, Figure 5-42). Apply Three
Bond #1374 thread tightener to disc plate capscrews and tighten to 76 kg.m (550 ft.lbs.)
torque.
FIGURE 5-42. BRAKE COUPLING

1. Brake Disc
2. Coupling
3. Capscrew
4. Holder
5. Support
6. Capscrews
b. Install plate (1, Figure 5-43) on one side temporarily.

c. Fit pad (2) and install caliper (3).
d. Install plate on other side and tighten fully.
Apply Three Bond #1374 thread tightener to
plate mounting capscrews and tighten to 94.5
kg.m (684 ft.lbs.) torque.
FIGURE 5-44. PARK BRAKE SPRING CYLINDER

1. Spring Cylinder
2. Tool
3. Connecting Pin & Clevis

4. Lever
NOTE: Adjust for a clearance of 0.1 mm (0.004 in)

between the plate and the caliper.
5. Install spring cylinder assembly (1, Figure 5-44),
and connect rod clevis with connecting pin (3) to
lever of slack adjuster (4).
NOTE: To retract the rod, pump oil pressure into the
spring cylinder.
Refer to Parking Brake Adjustment, Section J,
Brake System, to adjust park brake assembly.
FIGURE 5-43. CALIPER

1. Plate
2. Pad
G5-18
3. Caliper
G05016 12/98
FINAL DRIVE PLANETARIES AND WHEEL HUBS

To Check Oil Level:
FINAL DRIVE
The final drive uses a planetary gear mechanism to
reduce the rotation speed and produce a greater driving torque. Of all the components in the drive train, the
final drive has to bear the greatest stresses. The
lubrication system should be maintained properly to
insure long life of the gears and bearings.
Stop the truck with the casting line horizontal and the
drain plug at the bottom. Remove the fill plug and
check the oil level. If the oil level is not near the lower
edge of the plug hole, add oil until it reaches this level.
(Refer to Section P, Lubrication and Service for oil
specification.)
FIGURE 6-1. FINAL DRIVE PLANETARY

1. Carrier
2. Planet Gear Shaft
3. Planet Gear (43 Teeth)
4. Sun Gear (17 teeth)
5. Button
G06009 03/01
6. Cover
7. Ring Gear (106 Teeth)
8. Spacer
9. Retainer
10. Inner Hub

11. Drive Shaft
12. Wheel Hub
13. Seal Assembly
14. Seal Drain Hose
Final Drive Planetaries and Wheel Hubs
SPECIFICATIONS:
Splash-type Lubrication
Ratio: 7.235
Oil: 120 L (31.7 gal) Each Side
G6-1
CARRIER ASSEMBLY
Removal
1. Drain 120L (31.7 gal) oil from the planetary carrier
case.
NOTE: If the drain plug is not at the bottom, use a
hydraulic jack (50t) to raise the truck, then turn the hub.

3. Remove button (2).
4. Install an eyebolt at the end of drive shaft (3,
Figure 6-3), then use a bar to pull out drive shaft.
5. Remove snap ring (4).
6. Remove sun gear (5).
1. Carrier Assembly
2. Spacer
3. Drive Shaft
7. Remove spacer (2).
4. Snap Ring
5. Sun Gear
Be sure lifting device is of adequate capacity to

handle 630 kg (1,390 lbs.) safely.
8. Remove carrier assembly (1).
FIGURE 6-2. COVER AND BUTTON

1. Cover
2. Button
FIGURE 6-4. CARRIER ASSEMBLY

1. Carrier Assembly
G6-2
2. Rim
G06009 03/01
Installation
Be sure lifting device is of adequate capacity to
handle 630 kg (1,390 lbs.) safely.
1. Install carrier assembly (1, Figure 6-4).
2. Install spacer (2 Figure 6-3).
3. Install sun gear (5).
4. Install snap ring (4).
5. Install an eyebolt at the end of drive shaft (3), then
use a bar to Install drive shaft.
6. Install button (2, Figure 6-2).
7. Install cover (1).
8. Add oil to the final drive case. Refill to the specified
level and check the oil level again. Refer to Lubrication and Service, Section P, for the proper
oil.
FIGURE 6-6. BEARINGS

1. Bearings
2. Spacer
FINAL DRIVE CARRIER
3. Pull out gear assembly (5), and remove two

bearings (1) and spacer (2). (See Figures 6-5 and
6-6)
Disassembly
4. Remove outer race (1, Figure 6-7) and spacer (2).
1. Remove four capscrews (6, Figure 6-5) and six

capscrews (7), then remove plate (3).
NOTE: The bearing is an adjustment-free bearing, so

keep together as a set in a safe place.
5. Remove snap ring (3).
2. Using a press, remove shaft (4).
6. Remove spacer (8, Figure 6-5) from carrier.
FIGURE 6-5. CARRIER

1. Bearings
2. Spacer
3. Plate
4. Shaft
G06009 03/01
5. Gear Assembly
6. Capscrews
7. Capscrews
8. Spacer
FIGURE 6-7. OUTER BEARING RACES

1. Outer Race
2. Spacer
3. Snap Ring
G6-3
Assembly
1. Install spacer (8, Figure 6-5) to carrier.

2. Install snap ring (3, Figure 6-7).
Disassembly
3. Fit spacer (2), and press fit outer race (1).
1. Remove rear wheel assembly. Refer to Rear

Wheel Removal, this section.
4. Set spacer (2, Figure 6-5) and bearing (1) in

position, then raise planetary gear and assemble,
and install bearing (1) from top.
2. Remove carrier assembly as previously described.
5. Push planetary gear assembly (5) into carrier.

6. Fit plate (3) with capscrew (7) temporarily, then
install 2 guide capscrews to shaft (4), and press
fit.
7. Apply Three Bond #1374 thread tightener to capscrews (4, Figure 6-8) and tighten to 11.5 kg.m
(83 ft.lbs.) torque. After rotating pinion gear 5 - 6
turns, tighten nine capscrews (4) and six capscrews (3) to specified torque again.
3. Shim and retainer removal;

a. Using three evenly spaced tools 562-99-3A110
(1, Figure 6-9), secure disc brake inner gear (4)
to outer gear (3). To install the tools, remove
three capscrews (2) from the outer gear, and
insert capscrews (5) using the three tool
mounting tapped holes in the inner gear.
To prevent damage to the floating seal, always

install tools before removing retainer (1, Figure
6-9).
b. Remove mounting capscrews (2, Figure 6-10),
then remove retainer (1) and shims.
NOTE : Check the number and thickness of the shims,
and keep together in a safe place.
FIGURE 6-9. BRAKE GEAR TOOL INSTALLATION
FIGURE 6-8. PLANETARY SHAFT RETAINER

1. Cover
2. Retainer Plate
G6-4

1. Tool (562-99-3A110)
(3 required, Equally
Spaced)
2. Capscrew
3. Outer Gear
4. Inner Gear
5. Capscrew (Temporary)
6. Wheel Hub
G06009 03/01
FIGURE 6-12. INNER GEAR AND RING GEAR
FIGURE 6-10. RETAINER

1. Retainer
2. Capscrews
NOTE: The ring gear (1, Figure 6-11) weighs approximately 150 kg (331 lbs.)
4. Lift off ring gear assembly (1, Figure 6-11). Disassemble ring gear assembly as follows.
a. Remove mounting capscrews (1, Figure 6-12),
then remove holder (2).
1. Capscrews
2. Holder
3. Inner Hub
4. Ring Gear
5. Rear wheel hub assembly removal.

a. Attach a sling to rear wheel hub assembly (1,
Figure 6-13) or support with forklift, then remove all nuts (2, Figure 6-14), except those on
seal retainer tools.
b. Remove inner hub (3) from ring gear (4).
FIGURE 6-13. REAR WHEEL HUB

1. Hub Assembly
FIGURE 6-11. RING GEAR

1. Ring Gear Assembly
G06009 03/01
2. Housing
2. Hub
G6-5
FIGURE 6-14. GEAR SUPPORT TOOL

1. Tool (562-99-3A110)
2. Nut
3. Capscrew
4. Outer Gear
5. Wheel Hub
b. Pull out wheel hub assembly (2, Figure 6-15)

slowly until outer bearing is unseated. Remove
outer bearing (1), and bearing inner race pin.
c. Remove wheel assembly.
NOTE: The bearing comes out easily, so be extremely
careful not to let it drop.
FIGURE 6-15. HUB AND BEARING

1. Bearing
G6-6
2. Hub Assembly
FIGURE 6-16. HUB AND BEARING

1. Hub Assembly
2. Outer Race
3. Outer Race
d. Remove outer races (2 & 3, Figure 6-16) from

wheel hub assembly (1).
6. Remove inner bearing (1, Figure 6-17) and bearing inner race pin (3).
7. Remove floating seal carrier (13, Figure 6-1) from
axle.
FIGURE 6-17. BEARING

1. Bearing
2. Axle
3. Pin
G06009 03/01
Assembly
NOTE: Refer to Section J, Rear Wet Disc Brakes Floating Ring Seal Assembly/Installation for detailed
seal installation instructions.
1. Install floating seal assembly (13, Figure 6-1) to
disc brake inner gear/wheel hub seal carrier. Install a new O-ring on the seal carrier.
2. Install inner bearing (1, Figure 6-17) and pin (3).
3. Wheel hub assembly
a. Using a push tool, press fit outer races (2 & 3,
Figure 6-16) in wheel hub (1).
b. Raise rear wheel hub assembly, slide the assembly over the axle and against disc brake
inner gear.
c. Install outer bearing retainer pin on axle. Install
outer bearing (1, Figure 6-15).
d. Install nuts (2, Figure 6-14) and tighten to 94.5
kg.m (684 ft.lbs.) torque.
NOTE: Do not remove tools (1, Figure 6-13) until the
retainer has been completely secured.
4. Ring gear assembly:

a. Set inner hub (3, Figure 6-12) to ring gear (4).
5) Using depth micrometer (1, Figure 6-18)

measure dimension c between end of shaft
and outer edge of retainer (2).
6) Install tools (1, Figure 6-14) at 3 places.
7) Remove retainer, and measure the thickness
a of retainer. Select a shim thickness which
is dimension b, by using the formula below:
(b=c-a) and add 0.3 mm (0.012 in).
b. Insert shim pack as determined above, then
install retainer (2, Figure 6-18). Apply Three
Bond #1374 thread tightener to capscrews (3)
and tighten to 94.5 kg.m. (684 ft.lbs.) torque.
c. Remove tools (1, Figure 6-14) from 3 places.
Tighten capscrews (3) where tools were removed in outer gear (4) to 56 kg.m (405 ft.lbs.)
torque.
6. Rotate the wheel hub 5 - 6 times and tighten the
capscrews (2, Figure 6-18) uniformly until the
tightening torque is constant. After tightening the
capscrews, rotate the wheel hub, and verify
smooth rotation.
7. Refer to Carrier Assembly Installation, this section, and install carrier assembly.
8. Refer to Rear Wheel Assembly Installation, this
section, and install rear wheel assembly.
c. Install holder (2), and apply Three Bond #1374

thread tightener to mounting capscrews (6)
and tighten to 11.5 kg.m (83.2 ft. lbs).
d. Install ring gear assembly (1, Figure 6-10).
5. Shim retainer:
a. Adjust preload of bearing as follows.
1) With no shims assembled, install retainer (2,
Figure 6-18) temporarily with 4 equally
spaced capscrews (3).
2) Remove tools (1, Figure 6-14) from 3 places.
3) Rotate wheel hub 5 - 6 times.
4) Tighten capscrews uniformly to 17 1.0 kg.m
(123 7.2 ft.lbs.) torque.
If the capscrews are tightened without rotating the

wheel hub, the bearing will not seat properly and
the correct preload cannot be obtained.
G06009 03/01
FIGURE 6-18. SHIM ADJUSTMENT

1. Micrometer
2. Retainer
3. Capscrew
G6-7
NOTES
G6-8
G06009 03/01
SECTION H
SUSPENSIONS
INDEX
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
Suspension Operation (Standard Equipment) . . . . . . .
3-Mode Supension (Optional Equipment) . . . . . . . . .
3-Mode Suspension System Components . . . . . .
Automatic Suspension Controller (ASC) . . . . .
Manifold Valve . . . . . . . . . . . . . . . . . . .
Actuator . . . . . . . . . . . . . . . . . . . . . .
Steering Sensor . . . . . . . . . . . . . . . . . .
Suspension Removal . . . . . . . . . . . . . . . . . .
Suspension Installation . . . . . . . . . . . . . . . . .
Disassembly . . . . . . . . . . . . . . . . . . . .
Inspection . . . . . . . . . . . . . . . . . . . . .
Assembly . . . . . . . . . . . . . . . . . . . . . .
Damping Valve Repair . . . . . . . . . . . . . . . . .
Damping Valve (Fixed Rate) . . . . . . . . . . . .
Damping Valve/Actuator (3-Mode Damping Rate)
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. H2
H2-2
H2-2
H2-3
H2-4
H2-4
H2-4
H2-5
H2-5
H2-6
H2-7
H2-8
H2-8
H2-8
H2-10
H2-10
H2-11
REAR SUSPENSION . . . . . .
OPERATION . . . . . . . . .
Removal . . . . . . . . .
Installation . . . . . . .
Disassembly . . . .
Assembly . . . . . .
Spherical Bearing Repair
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. H3
H3-2
H3-3
H3-3
H3-4
H3-5
H3-6
OILING AND CHARGING PROCEDURES . . . . . . .

GENERAL . . . . . . . . . . . . . . . . . . . . . .
EQUIPMENT LIST . . . . . . . . . . . . . . . . .
FRONT SUSPENSION . . . . . . . . . . . . . . .
Front Suspension Oiling . . . . . . . . . . . .
Front Suspension Nitrogen Charging . . . . .
REAR SUSPENSION . . . . . . . . . . . . . . . .
Rear Suspension Oiling . . . . . . . . . . . .
Rear Suspension Nitrogen Charging . . . . .
Adjusting Length of Front and Rear Cylinders
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. H4
H4-1
H4-1
H4-1
H4-3
H4-4
H4-5
H4-5
H4-6
H4-7
H01011 6/98
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Index
H1-1
FRONT SUSPENSION
The suspension system supports the weight of the
chassis, and absorbs the shock from uneven road
surfaces to provide a comfortable ride for the operator.
At the same time, it maintains the stability of the
machine by ensuring that all four wheels are always in
contact with the ground surface.
The suspensions are hydro-pneumatic components
containing oil and nitrogen gas. The oil and gas in the
four suspension cylinders carry the gross truck weight
less wheels, spindles and final drive assembly.
The front suspension consists of two basic components; a suspension cylinder and an A-arm.
In addition to these functions, the front suspension
employs a variable rate suspension system. In this
system, the force of the suspension is automatically
changed by selecting the damping force to match the
travel conditions and load conditions. This further increases the stability and riding comfort for the operator.
FRONT SUSPENSION ASSEMBLY

The front suspension cylinder (Figure 2-1) functions as
a shock absorber and spring, and is connected by
spherical bearings to the lower A-arm and main frame.
The wheels move up and down in accordance with the
retraction and extension of the suspension cylinder to
maintain the proper alignment for the wheels and to
improve the stability of the truck.
H02012 6/98
Front Suspensions
FIGURE 2-1. FRONT SUSPENSION
H2-1
Suspension Operation
The inside of the cylinder contains oil (B, Figure 2-2),
and is charged with nitrogen gas A. Oil B and oil
chamber C are connected by tube (9) and valve
assembly (10).
When the machine is traveling, the wheels follow the
unevenness of the road surface, and an external,
vertical force is applied to the suspension cylinder.
When this happens, the volume of the nitrogen in the
gas chamber is compressed under the input force, and
absorbs the external force. The nitrogen gas is sealed
by a rod and oil, so it is always subjected to a pressure
corresponding to the external force, and acts as a
spring.
The damping force is produced inside valve assembly
(10) with the orifice plate (12) and leaf springs (11).
They restrict the flow of oil between oil chamber B
and oil chamber C, and create a damping force.
When retracting, the nitrogen gas is compressed
by the external force from the road surface. The
oil in chamber B flows through the valve assembly (10, Figure 2-2) in direction Y and tube (9) to
oil chamber C. The oil flowing through the valve
from the tube to the orifice plate is throttled by
orifices to generate a damping force.
When extending, the external force from the road
surface weakens, the pressure of the nitrogen gas
extends the rod, and the oil in chamber C passes
through tube (9) and valve assembly (10) to oil
chamber B. The oil flowing through the valve
flows in direction Z and passes through orifices
in the orifice plate to generate a damping force.
The optional variable rate suspension described on the

following pages, also controls the damping force by a
variable orifice located in valve assembly (10).

1. Charging Valve
9. Tube
2. Retainer
10. Valve Assembly
3. Flange
11. Leaf Springs
4. Cylinder (with axle)
12. Orifice Plate
5. Rod
6. Wear Ring
A. Gas Chamber
7. Discharge Plug
B. Oil Chamber
8. Air Bleed Plug
C. Oil Chamber
H2-2
Front Suspensions
6/98 H02012
3-MODE SUSPENSION (Optional)

The basic front suspension assembly used on trucks
equipped with the fixed rate damping valve is identical
to that used on trucks equipped with the optional,
vartiable damping rate (3-mode) suspension system.
The 3-mode suspension (1, Figure 2-3) however, utilizes a different valve body (4) and is equipped with a
3-position hydraulic actuator (3) used to achieve the
various damping rates on each front suspension.
FIGURE 2-4. VALVE BODY/ACTUATOR

1. Actuator
2. Valve Body
3. Leaf Springs
4. Orifice Plate
5. Leaf Springs
6. Shaft
Variable Damping Operation

Refer to Figure 2-2 and 2-4 for the following description.
With the 3-mode damping valve body installed, a
bypass circuit D is provided before and after the
orifice plate (4, Figure 2-4), resulting in oil flow through
both the orifice plate and bypass passage D. Oil
flowing through bypass circuit D passes through a
shaft (6) with orifices at two places on the inside
circumference, and flows to oil chamber C or oil
chamber B (Figure 2-2), depending on whether the
suspension is retracting or extending.
The shaft (6, Figure 2-4) is connected to the actuator
(1) used to rotate the shaft to select the appropriate
orifice for the proper damping rate. The actuator is
operated by hydraulic oil pressure received from a
manifold valve equipped with three solenoids, energized by the Suspension Controller.
FIGURE 2-3. 3-MODE SUSPENSION ASSEMBLY

(Left Suspension Shown)
1. Front Suspension Assembly
2. Protective Cover
H02012 6/98
3. Actuator
4. Valve Body
Front Suspensions
H2-3
3-MODE SUSPENSION SYSTEM COMPONENTS

The components required for the 3-mode suspension
system include:
Automatic Suspension Controller (ASC)
Manifold Valve Assembly
Actuators
Steering Sensor Assembly
Automatic Suspension Controller

The Automatic Suspension Controller (ASC) is
mounted on the (interior) rear wall of the operators
cab. This controller monitors various truck operational
functions and controls the solenoids on the manifold
valve to provide hydraulic oil to the actuators at each
suspension to switch between the hard, medium
and soft modes of suspension damping.
The default setting of the automatic suspension controller system is automatic which allows the controller
to determine the optimum damping characteristics
based on the various inputs received. These inputs
include truck speed, suspension pressures, brake application, steering wheel movement etc. The suspension controller also communicates with the Powertrain
Management Controller through the S-NET (serial
communications network).
Note: The Transmission Controller rotary switches
must also be set appropriately when the suspension
controller is installed. (Refer to Section F,
Transmission Shift Controller; Rotary Switch Setting
for additional information.)
If manual control is desired, the suspension damping

rates may be set to one of the three above modes using
the MOM screen or the Data Aquisition Device
DAD. (Refer to PMC System at the end of this
manual.)
H2-4
FIGURE 2-5. MANIFOLD VALVE

1. Manifold Valve
Assembly
2. Solenoids
3. Tank Return
4. Supply
5. To Actuators
6. Pressure Reducing Valve
Manifold Valve
The manifold valve (1, Figure 2-5) is mounted on the
front of the frame crossmember (horsecollar) near
the right suspension upper mount.
The manifold contains three solenoid valves (2) which
direct pressurized oil to the actuator on each front
suspension. The high pressure oil entering the supply
port P (4) passes through an orifice plug in the
manifold and is reduced to 13.4 kg/cm2 (190 psi) by a
pressure reducing valve (6). Excess oil is returned to
the hydraulic tank through port T (3).
The solenoids are energized by the Suspension Controller to control the position of the output shaft on the
actuator which in turn, determines the variable damping valve orifice size selected and the damping rate.
Front Suspensions
6/98 H02012
FIGURE 2-6. ACTUATOR

1. Output Shaft
A: To Manifold Port A
B: To Manifold Port B
C: To Manifold Port C
Actuator
The actuator (Figure 2-6) is mounted on the damping
selector valve body on the front side of each front
suspension. Hydraulic oil applied to port A, B or C (as
determined by the Suspension Controller and the
manifold solenoids) rotates the output shaft (1), rotating the orificed shaft inside the valve body to provide
the requested suspension damping rate.
FIGURE 2-7. STEERING SENSOR

1. Sensor Wheel
2. Sensor
3. Steering Control Valve
Steering Sensor
The steering sensor (Figure 2-7) is mounted at the
base of the steering column. A 25-tooth, notched
wheel (1) rotates with the steering column as the
steering wheel is turned. A magnetic (non-contact)
switch (2) mounted at the periphery of the wheel closes
when a tooth approaches the switch and opens when
a notch is aligned with the switch.
The steering sensor provides a digital input signal to
the Suspension Controller. The frequency of this signal
allows the Suspension Controller to determine
whether the operator is steering the truck and if so,
how fast he is turning the steering wheel. This information (in addition to various other inputs) allows the
Controller to change suspension damping rates.
H02012 6/98
Front Suspensions
H2-5
Suspension Removal
The suspension cylinders require 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.
1. Park unloaded truck on hard level surface. Block
wheels and apply parking brake. Refer to Section
G, Front Tire and Rim, and to Front Wheel
Hub, to remove front wheel, tire and front wheel
hub.
2. Remove cover from top of suspension. If equipped
with payload meter or variable rate suspension,
disconnect wire lead from sensor.
Turning the complete valve assembly more than

three turns may result in the valve assembly being
forced out of the suspension by the gas pressure
inside.
NOTE: If oil is discharged with the gas, tighten the
valve slightly so only the gas will be discharged.
3. Wearing face mask or goggles, discharge nitrogen pressure from suspension by loosening discharge plug (2, Figure 2-8) no more than one turn.
After all nitrogen pressure has been relieved,
tighten the valve to 4.5 0.5 kg.m (33 4 ft.lbs.)
torque.
FIGURE 2-9. STEERING LINKAGE REMOVAL

1. Tie Rod
2. Pin
3. Elbow
4. Grease Tubes
5. Pin
6. Steering Cylinder
NOTE: If equipped with a pressure sensor, refer to

Oiling and Charging Procedures, this section, for
discharging nitrogen gas.
4. Remove the brake hoses.

5. Remove grease tubes (4, Figure 2-9) and elbows
(3).
6. Remove pins (2) and (5) and tie rod (1).
7. Remove steering cylinder rod (6).
8. Remove capscrews (2, Figure 2-10) and lockwashers (3) by rotating the knuckle arm.
9. Steer the knuckle arm to straight ahead position.
Place a jack under the king pin and raise up.
FIGURE 2-8. VALVE AND PLUG LOCATION

1. Air Bleed Valve
2. Discharge Plug
H2-6
3. Charging Valve
Front Suspensions
6/98 H02012
Suspension Installation
1. Clean all paint or protective coating from mounting
surface of suspension. Assure that mount surfaces of suspension and A-frame are smooth and
free of any oil.
The suspension weighs approximately 1850 kg

(4080 lbs.). Be certain that lifting device is of adequate capacity.
2. Attach lifting device to suspension housing and
raise into position on A-arm (1, Figure 2-10).
Install top cylinder pin (2, Figure 2-11.) with a
spacer on each side of the suspension.
3. Install capscrews (2, Figure 2-10) and lockwashers (3).
4. Connect steering cylinder rod (6, Figure 2-9) to
knuckle with pin (5).
5. Connect tie rod (1) to knuckle with pin (2).
6. Install elbows (3) and grease tubes (4).
FIGURE 2-10. STEERING KNUCKLE

1. A-Arm
2. Capscrews
7. Connect brake hoses.
3. Lockwashers
8. Install front hub, wheel and tire. Refer to Section

G for installation procedures.
9. After installation of suspension, it will be necessary to check oil level and charge with nitrogen
gas. Refer to Suspension Oiling and Charging
procedure, this section.

(4080 lbs). Be certain that lifting device is of adequate capacity.
10. Sling suspension to a suitable lifting device that

can safely carry 1850 kg (4080 lbs). See Figure
2-11.
11. Remove pin (2) and two spacers and move suspension away from frame.

1. Suspension Cylinder
H02012 6/98
Front Suspensions
2. Cylinder Pin
H2-7
Disassembly
Inspection
Note: Repair procedures for the basic suspension

assembly used with the 3-mode automatic suspension
control system and the standard suspension are
identical. Refer to Damping Valve Repair for the
appropriate repair procedure for the 3-mode or
standard system damping controls.
If available, the suspension should be mounted in a
roll-over stand to retain the assembly and allow repositioning during disassembly and reassembly procedures.
1. Remove top suspension cover.
If scratches or scores are found in housing or on

suspension tube, contact the Komatsu Distributor for
additional information regarding repair services or factory recommended repair procedures.
Assembly
Clean all components thoroughly. Lightly coat all Orings, backup rings, seals and wiper with petroleum
jelly or suspension oil.
1. Install wear ring (9, Figure 2-13) to cylinder rod
(8).
2. Remove charging valve (3, Figure 2-13) and

discharge valve (4).
NOTE: In the following steps, be careful not to deform

the bushings during installation.
3. Remove flange mounting bolts (2) and air bleed

plug (5).
2. Press fit bushing (13) in flange (7), and install seal

(12).
4. Raise cylinder rod assembly out of housing with

plate (6), retainer (1), and flange (7) installed.
3. Press fit bushing (10) to retainer (1), and install

dust seal (11).
5. Remove plate, retainer, and flange from rod assembly.
4. Install wear ring (9) to rod assembly (8).
6. Remove dust seal (11) and bushing (10) from

retainer.
7. Remove seal (12) and bushing (13) from flange.
8. Remove wear ring (9) from cylinder rod (8).
5. Install flange (7), retainer (1), and plate (6) on

cylinder rod.
6. Position suspension housing upright. Fill cylinder
with oil. Refer to Section L, Lubrication and
Service for oil specifications. (Final oil level is
determined after suspension is installed on the
truck.)
7. Lift cylinder rod assembly and install into cylinder
housing.
NOTE: When installing the rod assembly in the
cylinder, if the rod assembly is inserted too far, the oil
will spurt out. If this occurs, do not attempt to insert rod
further into housing.
8. Refer to Figure 2-12. Coat the entire mating face
A of flange (2) and retainer (1) with a thin layer
of Liquid Gasket LG-5. Do not allow sealant to
contact seal bore area B.
9. Secure flange (7, Figure 2-13), retainer (1), and
plate (6) to cylinder with capscrews (2). Tighten
to 39 kg.m (282 ft. lbs.) torque.
FIGURE 2-12. LIQUID GASKET SEAL AREA

1. Retainer
2. Flange
H2-8
A - Sealant Area
B - No sealer - this area
10. Install air bleed plug (5), discharge valve (4) and
charging valve (3). Tighten each item to 4.5 0.5
kg.m (33 4 ft. lbs.) torque.
11. Install cover on top of suspension.
Front Suspensions
6/98 H02012
FIGURE 2-13. FRONT SUSPENSION ASSEMBLY
1. Retainer
2. Capscrew
3. Charging Valve
4. Discharge Valve
5. Air Bleed Plug
6. Plate
7. Flange
8. Rod Assembly
9. Wear Ring
10. Bushing
11. Dust Seal
12. Seal
13. Bushing
H02012 6/98
Front Suspensions
H2-9
DAMPING VALVE REPAIR
If damping valve repairs are being performed with

the suspension assembly mounted on the truck,
BE CERTAIN ALL NITROGEN PRESSURE HAS
BEEN RELEASED prior to removing components.
(Refer to Suspension Removal, steps 1 through
3 for procedure.)
Use a jack under truck frame to prevent suspension from retracting.
DAMPING VALVE (FIXED RATE)
Disassembly
1. Remove tube (1, Figure 2-14). Be prepared to
catch the oil that will run out; approximately 63
liters (17 gal).
2. Remove the four capscrews attaching the valve
body to the suspension. Remove valve body (2).
3. The orifice plate assembly (3) should be taken out
as a complete unit.
4. Remove bolt (4), then remove stopper plate (5),
plate (6), oblong leaf springs (7) circular leaf
springs (8) from orifice plate (9).
5. Remove pin (10) from orifice plate (9).
Assembly
1. Install pin (10, Figure 2-14) to orifice plate (9).
NOTE: In the following step, assemble each oblong (7)
and circular (8) leaf spring plate with the chamfered
side facing orifice plate (2).
2. Assemble circular leaf springs (8), oblong leaf
springs (7) along with plates (9), (6), and (5).
Secure together with capscrew (4).
3. Install orifice plate assembly (3) to valve body (2).
Tighten capscrews to 6.75 kg.m (49 ft. lbs.)
torque.
4. Fit O-ring and install valve body (2) to suspension
unit. Coat capscrew threads with Three Bond
TB1374. Tighten capscrews to 28.5 kg.m (206 ft.
lbs) torque.
5. Using new O-rings, install tube (1). Tighten capscrews to 11.25 kg.m (81 ft. lbs.) torque.
H2-10
FIGURE 2-14. DAMPING VALVE

1. Tube
2. Valve Body
3. Orifice Plate Assembly
4. Capscrew
5. Stopper Plate
6. Plate
7. Oblong Leaf Spring
8. Circular Leaf Spring
9. Orifice Plate
10. Pin
6. If damping valve repairs have been performed

while suspension is still mounted on the truck, fill
suspension assembly with oil and recharge with
nitrogen. Refer to Oiling and Charging Procedure, Section H4.
Front Suspensions
6/98 H02012
If damping valve repairs are being performed with

the suspension assembly mounted on the truck,
BE CERTAIN ALL NITROGEN PRESSURE HAS
BEEN RELEASED prior to removing components.
(Refer to Suspension Removal, steps 1 through
3 for procedure.)
Use a jack under truck frame to prevent suspension from retracting.
DAMPING VALVE/ACTUATOR
(3-MODE DAMPING RATE)
1. Remove plug (4, Figure 2-15) and allow oil to drain
from suspension. Be prepared to contain approximately 63 liters (17 gal) of oil.
2. Remove protective cover and cover mounting
bracket from actuator (1).
3. Remove actuator (with key) from flange (11). Be
certain key (14) does not drop out of shaft slot
during removal.
4. Remove tube (1, Figure 2-14).
5. Remove capscrews (2, Figure 2-15) and flange
(11) from valve body.
FIGURE 2-15. VALVE BODY/ACTUATOR

1. Actuator
2. Capscrew
3. Capscrew
4. Plug
5. Orifice Plate
6. O-Ring
7. Shaft
8. Bearing
9. O-Ring
10. Backup Ring
11. Flange
12. Packing
13. Bushing
14. Key
6. Remove shaft (7) and bearing (8).
1. Clean parts thorougly and inspect for excessive

wear or damage.
7. Remove packing (12). If bushing is worn and

requires replacement, use a tool of the proper
size to press bushing out of housing.
2. Discard packing (12, Figure 2-15), O-Ring (9), and

backup ring (10).
8. Remove O-ring (9) and backup ring (10).
3. Check bearing (8) for smooth operation. Replace

if galling, pitting etc. is evident.
9. Remove capscrews (3) and remove valve body

from suspension.
4. Check circular (6) and oblong (4) leaf springs for

wear, cracking etc.
10. The orifice plate assembly (5) should be taken out

as a complete unit.
11. Remove bolt through center, then remove stopper
plate (5, Figure 2-14), plate (6), oblong leaf springs
(7) circular leaf springs (8) from orifice plate (9).
Assembly
12. Remove pins (10) from orifice plate (9).
NOTE: In the following step, assemble each oblong (7)

and circular (8) leaf spring plate with the chamfered
side facing orifice plate (2).
1. Install pins (10, Figure 2-14) to orifice plate (9).
2. Assemble circular leaf springs (8), oblong leaf

springs (7) along with plates (9), (6), and (5).
Secure together with capscrew (4).
3. Install orifice plate assembly (5, Figure 2-15) to
valve body. Tighten capscrews to 6.75 kg.m (49
ft. lbs.) torque.
H02012 6/98
Front Suspensions
H2-11
4. Using a new O-ring (6) between the suspension

and valve body, install valve body assembly. Coat
capscrew (3) threads with Three Bond TB1374
and insert.
5. If bushing (13) is being replaced, press new
bushing into flange using a 28 mm (1.10 in) O.D.
Tool.
6. Install new packing (12).
7. Press outer (fixed) race of bearing (8) into flange
(11) using a 52 mm (2.04 in) O.D. tool.
Note: Install bearing ball retainer with lip toward outer
(fixed) race.
8. Install inner race on shaft (7). Carefully insert shaft
into flange.
9. Pack bottom of shaft cavity with Lithium grease
No. 2 (G2-LI) as shown in Figure 2-16.
10. Using a new O-ring (9, Figure 2-15) and backup
ring (10), install flange assembly into valve body.
Coat capscrew (2) threads with Three Bond
TB1374. Tighten capscrews (2 & 3) to 28.5 kg.m
(206 ft. lbs.) torque.
11. Pack end of shaft area with Lithium grease No. 2
(G2-LI) as shown in Figure 2-16. Coat actuator-toflange mating surface with Liquid Gasket, LG-5 as
shown.
FIGURE 2-16. GREASE & SEALANT

APPLICATION AREAS
12. Insert key (14) in actuator shaft slot. Align key with
shaft (7) and slide actuator into shaft. Assemble
actuator and cover bracket to valve body. Tighten
the four actuator body capscrews to 1.0 kg.m (7.2
ft. lbs.) torque. Tighten the four bracket capscrews to 6.75 kg.m (49 ft. lbs.) torque.
13. Coat plug (4, Figure 2-15) threads with Liquid
Gasket (LG-5) and install in valve body. Tighten
plug to 42.0 kg.m (305 Ft. Lbs.) torque.
14. Insert new O-rings in tube (1, Figure 2-14) flanges
and install on valve body and suspension. Insert
capscrews and tighten to 11.25 kg.m (81 ft. lbs.)
torque.
15. Install cover over actuator assembly.
16. Refill suspension with oil and charge with nitrogen.
Refer to Oiling and Charging Procedures, Section H4.
H2-12
Front Suspensions
6/98 H02012
REAR SUSPENSION
The suspensions are hydro-pneumatic components
containing oil and nitrogen gas. The oil and gas in the
four suspensions carry the gross truck weight less
wheels, spindles and final drive assembly. The rear
suspension cylinders consist of two basic components; a suspension housing attached to the truck
frame and a suspension rod attached to the final drive
center case.
The rear axle housing is supported on the frame with
two radius rods at the bottom, two rods at the top, and
two suspension cylinders. They are attached with
spherical bearings. The load and motive force are
transmitted through the top and bottom rods. The
upper rods also keep rear axle housing at vehicle
center.
REAR SUSPENSION ASSEMBLY

Each rear suspension cylinder contains a charging
valve (1, Figure 3-1) and a discharge plug (7). The
charging valve is used for nitrogen charging and the
discharge plug for relieving nitrogen pressure. On vehicles equipped with the Payload Meter system, the
discharge plug is replaced with a pressure sensor
assembly. Refer to Oiling and Charging Procedures
this section, for proper charging and discharging instructions.
The 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.
If the vehicle is equipped with the payload meter system, both rear suspension cylinders will have a pressure sensor in place of the discharge plug.
H03010 11/97
FIGURE 3-1. REAR SUSPENSION ASSEMBLY

1. Charging Valve
2. Cylinder
3. Flange
4. Retainer
Rear Suspensions
5. Rod
6. Ball
7. Discharge Plug
H3-1
Suspension Operation
The suspension cylinder functions both as a shock
absorber and a spring.
When a fixed amount of oil is sent from oil area (6,
Figure 3-2) through orifices (3) and (4) to cavity (5), the
oil flow is restricted by the orifices and a shock-absorbing effect is obtained.
Retracting action:
When the truck is traveling and it hits a bump or
object on the road, the wheels are pushed up, and
the cylinder rod is pushed inside the cylinder.
When this happens, the nitrogen gas inside area
(2) is compressed, the oil in area (6) is sent
through both orifices (3) and (4) to cavity (5), and
the cavity is filled quickly.
Extending action:
After the truck has passed over any bump or
object on the road surface, the cylinder is pulled
down by the weight of the wheels and axle and
pushed down by the pressure of the nitrogen
inside area (2).
As a result, the amount of oil in cavity (5) is
reduced, and pressure is applied to the oil remaining in the cavity.
This pressurized oil closes orifice (3) with check
ball (8), and is sent to area (6) through only orifice
(4). The flow of oil passing through the orifice is
controlled so that it is slower than during retraction. In this way, the amount of oil returning to area
(6) is restricted to provide a shock absorbing
effect.
FIGURE 3-2. REAR SUSPENSION

1. Charging Valve
2. Nitrogen Gas Area
3. Orifice
4. Orifice
5. Cavity
H3-2
Rear Suspensions
6. Oil Area
7. Cylinder Rod
8. Check Ball
9. Discharge Plug
11/97 H03010
Removal
Installation
1. Park unloaded truck on hard level surface. Block

wheels and apply parking brake.
1. Attach lifting device to suspension. Suspension

weighs approximately 500 kg (1100 lbs.).
2. Raise and support the rear of the frame of the truck

for rear suspension removal and installation.
3. Wearing face mask or goggles, crack open discharge plug and discharge nitrogen pressure
from suspension. If oil escapes with the nitrogen,
tighten plug slightly. Tighten discharge plug after
all nitrogen is released from suspension.
4. Remove suspension lower retainer bolt and mount
pin (2, Figure 3-3).

(1100 lbs.). Be certain lifting device is of adequate
capacity.
2. Position suspension on truck and install upper

mount pin (1, Figure 3-3) and spacers and pin
retaining capscrew.
3. Install lower mount pin (2) and spacers. Install pin
retaining capscrew.

(1100 lbs.). Be certain lifting device is of adequate
capacity.
4. After installation of suspension, it is necessary to

check oil level and charge with nitrogen gas.
Refer to Suspension Oiling and Charging Procedure, this section.
5. Attach lifting device to suspension. Suspension

weighs approximately 500 kg (1100 lbs.).
6. Remove retaining capscrew and top mount pin (1,
Figure 3-3) and spacers. Remove suspension
from truck.
7. Retract rod and move suspension to work area.

1. Top Pin
2. Lower Pin
H03010 11/97
3. Suspension Cylinder
Rear Suspensions
H3-3
Disassembly
1. If available, mount the suspension assembly in a
roll-over stand. Position the assembly upright.
3. Remove the charging valve (18) and discharge
plug (1) from suspension and drain oil from cylinder.
4. Rotate the assembly to position the flange assembly on top. Remove flange mounting capscrews
(9) and washers (10).
5. Using a suitable lifting device, raise cylinder rod
(1, Figure 3-4) with plate (3), retainer (2) and flange
(4), still installed. Remove rod assembly from cylinder (5).
6. Remove plate, retainer, and flange from rod assembly.
7. Remove U-packing (3, Figure 3-6) and bushing
(2) from flange (1).
8. Remove dust seal (2, Figure 3-7) from retainer (1).
9. Remove the wear ring (2, Figure 3-8) from the
cylinder rod (1).
FIGURE 3-5. SUSPENSION ASSEMBLY
FIGURE 3-4. ROD ASSEMBLY REMOVAL

1. Cylinder Rod
2. Retainer
3. Plate
H3-4
4. Flange
5. Cylinder
1. Discharge Plug
2. Cylinder
3. Wear Ring
4. Flange
5. Clamp
6. Cover
7. Packing
8. Bushing
9. Capscrew
Rear Suspensions
10. Washer
11. Plate
12. Rod
13. Seal
14. Retainer
15. O-Ring
16. Backup Ring
17. Bushing
18. Charging Valve
19. Spherical Bushing
11/97 H03010
FIGURE 3-8. ROD AND WEAR RING

1. Cylinder Rod
7. Install temporary plugs in charging valve and

discharge plug ports.
FIGURE 3-6. FLANGE COMPONENTS

1. Flange
2. Bushing
2. Wear Ring
3. U-Packing
8. With cylinder positioned vertically, fill inside of

cylinder housing with oil. Refer to Section L, Lubrication and Service, for oil specifications.
9. Lift cylinder rod assembly and install into cylinder
housing.
Assembly
NOTE: Clean all parts thoroughly. Lightly coat all Orings, backup rings, seals and wipers with petroleum
jelly or suspension oil.
1. Install wear ring (2, Figure 3-8) on rod (1).

2. Install bushing (2, Figure 3-6) and U-packing (3) in
flange (1).
NOTE: When installing the rod assembly into the cylinder, if the rod assembly is inserted too far, the oil will
spurt out. If this occurs, do not attempt to insert rod
further into housing.
10. Refer to Figure 3-9. Coat the entire mating face A
of flange (2) and retainer (1) with a thin layer of
Liquid Gasket LG-5. Do not allow sealant to contact packing bore area B.
3. Install seal (2, Figure 3-7) in retainer (1).

4. Install backup ring (16, Figure 3-5) and O-ring (15)
in groove in flange.
5. Install flange (4) over rod (12).
6. Install Retainer (14) over rod.
FIGURE 3-7. RETAINER AND SEAL

1. Retainer
H03010 11/97
FIGURE 3-9. LIQUID GASKET SEAL AREA
2. Dust Seal
1. Retainer
2. Flange
Rear Suspensions
A - Sealant Area
B - No sealer - this area
H3-5
11. Secure flange, retainer, and plate to cylinder with

capscrews (9, Figure 3-5) and washers (10).
Tighten to standard torque.
REAR SUSPENSION
SPHERICAL BEARING REPAIR
NOTE: The charging valve and discharge plug can be

installed in either port.
NOTE: If either top (19, Figure 3-5) or bottom spherical

bearings are to be replaced with the suspension
mounted on truck, be sure truck frame is securely
supported. Refer to Suspension Removal and Installation for procedure. Securely support suspension as
bearing is being removed and installed.
13. Install cover (6).
Disassembly
12. Install charging valve (18, Figure 3-5) and discharge plug (1). Tighten to 4.5 0.5 kg.m (33 4
ft.lbs) torque.
1. Remove retaining ring from mounting eye of housing or tube.

2. Remove bearing (18, Figure 3-5).
Inspection
1. Inspect spacers and mounting eye bearing bores
for damage. Inspect retainer ring grooves. Repair
or replace as necessary.
2. Inspect mount pin. Replace pin if worn or damaged.
Assembly
1. Install retainer ring in groove.
2. Press spherical bearing in mount eye bore.
3. Install remaining retaining ring.
4. Refer to Suspension Installation.
5. Be sure grease is applied to bearing before operating truck.
6. After suspension is installed on truck, it may be
necessary to charge suspension with nitrogen.
Refer to Suspension Oiling and Charging procedure, this section.
H3-6
Rear Suspensions
11/97 H03010
OILING AND CHARGING PROCEDURES

GENERAL
NITROGEN GAS SPECIFICATIONS
These procedures cover oiling and charging of suspensions on Komatsu 530M/HD1500-5 trucks. Suspensions which have been properly charged will
provide improved handling and a better ride while
improving the service life of the truck main frame and
suspensions.
NOTE: Inflation pressures and exposed piston lengths
are calculated for a normal truck gross vehicle weight
(GVW). Any accumulation of dirt/mud/debris on the
truck or in the body should be removed before starting
these procedures. Additions to truck weight (tailgates,
water tanks, etc.) should be considered part of the
payload. Keeping the truck GVW within the specification will result in a better ride and will extend the service
life of the truck main frame and suspensions.
Proper charging of suspensions requires that three (3)
basic conditions be established in the following order:
Nitrogen gas used in suspension cylinders must

meet or exceed CGA Specification
G-10.1 for Type 1, Grade F
Nitrogen Gas.
PROPERTY
Nitrogen
Water
Dew Point
Oxygen
VALUE
99.9% Min.
32 PPM Max.
-55C(-68F) Max.
0.1% Max.
All suspensions are charged with compressed nitrogen gas with sufficient pressure to cause injury
or damage if improperly handled. Follow all safety
notes, CAUTIONS, and WARNINGS in these procedures to prevent accidents during servicing and
charging.
FRONT SUSPENSION
1. Oil level must be correct.
1. Park unloaded truck on a hard level surface. Block

wheels, apply parking brake.
2. Suspension piston rod extension for nitrogen

charging must be correct and this dimension be
maintained during nitrogen charging.
2. Check that the bottom of the cylinder cover is

within the range marked by arrows (Figure 4-1)
for correct nitrogen charge.
3. Nitrogen charge pressure must be correct.
3. If the suspension is within the area indicated by

arrows, no service is necessary for the front suspensions. See NOTE below.
If suspension is not within the area indicated by
the arrows, the front suspensions will have to be
serviced.
For best results, suspensions should be charged in

pairs (fronts together and rears together).
NOTE: Setup dimensions specified in the charts must
be maintained during oiling and charging procedures.
However, after truck has been operated, these dimensions may vary.
NOTE: The oil level should be checked:

Before charging or adding nitrogen.
When there are signs of oil leakage.
After rebuild/repair and the suspension is
installed on the truck.
EQUIPMENT LIST
1. Service Kits:
a. EC6027 Oil Charging Kit (Figure 4-5)
b. EC3331Nitrogen Charging Kit (Figure 4-6)
2. Jacks and/or Overhead Crane
3. Spacers (two) for Oiling height; 63.5mm (2.5 in.)
4. Oil (MIL-L-2104C, SAE 10W)
5. Dry Nitrogen (See Nitrogen Specifications Chart)
FIGURE 4-1. FRONT SUSPENSION HEIGHT
H04011 04/01
Oiling and Charging Procedures
H4-1
FRONT SUSPENSION OILING
Lifting equipment (crane or hydraulic jacks) must

be of sufficient capacity to lift the truck weight. Be
certain that all personnel are clear of lift area before lift is started.
Each suspension is equipped with a charging valve (3,
Figure 4-2), air bleed valve (1) and a discharge plug
(2) or a pressure sensor assembly. The pressure
sensor assembly is used if the truck is equipped with
an on-board load weighing system or variable rate
suspension and takes the place of the discharge plug.
If equipped with a pressure sensor, disconnect sensor
wiring harness before continuing.
FIGURE 4-2. VALVE AND SENSOR LOCATION

1. Air Bleed Valve
2. Discharge Plug
3. Charging Valve

2. Remove outside covers and thoroughly clean
area around charging valves (3, Figure 4-2) on
the suspensions.
3. Set hydraulic jack (1, Figure 4-3) under the main
frame and raise jack to contact the frame.
NOTE: When releasing the nitrogen gas, there is
danger that releasing the gas from the valve core of
charging valve (3, Figure 4-2) will damage the valve
core, so remove the gas by loosening the discharge
plug (2) or sensor valve assembly (2, Figure 4-4).
FIGURE 4-3. OIL HEIGHT

Turning the discharge plug more than three turns
may result in the discharge plug being forced out
of the suspension by the gas pressure inside.
1. Jack (50 ton Minimum)

2. Frame
A: 97 3 mm
(3.8 0.12 in)
When loosening the pressure sensor valve assembly, loosen only valve assembly (2, Figure 4-4). Do
not loosen the pressure sensor (3).
Wear a face mask or goggles while relieving nitrogen pressure.

discharge plug (or pressure sensor) slightly so only the
gas will be discharged.
FIGURE 4-4. PRESSURE SENSOR

1. Schrader Valve
2. Valve Assembly
H4-2
3. Sensor
H04011 04/01
4. Wearing face mask or goggles, discharge nitrogen pressure from suspension by loosening the
discharge plug (2, Figure 4-2) one turn. If
equipped with a pressure sensor, loosen valve
assembly (2, Figure 4-4) one turn. (DO NOT
loosen more than one turn).
5. Adjust the hydraulic jack (1, Figure 4-3) so that
dimension A of the cylinder is 97 3 mm (3.8
0.12 in.).
6. After all nitrogen pressure has been relieved,
close the discharge plug (6, Figure 4-5) (or sensor
valve assembly if equipped).
10. When no bubbles come out with the oil, tighten air
bleed valve (7) to 4.5 0.5 kg.m (33 3 ft.lbs.)
torque.
11. Remove discharge plug (6) (or sensor valve assembly if equipped), then operate oil pump until
no bubbles come out with the oil from the discharge plug hole.
12. When no more bubbles come out with the oil,
install and tighten the discharge plug to 4.5 0.5
kg.m (33 3 ft.lbs.) torque.
7. Remove charging valve (5), and install fitting (4).
13. After filling with oil, remove the oil pump and
fittings, then install charging valve (5) and tighten
valve to 4.5 0.5 kg.m (33 3 ft.lbs.) torque.
8. Install adapter (3) to fitting (4), then connect hose

and oil pump.
FRONT SUSPENSION NITROGEN CHARGING
NOTE: The discharge plug (6) must be installed and

the air bleed valve (7) loose to insure there are no air
pockets inside the suspension.
9. Loosen air bleed valve (7), then pump oil into
cylinder until no bubbles come out with the oil
from air bleed valve hole (8).
Dry nitrogen is the only gas approved for use in

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.
1. Remove caps from charging valves (3, Figure
4-2).
NOTE: Before installing regulator (11, Figure 4-6, blow
out the cylinder connector with nitrogen gas at 10
kg/cm2 (140 psi) or more, to clean out all dirt or dust.
(Dirt or dust in the system can cause suspension
failures.)
2. Open valve on gas cylinder, and check the pressure reading of regulator gauge (1).
NOTE: Internal pressure of gas cylinder should be
somewhat higher than Suspension Charging Pressure
(see chart, Figure 4-7).
3. Install Nitrogen Charging Kit to suspensions as
shown in Figure 4-6.
FIGURE 4-5. OIL CHARGING KIT (EC6027)

1. Hose
2. Connector
3. Adapter
4. Fitting
5. Charging Valve
H04011 04/01
6. Discharge Plug
7. Air Bleed Valve
8. Air Bleed Hole
9. Oil Pump Lever
10. Oil Pump
4. Turn handle of regulator (11) slowly clockwise, set

the pressure reading of gauge (2) to the required
pressure (see chart, Figure 4-7), then operate
valves (3 & 4) to fill the suspension cylinders with
nitrogen gas.
5. Fill the left and right cylinders at the same time.
Verify required charging pressure on gauge (10)
by closing valve (4).
H4-3
6. When the left and right cylinders reach the specified length as shown in Figure 4-7, close valve (4,
Figure 4-6) to stop the flow of nitrogen gas. Turn
handle of regulator (11) counterclockwise to
close.
7. Turn handle (6) of valve adapter (5) fully counterclockwise to close charging valve. Then remove
charging equipment, remove jack, and install covers removed in step 2.
NOTE: Do not lose the charging valve O-rings.
8. Install caps with O-rings on charging valves (3,
Figure 4-2).

CHARGING
CHARGING
HEIGHT
PRESSURE
287 10 mm
28.1 kg/cm2
FRONT A
(400 psi)
(11.3 0.4 in.)
Dimension A is measured from the top of the
cover to the top of the suspension cylinder plate.
Do not include capscrews in measurement.
Removal of an access panel on the top cover is
required.
NOTE: Setup dimensions specified in the charts
must be maintained during oiling and charging
procedures. However, after truck has been
operated, these dimensions may vary. After
charging suspensions, operate empty truck over a
short course and then park truck on a level
surface. Record dimensions again and save for
periodic reference.
DIMENSION
FIGURE 4-6. NITROGEN CHARGING KIT (EC3331)

1. Nitrogen Cylinder Gauge
2. Charging System Gauge
3. Manifold Outlet Valves (from gauge)
4. Inlet Valve (from regulator)
5. Connection Valve w/EC2253 Adapter Installed
6. Valve T Handle
7. Discharge Plug
8. Air Bleed Valve
9. Manifold
10. Charging Pressure Gauge (Suspensions)
11. Regulator Valve (Nitrogen Pressure)
12. Dry Nitrogen Gas (see Specifications, Page H4-1)
NOTE: Arrangement of parts may vary from illustration
above, depending on Charging Kit P/N.
H4-4
H04011 04/01
REAR SUSPENSION
All suspensions are charged with compressed nitrogen gas with sufficient pressure to cause injury
or damage if improperly handled. Follow all safety
notes, CAUTIONS and WARNINGS in these procedures to prevent accidents during servicing and
charging.
1. Check whether dimension A (refer to Figure 4-8
and 4-11) of the suspension cylinder is within the
specified value. If it is within the value A, no
service is necessary for the rear suspensions.
See NOTE below.
NOTE: The oil level should be checked;
Before charging or adding nitrogen.
When there are signs of oil leakage.
After rebuilds and the suspension is installed on the
truck.
2. If suspension is not within the specified value A,
the rear suspensions will have to be serviced.
REAR SUSPENSION OILING
2. Remove outside covers and thoroughly clean
area around charging valves on the suspensions.
3. Set oiling spacer (1, Figure 4-8) between the
stopper and axle housing so that Dimension A,
Figure 4-8 is 154 3 mm (6.06 0.12 in).
FIGURE 4-8. REAR SUSPENSION BLOCK

1. Spacer, 63.5mm (2.5 in.) 2. Cylinder
Approximately
3. Dust Cover
H04011 04/01
FIGURE 4-9. OIL CHARGING KIT (EC6027)

1. Hose
2. Connector
3. Adapter
4. Fitting
5. Charging Valve
6. Discharge Plug
7. Oil Pump
8. Dust Cover Band
9. Dust Cover
4. If equipped with a pressure sensor, disconnect

the pressure sensor wire lead.
NOTE: When releasing the nitrogen gas, there is
danger that releasing the gas from the valve core of
charging valve (5, Figure 4-9) will damage the valve
core, so remove the gas by loosening discharge plug
(6) or pressure sensor valve assembly (if equipped).
FIGURE 4-10. PRESSURE SENSOR

1. Schrader Valve
2. Valve Assembly
3. Adapter
H4-5
REAR SUSPENSION NITROGEN CHARGING
Turning the discharge plug more than three turns

may result in the discharge plug being forced out
of the suspension by the gas pressure inside.
When loosening the valve assembly (2, Figure
4-10), loosen only the valve assembly (2). Do not
loosen the pressure sensor (3).
Wear a face mask or goggles while relieving nitrogen pressure.
valve slightly so only the gas will be discharged.
Dry nitrogen is the only gas approved for use in

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.
1. Remove caps from charging valves (5, Figure
4-9).
NOTE: Before installing regulator (11, Figure 4-6),
blow out the connector with nitrogen gas at 10 kg/cm2
(140 psi) or more, to clean out all dirt or dust. (Dirt or
dust in the system causes failures.)
Make certain all personnel are clear and support

blocks are secure before relieving nitrogen pressure from the suspension. Use a face mask or
goggles when venting nitrogen.
5. Wearing face mask or goggles, discharge nitrogen pressure from suspension by loosening discharge plug (6, Figure 4-9) one turn. If equipped
with a pressure sensor, loosen valve assembly
(2, Figure 4-10) one turn.
(DO NOT loosen more than one turn).
6. After all nitrogen pressure has been relieved,
remove the discharge plug (or sensor valve assembly if equipped).
7. Remove charging valve (5, Figure 4-9), and install
fitting (4).
8. Install adapter (3) to fitting (4), then connect hose
and oil pump.
9. Operate pump until no more bubbles come out
with the oil from the discharge plug hole.
10. When no more bubbles come out with the oil,
install the discharge plug (or sensor valve assembly).
11. Tighten the discharge plug to 4.5 0.5 kg.m (33
3 ft.lbs.) torque.
12. After completion of supplying the oil, remove the
oil pump, then install and tighten charging valve
(3) to 4.5 0.5 kg.m (33 3 ft.lbs.) torque.
H4-6
2. Open valve on gas cylinder, and check the pressure reading of regulator gauge (1).
NOTE: Internal pressure of gas cylinder should be
somewhat higher than Suspension Charging Pressure
(see chart below Figure 4-11).
3. Turn handle of regulator (11) slowly clockwise, set
the pressure reading of gauge (2) to the required
pressure (see chart below Figure 4-11), then
operate valves (3 & 4) to fill the suspension
cylinders with nitrogen gas.
4. Fill the left and right cylinders at the same time.
Verify required charging pressure on gauge (10).
5. When the left and right cylinders reach the specified length as shown in Figure 4-11, close valve
(4) to stop the flow of nitrogen gas. Turn handle
of regulator (11) counterclockwise to close off
nitrogen flow.
6. When the left and right cylinders reach the specified length as shown in Figure 4-11, close valves
(3 & 4, Figure 4-6) to stop the flow of nitrogen gas.
Turn handle of regulator (11) counterclockwise to
close.
7. Turn handle (6) of valve adapter (5) fully counterclockwise to close charging valve. Then remove
charging equipment.
NOTE: Be careful not to lose the O-rings off the
charging valves
8. Install caps with O-rings on charging valves.
H04011 04/01
ADJUSTING LENGTH OF FRONT AND REAR

CYLINDERS
NOTE: Adjust the installed length of the cylinder with

the truck empty and on level ground.
Depending on the ambient temperature, the gas in

the suspension may expand or contract and the
length of the cylinder will change. In locations
where there are wide differences in temperature
throughout the year, inspect suspension height
periodically and adjust to keep the length within
the specified range shown in Figures 4-7 and 4-11.
1. To reduce the sliding resistance of the cylinder,
drive the truck forward approximately 15 m (50 ft.)
and stop suddenly, then drive in reverse to original position and stop suddenly again. Repeat this
cycle 34 times, and finally, allow the truck to stop
slowly without depressing the brake. Then measure the installed length. If equipped with variable
rate damping, do not depress the service brake;
use the retarder control lever to brake the truck.
2. If the result of the check shows that the length is
too long, release nitrogen gas to adjust the length.
Loosen the discharge plug slightly to release the
nitrogen gas. When doing this, release only a
small amount of gas; do not make the cylinder
move.

FINAL
(OPERATING
CHARGING
TEMPERATURE)
PRESSURE
HEIGHT
200 10 mm
234 10 mm
19.2 Kg/cm2
(273 psi)
(7.870.40 in)
(9.2 0.4 in)
Dimension A = Distance from retainer to bottom of
rod as shown above. DO NOT measure capscrews.
INITIAL
(COLD)
HEIGHT
NOTE: Specifications listed in the chart above are for

the standard truck. These dimensions must be maintained during oiling and charging procedures. Observe the initial (cold) charge height for cylinders that
are at ambient temperatures. After the truck has
reached operating temperatures, measure the suspension height. The height must be within the final
(operating temperature) height.
DO NOT exceed this height. Damage to the powertrain may result.
H04011 04/01
NOTE: Do not press the tip of the valve core. If the tip
of the valve core is pressed, the valve core may be
damaged.
3. If too much nitrogen gas is released and the

cylinder moves, the installed length may be below
the specified length.
4. After releasing nitrogen gas and adjusting the
length, repeat Step 1 to check the installed length
again.
5. Repeat the above Steps 1-4 to adjust the cylinder
to the specified length.
6. Finally, check that there is no leakage of gas from
the valve core, discharge plug, and piston rod
gland.
7. Use soapy water to check for leakage of gas. If
there is any leakage of gas from the valve core,
replace the valve core.
H4-7
The rear suspensions are now ready for operation.

Visually check piston rod extensions both with truck
loaded and empty. Record extension dimensions.
Maximum downward travel is indicated by the dirt ring
at the base of the piston. Operator comments on
steering and suspension rebound should also be
noted.
The suspension dust covers, (9, Figure 4-9) must be
installed and maintained in good condition to provide
protection for the suspension rod. Visually inspect
covers for cracks or breaks. Replace if necessary.
H4-8
H04011 04/01
SECTION J
BRAKE SYSTEM
INDEX
BRAKE CIRCUIT . . . . . . . . . . . . . . . . . .
SERVICE BRAKE CIRCUIT OPERATION . . .
Secondary Braking and Automatic Apply
Parking Brake Circuit . . . . . . . . . . .
Brake Lock Circuit . . . . . . . . . . . .
Auxiliary Circuit . . . . . . . . . . . . . .
Retarding Circuit . . . . . . . . . . . . .
Warning Circuit . . . . . . . . . . . . . .
Brake System Electrical Components . .
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. J2
J2-1
J2-3
J2-3
J2-4
J2-4
J2-4
J2-4
J2-5
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . .

Brake Valve . . . . . . . . . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . . . . . .
Disassembly . . . . . . . . . . . . . . . . .
Cleaning and Inspection . . . . . . . . . . .
Assembly . . . . . . . . . . . . . . . . . . .
Differential Pressure Switch . . . . . . . . . . .
Valve Bench Test and Adjustment . . . . . . . .
Differential Pressure Switch Adjustment . .
Proximity Switch Installation and Adjustment
Relay Valve . . . . . . . . . . . . . . . . . . . . . .
Disassembly . . . . . . . . . . . . . . . . .
Cleaning and Inspection . . . . . . . . . . .
Assembly . . . . . . . . . . . . . . . . . . .
Valve Test and Adjustment . . . . . . . . . . . .
Hydraulic Brake Accumulators . . . . . . . . . . . .
Brake Accumulator Bleeddown Procedure . . .
Brake Accumulator Charging Procedure . . . .
Brake Accumulator Rebuild . . . . . . . . . . .
Brake Cooling Valve (BCV) . . . . . . . . . . . .
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. J3
J3-1
J3-2
J3-2
J3-3
J3-4
J3-6
J3-9
J3-10
J3-12
J3-13
J3-15
J3-16
J3-17
J3-17
J3-19
J3-20
J3-20
J3-21
J3-22
J3-24
BRAKE CIRCUIT CHECKOUT PROCEDURE

System Modifications . . . . . . . .
Equipment Required . . . . . . . .
Preparation . . . . . . . . . . . . .
Brake System Checkout . . . . . . . .
Failure Modes Checkout . . . . . . . .
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. J4
J4-3
J4-4
J4-4
J4-6
J4-7
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BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . J4-13

HYDRAULIC BRAKE SYSTEM CHECKOUT PROCEDURE DATA SHEET . . . . . . . . . . . . J4-17
J01028 6/01
Index
J1-1
J1-2
FRONT WET DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Disc Brake Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Brake Disc Wear Indicator . . . . . . . . . . . . . . . . . . . . . . . . . .
Wear Indicator Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Brake Bleeding Procedure . . . . . . . . . . . . . . . . . . . . . . . . . .
DISC BRAKE REBUILD PROCEDURE (Refer to Rear Wet Disc Brake Assembly)
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. J5
J5-1
J5-2
J5-3
J5-3
J5-3
J5-4
J5-5
REAR WET DISC BRAKES . . . . . . . . . . . . . . . .

Description . . . . . . . . . . . . . . . . . . . .
DISC BRAKE MAINTENANCE . . . . . . . . . . . .
Brake Disc Wear Indicator . . . . . . . . . . .
Wear Indicator Sensor . . . . . . . . . . . . . .
DISC BRAKE REBUILD PROCEDURE . . . . . . .
Removal . . . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . . . .
BRAKE ASSEMBLY REBUILD (Front and Rear)
Disassembly . . . . . . . . . . . . . . . . .
Cleaning and Inspection . . . . . . . . . .
Assembly . . . . . . . . . . . . . . . . . .
Floating Ring Seal Assembly/Installation . . . .
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. J6
J6-1
J6-2
J6-2
J6-2
J6-3
J6-3
J6-4
J6-4
J6-4
J6-5
J6-6
J6-7
PARKING BRAKE . . . . . . . . . . . . . . . .
Description . . . . . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . .
Parking Brake Spring Cylinder Replacement
Parking Brake Checkout Procedure . . . . .
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. J7
J7-1
J7-2
J7-2
J7-4
J7-4
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Index
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6/01 J01028
BRAKE CIRCUIT
The Model 530M truck is equipped with an all-hydraulic
actuated wet disc service brake system. A three caliper, disc type parking brake is located on the front of
the final drive.
The brake system utilizes oil provided by the
brake/steering pump from the front section of the hydraulic tank for brake application. During truck operation, front brake disc cooling oil is provided by a
hydraulic pump driven by the transmission PTO gear
case. The rear brake cooling oil is supplied by the
pump supplying the front brake circuit along with oil
returning from the hoist valve.
The fundamental function of the service brake system
is to provide the operator the control needed to stop
the truck in a slow, modulating fashion in as short a
distance as reasonably possible.
Outlined below are the functions 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 proper action can be taken to stop the
truck before the secondary system is exhausted
of power.
Provide secondary brake circuits such that any
single brake system malfunction ensures the
truck has sufficient stopping power.
Automatically apply service brakes if low pressure warnings are ignored and pressures continue to decrease.
A wheel brake lock to relieve the operator from
holding the brake pedal while at the dump or
shovel.
A spring applied park brake for holding, not stopping, the truck during periods other than loading
or dumping. The parking brake remains effective
when the engine is stopped and hydraulic system
oil pressure is released.
A brake system that is 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 components: The foot operated dual circuit treadle valve,
hydraulic operated relay valves, brake manifold and a
Retard Control Module with lever assembly.
The dual circuit treadle valve, Retard Control Module
and retard control lever are located in the cab. The
remainder of the system, including the relay valves,
brake manifold, two accumulators, and electrical components, are located in a weatherproof cabinet (Figure
2-1) to the right of the operators cab. The hydraulic
components cabinet is easily accessible for brake
system diagnostic and service work.
The brake manifold contains circuit isolation check
valves, accumulator bleed down valves, and valves for
brake lock, park brake and automatic apply functions.
All of these components are screw-in cartridge type
valves.
There are four independent means of brake actuation
on the truck:
Service brake pedal
Retarder lever
Brake lock switch
Auxiliary brake
SERVICE BRAKE CIRCUIT

This portion of the system provides the operator the
precise control needed to modulate (feather) brake
pressure to slowly stop the truck or develop full brake
effort to stop as quickly as possible. The heart of this
circuit is the treadle operated dual circuit brake valve.
This valve enables the operator to control the relatively
high pressure energy within the brake accumulators
directed to the brakes.
There are two valves in the dual brake valve. One
provides apply pressure for the brakes on the front
axle. The other supplies pressure to a relay valve to
provide apply pressure for the brakes on the rear axle.
J02020 6/98
Brake Circuit
J2-1
FIGURE 2-1. HYDRAULIC COMPONENTS CABINET

(Brake System Components Only, Cabinet Removed)
1. Rear Brake Accumulator
2. Charging Valve
3. Front Brake Accumulator
4. Relay Valve (Front)
5. Emergency/Auto Apply
Pressure Switch
J2-2
6. Shuttle Valve (Front Relay Valve)

7. Front Brake Cutout Valve
8. Pressure Reducing Valve (PR)
9. Shuttle Valve (Rear Relay Valve)
10. Park Brake Pressure Switch
11. Low Brake Pressure Switch
12. Brake Lock Solenoid (SV1)
Brake Circuit
13. Park Brake Solenoid (SV2)

14. Brake Manifold
15. Emergency Apply Solenoid
16. Pressure Sensor
17. Relay Valve (Rear)
18. Proportional Press. Control (Left)
19. Proportional Press. Control (Right)
6/98 J02020
As the brake pedal is depressed, each valve within the

dual circuit brake valve simultaneously delivers fluid
from its respective accumulator to the relay (4, Figure
2-1) for the front brakes and to the dual relay valve (16)
for the rear brakes at a pressure proportional to both
pedal position and force. The further the pedal is
depressed, the higher the brake force, providing a very
positive feel of control.
Regardless of the nature of location of a failure, sensing the lowest brake accumulator pressure assures
two to four brake applications after the low brake
warning indication and before automatic apply. This
allows the operator the opportunity to safely stop the
truck after the warning has turned on.
The brake system accumulators (1 & 3) have two

functions; storing energy for reserve braking in the
event of a failure and, provide rapid oil flow for good
brake response.
PARKING BRAKE CIRCUIT
Depression of the brake pedal also actuates the proximity switch located in the treadle valve which sends a
signal to the Retard Control Module. This signal actuates the stop and service brake indicator lights.
NOTE: Whenever the park 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.
SECONDARY BRAKING AND AUTOMATIC

APPLY
Normal Operation (key switch ON, engine

running)
The parking brakes are spring applied and hydraulically released.
Parking brake switch ON

The parking brake solenoid (13, Figure 2-1) 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. The parking
brake pressure switch (10) will close, completing
a path to ground, illuminating the parking brake
light on the left hand monitor display pod at the
instrument panel.
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, accumulator and circuit regulator. The secondary system becomes whatever circuit(s) is operable
after a failure. If the failure is a jammed treadle valve,
the brake lock or auxiliary brake becomes the secondary system.
The brake accumulators perform two functions; to
provide rapid flow for good response and to store
energy for secondary braking. Check valves assure
this energy is retained should a failure occur in the
brake system supply or an accumulator circuit.
If a failure occurs in the pump, steering, or either brake

accumulator circuit, a low brake pressure warning light
(on the left hand instrument panel pod) will actuate and
the Central Warning lamp will illuminate and the vehicle should be stopped as soon as practical. When the
pressure in one accumulator circuit is less than the
preset level, all the service brakes will be automatically
applied. Automatic brake application is accomplished
by the Automatic Apply Valve (PS), located in the brake
manifold. This valve senses the lower brake accumulator pressure, and when the pressure is less than 116
kg/cm2 (1650 psi), the valve shifts, operating the brake
treadle valve hydraulically which in turn applies pressure to the relay for the front brakes and the dual relay
valve for the rear brakes, applying all the brakes full
on.
J02020 6/98
Parking brake switch OFF

The parking brake solenoid is energized. The oil
flow is routed from the park brake solenoid, to the
park brake spring cans for release.
If a loss of hydraulic supply pressure occurs, with
the parking brake switch OFF, the parking
brake solenoid will still be energized. The supply
circuit (that lost pressure) is still open to the
parking brake spring cans. To prevent park brake
pressure oil from returning to the supply circuit,
a check valve (in the park brake circuit) traps the
oil, holding the parking brake in the released
position.
NOTE: Normal internal leakage in the parking brake

solenoid and the pressure reducing valve may allow
leakage of the trapped oil to return back to tank, and
eventually allow park brake application.
Brake Circuit
J2-3
If 24 volt power to the solenoid is interrupted, the

park brake will apply. The spring in the solenoid
will cause it to shift, opening a path for the oil
pressure in the park brake line to return to tank
and the springs in the parking brake will apply the
brake. The parking brake pressure switch (10,
Figure 2-1) will close, completing a path to
ground, illuminating the parking brake light on the
left hand monitor display pod.
The parking brake is also used in an emergency

brake apply situation. If for any reason the brakes
apply automatically or manually in an emergency, the three caliper parking brake will also
apply at the same time.
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. By turning on the rocker switch on the
shift console, a solenoid valve (12, Figure 2-1) and
pressure reducing valve (8) will apply unmodulated
pressure oil at 140 kg/cm2 (2000 psi) to fully actuate
the rear brakes. A shuttle valve (9) in the rear brake
line provides the independence from the brake valve
for brake application.
AUXILIARY CIRCUIT
The auxiliary circuit is also known as the emergency
circuit. The truck is equipped with an emergency brake
apply switch located on the instrument panel in the
operators cab. If the auxiliary brake switch is turned
on, the circuit is completed for a signal to the Retard
Control Module, and to the Auxiliary Apply Solenoid
mounted on the brake manifold in the hydraulic component cabinet. When the Auxiliary Apply Solenoid
(15, Figure 2-1) is energized, the automatic apply valve
is activated and a pilot pressure is directed to the dual
controller applying the brakes automatically. When the
auxiliary switch closes, two other electrical signals are
interrupted. One signal is for the front brake cut-off
valve (7). With this signal removed, the front brakes
will not apply. The other signal is for the parking brake
circuit. With this signal removed from the SV1 solenoid
(13), the parking brake will be in the applied position.
J2-4
RETARDING CIRCUIT
The retarding circuit works in a manner similar to
normal brake actuation. The difference is in the signal
being generated at the steering column. When the
retarder lever is applied it will remain in whatever
position it is placed until it is returned to the OFF
position. The movement of this lever produces an
electrical signal that will vary in voltage. This signal is
directed to the RCM and then on to two Proportional
Pressure Control Valves (PPC) (18 & 19, Figure 2-1)
located in the hydraulic cabinet just above the rear
brake dual relay valve (17). The electrical signal will
open the control valve and allow hydraulic pilot pressure to activate the rear brake dual relay valve which
will then supply the necessary accumulator pressure
to apply the brakes for retarding. The actual brake
application from the dual relay valve is performed in
the same manner as if the treadle valve were applied.
Both front and rear brakes are applied in the retarding
mode.
WARNING CIRCUIT
The brake warning circuit is equipped with several
warning devices to warn an operator of impending
problems. Warning lights on the left hand monitor
display pod will illuminate if a problem occurs with low
steering pressure or accumulator nitrogen precharge.
If either or both of these lights are on, the Central
Warning lamp will illuminate. MOM will also display
a fault code indicating the exact problem, including the
identification of the accumulator with the low precharge or broken wire. MOM will also display a
course of action for the operator to follow.
Low Steering Pressure Sensor Switch
The low steering pressure sensor switch is located in the bottom of the rear steering accumulator. When the system supply pressure drops
below 130 kg/cm2 (1850 psi), the low steering
pressure light, low brake pressure light and Central Warning lamp will turn on. At the same time
fault code b0E2: Low Steering System Pressure
and fault code b0F1: Low Brake Oil Pressure will
appear in the MOM display along with an action
code and instructions for the operator to follow.
Brake Circuit
6/98 J02020
Low Brake Pressure Sensor Switch

The low brake pressure sensor switch (11, Figure
2-1) is located on the brake manifold. When the
accumulator with the lowest pressure falls below
130 kg/cm2 (1850 psi), the low brake pressure
light and central warning light will turn on. At the
same time fault code b0F1: Low Brake Oil Pressure will appear in the MOM display with an
action code and instructions for the operator to
follow.
Differential pressure switch
The differential pressure switch is located on the
dual controller valve (foot treadle). During brake
application, if the difference in brake apply pressure between the front and rear circuits is greater
than a preset level, the differential pressure
switch sends a signal to the Retarder Control
Module (RCM).
The differential pressure switch provides detection of faults such as a brake line rupture, poor
brake valve tracking, line blockage, excessive
brake displacement or air trapped in the system.
BRAKE SYSTEM ELECTRICAL

COMPONENTS
Parking Brake Pressure Switch
The parking brake pressure switch (10, Figure
2-1) is a normally closed pressure switch that will
open with pressure exceeding 88 kg/cm2 (1250
psi). With the contacts normally closed in the
pressure switch, the circuit is completed to
ground. There is a signal coming from the Transmission Controller, which also has an input coming from the parking brake indicator light located
on the left hand pod of the instrument panel. The
indicator light receives 24 VDC and is wired into
the transmission controller. If the parking brake
is applied, the circuit is completed to ground
through the Transmission Controller and the
pressure switch and the light will illuminate. If the
Transmission Controller, which has a circuit to
the parking brake switch, senses an open circuit
because the contacts have opened as a result of
hydraulic pressure in the circuit for the parking
brake, the completed circuit is now open and the
indicator light will turn off indicating the parking
brake has been released.
J02020 6/98
Parking Brake Switch

The park brake switch is located on the center
console. In the open position, the electrical circuit
is interrupted and there is no electrical path to the
parking brake solenoid (described below).
Therefore, the solenoid is de-energized and the
parking brake is applied. With the switch in the
closed position, the solenoid is energized, allowing oil to flow to the parking brake and the brake
is released.
The parking brake switch is wired in series with
the emergency brake switch. If the emergency
brake switch is in the Off position, a separate
set of contacts for the park brake circuit is closed.
This permits 24 VDC to the parking brake switch,
to apply or release the parking brake. If the
emergency brake switch is On the emergency
brake switch contacts are closed, but the other
set of contacts for the park brake circuit are now
open. This will remove the 24 VDC supply to the
park brake switch which will then apply the parking brake regardless of the parking brake switch
position. (This is intended for emergency operation.)
Parking Brake Solenoid (SV2)
The park brake solenoid (13, Figure 2-1) is a 24
VDC device mounted on the brake manifold inside the hydraulic component cabinet. The solenoid controls the oil flow to the parking brake
circuit. If energized, it directs oil pressure into the
parking brake circuit which will release the parking brake. When de-energized, the oil path to the
parking brake circuit is open to tank, the pressure
is released, and the parking brake is applied by
spring pressure.
Low Brake Pressure Switch
The low brake pressure switch (11, Figure 2-1)
is a normally closed switch. If the brake circuit
pressure is above 130 kg/cm2 (1850 psi) the
contact will be held open and the path to ground
is opened. The low brake pressure switch is at
the end of the circuit coming from both the Transmission Controller and from the Retard Control
and Monitor (RCM). This signal is also directed
from the RCM to the Powertrain Maintenance
Controller (PMC). The Low Brake Pressure Indicator Light, left-hand monitor pod on the instrument panel, is connected to the PMC and will
illuminate if the brake system oil pressure is not
adequate for truck operation.
Brake Circuit
J2-5
Emergency Apply Solenoid (SV3)

This 24 VDC solenoid (15, Figure 2-1) is mounted
on the brake manifold in the hydraulic cabinet. It
is used in conjunction with the manual emergency apply switch. If the operator moves the
emergency apply switch to the On position the
24 VDC signal will be directed to the RCM and to
the SV3 solenoid. When the solenoid is energized the oil flow from the low pressure sensing
shuttle (LS) to the automatic apply valve is
blocked, resulting in the application of the brakes.
Emergency/Automatic Apply Signal Pressure
Switch
A normally closed pressure switch (5, Figure 2-1)
in the pilot circuit from the automatic apply valve
to the PX port of the service brake controller. If
the pressure in this pilot circuit reaches 703
kg/cm2 (1000 psi) or greater the contacts inside
the switch will open. This opens the electrical
circuit to the RCM indicating that the auto apply
or emergency apply has been activated.
Emergency Brake Switch
The emergency brake switch is located on the
right side of the instrument panel, just below the
right hand pod and is used for a manual application of the emergency brake system. This switch
will apply both front and rear brakes and also the
parking brake. The switch has three pairs of
contacts. One pair, used for the emergency apply
circuit, is open when the switch is Off.
A second pair is for the parking brake switch and
solenoid (SV2) circuit. These contacts are normally closed when the emergency apply circuit is
Off. However, when the emergency brake
switch is activated, the voltage is removed from
the circuit, solenoid SV2 is de-energized, and the
parking brake will be applied by spring pressure
as oil flows out of the parking brake through SV2
to return to tank.
The third pair of contacts supply voltage to the
Front Brake Cut-Out Valve. If the valve is receiving 24 VDC, the front brakes are disabled and
only the rear brakes are applied. The contacts
are closed when the emergency apply switch is
in the Off position. When the switch is activated,
this pair of contacts is opened and the front brake
cut-off valve will allow oil to flow and the front
brakes to apply.
J2-6
Accumulator Precharge Switches

The accumulator precharge switches (2, Figure
2-1) are normally closed pressure switches located in the top of each brake circuit accumulator. The switches are used to sense the nitrogen
pressure in the accumulators.
The accumulators are precharged to 98.4 kg/cm2
(1400 psi). If that pressure falls below 59.8
kg/cm2 (850 psi), the contacts inside the pressure switch will revert back to their normally
closed position. This will then provide a path to
ground and complete the electrical circuit for the
warning signal monitored by the Transmission
Controller. The indicator light, located in the left
hand monitor pod, will illuminate indicating low
accumulator precharge. There is only one indicator light, but two pressure switches. It will be
necessary to determine which accumulator is low
during the accumulator nitrogen charging process.
Brake Lock Solenoid (SV1)
The brake lock solenoid (12, Figure 2-1) is a 24
VDC solenoid located on the brake manifold in
the hydraulic control cabinet. When energized, it
applies the rear brakes only, usually at the shovel
or the dump. When the solenoid is energized, it
allows hydraulic pressure to to flow to the PX port
of the brake valve. This pilot pressure is used to
apply the rear brakes of the truck.
The brake lock should not be used to park the

truck. The hydraulic pressure can bleed off which
would result in the brakes being released. When
the truck is left unattended, the parking brake must
be applied.
Brake Circuit
6/98 J02020
Brake Lock Switch

If the brake lock switch is On, (closed position),
24 VDC will be directed to the brake lock solenoid
(SV1) to energize the solenoid. This 24 VDC
signal will also be sent to the RCM which will then
send a signal to the coil side of the Front Brake
Cutout Relay. With the coil side of the relay
energized, the normally open set of contacts will
close and permit 24 VDC through the contacts to
a third set of contacts in the emergency brake
switch. The voltage will then flow through the
switch to the front brake cutout valve. This will
block the hydraulic oil pressure being directed to
the front brakes, resulting in only the rear brakes
being applied. Brake lock pressure is reduced to
2000 psi by the brake lock pressure regulator
valve located on the brake manifold in the hydraulic component cabinet.
Brake Light Relay and Lights
The brake light relay is a normally open device,
When the contacts close, it will activate the brake
lights. The contacts will close when the coil side
of the relay is energized if the RCM sends a 24
VDC signal to the the relay. The Retard and
Control Monitor receives the various signals for
brake application and then delivers the signal to
the brake lights through the brake light relay.
Retard Light Relay and Light
Any time that the retarder is activated, a signal is
sent from the RCM to the coil side of the Retard
Light Relay. This will energize the coil side of the
normally open relay. The contacts will then close
which will permit 24 VDC to pass through the
relay to illuminate the light indicating that the
retarder has been applied.
Brake Valve Proximity Switch
Located on the brake valve (dual controller) is a
proximity switch that will send a signal to the
RCM if the brake pedal is depressed.
The switch provides a signal to the RCM. This
signal is interpreted by the RCM which then
activates the brake light relay, closing the contacts, and illuminating the brake lights.
J02020 6/98
Differential Pressure Switch

The differential pressure switch is mounted on
the brake valve (dual controller). The switch
senses pressure at the B1 (rear brakes) and B2
(front brakes) brake apply circuits.
The front and the rear brake apply circuits should
have the same pressure. The differential pressure switch will detect an imbalance in the pressure for the two circuits. If the differential
pressure exceeds 21 2 kg/cm2 (300 30 psi),
the RCM will receive a signal indicating a problem in either the front or the rear brake circuit.
Retarder Control Lever
The retarder control lever can be moved to an
infinite number of positions. Each position will
reflect a different percentage of retarder application. If the lever is in it upper most position there
is no retarder application. As the lever is pulled
downward the amount of retarder application is
increased.
The voltage signal to the RCM changes as the
lever is moved downward. The RCM will read this
request and will vary the signal it is sending to
the Proportional Pressure Control Valves (PPC)
(18 & 19, Figure 2-1), in direct relationship to the
position of the lever. As voltage increases, hydraulic pressure to the brakes increases. This
action will apply both front and rear brakes.
Front Brake Cut-Out Relay
A normally open relay used to control application
of the front brakes. If the relay coil is energized,
the relay contacts close and a 24 VDC signal is
sent to the front brake cut-off solenoid valve,
preventing the front brakes from applying. The
front brake cut-out relay is energized if the brake
lock is activated or if the optional slippery road
switch is turned on. When the front brake cut-out
valve is energized, oil cannot flow to the front
brake apply circuit.
Slippery Road Switch
The optional slippery road switch is located on
the instrument panel and is used to prevent application of the front brakes, preventing front
wheel lockup on slippery haul road surfaces.
The slippery road switch activates the front brake
cut-out relay as described above.
Brake Circuit
J2-7
NOTES
J2-8
Brake Circuit
6/98 J02020
BRAKE CIRCUIT COMPONENT SERVICE

BRAKE VALVE
The Brake Valve is a pressure modulating valve, actuated mechanically (brake pedal) or hydraulically
through the automatic apply valve.
The Brake Valve controls the pressure delivered to the
front brake relay valve and rear brake dual relay valve
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.
Rebuild Criteria
If any one of the following conditions exist, the brake
valve should be removed and repaired:
Excessive cam rock in pedal actuator.
Any sign of external leakage.
Internal leakage at the tank port must be less
than 100 cc/minute with the valve in the released position and system pressure supplied
to the P1 and P2 inlet ports.
Tank port leakage must be less than 250
cc/minute with valve pilot or manual applied at
193.3 kg/cm2 (2750 psi) system pressure.
Failure of the pedal to return to full release position.
Valve holds pressure when in the neutral position.
Varying output pressure with pedal fully depressed.
Before disconnecting pressure lines, replacing

components in the hydraulic circuits, or installing
test gauges, always bleed down hydraulic steering
and brake accumulators. The steering accumulators can be bled down with engine shut down,
turning the key switch Off and waiting 90 seconds. Confirm the steering pressure is released by
turning the steering wheel - No front wheel movement should occur.
Open bleed down valves (3 & 4, Figure 3-1) located
on the brake manifold. This will allow both accumulators for the rear brakes and both accumulators for the front brakes to bleed down.
Before disabling brake circuit, be sure truck
wheels are blocked to prevent possible roll-away.
FIGURE 3-1. BRAKE ACCUMULATOR BLEED

DOWN
3. Accumulator Bleed Down Valve (Rear)
4. Accumulator Bleed Down Valve (Front)
5. Brake Manifold
J03020 10/01
Brake Circuit Component Service
J3-1
Removal
If the Brake Valve is to be removed from the vehicle
for repair or adjustment, additional equipment will be
required as outlined in disassembly, assembly.
NOTE: Minor repairs and service adjustment may not
require the removal of the brake valve.
1. Securely block the wheels to prevent possible
roll-away.
2. Place range selector in NEUTRAL. Turn key
switch OFF to shut down engine and allow 90
seconds for steering system accumulators to
bleed down. Open valves (3 & 4, Figure 3-1) to
bleed down both brake accumulators.
3. Remove access panel in front of operators cab.
4. Tag and remove all hydraulic lines from brake
valve. Plug lines and ports to prevent possible
contamination. Remove all valve fittings except
the fitting at port PX. Disconnect wiring harness
at differential pressure switch and proximty switch
connectors.
5. In the cab at the brake valve, remove capscrews
and lockwashers securing the brake valve assembly to the mounting structure.
6. Slide brake valve downward and remove from
cab.
7. Move brake valve assembly to a clean work area
for disassembly.
Installation
1. Place the brake valve assembly into position and
secure in place with capscrews and lockwashers.
2. Remove plugs from brake valve assembly and
hydraulic lines. Install fittings and connect lines to
brake valve assembly and tighten. Connect differential pressure switch and proximity switch to
harness.
NOTE: Prior to checking the brake valve operation, the
steering system must have the proper nitrogen precharge in the steering accumulators (refer to Section
L, Hydraulic System for steering accumulator precharge procedure). In addition, the brake system lines
must be bled of air and the brake accumulators must
also be precharged with nitrogen (refer to brake accumulator precharge procedures, this section).
3. With the engine shut down and key switch OFF,
open both brake accumulator bleed down valves
(3 & 4, Figure 3-1). Precharge both accumulators
(1 & 2) mounted on brake manifold to 98 kg/cm2
(1400 psi).
NOTE: For best performance, charge the accumulators in the temperature conditions the vehicle is expected to operate in. During the precharge, allow
temperature of the nitrogen gas to come into equilibrium with the ambient temperature.
4. Close both accumulator bleed down valves after
accumulators have been properly charged.
5. Bleed air from brake apply circuit. Refer to Wet
Disc Brake Bleeding Procedure, this Section of
the manual.
6. Check for fluid leaks at the brake valve.
J3-2
J03020 10/01
Disassembly
NOTE: During disassembly, precision machined parts
should be ink marked or tagged to ensure proper
reassembly and minimize adjustment time. All internal
parts must be placed back into the bores from which
they were removed.
1. Match mark each section of the brake valve prior
to disassembly.
2. Drain oil from all ports of the valve by rotating the
valve over a suitable container.
3. Secure brake valve in an upright position in a vice.
4. Remove the brake pedal actuator (11, Figure 3-2)
by removing the retaining clips (4), then remove
the pivot shaft (5) with a punch and hammer.
5. Remove the four button head allen screws (3,
Figure 3-3) securing the boot retainer plate (4).
6. Remove the boot retainer plate (4), boot (2), and
actuator cap (1) as an assembly by grasping the
boot and gently lifting from the valve body.
FIGURE 3-2. BRAKE VALVE ASSEMBLY

1. Brake Valve
2. Differential Pressure Switch
3. Proximity Switch
4. Retainer Clip
5. Pivot Shaft
6. Nylon Bushing
7. Shim
J03020 10/01
8. Bolt
9. Lock Nut
10. Foot Pad
11. Pedal Actuator
12. Pivot Stop
13. Spring
14. Pivot Stop
FIGURE 3-3. ACTUATOR CAP & BOOT

1. Actuator Cap
2. Boot
3. Capscrew
4. Retainer Plate
5. Capscrew
6. Actuator Base
7. Threaded Insert
J3-3
7. Remove capscrews (36, Figure 3-4) and the differential pressure switch (35). Refer to Differential Pressure Switch for further switch repair
instructions.
8. Remove and discard the seals (27 & 28).
9. Loosen the plunger locknuts (2). Loosen the
socket head capscrew from the adjustment collars (1).
10. Unscrew and remove the adjustment collars.
11. Remove the two socket head capscrews (5, Figure
3-3) that retain the actuator base (6) to the valve
body.
12. Remove the actuator base from the valve body.
13. Remove controller from vice.
14. Remove the four capscrews (34, Figure 3-4) and
washers (33) from the base of the valve.
15. Remove the base plate (32).
16. With the valve upright, the retaining plug (31)
should fall out. If the plug does not fall out, lightly
tap to dislodge the plug.
NOTE: The spools (12), reaction plungers (21, 22) and
spool return springs (20) may fall out at this time. Keep
parts separate so they may be installed in the same
bores from which they were removed.
17. Remove and discard the O-ring (30) from the
counterbore in the base of the valve body.
18. With the controller upright on the work bench, hold
the valve with one hand and push the B1 actuator plunger (3) down with the other hand until the
regulator sleeve (19) pops loose.
19. Repeat the above procedure to loosen the B2
regulator sleeve.
20. Turn the valve on its side on the work bench and
remove the regulator sleeves (19) from the valve
body.
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.
J3-4
21. Remove the spools (12), reaction plungers (21, 22)

and spool return springs (20) from the regulator
sleeves (19).
22. Remove the plunger return springs (10), regulator
springs (8 & 10), and spring seats (11) from the
valve body.
23. Remove the actuator plungers (3) by pushing
down (toward the bottom of the valve) on the
actuator plunger with your hand until the actuator
plunger slides out.
24. Remove the staging seat (6). Remove and discard
packing (5).
25. Remove the Glyde ring assembly (7) from the
actuator plunger.
26. Remove the O-rings (14, 16 & 18) and teflon
back-up rings (13, 15 & 17) from the regulator
sleeves and discard.
27. Remove the wiper seals (23), poly-pak seals (25),
and the orange back-up rings (24) from the actuator section of the valve and discard.

1. Clean all metal parts with solvent and air dry.
2. Inspect the plunger (3, Figure 3-4) 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 the regulating spool (12) into its sleeve (19).
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 or breaks.
Any spring with a crack or break must be replaced. Also, if the valve was not reaching proper
regulated pressure, replace all regulator springs.
5. Inspect the threaded inserts (7, Figure 3-3) in the
actuator base. If any of the threads are damaged,
the inserts must be replaced.
6. Lubricate all parts with a thin coat of clean hydraulic oil. Take care to keep components protected from contamination.
J03020 10/01
FIGURE 3-4. BRAKE VALVE

1. Adjustment Collar
2. Nut
3. Actuator Plunger
4. Stud
5. Packing
6. Staging Seat
7. Glyde Ring Assembly
8. Regulator Spring
9. Regulator Spring
10. Plunger Return Spring
J03020 10/01
11. Spring Seat

12. Regulator Spool
13. Back-up Ring
14. O-Ring
15. Back-up Ring
16. O-Ring
17. Back-up Ring
18. O-Ring
19. Regulator Sleeve
20. Spool Return Spring
21. Reaction Plunger (B1)

22. Reaction Plunger (B2)
23. Wiper Seal
24. Back-up Ring
25. Poly-Pak Seal
26. Valve Body
27. Seal
28. Seal
29. Set Screw Orifice Plug
30. O-Ring
31. Retaining Plug
32. Base Plate
33. Washer
34. Capscrew
35. Differential Pressure Switch
36. Capscrew
J3-5
ASSEMBLY
Actuator Base Threaded Inserts
1. If any inserts (7, Figure 3-3) were removed from
the actuator base (6), position the actuator base
upside down on the work bench and support
directly under each of the four floor mounting
holes.
2. Install the threaded inserts into the actuator base
by tapping lightly with a small hammer until the
insert flanges become flush with the actuator
base. Be sure the base is supported to avoid
breaking the base.
3. Thoroughly clean the actuator base and set aside.
Boot and Cap
1. Examine the boot (2, Figure 3-3) for any cracks,
tears, or other damage. If damage is evident, the
boot must be replaced. To replace the boot, follow
the procedure below.
2. Remove the boot from the actuator cap (1) and
discard the old boot. Thoroughly clean the sides
of the cap by scraping the lip where the cap
contacts the boot. Use a knife or suitable scraper.
Clean thoroughly to remove all adhesive or particles of the old boot.
3. Apply a thin bead of Loctite Prism 410 onto the
upper sides of the cap. Apply the bead to the two
long sides only. Do not apply it to the rounded
ends, these must not be sealed to allow the boot
to breath.
4. Carefully position the cap into the new boot groove
wiping off the excess glue.
5. Position the boot such that it conforms to the
contour of the cap, then set aside. Adhesive
requires about 30 minutes to cure.
Valve Body Seal Installation
1. Install the poly-pak seal (3, Figure 3-5) in the seal
groove first. Position the seal in the groove so that
the internal O-ring inside the poly-pak seal is
facing down toward the bottom of the valve.
2. Make sure the internal O-ring is still seated inside
the poly-pak seal (3) and did not get dislodged
during installation. Position the poly-pak seal to
the bottom of the groove.
3. Install the orange back-up ring (4) on top of the
poly-pak seal. Start by hand and then continue to
work into the groove either by hand or by using
an O-ring installation tool.
J3-6
4. Install the wiper seal (5) in the top counterbore.

Position the seal in the groove so that the register
lip is facing up toward the actuator.
5. Repeat Steps 1- 4 for the second bore.
Regulator Sleeve O-Ring Installation
1. Install an O-ring (2, Figure 3-6) onto the smallest
groove (on the top) of the regulator sleeve (3).
Install O-ring (5) onto the middle groove on the
regulator sleeve. Install O-ring (6) onto the largest
groove (on the bottom) on the regulator sleeve.
2. Install a split nylon back-up ring (4) onto each side
of the O-ring (5) located in the middle of the
regulator sleeve.
3. Install one split nylon back-up ring behind the
O-ring (2) located at the top end of the sleeve.
This O-ring is the smallest of the three O-rings.
Position the back-up ring so that it is next to the
top of the regulator sleeve. The top of the sleeve
is the end with the smallest O.D.
4. Repeat Steps 1-3 for the second regulator sleeve.
FIGURE 3-5. VALVE BODY SEAL INSTALLATION

1. Actuator Plunger
2. Valve Body
3. Poly - Pak Seal
4. Back-Up Ring
5. Wiper Seal
6. Actuator Base
J03020 10/01
FIGURE 3-7. GLYDE RING INSTALLATION

1. Actuator Plunger
2. Valve Body
FIGURE 3-6. SLEEVE SEAL PLACEMENT

1. Back-Up Ring
2. O-Ring
3. Regulator Sleeve
4. Back-Up Ring
5. O-Ring
6. O-Ring
Actuator Plunger O-ring Installation

1. Install an O-ring (7, Figure 3-4) into the O-ring
groove located at the large diameter end of the
actuation plunger (3).
2. Install a split Glyde ring over the O-ring. (Twist and
squeeze the split Glyde ring into a small circle
before installing to insure a tight fit over the Oring).
3. Repeat Steps 1 & 2 for the second plunger.
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. If removed, install stud (4, Figure 3-4) in plunger
(3). Tighten nut (2).
2. Install new packing (5) on staging seat (6) and
insert in plunger bore.
3. Lightly lubricate the actuation plunger Glyde ring
(7).
J03020 10/01
3. Glyde Ring
4. Sharp Edges
4. Install the B1 actuation plunger (3) 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 3-7) It may be
necessary to work the Glyde rings past the sharp
edge in the body to prevent damage to the seal.
Make sure the actuation plunger is completely
seated and bottomed.
5. Repeat Steps 1 through 4 for the B2 actuation
plunger.
6. Install the plunger return spring (10, Figure 3-4),
regulator springs (8 & 9) and spring seat (11) 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.
7. Lightly lubricate the regulator spool (12).
8. Install the regulator spool into the regulator sleeve
(19). The spherical end of the spool should be at
the top of the regulator sleeve. The top of the
sleeve is the end with the smallest O.D.
NOTE: Check to insure that the spool will slide
smoothly and freely. Replace the entire sleeve assembly and spool, if the spool does not slide smoothly and
freely.
9. Remove spool from sleeve before installing
sleeve into body.
10. Lightly lubricate the O-rings (14, 16, & 18) on the
regulator sleeve.
J3-7
11. Install the regulator sleeve assembly into the correct circuit in the valve. Make sure the spring seat
is correctly seated in the regulator spring before
installing the regulator sleeve assembly. Push
sleeve into bore until sleeve retaining flange at the
base of sleeve contacts the valve body.
12. Install the spool return spring (20) into spool (12).
13. Insert reaction plunger (21 or 22) into regulator
spool.
14. Install regulator spool (12) into regulator sleeve
(19).
15. Repeat Steps 6 through 14 for the second circuit.
16. Lightly lubricate the large retainer plate O-ring (30)
and install into the counter bore in the bottom end
of the valve.
17. Install the retainer plug (31) into the counter bore
on the bottom of the valve. Make sure steps on the
retainer plug are facing the counter bore or toward
the top of the valve.
J3-8
18. Install the base plate (32) on top of the retainer

plug. Tighten the four allen screws (34) evenly,
alternating diagonally, to evenly seat the regulator
sleeve assembly. Tighten to 1.61 - 1.72 kg.m (140
- 150 in. lbs.) torque.
19. Using new seals (27 & 28, Figure 3-4), install
pressure differential pressure switch assembly
(35) on valve body. Install socket head capscrews
(36). Tighten capscrews to 1.61 - 1.72 kg.m (140
20. Install the actuator base (6, Figure 3-3) on top of
the valve. Make sure to position properly for correct port direction. Tighten the two socket head
capscrews (5) and tighten to 2.1 - 2.2 kg.m (180
21. Screw the adjustment collars (1, Figure 3-4) onto
the top of the actuation plungers. Screw all the way
down until they bottom on the threads.
J03020 10/01
DIFFERENTIAL PRESSURE SWITCH

The differential pressure switch (1, Figure 3-8)
mounted on the brake valve (2) detects an imbalance
in brake apply pressure between the front and rear
brake circuits. If the pressures differ more than shown
in Table I, Differential Pressure Switch Test, the
switch (3) completes a path to ground, providing a
signal to the Retard Control Module.
Disassembly
1. Remove the four socket head capscrews attaching the differential pressure switch body (1, Figure
3-8) to the valve body (2).
2. Remove switch assembly (3) and O-ring (12).
3. Remove plugs (5, 6 & 11).
4. Insert a hex wrench through bottom port and
remove screw plug (7).
5. Remove spring (8) and piston (9).
6. Carefully push spool assembly (10) out of its bore.
NOTE : In the following assembly, make a note of the

color (red or green) of spring (8). The spring color will
determine final adjustment of the switch. Refer to
Table I, "Differential Pressure Switch Adjustment".
In addition, for future service reference, the outside of
the valve should be marked to indicate the color (red
or green) of spring (8).
5. Turn valve over and install piston (9), spring (8)
and screw plug (7). Plug should be inserted approximately 0.5 in. (13 mm) below edge of body.
Temporarily install plug (6) in screw plug port.
NOTE: Screw plug (7) adjustment controls switch actuation point. Refer to Valve Bench Test and Adjustment, Differential Pressure Switch Adjustment for
calibration procedure.

2. Inspect spool assembly (10, Figure 3-8) for scoring and other evidence of damage. Inspect spool
bore in body (4). If seals are damaged, entire
differential switch assembly should be replaced.
3. Lightly lubricate spool assembly and carefully
insert in bore. Spool must slide freely and
smoothly in bore. If there is binding, the entire
differential pressure switch assembly must be
replaced.
4. Lubricate piston (9) and insert in its bore. Piston
must move freely with no binding.
5. Inspect spring (8) for cracks, distortion, etc.
6. Attach an ohmmeter to switch assembly (3) center
terminal and switch body. Actuate the switch
plunger to verify contacts close when plunger is
depressed and contacts open when released.
Plunger must operate freely in switch body.
Assembly
1. Install plug (11, Figure 3-8). Tighten plug to 2.2 2.4 kg.m (190 - 210 in. lbs.) torque.
2. Lightly lubricate Glyde rings on spool assembly
(10) and carefully insert in body (4) until it bottoms
on plug (11).
3. Install plug (5). Tighten plug to 2.2 - 2.4 kg.m (190
4. Using new O-ring (12), install switch assembly (3).
Tighten to .63 - .69 kg.m (55 - 60 in. lbs) . torque.
J03020 10/01
FIGURE 3-8. DIFFERENTIAL PRESSURE SWITCH

1. Differential Pressure 7. Screw Plug
Switch Assembly
8. Spring
2. Valve Body
9. Piston
3. Switch Assembly
10. Spool Assembly
4. Body
11. Plug
5. Plug
12. O-Ring
6. Plug
J3-9
VALVE BENCH TEST AND ADJUSTMENT

The following parts and test equipment will be required
to completely bench test and adjust the brake valve.
The differential pressure switch can also be calibrated
and operation tested.
Pressure gauges (3), 0-350 kg/cm2 (0-5000
psi).
Hydraulic pressure supply, regulated to 193
kg/cm2 (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 SET UP

1. Motor
2. Pump
3. System Pressure Gauge
4. Needle Valve
5. Needle Valve
6. Brake Valve
7. Front Brake Pressure Gauge
8. Shut Off Valves
9. Simulated Brake Volume

10. Rear Brake Pressure Gauge
11. Relief Valve
NOTE: Shut off valves (8) for tests not requiring simulated brake loads, such as circuit tracking.
NOTE: B1, B2 Cylinders must be capable of a 10 cubic inch maximum displacement.
J3-10
J03020 10/01
TEST BENCH ONLY

Test Set Up Procedure
1. Position the valve in the fixture to allow plungers
to be activated by hand using a lever (refer to
Figure 3-9).
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
O-ring 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 211 kg/cm2
(3000 psi) minimum. Connect all ports. The connections should be according to the diagram
shown in Figure 3-9. All ports must be used and
connected.
All ports must be used. Relieve pressure before

disconnecting hydraulic and other lines. Tighten
all connections before applying pressure.
Avoid spillage and contamination! Avoid contact
with hot oil if the machine has been operating. The
oil will be at very high pressure.
Hydraulic fluid escaping under pressure can have
sufficient force to enter a persons 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.
6. Start hydraulic pump and regulate output pressure
to 193 kg/cm2 (2750 psi) at pressure gauge (3).
Pressure gauges (7 & 10) should read zero.
7. Pilot supply circuit pressure must also be 193
kg/cm2 (2750 psi).
8. Return line pressure during this test is not to
exceed .35 kg/cm2 (5 psi).
9. Test the valve with ISO 32 grade oil or hydraulic
oil meeting specifications listed in Section P at
120 10 F (49 3 C).
J03020 10/01
Brake Valve Output Pressure Adjustment

(Pedal Only)
1. Install the pedal pivot shaft pin in the actuator base
by itself without installing the pedal assembly.
2. By taking a screw driver or pry bar and placing it
under the pivot pin and on top of the threaded
plunger assembly, each circuit can be actuated
individually. Refer to Figure 3-9.
3. Gradually apply pressure on each circuit (one at
a time) to check for leaks around the plunger.
Make sure the adjustment collar is screwed all the
way down on the threads.
NOTE: The pressure gauges must be installed at the
pedal as shown in Figure 3-9. Gauges must not be
installed in the B1 or B2 test ports inside the brake
cabinet or improper adjustment will result.
4. B1 Adjustment: Adjust the adjustment collar
up (counter-clockwise) starting with one turn increments until the output pressure at port B1 is
148 5.3 kg/cm2 (2100 75 psi) with the adjustment collar contacting the actuator base (fully
actuated). Fine adjustment will require turning
the collar only in 1/8 turn increments.
5. B2 Adjustment: Adjust the adjustment collar
up (counter-clockwise) starting with one turn increments until the output pressure at port B2 is
148 5.3 kg/cm2 (2100 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.
6. Tighten the setscrews in the adjustment collars to
.28 - .35 kg.m (25 - 30 in. lbs.) torque. The entire
plunger may have to be rotated to get to the
capscrews.
7. Check pressures again after tightening the set
screws. If the pressures have moved out of specified range, loosen the appropriate set screw and
re-adjust.
8. Cycle each circuit 50 times using pilot apply. This
is done by closing needle valve (5) and opening
needle valve (4). Read pressure on gauges (7 &
10). Close valve (4) and open valve (5). The
pressure gauges (7 & 10) should read 0 psi.
9. Recheck pressures after cycling. If they have
changed, re-adjust pressures.
Differential Pressure Switch Adjustment
10. Attach an ohmmeter or continuity tester lead to
connector on differential pressure switch wire.
Attach other lead to valve body. Verify switch
contacts are open.
J3-11
11. Remove plug (6, Figure 3-8) for access to adjustment screw plug (7).
Table I - Differential Press. Switch Adjustment

Spring
Color
Pressure Switch Contacts Closing

B1 Valve Spool
B2 Valve Spool
Red
21 2.1 kg/cm2
(300 30 psi)
21 2.1 kg/cm2
(300 30 psi)
Green
42.2 3.5 kg/cm2

(600 50 psi)
42.2 3.5 kg/cm2

(600 50 psi)
12. Insert pry bar under pivot pin to actuate the B1

section of valve.
13. Slowly depress plunger while observing the ohmmeter; switch contacts should close at pressure
shown in Table I on the B1 pressure gauge:
Adjust screw plug in bottom port of differential
pressure switch counterclockwise until
switch contacts just close.
14. Release plunger and depress again while observing B1 gauge and ohmmeter to verify switch
contacts close at pressure shown in Table I. If not,
repeat step 13.
15. Insert pry bar under pivot pin to actuate the B2
section of valve.
16. Slowly depress plunger while observing ohmmeter; switch contacts should close at the pressure
shown in Table I on the B2 gauge. A slight
adjustment may be necessary.
17. Slowly depress both plungers equally from minimum to maximum application pressure. Switch
contacts must remain open
18. Install plug (6) and tighten to 1.0 - 1.2 kg.m (90 100 in. lbs.) torque.
19. Shut down the test bench and relieve all hydraulic
pressure from the lines.
J3-12

immediately.
20. Remove hoses from valve and remove valve from
test stand. Refer to instructions below for pedal
actuator installation prior to final test.
Final Test and Adjustment
The brake pedal actuator must be installed on the
brake valve body prior to final test and adjustment.
Refer to Installation of Brake Pedal Actuator to Brake
Valve.
NOTE: The Final Test and Adjustment procedure
can also be performed with the brake valve installed in
the truck. To perform final test with brake valve
mounted in the truck, install valve per instructions in
Installation. Install 0-350 kg/cm2 (0-5000 psi) gauges
at the B1 and B2 diagnostic test connectors in the
brake cabinet.
Follow steps 21. - 33. below for final test.
21. Reinstall brake valve (with actuator pedal attached) on the test stand following steps 2 through
9. under Test Setup Procedure.
22. With test stand pump adjusted for 193 kg/cm2
(2750 psi) or with engine running and brake system supply pressure at or above 193 kg/cm2 (2750
psi), depress the pedal as quickly as possible. The
pressure on the output circuits must reach the
minimum pressure listed below at port B1 and
port B2 within 1.0 second. Measurement of time
begins the moment force is applied to move the
pedal.
Rear Brake - B1:
148 5.3 kg/cm2 (2100 75 psi)
Front Brake - B2 :
148 5.3 kg/cm2 (2100 75 psi)
23. With B1 and B2 plugged into a strip chart
recorder, (if available) check the modulation by
slowly applying pressure until the maximum pressure is reached. Make sure the pressure increase
is smooth and no sticking of the spools is observed. Fully depress the pedal. Pressures must
remain within specification at B1 and B2 for 20
seconds.
J03020 10/01
24. Adjust square head bolt (1, Figure 3-10) until the
bolt is not touching the actuator cap. Apply Loctite 242 to the adjustment bolt prior to setting the
deadband.
25. Set the deadband by placing a 0.254 mm (0.010
in.) thick shim at location shown in figure 3-10
(between the pedal structure and return stop boss
on pivot structure).
26. Adjust the bolt (1) until it is just touching the cap.
27. Continue turning the adjustment bolt until pressure
begins to rise on one of the brake apply pressure
gauges.
28. Back-off the adjustment bolt 1/8 turn.
29. Tighten the jam nut (2) and remove the shim stock
inserted in step 25.
30. Fully stroke the brake pedal actuator to check that
output pressure at port B1 and B2 are within
specifications.
NOTE: If pedal is adjusted properly, the spring and
spring pivots will not interfere with pedal travel.
31. If pressure is not within specifications, re-adjust. If
pressure is within specifications, apply a few drops
of Loctite #262 to the jam nut.
32. Check internal leakage at port T. Leakage must
be less than 100 cc/minute with the valve in the
released position and system pressure supplied
to the P1 and P2 inlet ports.
33. T port leakage must be less than 250 cc/minute
with valve pilot pressure or manual applied.
Proximity Switch Installation and Adustment

34. Install the proximity switch (3, Figure 3-10) in the
actuator base until the switch is approximately
6.35 mm (0.25 in.) below the boss on the actuator
base.
35. Lock switch in position with the two jam nuts (4).
FIGURE 3-10. PEDAL ASSEMBLY ADJUSTMENTS

1. Square Head Bolt
2. Nut
J03020 10/01
3. Proximity Switch
4. Jam Nuts
36. Connect an ohmmeter to the switch harness to

check continuity.
J3-13
37. Slowly apply the brake pedal and note the pressure on the gauge at which the ohmmeter indicates continuity in the switch.
5. Assemble spring assembly (13) and install complete assembly to brake pedal actuator as shown.
38. Readjust the switch if necessary to trip when the

pressure reaches 5.3 kg/cm2 (75 psi).
39. Secure switch with jam nuts after adjustment is
complete.
Be certain the top section of the switch does not
contact the threads in the actuator base. If this
occurs, it will cause a short circuit, preventing the
switch from operating properly.
Installation Of Brake Pedal Actuator Assembly
to Brake Valve
Be sure to install spring assembly correctly, with

larger ball socket end pointing to the pedal structure and smaller end toward the valve assembly.
NOTE: When pedal is adjusted properly, the spring
assembly will not interfere with pedal travel.
1. Install jam nut (9, Figure 3-10) and square head

bolt (8) to brake pedal actuator (11).
2. Insert nylon bushings (6) into brake pedal actuator.
3. Install one retaining clip (4) to one end of pivot
shaft.
4. Align pedal structure to brake valve (1) and partially insert pivot pin. Move pedal structure to the
B2 side of valve and insert shims (7) between
pedal structure and brake valve ear to fill gap.
Fully insert the pivot shaft (5). Install the remaining retainer clip (4).
J3-14
J03020 10/01
RELAY VALVES
Removal
The relay valves (one for front and one dual relay
valve for 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, is
applied to the front brakes and pilot pressure circuit of
the front relay valve. At the rear wheels, regulated
pressure (proportional to the pilot pressure applied) is
delivered from the B1 and B2 ports of the dual relay
valve to each wheel. The regulated pressures supplied
to each wheel are equal.
NOTE: The removal and installation instructions below

are applicable to either the front relay valve or the rear
dual relay valve.
The relay valves are located in the hydraulic cabinet.

test gauges, always bleed down hydraulic steering
and brake accumulators. The steering accumulators can be bled down with engine shut down,
turning the key switch Off and waiting 90 seconds. Confirm the steering pressure is released by
turning the steering wheel - No front wheel movement should occur.
Open bleed down valves (3 & 4, Figure 3-1) located
on the brake manifold. This will relieve hydraulic
pressure from both brake system accumulators.
1. Securely block the wheels to prevent possible

roll-away.
2. Place range selector in NEUTRAL. Turn key
switch OFF to shut down engine and allow 90
seconds for steering system accumulators to
bleed down. Open valves (3 & 4, Figure 3-1) to
bleed down all four brake accumulators. Close
valves after all pressure is released.
3. Tag and remove all hydraulic lines from the relay
valve. Plug lines and ports to prevent possible
contamination.
4. Remove capscrews and washers securing valve
to wall of cabinet. Remove valve and move to
clean work area for disassembly.
Installation.
1. Install relay valve in hydraulic components cabinet
Install mounting capscrews and lockwashers to
secure valve. Tighten capscrews to standard
torque.
2. Remove hose and fitting caps and plugs and
attach hoses to the proper valve ports.
3. Start engine and check for leaks and proper brake
operation. Shut down engine.

wheels are blocked to prevent possible roll-away.
J03020 10/01
J3-15
Disassembly
Relay valve rebuild procedures for the front (single
relay valve) and rear (dual relay valve) are identical
with the following exception; the dual relay valve contains shuttle valves (19, Figure 3-11) in the manifold
body (1). The shuttle valves are not required on the
single relay valve.
The parts installed in the valve body (either type valve)
for the B1 and B2 bores are identical, however the
parts must not be interchanged between the two bores.
1. Thoroughly clean valve to remove dirt accumulation. Drain all oil from all ports of the valve by
rotating the valve over a suitable container.
2. Use a felt tip pen to mark manifold body (1, Figure
3-11) and valve body (2) to ensure correct reassembly. Note location of plugged ports.
NOTE: As the valve is disassembled, lay out parts in
order of disassembly, being certain to note the valve
body bore from which they are removed. Parts must
be reinstalled in the same bore from which they are
removed.
3. Secure valve in an upright position in a vice.
4. Remove the socket head capscrews (20) retaining
the manifold body (1) to the valve body (2). Remove manifold body and discard O-rings (18).
5. Remove plungers (16) and sleeves (17).
6. Remove controller from vice.
7. Remove the four capscrews and washers (7) from
the base of the valve.
8. Remove the sleeve retainer (6).
9. With the valve upright, the plug (5) should fall out.
If not, tap lightly to dislodge.
FIGURE 3-11. RELAY VALVE (Cross Section)

1. Manifold Body
2. Valve Body
3. Spring
4. Packing
5. Plug
6. Sleeve Retainer
8. Reaction Plunger
9. Sleeve
10. Seal
11. Spool Spring
12. Regulator Spool
J3-16
13. Lower Spring Seat

14. Regulator Spring
15. Upper Spring Seat
16. Plunger
17. Sleeve
18. O-Ring
19. Shuttle Valve (Dual
Relay Valve only)
20. Capscrew
21. Backup Ring
22. O-Ring
23. Backup Ring
24. O-Ring
10. Remove the spools (12), reaction plungers (8) and

spool return springs (11). Keep parts separate so
they may be installed in the same spool from which
they were removed.
11. Remove and discard the packing (4) from the
counterbore in the base of the valve body.
12. Turn the valve on its side on the work bench and
remove the sleeves (9) from the valve body.
13. Remove seal (10), O-rings (22 & 24), and backup
rings (21 & 23) and discard.
14. Remove spring seats (13 & 15) and springs (3 &
14).
15. For dual relay valve; remove shuttle valves (19)
from manifold body (1).
J03020 10/01

2. Apply a light film of hydraulic oil to plungers (16,
Figure 3-11) and insert in sleeves (17). Sleeves
must slide smoothly and freely in sleeve bores. If
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 into bore of sleeves (9). Spools must slide
smoothly and freely in sleeve bores. If parts do
not slide smoothly or excessive wear is apparent,
replace both the sleeve and spool.
4. Inspect each spring carefully for cracks or breaks.
Any spring with a crack or break must be replaced. If the valve was not reaching proper regulated pressure, replace the regulator springs.
5. Lubricate all parts with a thin coat of clean hydraulic oil. Take care to keep components protected
from contamination.
6. All seals (packing, O-rings, backup rings) should
be removed and replaced with new parts when
the valve is assembled.
Assembly
1. Install sleeves (17, Figure 3-11) in bores in top of
valve body (2).
2. Install plungers (16) in sleeves as shown in Figure
3-11.
3. Apply film of oil to O-rings (18) and position in
grooves on top of valve body.
4. Position manifold body (1) on valve body, aligning
marks made during disassembly.
5. Secure manifold to valve body with two socket
head capscrews (20). Only finger tighten capscrews.
6. Insert springs (3) in bores. Preassemble upper
spring seat (15), spring (14) and lower spring seat
(13). Insert assembly into bore from bottom of
valve. Be certain upper spring seat is positioned
against plunger (16). Repeat for other bore.
7. Install sleeve packing seal (10). Refer to Detail A
and B, Figure 3-11 and install O-rings (22 & 24)
and backup rings (21 & 23) in the sleeve (9)
grooves.
8. Apply a light film of oil to sleeve seals. Carefully
push sleeves (9) into their respective bores in the
valve body until flange at base of sleeves contact
valve body.
J03020 10/01
9. Preassemble regulator spool (12) as follows:

a. Insert spool springs (11) into spool bore.
b. Insert reaction plungers (8) into spool bores
and springs.
10. Install regulator spool assemblies into their respective sleeve bores. The spherical end must be
inserted toward the spring seat. Push into bore
until contact is made with lower spring seat.
11. Install sleeve retainer plug packing (4) in valve
body.
12. Check to be certain spring seats (13 & 15) are
properly positioned into the regulator springs (14)
and the reaction plunger (8) slides smoothly in its
bore. Install retaining plug (5) in valve body counterbore.
13. Position sleeve retainer (6) on valve body. Install
the four capscrews and washers (7), tightening
capscrews evenly to properly seat plug (5) in
counterbore. Tighten capscrews to 1.61 - 1.72
kg.m (140 - 150 in. lbs.) final torque.
14. Tighten the two capscrews (20) holding the manifold body (1) to the valve body (2) to 2.07 - 2.19
kg.m (180 - 190 in. lbs.) torque.
15. Install shuttle valves (19 - dual relay valve only)
16. Install plugs as required in manifold body ports.
Tighten the larger (#8 SAE) plugs to 3.17 - 3.46
kg.m (275 - 300 in. lbs.) torque. Tighten the
smaller (#4 SAE) plugs installed in the TC1 and
TC2 ports to 1.04 - 1.15 kg.m (90 - 100 in. lbs.)
torque.
.
J3-17
VALVE TEST AND ADJUSTMENT

The following parts and test equipment will be required
to completely bench test the dual relay valve. The
differential pressure switch can be calibrated and its
operation tested.
Pressure gauges (4), 0-to-350 kg/cm2 (0-to5000 psi).
Hydraulic pressure supply, regulated to 193
kg/cm2 (2750 psi).
Hydraulic test stand, Refer to Figure 3-12.
Hose fittings for valve ports:

Port PX: ..................... 7/16 in.,#4 SAE O-ring.
Ports B1 and B2: .... 3/4 in., #8 SAE O-ring.
Port T:.................. 1 1/16 in., #12 SAE O-ring.
Ohmmeter or continuity tester
NOTE: It is possible to check the pressures with the
relay valves 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 3-12. 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)
J3-18
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. Shut-off Valves
14. Simulated Brake Volume
15. Relief Valve
J03020 10/01
Test Set Up Procedure

1. Setup valve on test stand as shown in Figure 3-12.
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 211 kg/cm2
(3,000 psi) minimum.
Connect all ports. The connections should be
according to the diagram shown in Figure 3-12.
All ports must be used and connected.
All ports must be used. Relieve pressure before

disconnecting hydraulic and other lines. Tighten
all connections before applying pressure.
immediately.
6. Start hydraulic pump and regulate output pressure
to 193 kg/cm2 (2750 psi) at pressure gauge (3).
Pressure gauges (9 & 10) should read zero.
7. Adjust pressure regulator (4) to set pilot supply
pressure to 2100 psi (16,545 kPa) on gauge (7).
8. Return line pressure during this test is not to
exceed 0 psi (0 kPa).
9. Test the valve with ISO 32 grade oil or hydraulic
oil meeting specifications listed in Section P at
120 10 F (49 3 C).
Brake Valve Output Pressure Adjustment

1. With pump operating and supply and pilot pressure adjusted as described in setup instructions,
inspect valve for leakage.
2. With 147.6 kg/cm2 (2100 psi) pilot pressure applied, verify the following regulated output pressures:
B1 port gauge (10) reads:
147.6 5.3 kg/cm2 (2100 75 psi)
B2 port gauge (9) reads:
147.6 5.3 kg/cm2 (2100 75 psi)
3. Close the pilot supply needle valve (5) and open
the pilot pressure release needle valve (6) to
bleed pressure back to the reservoir.
Pilot pressure gauge (7) should drop to 0 psi
(0 kPa).
Regulated output pressure lines B1 and
B2 should drop to 0 psi (0 kPa) on gauges
(10) and (9) respectively.
4. Repeat steps 2 and 3 approximately 50 times to
cycle valve from minimum to maximum apply
pressure.
5. Verify output pressure remains within specification. If not, the valve must be rebuilt.
6. While observing pilot pressure gauge (7) and
regulated output pressure gauges (9 & 10), apply
pilot pressure slowly and steadily until 147.6
kg/cm2 (2100 psi) (maximum) pilot pressure is
obtained.
Pilot pressure and regulated output pressure
must track within 3.5 kg/cm2 (50 psi) after the
pilot pressure reaches 7.0 kg/cm2 (100 psi).
7. Reduce pilot pressure to 0 psi (0 kPa). Apply 147.6
kg/cm2 (2100 psi) pilot pressure as quickly as
possible.
Regulated output pressure must increase to
147.6 5.3 kg/cm2 (2100 75 psi) within 1.0
second after pressure is applied to pilot line.
8. Check 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 147.6 5.3 kg/cm2 (2100 75 psi) pilot
pressure applied, leakage must not exceed
150 cc/minute.
Be certain all hydraulic pressure has been released prior to disconnecting hoses and valve.
9. Remove hoses from valve and remove valve from
test stand.
J03020 10/01
J3-19
HYDRAULIC BRAKE ACCUMULATORS

Two, identical accumulators are located above the
brake manifold in the hydraullic components cabinet.
The left accumulator supplies the pressure necessary
for actuation of the rear service brakes. The right
accumulator supplies pressure to activate the front
service brakes.
Accumulators maintain high pressure. DO NOT

disconnect any hydraulic line from the accumulators or brake system until all hydraulic pressure
has been manually drained from accumulators.
Open manual drain valves located on the brake
manifold in the brake cabinet to drain pressurized
oil. The manual bleeddown valve for the front accumulator is identified as NV1. The manual
bleeddown valve for the rear accumulator is identified as NV2.
Brake Accumulator Bleed Down Procedure

The brake accumulators can be bled down by rotating
the manual bleeddown valves (NV1 and NV2) counterclockwise. The valves are located on the brake
manifold in the hydraulic components cabinet.
1. Turn bleeddown valve knobs, (7 & 8, Figure 3-13)
counterclockwise to open valves.
2. Confirm accumulators are bled down by applying
the Brake Lock switch (key switch On, engine
shut down) and applying service brake pedal. The
service brake light should not come on - the low
brake pressure light should illuminate.
3. Close the bleeddown valves by rotating the knobs
clockwise.
FIGURE 3-13. BRAKE ACCUMULATORS

1. Rear Brake Accumulator 5. Mounting Strap
2. Pressure Switch
6. Capscrews, Washers &
3. Charging Valve
Nuts
4. Front Brake Accumulator 7. Bleeddown Valve (Front)
8. Bleeddown Valve (Rear)
J3-20
J03020 10/01
BRAKE ACCUMULATOR CHARGING

PROCEDURE
Do not loosen or disconnect any hydraulic line or

component until engine is stopped and key switch
has been Off for at least 90 seconds and the brake
accumulators have been manually bled down.
Pure dry nitrogen is the only gas approved for use
in the brake accumulators. The accidental charging of oxygen or any other gas in this compartment
may cause an explosion. Be sure pure dry nitrogen
gas is being used to charge the accumulators.
When charging or discharging the nitrogen gas in
the accumulators, be sure the warning labels are
observed and the instructions regarding the
charging valve are carefully read and understood.
1. With engine shut down and key switch in the OFF
position, allow at least 90 seconds for steering
accumulators to bleed down. Turn steering wheel
to be certain no oil remains in accumulators.
2. Open the bleed valves (7 & 8, Figure 3-13) located
on the brake manifold in the hydraulic components cabinet to completely bleed the pressure
from brake system accumulators. Remove charging valve cap (1, Figure 3-14).
If nitrogen pressure is present in the accumulators, make certain only the small swivel hex nut is
turned during the next step. Turning the complete
valve assembly may result in the valve assembly
being forced out of the accumulator by the nitrogen pressure inside.
1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
5. Rubber Washer
6. Valve Body
7. O-ring
8. Valve Stem
9. O-ring
FIGURE 3-14. CHARGING VALVE

6. Connect the nitrogen charging kit to the charging
valves. Open the regulator and charge the accumulators simultaneously to 98.6 kg/cm2 (1400
psi).
NOTE: When charging the accumulators, allow adequate time for the system to fully charge. Insure all oil
has returned from the accumulators to the hydraulic
tank.
7. Shut off charging kit and check pressure gauge
reading. If gauge does not maintain 98.6 kg/cm2
(1400 psi) continue charging procedure until
pressure is stabilized.
8. Remove the charging kit and tighten small hex nut
on charging valve to 0.55 kg.m (4 ft.lbs.) torque.
NOTE: If a new charging valve was installed, the valve
stem must be seated as follows:
a. Tighten small hex swivel nut to 1.45 kg.m (10.5
ft.lbs.) torque.
b. Loosen swivel nut.
c. Retighten swivel nut to 1.45 kg.m (10.5 ft.lbs.)
torque.
d. Again, loosen swivel nut.
3. Turn small swivel hex nut (4) three complete turns

counterclockwise.
4. Depress the valve stem and hold down until all
nitrogen has been released.
5. If a loss in nitrogen pressure is the reason for
recharging, inspect the charging valve and accumulator for damage. Replace or repair items as
necessary before recharging.
J03020 10/01
e. Finally, tighten swivel nut to 0.55 kg.m (4

ft.lbs.) torque.
9. Install charging valve cap (1) and tighten finger
tight. Install charging valve guard and tighten
capscrews to 3.5 kg.m (25 ft.lbs.) torque.
10. Close brake accumulator bleed valves.
11. Operate truck and check brake system operation.
J3-21
BRAKE ACCUMULATOR REBUILD

Removal
1. Place the range selector in NEUTRAL. Turn key
switch OFF to shut down engine and allow at least
90 seconds to allow steering accumulator oil to
drain back to tank.
2. Open Needle valves (7 & 8, Figure 3-13) on brake
manifold and allow brake system accumulators to
bleed completely.
3. Remove charging valve cap. Loosen small hex on
charging valve (3) three complete turns. Depress
the valve core until all nitrogen pressure has been
relieved.
Make certain 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 protective face mask when discharging nitrogen gas.
Disassembly
1. Be certain all nitrogn has been discharged.
Remove charging valve (2, Figure 3-16) and pressure switch (2).
2. Remove gland (1). Figure 3-15 illustrates a tool
that can be fabricated locally to aid in gland
removal and installation.
3. Remove plugs (11). Using a round rod, push
piston (8) out of accumulator.

1. Clean parts using fresh cleaning solvent, lint free
wiping cloth and filtered compressed air. All parts
must be absolutely free of any foreign matter
larger than 3 microns.
2. Check piston (8, Figure 3-16) for damage. If
scored or otherwise damaged, replace with a new
part.
3. Minor defects in the housing may be corrected by
honing.
a. Measure the bore at several places along the
length of the housing. Make two measurements 90 apart at each point to verify the tube
is not out-of-round.
4. Remove oil lines from bottom of the accumulator.

Plug all hoses and openings to prevent possible
contamination of the system.
5. Remove the mounting strap capscrews, washers,
and nuts (6) and remove the mounting straps (5).
6. Remove the accumulator and move to a clean
work area for disassembly.
Installation
1. Lift accumulator into position in the mounting
straps.
2. Secure the accumulator using mounting straps (5,
Figure 3-13), capscrews, lockwashers and nuts.
Do not overtighten nuts, as this could distort the
accumulator.
3. Reconnect oil lines to the bottom of the accumulator.
4. Precharge both accumulators with pure dry nitrogen as outlined in Brake Accumulator Charging
Procedure.
FIGURE 3-15. GLAND REMOVAL TOOL
(Fabricate Locally)
J3-22
J03020 10/01
b. Verify housing I.D. does not exceed 152 mm

(5.999 in.).
c. Check dimensions frequently during honing
operation to prevent removal of too much material. Do not hone gland seal area.
4. If housing defects can not be removed within the
above limits, replace the housing.
Repair of the housing by welding, machining or

plating to salvage a worn area is NOT APPROVED.
These procedures may weaken the housing and
result in serious injury to personnel when pressurized.
5. Clean parts thoroughly to remove abrasive residue after honing.
Assembly
Assemble the accumulators in a dust and lint free

area. Maintain complete cleanliness during assembly to prevent possible contamination.
1. Install a new seal (10, Figure 3-16) on piston.
Install new bearings (9). Coat seal and bearings
with a small amount of petroleum jelly.
2. Install the piston with the concave side toward gas
end (gland end) of accumulator cylinder housing
(7). Push the piston to the center of of the housing.
3. Install new O-ring (5) and backup ring (6) on gland
(1). Coat seals with a small quantity of type C-4
hydraulic oil.
4. Install gland and tighten to 76 kg.m (550 ft. lbs.)
torque using tool as shown in Figure 3-15.
5. Install charging valve (2) with new O-ring. Tighten
charging valve large hex nut to 2.3 kg.m (16.5
ft.lbs.) torque.
6. Install pressure switch. Install pressure test fittings
in bottom of housing. (Refer to Testing instructions which follow.)
J03020 10/01
FIGURE 3-16. BRAKE ACCUMULATOR

ASSEMBLY
1. Gland
2. Charging Valve
3. Pressure Switch
4. O-Ring
5. O-Ring
6. Backup Ring
7. Tube
8. Piston
9. Bearing
10. T Ring Seal
11. Plug
J3-23
TESTING
To carry out the testing required, it will be necessary
to check for internal and external leaks at high pressure. A source of 350 kg/cm2 (5000 psi) hydraulic
pressure and nitrogen pressure of 98.6 kg/cm2 (1400
psi) will be required. A small water tank with the
necessary safety guards in place will be necessary for
a portion of the test.
Do not stand near gland during test procedure. A

box enclosure made of heavy steel plate is recommended to contain the accumulator during oil
pressurization test.
1. Fill each end of the accumulator with approximately 8 liters (9 quarts) of clean type C-4 hydraulic oil. Install an adaptor on the oil end to connect
to hydraulic power source. Plug remaining ports.
a. Apply 350 kg/cm2 (5000 psi) oil pressure.
b. Verify no external leakage exists.
c. Verify no structural damage occurs.
2. Release pressure and remove oil side fitting.
3. Drain oil. Leave port open.
4. Pressurize gas end of accumulator with approximately 7.0 kg/cm2 (100 psi) nitrogen pressure to
move piston to bottom of housing.
5. Submerge oil end of assembly in water.
J3-24
6. Apply 98.6 kg/cm2 (1400 psi) nitrogen pressure to

gas end and observe for 20 minutes. No leakage
(bubbles) is permitted.
7. Release nitrogen pressure and remove assembly
from water.
8. Drain any remaining oil or water.
9. If the accumulator is to be placed in storage, add
0.5 liters (1 pint) of rust preventive oil in the
nitrogen side of the accumulator. Add 0.3 liters
(0.5 pint) in the oil side. If the accumulator will be
used immediately, type C-4 hydraulic oil may be
used instead of rust preventive oil. Plug all open
ports.
10. Verify all warning and caution labels are attached and legible (Refer to parts book if replacements are required).
STORAGE
If the accumulator is to be placed in storage, it is
recommended the assembly be stored in a vertical
position.
If the assembly is not stored vertically, the seals may
deform slightly over a period of time and may not seal
properly until the accumulator is exposed to warm oil
and exercised.
J03020 10/01
BRAKE COOLING VALVE (BCV)

When the brakes are not applied, the brake cooling
valve (Figure 3-18) bypasses part of the brake cooling
oil to reduce the power loss when traveling. This is
accomplished through activation of the main spool
valve (4) by switching the solenoid valve (3) "ON" or
"OFF".
The 530M utilizes two brake cooling valves. The BCV
located on the front of the hydraulic tank support
bracket directs oil to the front brakes. The BCV positioned inside the same support bracket (with oil return
lines coming from the hoist valve), is for the rear
brakes.
If any abnormal pressure is generated in the hydraulic
circuit, the pilot relief is actuated. This relief is adjusted
to 9.0 0.5 kg/cm2 (128 7 psi). One full turn of the
adjusting screw will change the pressure 2.36 kg/cm2
(34 psi). This pilot relief valve will actuate the main
relief valve, acting as an unloader valve.
Specifications: SAE 10W oil . . . . . . @ 50C 10C
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . (122 F 50 F)
Solenoid Valve Off:
Cracking Pressure: . . 9.0 0.5 kg/cm2 @ 1 - 2 l/min.
. . . . . . . . . . . . . . . . . . . (128 7.1 psi @ .3 - .5 gpm)
Reseat Pressure (Min.) . . . . 8.0 kg/cm2 @ 1 - 2 l/min
. . . . . . . . . . . . . . . . . . . . . . . (114 psi @ .3 - .5 gpm)
Oil Leakage (Max.) . . . . . . 800 cc/min @ 6 kg/cm2
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (85 psi)
FIGURE 3-18. BRAKE COOLING VALVE (BCV)
FIGURE 3-17 BCV SCHEMATIC

1. Main Spool Valve
2. Pilot Relief Valve
3. Solenoid Valve
J03020 10/01
1. Pilot Relief Valve

2. Valve Body
3. Solenoid Valve
4. Main Valve Spool
5. Restrictor Plate
A: Pilot Port
B: Pilot Port
C: Main Return to Tank
D: Pilot Port
E: From Pump
F: To Tank
A: Pilot Port
B: Pilot Port
C: Main Return to Tank
D: Pilot Port
E: From Pump
F: To Tank
J3-25
RETARDER CONTROL LEVER (STEERING COLUMN-MOUNTED)

Due to wear, the Retarder Control Lever assembly (4,
Figure 3-19) may occaionally require adjustment or
repair.
Lever Assembly Removal
Adjustment of the lever assembly or replacement of
the potentiometer requires removal of the assembly
from the steering column.
1. In the operator cab, remove the capscrews (1,
Figure 3-19) and lockwashers (2) from steering
column (3).
2. Disconnect harness connecter (5) from lever assembly (4).
Lever Assembly Installation

1. Connect harness connecter (5, Figure 3-19) to
lever assembly (4).
Install lever assembly to steering column (3).
2. Install capscrews (1) and lockwashers (2). Tighten
socket head capscrews to 36 in. lbs. (4.1 N.m)
torque.
FIGURE 3-19. COLUMN-MOUNTED RETARDER CONTROL LEVER

1. Capscrew, Socket Hd. 6. Capscrew, Socket Hd.
2. Lockwasher
7. Lockwasher
3. Steering Column Assy. 8. Potentiometer (Switch Assy.)
4. Retarder Control Assy. 9. Locknut
5. Harness Connector
10. Washer, Tanged
J3-26
11. Spring, Disc

12. Washer,
Internal Tang
13. Bracket
14. Shaft *, Handle
15. Set Screw, Sckt. Hd.

16. Shaft *, Internal
17. Lever
18. Handle
* See IMPORTANT note
next page.
J03020 10/01
Disassembly and Adjustment

1. Remove the capscrews (6, Figure 3-19) and lockwashers (7) from lever assembly.
2. Remove potentiometer (8).
3. Bend tangs on washer (10) away from slots in
locknut (9).
a. If the complete retarder lever assembly is to be
disassembled, loosen and remove locknut (9),
along with tang washer (10), spring (11), and
washer (12). Remove the handle and shaft
assembly (14 - 18).
Wash parts in clean solvent and inspect for
excessive wear, burrs, or scratches.
Replace defective parts.
b. If the lever assembly only requires adjustment,
loosen or tighten locknut (9) as follows:
The lever assembly should be adjusted such
that the frictional forces will hold the lever firmly
in the position 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.
3.2 kg (7 lbs.) of force at the tip of the handle
should cause the shaft to rotate. The position
of the lever should remain stationary without
moving down from its own weight or due to the
machine vibrations during truck operation.
When the desired adjustment is obtained, bend
tang on washer (10) into slot on locknut (9).
Assembly
1. If handle (18, Figure 3-19) or lever (17) has been
removed from shaft (16), assemble as follows:
a. Apply Loctite #271 to lever (17) and install
lever fully into shaft (16).
b. Apply Loctite #271 to opposite end of lever
(17) and install handle (18) onto lever.
Hand Tighten Only!
2. Inspect the shaft bore and interior friction faces of
bracket (13) and remove any scratches or burrs,
or replace bracket.
Lightly lubricate the surfaces with a Multi-Purpose
EP NLGI Consistency #2 grease.
3. Insert the lever, handle, and shaft assembly into
bracket (13), and install washer (12), new spring
(11) [with the outer spring diameter against
washer (12)], tang washer (10), and locknut (9)
onto shaft (14).
4. Tighten and secure locknut (9) as described in
step 3.b. "Disassembly and Adjustment".
5. Move lever to the "UP" position as far as travel
permits. Align slot in potentiometer (8) with key
on shaft (14) and rotate pot until capscrew holes
line up with bracket.
Install washers (7) and capscrews (6) to secure
pot to bracket.
Tighten the socket head capscrews to 36 in. lbs.
(4.1 N.m) torque.
6. Install lever assembly to steering column.
Potentiometer Check
The potentiometer (8, Figure 3-19) is spring-loaded to
the "OFF" position. With the switch assembly removed
from the lever assembly, make the following checks:
1. Rotate the "pot" clockwise to full "ON" and release. Be sure that the spring returns the "pot" to
the "OFF" position.
2. Using a reliable volt-ohm meter, 0 ohms should
be read in the "OFF" position.
3. Rotate the "pot" clockwise to full "ON" and hold.
2500 500 ohms should be recorded.
Replace the potentiometer if it does not meet
these specifications.
Shafts 14 & 16, Figure 3-19, are loctited together at

factory assembly when timed to potentiometer (8).
If potentiometer (8) requires replacement, the complete retarder lever assembly should be replaced.
J03020 10/01
J3-27
NOTES
J3-28
J03020 10/01
BRAKE CIRCUIT CHECKOUT PROCEDURE

The brake circuit hydraulic pressure is supplied from
the steering circuit at the bleed down manifold. Some
brake system problems, such as spongy brakes, slow
brake release, or abnormal operation of the Low
Brake Pressure warning light can sometimes be
traced to internal leakage of brake components. If
internal leakage is suspected, refer to Brake Circuit
Component Leakage Test.
See page 3 regarding modification kits released to

update early model trucks.
NOTE: If internal leakage within the steering circuit is
excessive, this also may contribute to problems within
the brake circuit. Be certain that steering circuit leakage is not excessive before troubleshooting brake
circuit. For Steering Circuit Test Procedure, refer to
Section L, Hydraulic System.
FIGURE 4-1. HYDRAULIC COMPONENTS CABINET

(Brake System Components Only)
2. Charging Valve
4. Relay Valve (Front)
5. Emergency/Auto Apply Press. Sw.
6. Shuttle Valve (Front Relay Valve)
7. Front Brake Cutout Valve
8. Pressure Reducing Valve (PR)
9. Shuttle Valve (Rear Relay Valve)
J04021 6/01
10. Park Brake Press. Switch

11. Low Brake Pressure Switch
12. Front Brake Press. Test Port
13. PK2 Press. Test Port
14. Brake Manifold
15. LAP1 Pressure Test Port
16. RR Brake Press. Test Port
Brake Circuit Checkout
17. LR Brake Pressure Test Port

18. Rear Brake Press. Sensors
19. Relay Valve (Rear)
20. LR PPC Outlet Test Port
21. RR PPC Outlet Test Port
22. PPC Valve Assembly
23. PPC Supply Press. Test Port
24. PPC ON/OFF Solenoid
J4-1
The steering circuit can be isolated from the brake

circuit by removing the brake supply line from the
bleeddown manifold. Plug the brake supply line and
cap the port in the bleeddown manifold. (see WARNING below)

test gauges, ALWAYS bleed down hydraulic steering and brake accumulators.
sufficient force to enter a persons 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.
The steering accumulator will bleed down with engine

shut down; turning the key switch Off, and waiting 90
seconds. Confirm the steering pressure is released by
turning the steering wheel - No front wheel movement
should occur. Open both bleed down valves on brake
manifold to bleed down both brake accumulators.

wheels are blocked to prevent possible rollaway.
FIGURE 4-2. BRAKE MANIFOLD
J4-2
6/01 J04021
System Modifications
BRAKE CIRCUIT ABBREVIATIONS
Komatsu Engineering has released several modification kits to upgrade the service brake and retarder
system to conform to the latest system design. The
following checkout procedure and component location
descriptions assume the kits and RCM listed below
have been installed on the truck.
Orifice Kit, P/N MK4115:
This modifications requires installation of an orifice
(0.023 in. diameter) in the PP3 port of the brake
manifold. The orifice prevents variations in pressures,
which can cause nuisance error codes to occur in the
electronic monitoring system.
PPC Solenoid & Diagnostic Coupler Kit:
P/N MK4101: *Without RCM Controller
AA
Automatic Apply Pressure
AF1
Accumulator, Front Brake
AF2
Plugged
AF3
Plugged
AR1
Accumulator, Rear Brake
AR2
Plugged
AR3
Plugged
BL
Plugged
CP1
CV1, CV2,
CV3
Flow Direction Plug (See Note 1)

Check Valve
HS
High Pressure Shuttle Valve
LS
Low Pressure Shuttle Valve
P/N MK4125: With EJ0329 RCM Controller

for trucks equipped with ASR.
P/N MK4127: With EJ0333 RCM Controller
for trucks without ASR.
LAP1
Pressure Test Port, Low Accumulator

Pressure
LAP2
Low Brake Pressure Switch N.C., 1850

75 psi (12.76 MPa)
NV1
Front Accumulator Manual Drain Valve
This modification requires installation of a solenoid

valve in the supply line to the PPC valves. When used
with a new brake controller (RCM) the solenoid will be
energized to cut the supply of oil to the PPC valves
when no retard is requested by the operator. In addition the solenoid is energized to cut the oil supply to
the PPC valves when there is no command for ASR
(traction aid) controlled braking if the truck is equipped
with the optional ASR system.
NV2
Rear Accumulator Manual Drain Valve
PK1
Park Brake Release Pressure
PK2
Park Brake Pressure Test Port
PK3
Park Brake Pressure Switch N.C.,

1250 psi (8.62 MPa)
PP3
Brake Lock Apply Pressure
PPC
Proportional Pressure Control Valve
This modification ensures the PPC output pressure to

the relay valve will be as low as possible to prevent the
brakes from dragging.
This kit also contains the required piping to install
diagnostic couplers in the PPC supply line, and left and
right PPC output lines for troubleshooting convenience.
*NOTE: If kit MK4101 (without the RCM Controller) is
installed, the original Controller must be reprogrammed to be compatible with the new components.
If the required equipment for reprogramming is not
available, refer to the local Komatsu Distributor for
information concerning factory exchange units with the
proper software installed.
J04021 6/01
PR
Brake Lock Pressure Regulator 2000

psi (13.79 MPa)
PS
Automatic Apply Valve 1650 psi (11.38

MPa)
SP1
Supply Oil Inlet
SP2
Plugged
SP3
Supply to PPC ON/OFF Solenoid and

PPC Valves
SP4
Plugged
SV1
Brake Lock Solenoid
SV2
Park Brake Solenoid
T1
Return To Tank
T2
Return to Tank From Front Brake

Cutout Valve
T3
Return to Tank From PPC Valves
J4-3
EQUIPMENT REQUIRED
Preparation
Included at the end of the checkout procedure are data

sheets to record the information observed during the
hydraulic brake system checkout procedure. The data
sheets can be removed, copied, and used during the
checkout procedure.
Prior to checking the brake system, the hydraulic

steering system must be operating properly, have
correct accumulator precharge and be up to normal
operating temperatures. Refer to Section L, Hydraulic
System, for steering system operation troubleshooting procedures and specifications.
* Steps indicated in this manner should be recorded

on the data sheet for reference.
Be certain brakes have been properly bled to remove

trapped air. Refer to Wet Disc Brake Bleeding Procedure in this Section. Also, make certain the parking
brake and slack adjusters are properly adjusted. Refer
to Parking Brake in this section.
The following equipment will be necessary to properly

check-out the hydraulic brake circuit:
Hydraulic brake schematic, refer to Section
R, this manual.
Calibrated pressure gauges:
Four, 0 - 3000 psi (0 - 21 MPa) range.
One, 0 - 5000 psi (35 MPa) range.
One hose long enough to reach from brake
cabinet to the inside of the operators cab for
each gauge.
Accumulator charging kit with gauges and dry
nitrogen.
NOTE: A gas intensifier pump will be required, if using
T type nitrogen bottles.
1. Apply the parking brake (3, Figure 4-3), put the

range selector switch (2) in NEUTRAL, turn the
key switch OFF to shut down the engine, and
allow approximately 90 seconds for the steering
accumulators to bleed down. Confirm the steering
pressure is released by turning the steering wheel
- no movement should occur. Block the truck
wheels.
2. Open each brake accumulator bleeddown valve
(4 & 6, Figure 4-5) and precharge both brake
manifold accumulators (1 & 3, Figure 4-4) to 1400
psi (9.65 MPa). Allow gas temperature to approach ambient temperature before completing
precharge process.
* Record on data sheet.
NOTE: For best performance, charge accumulators in
the ambient conditions in which the machine will be
operating.
FIGURE 4-3. CONSOLE CONTROLS

1. Center Console
2. Range Selector
J4-4
3. Park Brake Switch

4. Brake Lock Switch
6/01 J04021
FIGURE 4-4. BRAKE ACCUMULATORS

1. Rear Brake Accumulator 3. Front Brake Accumulator
2. Charging Valve
3. Close both accumulator bleeddown valves.

4. Refer to Figure 4-5 for pressure test diagnostic
coupler locations in the hydraulic components
cabinet. Install a 3000 psi (21 MPa) pressure
gauge at each of the following:
Front brake test port (2).
FIGURE 4-5. PRESSURE TEST PORTS

1. Brake Manifold
2. Front Brake Pressure Test Port
3. PK2 Pressure Test Port
4. Front Brake Accumulator Bleeddown Valve
6. Rear Brake Accumulator Bleeddown Valve
7. Left Rear Brake Pressure Test Port
8. Right Rear Brake Pressure Test Port
Left rear brake test port (7).

Right rear brake test port (8).
Park brake release pressure port PK2 (3).
Install a 5000 psi (35 MPa) gauge in the Low
accumulator pressure test port LAP1" (5).
5. Apply park brake (3, Figure 4-3). Release brake
lock (4).
6. Start engine and observe rising brake pressures
as system charges.
Front brakes should release between 1350
psi (9.31 MPa) and 1650 psi (11.38 MPa)
Rear brakes should release at approximately
1650 psi (11.38 MPa).
J04021 6/01
J4-5
BRAKE SYSTEM CHECKOUT

NOTE: Unless otherwise specified, perform the following checks with engine running, park brake ON, brake
lock released, and (optional) Slippery Road switch
OFF (dry road position).
1. Apply brake lock. Turn the parking brake switch
to the OFF position:
Verify park brake indicator lamp (2, Figure 46) is off.
Verify park brake pressure (PK2 gauge) is
2750 50 psi (18.96 MPa).
FIGURE 4-7. AUXILIARY BRAKE SWITCH

1. Key Switch
2. Auxiliary Brake Switch
Front brake pressure reads 2100 75 psi
(14.48 0.5 MPa).
Rear brake pressure reads 2100 75 psi
(14.48 0.5 MPa).
Both pressures must remain above their minimum values for a minimum of 20 seconds.
5. Release pedal, assure that each circuits pressure
returns to zero within 2 seconds.
NOTE: Steps 6, 7, & 8 apply only to trucks equipped
with the optional Slippery Road switch.
6. Move the Slippery Road switch to the ON (slippery
road) position.
FIGURE 4-6. LH INDICATOR PANEL

1. Indicator Lamp Panel
2. Park Brake Indicator

Lamp
2. Cycle park brake several times to assure crisp

application and release of oil pressure when
switch is ON. With the park brake switch OFF,
apply the auxiliary (emergency) brake switch (2,
Figure 4-7):
Verify auxiliary brake switch actuates the
parking brake (zero pressure at PK2 gauge).
Verify service brakes apply. Record front
brake, left rear, and right rear brake pressures.
3. Place parking brake switch in the ON position,
auxiliary brake switch OFF, and release the brake
lock.
4. Quickly and completely depress pedal. Verify that
within 1 second after brake is applied:
J4-6
7. Quickly and completely depress brake pedal.

Verify that within 1 second after brake is applied:
Rear brake pressure reads 2100 75 psi
(14.48 0.5 MPa).
Front brake pressure should be zero.
8. Release the brake pedal. Rear brake pressure
should return to zero within 2 seconds.
9. Apply brake lock and read front and rear brake
pressure:
Rear brake pressure should be 2000 psi
(13.79 MPa)
Front brake pressure should be zero.
10. Cycle brake lock several times to assure crisp shift
of solenoid valve and release of oil pressure.
Verify stop lights illuminate when brake lock is ON.
6/01 J04021
Failure Modes Check-Out

11. Allow the engine to run until the low brake accumulator pressure (LAP1 gauge) stabilizes at or
above 2700 psi (18.62 MPa).
12. Shut down the engine and allow the steering
accumulators to bleed down completely. Install a
jumper wire across the steering pressure switch
terminals (bottom of rear steering accumulator).
13. Turn the key switch ON. After two minutes, record
the low accumulator pressure:
If LAP1 pressure is below 2100 psi (14.48
MPa), system leakage is excessive and
must be repaired.
14. Slowly crack open the front brake accumulator
bleeddown valve, NV1 (4, Figure 4-8) while observing the LAP1 pressure gauge:
The low brake pressure lamp and buzzer
must actuate at 1850 75 psi (12.76 0.52
MPa).
Brake pressures should begin to rise (autoapply) when LAP1 pressure reaches 1650
100 psi (11.38 0.69 MPa).
The brake lights and retard lights should turn

on at approximately 1000 psi (6.90 MPa).
15. Close the front brake accumulator bleeddown
valve (NV1).
16. Start the engine and allow the engine to run until
the low brake accumulator pressure (LAP1 gauge)
stabilizes at or above 2700 psi. (18.62 MPa).
accumulators to bleed down completely. Turn the
key switch ON.
18. Slowly crack open the rear brake accumulator
bleeddown valve, NV2 (6, Figure 4-8) while observing the LAP1 pressure gauge:
Verify the low brake pressure warning lamp
and buzzer, and auto-apply set points are
within 100 psi (0.69 MPa) of those recorded
in step 14.
19. Close the rear accumulator bleeddown valve
(NV2). Remove the steering pressure switch
jumper installed in step 12.
stabilizes at or above 2700 psi (18.62 MPa).
21. Shut down the engine but do not turn the key
switch off. Do not allow the steering accumulators
to bleed down.
22. Make repeated slow, complete brake pedal applications every 15 seconds until Low Brake Accumulator pressure warning comes on.
Record the number of brake applications prior
to the Low Brake Accumulator pressure warning. (Low Brake Accumulator pressure warning must not occur before the sixth brake
application.)
23. Open the brake accumulator bleeddown valves
(NV1, NV2) and bleed the entire brake system.
FIGURE 4-8. ACCUMULATOR BLEEDDOWN

VALVES
1. Brake Manifold
2. Front Brake Pressure Test Port
3. PK2 Pressure Test Port
4. Front Brake Accumulator Bleeddown Valve (NV1)
6. Rear Brake Accumulator Bleeddown Valve (NV2)
7. Left Rear Brake Pressure Test Port
J04021 6/01
J4-7
stabilizes at or above 2700 psi (18.62 MPa).
26. Very slowly depress the brake pedal until the brake
pressure differential switch activates the Low
Brake Pressure lamp and buzzer.
Verify rear brake pressure gauges indicate
600 50 psi (4.14 0.35 MPa) when the
switch activates.
27. Shut down the engine and turn the key switch OFF.
Open the front and rear brake accumulator bleeddown valves (4 & 6, Figure 4-8) and bleed the
entire brake system.
28. Outside the brake cabinet, reconnect the P2
hose. Disconnect the P1 hose (3, Figure 4-9)
and plug the fitting on the cabinet. The hose must
remain vented to atmosphere.
FIGURE 4-9. BRAKE CABINET PORT
IDENTIFICATION
(Viewed from End of Cabinet)
1. PX: To Brake Valve
2. B1: To Rear Relay Valve (Rear Brake Apply Circuit)
3. P1: From Rear Brake Accumulator
4. P2: From Front Brake Accumulator
5. B2: To Front Relay Valve (Front Brake Apply Circuit)
6. Return to Hydraulic Tank
7. Brake System Supply From Bleeddown Manifold
8. Hoist Valve Control Circuit Ports
29. Very slowly depress the brake pedal until the brake
pressure differential switch activates the Central
Warning lamp and buzzer.
Verify front brake pressure gauge indicates
600 50 psi (4.14 0.35 MPa) when switch activates.
30. Shut down the engine and turn key switch OFF.
Allow steering accumulators to bleed down. Open
both brake accumulator bleeddown valves and
bleed entire brake system. Close valves after all
pressure is released.
31. Outside the hydraulic cabinet, reconnect the P1
hose.
24. Outside the hydraulic cabinet, disconnect the P2

hose (4, Figure 4-9). Plug the fitting on the hydraulic cabinet. The hose removed must not be
plugged - allow it to vent to atmosphere.
J4-8
6/01 J04021
RCM Calibration Check

1. Install calibrated 3000 psi (21 MPa) pressure
gauges at each of the following locations:
Left rear brake pressure test port (8, Fig. 4-10)
Right rear brake pressure test port (7)
Right rear brake pressure test port (4) on the
PPC valve outlet line.
Left rear brake pressure test port (5) on the
PPC valve outlet line.
2. Using the MOM display, select the BRAKE CONTROLLER menu, then select REAL TIME DATA
MENU. Use the FWD button to move forward to
the screen displaying real-time pressure and current.
3. While observing the AMT. OF RE. LE. OP line
on the MOM display, move the retard lever to
apply the % command values listed in the Prior
to Calibration table shown in Figure 4-15. Record
the current and pressure values specified in the
table.
Note: The first step in the chart in Figure 4-15 specifies
pressure readings to be recorded with the PPC
ON/OFF solenoid valve (3, Figure 4-10) and PPC
valve assemblies (1) disconnected.
Disconnect the electrical harness (2) on top of the PPC
valves and disconnect the solenoid for this step. For
the remainder of the test, reconnect the solenoid and
PPC valves.
4. When all data is collected, complete graphs for
the following:
PPC Valve performance, Figure 4-16.
Relay Valve performance, Figure 4-17.
Transducer performance, Figure 4-18.
5. After the above information is recorded, perform
the RCM Calibration procedure.
Note: Refer to RCM Calibration Procedure on the
following page for recalibration instructions and situations where recalibration is required.
J04021 6/01
FIGURE 4-10. PRESSURE TEST PORTS

1. PPC Valves
2. PPC Electrical Harness Connectors
3. PPC On/Off Solenoid Valve
4. PPC Outlet Port (Right Rear Brake)
5. PPC Outlet Port (Left Rear Brake)
6. Rear Brake Pressure Sensors
8. Left Rear Brake Pressure Test port
9. Brake Accumulator Bleeddown Valves.
10. PPC Supply Pressure Test Port.
J4-9
Preparation
RCM Calibration Procedure

RCM calibration must be performed after any of the
following components are repaired or replaced:
PPC Manifold Assembly
Rear Brake Relay Valve
Retard Control Lever Potentiometer
Brake Pressure Transducer
RCM Controller (also after re-programming)
Install calibrated 3000 psi (21 MPa) pressure gauges

at each of the following locations:
Left rear brake pressure test port (8, Figure 410)
Right rear brake pressure test port (7, Figure
4-10)
Right rear brake PPC outlet pressure test port
(4, Figure 4-11)
Left rear brake PPC outlet pressure port (3,
Figure 4-11)
In addition, the recalibration should be performed if a

problem in the system appears to be related to the PPC
valve, or the retarder lever.
The purpose of the recalibration is to modify the output
of the RCM to minimize brake application pressure
differences between the left and right rear brakes
initiated by the PPC valve assembly.
Due to tolerances in the PPC valves, there may be
occasions where the left hand and right hand valves
will produce non-equal brake output pressures for a
given command. The calibration procedure minimizes
the unequal output pressures by adjusting the retard
command to each individual valve.
In addition, the procedure will calibrate the RCM controller to the retard lever. Due to tolerances and adjustment of the retard lever, there may be cases where a
given retard lever cannot reach the high (100%) or low
(0%) extremes of its intended travel. The calibration
procedure will set the high and low points based on the
physical limits of the installed lever.
FIGURE 4-11. PPC VALVE PRESSURE TEST
PORTS
1. PPC Valve Assy.
2. Electrical Connector
J4-10
3. Left Brake PPC Port

4. Right Brake PPC Port
6/01 J04021
How to Perform Calibration

This procedure is rather simple, but must be followed
in the exact order as given. There is a 30 second
window after turning ignition key switch ON in which to
initiate the calibration routine, after which it can not be
activated. If the sequence below is not followed
closely, initiation will likely not occur.
1. Insure key switch (1, Figure 4-12) is OFF.
2. Activate the Auxiliary Brake switch (2) located on
the lower right of the instrument panel by pushing
the red knob forward into the dash.
FIGURE 4-13. RETARD LEVER POSITION
FIGURE 4-12. KEY SWITCH & AUXILIARY BRAKE

SWITCH
1. Key Switch
8. While the amber dash brake light is blinking, move

the retard handle to full apply (down) and back to
full release (up) four times. The lamp will now
blink at a slower rate of approximately 1 time per
second.
3. Put the Brake Lock switch

located on the center console in the applied (ON) position; the right hand portion
of the switch pushed inward.
4. Make sure brake pedal is fully released with no

brake pedal switch actuation.
5. Make sure the retard handle (Figure 4-13) is at the
OFF (no-apply) position, the lever in the fully
upward position, turned as far as possible
counter-clockwise.
6. Turn the key switch on and wait for the MOM to
display OK to Start Engine.
7. Simultaneously pull out (turn OFF) the Auxiliary
Brake switch and press the Brake Lock switch to
the left (OFF position). At this point the LH dash
amber colored brake light (2, Figure 4-14) will
blink at a quick rate of approximately 3 times per
second. If the dash brake light does not begin
blinking, repeat the procedure from Step 1 above.
J04021 6/01
FIGURE 4-14. BRAKE LIGHT

1. Indicator Lamp Panel
2. Brake Indicator Lamp
9. Start the engine and leave at idle. After approximately 30 seconds, the controller will begin application of the brakes to calibrate itself to the PPC
system. This process will take approximately 1
minute. (The pressure commands can be observed on the Brake Controller - Real-Time
Data screen on the MOM display.)
10. After the pressure cycling has completed, the
brake light will stop blinking and the system will
return to normal operation.
J4-11
12. Watching the AMT. OF RE. LE. OP line on the

MOM, move the retard lever to the full OFF position (up) and record the % Retard. Move the
retard lever to the full ON position (down) and
record the % retard.
At any time during the calibration process, pressing the brake foot pedal or moving the truck will
cause the RCM to abort the calibration. If the
calibration process is aborted, the RCM will revert
to the previous calibration stored in its internal
memory.
If the RCM detects an error condition during the
calibration process, a Calibration Fault (J019 or
J021) will be reported to the MOM. If a Calibration
Fault occurs, the RCM will abort the calibration
process and will use the previous calibration
stored in its internal memory.
13. Move the retard lever to apply the % Retard

values specified in the table in Figure 4-19 After
Calibration and record the pressure values observed on the MOM display.
14. After all data is collected, plot the values on the
RCM Calibration graph, Figure 4-2.
accumulators to bleed down. Open the brake accumulator bleeddown valves on the brake manifold and release pressure in the brake system.
16. Remove gauges from test ports.
11. Using the MOM display, select the BRAKE CONTROLLER menu, and then the REALTIME
DATA menu. Use the FWD button to move forward to the screen displaying real-time pressure
and current.
J4-12
6/01 J04021
BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING

POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: The Brakes are Locked, Service and/or Parking

Parking brake solenoid is de-energized.
Check power to solenoid
Connections to tank and pressure ports reversed.
Correct the plumbing.
Parking brake solenoid coil defective.
Replace coil.
Parking brake solenoid valve defective.
Replace solenoid valve.
Tank line is plugged or restricted.
Remove restriction.
TROUBLE: Both Brake Circuits are Dragging

Tank line has back pressure.
Ensure tank line has no back pressure.
Pedal set screw out of adjustment; residual pressure.
Adjust pedal deadband.
TROUBLE: One Brake Circuit is Dragging

Obstruction in the brake valve subassembly.
Remove obstruction.
Brake valve is out of balance.
Adjust balance according to instructions.
Actuator piston defective.
Replace piston.
Brake valve is defective.
Rebuild or replace brake valve assembly.
A relay valve is defective
Rebuild or replace relay valve assembly.
TROUBLE: The Brakes are Not Going to Full Pressure

Internal malfunction of modulating section of Brake
Valve.
Remove, disassemble, clean, and inspect brake valve.
Supply pressure is low.
Check steering/brake pump system and accumulators.
Improper collar adjustment on brake valve.
Adjust collars according to instructions.
TROUBLE: A Low Brake Pressure Warning Occurs When the Brakes are Not Applied
Short in electrical system.
Check wiring.
Brake accumulator bleeding down.
Bleeddown valve Open; close valve.
Differential pressure switch defective.
Check brake valve; replace switch assembly.
J04021 6/01
J4-13
POSSIBLE CAUSES
TROUBLE: A Low Brake Pressure Warning Occurs When Brakes are Applied
Leak or other malfunction in one brake circuit.
Inspect brake system and repair leaks.
Brake valve balance is out of adjustment.
Replace the switch.
A relay valve is defective
Inspect and repair relay valve(s)
TROUBLE: Differential Pressure Warning Circuit activates Briefly When Brakes are Applied or Released
Brake valve out of balance (not tracking).
Replace the switch.
Accumulator precharge/leak.
Check accumulators and recharge if necessary.
Problem in brake valve subassembly.
Remove, disassemble, clean, and inspect brake valve

assembly or replace it.
Relay valve defective
Inspect and repair relay valve(s)
Air in one brake circuit.
Bleed brakes.
Minor leak in one circuit.
Inspect brake system and repair leaks.
TROUBLE: The Differential Pressure Warning Circuit is not Operating

Low Brake Pressure lamp is burned out.
Replace bulb.
Electrical problem.
Check switch circuit wiring.
Differential pressure switch is defective.
Replace switch assembly.
Problem in brake valve assembly.
Remove, disassemble, clean, and inspect, or replace

brake valve.
Retard Control Monitor defective
Replace RCM.
TROUBLE: The Low Pressure Warning Circuit Not Operating Properly

The Low Brake Pressure lamp is burned out.
Replace the bulb.
The electrical circuit is open.
Check switch circuit wiring.
Pressure switch defective.
Replace the pressure switch.
J4-14
6/01 J04021
POSSIBLE CAUSES
TROUBLE: Low Pressure Warning is On Even Though System Pressure is Proper

Short in electrical system.
Check wiring.
Pressure switch is defective.
Replace the switch.
TROUBLE: Low Pressure Warning Comes On and Pressure is Low

Steering circuit is malfunctioning.
Check steering circuit pressures.
The pump is worn.
Rebuild or replace pump.
TROUBLE: A Brake Accumulator Bleeds Off Quickly When Supply Pressure is Cut Off
Accumulator bleeddown valve is open.
Close valve, check precharge.
Accumulator precharge is low.
Recharge accumulator
Leak in one circuit.
Check plumbing.
Malfunction in brake valve.
Disassemble and clean, or replace.
TROUBLE: A Squeal is Heard When Controller is Operated

Rapid operation of controller.
Normal
Brake Valve assembly is damaged.
Replace the brake valve assembly.
Hydraulic oil is too hot.
Check entire hydraulic system for restriction etc.
TROUBLE: The Output Pressure At Controller is Correct but Brakes are Not Applying
Brake lines are blocked or improperly connected.
Check plumbing.
TROUBLE: The Brake Pressures Drift Excessively While Pedal is Held Steady
Contamination in brake valve assembly.
Disassemble and clean, or replace.
Damage in brake valve assembly.
Repair or replace brake valve assembly.
Relay valve malfunctioning
Repair or replace relay valve assembly.
TROUBLE: Oil is Leaking Around the Pedal Base

Defective seal on top of brake valve.
J04021 6/01
Replace the seal.
J4-15
POSSIBLE CAUSES
TROUBLE: Trucks veers to Left (or Right) when brakes are applied.
Hoses between proportional pressure control valve
(PPC) and rear relay valve are crossed.
Reconnect hoses to correct ports.
Malfunction in one proportional pressure control valve

circuit.
Rebuild or replace PPC valve.
Malfunction in rear relay valve.
Rebuild or replace relay valve.
RCM requires recalibration.
Recalibrate. Refer to Section D, Retard and Control

Monitor (RCM) - Recalibration Procedure.
TROUBLE: The Pump Cycles Too Often Or Low Pressure Warning Comes On At Low Engine RPM
Excessive internal leakage in a component.
Check all steering and brake system components.
Steering accumulator precharge too high or too low.
Check steering accumulator precharge.
Brake Valve plumbed incorrectly.
Correct plumbing.
Internal leakage in brake valve assembly.
Replace brake valve assembly.
Internal leakage in relay valve assembly.
Rebuild or replace relay valve
Steering/Brake pump is worn.
Rebuild or replace pump.
Pump compensator not adjusted correctly.
Adjust pump pressure control.
J4-16
6/01 J04021
KOMATSU CHECK-OUT PROCEDURE

HYDRAULIC BRAKE SYSTEM DATA SHEET
UNIT NUMBER
SERIAL NUMBER
MACHINE MODEL
NOTE: Operate Hydraulic Steering System to obtain proper operating temperature. Refer to
Check-out Procedures.
I.
PREPARATION
STEP 2
Brake accumulators charged to 1400 psi (9.65 MPa).
STEP 6
Front brake pressure when auto-apply releases brakes.

Left rear brake pressure when auto-apply releases brakes.
Right rear brake pressure when auto-apply releases brakes.
II.
BRAKE SYSTEM CHECK-OUT
STEP 1
STEP 2
Park brake pressure; brake lock applied, park brake off.

Park brake pressure with auxiliary brake applied
Front brake pressure with auxiliary brake applied
Left rear brake pressure with auxiliary brake applied
Right rear brake pressure with auxiliary brake applied
STEP 4
Front brake pressure (pedal applied).

Rear brake pressure (pedal applied).
STEP 5
Front brake pressure (pedal released).

Rear brake pressure (pedal released).
NOTE: Steps 7 and 8 apply to trucks equipped with Slippery Road option only.
STEP 7
Left rear brake pressure
Right rear brake pressure
Front brake pressure
STEP 8
STEP 9
J04021 6/01
Left rear brake pressure

Right rear brake pressure
Front brake pressure
Left rear brake pressure (brake lock applied)
Right rear brake pressure (brake lock applied)
Front brake pressure (brake lock applied)
J4-17
KOMATSU CHECK-OUT PROCEDURE

HYDRAULIC BRAKE SYSTEM DATA SHEET
III. Failure Modes Check-out

STEP 13
Low accumulator pressure (LAP1) after two minutes.
STEP 14
Low accumulator pressure (LAP1) when warning actuates.

Low accumulator pressure (LAP1) when auto-apply occurs.
Left rear brake pressure after auto-apply.
Right rear brake pressure after auto-apply.
Front brake pressure after auto-apply.
STEP 18
Left rear brake pressure after auto-apply.

Right rear brake pressure after auto-apply.
Front brake pressure after auto-apply.
STEP 22
Number of applications prior to Low Brake Accumulator Pressure

warning activating.
STEP 26
Rear brake pressure at which the front differential fault occurs.
STEP 29
Front brake pressure at which the rear differential fault occurs.
J4-18
6/01 J04021
FIGURE 4-15. PRIOR TO CALIBRATION
J04021 6/01
J4-19
FIGURE 4-16. PPC PERFORMANCE

(Plot both left and right brake circuit pressures recorded in Figure 4-15)
J4-20
6/01 J04021
FIGURE 4-17. RELAY VALVE PERFORMANCE

(Plot both left and right brake circuit pressures recorded in Figure 4-15.)
J04021 6/01
J4-21
FIGURE 4-18. TRANSDUCER PERFORMANCE

(Plot both left and right brake circuit pressures recorded in Figure 4-15)
J4-22
6/01 J04021
FIGURE 4-19. AFTER CALIBRATION
J04021 6/01
J4-23
FIGURE 4-20. RETARD LEVER PERFORMANCE

(Record retard lever output at OFF and ON position.)
J4-24
6/01 J04021
FIGURE 4-21. AFTER RCM CALIBRATION

(Plot both left F and right G MOM display pressures from Table in Figure 4-19 for each retard lever input
value.)
Name of Mechanic or Inspector Performing Check-Out
J04021 6/01
J4-25
NOTES
J4-26
6/01 J04021
FRONT WET DISC BRAKES

DESCRIPTION
The oil cooled wet disc brake assemblies mounted on
the front wheels are similar in design and operation to
the rear wet disc brake assemblies.
The front brake assembly contains the following major
components (refer to Figure 5-1):
pressure falls below 4.6 kg/cm2 (65 psi), the piston

may not fully release the brake discs and the brakes
could be partially applied.) Cooling oil then flows
through the heat exchanger and then back to tank.
Twelve friction discs (4)

Eleven separator plates (3)
Two damper discs (2)
Piston assembly (1)
Cylinder (9)
Stationary ring gear (8)
Rotating inner gear (5)
Floating ring oil seal assembly (7)
The ring gear (8) is internally splined to retain the

dampers (2) and separator plates (3). The separator
plates are alternately placed between the friction faced
discs (4) which are splined to the inner gear (5). The
inner gear mounts directly to the front wheel hub (6).
The inboard side of the assembly contains the piston
(1) which is activated by hydraulic pressure supplied
by the brake valve through the front relay valve. As
hydraulic pressure is applied, the piston moves to
compress the rotating friction faced 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 maximum force is
reached and the wheel is stopped.
The complete 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 tandem
front and rear brake cooling pump. Cooling oil flows
from one section of the pump to the front wet disc brake
cooling circuit. A brake cooling valve (BCV) is located
in the circuit. If activated (no brake apply signal) 50%
of the cooling oil will be routed directly back to tank. If
the BCV is not activated (due to the presence of a
brake signal) then 100% of the oil is routed through the
front brake cooling oil circuit. After the cooling oil has
passed through the brake assembly, before entering
the heat exchanger the oil is routed through a one way
orifice check valve. This valve assembly provides a
back pressure of 4.6 kg/cm2 (65 psi) in the front brake
cooling circuit. Cooling oil pressure returns the piston
when the brakes are not applied. (If the cooling oil
J05017 12/01
FIGURE 5-1. FRONT DISC BRAKE ASSEMBLY

(Shown Installed on Spindle With Wheel Hub)
1. Piston
2. Damper
3. Separator Plate
4. Friction Disc
5. Inner Gear
Front Wet Disc Brakes
6. Front Wheel Hub

7. Floating Seal Assembly
8. Ring Gear
9. Cylinder
J5-1
FIGURE 5-2. FRONT WHEEL BRAKE ASSEMBLY

1. Front Wheel Spindle
2. Capscrews and Flatwashers
3. Disc Brake Assembly
FRONT DISC BRAKE ASSEMBLY
4. Floating Seal Retainer Tool

5. Seal Drain Hose Assembly
6. O-Ring
3. Attach a lifting device to support the brake assembly (3) when mounting capscrews are removed.
Removal
1. Refer to Section G, Front Wheel Hub and Spindle and remove the front wheel hub and bearings.
Be certain Floating Seal Retainer Tools (4, Figure

5-2) (Part Number 562-99-3A110) are installed at
three places on the inner gear and hub prior to
removing the brake assembly from the spindle.
Seal damage will occur if tools are not installed!
The brake assembly weighs approximately 580 kg

(1280 lbs.) Be certain lifting device is capable of
handling the load.
4. Remove Capscrews and flatwashers (2).
5. Carefully move brake assembly off spindle and
move to a clean work area.
2. Remove seal drain hose (5, Figure 5-2).
J5-2
J05017 12/01
Installation
Be certain Floating Seal Retainer Tools (4, Figure

5-2) (Part Number 562-99-3A110) are installed at
three places on the inner gear and hub prior to
installing the brake assembly on the spindle. Seal
damage will occur if tools are not installed!
1. Attach a lifting device to the brake assembly (3,
Figure 5-2).
2. Install a new O-ring (6) in groove on cylinder. Use
grease to hold O-ring in position.
3. Lift brake assembly into position on front wheel
spindle (1).
FIGURE 5-3. SEAL POSITION CHECK

1. Ring Gear
2. Hub
3. Inner Gear
DISC BRAKE MAINTENANCE

Use caution when positioning brake assembly
over spindle. Do not damage spindle wheel bearing machined surfaces or inner gear teeth.
4. Align tapped holes in brake cylinder with spindle
holes. (Verify O-ring remains properly inserted in
groove.)
5. Coat the mounting capscrew threads with Three
Bond #1374. Install capscrews and flatwashers
(2). Tighten capscrews to 94.5 10 kg.m (685 72
ft. lbs.) torque.
6. Measure distance between inner gear and hub as
shown in Figure 5-3. Dimension A should be 99
1.0 mm (3.90 0.04 in).
7. Install seal drain hose (5) at port on bottom of
brake. The opposite end of the hose must be
routed to point downward.
8. Refer to Section G, Front Wheel Hub and Spindle and install the front wheel hub and bearings.
9. After front wheel(s) are reassembled, bleed air
from brake system. Refer to Wet Disk Brake
Bleeding Procedure.
BRAKE ASSEMBLY REBUILD

The front and rear wet disc brake assemblies are
similar in design. Refer to Rear Wet Disk Brakes, this
Section for rebuild instructions for both front and rear
brakes.
J05017 12/01
Brake disc wear should be checked every 1000 hours.

using the wear indicator tool (Part Number 562-9831301). The brake disc wear indicator tool is inserted
in the wear gauge plug on the inside of the brake
assembly. Figure 5-4 shows the front brake location.
Refer to Rear Wet Disc Brakes in this Section for rear
wheel plug location.
BRAKE DISC WEAR INDICATOR
Consider scheduling front brake disc wear inspections
along with the recommended 1000 hr. change of hydraulic filters. Rear brakes should be inspected for
wear whenever the rear tires are removed.
Before removing wear gauge plugs, always bleed

down hydraulic steering and brake accumulators.
The steering accumulators can be bled down with
engine shut down, turning the key switch Off and
waiting 90 seconds. Confirm the steering pressure
is released by turning the steering wheel - No front
wheel movement should occur.
Open bleed down valves located on the brake
manifold. This will allow accumulators for the rear
brakes and front brakes to bleed down.
wheels are blocked to prevent possible movement.
J5-3
Checking Disc Wear

1. Place the range selector in NEUTRAL, apply the
park brake, turn the key switch OFF and allow the
steering accumulators to bleed down completely.
Block truck wheels.
2. Open the bleeddown valves on the brake manifold
(in the hydraulic components cabinet) and bleed
all pressure from the brake accumulators. Close
valves after pressure is released.
3. Thoroughly clean the brake assemblies, especially the area surrounding the wear gauge plugs.
4. Remove the wear gauge plug (4, Figure 5-4) and
install disc wear measurement gauge shown in
Figure 5-5. (Refer to Rear Wet Disc Brakes for
wear gauge installation location on rear brake
assemblies.)
5. Start the engine and allow the steering system to
stabilize and the brake accumulators to fill.
NOTE: In the following procedures, be certain to observe the correct mark on the wear gauge indicator rod
(2, Figure 5-5). The first mark (4) is used when measuring rear brake disc wear and the second mark (3,
near end of indicator rod) is used when measuring front
brake disc wear.
FIGURE 5-5. BRAKE WEAR TOOL

(Part Number 562-98-31301)
1. Handle
2. Rod
3. Marker (Front Brakes)
4. Marker (Rear Brakes)

5. Face of the Case
6. While fully applying the service brake pedal, check

brake wear as follows:
a. Push the wear gauge in until it contacts the
brake piston. Check the position of the
stamped mark on the rod (2, Figure 5-5). If the
stamped mark goes in beyond the face of the
case (5), the disc pack is worn to maximum
safe wear limits. Brakes should be scheduled
for rebuild.
b. If the stamped mark on the rod does not go
beyond the face of the case, brake disc wear
is still within allowable limits.
NOTE: If the mark is close to the face, more frequent
inspections should be performed.
7. Release brakes. Shut down engine, allow steering
accumulators to bleed down. Open brake accumulator bleeddown valves to remove all pressure
from the brake system. Close valves after all
8. Remove the brake disc wear indicator tool and
reinstall wear gauge plug.
9. To check the remaining brake assemblies, repeat
steps 1. through 8.
FIGURE 5-4. TOOL INSTALLATION LOCATION

1. Front Brake Assembly
2. Cooling Oil Ports
J5-4
3. Bleeder Plugs
4. Wear Gauge Plug
NOTE: Checking disc wear in all four brake assemblies is recommended. Disc wear in one brake assembly may be different from the other due to
dissimilar operation of parts and/or haul profiles which
require repeated braking while steering in one direction only.
10. Refill hydraulic tank as required.
11. If brake repairs are necessary, refer to Brake
Rebuild, this section.
J05017 12/01
WET DISC BRAKE BLEEDING

PROCEDURE
NOTE: Rear wheel brakes should be bled prior to

rear tire installation.
1. Be certain the hydraulic brake supply (steering
circuit) is operating properly.
FIGURE 5-6. BRAKE WEAR SENSOR SWITCH

1. Switch Cover
2. Switch
3. Switch Connector Wire

4. Brake Assembly
WEAR INDICATOR SENSOR

Each wheel is also equipped with a wear indicator
sensor (2, Figure 5-6) which will alert the operator
when brake disc wear is excessive.
The sensor consists of a switch and a wear rod. The
rod, inserted through a port in the brake assembly (4),
is positioned against the piston and follows piston
movement during brake applications. If rod travel exceeds the wear limit, the switch activates and illuminates the Maintenance Monitor lamp on the instrument
panel. In addition, a signal is sent to the MOM display
providing a message describing the location of the
sensor that has been activated.
A cover (1) protects the sensor switch from damage
due to mud and dirt accumulation during truck operation.
2. If necessary, charge the brake system accumulators. Refer to Hydraulic Brake Accumulators,
earlier in this Section of the manual.
3. Be certain bleeddown valves on brake accumulator manifold are closed.
4. Check hydraulic tank oil level and correct if necessary.
5. With the wheels securely blocked, start the engine
and allow accumulators to fill.
6. Slowly depress the brake pedal until the service
brake is partially applied.
7. Crack open the bleeder valves located at the top
of each brake cylinder. (The upper bleeder vents
the cooling oil and the lower bleeder vents the
piston.) Close bleeder valve after oil runs clear
and free of bubbles.
8. Repeat for remaining wheels.
9. Shut down engine, allow steering accumulators to
bleed down and check hydraulic tank oil level.
SPEED SENSOR
Each wheel brake assembly is also equipped with a
speed sensor to monitor wheel speed, providing a
signal to the RCM. Refer to Section D, Speed Sensors for additional information and adjustment procedure.
J05017 12/01
J5-5
NOTES
J5-6
J05017 12/01
REAR WET DISC BRAKES

DESCRIPTION
A wet disc brake assembly, similar to the front wheel
brakes is mounted on both sides of the differential on
the final drive housing, inboard from the wheel hub and
planetary drive. This assembly contains the following
major components (refer to Figure 6-1):
Ring gear (4)

Inner gear (9)
Two damper discs (12)
Six separator plates (10)
Seven friction discs (11)
Piston assembly (3)
Floating Seal Assembly (5)
OPERATION
The housing (4, Figure 6-1) is internally splined to
retain the steel damper (12) and separator discs (10).
The separator discs are alternately placed between
the friction faced discs (11) which are splined to the
rotating inner gear (7). The inboard side of the assembly contains the piston assembly (3) which is activated
by hydraulic pressure from either the service brake
treadle valve or the retarder. As hydraulic pressure is
applied, the piston moves and compresses the rotating
friction faced discs against the stationary steel discs.
The friction forces generated resist the rotation of the
wheels (6). As hydraulic pressure increases, friction
forces are increased and wheel rotation is slowed until
maximum force is reached and the wheel is stopped.
The complete brake disc pack is cooled by hydraulic
oil. The cooling oil circuit is a low-pressure circuit which
is completely isolated from the high-pressure piston
apply circuit. The cooling oil flows from the tank to the
pump, to the brake assembly housing (from the outside
of the housing inward to the rotating hub for maximum
cooling), through a heat exchanger, through two filters,
and then to the hydraulic tank. Additional cooling circuit
oil is supplied by the hoist valve when the body is not
being raised.
Dynamic retarding is also provided by the wet disc
brakes. When the operators retarder lever is actuated,
both the front and rear wheel brakes are applied. The
dynamic retarding is used to slow the truck during
normal truck operation or to control speed descending
a grade.
J06019 12/01
FIGURE 6-1. REAR DISC BRAKE ASSEMBLY

1. Rear Axle
2. Cylinder
3. Piston
4. Ring Gear
6. Wheel Hub
7. Retainer
9. Inner Gear
Rear Wet Disc Brakes
10. Seal Retainer

11. Hub
12. Separator Plate
13. Friction Disc
14. Housing Drain Plug
15. Piston Cavity Plug
16. Damper
17. Brake Mounting Capscrews and Washers
18. O-Ring
J6-1
MAINTENANCE
Checking Disc Wear
Brake disc wear should be checked every 1000 hours.

using the wear indicator tool (Part Number 562-9831300). The brake disc wear indicator tool is inserted
in the wear gauge port on the brake assembly cylinder.
Figure 6-3 shows the rear brake wear gauge port plug
location. Refer to Front Wet Disc Brakes for gauge
port location on front wheel brakes
BRAKE DISC WEAR INDICATOR
Consider scheduling front brake disc wear inspections
along with the recommended 1000 hr. change of hydraulic filters. Rear brakes should be inspected for
wear whenever the rear tires are removed.

Block truck wheels.
3. Thoroughly clean the brake assemblies, especially the area surrounding the wear gauge plugs.
4. Remove the wear gauge plug (4, Figure 6-3) and
install disc wear measurement gauge shown in
Figure 6-2.
5. Start the engine and allow the steering system to
stabilize and the brake accumulators to fill.
Before removing any brake assembly port plugs,

always bleed down hydraulic steering and brake
accumulators. The steering accumulators can be
bled down with engine shut down, turning the key
switch Off and waiting 90 seconds. Confirm the
steering pressure is released by turning the steering wheel - No front wheel movement should occur.
NOTE: In the following procedures, be certain to observe the correct mark on the wear gauge indicator rod
(2, Figure 6-2). The first mark (4) is used when measuring rear brake disc wear and the second mark (3,
near end of indicator rod) is used when measuring front
brake disc wear.
Open bleed down valves located on the brake

manifold. This will allow both accumulators for the
rear brakes and front brakes to bleed down.
wheels are blocked to prevent possible movement.
FIGURE 6-2. BRAKE WEAR TOOL

(Part Number 562-98-31301)
1. Handle
2. Rod
3. Marker (Front Brakes)
J6-2
4. Marker (Rear Brakes)

5. Face of the Case
FIGURE 6-3. TOOL INSTALLATION LOCATION

1. Rear Brake Assembly
2. Cooling Oil Ports
3. Bleeder Ports
4. Wear Gauge Plug
J06019 12/01
6. While fully applying the service brake pedal, check

brake wear as follows:
a. Push the wear gauge in until it contacts the
brake piston. Check the position of the
stamped mark on the rod (2, Figure 6-2). If the
stamped mark goes in beyond the face of the
case (5), the disc pack is worn to maximum
safe wear limits. Brakes should be scheduled
for rebuild.
b. If the stamped mark on the rod does not go
beyond the face of the case, brake disc wear
is still within allowable limits.
NOTE: If the mark is close to the face, more frequent
inspections should be performed.
7. Release brakes. Shut down engine, allow steering
accumulators to bleed down. Open brake accumulator bleeddown valves to remove all pressure
from the brake system. Close valves after all
WEAR INDICATOR SENSOR

Each wheel is also equipped with a wear indicator
sensor which will alert the operator when brake disc
wear is excessive. The sensor consists of a switch and
a wear rod. The rod, inserted through a port in the
brake cylinder, is positioned against the piston and
follows piston movement during brake applications. If
rod travel exceeds the wear limit, the switch activates
and illuminates the Maintenance Monitor lamp on the
instrument panel. In addition, a signal is sent to the
MOM display providing a message describing the
location of the sensor that has been activated. Refer
to PMC Fault Code List E045 - E053; E0A9 - E0b3.
NOTE:
Sensor Switch Circuit OPEN = FAULT
Sensor Switch Circuit CLOSED = O.K.
8. Remove the brake disc wear indicator tool and

reinstall wear gauge plug.
9. To check the remaining brake assemblies, repeat
steps 1. through 8.
NOTE: Checking disc wear in all four brake assemblies is recommended. Disc wear in one brake assembly may be different from the other due to
dissimilar operation of parts and/or haul profiles.
10. Refill hydraulic tank as required.
11. If brake repairs are necessary, refer to Disc
Brake Rebuild Procedure, on the following
pages.
J06019 12/01
J6-3
DISC BRAKE REBUILD PROCEDURE

Brake Assembly Removal
1. Remove rear wheels and tires, planetary drive,
and wheel hubs. Refer to Section G, Drive Axle,
Spindles and Wheels.
The brake assembly weighs approximately 1100

kg (2424 lbs.) Use adequate lifting devices.
5. Remove capscrews and washers (17, Figure 6-5).
Carefully move brake assembly outward until
clear of rear axle.
Be certain floating seal assembly retainer tools (3,

Figure 6-4) are installed at 3 equal spaces to retain
floating seal assembly when the brake is removed
from the rear axle. If retainers are not installed, seal
damage will occur!
6. Move brake assembly to a clean work area for

disassembly.
2. If not done previously, drain brake cooling oil tank.

Be prepared to catch 152 gal. (576 liters) of oil.
Remove drain plugs and drain oil from brake
housing and piston cavity. Crack open bleeder
valves at top of brake assembly to facilitate oil
removal.
3. Remove cooling oil inlet and outlet tubes from
inner side of brake assembly. Remove brake
apply line.
4. Attach a lifting device to the brake assembly
FIGURE 6-4. BRAKE ASSEMBLY REMOVAL

1. Brake Assembly 3. Floating Seal Retaining Tool
562-99-3A110 (3 Required)
2. Lifting Device
J6-4
J06019 12/01
Brake Assembly Installation

1. Attach a lifting device to brake assembly. Brake
housing must be properly oriented to align with
hydraulic line connections and mounting holes on
inner side. Be certain O-Ring (18, Figure 6-5) is
installed and remains in position when brake
assembly is seated on axle flange.
The brake assembly weighs approximately 2425

lbs. (1100 kg). Use adequate lifting devices.
2. Move brake assembly into position against flange
on axle. Coat mounting capscrew threads (17
Figure 6-5) with Three Bond (Part Number
TB1374 or 09940-00030). Install capscrews and
washers. Tighten capscrews to 1266 ft. lbs. (175
kg.m) torque.
3. Measure distance between inner gear and hub as
shown in Figure 6-6. Dimension A should be
4.65 0.04 in (118 1.0 mm).
4. Install cooling lines on rear of brake housing.
Install brake apply line.
5. Install Floating seal (8, Figure 6-5) and retainer
(7).
6. Install rear wheels and tires, planetary drive, and
wheel hubs. Refer to Section G, Drive Axle,
Spindles and Wheels for final assembly.
7. Service hydraulic system and bleed air from brake
system. Refer to Front Wet Disc Brakes, Wet
Disc Brake Bleeding Procedure.
FIGURE 6-5. REAR DISC BRAKE ASSEMBLY

1. Rear Axle
2. Cylinder
3. Piston
4. Ring Gear
6. Wheel Hub
7. Retainer
9. Inner Gear
J06019 12/01
10. Seal Retainer

11. Hub
12. Separator Plate
13. Friction Disc
14. Housing Drain Plug
15. Piston Cavity Plug
16. Damper
17. Brake Mounting Capscrews and Washers
18. O-Ring
FIGURE 6-6. SEAL POSITION CHECK

1. Ring Gear
2. Hub
3. Inner Gear
J6-5
BRAKE ASSEMBLY REBUILD

NOTE: Rebuild procedures for the front and rear brake
assemblies (Figure 6-7) are similar. The following instructions apply to both front and rear brakes, except
as noted.
Disassembly
NOTE: Match mark brake assembly components to
ensure correct orientation of parts during reassembly.
1. Position brake assembly on work surface as
shown in Figure 6-7. Remove seal retainer tools
(3, Figure 6-4).
2. Install lifting device on inner gear (1, Figure 6-7).
Carefully lift inner gear from assembly.
NOTE: Be careful not to damage the floating seal when
removing inner gear.
3. Remove capscrews and flatwashers (5) from hub
(6).
4. Lift hub from ring gear (7).
5. Noting order of assembly of the discs, remove
dampers (10), separator plates (8) and friction
discs (9). Also note notches at seven locations on
the periphery of the damper plates and separator
plates. Discs must be reassembled correctly
to ensure proper oil flow.
6. Remove capscrews and flatwashers (11). Remove ring gear (7) from cylinder (14).
7. Remove piston (12).
NOTE: If piston removal is difficult, plug any open ports
at piston apply pressure passages and slowly apply air
pressure at one port to push piston out of cylinder bore.
8. Remove floating seal assembly (4) halves from
hub and seal retainer.
9. Remove and discard all O-ring seals.
10. Remove lip seal (3) from hub (6) bore.
FIGURE 6-7. BRAKE ASSEMBLY COMPONENTS

1. Inner Gear
2. Seal Carrier
3. Lip Seal
4. Floating Seal
6. Hub
7. Ring Gear
J6-6
8. Separator Plate
9. Friction Disc
10. Damper
13. O-Ring
12. Piston
14. Cylinder
15. O-Ring
J06019 12/01

1. Clean all parts thoroughly prior to inspection.
2. Remove and discard toric rings from floating seal
assembly (4, Figure 6-7) in seal retainer and hub.
Inspect seal ring polished (mating) surfaces for
scratches or other damage. Inspect the contact
band of the mating faces to determine amount of
wear.
NOTE: A new seal will have a contact band (dimension
A, Figure 6-8) approximately 0.06 in. (1.6 mm) 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. Remaining seal life can be estimated by
the width of the contact band.
FRONT BRAKE INSPECTION

ITEM
NEW
WEAR LIMIT
PLATE
2.4 mm
(0.095 in)
2.15 mm
(0.085 in)
DISC
5.1 mm
(0.201 in)
4.6 mm
(0.181 in)
DAMPER
6.9 mm
(0.272 in)
5.1 mm
(0.201 in)
DISC
WARPING
0.45 mm
(0.018 in)
0.7 mm
(0.028 in)
PLATE
WARPING
0.50 mm
(0.012 in)
0.7 mm
(0.028 in)
101.4 mm
(3.992 in)
93.4 mm
(3.667 in)
ASSEMBLED
THICKNESS
OF DISCS
AND PLATES
TABLE I. FRONT BRAKE WEAR LIMITS
REAR BRAKE INSPECTION

ITEM
FIGURE 6-8. SEAL WEAR PROGRESSION
3. Inspect piston cylinder (14, Figure 6-7) for nicks

or scratches in piston seal area. If nicks or
scratches cannot be removed by polishing, replace cylinder.
4. Inspect piston seal assembly grooves for damage.
5. Inspect friction discs, separator plates, and
damper plates for friction material wear, warping
and tooth wear. Refer to Tables I and II for wear
limits.
NEW
WEAR LIMIT
PLATE
3.1mm
(0.122 in)
2.85 mm
(0.112 in)
DISC
6.7 mm
(0.264 in)
6.2 mm
(0.244 in)
DAMPER
7.6 mm
(0.299 in)
5.8 mm
(0.228 in)
DISC
WARPING
0.70 mm
(0.028 in)
0.9 mm
(0.004 in)
PLATE
WARPING
0.50 mm
(0.020 in)
0.7 mm
(0.028 in)
80.70 mm
(3.177 in)
75.2 mm
(32.961 in)
ASSEMBLED
THICKNESS
OF DISCS
AND PLATES
TABLE II. REAR BRAKE WEAR LIMITS
J06019 12/01
J6-7
Assembly
Clean all parts, and check for dirt or damage. Coat the
sliding surfaces of all parts with hydraulic oil before
installing.
NOTE: When assembling the floating seals, use alcohol to remove all the white powder from the O-ring
surface before assembling.
1. Refer to Floating Ring Seal Assembly/Installation for proper seal installation procedures.
a. Install floating seal assembly (4, Figure 6-7) to
seal carrier (2) and hub (6).
b. After installing the floating seal, measure dimension a (Figure 6-9) between the hub and
floating seal ring at four places around the
circumference, and check that the measurement is within 1 mm (0.039 in).
c. Repeat, measuring dimension a between the
seal carrier and the floating seal ring. Measurement must be within 1 mm (0.039 in).
4. Install damper discs, friction discs, and separator

plates in the following order:
a. Insert the first damper disc with the cork face
against the piston.
b. Insert a friction disc.
c. Insert one separator plate, with notches aligned
with damper disc notches (as noted during
disassembly).
d. Continue installing separator plates and friction
discs. Internal teeth must be kept in alignment
when friction discs are installed. Be certain
separator plate notches are aligned.
Front wheel brake - eleven (11) separator
discs, twelve (12) friction discs.
Rear wheel brake - six (6) separator plates,
seven (7) friction discs.
e. Install the remaining damper disc with the cork
material facing up (against hub) and the
notches aligned with the separator plates.
5. Install a new lip seal in hub (6):
a. Front wheel brake; press the seal into the hub
and coat lip area with grease.
b. Rear wheel brake: Apply Loctite #648 to O.D.
of seal and press into hub. Coat lip area with
grease.
6. With new O-ring and lip seal installed, install hub
(6) to ring gear (7). Tighten capscrews to 405 43
ft. lbs. (56 6 kg.m) torque.
NOTE: Coat the sliding surfaces of the floating seals
thinly with engine oil. Assemble slowly and be careful
not to damage the floating seals.
FIGURE 6-9. SEAL INSTALLATION

NOTE: When assembling brake components, be certain to align individual parts according to match marks
made during disassembly.
2. Position cylinder on work surface as shown in
Figure 6-7. Install new seals on piston (12), lubricate and install in cylinder (14).
3. Using new O-rings, install ring gear (7) on cylinder.
Install capscrews and flatwashers (11). Tighten
capscrews to 405 43 ft. lbs. (56 6 kg.m)
torque.
J6-8
7. Attach a lifting device to the inner gear (1) and

carefully lower over assembly, mating gear teeth
with disc teeth.
8. Install seal assembly retainer tools (3, Figure 6-4)
at tapped holes in hub and inner gear holes at 3
equal spaces to retain floating seal in position
until the brake assembly is installed.
Tool part numbers required are:
Front Wheel Brake: 562-99-3A110
Rear Wheel Brake: 562-99-3A120
J06019 12/01
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!!
1. Inspect seal surfaces and mounting cavities for
rough tool marks or nicks that may damage rubber seal rings. Hone smooth and clean, if required. 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 a non-petroleum base, rapid drying
solvent that leaves no film. Allow surfaces to dry
completely. Use clean, lint-free material such as
Micro-Wipes #05310 for cleaning and wiping.
When using 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 or welding
operations or other heated surfaces exceeding
482 C (900 F).
Do not smoke around solvents.
Both ramps must be dry. Use clean, lint-free cloths
or lint-free paper towels for 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.
2. Install the rubber toric on the seal ring.
Make sure it is STRAIGHT. Make sure 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.
NOTE: Handle seal carefully; nicks and scratches on

the seal ring face cause leaks.
3. Place installation tool (9, Figure 6-10) onto seal
ring with toric. Lower the rings into a container of
solvent until all surfaces of toric ring are wet.
FIGURE 6-10. SEAL TERMINOLOGY
1. Seal Ring
2. Rubber Toric
3. Housing Retainer Lip
4. Housing Ramp
5. Seal Ring Housing
J06019 12/01
6. Seal Ring Face

7. Seal Ring Ramp
8. Seal Ring Retainer
Lip
9. Installation Tool
J6-9
Alternate Procedure:
After positioning the seal squarely over the retaining
lip, thoroughly lubricate the ring by spraying with solvent.
6. If small adjustments are necessary, DO NOT

PUSH DIRECTLY ON THE SEAL RING. Make
any required adjustments with installation tool.
DO NOT USE Stanosol or any other liquid that leaves

an oily film or does not evaporate quickly.
4. With all surfaces of toric ring wet, use installation
tool to position seal ring and toric ring squarely
against the seal housing.
APPLY SUDDEN AND EVEN PRESSURE to
pop (push) toric under housing retaining lip.
7. Toric 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.
5. CHECK WITH SIGHT GAGE.

Check variation in seal ring assembled height
in four places, 90 apart. Height variation around
the assembled ring should be within 1.0 mm
(0.0391 in).
J6-10
NOTE: Toric ring must not slip on ramps of either seal

ring or housing. To prevent slippage, WAIT at least two
minutes. Let all solvent evaporate before further assembly. Once correctly in place, the toric ring must roll
on the ramps only. If correct installation is not obvious,
repeat steps 3 through 6.
J06019 12/01
9. 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 & housing together
wait at least two minutes.
Let all solvent evaporate. (Some may still be
trapped between toric and housing ramp.)
8. Wipe the polished metal seal surfaces with clean

solvent 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.
10. Be certain both housings are in correct alignment
and are square and concentric. Move the parts
slowly and carefully toward each other.
NOTE: Do not slam, bump or drop seals together. High

impact can damage the seal face and cause leakage.
J06019 12/01
J6-11
J6-12
J06019 12/01
Parking Brake
DESCRIPTION
The disc type parking brake, mounted on the final drive
input, utilizes three brake heads with spring cans
(hydraulic cylinders) containing internal springs which
apply the parking brake when hydraulic pressure is
released.
When the engine is running and the park brake switch
is in the OFF position, hydraulic oil is routed to the
spring cans to extend the pistons and mechanically
retract the disc brake pads to release the park brake.
A slack adjuster, mounted between each brake head
and spring can, automatically maintains the correct
disc pad adjustment. Automatic adjustment occurs
when the parking brake is applied.
J07011
Before removing any brake lines or brake circuit

components, be certain the steering system and
brake system accumulators are bled down. To
bleed down accumulators:
Block truck wheels
Turn the key switch OFF and wait approximately 90 seconds for the steering accumulators to bleed down. Rotate the steering wheel;
no wheel movement should occur.
Bleed the brake accumulators (located in the
hydraulic components cabinet) by opening
(turning counterclockwise) the bleeddown
valves (NV1, NV2) located on the brake manifold. Wait approximately 90 seconds to let
accumulators bleed down. When brake accumulators are completely bled down, close the
bleeddown valves completely by turning
clockwise.
Parking Brake
J7-1
Removal
Block truck wheels.
3. Thoroughly clean the brake assemblies, especially the area around any hose connections
where dirt might enter the system.
4. Remove the capscrews (6, Figure 7-1), lock washers (7) and brake line clamps (8).
5. Disconnect the hoses (4, 5, and 14) from the
spring cans.
6. Disconnect the three hoses at the junction block
(1).
7. Remove fittings (2 & 26) at the junction block.
8. Remove the junction block from the bracket (15)
by removing the capscrews (16), washers (17),
and nuts (18).
9. Remove the bracket (5) by removing capscrews
(3). (Re-Install capscrews and washers but do
not tighten.)
NOTE: Repeat steps 10 through 13 for each of the
three brake assemblies.
10. Remove brackets (24) with springs (11 and 12 ).
11. Remove capscrews (21) and flat washers (22).
Remove plates (19) from dowel pins (23).
Installation
1. Install the brake disc (20, Figure 7-1) onto the
companion flange with capscrews (10) and flat
washers (9). Tighten to standard torque.
2. Install dowel pins (23) into the parking brake cage.
3. Install each brake assembly (13) over the disc.
4. Install the plates (19) onto the dowel pins and align
with slots in the brake assembly.
5. Assemble the springs (11& 12) onto the bracket
(24). Take note of the left and right spring positions. Attach brackets with springs to the plates
with capscrews (25) and flat washers (17), paying
special attention that the springs are positioned
correctly between the brake pads. Tighten to
standard torque.
6. Remove capscrews and flat washers and install
bracket (15) using the longer capscrews (3) and
re-using the same flat washers. Tighten to standard torque.
7. Install junction block (1) to bracket with capscrews
(16), flat washers (17) and nuts (18). Tighten to
standard torque.
8. Install fittings (12 & 10) into the junction block.
9. Attach hoses (4, 5 & 14) onto the junction block .
10. Attach the other end of the hoses to the spring
cans.
11. Install the hose clamps (8) onto the case with
capscrews (6) and lock washers (7). Tighten to
standard torque.
12. Lift brake assembly (13) from brake disc (20).

13. Remove dowel pins (24) from assembly.
14. Loosen and remove capscrews (10) and flat washers (28), then remove brake disc (20) from companion flange.
J7-2
Parking Brake
J07011
Automatic Slack Adjuster
PARKING BRAKE SPRING CYLINDER

REPLACEMENT
Park the truck on level ground. Block the wheels

securely. Raise the dump body and lock in position.
Removal
1. Remove cotter pin (3, Figure 7-2), and pin (2).
2. Disconnect clevis (4) from slack adjuster (1).
3. Loosen and remove the locking nut (6) on the free
end of the stud (5).
4. Remove the stud from the threaded rod of the
spring can (9).
5. Loosen and remove the nuts (7) and flat washers
(8).
6. Disconnect the spring can from the brake head
(10).
Installation Procedure
1. Install the spring can (9, Figure 7-2) securely to
the brake head (10) with flat washers (8) and nuts
(7).
2. Install locking nut (5) on the stud (2).
3. Install the stud (5) into the threaded rod of the
spring can.
4. Place the locking nut (6) on the free end of the
stud. Install the clevis (4) onto the stud.
5. Attach the clevis to the slack adjuster (1) with pin
(2) and cotter pin (3).
6. Position the slack adjuster perpendicular to the
linkage by rotating the stud. Once the position is
achieved, lock the stud by tightening the two
locking nuts against the clevis and spring can rod
end.
Adjustment Procedure
(Refer to Figure 7-2):
1.With the slack adjuster assembled and positioned
on the brake, use a wrench to turn the hexagon
adjusting nut clockwise, moving the slack adjuster toward the clevis.
2. When the pin hole in the clevis is aligned with the
hole in the slack adjuster, install the clevis pin.
3. Attach the control strap to the stud on the slack
adjuster. Secure in position with a locking nut.
4. Next, position the control arm in the fully released
position by forcing it away from the spring can
until it comes to a complete stop and can not be
moved any further. Secure the arm strap to the
chamber.
5. Final check of the assembly will ensure that the
control arm is in the fully released position. To
perform the final check, remove the clevis pin and
push the slack adjuster toward the spring can. If
the holes in the slack adjuster and the clevis
remain in alignment, the control is properly adjusted. If the alignment moves, repeat the preceding steps.
6. Apply the brakes using full pressure several times.
With each brake application the adjusting nut will
rotate. When the nut rotation stops, the brake is
adjusted correctly.
PARKING BRAKE CHECK-OUT

1. Install a hydraulic pressure gauge 350 kg/cm2
(5000 psi) at the parking brake test port (PK2) on
the brake manifold in the bottom of the hydraulic
component cabinet.
2. Apply brake lock.
3. Using the park brake switch, release the parking
brake.
4.Verify that the park brake indicator light is "OFF".
5. Verify pressure indicated on gauge; 193.3 3.5
kg/cm2 (2750 50 psi).
NOTE: The minimum pressure required to fully hold off

the actuator is 117 kg/cm2 (1670 psi).
Anything less than this pressure and the actuator will
start to apply the parking brake.
J7-4
Parking Brake
J07011
FIGURE 7-2. PARKING BRAKE

ACTUATOR
1. Slack Adjuster
2. Pin
3. Cotter Pin
4. Clevis
5. Stud
6. Locking Nut
7. Nut
8. Flat Washer
9. Spring Can
10. Brake Head
6. The indicator light will illuminate at 87.9 kg/cm2

(1250 psi) decreasing pressure.
7. Measure the pad to disc clearance when the
parking brake is in the released position. The
distance should be 1.0 to 1.5 mm (0.040 to 0.060
in.).
J07011
8. Cycle the park brake switch several times to

confirm proper application and release of pressure and indicator lamp operation.
9. Apply parking brake and release brake lock. Shut
down the engine.
10. Remove pressure gauge.
Parking Brake
J7-5
NOTES
J7-6
Parking Brake
J07011
SECTION L
HYDRAULIC SYSTEM
INDEX
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2
HYDRAULIC SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2-1
HYDRAULIC COMPONENT REPAIR . . . . . . . . . . .
HYDRAULIC TANK . . . . . . . . . . . . . . . . . .
Filling Instructions . . . . . . . . . . . . . . . .
Hydraulic Tank Service . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . . . .
Strainers and Diffusers . . . . . . . . . . . . . .
Hydraulic Tank Breather . . . . . . . . . . . . .
HYDRAULIC SYSTEM FLUSHING PROCEDURE . .
HYDRAULIC PUMPS . . . . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . . . .
Pump Rebuild (Hoist and Brake Cooling Pumps)
TROUBLESHOOTING GUIDE . . . . . . . . . . . .
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. L3
L3-1
L3-1
L3-1
L3-2
L3-2
L3-3
L3-4
L3-5
L3-6
L3-6
L3-6
L3-7
L3-15
STEERING CIRCUIT . . . . . . . . . .
STEERING CIRCUIT OPERATION
COMPONENT DESCRIPTION . .
Steering Control Valve . . . .
Bleed Down Manifold Valve .
Bleeddown Solenoid . . . . .
Accumulators . . . . . . . . .
High Pressure Filter . . . . .
Warning Devices . . . . . . .
Flow Amplifier . . . . . . . . .
Operation . . . . . . . . .
Steering/Brake Pump . . . . .
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. L4
L4-1
L4-1
L4-1
L4-2
L4-2
L4-4
L4-4
L4-2
L4-4
L4-4
L4-12
STEERING CONTROL VALVE . . .

Removal . . . . . . . .
Installation . . . . . . .
REBUILD PROCEDURE . . . .
Disassembly . . . . . .
Assembly . . . . . . . .
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. L5
L5-1
L5-1
L5-2
L5-2
L5-3
L5-5
L01022 4/00
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Index
L1-1
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . .

BLEEDDOWN MANIFOLD VALVE . . . . . . . . . . . .
FLOW AMPLIFIER VALVE . . . . . . . . . . . . . . . .
STEERING ACCUMULATORS . . . . . . . . . . . . . .
STEERING ACCUMULATOR CHARGING PROCEDURE
STEERING CYLINDERS . . . . . . . . . . . . . . . . .
STEERING/BRAKE PUMP . . . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . . . . .
PUMP REBUILD . . . . . . . . . . . . . . . . . . .
Disassembly . . . . . . . . . . . . . . . . . . .
Assembly . . . . . . . . . . . . . . . . . . . .
TROUBLESHOOTING CHART . . . . . . . . . . . . . .
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.
L6
L6-1
. L6-3
L6-7
L6-10
L6-11
L6-14
L6-14
L6-15
L6-16
L6-16
L6-21
L6-24
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7
HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-1
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-2
HOIST CIRCUIT COMPONENT REPAIR
HOIST VALVE . . . . . . . . . . .
HOIST PILOT VALVE . . . . . . . .
HOIST CYLINDERS . . . . . . . .
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. . L8
. L8-1
. L8-8
. L8-11
HYDRAULIC SYSTEM FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L9

HIGH PRESSURE FILTER (Steering Circuit) . . . . . . . . . . . . . . . . . . . . . . . . . L9-1
LOW PRESSURE FILTERS (Brake, Hoist & Transmission) . . . . . . . . . . . . . . . . . . L9-2
HYDRAULIC CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . .
STEERING CIRCUIT CHECK-OUT AND ADJUSTMENT PROCEDURE
Steering Components Leakage Test . . . . . . . . . . . . . . . .
CHECKING HOIST SYSTEM PRESSURES . . . . . . . . . . . . . . .
Hoist Relief Valve Adjustment . . . . . . . . . . . . . . . . . . . .
Power Down Relief Valve Adjustment . . . . . . . . . . . . . . . .
L1-2
Index
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. L10
L10-1
L10-4
L10-5
L10-5
L10-6
4/00 L01022
HYDRAULIC SYSTEM
HYDRAULIC SYSTEM DESCRIPTION
The following information describes the major components of the Model 530M hydraulic system, including
the hoist circuit, steering circuit, and brake cooling
circuit. Detailed information for the hydraulic brake
system can be found in Section J of the manual.
Refer to hydraulic system schematic in Section R
Hydraulic Tank
The hydraulic tank (Figure 2-1) is divided into two
sections. The front section (1) provides the oil supply
for the steering and brake circuits. The rear section (2)
provides the oil supply for the hoist and wet disc brake
cooling oil. The total hydraulic system requires aproximately 710 liters (187.6 gal). Refer to Section P, Lubrication and Service for the recommended oil
specification for use under various ambient temperatures and tank refill capacity. The oil level should be
checked periodically with the body down, engine
stopped, and the truck parked on level ground.
FIGURE 2-2. HYDRAULIC PUMPS

1. PTO
4. Transmission Cooling
2. Hoist Pump
Pump
3. Steering/Brake Pump
In the front section of the tank, oil used for steering and
brakes flows from the bottom of the tank to the inlet
housing of the pump, mounted to the transmission
pump on the lower left PTO of the transmission.
In the rear section of the tank, oil flows from the bottom
of the tank to the inlet housing of the pump (2, Figure
2-2) mounted on the left top of the PTO (1) of the
transmission, for the hoist circuit.
FIGURE 2-1. HYDRAULIC TANK

1. Tank Front Section
5. Breather Valve
2. Tank Rear Section
6. Pressure Release
3. Drain
7. Filter
4. Hoist Valve
L02021
As the truck body is raised and lowered, some tank

pressurization occurs as the hoist cylinders are retracted and oil returns to the tank. Excess pressure is
relieved by a breather valve (5, Figure 2-1) mounted on
top of the tank.
Oil also flows, from another area of the rear section of
the tank, to the inlet housing of the pump (5) mounted
on the right top PTO of the transmission for the brake
cooling circuit.
Hydraulic System
L2-1
Bleeddown Manifold
The steering and brake pump (3, Figure 2-2) supplies
oil to a high pressure filter (1, Figure 2-3) then to the
bleeddown manifold (2), located on the inside left
frame rail just forward of the filter.
Oil within the bleeddown manifold is directed to the
accumulators (3), flow amplifier (4), steering valve and
steering cylinders (6), via the flow amplifier. Oil is also
supplied from the bleeddown manifold to the wet disc
brake system for service brake application.
The steering and brake pump has a compensator set
at 193.3 kg/cm2 (2750 psi) to regulate the steering and
brake pressure. Oil returning from the steering and
brake circuits flows back to the tank (1, Figure 2-4)
through a defuser (5) mounted in the bottom of the tank
.
Hoist Valve
The Hoist Valve (2, Figure 2-4) is located on the rear of
the hydraulic tank, between the tank and the left frame
rail. The hoist valve is controlled by a Hoist Pilot Control
Valve.
FIGURE 2-4. HOIST VALVE

1. Hydraulic Tank
2. Hoist Valve
3. Hoist Pilot Valve Supply

4. To Hoist Pilot Valve
5. Diffusers (Inside Tank)
FIGURE 2-3. STEERING

CIRCUIT COMPONENTS
1. High Pressure Filter

2. Bleeddown Manifold
3. Accumulators
4. Flow Amplifier Valve
5. Manifold
6. Steering Cylinders
L2-2
Hydraulic System
L02021
Hoist Pump
FILTERS
Oil from the tandem gear pump (2, Figure 2-2),

mounted on the left side of the transmission PTO, is
directed to the split spool hoist valve. Whenever the
truck body is not being raised, the oil is directed
through the rear brake cooling circuit before returning
to tank. On its path it will pass through a pair of filters
and a heat exchanger. This circuit also utilizes a brake
control valve (BCV). If the rear brakes are not applied,
50% of the oil returning from the hoist valve will be
bypassed around the rear brake cooling circuit and
flow directly to tank.
An internal, adjustable relief valve protects the hoist
circuit from pressures in excess of 193 kg/cm2 (2750
psi).
High Pressure Filter

The truck is equipped with one high pressure filter with
a Beta 12 = 200 rating, for the steering and brake
system. The filter assembly has a built-in bypass system which activates a message in the MOM display
panel when the differential pressure across the filter
exceeds 2.5 kg/cm2 (35 psi).
The filter should be changed as soon as possible after
the indication in MOM, before actual by-pass occurs.
For the regular filter service interval, refer to Lubrication and Service, Section P, or replace when the
indicator light turns on.
Low pressure
Brake Cooling Pump

The tandem gear pump (5, Figure 2-2), mounted on the
right side of the transmission PTO, directs oil flow to
the front and rear brake cooling circuits. The front
(drive shaft end) section provides oil for the front brake
circuit while the other section provides oil for the rear
brake circuit.
Brake Control Valve (BCV)
The truck is also equipped with three low pressure

filters, for the hoist and brake cooling circuits. All three
filters have a built in bypass system which also activates a display message in MOM when the differential
pressure indicates by-pass for any of the filters.
The filter elements should be changed as soon as
possible after the indication in MOM, before actual
by-pass occurs. For the regular filter service interval,
refer to Lubrication and Service, Section P, or replace
when the indicator light turns on.
Each circuit has its own brake control valve (BCV). If

the brakes are not applied, 50% of the cooling oil is
bypassed around the brakes and heat exchanger to be
returned directly to the tank. This reduces power loss
caused by excessive oil flowing through the brake
housing. Also built into the BCVs is a relief valve which
will activate at 9 kg/cm2 (128 psi). When actuated, the
pilot relief valve will cause the main relief valves to open
allowing the excess oil to return to tank.
L02021
Hydraulic System
L2-3
NOTES
L2-4
Hydraulic System
L02021
HYDRAULIC COMPONENT REPAIR

HYDRAULIC TANK
Filling Instructions
1. Lower the dump body, shut down the engine, and
turn the keyswitch Off.
Hydraulic tank may be pressurized! Depress relief

valve (2, Figure 3-1) and release hydraulic tank filler
cap slowly to remove any internal pressure.
2. Depress relief valve (2, Figure 3-1) for 30 - 45
seconds to release any internal tank pressure.
Turn the oil filler cap (4) slowly counterclockwise
to release any possible residual tank pressure.
3. Using a filtered (3 micron) filling apparatus, fill tank
with recommended oil, until oil is visible in the top
sight glass (5).
Refer to Lubrication Chart, Section P, for oil
recommendations.
NOTE: If Hydraulic tank has been completely drained,
refill capacity is: 576 Liters (152 gal.)
4. Replace fill cap.

1. Hydraulic Tank
5. Oil Level Upper Sight Glass
2. Pressure Relief Valve 6. Oil Level Lower Sight Glass
3. Breather
7. Oil Drain
4. Filler Cap
HYDRAULIC TANK SERVICE
5. Start the engine, and raise and lower dump body

2-3 times to circulate oil and fill lines/components.
turn the keyswitch Off. If oil level falls below
lower sight glass (6), repeat steps 2. through 4.
When servicing the hydraulic tank, always follow

the Filling Instructions described above to relieve any internal tank pressure before opening
tank.
1. When checking oil level, or any other service,
inspect the breather (3, Figure 3-2) to be certain
that it is open to atmosphere. Clean any excess
accumulations of dirt/mud, etc. from around the
breather. Clean/replace breather element as necessary.
2. Whenever oil is drained from tank, clean diffusers
(7 & 11) and strainers (8, 9, & 10).
L03019
Hydraulic Component Repair
L3-1
Removal

component connection until engine is stopped
and key switch has been off for at least 90 seconds.
been operating. Avoid spillage and contamination.
1. Turn key switch Off and allow at least 90 seconds
for the steering accumulators to bleed down.
2. Drain the hydraulic tank (1, Figure 3-2) by use of
the drains (7) located in the bottom of the tank.
3. Thoroughly clean the outside of the hydraulic tank
and attached equipment.
4. Disconnect hydraulic lines. Plug lines to prevent
spillage and possible contamination to the system. Tag each line as removed for proper identification during installation.
5. Attach a lifting device to the hydraulic tank.
6. Remove the capscrews and lockwashers securing
the hydraulic tank to the frame.
7. Move hydraulic tank to a clean work area for
disassembly or repair.
FIGURE 3-2. HYDRAULIC TANK (TOP VIEW)

1. Hydraulic Tank
3. Breather
4. Filler Cap
5. Sight Glass Guard
6. Access Cover
7. Diffusers
8. Strainers
9. Wire Mesh Strainer
10. Strainer
11. Diffuser
Installation
1. Install hydraulic tank and secure with capscrews
and lockwashers. Tighten to standard torque.
2. Uncap hydraulic lines and attach to the proper
connections.
3. Fill the tank with hydraulic oil.
4. Bleed all air from hydraulic pump suction lines
before starting engine.
L3-2
L03019
HYDRAULIC TANK
Strainers and Diffusers
Removal
1. Shut engine down, turn key switch Off, and wait
at least 90 seconds for accumulators to bleed
down.
NOTE: Be prepared to contain approximately 152 gal.
(576 l) of hydraulic oil. If oil is to be re-used, clean
containers must be used with a filtering system available for refill.
2. Open the drain valves (16, Figure 3-3) at the
bottom of the hydraulic tank and drain the oil from
both front and rear tank sections.
3. Remove nuts and lockwashers securing the pump
inlet line and return line to the hydraulic tank. Plug
or cap lines to prevent contamination.
4. Remove capscrews (7, 10, and 15). Remove covers (8, 9, and 14) and gaskets.
5. Remove capscrews (2 and 4). Pull strainers (11 &
13) and diffusers (6) from hydraulic tank.
Inspect and Clean
NOTE: Inspect the strainer and diffuser thoroughly for
damage or metallic particles. The quantity and size of
any particles found may provide an indication of excessive component wear in the hydraulic system.
1. Clean the strainers with cleaning solvent from the
inside out.
2. Inspect the strainers for cracks or damage. Replace, if necessary.
FIGURE 3-3. STRAINER/DIFFUSER SERVICE

1. Hydraulic Tank
9. Cover
10. Capscrews
3. Breather
11. Strainers
4. Filler Cap
5. Access Cover
13. Strainer
6. Diffusers
14. Cover
7. Capscrews
15. Capscrews
8. Cover
16. Oil Drain
17. Diffuser
Installation
3. Clean the diffusers with cleaning solvent from the

outside in.
1. Install strainers (11 &13, Figure 3-3) and diffusers

(6).
4. Inspect the diffusers for cracks or damage. Replace, if necessary.
2. Using new gaskets, install covers (8, 9 & 14). Install

capscrews (7, 10 & 15). Tighten to standard
torque.
5. Clean any sediment from bottom of hydraulic tank.
3. Uncap and connect inlet and outlet lines.

4. Fill hydraulic tank with clean hydraulic oil.
5. Loosen connection at hydraulic pump inlets to
bleed out all trapped air from inlet line and make
sure pump housing is filled with oil. Tighten pump
inlet connections.
6. Refer to Filling Instructions.
L03019
L3-3
Hydraulic Tank Breather

The hydraulic tank breather, mounted on the top cover
of the hydraulic tank access cover, will relieve internal
tank pressure automatically if pressure it reaches 0.7
kg/cm2 (10 psi). It also contains a vacuum relief valve
to allow the pumps to pick up oil when no pressure is
present in the tank.
The breather should be serviced every 250 hours of
operation.
Service
1. Shut down the engine and relieve any internal
pressure using the relief valve on top of the hydraulic tank.
2. Clean dirt accumulation from the area around the
breather.
3. Remove breather from the tank.
4. Remove snap ring (1 Figure 3-4), cover (2), and
filter element (3).
5. Clean the breather in solvent and dry thoroughly.
FIGURE 3-4. HYDRAULIC TANK BREATHER

1. Snap Ring
3. Element
2. Cover
6. Install a new filter element, making sure to lubricate

the o-rings with oil during the assembly.
7. Install the breather on the hydraulic tank.
L3-4
L03019
HYDRAULIC SYSTEM
FLUSHING PROCEDURE
The following instructions outline the procedure for
flushing the hydraulic system.
NOTE: If a system component fails, an oil analysis
should be made before replacing any component. If
foreign particles are evident, the system should be
flushed. All flexible hoses should be removed and
back flushed with a cleaning solvent. Inspect for small
particles which may be trapped inside the hose.
1. Shut down engine and turn key switch Off. Allow
at least 90 seconds for the accumulators to bleed
down.
2. Thoroughly clean the exterior of the tank. Drain the
hydraulic tank and remove top cover. Flush the
interior of hydraulic tank with a cleaning solvent.
Inspect all hydraulic hoses for deterioration or
damage.
3. Remove, clean and replace the hydraulic tank
strainers. Replace the hydraulic filter elements.
4. Fill the hydraulic tank with clean filtered hydraulic
oil. Replace top cover.
NOTE: The final filter in the filling apparatus must be 3
micron.
5. Set all controls in the Neutral position. Do not
steer the truck or operate controls until the next
step is completed.
6. Start the engine and run at 1000 RPM for four
minutes. This will circulate oil with all valves in the
neutral position.
7. To increase flow and turbulence in the system,
increase engine speed to full throttle and maintain
for four minutes. This will carry contaminates to
the hydraulic tank.
down. This will return all contaminants in accumulators to the hydraulic tank.
NOTE: Hydraulic tank oil temperature should be 110130F (43-54C) after accomplishing Step 11. If not,
repeat Step 9 to increase oil temperature to the proper
operating range.
L03019
9. Start engine and run at 1000 RPM while performing

the following:
a. Steer truck full left then full right - repeat four
times.
b. Steer full left (keeping pressure against the
steering wheel) and hold for 10 seconds.
c. Steer full right (keeping pressure against the
steering wheel) and hold for 10 seconds.
10. Increase engine speed to full throttle and steer full
left and full right.
11. Return all controls to Neutral.
12. Reduce engine speed to 1000 RPM and perform
the following:
a. Extend hoist cylinders fully and FLOAT down
- repeat four times.
NOTE: As third stage starts out of hoist cylinder in the
Power Up mode, slowly decrease engine speed to
prevent full extension of the third stage.
b. Extend hoist cylinders and hold at full extension
for 10 seconds. Hoist control lever must be held
in the power up position.
c. Lower hoist cylinders and hold lever in power
down position for 10 seconds after cylinders
are fully retracted.
Do not continue to hold in power down - excessive

hydraulic oil heating can occur.
13. Increase engine speed to full throttle and perform
the following:
a. Hoist up to full extension (see NOTE above),
then allow cylinders to float down.
b. Return hoist control to Neutral.
down.
15. Remove hydraulic filters, clean housings and install
new filters.
16. With hydraulic system charged, inspect all connections and fittings for leaks. Tighten or repair any
leaking connections. Refill hydraulic tank if necessary.
L3-5
HYDRAULIC PUMPS
The hoist circuit pump (2, Figure 3-5) and the brake
cooling circuit pump (7) are similar in design. Removal
and installation procedures below are applicable to
either pump. Pump rebuild instructions are also applicable to both pumps.
Removal
1. Turn key switch OFF and allow at least 90 seconds
for the accumulators to bleed down.

lines. Tighten all connections securely before applying pressure.
2. Drain the hydraulic tank by use of the drain valves
on the bottom of both sides of the hydraulic tank.
3. Loosen the capscrews securing the pump suction
hoses to the pump and allow oil to drain. Remove
suction hoses.
FIGURE 3-5. PUMP REMOVAL AND INSTALLATION

1. Suction Hoses
4. Brake Control Valve (BCV)
2. Hoist Pump
5. Hoist Valve
3. Outlet Hoses
6. PTO
4. Disconnect pump outlet lines. Cap or cover lines

to prevent contamination of the hydraulic system.
Installation
The hydraulic pumps weigh approximately 55 kg

(121 lbs.) each. Use a suitable lifting device that
can handle the load safely.
5. Attach a suitable lifting device to the pump that can
handle the load safely.
6. Remove capscrews and lockwashers securing the
pump to the mounting. Remove pump.
7. Move pump to a clean work area for disassembly.
1. Using a new O-ring, lift pump into position on PTO

mounting studs. Install hardened flatwashers and
nuts. Tighten nuts evenly to standard torque.
2. Using new O-rings on flange fittings, install suction
hoses and outlet hoses. Install capscrews and
lockwashers but do not tighten.
3. Refill the hydraulic tank.
4. Loosen suction hose flange clamps until air is
discharged from lines. Tighten all hose flange
clamp capscrews to standard torque.
5. Start engine, check for leaks and proper hydraulic
tank oil level.
L3-6
L03019
FIGURE 3-6. HYDRAULIC PUMP ASSEMBLY

(Hoist Circuit Pump Shown)
1. Front Drive Gear
2. Snap Ring
3. Seal
4. Plug
5. Flange Plate
6. Body (Front)
7. O-Ring
8. Bearing Plate
9. Splined Coupling
10. Rear Drive Gear
11. Body (Rear)
12. Cover Plate
13. Stud
14. Nut
15. Hardened Flatwasher
16. Rear Idler Gear
17. O-Ring
18. Dowel Pin
19. O-Ring
20. O-Ring
21. Steel Ball
22. Front Idler Gear
Disassembly
PUMP REBUILD
The following rebuild procedures are applicable to both
the hoist circuit pump and the brake cooling circuit
pump.
This rebuild procedure describes the disassembly, inspection, and reassembly for a typical gear type pump
as used on the Model 530M truck. Slight design variations may be noted. Refer to the Parts Manual for
actual parts installed and for seal service kits available.
1. Clean the outside of the pump thoroughly.

2. Place the pump on a workbench and mark the
pump sections on the side nearest the drive shaft
extension. These marks will be used for correct
matching of parts when reassembling the pump.
3. Remove nuts (14, Figure 3-6) and washers (15).
4. Remove flange (5). If the flange is stuck, use a
plastic hammer or wooden mallet and tap the
edges of the flange to loosen it.
NOTE: If shaft seal replacement only is required, further
disassembly is not necessary. Refer to Seal Replacement for instructions.
L03019
L3-7
FIGURE 3-7. ISOLATION PLATE REMOVAL

1. Isolation Plate
3. Backup Ring
2. O-Ring
4. Ring Retainer
FIGURE 3-8. DRIVE GEAR REMOVAL

1. Drive Gear
2. Pressure Plate
5. Remove ring retainer (4, Figure 3-7), O-ring (2),

back-up ring (3), and isolation plate (1).
6. Grasp the drive gear shaft extension (1, Figure 3-8)
and lift it upward to dislodge the pressure plate
(2). Grasp the plate between thumb and forefinger
and lift it straight up off the shafts.
NOTE: When disassembling the tandem pump, as
parts are removed from each pumping section, they
should be laid out in a group and in the same order in
which removed.
When removing the rolled up metal, do not attempt

to remove gear track-in grooves.
7. Lift drive gear and idler gear straight up out of the

bore of the body.
8. Examine the gear bores in body (1, Figure 3-9):
During the initial break-in at the factory the gears
cut into body. The nominal depth of this cut is 0.20
mm (.008 in.) and should not exceed 0.38 mm
(.015 in.). As the gear teeth cut into the housing,
metal is rolled against the pressure plates.
Using a knife or sharp pointed scraper, remove
the metal that was rolled against the top pressure
plate. Also, remove the metal that is rolled
against the pressure plate in the bottom of the
body. Blow out the metal chips that were broken
loose. This will help to keep the pressure plate
from hanging as it is lifted from the bottom of the
gear bores.
L3-8
FIGURE 3-9. GEAR BORE INSPECTION

1. Body
2. Gear Track-in Grooves
L03019
9. To remove bottom pressure plate (2, Figure 3-10),

insert an expandable bearing puller (1) in the shaft
bore of the plate and tighten it.
a. By applying a light forward and back force to
the puller handle, the plate can be dislodged.
b. Lift the plate straight up and out.
10. If a bearing puller is not available, grind a screwdriver shape on the short end of an Allen wrench.
Insert the ground end of the wrench into the shaft
bore and lift the plate up.
a. Move the wrench to the opposite bore and lift
up, repeating this action until the plate has been
dislodged.
b. With thumbs in the bores of the plate, lift it
straight up and out.
Use extreme care in removing the plate. Do not pry

or force. If the plate hangs, work it up and down
until free, then lift it out.
11. Remove ring retainer, O-ring, back-up ring, and
isolation plate located under the pressure plate
removed in step 9 (or 10).
12. Lift the body straight up and off of the studs. If the
body is stuck on the dowels, use a plastic hammer
or wooden mallet and tap around the body to
loosen it.
13. Remove spline coupling (9, Figure 3-6) from the
rear drive shaft.
NOTE: Some pumps have O-rings (19) installed
around the studs in the top surface of the bearing plate
(8). These O-rings are used to prevent vibration of the
studs under load conditions.
14. Remove the O-rings and lift the bearing plate off.
It may be necessary to tap the plate lightly with the
mallet to loosen it from the dowels.
15. To complete the disassembly of the pump repeat
steps 5 through 11 as applicable to the rear section.
16. Refer to Seal Replacement for flange plate seal
removal instructions.
FIGURE 3-10. PRESSURE PLATE REMOVAL

1. Bearing Puller
2. Pressure Plate
Inspection Of Parts
1. Visually inspect the gear bores in the pump bodies.
During initial break-in at the factory, the gears cut
into the housing. The nominal depth of this cut is
0.20 mm (.008 in.) and should not exceed 0.38 mm
(.015 in). Due to the hydraulic loading of the gears,
the cut will start on the suction side of the body
and will continue about one third of the way
around each gear bore. The cut should be smooth
with no deep grooves or deep scratches. Reject
the body if the depth of the groove is greater than
0.38 mm (.015 in.), or if the gear bores look like
they have been sand blasted. Reject the body if it
is cracked or otherwise damaged.
2. Examine the pressure plates They should not
show excessive wear on the bronze side. If deep
curved wear marks are visible, reject them.
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,
reject them.
17. Inspect all parts to determine which if any, should

be replaced.
L03019
L3-9
Assembly
1. Refer to Seal Replacement for flange plate seal
installation instructions.
2. Place rear pump body (11, Figure 3-6) so that the
matching mark made in disassembly step 2 will
be facing you. If a new body must be used, make
sure the side facing you is the same as the one
marked on the old body.
NOTE: Observe that the body has a wide and a narrow
boss. The side having the wide boss is always the
suction side of the body.
3. Using clean hydraulic oil, coat the inside of pump
body (11).
4. Out of the group of parts from the rear section,
examine the two isolation plates. You will find that
they are slightly different. Choose the one having
the rounded edge as shown by the arrow in
Figure 3-11. With the rounded edge down, install
the plate (on the suction side) in the bottom of the
body.
5. Install back-up ring (7, Figure 3-12), O-ring (6), and
ring retainer (2).
6. With the bronze side facing up and the rounded
trap slots toward the outlet side of the body, slide
pressure plate (2, Figure 3-13) down into the gear
bores until it rests firmly at the bottom of the pump
body. Do not force the plate down the gear bores.
If the plate hangs or binds on the way down, work
it back and forth carefully until it slides freely into
position.
FIGURE 3-12. ISOLATION PLATE ASSEMBLY

1. Pump Body
5. Isolation Plate
2. Ring Retainer
6. O-Ring
3. Stud
7. Back-up Ring
4. Dowel Pin
8. Drive Gear
7. Coat rear drive gear (10, Figure 3-6) with clean
hydraulic oil. With the splined end up, install the
drive gear in the bore nearest the mark that was
made in step 2.
8. Coat rear idler gear (16) with clean hydraulic oil
and install it in the bore opposite the drive gear.
FIGURE 3-11. ISOLATION PLATE INSTALLATION

1. Isolation Plate (Rounded Edge)
L3-10
FIGURE 3-13. PRESSURE PLATE INSTALLATION

1. Outlet Side (Body)
3. Trap Slots
2. Pressure Plate
4. Inlet Side(Body)
L03019
14. Turn the bearing plate (8) over, with the O-ring
facing down, and the mark that was made in step
two facing you, slide bearing plate down on the
shafts until contact is made with the dowels. Keep
the bearing plate true with the dowels and tap the
plate gently with a plastic hammer or wooden
mallet until the O-ring rests firmly against the rear
pump body (11).
15. Install spline coupling with snap ring (9).
16. To install the studs (13), lubricate the threads and
screw the studs in until they are snug.
17. Install stud O-rings (19).
18. Install O-ring (7) and dowels (18) in the bearing
plate.
FIGURE 3-14. REAR DRIVE GEAR POSITIONING

1. Rear Drive Gear
2. Body Dowel Pin
9. Install dowels (18, Figure 3-6) in body (11).
19. With the gear bores turned up and the matching

mark facing you, slide front pump body (6) down
the studs until it rests firmly on the O-ring in the
bearing plate.
20. Install dowels (16) in body (3).
21. To assemble the parts in the front pump section
repeat steps 3 through 6, as applicable.
10. Before continuing to assemble the pump, the rear

set of gears must be positioned for proper timing
with the front set of gears. Refer to Figure 3-14:
a. Rotate the gears until the point of a tooth on the
drive gear (1, Figure 3-14) is in line with the
center of the dowel (2) in the body that is
nearest to the drive gear (See arrows).
b. This set of qears must remain in this position
until all remaining parts have been assembled.
11. With the bronze side facing down and the rounded
trap slots toward the discharge side of the body,
install pressure plate over rear drive and idler
gears.
12. Install isolation plate on the suction side of the
pump body, then the back-up ring, O-ring, and ring
retainer.
13. Lay the bearing plate so the side faces up which
has the bearing extending out of the bore. Install
O-ring (7, Figure 3-6). Use clean heavy grease to
hold the O-ring in the groove.
L03019
L3-11
26. If the drive shaft extension is keyed, cover the

keyway with tape or thin shim material. If the drive
shaft extension is splined, coat the spline with
heavy grease. This will prevent damage to the
sealing lips as the flange plate and seals are installed.
27. With the O-ring in the flange plate (5) facing down,
slide flange plate down over the studs and shafts
until the plate makes contact with the dowels in
pump body. With the plastic hammer or wooden
mallet, tap the flange plate gently into place
28. Lubricate the threads and install washers (15) and
nuts (14) on two opposite studs. Tighten nuts to
22.1 to 24.2 kg.m (160 to 175 ft. lbs.) torque.
FIGURE 3-15. FRONT DRIVE GEAR TIMING

1. Front Drive Gear
2. Tooth Valley
22. In step 10, the rear set of gears was positioned for
timing. The drive gear in the front section must now
be correctly positioned.
a. With the extension end of drive gear (1, Figure
3-15) up, slide the gear down to the splined
coupling.
b. Before engaging the shaft spline into the coupling, rotate the shaft until the valley (as shown
by the arrow in Figure 3-15) between two gear
teeth is lined up with the center of the dowel
nearest to the gear.
c. If you find the spline will not enter the coupling
without the valley being off center with the
dowel, lift the shaft slightly and rotate it to the
next valley and try again.
d. Continue to do this until you find the combination of valley and spline that will allow the valley
to be centered with the dowel
29. Using a 10" adjustable wrench, check to see if the

drive shaft will turn. The shaft will be tight but
should turn freely with a maximum of 0.7 to 1.4
kg.m (5 to 10 ft. lbs.) of torque.
30. If the shaft will not turn properly, disassemble the
pump and examine the parts for burrs or foreign
material causing build-up or interference between
the parts.
31. Remove the cause and reassemble as before.
32. When the shaft turns properly, lubricate the threads
and install the remaining nuts and washers on the
studs. Tighten nuts to 22.1 to 24.2 kg.m (160 to
175 ft. lbs.) torque in an alternating, progressive
pattern.
23. Install idler gear (22, Figure 3-6) and pressure plate.
Make certain the bronze side of the plate faces
down and the traps face the discharge side of this
body.
24. Install isolation plate, back ring, O-ring, and ring
retainer over pressure plate.
25. Install O-ring (20) in the flange plate (5). Use clean
heavy grease to hold the O-ring in the groove.
L3-12
L03019
BEARING REPLACEMENT
If the bearings are worn beyond the gray teflon into the
bronze material, the complete flange or body housing
should be replaced. Installing a new bearing in an old
flange or body is not recommended.
SEAL REPLACEMENT
Seal kits are available for replacing the shaft seals only,
if desired. If only the shaft seals are to be replaced, refer
to disassembly and assembly instructions for removal
procedures for the flange plate only. Complete pump
disassembly is not required.
1. Remove the snap-ring from the bore. Lay the
flange plate on a work bench or other suitable
work surface as shown in Figure 3-16. Face the
pilot down and prevent the machined surfaces
from being dented or scratched by using a piece
of clean wood, heavy cardboard, or other suitable
material between the plate and the work surface.
FIGURE 3-16. SEAL REMOVAL PREPARATION

1. Flange
2. Bearings
3. Wooden Blocks
2. Using a punch and mallet, tap the old seal (or

seals) out of the bore (See Figure 3-17).
Do not mar or scratch the bore surfaces. Do not

mar the bearing surfaces and/or their end projections
3. Drive the seal straight out by moving the punch
around the seal as it moves down the bore.
4. If the flange contains two (double) seals, remove
the outer seal completely before attempting removal of the inner seal. After the outer seal is out,
remove the snap ring, then the inner seal.
5. After the seal is out, clean the bore thoroughly and
inspect for scratches or gouges which might interfere with installation of the new seal.
6. If necessary, the bore may be smoothed with No.
400 emery paper. Clean the bore again afterwards.
7. A suitable seal press ring or plug, and two wooden
blocks 25 mm x 100 mm (1 in. x 4 in.), approximately 250 mm (10 in.) long should be at hand for
use in installing the new seal (or seals).
L03019
FIGURE 3-17. SHAFT SEAL REMOVAL

1. Flange
3. Bearings
2. Punch
L3-13
8. The following procedures are outlined for use with

a vise, but they can be adapted to the use of a
press if an appropriate one is available.
9. Open the vise jaws wide enough to accept the
combined thickness dimensions of the flange, the
wood blocks and the press ring (or plug).
10. Refer to Figure 3-18. Place the two wood blocks (2)
flat against the fixed jaw of the vise. Place the
flange plate (1) against the blocks in such a position that the bearing projections (3) are between
the blocks and clear of the vise jaw.
11. The flange requires two replacement seals. Position the first seal so that the rubber face enters the
bore first; the second seal should enter the same
way.
12. Place the press ring in position, centered over the
seal. Make sure that the seal stays centered and
true with the bore, and start applying pressure with
the vise. Continue until the seal just clears the
snap-ring groove in the bore.
13. Open the vise and remove the press ring. Install the
snap-ring in its groove in the bore so that the
weep-hole is directly over the gap in the snap-ring.
FIGURE 3-18. SEAL INSTALLATION USING A VISE

1. Flange Plate
3. Bearing Projection.
2. Wooden Blocks
14. Make sure the snap-ring has seated properly in the

groove. Observe orientation and positioning procedures outlined in steps 11 and 12, and start the
second seal in the bore. Press it in until it bottoms
against the snap-ring.
15. Remove the flange plate from the vise, wash it clean
and blow it dry.
L3-14
L03019
TROUBLESHOOTING GUIDE
(Hoist Pump)
TROUBLE
POSSIBLE CAUSE
CORRECTIVE CHECKS
1. Sandblasted band around pressure plate bores
Was clean oil used?
2. Angle groove on face of pressure

plate
Was filter element change period

correct?
3. Lube groove enlarged and edges

rounded
Abrasive wear caused by fine

particles - dirt (fine contaminants,
not visible to the eye).
Were correct filter elements used?
4. Dull area on shaft at root of tooth
Hoist cylinder rod wiper and seals in

good condition?
5. Dull finish on shaft in bearing area
Cylinder rods dented or scored?
6. Sandblasted gear bore in housing
Was system flushed properly after

previous failure?
1. Scored pressure plates
Was system flushed properly after

previous failure?
2. Scored shafts
Abrasive wear caused by metal

particles - (coarse contaminants,
visible to the eye).
Contaminants generated elsewhere

in hydraulic system?
3. Scored gear bore
Contaminants generated by wearing

pump components?
1. External damage to pump
Interference between pump and

adjacent components?
2. Damage on rear of drive gear and

rear pressure plate only
Incorrect pump installation
Did shaft bottom in mating part?
1. Eroded pump housing

2. Eroded pressure plates
Tank oil level correct?

Aeration-cavitation
a. Restricted oil flow to pump
b. Aerated oil
Oil viscosity correct?

Restriction in pump inlet line?
Air leak in pump inlet line?
Loose hose or tube connection?
1. Heavy wear on pressure plate

2. Heavy wear on end of gear
Lack of oil
Tank strainers restricted?

Metal object left in system during
initial assembly or previous repair?
1. Housing heavily scored

2. Inlet peened and battered
Was oil level correct?
Damage caused by metal object
Metal object generated by another

failure in system?
3. Foreign object caught in gear

teeth
1. Pressure plate black
2. O-rings and seals brittle
Excessive heat
3. Gear and journals black
Metal object left in system during

initial assembly or previous repair?
Was relief valve setting too low?
Oil viscosity correct?
Oil level correct?
1. Broken shaft
2. Broken housing or flange
L03019
Overpressure
Relief valve setting correct?

Relief valve functional?
L3-15
NOTES
L3-16
L03019
STEERING CIRCUIT
STEERING CIRCUIT OPERATION
The hydraulic pump supplies oil to the bleeddown
manifold (2, Figure 4-1). The bleeddown manifold supplies oil to the steering accumulators (3) and the steering control valve via the flow amplifier (4). Oil entering
the accumulators pushes the floating pistons within the
accumulators upward, compressing the nitrogen on
the opposite side of the pistons. The nitrogen pressure
increases directly with steering circuit pressure. The
top side of the pistons are pre-charged to 98.4 kg/cm2
(1400 psi) with pure dry nitrogen. When the steering
circuit pressure reaches 193.3 kg/cm2 (2750 psi) the
accumulators will contain approximately 23 l (4 gal.) of
hydraulic oil in each accumulator under pressure. The
accumulators supply hydraulic oil to the steering circuit
in an emergency situation should the hydraulic steering
oil supply be lost for any reason.
If a loss in steering pressure occurs, stop the truck

immediately. Pressure in the accumulators allows
the operator to steer the truck only for a short
period. Do not attempt further operation until the
problem is located and corrected.
Hydraulic oil from the bleeddown manifold flows to the

closed center steering control unit via the flow amplifier. Oil entering the steering control unit is blocked until
the steering wheel is turned in a desired direction. The
steering control unit then directs oil to the flow amplifier
then to the steering cylinders. Hydraulic oil at the
opposite ends of the steering cylinders flows back
through the flow amplifier, bleeddown manifold and
low pressure return filters to the hydraulic tank.
COMPONENT DESCRIPTION
Steering Control Valve
The steering control valve is mounted in the front
compartment of the of the cab, behind the access
panel.
Operation of the steering valve is, in effect, both manual
and hydraulic. The steering valve 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.
FIGURE 4-1. STEERING

CIRCUIT COMPONENTS
1. High Pressure Filter
3. Accumulators
5. Manifold
L04025 10/97
Steering Circuit
L4-1
Bleeddown Manifold
High Pressure Filter
All check valves, relief valves and the bleeddown solenoid are replaceable. Valves and solenoids are replaced as a unit and are not repairable.
The high pressure filter is a secondary filtering system,

filtering oil for the steering and brake apply circuits. Oil
is filtered through a Beta 12= 200 filter to reduce the
possibility of contamination and subsequent damage
to the hydraulic system.
The steering circuit pressure is normally maintained at

193.3 kg/cm2 (2750 psi) by the compensator located
in the steering/brake pump. Should a malfunction occur and system pressure exceed this setting, the bleeddown manifold relief valve will relieve the pressure at
228.5 kg/cm2 (3250 psi).
The bleeddown solenoid will bleed off pressure contained in the steering accumulators each time the key
switch is turned to the Off position.
Bleeddown Solenoid
Each time the key switch is turned Off, it activates a
timer that energizes the bleeddown solenoid. When the
bleeddown solenoid is energized, all hydraulic steering
pressure, including the accumulators, is bled back to
the hydraulic tank.
After approximately 90 seconds the timer will de-energize to close the return port to tank. By this time all the
oil in the accumulators should be returned to tank.
Accumulators
The accumulators are a floating piston type. The top
side of the accumulators are charged to 98.4 kg/cm2
(1400 psi) with pure dry nitrogen. Oil entering the
accumulators pushes the piston upward compressing
the nitrogen on the top side of the piston. The nitrogen
pressure increases directly with steering circuit pressure. When steering circuit pressure reaches 193.3
kg/cm2 (2750 psi) the accumulators will contain a
quantity of oil under pressure which is available for
steering the truck. The accumulators also provide oil
to be used in case of an emergency situation should
the pump become inoperative.
Located at the bottom of one accumulator is a pressure
switch. The pressure switch is a normally closed device
used to activate a warning buzzer and a red warning
light when the key switch is turned to On position.
These alarms will signal anytime steering circuit pressure decreases to less than 130 kg/cm2 (1850 psi). At
the top of each accumulator is another pressure
switch. These pressure switches are electrical devices
used to activate the accumulator precharge warning
light should the nitrogen pressure fall below 5.86
kg/cm2 (850 psi). Should the precharge warning light
come on anytime the keyswitch is On, the nitrogen
must be recharged to 98.4 kg/cm2 (1400 psi).
L4-2
If flow through the steering filter becomes restricted, a

switch located near the filter inlet will activate the Maintenance Monitor warning lamp in the cab. Steering
circuit filter element restriction will be recorded and can
be displayed on the MOMdisplay. The indicator may
activate when oil in the system is cold. If this occurs,
the light should go out when system warms up. If the
warning light illuminates after the oil warms up, notify
maintenance personnel at earliest opportunity.
The high pressure filter element should be changed
every 1000 hours or when the steering pump filter
warning comes on. If the pressure differential indicator
switch becomes defective, replace it with a new part.
Warning Devices
Several methods are used to warn the operator of
impending problems in the hydraulic system.
Warning lamps on the left monitor display will illuminate
if a problem occurs with low steering pressure or low
accumulator nitrogen precharge. If either or both of
these lights are on, the Central Warning Lamp will
illuminate. MOM will also display a fault code indicating the exact problem, including the accumulator with
the low precharge or open switch circuit. MOM will
also display a course of action for the operator to
follow.
Flow Amplifier
The flow amplifier (Figure 4-2) is located on the left
frame rail forward of the front suspension. The flow
amplifier is used in the steering circuit due to the large
volume of oil displacement required for steering. The
flow amplifier uses the amount of flow from the steering
control valve to determine the amount of amplified flow
to send from the bleed down manifold to the steering
cylinders.
Steering Circuit
10/97 L04025
FIGURE 4-2. FLOW AMPLIFIER
L04025 10/97
Steering Circuit
L4-3
FLOW AMPLIFIER SYSTEM OPERATION
No Steer
Refer to Figures 4-3 through 4-6 for oil flow paths during
the following conditions:
Neutral
Steering left
Steering right
External shock load
L4-4
High pressure oil from the steering pump and steering

accumulators is available through the steering bleeddown manifold to the HP port on the flow amplifier
assembly.
Upon Entering the priority valve, it goes past the spool
to the closed amplifier valve and also out port P through
a hose to port P on the steering control unit. In the
control unit, it goes to a closed area in the control valve.
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 35.2 kg/cm2
(500 psi), the spool moves compressing its spring and
closes off oil supply through area A resulting in high
pressure at PP but only 35.2 kg/cm2 (500 psi) at the
amplifier spool and steering control unit.
Steering Circuit
10/97 L04025

(No Steer)
L04025 10/97
Steering Circuit
L4-5
Steering Left
When the operator turns the steering wheel left, the
steering control unit valve is opened to allow oil coming
in port P to pass to the gerotor section of the control
unit to turn the rotor. Oil in the other side of the gerotor
flows through other passages in the control unit valve
and out steering control unit port L. This oil enters port
L of the flow amplifier assembly and goes to a closed
area B in the directional valve.
This oil now inside sleeve E pushes valve F against its

spring to give the oil access to a series of holes K that
are in the same plane as hole G. The passage of oil
through holes K past the valve body is metered by
holes K being opened the same proportion as is hole
G. 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.
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.
This combined oil going to the center area Q of the

directional valve passes out port CL of the flow amplifier
assembly and travels to the steering cylinders to steer
the front wheels to the left. As the cylinders move, oil
is forced to return out the opposite ends, enter port CR
of the flow amplifier assembly, pass through the directional valve to area M, passes through the return check
valve N, and exit port HT to the hydraulic reservoir.
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 only enough to allow
the flow of oil coming from the steering control unit to
pass to the control area of the directional valve.
At the same time, the movement of sleeve E opened
the holes near the spring end to allow the oil from the
priority valve to flow into the center of sleeve E.
L4-6
At the steering control unit when the operator turned

the steering wheel, supply oil from port P was also
delivered through the control unit valve to port LS. This
oil enters the flow amplifier assembly through its LS
port and builds pressure in the spring area of the
priority valve. This additional force on the spring end of
the priority valve causes area A to open and allow the
necessary flow and pressure to pass through the amplifier valve to operate the steering cylinders.
The flow amplifier includes a relief valve in the priority
spring area that is used to control maximum steering
working pressure to 193 kg/cm2 (2750 psi) even
though supply pressure coming in to port HP is higher.
When 193 kg/cm2 (2750 psi) is obtained, the relief valve
prevents the LS pressure from going higher and
thereby allows the priority valve to compress the spring
enough to close off the area A when 193 kg/cm2 (2750
psi) is present.
Steering Circuit
10/97 L04025

(Steering Left)
L04025 10/97
Steering Circuit
L4-7
Steering Right
Only a few differences occur between steer left and
steer right. When the operator turns the steering wheel
right, oil is supplied out ports R and LS of the steering
control unit.
The oil enters the flow amplifier assembly at port R and

shifts the directional valve the opposite direction. The
oil flows through the amplifier valve exactly the same.
The combined oil from the amplifier valve passes
through the center area Q of the directional valve to
port CR where it goes to the opposite ends of the
steering cylinders to turn the wheels right.
The returning oil comes back through port CL to go to
the tank. The LS oil operates exactly the same as steer
left.
L4-8
Steering Circuit
10/97 L04025

(Steering Right)
L04025 10/97
Steering Circuit
L4-9
No Steer, External Shock Load

When the operator is not turning the steering wheel,
the steering control unit valve supply is closed. The
directional valve remains centered by its springs thus
closing the passages to ports CL and CR. This creates
a hydraulic lock on the steering cylinders to prevent
their movement.
If the tires hit an obstruction to cause a large shock
load to force the wheels to the left, increased
pressure will occur in the ends of the cylinders
connected to port CR. The shock and suction
relief valve inside the flow amplifier assembly at
port CR will open at its adjusted setting (218
kg/cm2 (3100 psi)) and allow oil to escape from
the pressurized ends of the cylinders preventing
a higher pressure.
L4-10
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
10/97 L04025

(No Steer, External Shock Load)
L04025 10/97
Steering Circuit
L4-11
STEERING/BRAKE PUMP
Construction
The steering pump (Figure 4-7) is mounted on the rear

of the transmission pump, located at the lower left side
of the PTO. The steering pump driveshaft connects to
the transmission pump driveshaft through a splined
coupling. This pump also provides the oil supply for the
wet disc service brake application circuits.
A driveshaft (1, Figure 4-7) runs through the center line

of the pump housing (5) and valve plate (31) with the
pump cylinder barrel (30) splined to it.
The pump is a pressure compensated, piston type

pump, delivering oil through a high pressure filter assembly to the bleeddown manifold. At the bleeddown
manifold, oil is directed to the steering circuit (accumulators, flow amplifier, etc.) and to the brake system
components mounted in the hydraulic cabinet.
The pump cylinder barrel is carried in a journal type

cylinder bearing, (35). The valve plate (31) has two
crescent shaped ports. Pumping piston/shoe assemblies (29) in the cylinder barrel are held against a
swashblock (27) by a shoe retainer (34). The shoe
retainer is held in position by the fulcrum ball (33) which
is forced outward by shoe retainer spring (32). The
spring acts against the pump cylinder barrel forcing the
piston shoes against the swashblock. The semi-cylindrical shaped swashblock limits the piston stroke and
can be swiveled in an arc shaped saddle bearing (36).
The swashblock is swiveled by the control group (not
shown).
The pump pressure compensator, located in the control group (mounted on the pump valve plate), maintains 193 kg/cm2 (2750 psi) oil pressure in both circuits.
L4-12
A ball bearing (2) supports the driven end of the

driveshaft. A bushing, (part of the valve plate assembly)
supports the other end.
Steering Circuit
10/97 L04025
1. Drive Shaft
2. Driveshaft Bearing
3. Shaft Seal
4. Roll Pin
5. Housing
6. Gasket
7. Socket Head Screw
8. O-Ring Seal
9. Rear Shaft Cover
10. Roll Pin
11. Socket Head Screw
12. Spline Cover
13. Capscrew
L04025 10/97
FIGURE 4-7. STEERING/BRAKE PUMP (Cross Section)

14. Plug
27. Swashblock
15. O-Ring
28. Retainer Ring
16. Plug
29. Piston/Shoe Assembly
17. O-ring
30. Cylinder Barrel
18. Roll Pin
31. Valve Plate
19. O-Ring
32. Shoe Retainer Spring
20. Seal Retainer
33. Fulcrum Ball
21. Bearing Retainer Ring
34. Shoe Retainer
22. Shaft Bearing Retainer Ring
35. Cylinder Bearing
23. Roll Pin
36. Saddle Bearing
24. Roll Pin
37. Roll Pin
25. Guide Plate
26. Flat Head Screw
Steering Circuit
L4-13
Principle of Operation
Full Pump Volume (Figure 4-8):
Rotating the driveshaft clockwise turns the splined
cylinder, which contains the pumping pistons. When
the cylinder is rotated, the pistons move in and out of
their bores as the shoes ride against the angled
swashblock.
As the cylinder rotates, the individual piston bores are
connected, alternately, to upper (Port A) and lower
(Port B) crescent shaped ports in the valve plate. While
connected to the upper side (suction) Port A, each
piston moves outward, drawing fluid from Port A into
the piston bore until its outermost stroke is reached.
At that point, the piston bore passes from upper crescent port to the lower crescent port.
FIGURE 4-8. PUMP AT FULL VOLUME
While rotating across the lower crescent, each piston

moves across the angled swashblock face. Thus, each
piston is forced inward. Each piston displaces fluid
through the lower crescent to Port B until its innermost
stroke is reached. At that point, the piston bore passes
from the lower to the upper crescent again and the
operating cycle is repeated.
Half Pump Volume (Figure 4-9):

A study of the diagram will show that the degree of
swashblock angle determines the length of piston
stroke (difference between outermost and innermost
position) thereby determining the amount of delivery
from the pump. In this case, the stroke angle is one-half
of the stroke angle shown in Figure 4-8. Therefore, the
piston stroke is one half and pump delivery is one half
the delivery in Figure 4-8.
FIGURE 4-9. PUMP AT HALF VOLUME
Neutral Position (Figure 4-10):

Neutral position results when the control centers the
swashblock. The swashblock angle is now zero and the
swashblock face is now parallel to the cylinder face.
Therefore, no inward or outward motion of the pump
pistons exist 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
consequently no delivery from pump ports.
FIGURE 4-10. PUMP IN NEUTRAL POSITION
L4-14
Steering Circuit
10/97 L04025
STEERING CONTROL VALVE

Removal
NOTE: Clean steering control valve and surrounding
area carefully to help avoid contamination of hydraulic
oil when lines are opened.
1. Shut down engine and bleed down steering circuit.
NOTE: To insure the hydraulic oil has completely
drained from the accumulators, turn the steering
wheel. If the wheels do not turn, all the hydraulic
pressure has been drained from accumulators.
2. Disconnect hydraulic lines. Plug lines securely to
prevent spillage and possible contamination to
the system. Tag each line as removed for proper
identification during installation.

been operating. Avoid spillage and contamination.
3. Remove capscrews (3, Figure 5-1) from steering
valve mounting bracket and remove control valve.
Installation
1. Align steering control valve assembly with drive
coupling (6, Figure 5-1) and holes in mounting
bracket (2).
FIGURE 5-1. STEERING CONTROL VALVE

INSTALLATION
1. Steering Column
4. Lockwasher
2. Mounting Bracket
5. Steering Control Valve
3. Capscrew
6. Coupling
7. Grease Fitting
2. Install capscrews (3) and lockwashers (4). Tighten

3. Turn steering wheel to several different positioins
and release to assure that springs in control valve
FREELY return the steering wheel to neutral. If
wheel is tight, loosen control valve mounting capscrews and realin valve.
4. Grease drive coupling through grease fitting (7)
with a molybdenum disulphide or multi-purpose
NLGI grease.
5. Remove plugs from four hydraulic lines. Be certain
that the previously tagged hydraulic lines are connected to their respective ports according to the
markings on the steering control valve assembly.
L05014 7/98
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 assembly, hydraulic steering lines should be checked for correct hook-up before starting the engine.
L5-1
REBUILD PROCEDURE
Tools required for disassembly and assembly:
2 Screwdrivers (4-6 in. long, 1/8 in. flat blade)
1/2 inch Socket (12 point)
Breaker Bar
Torque wrench, 90 ft. lbs. (120 n.m) capacity.
Plastic hammer or rubber hammer
Retaining ring pliers
Fabricated spring installation tool (Figure 5-3).
The steering control valve is a precision unit manufactured to very close tolerances. Complete cleanliness is
therefore a must when rebuilding 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 exterior joints of unit
before disassembly. Clean solvent and hydraulic oil
should be used to insure cleanliness and initial lubrication.
Disassembly
1. Clamp unit in vise, meter end up. Clamp lightly on
edges of mounting area (See Figure 5-4).
Use protective material on vise jaws and DO NOT

overtighten jaws.
2. Match mark gear wheel set and end cover to insure
proper relocation during assembly. Refer to Figure 5-5.
NOTE: Although the illustrations do not show the unit
in a vise, it is recommended that the unit be kept in the
vise during disassembly.
NOTE: This tool is extremely helpful during centering

spring installation.
FIGURE 5-5. MARKING VALVE COMPONENTS

1. Steering Control
Valve
2. Match Marks
3. Capscrew With
Rolled Pin
4. Pin Location Mark
3. Remove end cover capscrews and washers. Remove capscrew with rolled pin (3, Figure 5-5).
Mark location of capscrew with rolled pin to facilitate reassembly.
4. Remove end cover (1, Figure 5-6) and O-ring (2).
Remove gear wheel set (3).
5. Remove Cardan Shaft (11, Figure 5-8) distribution
plate (15) and O-ring (14).
FIGURE 5-7. DUST SEAL REMOVAL

1. Screwdriver
2. Dust Seal
3. Housing
6. Remove threaded bushing (4) and ball (3). Separate the spools from the housing. Remove O-ring
(5), kin ring (6) and bearing assembly (7).
7. Remove ring (8) and pin (9) and carefully push
inner spool out of outer sleeve.
8. Press the neutral position springs (10) out of their
slot in the inner spool.
9. Remove the dust seal (2, Figure 5-7) using a
screwdriver. Take care not to scratch or damage
the dust seal bore.

1. Clean all parts carefully with fresh cleaning solvent.
2. Inspect all parts carefully and make any replacements necessary.
NOTE: All O-rings, seals and neutral position springs
should be replaced with new. Prior to assembly thoroughly lubricate all parts with clean hydraulic oil.
FIGURE 5-6. END COVER REMOVAL

1. End Cover
2. O-ring
L05014 7/98
3. Gear Wheel Set

4. Housing
L5-3
FIGURE 5-8. STEERING CONTROL VALVE

1. Dust Seal
2. Housing & Spools
3. Ball
4. Threaded Bushing
5. O-ring
6. Kin Ring
L5-4
7. Bearing Assembly
8. Ring
9. Pin
10. Neutral Position Springs
11. Cardan Shaft
12. Spacer
13. Tube
14. O- ring
15. Distribution Plate
16. Gear Wheel Set
17. O-ring
18. O-ring
19. End Cover

20. Washers
21. Rolled Pin
22. Capscrew With Bore
23. Capscrews
L05014 7/98
FIGURE 5-9. SPOOL AND SLEEVE ASSEMBLY

1. Slots
2. Hole
3. Spool
4. Sleeve
Assembly
1. Spring Installation Tool
2. Centering Springs
NOTE: If spring installation tool is not available, follow

steps a. through d. under Alternate Method.
NOTE: When assembling the spool and sleeve, only

one of the two possible matching positions of the
spring slots can be used. The reason is that in the other
end of the sleeve and spool (opposite end of the
spring slots) there are three slots in the spool and three
holes in the sleeve. These must be opposite each
other on assembly so that the holes are partly visible
through the slots in the spool, refer to Figure 5-9.
1. Assemble spool and sleeve carefully so that the
centering springs slots line up.
2. Apply a light film of clean oil to the outside diameter
of the spool. Rotate spool while sliding parts together.
The spool and sleeve are machined to very close

tolerances. DO NOT use force when rotating parts
during assembly. Be careful not to burr the sleeve.
3. Test for free rotation. Spool should rotate smoothly
in sleeve with finger tip force applied at splined
end.
4. Align springs slots of spool and sleeve, then stand
parts on bench. Insert spring installation tool (see
Figure 5-10) through spring slots of both parts.
L05014 7/98
FIGURE 5-10. INSTALLING CENTERING SPRINGS
5. Position centering springs (two sets of four each)

on the bench so that the extended edge is down
and center section is together.
6. In this position insert one end of the entire spring
set into spring installation tool (Figure 5-10).
7. Compress expanded end of centering spring set
and push into spool and sleeve assembly. Keep
pressure on spring ends when withdrawing installation tool, push forward on spring set.
Alternate Method for Installing Centering Springs
a. To install the neutral position springs (without the
aid of an installation tool), place a screwdriver in
the spool slot as shown in Figure 5-11.
b. Place one flat neutral position spring on each side
of the screwdriver blade. Do not remove screwdriver.
c. 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.
d. 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.
Install the cross pin.
L5-5
FIGURE 5-11. NEUTRAL POSITION SPRING INSTALLATION

8. Install ring (1, Figure 5-12) rear bearing race (2),
bearing (3) and front bearing race (4) in that order.
The chamfer on the rear bearing race must be
facing away from the bearing. Position the O-ring
and kin ring on the spool.
9. Place the dust seal in position. Using a flat, iron
block over the seal, tap into position.
10. Position the steering control valve with the housing
horizontal. While gently rotating the parts, guide
the spool and sleeve assembly into the housing
bore. Refer to Figure 5-13.
11. Install the check ball in the hole shown in Figure

5-14. Install threaded bushing and lightly tighten.
12. Grease the housing O-ring with vaseline and install
in the housing groove.
13. Install the distribution plate (15, Figure 5-8), aligning the channel holes to match the corresponding
holes in the housing. Guide the cardan shaft (11)
down into the bore. The slot in the cardan shaft
must be parallel to the cross pin.

1. Ring
2. Rear Bearing Race
3. Bearing
L5-6
4. Front Bearing Race

5. Spool
6. Sleeve
FIGURE 5-13. SPOOL AND SLEEVE INSTALLATION

1. Housing
2. Spool & Sleeve
L05014 7/98
FIGURE 5-14. CHECK BALL INSTALLATION

1. Housing
2. Check Ball
3. Check Ball Hole

4. O-ring
NOTE: Position the cardan shaft as shown in Figure

5-15, so that it is held up and in position by a mounting
fork. The mounting fork can be fabricated from a small
piece of thin gauge metal.
14. Grease the O-rings on both sides of the gear wheel
set with petroleum jelly and install.
15. Install gearwheel set.
NOTE: The gearwheel (rotor) and cardan shaft must
be assembled with a tooth base in the rotor positioned
in relation to the slot of the cardan shaft as shown in
Figure 5-16.
FIGURE 5-16. GEARWHEEL ROTOR INSTALLATION

NOTE: Rotor and cross pin must now be in the position
shown in relation to each other. Refer to Figure 5-17.
16. Install end cover. Install capscrews with washers.
NOTE: Install the special capscrew with rolled pin in
the position shown in Figure 5-5.
17. Tighten cover capscrews in a criss-cross pattern
to 2 0.4 ft. lbs. (3 .5 N.m) torque.
FIGURE 5-17. GEARWHEEL SET INSTALLATION

FIGURE 5-15. CARDAN SHAFT INSTALLATION
L05014 7/98
1. Gearwheel Set
2. Cross Pin (Outline)
3. Rotor
4. Cardan Shaft
L5-7
NOTES
L5-8
L05014 7/98
STEERING CIRCUIT COMPONENT REPAIR

BLEEDDOWN MANIFOLD

component connection until engine is stopped and
keyswitch has been off for at least 90 seconds.
immediately.
Removal
NOTE: It may not be necessary to remove the Bleeddown Manifold from the truck to replace components.
If a problem area has been isolated, simply remove the
inoperative component and replace with a new part.
Adjusting Relief Valve

1. Bleed down the system and install a 350 kg/cm2
(5000 psi) pressure gauge in the pressure test
port (6, Figure 6-1) of the bleeddown manifold.
FIGURE 6-1. BLEEDDOWN MANIFOLD

1. Brake Circuit Supply
3. Return to Tank
5. Supply From Steering
Pump
6. Test Port
7. From Accumulator
8. To Flow Amplifier
9. From Flow Amplifier
10. Accumulator
Bleeddown Solenoid
2. Start engine and run at low idle speed.

3. Loosen locknut on compensator valve on steering
pump.
4. Adjust the pump compensator valve, raising pressure until bleeddown manifold relief valve opens
at 228 kg/cm2 (3250 psi).
5. If bleeddown manifold system relief valve setting
is above or below 228 kg/cm2 (3250 psi), carefully
loosen the locknut on the relief valve (4) and
adjust the bleeddown relief valve pressure setting until 228 kg/cm2 (3250 psi) is obtained.
NOTE: Each 1/16 turn of the adjusting screw is equivalent to a setting change of approximately 7 kg/cm2 (100
psi).
L06016 10/01
6. Secure bleeddown manifold system relief valve

with locknut, install acorn nut and tighten.
7. Turn steering pump pressure compensator adjustment screw counterclockwise to reduce pressure. (Steer truck and adjust to allow circuit
pressure to drop to approximately 175 kg/cm2
(2500 psi)).
8. Turn pressure compensator adjustment screw
clockwise to obtain 193.3 kg/cm2 (2750 psi) on
the gauge at the steering bleeddown manifold test
port. Tighten jam nut to lock adjustment screw
when correct pressure is obtained.
Steering Circuit Component Repair
L6-1
Testing and Adjustment

1. Shut down engine, bleed down steering accumulators before opening circuit to take measurements, make repairs or to install or remove a
gauge.
2. Disconnect return to tank line (3, Figure 6-1) from
bleeddown manifold.
3. Start engine and run at low idle.
4. With oil at normal operating temperature, check
leakage; maximum allowable leakage is 32.8 ml
(1 oz.) per minute.
Never shut off key switch to activate accumulator

bleeddown with steering return lines open. Return
lines will contain accumulator oil flow during the
bleeddown cycle.
5. If leakage is excessive, reconnect return line at
bleeddown manifold valve.
6. Turn key switch to the Off position and allow at
least 90 seconds for the accumulators to bleed
down.
7. Remove the bleeddown solenoid valve (10) and
the 228 kg/cm2 (3250 psi) relief valve(4). Replace O-rings on both valves and reinstall.
8. Repeat test procedure.
9. If leakage is still excessive, replace both the
bleeddown solenoid valve and the 228 kg/cm2
(3250 psi) relief valve.
L6-2
FIGURE 6-2. BLEEDDOWN VALVE SCHEMATIC

1. Accumulator Precharge Pressure Switch:
[60 kg/cm2 (850 psi)]
2. Nitrogen Charging Valve
3. Accumulators
4. Steering Pressure Switch:
[130 kg/cm2 (1850 psi)]
5. Differential Valve
6. Outlet to Flow Amplifier
7. Return from Flow Amplifier
8. Piloted Check Valve
9. Relief Valve: [35.2 kg/cm2 (500 psi)]
10. Accumulator Bleeddown Solenoid
11. Supply to Brake System
12. Return to Tank
13. Relief Valve: [228 kg/cm2 (3250 psi)]
14. Supply from Steering Pump
15. Pressure Test Port
L06016 10/01
FLOW AMPLIFIER
Disassembly
Removal

applying pressure.
immediately.
1. Turn key switch Off and allow 90 seconds for the
accumulators to bleed down. Disconnect, plug,
and identify and tag each hydraulic line.
2. Support the flow amplifier valve and remove the
mounting capscrews. Remove valve.
3. Move valve to a clean work area for disassembly.
Installation
1. Support the flow amplifier and move into position.
2. Install mounting capscrews and tighten to standard torque.
3. Identify hydraulic line location, unplug lines and
connect at proper location. Tighten fittings securely. Use new O-rings on the flange fittings.
The flow amplifier valve is a precision unit manufactured to close tolerances, therefore complete cleanliness is a must when handling the flow amplifier valve.
Work in a clean area and use lint free wiping materials
or dry compressed air. Use a wire brush to remove
foreign material and debris from around the exterior of
the valve before disassembly. Clean solvent and hydraulic oil should be used to insure cleanliness and
initial lubrication.
1. Remove counterpressure valve plug (17, Figure
6-3), and O-ring (16). Remove counterpressure
valve assembly (15).
2. Remove relief valve plug (18) and seal (19). Using
an 8 mm hex head allen wrench, remove the relief
valve assembly (20). Remove steel seal (21).
3. Remove capscrew (37) and capscrews (36) using
a 10 mm and 13 mm hex head allen wrench.
Remove lockwashers (38 & 39). Remove end
cover (47).
4. Remove spring stop (41) and spring (42). Remove
spring stop (34) and springs (32 & 33). Remove
O-rings (40 & 49) and seal plate (50).
5. Remove spring control (31) and main spool (29).
Remove priority valve spool (43). Remove spring
control (25), springs (23 & 24) and spring stop
(22).
6. Remove amplifier valve spool assembly (51). Set
amplifier valve spool assembly aside for further
disassembly, if required.
7. Remove shock and suction valve (28). Set shock
and suction valve aside for further disassembly,
if required.
8. Remove capscrews (1 & 3) using a 10 mm and 13
mm hex head allen wrench. Remove lockwashers
(2 & 4). Remove end cover (5).
9. Remove O-rings (6, 7 & 8) and seal plate (9).
Remove spring (55).
10. Remove shock and suction valve assembly (12).
Set the shock and suction valve aside for further
disassembly, if required. Remove orifice screw
(13).
11. Remove orifice screw (53). Remove check valve
(54).
NOTE: If further disassembly is required for the shock
and suction valves refer to Figure 6-4.
L06016 10/01
L6-3
L6-4
L06016 10/01
FIGURE 6-3. FLOW AMPLIFIER VALVE

1. Capscrew
2. Lockwasher
3. Capscrews
4. Lockwasher
5. Cover
6. O-ring
7. O-ring
8. O-ring
9. Seal Plate
10. O-ring
11. O-ring
12. Shock/Suction Valve (Complete)
13. Orifice Screw
14. Valve Housing
15. Counterpressure Valve (Complete)
16. O-ring
17. Plug
18. Plug
19. Seal
20. Relief Valve (Complete)
21. Steel Seal
22. Stop
23. Spring
24. Spring
25. Spring Control
26. Orifice Screw
27. O-ring
28. Shock/Suction Valve (Complete)
29. Main Spool
30. O-ring
31. Spring Control
32. Spring
33. Spring
34. Spring Stop
35. Orifice Screw
36. Capscrews
37. Capscrew
38. Lockwasher
39. Lockwasher
40. O-rings
41. Stop
42. Spring
43. Spool
44. Name Plate
45. Orifice Screw
46. Spring
47. Cover
48. Pins
49. O-rings
50. Seal Plate
51. Amplifier Spool Assembly (Complete)
52. O-ring
53. Orifice Screw
54. Check Valve
55. Spring
L06016 10/01
FIGURE 6-4. SHOCK AND & SUCTION VALVE

ASSEMBLY
1. O-Ring
2. Pilot Section
3. O-Ring
NOTE: The flow amplifier valve is equipped with two

shock and suction valves and they are identical. The
shock and suction valves are only serviced as complete valve assemblies. O-rings 1 & 3, Figure 6-4 are
replaceable. Relief valve (20, Figure 6-3) check valve
(54) and counterpressure valve (15) are also serviced
only as assemblies.
NOTE: Disassembly of the amplifier spool assembly is
only necessary should O-ring (2, Figure 6-5), spring
(9) or orifice screw (11) require replacement, otherwise
replace the amplifier spool assembly as a complete
unit. For complete disassembly refer to steps 12 & 13.
12. Remove 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. Unthread check valve (1) and remove. Remove
O-ring (2). Remove orifice screw (11) from plug
(10).
14. Clean and inspect all parts carefully. Make any
replacements necessary.
L6-5
6. Install seal (21). Install relief valve assembly (20),

seal (19), and plug (18). Tighten plug to 0.25 kg.m
(22 in. lbs.) torque.
7. Install counterpressure valve assembly (15). Install plug (17) using new O-ring (16).
8. Install both shock and suction valves (12 & 28) as
complete units. Install spring stop (22) springs (23
& 24) and spring control (25). Install orifice screws
(26 & 35) if removed from main spool (29). Install
main spool (29).
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 Screw
Assembly
1. Thoroughly lubricate each part prior to installation
using clean hydraulic oil.
2. Reassemble the Amplifier spool assembly in reverse order. Refer to steps 12 & 13, and Figure
6-5 under disassembly.
3. Install orifice screw (13, Figure 6-3). Tighten orifice screw to 0.05 kg.m (4 in. lbs.) torque.
4. Install check valve (54). Tighten check valve to
0.10 kg.m (8 in. lbs.) torque.
9. Install amplifier spool assembly (51). Install priority valve spool (43) and spring (42). Install spring
(55).
10. Install spring control (31), springs (32 & 33) and
spring stop (34).
11. Lubricate O-rings (6, 7 & 8) with molycote grease
and position on cover (5) with seal plate (9). Install
end cover (5). Install capscrews (3) with lockwashers (4). Tighten capscrews to 0.27 kg.m (2 ft. lbs.)
torque. Install capscrew (1) and lockwasher (2).
Tighten capscrew to 0.81 kg.m (6 ft. lbs.)
torque.
12. Lubricate O-rings (40 & 49) with molycote grease
and install on cover (47). Position seal plate (5) on
end cover. Install end cover (47). Install capscrews (36) with lockwashers (39). Tighten capscrews to 0.27 kg.m (2 ft. lbs.) torque. Install
capscrew (37) with lockwasher (38). Tighten capscrew to 0.81 kg.m (6 ft. lbs.) torque.
13. To prevent contamination, fit plastic plugs to each
valve port.
5. Install orifice screw (53). Tighten orifice screw to

0.10 kg.m (8 in. lbs.) torque.
L6-6
L06016 10/01
ACCUMULATORS
Removal
1. Insure key switch has been Off for at least 90
seconds to allow accumulator oil to drain back to
tank.
2. Remove charging valve guard (3, Figure 6-7) and
loosen small hex on charging valve three complete turns. Depress the valve core until all nitrogen pressure has been relieved.
3. Remove oil lines from bottom of accumulators.

Plug all hoses and openings to prevent possible
contamination of the system. Disconnect and
mark electrical wiring to pressure switch.
4. Attach a lifting device to the top of the accumulator
to be removed.
5. Loosen the mounting band capscrews and remove the mounting bands (4, Figure 6-6).
6. Raise the accumulator until clear of mounting
bracket and move to a clean work area for disassembly.
Installation
Make certain 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 protective face mask when discharging nitrogen gas.
1. Lift accumulator into position on the mounting

bracket (3, Figure 6-6). Accumulator should be
positioned with the antirotation block positioned
between the two stop blocks on the lower mounting bracket.
2. Secure the accumulator to the mounting bracket
using mounting band (4), capscrew, lockwashers
and nut. Do not overtighten nuts, as this could
distort the accumulator.
3. If pressure switches were removed, install at this
time. Connect electrical wiring to pressure
switches and reconnect oil lines to the bottom of
the accumulators.
4. Precharge both accumulators with pure dry nitrogen as outlined in Steering Accumulator Charging Procedure.
FIGURE 6-6. ACCUMULATOR MOUNTING

1. Accumulators
2. Pressure Switch (Oil)
L06016 10/01
3. Mounting Bracket
4. Mounting Band
FIGURE 6-7. PRESSURE SWITCHES

1. Accumulator
2. Pressure Switch Cover
3. Charging Valve Guard

4. Charging Valve
L6-7
Disassembly
1. Remove charging valve (3, Figure 6-8).
2. Remove gland (4). Figure 6-9 illustrates a tool that
can be fabricated locally to aid in removing and
installing the gland.
3. Remove plugs (11). Using a round rod, push
piston (7) out of accumulator.
1. Clean parts using fresh cleaning solvent, lint free
wiping cloth and filtered compressed air. All parts
must be absolutely free of any foreign matter
larger than 3 microns.
2. Inspect piston for damage. If scored or otherwise
damaged, replace with a new part.
3. Minor defects in the housing bore may be corrected by honing.
a. Measure the bore at several places along the
length of the housing. Make two measurements 90 apart at each point to verify tube is
not out-of-round.
FIGURE 6-8. STEERING ACCUMULATOR

1. Capscrew
2. Cover
3. Charging Valve
4. Gland
5. O-ring & Backup Ring
6. Piston Seal Lube Oil
L6-8
7. Piston
8. Bearing
9. T Ring Seal
10. Housing
11. Plug
12. Plug
FIGURE 6-9. GLAND REMOVAL TOOL

(Fabricate Locally)
L06016 10/01
b. Verify housing I.D. does not exceed 8.002 in.

(203.25 mm).
c. Check dimensions frequently during honing
operation to prevent removal of too much material. Do not hone gland seal area.
4. If housing defects can not be removed within the
above limits, replace the housing.
Repair of the housing by welding, machining or

plating to salvage a worn area is NOT APPROVED.
These procedures may weaken the housing and
result in serious injury to personnel when pressurized.
5. Clean parts thoroughly to remove abrasive residue after honing.
TESTING
To carry out the testing required, it will be necessary
to check for internal and external leaks at high pressure. A source of 350 kg/cm2 (5000 psi) hydraulic
pressure and nitrogen pressure of 98.6 kg/cm2 (1400
psi) will be required. A small water tank with the
necessary safety guards in place will be necessary for
a portion of the test.
Do not stand near gland during test procedure. A

box enclosure made of heavy steel plate is recommended to contain the accumulator during oil
pressurization test.
1. Fill each end of the accumulator with approximately 22.7 liters (6 gallons) of clean type C-4
hydraulic oil. Install an adaptor on the oil end to
connect to hydraulic power source. Plug remaining ports.
a. Apply 350 kg/cm2 (5000 psi) oil pressure.
Assembly
b. Verify no external leakage exists.

c. Verify no structural damage occurs.
2. Release pressure and remove oil side fitting.
Assemble the accumulators in a dust and lint free

area. Maintain complete cleanliness during assembly to prevent possible contamination.
1. Install a new seal (9, Figure 6-8) on piston. Install
new bearings (8). Coat seal and bearings with a
small amount of petroleum jelly.
2. Install the piston with the concave side toward gas
end (gland end) of accumulator cylinder housing
(10). Push the piston to the center of of the
housing.
3. Install new O-rings and backup rings (5) on gland
(4). Coat seals with a small quantity of type C-4
hydraulic oil.
4. Install gland and tighten to 118 kg.m (850 ft. lbs.)
torque using tool as shown in Figure 6-9.
5. Install charging valve (3) with new O-ring. Tighten
charging valve large hex nut to 2.3 kg.m (16.5
ft.lbs.) torque.
6. Install pressure switch. Install pressure test fittings
in bottom of housing. (See Testing below.)
L06016 10/01
3. Drain oil. Leave port open.

4. Pressurize gas end of accumulator with approximately 7.0 kg/cm2 (100 psi) nitrogen pressure to
move piston to bottom of housing.
5. Submerge oil end of assembly in water.
6. Apply 98.6 kg/cm2 (1400 psi) nitrogen pressure to
gas end and observe for 20 minutes. No leakage
(bubbles) is permitted.
7. Release nitrogen pressure and remove assembly
from water.
8. Drain any remaining oil or water.
9. If the accumulator is to be placed in storage, add
1.5 liters (3 pints) of rust preventive oil in the
nitrogen side of the accumulator. Add 0.5 liters (1
pint) in the oil side. If the accumulator will be used
immediately, type C-4 hydraulic oil may be used
instead of rust preventive oil. Plug all open ports.
10. Verify all warning and caution labels are attached and legible (Refer to parts book if replacements are required).
L6-9
STEERING ACCUMULATOR CHARGING

PROCEDURE

component until engine is stopped and key switch
has been Off for at least 90 seconds.
Pure dry nitrogen is the only gas approved for use
in the steering accumulators. The accidental
charging of oxygen or any other gas in this compartment may cause an explosion. Be sure pure
dry nitrogen gas is being used to charge the accumulators.
When charging or discharging the nitrogen gas in
the accumulators, be sure the warning labels are
observed and the instructions regarding the
charging valve are carefully read and understood.
1. With engine shut down and key switch in the Off
position, allow at least 90 seconds for accumulators to bleed down. Turn the steering wheel to be
certain no oil remains in accumulators.
2. If present, remove charging valve guards.
If nitrogen pressure is present in the accumulators, make certain only the small swivel hex nut is
turned during the next step. Turning the complete
valve assembly may result in the valve assembly
being forced out of the accumulator by the nitrogen pressure inside.
3. Remove charging valve cap (1, Figure 6-10). Turn
small swivel hex nut (4) three complete turns
counterclockwise.
4. Depress the valve stem and hold down until all
nitrogen has been released.
5. If a loss in nitrogen pressure is the reason for
recharging, inspect the charging valve and accumulator for damage. Replace or repair items, as
necessary, before charging procedure.
6. Connect the nitrogen charging kit to the charging
valves. Open the regulator and charge the accumulators simultaneously to 98.6 kg/cm2 (1400
psi).
NOTE: If a loss in nitrogen pressure occurred during
operation, oil may still be present in the accumulator
L6-10
FIGURE 6-10. CHARGING VALVE

1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
5. Rubber Washer
6. Valve Body
7. O-ring
8. Valve Stem
9. O-ring
below the piston. This oil can be bled off during the
nitrogen charging procedure by turning the steering
wheel back and forth or by actuating the bleed down
solenoid by turning the key switch On and then Off.
NOTE: When charging the accumulators, allow adequate time for the system to fully charge. Insure all oil
has returned from the accumulators to the hydraulic
tank.
7. Shut off charging kit and check pressure gauge
reading. If gauge does not maintain 98.6 kg/cm2
(1400 psi) continue charging procedure until
pressure is stabilized.
8. Remove the charging kit and tighten small hex nut
on charging valve to 0.6 kg.m (4 ft.lbs.) torque.
NOTE: If a new charging valve was installed, the valve
stem must be seated as follows:
a. Tighten small hex swivel nut to 1.5 kg.m (10.5
ft.lbs.) torque.
b. Loosen swivel nut.
c. Retighten swivel nut to 1.5 kg.m (10.5 ft.lbs.)
torque.
d. Again, loosen swivel nut.
e. Finally, tighen swivel nut to 0.6 kg.m (4 ft.lbs.)
torque.
9. Install charging valve cap (1) and tighten finger
tight. Install charging valve guard and tighten
capscrews to 3.5 kg.m (25 ft. lbs.) torque.
10. Operate truck and check steering.
L06016 10/01
STEERING CYLINDER
Removal
1. Disconnect lubrication lines (if equipped) at
mounting pins.
2. Remove head pin (4, Figure 6-11).
NOTE: Support the steering cylinder (5) with a suitable
jack. Start the engine and operate the steering to
retract the piston rod, then disconnect the cylinder from
the frame.
3. Remove head hose (2).
4. Remove rod hose (3).
FIGURE 6-11. STEERING CYLINDER PIPING
5. Remove rod pin (1).

6. Remove steering cylinder assembly.
1. Rod Pin
2. Head Hose
3. Rod Hose
4. Head Pin
Installation
1. Lift steering cylinder (5, Figure 6-11) into position.
Position rubber boot (1, Figure 6-12) and install
head pin. Install pin retaining capscrew with
washer and tighten to standard torque.
2. Position piston rod eye in bracket bore. Install
rubber boot (1) and pin. Install pin retaining capscrew with washer and tighten to standard torque.
3. Connect lubrication lines (if equipped).
4. Using a new O-ring, install rod hose (3, Figure
6-11).
5. Using a new O-ring, install head hose (2).
FIGURE 6-12. TYPICAL MOUNTING PIN

2. Pin
1. Rubber Boot
L06016 10/01
L6-11
Steering Cylinder Rebuild

Disassembly
1. Remove capscrews (9, Figure 6-13).

2. Pull rod assembly (10) and gland out of cylinder
housing (1).
3. Remove locknut (2) and piston (3). Remove bearing (4) and seal assembly (5) from piston.
4. Slide gland off rod. Remove O-ring (6) and backup
ring (7) from gland.
5. Remove rod wiper (11) and rod seal (12). Remove
bearing (13).
Clean parts thoroughly and inspect cylinder

housing (1, Figure 6-13), piston (3), piston rod
(10), and gland (8) for evidence of scoring,
pitting, or excessive wear.
Discard all seals, O-rings, backup rings, and
bearings.
Inspect bushing (16) in rod eye and housing for
excessive wear or damage. Replace if necessary. Always replace O-rings (15).
During assembly, coat sliding sufaces with hydraulic oil.
FIGURE 6-13. STEERING CYLINDER ASSEMBLY

1. Housing
2. Locknut
3. Piston
4. Bearing
L6-12
5. Seal Assembly
6. O-Ring
7. Backup Ring
8. Gland
9. Capscrew
10. Rod
11. Wiper
12. Seal
13. Bearing
14. Retaining Ring
15. O-Ring
16. Bushing
L06016 10/01
Assembly
Piston Seal and Bearing Iinstallation:
Cylinder Assembly:
1. Install new piston seal (5, Figure 6-13) on piston

(3) as follows:
1. Install new bearing (13, Figure 6-13), rod seal

(12), rod wiper (11), backup ring (7) and O-ring
(6) in gland (8).
a. Heat piston seal assembly (5) in boiling water

for 3 to 4 minutes.
b. Remove piston seal from water and assemble
on piston. DO NOT take longer than 5 seconds
to complete as the seal will take a permanent
set. The piston bearing (4) may be used to
postion the seal assembly in the groove. Apply
pressure evenly to prevent cocking seal.
c. If seal has taken a slightly larger set (loose on
piston), a belt type wrench or similar tool can
be used to compress O.D. of seal until it fits
tightly on piston.
2. Push rod (10) through top of gland, slowly advancing rod over seal and rod wiper.
3. Install piston assembly (3) on rod. Install locknut
(2) and tighten to 276 kg.m (2000 ft. lbs.) torque.
4. Carefully install rod and gland assembly into
cylinder housing (1). Insure O-ring and backup
ring are not damaged during installation of gland.
5. Install capscrews (9). Tighten to 58 kg.m (310 ft.
lbs.) torque.
2. Install bearing (4) in piston groove.
L06016 10/01
L6-13
STEERING/BRAKE PUMP
Removal
NOTE: Clean the steering pump and surrounding area
carefully to help avoid contamination of hydraulic oil
when lines are opened.

applying pressure.
immediately.
1. Turn keyswitch Off and allow 90 seconds for the
accumulators to bleed down. Turn the steering
wheel to be sure no oil remains under pressure.
2. Drain the hyraulic tank by use of the drain valves
located at the bottom of the tank.
NOTE: Be prepared to contain approximately 576
liters (152 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.
3. Disconnect the suction (3, Figure 6-14) and outlet
hoses (6) at the steering pump (5). Also disconnect and cap pump case drain line (2) from fitting
(4). Plug all lines to prevent oil contamination.
FIGURE 6-14. STEERING/BRAKE PUMP

1. Transmission Pump
2. Case Drain Line
3. Suction Hose
4. Drain Line Fitting

5. Steering/Brake Pump
6. Outlet Hose
4. Support the steering pump and remove the two

pump mounting capscrews.
5. Move the steering pump forward to disengage the
drive coupler splines from the transmission pump
(1) and remove the pump.
6. Clean the exterior of steering pump.
The steering pump weighs approximately 50 kg

(110 lbs.). Use a suitable lifting device capable of
handling the load safely.
L6-14
7. Move the steering pump to a clean work area for

disassembly.
L06016 10/01
Installation
1. Install a new O-ring on pump mounting flange.
2. Inspect the splined coupler to verify the internal
snap ring is properly seated. Install coupler on
transmission pump drive shaft.
The steering pump weighs approximately 50 kg

(110 lbs.). Use a suitable lifting device capable of
handling the load safely.
3. Move the steering pump (5, Figure 6-14) into
position. Engage steering pump shaft with transmission pump splined coupler.
4. Align capscrew holes and install steering pump
mounting capscrews. Tighten mounting capscrews to standard torque.
5. Remove plugs from suction (3) and outlet (6)
hoses and install to steering pump using new
O-rings. Tighten capscrews securely.
6. Do not connect steering pump case drain line (2)
to the steering pump, at this time (See Step 7).
Cap the drain hose securely.
7. Remove fitting (4) and add clean oil to pump
through opening until steering pump housing is
full. This may require 2 to 3 liters (2-3 qts) of oil.
8. Uncap the case drain line and reconnect hose (2),
to steering pump fitting (4). Tighten case drain
line.
9. Replace the hydraulic filter elements. Refer to
Hydraulic Filters, earlier in this section.
NOTE: 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 shut-off, fill the
hydraulic tank with clean hydraulic oil (as specified
on the truck Lubrication Chart) until oil is visible in
the top sight glass. Refill capacity is: 576 liters
(152 gal.).
L06016 10/01
11. Loosen suction hose (3) capscrews (at the pump)

to bleed any trapped air. Then loosen pressure
outlet (6) hose capscrews (at the pump) to bleed
any trapped air. Tighten hose connection capscrews to standard torque.
NOTE: If trapped air is not bled from steering pump,
possible pump damage and no output may result.
12. If required, top-off the oil level 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 pilot control valve to the FLOAT
position.
15. Start the truck engine and operate at low idle for
one (1) to two (2) minutes.
Do not allow the engine to run with the needle

valves in the open position for longer than this
recommendation: excessive hydraulic system
heating will occur.
Do not start any hydraulic pump for the first time
after an oil change, or pump replacement, with the
truck dump body raised; the oil level in the hydraulic tank may be below the level of the pump(s)
causing premature pump wear during initial pump
start-up.
16. Shut-off the engine and fully close both brake
accumulator needle valves in the brake cabinet.
17. Verify the oil level in the hydraulic tank is at the
upper sight glass when the engine is off and the
body is resting on the frame. If the hydraulic oil
level is not at the upper sight glass, follow service
manual instructions for filling/adding oil.
18. Start engine and check for proper pump operation.
If necessary, refer to Steering Circuit Checkout
Procedure, later in this Section. Also, refer to
Trouble Shooting Chart for additional information.
L6-15
PUMP REBUILD
When disassembling or assembling unit:

Choose a work area where no traces of dust, sand
or other abrasive particles which could damage
the unit are in the air.
Do not work near welding, sand-blasting, grinding
benches and the like.
NEVER attempt to remove or install any component or assembly while the truck is running. Always stop the engine, shut-off power and release
pressure from the system before servicing or testing. Be sure provisions have been made to allow
the case drain line to be disconnected from the
pump without causing the line to drain (siphon) the
tank.
Place all parts on a CLEAN surface.

To clean parts which have been disassembled, it
is important CLEAN solvents are used.
All tools and gauges should be clean prior to
working with these units and new, CLEAN and
threadless rags used to handle and dry parts.
Disassembly
1. Drain off excess hydraulic oil from pump inlet,
discharge and case drain ports.
2. Thoroughly clean and dry the outside surface of
the pump housing.
NOTE: Depending upon what part or parts are to be
inspected, it may not be necessary to completely take
apart all assemblies.
3. For complete pump disassembly, follow instructions for each pump assembly group on the following pages.
L6-16
L06016 10/01
Control Group
NOTE: Prior to removing the control group from the
pump housing, loosen all external plugs for easier
removal during disassembly.
1. Remove capscrews (2, Figure 6-15).
6. Remove plugs (12 & 21) and orifice (30).

7. Remove plug (28), spring (27), orifices (25 & 26)
and 4-way valve spool (24).
2. Lift control housing (1) off pump housing.
8. Remove relief valve bonnet (14), Spring (15), shim

(16), and poppet (17).
3. Remove gasket (8), O-Ring (9), plug (11) and

piston control pin (10).
9. Remove relief valve seat (18), O-ring (19), and

orifice (20).
4. Remove capscrews (3). Remove end cap (23) and

gasket (31). Remove O-rings (4).
5. Carefully remove bias control piston (7), spring
(6), and main control piston (5) from control housing.
FIGURE 6-15. PUMP CONTROL GROUP

1. Control Housing
2. Capscrew
3. Capscrew
4. O-Ring
5. Main Control Piston
6. Spring
7. Bias Control Piston
8. Gasket
L06016 10/01
9. O-Ring
10. Control Piston Pin
11. Plug
12. Plug
13. O-Ring
14. Relief Valve Bonnet
15. Spring
16. Shim
17. Relief Poppet

18. Relief Valve Seat
19. O-Ring
20. Orifice
21. Plug
22. O-Ring
23. End Cap
24. 4-Way Valve Spool
25. Orifice
26. Orfice
27. Spring
28. End Plug
29. O-Ring
30. Orifice
31. Gasket
L6-17
Valve Plate Group
Rotating Group
10. Support the pump assembly on the workbench

with the driveshaft facing down and remove the
four hex head capscrews (18, Figure 6-16).
11. Remove the valve plate (17) by lifting straight up.
12. Remove the valve plate gasket (16) and O-ring
(10).
The rotating group weighs approximately 7 kg. (15

lbs.). Extreme care must be taken not to damage
cylinder wear face of cylinder wear plate face,
bearing diameters or piston shoes. Assistance
from others and use of proper lifting techniques is
strongly recommended to prevent personal injury.
13. Place the pump in a horizontal position and remove the rotating group by turning the driveshaft
(6) slowly while pulling the cylinder/piston barrel
assembly (15) from the housing.
FIGURE 6-16. PUMP PISTON SECTION

1. Bearing Retainer Ring
2. Shaft Retainer Ring
3. Ball Bearing
4. Seal Retainer
5. Shaft Seal
6. Drive Shaft
7. Screw
L6-18
8. Guide Plate
9. Roll Pin
10. O-Ring
11. Roll Pin
12. Roll Pin
13. Saddle Bearing
14. Swashblock
15. Cylinder/Piston Assembly

16. Gasket
17. Plate
18. Capscrew
19. Plug
20. O-Ring
21. Plug
22. O-Ring
L06016 10/01
18. Remove the retaining ring (6, Figure 6-18) and pull
the cylinder bearing (7) from the housing.
19. If necessary, remove roll pins (8) from the housing.
Note the position of the roll pins in the case.
Driveshaft Group
20. Remove the bearing retainer ring (1, Figure 6-16).
21. Grasp the outboard end of the driveshaft and pull
shaft and bearing out from the pump housing.
22. Remove the shaft retaining ring (2) and bearing
(3).
23. Remove the shaft seal retainer (4) and the shaft
seal (5) from the housing only if necessary.
FIGURE 6-17. PISTON/SHOE REMOVAL
1. Cylinder Barrel
2. Spring
3. Fulcrum Ball
4. Piston/Shoe Assembly
5. Shoe Retainer
14. Place the cylinder barrel on a clean, protective

surface with the piston shoes facing upward.
15. Mark each piston, its cylinder bore and location in
the shoe retainer for ease of inspection and assembly.
Swashblock Group
24. Remove the flat head screws (7, Figure 6-16) and
guide plate (8).
25. Reach inside the case and remove the swashblock
(14) and the saddle bearings (13).
16. Piston/shoe assemblies (4, Figure 6-17) can be

removed individually or as a group by pulling
upward on the shoe retainer (5).
17. Remove the fulcrum ball (3) and shoe retainer
spring (2).
FIGURE 6-18. ROTATING GROUP

1. Cylinder Barrel
2. Spring
3. Fulcrum Ball
4. Shoe Retainer
5. Piston & Shoe Assembly
6. Retainer Ring
7. Cylinder Bearing
8. Roll Pin
L06016 10/01
L6-19
10. Remove minor defects on the face by lightly stoning or lapping the surface. If defects can not be
removed by this method, replace the cylinder barrel.
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 or signs of fatigue.
Control Group
4. Carefully check the control piston pin (10, Figure
6-15) for cracks and/or signs of fatigue. Check fit
of pin in swashblock. It should be a slip fit without
side-play.
5. Verify all orifices and passages are free of obstructions.
6. Check main control piston (5), bias control piston
(7), and housing (1) for excessive wear or scoring.
Valve Plate Group
7. Inspect the valve plate (17, Figure 6-16) surface
that mates with the cylinder barrel (15) for excessive wear, scoring or grooves. If faces are not flat
and smooth, the cylinder side will lift off from the
valve plate resulting in delivery loss and damage
to the pump.
11. Inspect the cylinder bearing (7) for damage and

replace if necessary.
12. Check all piston and shoe assemblies (5) to be
sure they ride properly on the swashblock.
13. Check all pump piston assemblies for smooth
action in their bores.
14. Check piston walls and bores for scratches or
other signs of excessive wear. (Pistons should not
have more than a few thousandths clearance).
Replace if necessary.
15. Piston shoes (2, Figure 6-31) must pivot smoothly,
but end play must not exceed 0.152 mm (0.006
in.).
16. Measure each shoe at dimension A as shown in
Figure 6-19. All shoes must be equal within 0.025
mm (0.001 in.) at this dimension.
17. Check each shoe face (3). Faces must be free of
nicks or scratches. If one or more piston/shoe
assembly needs to be replaced, replacement of all
piston/shoe assemblies is necessary.
18. When installing new piston/shoe assemblies or
rotating group, make sure pistons are free in their
respective bores.
8. Remove minor defects on the face by lightly

stoning the surface with a hard stone that is flat
to within 0.03 mm (0.001 in.). Be sure to stone
lightly. Any excessive stoning will remove the
hardened surface. If wear or damage is extensive, replace the valve plate.
Rotating Group
9. Inspect cylinder barrel (1, Figure 6-18) piston
bores and the face that mates with the valve plate
for wear and scoring.
FIGURE 6-19. PISTON/SHOE INSPECTION

1. Piston
2. Shoe
L6-20
3. Shoe Contact Face
L06016 10/01
Swashblock Group
19. Inspect the swashblock (14, Figure 6-16) for wear
and scoring. If defects are minor, stone the swashblock lightly. If damage is extensive, replace the
swashblock.
20. Check the very small holes in the face of the
swashblock. These passageways provide porting for the hydrostatic balance fluid (of the piston/shoe assembly) to be channelled through the
swashblock to the face of the saddle bearing
(providing pressure lubrication).
21. Compare saddle bearing (13) thickness in wear
area to thickness in a non-wear area. Replace
saddle bearing if difference is greater than 0.40
mm (0.015 in.).
22. Check mating surface of swash block for cracks or
excessive wear. Replace if necessary.
23. Swashblock movement in saddle and saddle bearing must be smooth. Replace if necessary.
Driveshaft Group
24. Remove shaft seal (5, Figure 6-16).
25. Check the shaft bearing (6) for galling, pitting,
binding or roughness. Replace if necessary.
26. Check rear shaft bushing in valve plate.
27. Check shaft and its splines for wear. Replace any
parts necessary.
2. Press new shaft seal (5, Figure 6-16) into front of

pump housing.
3. Place housing on workbench with mounting flange
side down.
4. If removed or replaced, press two roll pins (11)
into the pump housing until pins extend 1.3 to 1.6
mm (0.050 to 0.065 in.) from case.
5. Grease back side of saddle bearings (13) and
place on the pins to locate the bearing in pump
case. Make sure the pin does not protrude.
6. Partially insert swashblock (14) into pump housing.
7. Insert insert guide plate (8) into the case, so flat
head cap screws (7) can be used to fasten the
guide plate to the housing.
8. Place the swashblock on the guide plate making
sure the guide plate is in the groove of the swashblock.
9. Once in place, be sure swashblock swivels in the
saddle bearings. (With new bearings, swivelling
may be stiff -not always smooth).
10. Make sure the two roll pins (8, Figure 6-20) are
inserted into the cylinder bearing (7).
11. Position the cylinder bearing with the pins located
nearest the control facing the outboard end of the
driveshaft. The bearing should be positioned with
scarf cuts positioned top and bottom with pins
(8) located on top of internal cast boss. The bearing should fit into place with little difficulty and be
square to the axis of the pump.
12. Tap bearing into place if necessary using extreme
care not to damage the bearing.
Assembly
The procedure for assembling the pump is basically
the reverse order of disassembly procedure. During
assembly, install new gaskets, seals, and O-rings.
1. Apply a thin film of CLEAN grease or hydraulic
fluid to sealing components to ease assembly. If
a new rotating group is used, lubricate thoroughly
with CLEAN hydraulic fluid. Apply fluid generously to all wear surfaces.
Swashblock Group
13. Insert the retaining ring (6) to hold bearing in place.
Driveshaft Group
14. Place the housing on its side with the axis horizontal and then install seal retainer (4, Figure 6-16).
15. Place front driveshaft bearing (3) onto the
driveshaft (6) and lock in place with the shaft
retaining ring (2).
16. Lubricate the shaft seal (5) and shaft.
Extreme care should be used not to damage saddle bearing surfaces while installing the saddle
into the pump housing.
L06016 10/01
17. Insert the driveshaft and bearing assembly into the

housing and lock in place with the driveshaft bearing retainer ring (1).
L6-21
Rotating Group
18. Mating surfaces should be greased. Place the
cylinder barrel (1, Figure 6-20), wear surface
down, on a clean cloth.
19. Place the shoe retainer spring (2) in the center of
the barrel with the fulcrum ball (3) on top of it.
20. Insert the pistons (5), that were numbered on
disassembly, into their corresponding, numbered,
holes of the shoe retainer (4).
21. As a unit, fit the pistons into their corresponding,
numbered, bores in the cylinder barrel. DO NOT
FORCE - If aligned properly, the pistons will fit
smoothly.
25. Continue to slide cylinder barrel forward until it

encounters the cylinder bearing (7). Lifting the
driveshaft slightly helps cylinder barrel (1) and
cylinder bearing engagement. Continue pushing
cylinder forward until the piston shoes contact the
swashblock.
26. At this point, the back of the cylinder barrel should
be located approximately 10.2 mm (0.4 in.)inside
the back of the pump bearing.
Valve Plate Group

27. Place pump housing on bench with open end
facing up.
28. Using assembly grease (to hold desired position)
install new O-ring (10, Figure 6-16) and install
gasket (16) over roll pins on housing.
The assembled rotating group weighs approximately 15 lbs (7 kgs). Assistance from others and
proper 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.
29. Install rear valve plate (17). Make sure the end of
the driveshaft engages the bushing in the rear
valve plate, while positioning valve plate on pins
(11) and housing.
30. Finger tighten hex head cap screw (18) closest to
O-ring (10) first then alternately tighten the other
capscrews.
23. When installing the rotating group, support the

weight of the cylinder barrel as the cylinder spline
is passed over the end of driveshaft to avoid
scratching or damage.
24. Push cylinder barrel forward until the cylinder
spline reaches the driveshaft spline and rotate the
cylinder slightly to engage shaft splines.
FIGURE 6-20. ROTATING GROUP
ASSEMBLY
1. Cylinder Barrel
2. Spring
3. Fulcrum Ball
4. Shoe Retainer
5. Piston & Shoe Assembly
6. Retainer Ring
7. Cylinder Bearing
8. Roll Pin
L6-22
L06016 10/01
FIGURE 6-21. PUMP CONTROL GROUP

1. Control Housing
2. Capscrew
3. Capscrew
4. O-Ring
5. Main Control Piston
6. Spring
7. Bias Control Piston
8. Gasket
9. O-Ring
10. Control Piston Pin
11. Plug
12. Plug
13. O-Ring
14. Relief Valve Bonnet
15. Spring
16. Shim
17. Relief Poppet

18. Relief Valve Seat
19. O-Ring
20. Orifice
21. Plug
22. O-Ring
23. End Cap
24. 4-Way Valve Spool
25. Orifice
26. Orfice
27. Spring
28. End Plug
29. O-Ring
30. Orifice
31. Gasket
Control Group
31. Insert orifice (20, Figure 6-21), and relief valve seat
(18) using a new O-ring (19) in end cap. Tighten
seat securely.
32. Install relief poppet (17), shim (16) and spring (15).
33. Install relief valve bonnet (14) and tighten.
34. Install orifice (30), plugs (21) and O-rings (22)
35. Place 4-way valve spool (24) in bore. Install orifices (25 & 26), spring (27), O-ring (29) and end
plug (28).
37. Install new O-rings (4), gasket (31), and position

end cap assembly (23) on housing.
38. Install capscrews (3) and tighten evenly.
39. Install plugs (11 & 12).
40. Using a new gasket (8), and O-ring (9), position
control group assembly over pump housing, insert
control piston pin (10) and align control group over
opening in pump housing.
41. Install capscrews (2) and tighten evenly.
36. Lubricate and insert main control piston (5), spring

(6), and bias control piston (7) in housing (1).
L06016 10/01
L6-23
TROUBLESHOOTING CHART
POSSIBLE CAUSES
TROUBLE: Slow Steering, Hard Steering or Loss of Power Assist

Overloaded Steering Axle
Reduce Axle Loading
Malfunctioning flow amplifier valve allowing system

pressure to be lower than specified
Repair or replace flow amplifier valve
Worn or malfunctioning pump
Replace pump
TROUBLE: Drift - Truck Veers Slowly In One Direction.

Rod end of cylinder slowly extends without turning the
steering wheel
A small rate of extension may be normal on a closed

center system
Worn or damaged steering linkage
Replace linkage and check alignment or toe-in of the

front wheels
TROUBLE: Wander - Truck Will Not Stay In Straight Line

Air in system due to low oil level, pump cavitation,
leaking fitting, pinched hoses, etc.
Correct oil supply problem
Loose cylinder piston
Repair or replace defective components
Broken centering springs (Spool Valve, Steering Unit)
Replace centering springs
Worn mechanical linkage
Repair or replace
Bent linkage or cylinder rod
Repair or replace defective components
Severe wear in steering control unit
Repair steering control unit
TROUBLE: Slip - A Slow Movement of Steering Wheel Fails To Cause Any Movement of the Steered
Wheels
Cylinder piston seal leakage
Replace seals
Worn steering control unit meter
Replace steering control unit
TROUBLE: Spongy or Soft Steering

Low oil level.
Service hydraulic tank and check for leakage
Air in hydraulic system. Most likely air trapped in

cylinders or lines
Bleed air from system. Placing ports on top of cylinder

will help avoid trapping air
TROUBLE: Erratic Steering

Air in system due to low oil level, cavitating pump,
leaky fittings, pinched hose, etc.
Correct condition and add oil as necessary
Loose cylinder piston
Replace cylinder
L6-24
L06016 10/01
POSSIBLE CAUSES
TROUBLE: Free Wheeling - Steering Wheel Turns Freely with No Back Pressure or No Action of the
Front Wheels
Lower splines of steering column may be disengaged
or damaged
No flow to steering unit can be caused by:
1. Low oil level
2. Ruptured hose
3. Broken gerotor drive pin
Repair or replace steering column
1. Add oil and check for leakage

2. Replace hose
3. Replace drive pin
TROUBLE: Excessive Free Play at Steered Wheels

Broken or worn linkage between cylinder and steered
wheels
Check for loose fitting bearings at anchor points in

steering linkage between cylinder and steered wheels
Leaky cylinder seals
Replace cylinder seals
TROUBLE: Binding or Poor Centering of Steered Wheels

Binding or misalignment in steering column or splined
column or splined input connection
Align column pilot and spline to steering control unit
High back pressure in tank can cause slow return to

center
Reduce restriction in the lines or circuit by removing

obstruction or pinched lines, etc.
Large particles can cause binding between the spool

and sleeve in the steering control valve
Clean the steering control unit and filter the oil. If

another component has malfunctioned generating
contaminating materials, flush the entire hydraulic
system
TROUBLE: Steering Control Unit Locks Up

Large particles in meter section
Clean the steering control unit
Insufficient hydraulic power
Check hydraulic power supply
Severe wear and/or broken pin
Replace the steering control unit
TROUBLE: Steering Wheel Oscillates or Turns By Itself

Lines connected to wrong ports
Check line routing and connections
Parts assembled wrong. Steering control unit

improperly timed
Reassemble correctly and retime control unit
TROUBLE: Steered Wheels Turn in Opposite Direction When Operator Turns Steering Wheel
Lines connected to wrong cylinder ports
L06016 10/01
Check proper line connections
L6-25
NOTES
L6-26
L06016 10/01
HOIST CIRCUIT
HOIST CIRCUIT OPERATION
The following information describes the basic hoist
circuit. Further circuit description is outlined under the
individual component descriptions.
Hydraulic fluid is supplied from the rear section of a two
section tank located on the left frame rail. Refer to
Figure 7-1, Hoist Circuit Diagram. Hydraulic oil is
routed to a tandem gear pump (4). The pump is driven
by a PTO gear case mounted on the front of the
transmission.
1. Hydraulic Tank (Rear Section)

2. Heat Exchanger
3. Low Pressure Filters
4. Hydraulic Pump
5. Rear Disc Brakes
L07017
Hydraulic oil from the pump is directed to the hoist

valve (12) mounted outboard of the left hand frame rail,
behind the hydraulic tank.
The hoist valve directs oil to the body hoist cylinders
(15) for raising and lowering of the dump body. The
hoist valve functions are controlled by the operator
through a flexible cable to the hoist pilot valve (8) in the
hydraulic component cabinet located to the right of the
operators cab. Also in the hydraulic cabinet are the
power up hoist limit solenoid (10), piloted check valve
(11), Hoist power down solenoid (9) .
FIGURE 7-1. HOIST CIRCUIT DIAGRAM

6. Manifold
7. Brake Control Valve (BCV)
8. Hoist Pilot Valve
9. Power Down Hoist Limit Solenoid
10. Power Up Hoist Limit Solenoid
Hoist Circuit
11. Pilot Operated Check Valve

12. Hoist Valve
13. Snubber Valve
14. Hoist Cylinders
L7-1
COMPONENT DESCRIPTION
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
service capacity of the tank is 576 L (152 gal). Refer to
Section P for the correct type hydraulic oil recommended for use in the hydraulic system.
Oil used in the hoist circuit flows through two 100 mesh
wire suction strainers to the inlet housing of the hoist
pump. Air drawn into the tank during operation is
filtered by a breather located on the top of the tank. Oil
level can be checked visually at sight glasses located
on the face of the tank. Oil level should be maintained
between the sight glasses with the body down and the
engine shut down.
HOIST PUMP
The hoist pump is a tandem gear type pump driven by
the transmission PTO gearcase. The pump has a total
output of 845 L/min (224 GPM) at 2100 RPM. Maximum
hoist pump output pressure is 193 kg/cm2 (2750 psi).
Pump output pressure is limited by relief valves located
within the hoist control valve.
If the operator is not raising the truck body, hoist circuit
oil is routed to the rear disc brake cooling circuit and
the Rear Brake Control Valve. If the brakes are not
applied, 50% of the oil will be routed directly back to
the hydraulic tank by the Brake Control Valve and the
remaining 50% is routed to the disc brake housings. Oil
leaving the brake housings is routed through low pressure filters and a heat exchanger before returning to
the hydraulic tank.
FIGURE 7-2. HYDRAULIC CABINET COMPONENTS

1. Power Up Spool Limit
Solenoid
5. Control Cable
3. Power Down Spool Limit
Solenoid
HOIST VALVE
The hoist valve (Figure 7-3) is mounted outboard of the
left hand frame rail, between the frame rail and hydraulic tank. The hoist valve is a split spool design. (The
term split spool describes the spool section of the
valve.)
Separate spools control oil flow to each end of the
cylinders. The valve consists of two identical inlet sections, a spool section, and a separator plate.
The hoist valve precisely follows differential pressure
input signals generated by the hoist pilot valve (4,
Figure 7-2).
The inlet sections of the hoist valve consist of the
following components:
Flow control and main relief valve
(system relief).
Low pressure relief valve.
Load check poppet.
Anti-void poppet.
The flow control portion of the flow control and main
relief valve allows pump flow to the brake cooling circuit
or return directly to tank through the inlet section with
low pressure loss. The relief portion of the valve is direct
acting and has the capacity to limit the working pressure at full pump flow.
L7-2
Hoist Circuit
L07017
ends to close the work port from the high and low
pressure cores when there is no flow to the pilot ports.
When there is flow through a pilot port to a spool, a
positive differential pressure at the top of the spool will
overcome the bottom spring bias causing the spool to
shift to connect the high pressure core to the work port.
When there is flow from the main valve work port to the
pilot port through the cross-holes, a positive differential
pressure at the bottom of the spool will overcome the
top spring bias and the spool will shift to connect the
work port to the low pressure core.
The check poppets located in the main spools permit
free flow from the work port to the pilot port and restrict
flow from the pilot port to the work port. These check
poppets control spool response and spool movements.
HOIST PILOT VALVE

1. Inlet Section
3. Inlet Section
2. Top Spool Section Cover
4. Spool Section
The low pressure relief is located between the low
pressure core and the outlet, and provides a controlled
back pressure in the low pressure core when oil is
returning to tank.
The load check allows free flow from the inlet to the
high pressure core and prevents flow from the high
pressure core to the inlet.
The anti-void check valve allows free flow from the low
pressure core to the high pressure core and prevents
flow from the high pressure core to the low pressure
core.
The spool section of the hoist valve consists of the
following components:
Two pilot ports
Two main spools
Two work ports
Check poppets
The hoist pilot valve is located in the hydraulic component cabinet to the right of the operators cab. (Refer to
Figure 7-2.) The hoist pilot valve spool is spring centered to the HOLD position. The hoist pilot valve is
controlled directly by the operator through a lever and
cable (5) arrangement. The control lever is located
between the operator and center console. When the
operator moves the lever, the pilot valve spool moves
and directs pilot flow to the appropriate pilot port on
the hoist valve causing the main spools to direct working pump flow to the hoist cylinders.
The hoist pilot valve is equipped with a one way load

check valve which allows free flow from the center
passage to bridge core and prevents reverse flow. The
hoist pilot valve is also equipped with a power down
relief valve. The power down relief valve is located
between the power down control port and return galley. The power down relief valve limits power down
pressure at 105.5 kg/cm2 (1500 psi).
The pilot ports are located in the top spool section

cover (2, Figure 7-3). These ports provide connections
for pilot lines from the hoist pilot valve. Each pilot port
has a corresponding work port.
The work ports provide for line connections between
the spool section (4) and the hoist cylinders. One main
spool for each work port is spring centered at both
L07017
Hoist Circuit
L7-3
POWER UP SPOOL LIMIT SOLENOID
HOIST CIRCUIT OPERATION
The power up spool limit solenoid (1, Figure 7-2) is

used in the hydraulic circuit to prevent maximum hoist
cylinder extension.
The following outline describes the hoist circuit operation in the FLOAT, POWER UP, HOLD, and POWER
DOWN positions. (Refer to Figures 7-4 through 7-8.)
The solenoid valve is normally closed and is controlled by a proximity switch (hoist limit switch) located
inside the rear frame rail near the body pivot and above
the right rear suspension. When the solenoid is signalled to open by the proximity switch, the raise pilot
line is opened to tank to stop the raise operation. This
locks the power up spool in the HOLD position.
PILOT OPERATED CHECK VALVE
The Pilot Operated Check Valve (2, Figure 7-2) is
opened by the power down pilot pressure line to allow
oil in the raise port to bypass the hoist up limit solenod
for initial power down operation while the solenoid is
activated by the hoist limit switch.
POWER DOWN SPOOL LIMIT SOLENOID
The power down spool limit solenoid valve (3, Figure
7-2) activates along with the power up spool limit
solenoid, locking the power down spool in the HOLD
position. This solenoid is only activated when the body
is raised and is positioned with the hoist cylinders near
full extension, in the hoist limit zone.
Ensuring the hoist valve is in the HOLD position, prevents the body from floating down if the hoist lever is
held in the POWER UP position. In addition, it prevents
the body from floating up and the cylinders fully extending if an external force is applied to the tail of the body
such as if the truck were backed into a berm.
L7-4
FLOAT POSITION OF PILOT VALVE AND BODY

ON FRAME
This is the condition while the truck is driving. The Pilot
Valve spool position is as shown in Figure 7-4; however
all Hoist Valve components are in position shown in
Figure 7-6. Oil from the hoist pumps enters each inlet
section of the Hoist Valve in Port 11, passes through
check valve 18, and stops at the closed High Pressure
Passage 19 at the two main spools. Pressure builds to
approximately 60 PSI on the pilot of the Flow Control
Valve 2 causing the valve to compress the spring and
open, allowing the oil to return to the tank through Hoist
Valve Port 10 and 21. Oil also flows out Hoist Valve
Port 12 to Port 12 on the Pilot Valve, through the Hoist
Pilot Valve spool, and out Pilot Valve Port 10 to the tank.
This oil flow is limited by orifices in the inlet sections of
the Hoist Valve and therefore has no pressure buildup.
FIGURE 7-4. HOIST CIRCUIT, FLOAT POSITION

1. Hoist Relief Valve 193 kg/cm2 (2750 psi)
2. Flow Control Valve
3. Low Pressure Relief Valve 5.3 kg/cm2 (75 psi)
4. Snubber Valve
5. Rod End Work Port
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
9. Head End Work Port
10. Return to Tank Port
11. Supply Port
12. Pilot Supply Port
13. Power Up Limit Solenoid
14. Raise Pilot Port
15. Down Pilot Port
16. Power Down Relief Valve 105.5 kg/cm2 (1500 psi)
17. Anti-void Check Valve
18. Load Check Valve
19. High Pressure Passage
20. Low Pressure Passage
21. Brake Cooling Oil/Return to Tank
Hoist Circuit
L07017
L07017
Hoist Circuit
L7-5
POWER UP OPERATION (Figure 7-5)
FIGURE 7-5. HOIST CIRCUIT, POWER UP POSITION
The Hoist Pilot Valve spool is moved to the POWER UP

position when the operator moves the lever in the cab.
The pilot supply oil coming in Port 12 is prevented from
returning to the tank and, instead, is directed out
Port 14 and into Port 14 of the Hoist Valve. There it
goes to the top of the Head End Spool 8, builds pressure on the end of the spool, causes the spool to move
down compressing the bottom spring, and connects
the High Pressure Passage 19 to Head End Port 9.
Working oil flow in the High Pressure Passage is now
allowed to flow through the spool and out Port 9 to
extend the hoist cylinders. Even though a small amount
of oil flows through the check poppet in the top of
Spool 8, raise pilot pressure at Ports 14 increases to
slightly higher pressure than the required hoist cylinder
pressure. As a result, the pilot supply pressure in
Port 12 also increases causing back pressure to occur
in the spring area of Flow Control Valve 2. This overcomes the pilot pressure on the other end of the Flow
Control Valve causing it to close and direct the incoming pump oil through Head End Spool 8 to the hoist
cylinders to extend them.

4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
11. Supply Port
15. Down Pilot Port
If at any time the resistance to the flow of the pump oil

coming into the inlet section causes the pressure to
increase to 193 kg/cm2 (2750 psi), the pilot pressure
against Hoist Relief Valve 1 causes it to open and allow
flow to exit out Port 21 and return to the tank.
As the hoist cylinders extend, oil in the annulus area
of the second and third stages must exit from the
cylinders. Initially, the Rod End Spool 7 ports are
closed. As the returning oil entering Port 5 builds low
pressure, it flows through the check-poppet in the top
of the spool, through Ports 15, through the Pilot Valve
spool, and out Port 10 of the Pilot Valve to the tank. No
pressure is present on the top of Spool 7. Cylinder
return pressure passes through the check-poppet in
the bottom of Spool 7 to build pressure under the spool
which moves the spool upward compressing the top
spring. This movement allows the returning cylinder oil
to flow into the Low Pressure Passage 20 to the Low
Pressure Relief Valve 3. Approximately 5.3 kg/cm2 (75
psi) causes this valve to open, allowing the oil to flow
out Port 10 to the tank.
L7-6
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 Snubber Valve 4 controls how fast the hoist
can extend because of the external force of the load.
The speed is controlled by the restriction of the Snubber Valve. When the operator releases the lever, the
valves change to the HOLD position.
If the body raises to the position that activates the Hoist
Limit Switch before the operator releases the lever, the
Hoist Limit Solenoid 13 is energized. The solenoid
valve opens and releases the raise pilot pressure at
Ports 14 to tank, allowing the Head End Spool 8 to
center and shut off supply of oil to the hoist cylinders.
This prevents maximum extension of the hoist cylinders.
Hoist Circuit
L07017
L07017
Hoist Circuit
L7-7
HOLD OPERATION (Figure 7-6)
FIGURE 7-6. HOIST CIRCUIT, HOLD POSITION
The Pilot Valve spool is positioned to allow the pilot

supply oil entering Port 12 to return to the tank through
Port 10. Pilot supply pressure in Ports 12 then decreases to no pressure allowing Flow Control Valve 2
to open and return the incoming pump oil to the tank
through Port 10. Both pilot Ports 14 & 15 in the Pilot
Valve are closed by the Pilot Valve spool. In this condition pressure is equalized on each end of each main
spool allowing the springs to center the spools and
close all ports to trap the oil in the cylinders and hold
the body in its current position.
L7-8

4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
11. Supply Port
15. Down Pilot Port
Hoist Circuit
L07017
L07017
Hoist Circuit
L7-9
POWER DOWN OPERATION (Figure 7-7)
FIGURE 7-7. HOIST CIRCUIT, POWER DOWN
When the operator moves the lever to lower the body,

the Hoist Pilot Valve is positioned to direct the pilot
supply oil in Ports 12 through Ports 15 to the top of the
Rod End Spool 7. Pilot pressure increases to move the
spool down compressing the bottom spring. Movement of the spool connects the High Pressure Passage 19 to the rod end (annulus area) of the hoist
cylinders. At the same time, the Flow Control Valve 2
is forced to close as pilot pressure increases thus
directing the incoming pump oil to the hoist cylinders
through Spool 7 and Snubber Valve 4 rather than back
to the tank.
The pilot pressure in Port 14 is open to tank through
the Pilot Valve spool. As oil attempts to return from the
head end of the hoist cylinders, it initially encounters
the closed Head End Spool 8. Pressure increases on
the bottom end of the spool causing it to move upward.
This allows the returning oil to go into the Low Pressure
Passage 20, build up 5.3 kg/cm2 (75 psi) to open the
Low Pressure Relief 3, and exit the Hoist Valve through
Port 10 to the tank.
L7-10

4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
11. Supply Port
15. Down Pilot Port
Hoist Circuit
L07017
L07017
Hoist Circuit
L7-11
FLOAT OPERATION (Figure 7-8)
FIGURE 7-8. HOIST CIRCUIT, FLOAT POSITION
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 the Flow Control Valve 2 to remain open
to allow the pump oil to return to the tank through Hoist
Valve Port 21. With no blockage of either Raise or
Down Pilot Ports 14 & 15 in the Pilot Valve, there is no
pressure on the top of either main spool. The oil returning from the Head End of the hoist cylinders builds
pressure on the bottom of the Head End Spool 8 exactly like in Power Down allowing the returning oil to
transfer to the Low Pressure Passage 20. The back
pressure in the Low Pressure Passage created by the
Low Pressure Relief Valve 3 causes pressure under the
Rod End Spool 7 to move the spool upward. This
connects the Low Pressure Passage to the Rod End of
the hoist cylinders. The 5.3 kg/cm2 (75 psi) in the Low
Pressure Passage causes oil to flow to the rod end of
the cylinders to keep them full of oil as they retract .
When the body reaches the frame and there is no more
oil flow from the cylinders, the Main Spools center
themselves and close the cylinder ports and the High
and Low Pressure Passages.
L7-12

4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
11. Supply Port
15. Down Pilot Port
Hoist Circuit
L07017
L07017
Hoist Circuit
L7-13
NOTES
L7-14
Hoist Circuit
L07017
HOIST CIRCUIT COMPONENT REPAIR

Removal
HOIST VALVE
1. Shut down engine and turn key switch to the off

position. Allow at least 90 seconds for the accumulators to bleed down before removing any
hydraulic lines.
2. Thoroughly clean the exterior of the hoist valve.
lines.
sufficient force to enter a persons body by penetrating the skin and cause serious injury or death
with this type injury is not received immediately.
3. Disconnect and cap or plug all line connections to

help prevent hydraulic oil contamination, refer to
Figure 8-1. Tag lines to ensure proper hookup
when valve is re-installed.
4. Remove capscrews, washers and nuts (3, Figure
8-1) securing the hoist valve to its mounting
bracket.
5. Attach a suitable lifting device to the hoist valve
and remove from truck.
The hoist valve weighs approximately 55 kg (121

lbs.). Use a lifting device capable of handling the
load safely.
6. Move the hoist valve to a clean work area for

disassembly.
Installation
NOTE: The hoist valve weighs approximately 55 kg
(121 lbs.).
1. Move the hoist valve into position and secure in
place with capscrews, nuts and washers. Tighten
2. Using new O-rings at the flange fittings, connect
hydraulic lines. Tighten flange capscrews to
standard torque. Refer to Figure 8-1 for hydraulic
line location.
3. Connect pilot supply lines, tighten fittings securely.
FIGURE 8-1. HOIST VALVE REMOVAL
1. Supply From Pump
5. To Hoist Cylinders
2. Return To Manifold/BCV
6. Return To Tank
3. Capscrews, Washers & Nuts
7. To Hoist Cylinders
4. To Hydraulic Cabinet
8. Snubber Valve
L08018
4. Start the engine. Raise and lower body to check

for proper operation. Observe for leaks.
5. Service hydraulic tank if necessary.
Hoist Circuit Component Repair
L8-1
FIGURE 8-3. TIE ROD INSTALLATION

1. Remove the four tie rod nuts (10, Figure 8-2) from
one end of the valve. Slide the tie rods (9) from
the valve and separate the sections.
2. Inspect the machined sealing surfaces for
scratches or nicks. If scratches or nicks are found,
remove by lapping on a smooth flat steel surface
with fine lapping compound.
3. Lubricate the new O-rings lightly with multipurpose grease. Replace O-rings between sections.
Stack the sections together making sure O-rings
between the sections are properly positioned.

1. Inlet Section
7. Outlet Port
2. Spool Section Cover
8. Inlet Port
3. Spool Section
9. Tie Rods
4. Spacer
10. Nuts and Washers
5. Inlet Section
11. Inlet Section Cover
6. Relief Valve Cover
O-Ring Replacement
NOTE: It is not necessary to remove the individual
valve sections to accomplish repair, unless emergency
field repair is required to replace the O-rings between
sections to prevent leakage. Untorqueing and retorqueing of the main valve tie rod nut could cause
distortion resulting in binding or severely sticking
plungers, poppet and spools.
4. Install the four tie rods with the dished washer

between the nut and housing as shown in Figure
8-3.
5. A torque wrench should be used to torque the nuts
in the pattern shown in Figure 8-4. The tie rods
should be torqued evenly to 22.1 kg.m (160 ft.
lbs.) torque in the following sequence.
a. Torque nuts evenly to 2.77 kg.m (20 ft. lbs.)
torque in order 1, 4, 2, 3.
b. Torque nuts evenly to 6.92 kg.m (50 ft. lbs.)
c. Torque nuts evenly to 22.1 kg.m (160 ft. lbs.m)
The following procedure is for replacing the O-rings

between the valve sections.
FIGURE 8-4. TORQUE SEQUENCE
L8-2
L08018
1. Capscrew
2. Inlet Cover
3. Spring (Orange)
FIGURE 8-5. INLET SECTION DISASSEMBLY

5. Spring
8. O-Rings
6. Sleeve
9. Inlet Valve Body
7. Low Pressure Relief
10. O-Rings
11. Poppets
12. Springs
13. Cover
14. Capscrews
INLET SECTION
Disassembly
1. Match mark or identify each part when removed
in respect to its location or respect to its mating
bore to aid reassembly.
2. Disconnect the external tube at the cover end and
remove. Remove capscrews (14, Figure 8-5),
remove cover (13). Remove springs (12), poppets (11) and O-rings (10).
NOTE: Inlet section shown removed from main valve
body for clarity.
3. Remove capscrews (1) and cover (2). Remove
springs (3 & 5) and main relief valve (4). Remove
sleeve (6), low pressure relief (7) and O-rings (8).
Do Not attempt to disassemble or change the
adjustment of the main relief valve (4). The main
relief is factory preset at 193 kg/cm2 (2750 psi).
Replace as a complete assembly only.
NOTE: If restrictor poppet removal in cover (1) is
required, refer to step 4 and figure 8-6.
4. Remove sleeve (9), backup ring (8), O-ring (7),
backup ring (6). Remove backup ring (5), O-ring
(4), backup ring (3) and restrictor poppet (2).
5. Repeat steps 1 through 4 for the opposite inlet
section if disassembly is required.
L08018
FIGURE 8-6. RESTRICTOR POPPET REMOVAL

1. Inlet Cover
6. Backup Ring
2. Restrictor Poppet
7. O-ring
3. Backup Ring
8. Backup Ring
4. O-Ring
9. Sleeve
5. Backup Ring
L8-3
SPOOL SECTION
1. Discard all O-rings and backup rings. Clean all

parts in solvent and dry with compressed air.
2. Inspect all springs for breaks or distortion. Inspect
poppet seating surfaces for nicks or excessive
wear. All seats must be sharp and free of nicks.
Disassembly
NOTE: It is not necessary to remove the inlet sections
(1 & 5, Figure 8-2) to accomplish spool section (3)
disassembly.
3. Inspect all bores and surfaces of sliding parts for

nicks, scores or excessive wear.
1. Match mark or identify each part when removed

in respect to its location or respect to its mating
bore to aid reassembly.
4. Inspect poppets in their respective bore for fit.

Poppets should move freely, without binding,
through a complete revolution.
2. Remove capscrews and remove spool section

cover (2, Figure 8-2).
5. Inspect fit and movement between sleeve and low

pressure relief valve.
3. Remove poppet (1, Figure 8-7) from cover. Remove and discard O-ring (3).
NOTE: The poppet (1) is equipped with a small steel
ball (2). Do not misplace.
Reassembly
1. Coat all parts including housing bores with clean
hydraulic oil. Lubricate O-rings lightly with a multipurpose grease.
2. If restrictor poppet (2, Figure 8-6) was removed,
reassemble in the order shown.
3. Install poppets (11, Figure 8-5) in their respective
bores. Install springs (12).
4. Install O-rings (10), and cover (13). Install capscrews (14). Tighten capscrews to 8.3 kg.m (60
ft. lbs.) torque.
5. Install low pressure relief (7) in sleeve (6) and
install assembly in housing (9). Install main relief
valve (4). Install springs (3 & 5). Install cover (2).
Install capscrews (1). Tighten capscrews to 8.3
kg.m (60 ft. lbs.) torque. Connect external tube,
tighten nuts to 3.5 kg.m (25 ft. lbs.) torque.
4. Remove and discard seal ring (4, Figure 8-8) and

O-rings ( 5).
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 insure correct reassembly.
6. Remove spool assembly (2, Figure 8-9). Note the
color of the lower spring (Blue) to insure proper
location during reassembly. Also note the V
groove (1) on end of spool.
7. Remove plug (3, Figure 8-10) from end of spool
(20). Remove spring seat (2) and spring (11).
Remove poppet (21) and spool end (15).
FIGURE 8-7. POPPET AND BALL

1. Poppet
3. O-Ring
2. Steel Ball
L8-4
L08018
NOTE: Pay special attention to poppets (12, 21 and

22, Figure 8-10) during removal to ensure proper
location during reassembly. Poppets may be identified with a colored dot; red, white or green.
8. Repeat step 7. for the opposite end of spool.
9. Remove spool assembly (14) from adjacent bore.
10. Remove plug (3) from end of spool. Remove spring
seat (2) and spring (11). Remove poppet (12) and
spool end (15).
11. Repeat step 10 to remove the spring, spring seat,
and spool end for the other end of spool. Note
there is no plug or poppet installed in the lower end
of this spool.
12. Remove cover (19). Remove O-rings (4, 5, & 10).
FIGURE 8-9. SPOOL REMOVAL

1. V Groove
3. Spool
2. Spool Assembly

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 or distortion. Inspect
poppet seating surfaces for nicks or excessive
wear. All seats must be sharp and free of nicks.
3. Inspect all bores and surfaces of sliding parts for
nicks, scores or excessive wear.
4. Inspect all poppets in their respective bore for fit.
Poppets should move freely without binding
through a complete revolution.
FIGURE 8-8. RESTRICTOR POPPET REMOVAL

4. Seal Ring
2. O-ring *
5. O-Ring
3. Backup Ring *
* NOTE: Items 2 and 3 not used on all valves.
L08018
L8-5
1. Cover
2. Spring Seat
3. Plug
4. O-Ring
5. O-Ring
6. Poppet
7. Ball
8. O-Ring
L8-6
FIGURE 8-10. SPOOL SECTION ASSEMBLY

10. O-Ring
11. Spring
12. Restrictor Poppet (Green)
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 (Red)
22. Restrictor Poppet (White)
L08018
Reassembly
1. Lubricate O-rings (4, 5 & 10, Figure 8-10), with
clean hydraulic oil. Install O-rings in spool housing. Install poppet (18) and install cover (19).
Secure cover in place with capscrews. Tighten
capscrews to 8.30 kg.m (60 ft. lbs.) torque.
2. Install spring (11) in spool (20). Install spring seat
(2). Apply Loctite to the threads of spool end (15).
Install spool end and tighten to 3.46 kg.m (25 ft.
lbs.) torque. Install Red poppet (21). Apply Dri-loc
#204 to the threads of plug (3). Install plug and
tighten to 2.1 kg.m (15 ft. lbs.) torque.
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).
Make sure poppet (22) is White and spring (16)
is Blue in color.
4. Lubricate spool assembly and carefully install in
spool housing (13). Make sure the V groove in
spool is in the up position, or toward cover (1).
6. Repeat step 5. for the bottom end of spool (14). A

poppet and plug are not installed in the lower end.
The spring (16) is Blue in color.
7. Lubricate the assembled spool and install in the
spool housing. Make sure the V groove is in the
up position, or toward cover (1).
NOTE: Spools (14) and (20) are physically interchangeable. Make sure spool (14) is installed toward
the base port of the spool housing.
8. If used, install new O-ring and backup ring on
restrictor poppet (1, Figure 8-8). Install restrictor
poppet in housing.
9. Install new O-rings (4, 5 & 10, Figure 8-10).
10. Install new O-ring and on poppet (6). Make sure
the small steel ball is installed in poppet. Install
poppet in cover (1).
11. Install cover on housing (13). Secure cover in
place with capscrews. Tighten capscrews to 8.30
kg.m (60 ft. lbs.) torque.
5. Install spring (11) in remaining spool (14). Install

spring seat (2). Apply Loctite to the threads of
spool end (15). Install spool end and tighten to
3.46 kg.m (25 ft. lbs.) torque. Install Green poppet (12). Apply Dri-loc #204 to the threads of plug
(3). Install plug and tighten to 2.1 kg.m (15 ft. lbs.)
torque.
L08018
L8-7
Installation
HOIST PILOT VALVE

Removal
1. Place the hoist control lever in the body down
position. Make sure the body is in the full down
position. Release the hoist control lever to return
the hoist valve spool to the FLOAT position.
2. Disconnect hydraulic lines at the hoist pilot valve
(4, Figure 8-11). Remove capscrews (7).
3. Loosen and unthread jam nut (11). Unthread
sleeve (10) until cotter pin (8) and pin (9) are
exposed.
4. Remove cotter pin and pin.
5. Remove the hoist pilot valve mounting capscrews.
Remove hoist pilot valve. Refer to hoist pilot valve
disassembly for repair instructions.
1. Place the hoist pilot valve (4, Figure 8-11) into

position on the mounting bracket. Secure valve in
place with capscrews.
2. Place hydraulic lines over valve ports and assemble to fittings. Tighten hydraulic line connections
securely.
3. Place hoist control lever in FLOAT position. Adjust
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 control cable eye with valve spool hole and
install pin (9). Secure pin in place with cotter key
(8).
5. Thread sleeve (10) upward until contact is made
with valve body. Move flange (6) into position and
secure in place with capscrews (7).
6. Thread jam nut (11) against sleeve. Tighten jam
nut securely.
7. Start the engine and check for proper hoist operation. Observe for leaks.
FIGURE 8-11. HOIST PILOT VALVE PIPING

1. Power Up Spool Limit Solenoid
5. Control Cable
6. Flange
3. Power Down Spool Limit Solenoid
7. Capscrew
8. Cotter Pin
L8-8
9. Pin
10. Sleeve
11. Jam Nut
L08018
Disassembly
1. Thoroughly clean the exterior of the valve. Place
the valve in a clean work area for disassembly.
2. Remove machine screw (15, Figure 8-12) seal
plate (16), wiper (13) and O-ring (12).
3. Remove snap ring (1), 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 the spool (14) out of the spool
housing (17). Remove seal retainer (25), wiper
(26) and O-ring (27) from spool (14).
5. Insert a rod in the cross holes of the detent pin (3)
and unscrew from spool (14). Slight pressure
should be exerted against the detent pin as it
disengages and spring tension is released.
6. Remove spring seats (19), spring (4) and spacer
(5).
7. Remove relief valve (2, Figure 8-13) from the
spool housing (1).
8. Match mark the inlet and outlet housings in relationship to the spool housing to insure correct
location during reassembly.
9. Remove nuts (8) and (10) and remove tie rods (9).
Separate the valve housings. Remove O-ring
(11). Remove the check poppet (2, Figure 8-14)
and spring (3) from the housing (1).
FIGURE 8-12. HOIST PILOT VALVE

1. Snap Ring
15. Machine Screw
2. Ball (4)
16. Seal Plate
3. Detent Pin
17. Spool Housing
4. Spring
18. Inlet Housing
5. Spacer
19. Spring Seat
6. Capscrew
20. Spring
7. Outlet Housing
21. Ball (1)
8. Nut
22. Detent Sleeve
9. Tie Rod
23. Spacer
10. Nut
24. Cap
11. O-Ring
25. Seal Retainer
12. O-Ring
26. Wiper
13. Wiper
27. O-Ring
14. Spool
L08018
FIGURE 8-13. RELIEF VALVE

1. Valve Housing
2. Relief Valve
L8-9

1. Clean all parts including housings in solvent and
blow dry with compressed air.
2. Inspect seal counter bores, they must be free of
nicks or grooves.
3. Examine springs for breaks or distortion.
4. Inspect spool (14, Figure 8-12). The spool must
be free of longitudinal score marks, nicks or
grooves.
5. Test spool (14) in spool housing for fit. Spool must
fit freely, without binding, through a complete
revolution.
NOTE: The spool housing (17), spool (14), inlet housing (18) and outlet housing (7) are not serviced separately. Should any of these parts require replacement,
the entire control valve must be replaced.
Reassembly
1. Thoroughly coat all parts including housing bores
with clean hydraulic oil.
2. If the inlet and outlet housings were removed
follow steps 3 through 5 for reassembly.
3. Install check poppet (2, Figure 8-14) and spring
(3) in spool housing (1).
4. Install new O-ring (4) in spool housing. Place inlet
and outlet housings onto spool housing.
FIGURE 8-15. TIE ROD NUT TORQUE

1. Nut
4. Tie Rod
2. Tie Rod
5. Outlet Housing
3. Nut
5. Install tie rods. Install tie rod nuts. Tighten tie rod
nuts to the torques shown in Figure 8-15.
6. Install a new O-ring (27, Figure 8-12) and wiper
(26). Install seal retainer (25).
7. Install spacer (5), spring seats (19), and spring
(4). Thread detent pin (3) into spool (14). Slight
pressure will be required to compress the detent
spring. Tighten detent pin to 84-96 in. lbs. (9-11
N.m) torque. Install spring (20). Carefully install
spool into 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
over a punch. Using this punch, depress ball (21)
and insert balls (2) in detent pin cross holes.
10. While holding down on ball (21), slide detent
sleeve (22) and cap (24) as an assembly over the
detent pin (3). Continue to insert detent sleeve
(22) until it contacts spring seat (19).
11. Secure cap (24) in place with capscrews (6).
Tighten capscrews (6) to .69 kg.m (5 ft. lbs.)
torque. Install spacer (23) and snap ring (1).
FIGURE 8-14. HOIST PILOT VALVE REASSEMBLY

1. Spool Housing
4. O-ring
2. Check Poppet
5. Outlet Housing
3. Spring
L8-10
12. Install a new O-ring (12) and wiper (13). Install seal
plate (16). Install machine screws (15).
13. Using new O-rings, install relief valve (2, Figure
8-13) in spool housing.
L08018
2. To relieve all pressure from the hydraulic circuit,

slowly move hoist lever to the LOWER position
and gently lower body until it rests completely on
the frame.
HOIST CYLINDERS
Removal

1. Insure engine and key switch have been Off for

at least 90 seconds to allow accumulators to
bleed down. Be certain the park brake is applied.
FIGURE 8-16. HOIST CYLINDER UPPER MOUNT

1. Retainer
4. Retainer Ring
5. Bearing
3. Pin
6. Hoist Cylinder
L08018
3. Disconnect the lubrication lines to the upper and

lower bearings of the hoist cylinder. Disconnect
hydraulic lines from hoist cylinder. Cap and plug
lines and ports to prevent excessive spillage and
contamination. Secure cylinder to frame to prevent movement during next step.
The hoist cylinder weighs approximately 330 kg

(730 lbs.). Provide a means of support to prevent
it from falling or causing injury when removing
from the truck. Use a suitable lifting device that can
handle the load safely.
4. At the upper mount, remove capscrews and washers (2, Figure 8-16). Remove retainer plate (1).
Use a brass drift and hammer to drive pin (3) from
bore of mounting bracket.
FIGURE 8-17. HOIST CYLINDER LOWER MOUNT

1. Hoist Cylinder
4. Lock Plate
2. Retainer
5. Retainer Ring
3. Capcsrew
6. Bearing
L8-11
5. Carefully lower cylinder until it lays against the

inside dual tire. Attach a suitable lifting device to
the upper cylinder mounting eye.
6. Install a retaining strap or chain to prevent the
cylinder from extending during handling.
7. At the lower mount, remove capscrews (3, Figure
8-19), locking plate (4) and retainer plate (2).
8. Carefully remove cylinder from frame pivot. Move
cylinder to a clean area for disassembly.
Installation
1. If removal of the hoist cylinder eye bearings is

necessary, remove retainer ring (5, Figure 8-17)
and press out bearing (6).
2. Mount the hoist cylinder in a fixture which will allow
it to be rotated 180o.
3. Position cylinder with the head (10, Figure 8-18)
at the top. Remove capscrews (11) and lockwashers retaining the head (10) to the housing
(4).
4. Lift cover straight up until quill assembly (22) is
clear. Remove O-ring (12) and backup ring (23).
Install a retaining strap or chain to prevent the

cylinder from extending during handling. The hoist
cylinder weighs approximately 330 kg (730 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. Air bleed vent at top of cylinder must
be toward front of truck. Align bearing eye with
pivot pin and push cylinder into place.
2. Install retaining plate (2, Figure 8-17), locking
plate (4),and capscrews. Tighten capscrews to
standard torque. Bend locking plate tabs over
capscrew flats.
3. Align the top hoist cylinder bearing eye with the
bore of the upper mounting bracket.
4. Install pin (3, Figure 8-16) and retaining plate (1).
Secure in place with capscrews and lockwashers
(2). Tighten capscrews to standard torque.
5. Install new O-rings in grooves on hose flange
connections and lubricate with clean hydraulic oil.
Position flanges over hoist cylinder ports and
install flange clamps. Secure clamps with capscrews and lockwashers. Tighten capscrews to
standard torque.
6. Reconnect lubrication lines for the upper and
lower hoist cylinder bearings.
7. Start engine, raise and lower body several times
to bleed air from cylinder. Check for proper operation and inspect for leaks.
8. Service hydraulic tank if necessary.
Disassembly
5. Remove snap ring (9). Remove capscrews (7) and

flatwashers (5) attaching the rod bearing retainer
(6) to the rod (1). Remove the seal (8).
6. Fabricate a retainer bar using a 6 x 25 x 460 mm
(1/4" x 1" x 18") steel flat. Drill holes in the bar to
align with a pair of tapped holes spaced 180
apart in the housing. Attach bar to housing using
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 180o, to position the
lower mounting eye at the top. Hook a lifting
device to the eye on the rod (1) and lift the rod
and third stage cylinder assembly out of the cylinder housing.
NOTE: As internal parts are exposed during disassembly, protect machined surfaces from scratches or
nicks.
8. Rotate the cylinder housing 180o. Remove the
retainer installed in step 6.
9. Fabricate a round disc with a hole in the center.
Align the disc over the second (2) and first (3)
stage cylinders at the bottom of the cylinder housing.
10. Insert a 13 mm (.50 in.) dia. x 1350 mm (53 in.)
threaded rod through the top and through the hole
in the disc. Thread a nut on the bottom end of the
threaded rod below the disc.
11. Screw a lifting eye on the top end of the rod. Attach
it to a lifting device and lift the second and first
stage cylinders out of the housing.
L8-12
L08018
1. Rod Eye
2. Second Stage Cylinder
3. First Stage Cylinder
4. Housing
5. Flatwasher
6. Bearing Retainer
7. Capscrew
8. Seal
9. Snap Ring
10. Cylinder Head
11. Capscrews & Lockwashers
12. O-Ring
13. Bearing
14. Seal
15. Bearing
16. Seal
17. Bearing
18. Buffer Seal
19. Bearing
20. Rod Seal
21. Rod Wiper
22. Quill Assembly
23. Backup Ring
24. Snap Ring
FIGURE 8-18. HOIST CYLINDER
L08018
L8-13
12. Remove lifting tools from the second and first

stage cylinder assembly.
13. Slide the second stage cylinder (2) down inside the
first stage cylinder (3). Remove snap ring (9) from
inside the first stage cylinder.
14. Remove second stage cylinder from first stage
cylinder by sliding it out the top.
15. Remove all old bearings, O-rings, and seals from
the hoist cylinder parts.

NOTE: Use only fresh cleaning solvent, lint free wiping
cloth and dry filtered compressed air when cleaning
and handling hydraulic cylinder parts. Immediately
after cleaning and inspection, coat all surfaces and
parts with clean hydraulic oil.
FIGURE 8-19. QUILL INSTALLATION TOOL

1. Cover
2. Quill Assembly
1. Thoroughly clean and dry all parts.

2. Visually inspect all parts for damage or excessive
wear.
3. If cylinder bores or plated surfaces are excessively worn of grooved, the parts must be replaced or, if possible, replated and machined to
original specifications.
4. The quill (2, Figure 8-19) should be checked for
tightness if it has not previously been tack welded.
a. Check the quill for tightness by using special
tool SS1143 (Figure 8-19) and applying a tightening torque of 138.3 kg.m (1000 ft. lbs.).
b. If the quill moves, remove quill, clean threads
in cover assembly and quill, and reinstall using
the procedure in Quill Installation.
5. When a cylinder assembly is dismantled, the
capscrews (7, Figure 8-18) and washers (5)
should be checked carefully for distress and, if in
doubt, replace them.
L8-14
NOTE: The SS1143 tightening tool can be fabricated

locally. Request the following drawings from the
HAULPAK Distributor:
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)
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)
Note: All materials are 1020 steel except SS1147.
L08018
ASSEMBLY OF QUILL AND CYLINDER

NOTE: Use only new seals, bearings and O-rings
during reassembly. Thoroughly lubricate all parts and
seals with hydraulic oil to aid in assembly and to
provide lubrication during initial operation.
Quill Installation
1. The plugs (3, Figure 8-20) and the check balls (4)
in the quill should be checked during any cylinder
repair to insure the plugs are tight and ball seats
are not damaged. Refer to Installation of Check
Balls and Plugs in Quill.
2. Secure cap assembly (1) in a sturdy fixture. Make
certain threads in cap and threads on quill are
clean and dry (free of oil and solvent).
3. Using Loctite LOCQUIC Primer T (part number TL8753, or equivalent), spray mating threads
of both cap assembly (1) and quill assembly (2).
Allow primer to dry 3 to 5 minutes.
4. Apply Loctite Sealant #277 (part number VJ6863,
or equivalent) to mating threads of both cap assembly and quill assembly.
5. Install quill and use SS1143 tool to tighten quill to
138.3 kg.m (1000 ft. lbs.) torque. Allow parts to
cure for 2* hours before exposing threaded areas
to oil.
* Note: If LOCQUIC primer T (TL8753) was not
used, the cure time will require 24 hours instead of 2
hours.
6. Tack weld quill in 2 places as shown in Figure
8-20.
7. Remove all slag and foreign material from tack
weld area before assembly of cylinder.
During future cylinder rebuilds, removal of the quill will

not be necessary, unless it has loosened or is damaged. Removal, if necessary, will require a break-loose
force of at least 277 kg.m (2000 ft. lbs.) torque after
the tack welds are ground off.
FIGURE 8-20. PLUG AND CHECK BALL
INSTALLATION
1. Cover Assembly
2. Quill Assembly
L08018
3. Plug
4. Check Ball
L8-15
Installation Of Check Balls And Plugs In Quill

The check balls (4, Figure 8-20) in the side of the quill
assembly (2) are held in place with threaded plugs (3).
1. Make certain threads in quill tube and on plugs

are clean and dry (free of oil and solvent).
If a plug is missing and the check ball is not found in

the cylinder, the opposite side hoist cylinder and the
plumbing leading to the hoist valve should be examined for damage. The hoist valve itself should also be
checked to see if the ball or plug has caused internal
damage to the spool. Peening of the necked down
sections of the spool may result. Spool sticking may
also occur under these circumstances.
2. Use Loctite LOCQUIC Primer T (TL8753, or

equivalent), and spray mating threads of both
plugs (3, Figure 8-20) and quill assembly (2).
Refer to Figure 8-21 for SS1158 tool that can be

fabricated for installing or removing the check ball
plugs.
Plugs should be checked during any cylinder repair to
be sure they are tight. If found to have any movement,
they should be removed and the ball seat in the quill
checked to see if it is deformed. If deformation of the
ball seat has occurred, the quill should be replaced.
3. Apply Loctite Sealant #277 (VJ6863, or equivalent) to mating threads of both plugs and quill
assembly.
4. Place check balls (4) in quill tube (2) and install
plugs (3) with concave side facing ball. Using
SS1158 tool, tighten plugs to 9.68 kg.m (70
ft.lbs.) torque. Allow parts to cure for 2* hours
before exposing threaded areas to oil.
* Note: If LOCQUIC primer T (TL8753) was not
used, the cure time will require 24 hours instead of 2
hours.
5. Stake plug threads in two places (between holes)
as shown in Figure 8-20 to prevent loosening of
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
L8-16
L08018
Assembly of Cylinder
1. Install seals (15, Figure 8-20) and bearings (14)
on second stage cylinder. Install bearings (19)
and buffer seal (18), rod seal (20) and rod wiper
(21) on first stage cylinder. Lubricate with clean
hydraulic oil.
2. Align and slide the second stage cylinder (2)
inside the first stage cylinder (3). Allow the second
stage to protrude far enough to install the snap
ring (24) on the inside of the first stage cylinder.
3. Mount the housing (4) in the fixture with the cover
end positioned at the top. Install bearings (19) and
buffer seal (18), rod seal (20) and rod wiper (21)
in the housing.
4. Install lifting tool used during disassembly in the
second and first stage cylinder assembly.
5. Install bearings (13) on the first stage cylinder (3).
Lift and align this assembly over the housing (4).
Lower the second and first stage cylinders into
the housing.
NOTE: Check capscrews carefully for distress and, if

in doubt, replace them with new parts.
12. Make certain threads on capscrews (7) and
threads in rod are clean and dry (free of oil and
solvent).
a. Use Loctite LOCQUIC Primer T (TL8753,
or equivalent), to spray mating threads on capscrews and threads in rod.
b. Apply Loctite Sealant #277 (VJ6863, or equivalent) to threads of capscrews and threads in
rod.
13. Install capscrews (7) with hardened washers (5)
and tighten capscrews to 34.6 kg.m (500 ft. lbs.)
torque.
NOTE: Allow parts to cure for 2* hours before exposing
threaded areas to oil. If LOCQUIC primer T
(TL8753) was not used, the cure time will require 24
hours instead of 2 hours.
14. Install snap ring (9).
6. Install retainer used during disassembly to hold

the second and first stage cylinder in place when
the housing is rotated. Rotate housing 180o to
position the lower mounting eye at the top.
15. Install O-ring (12) and backup ring (23) on cover

(10). Align and lower cover onto housing (4). Install capscrews (11) and lockwashers. Tighten
7. Install bearings and buffer seal, rod seal and rod

wiper in the second stage cylinder (2).
16. Install hoist cylinder eye bearing (6, Figure 8-17)

and retainer rings (5) if removed.
8. Attach a lifting device to the rod eye (1) and align

it over the housing (4). Lower the rod into the
housing. Lubricate the rod with hydraulic oil.
9. Rotate housing 180 to position the cover end at
the top. Remove retainer installed in Step 4.
Install bearings (17) and seal (16) on the rod
bearing retainer (6).
10. Thread two guide bolts in the end of the rod (1).
Install seal (8) on the end of the rod.
11. Align piston rod bearing retainer (6) over guide
bolts and lower it over the end of the rod (1).
Remove guide bolts.
L08018
L8-17
POWER UP SPOOL LIMIT SOLENOID

The power up spool limit solenoid (1, Figure 8-22) is
located inside the hydraulic cabinet to the right of the
operators cab. This valve has no serviceable parts
except for O-ring replacement. If the valve malfunctions, replace as a unit.
PILOT OPERATED CHECK VALVE

The pilot operated check valve (2, Figure 8-22) is
located inside the hydraulic cabinet to the right of the
operators cab. This valve has no serviceable parts
except for O-ring replacement. If the valve malfunctions, replace as a unit.
POWER DOWN HOIST LIMIT SOLENOID

The power down hoist limit solenoid (3, Figure 8-22) is
also located in the hydraulic cabinet. The valve has no
serviceable parts except O-ring replacement.
FIGURE 8-22. HYDRAULIC CABINET

COMPONENTS
(Hoist Circuit)
1. Power Up Spool Limit
Solenoid
3. Power Down Hoist Limit
Solenoid
L8-18

5. Control Cable
L08018
HYDRAULIC SYSTEM FILTERS

HIGH PRESSURE FILTER
A high pressure filter assembly, located on the left
frame rail, forward of the hydraulic tank, filters the oil
supply from the outlet of the steering/brake pump
before it enters the bleeddown manifold valve.
Refer to Section P, Lubrication and Service for recommended normal filter element replacement interval.
Earlier replacement may be required if the Maintenance Monitor lamp turns on and the MOM display
indicates the element is restricted.
FILTER ELEMENT REPLACEMENT

applying pressure.
immediately.
Removal
1. With the key switch Off allow at least 90 seconds
2. Remove plug (10, Figure 9-1) and drain oil from the
housing into a suitable container.

3. Remove housing (8) and element (7).
4. Replace O-ring (6) in filter head.
Installation
FIGURE 9-1. STEERING CIRCUIT FILTER
1. Install new element (7). Install housing (8) and

tighten.
NOTE: The indicator switch (1, Figure 9-1) is not repairable. If the indicator switch is inoperative, replace
as a unit. Switch adjustment is not necessary or recommended.
L09006
1. Indicator Switch
2. Setscrew
3. Head
4. Bleed Plug
5. O-Ring
Hydraulic System Filters
6. O-Ring
7. Filter Element
8. Bowl
9. O-Ring
10. Drain Plug
L9-1
LOW PRESSURE FILTERS

Low pressure hydraulic oil filters (Figure 9-2) are used
at several locations on the truck, filtering the hydraulic
oil in the brake cooling circuit and hoist circuit, and the
(separate) transmission oil supply.
An indicator switch (2) provides an electrical signal to
monitoring circuits to warn the operator if the filter
elements become restricted.
Refer to Section P, Lubrication and Service for recommended normal filter element replacement interval.
Earlier replacement may be required if the Maintenance Monitor lamp turns on and the MOM display
indicates one or more of the hydraulic system elements
is restricted. A transmission oil filter lamp on the instrument panel will flash and a buzzer will sound if the
transmission filter element becomes restricted.
Premature filter restriction may indicate a system component failure and signal a service requirement before
extensive secondary damage can occur.
NOTE: When the engine is initially started and the
hydraulic oil is cold, the restriction warning may actuate. Allow the hydraulic system oil to reach operating
temperature before using the warning as an indicator
to change the element.
Brake Cooling/Hoist Circuit Filters

A filter assembly located under the engine, near the
heat exchanger, filters brake circuit cooling oil after it
leaves the front wheel disc brake housings. Two identical filter assemblies located on the inner side of the
fuel tank filter oil as it leaves the rear wheel disc brake
housings.
If the Maintenance Monitor lamp illuminates, indicating
a restricted filter element, use the MOM display to
determine the actual filter element(s) requiring service.
Transmission Lubrication Circuit Filter

A filter assembly located on the right frame rail in front
of the fuel tank filters transmission oil after it leaves the
transmission pump, before it enters the transmission.
Service procedures for all the low pressure filters are
identical. Refer to the Parts Manual for replacement
filter elements.
L9-2
FIGURE 9-2. LOW PRESSURE FILTER ASSEMBLY

1. Head Assembly
6. Plug
2. Indicator Switch
7. O-Ring
3. Seal
8. Core Assembly
4. Bowl
9. Bypass Valve
5. Filter Element
L09006
FILTER ELEMENT REPLACEMENT
2. Remove bowl (4) and element (5).

3. Replace seal (3) in filter head.
Installation
applying pressure. Hydraulic fluid escaping under
pressure can have sufficient force to enter a persons body by penetrating the skin and cause
serious injury and possibly death if proper medical
treatment by a physician familiar with this injury is
Removal
1. Install new element (5, Figure 9-2). Install housing

(4) and tighten.
NOTE: The indicator switch (2, Figure 9-2) is not repairable. If the indicator switch is inoperative, replace
as a unit. The actuation pressure of the indicator switch
is factory preset. Switch adjustment is not necessary
or recommended.

L09006
L9-3
NOTES
L9-4
L09006
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 prior to performing any steps to become familiar with the procedures
and all the warnings and cautions.
The following procedures may be easier if the gauges

are connected such that they can be read in the cab or
where the technician can communicate with the person
operating the controls.

sufficient force to enter a persons body by penetrating the skin and cause serious injury, and possibly death, if proper medical treatment by a
test gauges, ALWAYS bleed down hydraulic steering accumulator.
The steering accumulators can be bled down by
shutting down the engine, turning key switch Off,
and waiting 90 seconds. Confirm the steering pressure is released by turning the steering wheel; no
front wheel movement should occur.
Bleed down brake system accumulators prior to
removing any hoses supplying oil to the brake
system.
L10008 6/98
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, refer to Steering Circuit Component Leakage Test.
NOTE: Excessive internal leakage within the brake
circuit may contribute to problems within the steering
circuit. Be certain that brake circuit leakage is not
excessive before troubleshooting steering circuit. For
Brake Circuit Test Procedure, refer to Section J,
Brake System.
The steering circuit can be isolated from the brake

circuit by releasing pressure from the brake accumulators and removing the brake system supply line (1,
Figure 10-2) from the fitting on the bleeddown manifold. (see WARNING). Plug the brake circuit supply
hose and cap the fitting at the bleeddown manifold to
prevent high pressure leakage.
Prior to checking the steering system, the hydraulic

steering and brake systems must have the correct
accumulator precharge and be up to normal operating
temperatures. Refer to Steering Circuit Component
Repair, Steering Accumulator Charging Procedure in
this section of the manual for accumulator charging
instructions.
If the steering/brake pump has just been installed,

it is essential that the pump case is full of oil prior
to starting the engine. Refer to Steering Circuit
Component Repair, Steering and Brake Pump,
this section for instructions.
Hydraulic Check-out Procedure
L10-1
Equipment Requirements
check-out the hydraulic steering circuit
Hydraulic schematic, refer to Section R.
Three 0-350 kg/cm2 (0-5000 psi) range calibrated pressure gauges and hoses.
A graduated container marked to measure liquid volume.
Pump Pressure Control Adjustment
With the brake system functioning properly and the
parking brake on, proceed as follows:
1. Place range selector in NEUTRAL and apply the
parking brake. Shut down engine and turn key
switch off. Wait 90 seconds for the steering accumulators to completely bleed down before opening circuits to take leakage measurements, to
make repairs, or to install or remove a gauge.
Be sure steering accumulator oil pressure has

been bled down. Turn the steering wheel; the
wheels should not move if all oil pressure has been
relieved.
FIGURE 10-2. BLEEDDOWN MANIFOLD

1. Brake Circuit Supply 6. Test Port
2. Bleeddown Manifold 7. From Accumulator
3. Return to Tank
8. To Flow Amplifier
4. Pressure Relief Valve 9. From Flow Amplifier
5. Supply From Steering 10. Accumulator Bleeddown
Pump
Solenoid
2. Check hydraulic oil level in tank and add oil if

required.
3. Remove cap and install an accurate 350 kg/cm2
(5000 psi) pressure gauge at the bleeddown
manifold test port (6, Figure 10-2).
4. Install a 350 kg/cm2 (5000 psi) gauge at each
steering cylinder manifold test port (located under engine).
5. Start the engine and verify the low idle engine
speed is 1025 RPM. If idle speed is incorrect, refer
to Section C for adjustment procedure before
performing hydraulic system tests.
FIGURE 10-1. PUMP PRESSURE CONTROL
1. Steering Pump
3. Case Drain Line
2. Compensator Adjustment
4. Hoist Pump
L10-2
6/98 L10008
Before raising body to full up position, be sure

there is adequate clearance between body and
overhead structures or electric power lines.
6. Raise and lower the dump body and turn the
steering wheel lock-to-lock to bring the oil up to
normal operating temperature.
7. Shut down the engine, turn the key switch off and
wait 90 seconds, then observe the pressure
gauge indicates zero.
NOTE: If the pressure gauge indicates a pressure
greater than 0, check for defective components in the
bleeddown circuit. A restricted tank vent filter may
cause a pressure build up from 0 - 1.0 kg/cm2 (0 - 15
psi).
8. Start the engine. Immediately after starting, check
gauge pressure. Pressure should rise quickly to
accumulator nitrogen pressure, 98.4 kg/cm2
(1400 psi), pause momentarily, and then increase
to steering pressure, 193.3 kg/cm2 (2750 psi).
NOTE: If nitrogen pressure is incorrect, charge the
accumulators with nitrogen before proceeding. (Follow the accumulator nitrogen charging procedure in
this Section.)
9. Adjust the steering pressure at the steering pump
compensator to approximately 222 kg/cm2 (3150
psi).
NOTE: It should not be possible to adjust the steering
compensator pressure HIGHER than 228 kg/cm2
(3250 psi), because the relief valve in the bleeddown
manifold should begin relieving at this pressure if it is
working correctly. The bleeddown manifold relief
valve cannot be adjusted. Replace if necessary.
10. Shut down the engine and allow the accumulators
to bleed down completely.
11. Raise the flow amplifier steering relief valve pressure as follows:
a. Remove external plug (2, Figure 10-3) on flow
amplifier valve, using an 8 mm allen wrench.
b. Insert a 5 mm allen wrench into opening and
gently bottom out adjustment (4) by turning
clockwise.
FIGURE 10-3. FLOW AMPLIFIER RELIEF VALVE

3. O-Ring
2. Plug
4. Relief Valve Adjustment
13. 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
203.9 kg/cm2 (2900 psi).
14. Steer the truck to the opposite stop.
The other gauge should read 203.9 kg/cm2
(2900 psi).
15. If pressure is incorrect during step 13 or 14, 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.
16. After the above test is complete, lower the flow
amplifier steering relief valve pressure to 193.3
kg/cm2 (2750 psi) as follows:
a. Steer full left or right and maintain a slight
pressure against the steering wheel.
b. Adjust steering relief valve, using the 5 mm allen
wrench to obtain 193.3 kg/cm2 (2750 psi) on
the gauge showing pressure.
17. After adjustment is complete, install plug (2, Figure
10-3) with O-ring (3) on valve body.
12. Start the engine and allow steering system to build

pressure.
L10008 6/98
L10-3
18. Turn steering pump pressure compensator adjustment screw counterclockwise to reduce pressure.
(Steer truck and adjust to allow circuit pressure to
drop to approximately 175 kg/cm2 (2500 psi)).
19. Turn pressure compensator adjustment screw
clockwise to obtain 193.3 kg/cm2 (2750 psi) on
the gauge at the steering bleeddown manifold test
port. Tighten jam nut to lock adjustment screw
when correct pressure is obtained.
20. Shut down engine and allow accumulators to
bleed down completely. Steer the truck to verify.
6. Start the engine and allow the system to stabilize

at 193.3 kg/cm2 (2750 psi).
7. Measure leakage obtained in graduated container:
Maximum allowable leakage is 164 ml (10
in3) per minute.
8. If leakage in step 7 exceeds the maximum allowed, repair or replace the steering control unit.
If leakage rate is acceptable, perform the next
step to check flow amplifier leakage.
9. Measure leakage at steering return hose removed
in step 1.
21. Remove gauges and cap test ports.

in3) per minute.
Steering Components Leakage Test

Do not steer truck while measuring leakage rates
during the following tests.
10. If leakage in step 9 is excessive, the flow amplifier

must be repaired or replaced.
11. Disconnect tank return line (3, Figure 10-2) at the
bleeddown manifold. Install a plug in end of hose
removed.
1. Check combined leakage from the steering control unit and flow amplifier.
a. Disconnect steering return hose (9, Figure 10-2)
at the bleeddown manifold port.
b. Cap open fitting on bleeddown manifold.
c. Place end of hose disconnected in a graduated
container.
2. Start the engine and allow the system to stabilize
at 193.3 kg/cm2 (2750 psi).
3. Measure leakage obtained in graduated container:
in3) per minute.
4. Shut down the engine.
5. If leakage in step 3 exceeds maximum allowed,
measure leakage from steering unit as follows:
a. Remove the steering control unit tank return line
at the flow amplifier.
b. Plug the flow amplifier port.
c. Place end of hose disconnected in a graduated
container.
L10-4
12. Measure leakage from the tank return fitting on the

bleeddown manifold.
Maximum allowable leakage is 32.8 ml (2.0
in3) per minute.
13. If leakage is excessive in step 12, the bleeddown
solenoid valve or the bleeddown manifold relief
valve must be replaced.
a. Verify correct setting of 230 kg/cm2 (3250 psi)
relief valve.
b. Remove both valves and inspect O-rings for
damage.
14. Recheck for leakage. If leakage is still excessive
replace the bleeddown solenoid valve. If leakage
is still excessive, replace the relief valve assembly.
15. After leakage tests are complete and leakage rates
are acceptable, be certain all hoses are reinstalled
and and tightened properly.
16. Check hydraulic tank oil level and refill if necessary.
6/98 L10008
CHECKING HOIST SYSTEM

PRESSURES
Equipment Requirements
check-out the hoist relief and power down circuit
pressures:
Hydraulic schematics, refer to Section R.
Two 0-350 kg/cm2 (0-5000 psi) range calibrated
pressure gauges and hoses.
FIGURE 10-4. HOIST RELIEF VALVE

1. Install two 0-350 kg/cm2 (0-5000 psi) pressure
gauges at each diagnostic coupler located at
each outlet port on the hoist pump (4, Figure
10-1).
2. Disconnect the hoist lines at the distribution manifold and cap the power up and power down ports
(four locations).
3. Start the engine and run at low idle.
4. Place the hoist lever in the POWER UP position.
The pressure at both hoist pumps should be
approximately 193.3 7 kg/cm2 (2750 100
psi).
5. If power up relief pressure is incorrect, adjust
pressures as follows:
6. Return hoist lever to the Float position.
1. Capscrew
2. Inlet Cover
3. Spring
5. Spring
6. Sleeve
7. Secondary Low
Pressure Valve
8. O-Rings
9. Inlet Valve body
NOTE: The relief valve (4, Figure 10-4) is located

under the hoist valve cover (2) that has a small external
pipe attached to it.
8. Remove the small external pipe and capscrews

from the inlet section cover (2, Figure 10-4) that
contains the relief valve.
9. Remove the cover and spring (3) from the relief
valve.
10. Loosen the jam nut on the relief valve (4) and turn
screw clockwise to increase pressure or counterclockwise to decrease pressure.
NOTE: Each 1/4 turn of the adjustment screw will cause
approximately 10.5 kg/cm2 (150 psi) change in pressure.
11. Install spring (3) and cover (2) with new O-rings
(8). Install and tighten capscrews (1).
12. Check the pressures again.
7. Relieve all hydraulic pressure from the hoist system.
L10008 6/98
L10-5
Power Down Relief Valve Adjustment

1. With the engine at low idle, place the hoist lever
in the POWER DOWN position.
2. Pressure at both pumps should be 106 14
kg/cm2 (1500 psi). If the power down pressure is
not within specifications, adjust or replace the
relief valve.
NOTE: The power down relief valve (2, Figure 10-5) is
located on the pilot control valve (1) in the hydraulic
cabinet.
a. To increase power down relief pressure, turn
adjusting screw clockwise.
b. To decrease power down relief pressure, turn
adjusting screw counter-clockwise.
3. If pressures are within specifications, shut down
engine and move hoist control lever to the FLOAT
position. Remove all gauges.
4. Reconnect the hoist lines to the distribution manifold.
5. Check the hydraulic tank for proper level. Add oil
if necessary.
L10-6
FIGURE 10-5. POWER DOWN RELIEF VALVE

2. Relief Valve
6/98 L10008
SECTION M
OPTIONS AND SPECIAL TOOLS
INDEX
ANSUL FIRE CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . . . .
CHECKFIRE ELECTRIC DETECTION & ACTUATION SYSTEM (M02003)
FIRE CONTROL SYSTEM, MANUAL (M02004) . . . . . . . . . . . . . .
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inspection and Maintenance . . . . . . . . . . . . . . . . . . . . . .
Recharging Procedures . . . . . . . . . . . . . . . . . . . . . . . .
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. . M2
M2.3-1
. M2-1
. M2-1
. M2-1
. M2-2
WIGGINS QUICK FILL FUEL SYSTEM (M05002)

Fuel Receiver . . . . . . . . . . . . . . . . .
Tank Breather Valve . . . . . . . . . . . . . .
Left Side Fill . . . . . . . . . . . . . . . . . .
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M5-1
M5-1
M5-2
M5-3
FAN DRIVE CLUTCH - HYDRAULIC ACTUATED (M06001)

General Description . . . . . . . . . . . . . . . . . . .
Maintenance . . . . . . . . . . . . . . . . . . . . . . .
Troubleshooting . . . . . . . . . . . . . . . . . . . . .
Field Check Diagnosis . . . . . . . . . . . . . . . . .
Thermal Sensor and Solenoid Valve . . . . . . . .
Troubleshooting Chart . . . . . . . . . . . . . . . . .
Disassembly . . . . . . . . . . . . . . . . . . . . . .
Reassembly . . . . . . . . . . . . . . . . . . . . . . .
Inspection of Parts . . . . . . . . . . . . . . . . . . .
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M6-1
M6-1
M6-4
M6-6
M6-7
M6-8
M6-11
M6-15
M6-22
M6-33
Rebuild Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M6-37
SPECIAL TOOL GROUP (M08013) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1
HEATER/AIR CONDITIONING SYSTEM -134a REFRIGERANT (M09010)

Envir0nmental Impact . . . . . . . . . . . . . . . . . . . . . . . . . .
Operator Cab Conditioning . . . . . . . . . . . . . . . . . . . . . . .
Principles of Refrigeration . . . . . . . . . . . . . . . . . . . . . . .
Major System Components . . . . . . . . . . . . . . . . . . . . . . .
System Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Evacuating the System . . . . . . . . . . . . . . . . . . . . . . . . .
System Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . .
M01035 10/00
Index
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M9-1
M9-1
M9-2
M9-2
M9-4
M9-7
M9-18
M9-19
M1-1
PAYLOAD METER II ON - BOARD WEIGHING SYSTEM (M20007) . . . . . . . . . . . . . M20-1

Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-1
CAB RADIO(M27001)
To Operate Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M27-1
To Operate The Tape Player . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M27-2
M1-2
Index
M01035 10/00
CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1

The Checkfire Electric Detection and Actuation System
- Series 1 (Figure 2.3- 1) 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 2.3-1.
Control Module (Figure 2.3-2):

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 2.3-2. CONTROL MODULE
FIGURE 2.3-1. CHECKFIRE ELECTRIC DETECTION/ACTUATION SYS.

1. Control Module
3. Linear Detection Wire 5. (Not Shown) Test Kit
2. Manual/Automatic Actuator
4. Power Wire
M02003
Ansul "Checkfire" Electric Detection and Actuation System
M2.3-1
Actuator (Figure 2.3-3): 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 2.3-5. POWER WIRE
FIGURE 2.3-3. MANUAL/AUTOMATIC ACTUATOR

Linear Detection Wire (Figure 2.3-4): Consists of a
two conductor heat rated thermo cable. The temperature rating of the cable is 221F 105C) black wire or
356F (180C) 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.
FIGURE 2.3-6. TEST KIT

1. Indicator Light Assembly
2. End-of-Line Detection Wire Jumper Assembly
Test Kit (Figure 2.3-6): Provides for checking of electrical continuity and consists of an indicator light assembly and an End-of-Line linear detection wire jumper
assembly.
FIGURE 2.3-7. SQUIB

FIGURE 2.3-4. LINEAR DETECTION WIRE
Power Wire (Figure 2.3-5): 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).
M2.3-2
Squib (Figure 2.3-7): 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.
M02003
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.
1. The Power Wire

a. Depress the button on top of the control module
and note green indicator light (Figure 2.3-9).
With button, depressed, light should 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
Section" covered in this section.
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 2.3-8). 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 2.3-9. POWER CHECK
Do Not install squib to power lead at this time

(Figure 2.3-10).
FIGURE 2.3-8. LINEAR DETECTION WIRE
CONNECTOR
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 necesssary 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.
M02003
FIGURE 2.3-10. DO NOT CONNECT SQUIB
M2.3-3
c. Proceed to the end of the last length of detection wire and remove the jumper assembly
(Figure 2.3-12). 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 2.3-14). NOTE: Retain
these components for possible later use.
! CAUTION !
Remove jumper assembly. Otherwise, fire suppression system will discharge when squib is installed
in Electric Detection And Actuation System.
FIGURE 2.3-11. 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 2.3.11) 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 2.3-12).
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 2.3-12. INSTALL TEST MODULE ASSEMBLY
M2.3-4
FIGURE 2.3-13. REMOVE JUMPER ASSEMBLY
FIGURE 2.3-14. REMOVE INDICATOR LIGHT ASSY
M02003
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 2.3-15).
After installing squib into actuator body, loosen protective shipping cap from squib and remove bridge
(Figure 2.3-16).
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 2.3-17). Handtighten as firmly as possible.
Placing the Electric Detection & Actuation System
Into Service
To place the Electric Detection and Actuation System
into service, proceed as follows:
FIGURE 2.3-15.
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 2.3-18).
FIGURE 2.3-16.
FIGURE 2.3-18. INSTALL ACTUATOR CARTRIDGE

4. Insert LT-5-R cartridge (PB0674) into lower actuator body and handtighten firmly.
FIGURE 2.3-17. INSTALL SQUIB
M02003
5. Record date that system was placed in service.
M2.3-5
INSPECTION AND MAINTENANCE

SCHEDULES FOR ELECTRIC
DETECTION AND ACTUATION SYSTEM
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.
Remove jumper, clean actuator, install new squib
and reinstall cartridge.
System is now back in service.
FIGURE 2.3-19. REMOVE CARTRIDGE AND

DISCONNECT SQUIB
Do Not reinstall cartridge at this time.
1. Check all mounting bolts for tightness.
5. Test system power by depressing button on control module. Note illumination of light while button
is depressed.
2. Check all wiring connectors for tightness and

possible evidence of corrosion.
6. Remove squib connector before proceeding with

next series of checks (Figure 2.3-19).
3. Inspect detection and power wire as follows:
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).
Record date of installation of new squib.
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.
M2.3-6
8. With jumper in place, screw the squib connector

into receptacle on test module (Figure 2.3-20).
Light on the test module should immediately illuminate. This test confirms that the detection wire
is properly installed and will function as intended.
M02003
10. Remove the test kit from the system by disconnecting the squib connector from the test module
(Figure 2.3-21).
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.
FIGURE 2.3-20. ATTACH INDICATOR LIGHT ASSY.
(Test Module)
If test module light does not illuminate, refer to
"Troubleshooting" 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"
covered in this section.
14. Install actuation cartridge back into lower actuator

body and tighten firmly by hand.
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 2.3-21. REMOVE TEST MODULE
M02003
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.
M2.3-7
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 buildup will also stop the puncture pin
from returning to its upmost position.
To clean actuator (See Figure 2.3-22):
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 2.3-22. 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 buttom 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 2.3-22).
M2.3-8
M02003
TROUBLESHOOTING THE ELECTRIC DETECTION SYSTEM

TROUBLE: Green Indicator Light on Control Module Does Not Go On When Button is Depressed.
POSSIBLE CAUSES
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 securement, 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
M02003
M2.3-9
NOTES
M2.3-10
M02003
FIRE CONTROL SYSTEM (MANUAL)

The fire control system aids in protecting the machine
in the event of a fire. The system consists of:
Actuators
fluidized chemical to flow to the nozzles. The nozzles

will direct the agent at the fire and extinguish the flames.
Operation
Pneumatic Actuator/Cartridge Receivers
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.
Pressure Relief Valve

Check Valves
Dry Chemical Tanks
Hoses And Nozzles.
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
NOTE: Operating either actuator will activate fire control system.
Inspection and Maintenance

It is imperative that the fire control system is inspected
at least every six months. To insure 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.
91461
FIGURE 2-1. FIRE CONTROL SYSTEM

1. Cab Actuator
2. Remote Actuator
3. Safety Relief Valve
4. Check Valves
M02004
5. Actuator Receiver
6. Cartridge
7. Bursting Disc Union
8. Dry Chemical Tank
91462
FIGURE 2-2. NOZZLE AND BLOW-OFF CAP
Fire Control System
M2-1
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.
91463
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.
8. Remove the cartridge guard from the dry chemical

tank and remove the cartridge.
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.
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:
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.
M2-2
7. Install the fill cap and tighten the cap hand tight.
16. Inspect hose, fittings and nozzles for mechanical

damage. Replace all hose that has been exposed
to fire areas.
17. Clean the nozzles and repack the openings with
silicone grease or install blow-off caps. Use caps
for new designed nozzles shown in Figure 2.1-2.
Fire Control System
M02004
WIGGINS QUICK FILL FUEL SYSTEM

FUEL RECEIVER
The fuel receiver (3, Figure 5-1) is normally mounted
on the fuel tank (1). Optional locations are the left hand
frame rail (Figure 5-3) or at the Service Center in front.
Keep the cap on the receiver to prevent dirt build up in

valve area and nozzle grooves. If fuel spills from tank
breather valve, or tank does not completely fill, check
breather valve to see that float balls are in place and
outlet screen is clean. If valve is operating properly, the
problem will be with the fuel supply system.
FIGURE 5-1. FUEL TANK BREATHER & RECEIVER INSTALLATION

1. Fuel Tank
3. Fuel Receiver
2. Breather Valve
4. Fuel Level Gauge
NOTE: This Illustration Represents a Typical Installation.
Fuel tank may vary in size, shape and location depending on truck model.
M05002 10/96
Wiggins Quick Fill Fuel System
M5-1
TANK BREATHER VALVE

Removal
Unscrew breather valve (2, Figure 5-1) from tank (1).
Installation
Screw breather valve into tank.
Disassembly
1. Remove spring clamp (4, Figure 5-2) from outlet.
2. Pull off rubber cover and screen (3).
3. Unscrew nut (5) from top of breather valve. Remove cover (6), spring (7), and steel ball (8).
4. Slide valve assembly (9) from housing.
5. Disengage tapered spring (1) containing three
balls (2) from valve stem.
Assembly
1. Clean and inspect all parts. If valve, body, or
springs are damaged, replace complete breather
valve.
2. Install in order; tapered spring, one steel ball, one
cork ball and one hollow aluminum ball.
3. Engage three coils of spring on small end of valve
stem with hollow aluminum ball.
4. Install valve into housing.
5. Place steel ball (8) on top of valve. Install spring
(7).
6. Place cover (6) over spring. Screw on large nut (5).
7. Install screen and rubber cover (3) over outlet.
8. Install spring clamp (4).
FIGURE 5-2. BREATHER VALVE

1. Tapered Spring
2. Float Balls
3. Cover and Screen
4. Spring Clamp
5. Nut
M5-2
6. Cover
7. Spring
8. Steel Ball
9. Valve Assembly
M05002 10/96
LEFT SIDE FILL

This location permits fueling the truck from the left side.
1. Hydraulic Tank
2. Filler Hose
FIGURE 5-3. LEFT SIDE FILL

5. Filler Cap
6. Receiver Assembly
7. Refueling Box
8. Capscrew
9. Tapped Bar
NOTE: This Illustration Represents a Typical Installation. Installation may vary depending on truck model.
M05002 10/96
3. Frame Rails
4. Fuel Tank
Keep the cap on the receiver to prevent dirt build up in

valve area and nozzle grooves. If fuel spills from tank
breather valve, or tank does not completely fill, check
breather valve to see that float balls are in place and
outlet screen is clean. If valve is operating properly, the
problem will be with the fuel supply system.
M5-3
NOTES
M5-4
M05002 10/96
FAN DRIVE CLUTCH

GENERAL DESCRIPTION
The Fan Drive Clutch is an oil pressure actuated, oil
cooled and lubricated, multiplate clutch designed for
continuous, infinite fan-to-engine pulley speed ratios
assuring prescribed engine coolant temperatures and
minimum engine horsepower losses. Engine (sump)
lubricating oil is piped to the fan clutch to provide a
supply of filtered and cooled oil.
Engine cooling temperature demands are automatically transmitted to the clutch through a thermal sensor and solenoid valve. The fan clutch automatically
adjusts the fan to the precise minimum speed necessary to maintain specified coolant temperature.
Modulated control by the thermal sensor and solenoid
valve cause the fan speed to be increased or decreased smoothly without shock loads. Oil cooled
plates permit continuous clutch slip to give variable fan
speeds.
The fan clutch shaft is a permanent, integral part of the

shaft and bracket assembly, and acts as a bearing
surface for the moving parts. Internal ports and orifices
distribute lubricating/cooling oil, and oil control pressure which controls fan speed and modulates the engagement and disengagement of the fan clutch.
COMPONENTS
Input
(Refer to Figure 6-2): The input for the clutch is through
the pulley (1) and bearing retainers (2,3) which are
bolted together forming the pulley cavity. The pulley
cavity is sealed at the shaft (5) and fan mounting hub
(4) by rotating seals and is supported by heavy duty
ball bearings (6). The slotted cup section of the front
bearing retainer drives the externally tanged steel
clutch plates (7) and the clutch piston (8).
91102
FIGURE 6-2. INPUT COMPONENTS
91101
1. Pulley
2. Front Bearing Retainer
3. Rear Bearing Retainer
4. Front Oil Seal
5. Rear Oil Seal

6. Ball Bearings
7. Steel Clutch Plates
8. Clutch Piston
FIGURE 6-1. FAN CLUTCH ASSEMBLY
M06001
Fan Drive Clutch
M6-1
Output
(Refer to Figure 6-3): The output for the clutch is
through the clutch facing plates (1) which are splined
to and drive the clutch hub (2). The inside diameter of
the hub is splined to and drives the fan mounting hub
(3). The fan is bolted to the fan mounting hub. A fan
spacer (4) is used on the fan mounting hub to position
the fan relative to the radiator.
91104
FIGURE 6-4. STATIONARY COMPONENTS

1. Shaft/ Bracket
Assembly (Typical)
91103
FIGURE 6-3. OUTPUT COMPONENTS

1. Facing Plates
2. Clutch Hub
3. Fan Mounting Hub

4. Fan Spacer
Stationary Components
(Refer to Figure 6-4): The shaft & bracket assembly (1)
is bolted to the engine and supports the fan clutch
components. Pitot tubes (2) secured to the shaft pump
oil from the clutch, directing it back to the oil reservoir
(engine oil pan).
OPERATION MODES
(Refer to Figure 6-5): With no control pressure in the
pressure cavity, the fan clutch is always disengaged.
The thermal sensor (2) senses engine coolant temperature through its thermal tip. The sensor is calibrated to
respond within a specific coolant temperature range by
sending an electrical signal to drive the solenoid (1).
The operating range of the thermal sensor can be
M6-2
2. Pitot Tubes
determined by the tag attached to the body. Some

applications require multiple thermal sensors. (Refer to
Section "C", Cooling System.) Engine lubrication oil
enters the solenoid through the inlet (NO) port. The
pressure out (COM) opening of the solenoid valve is
connected by a line to the "control pressure" port of the
fan clutch bracket. The solenoid valve controls the
speed of the vehicle cooling fan by regulating the
amount of oil pressure supplied to engage, modulate,
and allow release of the fan clutch. Oil exiting the
solenoid valve (and fan clutch) is directed to sump
through the "oil out" (NC) port in the solenoid valve.
Fully Engaged
When engine coolant temperature at the thermal tip
reaches the top of the designed temperature range of
the thermal sensor, full oil pressure is directed by the
solenoid valve into the pressure cavity of the fan clutch.
The control pressure forces the piston against the
clutch plates, clamping the disc stack against the front
bearing retainer. When the clutch plates are fully
clamped, the input and output are fully connected
constituting a 1:1 drive through the clutch. The fan is
thus driven at pulley speed.
Fan Drive Clutch
M06001
91105
FIGURE 6-5. THERMAL SENSOR AND SOLENOID VALVE

1. Solenoid Valve
2. Thermal Sensor # 1
Modulated Variable Speed
Remember:
As the engine coolant temperature decreases within

the designed operating range of the controls, the thermal sensor responds, causing the solenoid valve to
gradually diminish the amount of oil pressure being
directed into the fan clutch pressure cavity. Oil slowly
exhausts from the clutch, through the (NC) port of the
solenoid valve to sump. The pressure drop inside the
pressure cavity reduces the clamping force of the
clutch piston. The clutch plates begin to slip, reducing
fan speed. If engine coolant temperature begins to
increase, the above action is reversed, and the fan
increases in speed. When engine water temperature
stabilizes, fan speed stabilizes. The infinite slip ratios of
(input) pulley speed to (output) fan speed in the fan
clutch are controlled by the thermal sensors sensitivity
to engine coolant temperatures, and the solenoid
valves ability to respond to the sensors signal by
modulating the oil pressure being used to control the
(modulated) engagement of the fan clutch.
Fully Released
When engine coolant temperature is at or below the
lower limit of the designed temperature range of the
thermal sensor, no oil pressure is directed into the
pressure cavity. Existing pressure in the cavity vents to
sump through the solenoid valve. NO clamping force
is applied to the clutch plates, and the drive to the fan
is disconnected. At this time, the fan merely idles (at
less than 300 rpm) due to viscous oil drag of the cooling
oil passing between the facing plates and external
clutch plates.
M06001
3. Thermal Sensor # 2
(Optional)
1. When the upper limit of the designed temperature

limit of the thermal sensor is reached, full oil
pressure is passed through the solenoid valve,
and the clutch fully locks up for a 1:1 pulley-to-fan
drive.
2. Modulated oil pressure from the solenoid valve
produces and controls the variable slip ratios of
pulley rpm -to- fan rpm.
3. When the lower limit of the designed temperature
of the thermal sensor is reached, minimum oil
control pressure exists in the pressure cavity allowing the clutch to fully release.
4. If the truck is equipped with two thermal sensors,
either sensor can control the solenoid valve.
Lubricating & Cooling Oil
(Refer to Figure 6-6): Lubricating and cooling oil is
supplied to the fan clutch from the engine oil pressure
supply system. The fan clutch oil supply originates at
an engine oil pressure port which supplies cooled,
filtered oil. The exact location varies on different engine
makes and models. A flow-limiting orifice fitting is factory-installed in the fan clutch "oil in" port of the shaft
and bracket assembly to regulate the amount of oil
supplied to the clutch. Engine oil travels through the oil
supply line from the engine to the "oil in" port on the fan
clutch bracket.
Fan Drive Clutch
M6-3
The pitot tubes pump oil from the pulley, maintaining low internal pressure in the fan clutch. Do not
run the engine without belts driving the fan clutch
pulley.
MAINTENANCE
The fan drive system requires a minimum of maintenance. A few simple checks made periodically will
assure correct operation and long life.
Observe all safety precautions when working in the

area of the fan. If working with a running engine,
the fan will come on automatically without warning
when engine temperature rises.
Maintenance Checks To Be Made
91107
FIGURE 6-6. LUBRICATING AND COOLING OIL

Oil then travels through the orifice, through the bracket,
and into the fan clutch shaft. Oil passages in the shaft
distribute lubricating oil to the bearings and other internal parts, and into the clutch hub cavity. Centrifugal
force drives oil through holes in the clutch hub to cool
the clutch plates. The grooved configuration of the
facing plates allows oil to pass over the clutch plates
at all times. It is this flow of cooling oil over the clutch
plates which permits continuous clutch slip and variable fan speeds.
Centrifugal force carries the oil outward to the inside
diameter of the pulley. The rotational movement of the
pulley carries the oil in the direction of input rotation.
Pitot tubes face into the direction of input rotation. The
rotational movement of the oil rams the oil into the pitot
tubes, which direct the oil through a passage into and
through the fan shaft and bracket, to an external "out"
port. A line from the "out" port carries the oil to a
non-pressurized port on the engine where the engine
oil is returned to the engine oil sump.
M6-4
1. Fan bracket to engine bolts: Check torque after

first week of operation and every 500 hours thereafter.
2. Fan-to-fan mounting hub bolts: Check torque after
first week of operation and every 500 hours thereafter.
3. Fan belts: Maintain proper belt tension. Refer to
Section "C" for belt tension adjustment.
4. Hoses and fittings: Check all hoses and fittings
every 500 hours. Replace all soft, brittle or frayed
hoses. Tighten all loose or leaking fittings.
5. Thermal sensor(s): Check corrosion buildup on
thermal tip after each 5000 hours. Clean if necessary and check for proper operation.
DO NOT DISASSEMBLE OR DISTURB THERMAL
SENSOR SETTING.
6. Electrical: All electrical connections should be
checked for tightness after each 5000 hours. All
electrical lines should be checked for breaks and
frays. Check to insure all grounding points are
intact.
7. Shutters (Optional): After each 1000 hours, visually check the shutters to make sure they completely open before the fan comes on.
Fan Drive Clutch
M06001
8. Thermostat: The engine thermostat operation

should be checked according to engine manufacturers specifications and recommendations.
9. Fan clutch: After each 1000 hours, the fan clutch
should be checked for signs of internal wear as
follows:
a. Bearing wear: With the engine off and no oil
supply to the fan clutch, push the fan forwardrearward. No movement of the fan mounting
hub should occur.
NOTE: For the next tests, it is necessary to provide
an external supply of oil pressure at 40 psi (275
KPa) minimum, 100 psi (689 KPa) maximum. The
oil supply should be compatible with the the oil
being used in the engine.
M06001
Fan Drive Clutch
b. Clutch Plate Drive Slot Wear: With the engine

off and the clutch locked up, rotate the fan with
a light force clockwise-counterclockwise.
Movement at the tip of a 68 in. (1.7 M) Dia. fan
blade should not exceed 1.12 in. (28.4 mm).
Excess movement indicates excessive wear at
the drive tangs.
c. Clutch Plate Wear: With the engine off, apply 40
psi (275 kPa) oil pressure to lockup the clutch.
Using a pull type scale connected to the fan
blade 30 in. (76 cm) from the center of fan, a
pull of no less than 250 lbs. (1023 N) should be
required to rotate the blade independent of the
pulley.
M6-5
TROUBLE SHOOTING
Observe all safety precautions when working in the
area of the fan. If working with a running engine,
the fan may come on automatically, without warning, when engine temperature rises.
Basic Preliminary Checks
many factors such as engine horsepower rating, cooling system design etc. Each thermal sensor has a tag
attached to the body which specifies the operating
range. When testing operation of the thermal sensor,
refer to this tag for the proper operating temperature
range. Currently available thermal sensor operating
ranges are:
190F - 200F (87.8C - 93.3C)
180F - 190F (82.2C - 93.C)
120F - 130F (48.9C - 54.3C)
BEFORE troubleshooting the fan drive system, the

following basic principles should be understood:
1. The fan drive clutch is NOT A SNAP OFF-SNAP
ON type. It is a modulating drive with infinite
variable speeds. A thermal sensor(s) and solenoid
valve are used to obtain a modulated engagement.
2. At idle with a cold engine, the fan clutch will be
disengaged, but the fan will turn at approximately
100-300 RPM due to viscous drag of the oil between the clutch plates.
3. Oil control pressure locks up the clutch. Without
pressure to the clutch it is disengaged (freewheeling).
4. The solenoid valve, which receives its oil supply
from the engine oil pump, regulates the amount
of pressure directed to the clutch control pressure
cavity. Control pressure will vary from 0.0 psi (0.0
KPa) to maximum engine oil pressure supplied,
depending upon engine temperature and condition.
5. The thermal sensor is sensitive to engine water
temperature. As engine water temperature rises
above the minimum specified temperature, the
thermal sensor signals the solenoid valve to increase control pressure going to the clutch, thus
increasing fan speed. As engine water temperature drops, the thermal sensor signals the solenoid valve to decrease control pressure going to
the clutch, thus decreasing fan speed.
(NOTE: The thermal sensor rated for 120F - 130F

(48.9C - 54.3C) is used in the engine intercooler
circuit of trucks rated at 2200 horsepower, utilizing a
"Dual Path" cooling system.)
DO NOT replace a defective thermal sensor with one
of a different operating range. Use the exact replacement part only! DO NOT sustitute a non-modulating
type thermal sensor.
6. The fan free-wheels when engine coolant temperature is below the thermal sensors operating range
because minimum control pressure is supplied to
the clutch.
7. The fan rotates at same speed as the fan pulley
when engine water temperature is at the thermal
sensors maximum specified operating temperature, because maximum control pressure is supplied to the clutch.
8. There should be no axial movement of the fan with
or without control pressure applied to the clutch.
The fan mounting hub should not move out or in,
or front to rear, between the radiator and the
engine.
9. With maximum control pressure supplied to the
fan clutch by an external source, total rotational
movement allowable when measured at the tip of
the fan blade is shown in the table below:
10. Oil lubricates the bearings and cools the
clutch plates in the fan clutch. Filtered engine
oil is piped from an engine oil port through an
orifice fitting in the oil "IN" port on the fan clutch
mounting bracket. The pitot tubes inside the
clutch pump the oil out of the clutch through
the oil "OUT" port in the fan clutch mounting
bracket to the engine oil sump.
In cooling systems equipped with two thermal sensors,

either one or both sensors can control the solenoid
valve depending upon coolant temperature and the
operating range of the thermal sensor.
Several thermal sensors are available, each with a
different operating range. The sensor(s) used with a
particular installation have been selected based upon
M6-6
FAN
DIAMETER
MAX. ROTATIONAL
MOVEMENT
INCHES
METERS
INCHES
MILLIMETERS
68
1.7
1.12
28.4
Fan Drive Clutch
M06001
FIELD CHECK DIAGNOSIS
5. If the fan blades could be rotated in step 4, but the

fan clutch locks up when the engine is running and
the temperature of the cooling system is below the
range of the thermal sensor:
ANY TIME THE ENGINE IS OPERATING :

Never work in close proximity to fan.
Never try to keep the fan from rotating by holding
fan.
Never tie down fan with straps, chains or other
restraints.
Never shut off oil supply to fan clutch.
a. Disconnect the control pressure line at the fan

clutch control pressure port and cap the hose.
b. Start the engine and visually check the speed
of the fan. If the fan appears to rotate at reduced
speed (100 to 300 RPM), a problem with the
control system is indicated.
Refer to instructions which follow for testing the thermal
sensor and solenoid valve.
When performing the following tests:

VISUALLY AND SAFELY determine whether the fan
is locked up or not.
A locked up fan running at high speed will create a
significantly greater air flow (and noise level) than
will a free-wheeling fan.
Preliminary Checks With Engine Off
1. Inspect Hoses and fittings and repair any leaks.
2. Check fan belt condition and tension. (Refer to
Section C for belt tension specification.)
3. Check condition of wiring, connectors, and
grounds.
Check Clutch Release
The clutch should be released when NO control pressure is supplied to the Control Pressure Port. This
normally occurs only under two conditions: (1) The
engine is not running, or (2) the engine is running but
the coolant system temperature is below the lower
operating temperature of the thermal sensor. The following procedures should be followed if it is suspected
the fan clutch is not disengaging properly:
Check Clutch Lock-up

To test the clutch lock-up function, the clutch must be
supplied with a minimum of 40 psi (275 KPa) oil pressure applied to the Control Pressure port. The oil supply can be from an external source capable of
supplying engine oil at a minimum of 40 psi (275 KPa)
and limited to a maximum of 100 psi (689 KPa) or can
be supplied by the engine running with a coolant temperature within or above the thermal sensor operating
range. Refer to the operating temperature rating tag on
the thermal sensor to determine the actual operating
range.
6. Perform check in step 4 above to ascertain the fan
clutch will release and that an internal failure has
not occurred which could prevent normal release.
7. To test for clutch lock-up using the engine, disconnect the control pressure oil line from the solenoid
and connect it directly to the fan clutch "Pressure
Control" port. Cap or plug all open connections.
8. Start the engine:
a. The fan clutch should be locked-up providing a
minimum of 40 psi (275 KPa) engine oil pressure is available.
4. With the engine off, check by rotating the fan

blades:
a. If the fan can be rotated, the clutch plates
should be releasing properly.
b. If the fan blades will not rotate, Internal fan
clutch repairs are required.
M06001
b. If the fan clutch does not lock-up (rotate at

pulley speed), an internal fan clutch problem is
indicated.
If an external source of oil supply is available, lock-up
can be tested with the engine shut down. Also, the
minimum clutch plate torque capacity specification
can be checked. Refer to 9c, Clutch Plate Wear, in
"Maintenance" for this procedure.
Fan Drive Clutch
M6-7
Overheating Complaint
Thermal Sensor And Solenoid Valve
Any time an overheating complaint is being investigated, the fan clutch can be operated temporarily in
the lockup mode. In the lockup mode, the fan clutch
functions as would a standard (no clutch) fan hub. To
put the fan clutch in lockup:
1. Stop the engine.
On Truck Test
NOTE: If the engine can be safely operated and the
temperature gauge is accurate, the test may be conducted without removing the components from the
engine.
1. Install a T fitting and a 0 - 150 psi (0-1034 KPa)
pressure gauge in the line between the solenoid
valve "COM" port and the fan clutch "Control pressure Port".
2. Disconnect the control pressure line from the

solenoid to the fan clutch at the fan clutch.
3. Disconnect the ("control pressure") oil supply line
at the solenoid and reroute engine oil pressure
directly into the "control pressure" port in the fan
clutch.
4. Operate the vehicle in a work cycle similar to that
during which the complaint was noted. If overheating still exists, the source of the problem lies
within components of the cooling system other
than the fan clutch, thermal sensor or solenoid
valve. Engine oil pressure of 40 psi (275 KPa) or
more should lock up the fan clutch.
5. If the solenoid is functioning properly and the fan
clutch is capable of full lock-up, the fan may be
placed in the lock-up mode by disconnecting
either of the solenoid valve wires.
2. Place the vehicle in a work cycle of sufficient

severity to heat the engine into the operating
range of the thermal sensor.
a. As engine temperature increases through the range
of the thermal sensor, control pressure should
smoothly increase toward the maximum pressure being supplied to the solenoid and fan speed should
smoothly increase. The clutch should lock up at or
before 30 psi (207 KPa) is reached. Control pressure
must reach maximum at the upper limit of the thermal
sensor.
91106
FIGURE 6-7. THERMAL SENSOR AND SOLENOID TEST SETUP

1. Thermometer
M6-8
2. Oil Pressure Gauge
Fan Drive Clutch
3. Voltmeter
M06001
NOTE: At any point in the thermal sensor operating

range the increasing fan speed may draw sufficient air
to arrest and stabilize engine temperature. If this occurs, control pressure to the fan clutch will stop increasing (will stabilize) and will not increase or
decrease until a change in engine temperature occurs.
b. As engine temperature decreases through the
range of the thermal sensor, control pressure
should smoothly decrease. Fan speed should
smoothly decrease to idle. Control pressure
must reach less than 8 psi (55KPa) when coolant temperature has decreased to the lower
limit of the thermal sensor operating range.
NOTE: Engine temperature may stabilize at any temperature during a "cool down" cycle as explained in
above.
If the thermal sensor does not perform as described in
2.a and 2.b above, replace the thermal sensor. The
thermal sensor cannot be repaired or calibrated.
Off Truck Test
2. Water must be flowing across the thermal tip.

3. Water temperature at the tip must be accurately
measured.
4. Voltage output from the thermal sensor must be
measured.
5. Pressurized oil, 40 psi min.-100 psi max. (275 min.
- 689 max. KPa), must be supplied to the solenoid.
6. Attach pressure gauge and drain line to the solenoid. (Pressure from the solenoid must be measured.)
TEST:
1. Set up equipment per figure 6-7.
2. Heat the water gradually.
3. Read temperature vs. voltage vs. pressure out of
solenoid.
4. Refer to operating temperature range tag on the
thermal sensor and chart below for conditions and
proper operation.
Test Conditions and Requirements:

1. The thermal sensor must be tested under load.
THERMAL SENSOR AND SOLENOID TEST SPECIFICATIONS

TEST CONDITION
SENSOR VOLTAGE
SOLENOID PRESSURE
Temperature Below Thermal Sensor Operating Range
+ 24 VDC
0.0 psi (0.0 kPa)1
Temperature Within Thermal Sensor Operating Range
+ 24 VDC - 0.0 VDC2
0.0 - Max.psi (0.0 - Max. kPa)1
Temperature Above Thermal Sensor Operating Range
0.0 VDC
Max. Supplied Pressure
NOTE 1: Actual 0.0 psi will not be attained if tested under normal operating conditions (connected to a fan clutch).
0.0 - 8.0 psi (0.0 - 55 kPa) internal clutch pressure will read on the gauge.
NOTE 2: As water temperature increases or decreases within the temperature range of the thermal sensor,
voltage output from the thermal sensor and pressure output from solenoid valve should also increase or decrease
(although not in direct proportion). An increase in water temperature produces an increase in voltage output and
a decrease in pressure.
M06001
Fan Drive Clutch
M6-9
NOTES:
M6-10
Fan Drive Clutch
M06001
TROUBLE: Engine runs hot, Fan does not lock up, Fan idles continuously
POSSIBLE CAUSES
Coolant level low.
Fill radiator to correct level.
Electrical Wiring Problems
Insure tight connections, good grounding points, no

bad wires.
Radiator or front mounted condenser plugged internally or externally
Clean radiator and/or condenser coil.
Cooling system not properly pressurized.
Eliminate source of pressure leak.
Fan belt slipping.
Replace belt if worn. Repair or replace belt tensioning

mechanism. Tighten loose belt.
Shutters remain closed.
Repair shutters and/or shutter control.
Thermal sensor or solenoid valve not operating.
Read control pressure between solenoid and fan

clutch. Replace thermal sensor or solenoid valve if not
to specs. (See page M6-8)
Clutch plates worn out.
See 9c on page M6-5. If below specs, replace clutch.
Fan does not turn at maximum pulley speed.
Read control pressure between solenoid valve and fan

clutch. Read voltage output of thermal sensor. Replace
faulty control(s). (See page M6-9)
Replace thermostat.
Thermostat not operating.
Replace water pump.
Water pump defective.
TROUBLE: Engine runs cold, Fan runs continously at engine speed

POSSIBLE CAUSES
Thermal sensor or solenoid valve not operating properly, keeping full pressure on clutch at all times.
Test and replace defective thermal sensor or solenoid

valve.
Excessive length of bolts that bolt fan to fan mounting

hub.
If bolts extend through hub and contact front of bearing

retainer, fan will run continuously. Replace bolts with
grade 8 bolts that fit full thread in fan mounting hub, but
do not extend through. (Check to insure bearings in
clutch are not damaged.)
Manual override switch. (Some vehicles are equipped

with a manual override switch in the cab which overrides the control of the thermal sensor.)
Turn switch to "Off" or replace defective switch.
M06001
Fan Drive Clutch
M6-11
TROUBLE: Engine runs cold, Fan runs continously at engine speed
POSSIBLE CAUSES
Control pressure line restricted, not allowing oil to

exhaust from clutch.
Relieve Restriction.
Cooling system bypassing excessive water.
Repair in accordance with engine manufacturers recommendations.
Thermostat seal leaking.
Replace seal and/or thermostat.
Thermostat stuck open.
Replace thermostat.
Compressor override system (If vehicle is equipped

with air conditioning and override controls).
Check components of the system to insure false signal

is not being sent to solenoid causing full lockup.
TROUBLE: Fan drive cycles off and on continuously at abnormally high rate.
POSSIBLE CAUSES
Coolant level low.
Fill radiator to proper level.
Radiator partially plugged internally or externally causing too much heat retention.
Clean radiator.
Heat range setting of thermostat and thermal sensor

not compatible.
Replace either thermostat or thermal sensor with correct temperature setting to obtain proper sequential
operation. (Refer to Parts Catalog).
TROUBLE: Noisy operation

POSSIBLE CAUSES
Noise originating elsewhere, but "telegraphing" to appear as though fan clutch is noisy.
On some engines, a severe noise originates in the air

conditioner compressor and telegraphs thru belts to
be heard in fan clutch. Check using steps below. If OK,
fan clutch is OK.
Internal wear.
Move fan blade tip in and out between engine and

radiator. There should be no forward-rearward movement of the fan mounting hub. If movement exists,
replace or repair fan drive.
With clutch locked up by an external oil pressure
source, rotate fan tip clockwise-counterclockwise. OK
if within specs shown in item 9b page M6-5. If excessive
movement is found, replace or repair fan drive. Excessive wear has occurred between tangs of steel plates
and driving slots in bearing retainer.
TROUBLE: Fan clutch squeals as it engages

POSSIBLE CAUSES
Bolts securing fan to fan mounting hub too long and

contacting front retainer.
Remove and replace with bolts of proper length. Grade

8 bolts required. Check to insure bearings in clutch are
not damaged.
Check for forward-reverse and axial movement on fan.

If movement exists . . . .
Replace or repair fan clutch. Bearings may be failed.

Determine cause of oil starvation.
M6-12
Fan Drive Clutch
M06001
TROUBLE: Fan Clutch squeals as it engages

POSSIBLE CAUSES
Fan belts loose and slipping.
Repair worn out belt tensioning mechanism. Readjust

belt tension to specs.
Failed bearing(s)
Replace or repair fan clutch.
TROUBLE: Oil leaking from seals

POSSIBLE CAUSES
Incorrect bolts holding fan to hub.
If too long and contacting pulley, replace bolts. If leak

continues, replace or repair fan clutch.
No orifice in "oil in" port.
Install orifice. Refer to Parts Catalog for proper part

number. If seals continue to leak, replace fan clutch.
Oil drain line restricted.
Remove restriction.
Belt tension of drive belts excessive.
Check to be sure belt tensioning mechanism is not

bound up, misaligned, or creating excess tension. Adjust to specs.
If belt tension OK and seals continue to leak, replace
or repair fan clutch.
Oil seals cocked (improperly installed during clutch

rebuild).
Rebuild correctly using tools and procedures as specified.
Oil leaking under wear sleeve.
Rebuild or repair.
M06001
Fan Drive Clutch
M6-13
M6-14
Fan Drive Clutch
M06001
FAN CLUTCH DISASSEMBLY INSTRUCTIONS

Refer to page M6-14 for individual parts referenced in the following instructions:
STEP # 1
STEP # 3.
Support the fan clutch on a bench with the fan mounting hub (2) up. Support beneath the pulley. Remove
bolts (14) with lockwashers (15).
Remove O ring seal (13).
Step # 2
Step # 4
Separate the front bearing retainer from the pulley, lift

it off, and set it aside on the bench. (A small screwdriver
may be used at the split-line to break the bearing
retainer loose from the pulley).
Support the bearing retainer sub-assembly on the

bench with the clutch hub (7) up. Remove external
snapring (8).
M06001
Fan Drive Clutch
M6-15
Step # 5
Step # 7
Remove clutch hub (7).
Remove the front oil seal (11).
Step # 6
Step # 8
Position the sub-assembly beneath the ram of a press.

Support beneath the bearing retainer (as close as
possible to the fan mounting hub). Press the fan mounting hub out of the front bearing.
Remove internal snapring (28).
M6-16
Fan Drive Clutch
M06001
Step # 9
Step # 11
Turn the bearing retainer over on the press bed. Press

the front bearing (5) out of the bearing retainer.
NOTE: IF THE RETAINER/SEAL ASSEMBLY IS NOT

DAMAGED, WORN OR OTHERWISE IN NEED OF
REPLACEMENT, REMOVAL MAY BE OMITTED.
Remove the front retainer/seal assembly (3). Wedge a
large chisel or other appropriate tool behind the retainer to force it off the fan mounting hub.
Step # 10
Step # 12
Remove the wear sleeve (4). Split the wear sleeve with
a chisel to loosen it.
Support beneath the fan mounting hub with the end

cap (1) down, but approximately 2 in. (50 mm) above
the press bed. Using a piece of bar stock 1.5 in. -2.5 in.
(38-64 mm) dia. x 7 in. (175 mm) long resting on the
end cap, press or drive the end cap out of the fan
mounting hub.
M06001
Fan Drive Clutch
M6-17
Step # 13
Step # 15
Place a piece of bar stock 2.93 in. (74.4 mm) dia.

against sleeve bearing (9). Press the sleeve bearing
downward to press it out of the fan mounting hub. The
second sleeve bearing (10) will be pressed out at the
same time.
Remove external snapring (29), shim (30), and spring

washer (27).
NOTE: A # 4 arbor press or a small hydraulic press wil

be needed to press the sleeve bearings out.
Step # 14
Step # 16
Remove the stack of facing plates (6) and steel clutch

plates (16) from inside the pulley.
Turn the pulley/shaft sub-assembly over on the bench.

The piston (17) will usually fall out when the pulley is
turned over on the bench. Remove it.
M6-18
Fan Drive Clutch
M06001
91128
Step # 17
Step # 19
Remove the sealrings (18 and 26) from the piston.
Remove the shaft and rest it on the mounting bracket

with the nose up. Insert a phillips-head screwdriver into
the pitot tubes (33) 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 tube from the hole in the shaft.
Step # 18
Step # 20
Support beneath the pulley to prevent it from dropping

to the bench. Remove bolts (21) with lockwashers (20).
The pulley should not be allowed to drop to the bench
when the supports are removed, but if it is not free of
the bearing retainer, stand the unit on the bench resting
on the nose of the shaft. Rap the pulley with a soft, but
heavy mallet to break it loose from the rear bearing
retainer.
Remove both sealrings (32).
M06001
Fan Drive Clutch
M6-19
91132
Step # 21
Step # 23
Remove external snapring (38).
Support beneath the bearing retainer (as close as

possible to the bearing bore, but not so close as to
damage the retainer/seal assembly). Press the shaft
out of bearing (37).
91133
Step # 22
Step # 24
Remove internal snapring (25).
Remove oil seal (24).
M6-20
Fan Drive Clutch
M06001
Step # 25
Step # 27
Press the rear bearing (37) out of the rear bearing

retainer (23).
NOTE: IF THE RETAINER/SEAL ASSEMBLY IS NOT

DAMAGED, WORN OR OTHERWISE IN NEED OF
REPLACEMENT, REMOVAL MAY BE OMITTED.
Remove the rear retainer/seal assembly (36). Drive the
assembly off the shaft or wedge a large chisel or other
appropriate tool behind the retainer to force it off.
DISASSEMBLY OF THE FAN CLUTCH IS COMPLETE.

DO NOT ATTEMPT TO DISASSEMBLE FURTHER.
Step # 26
Remove the wear sleeve (34). Split the wear sleeve
with a chisel to loosen it. Use care not to damage shaft.
M06001
Fan Drive Clutch
M6-21
REASSEMBLY OF THE FAN CLUTCH

NOTE: The fan clutch is reassembled using Loctite (or equivalent) sealants.
Follow manufacturers recommendations regarding minimum cure time to
prevent oil from washing the sealant from the sealing surfaces.
Step # 28
Step # 30
Press the front retainer/seal assembly (3) onto the fan

mounting hub (2). The inner race of the retainer should
be recessed .040 in. (1.0 mm) below the shoulder.
Using a proper installation tool, press the rear sleeve

bearing (9) into the fan mounting hub until the rear end
of the sleeve is just below the chamfer.
Check carefully to insure 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.
91140
Step # 29
Step # 31
Coat the I.D. of the front wear sleeve (4), and the wear
sleeve diameter of the shaft with Loctite # 290 (or
equivalent). NOTE: The front wear sleeve (4) is NOT
interchangeable with rear (notched) wear sleeve (34).
Press the wear sleeve onto the shaft, flush with the
shoulder.
Turn the fan mounting hub over on the bed of the press.
Again using a proper installation tool, press the front
sleeve bearing (10) into the fan mounting hub until the
front end of the sleeve is .25 in.- .28 in. (6.3 - 7.1 mm)
below the shoulder.
M6-22
Fan Drive Clutch
M06001
Step # 32
Step # 34
Coat the bore of the fan mounting hub (2) with a thin
coating of Loctite # 290 (or equivalent).
Note: When the end cap is properly seated, its O.D.

will be tight against the fan mounting hub.
Coat the I.D. of the rear, (notched) wear sleeve (34),

and the wear sleeve diameter of the fan mounting hub
with Loctite # 290 (or equivalent). Locate the sleeve
so the notch in the sleeve will be aligned with the small
lube hole in the shoulder. Press the wear sleeve onto
the fan mounting hub, flush with the shoulder. NOTE:
The rear wear sleeve (34) is notched to allow oil to flow
from the shaft. This notch MUST BE ALIGNED with the
hole in the shaft!
Step # 33
Step # 35
Press the rear retainer/seal assembly (36) onto the

shaft (31). The inner race of the retainer should be
recessed .040 in. (1.0 mm) below the shoulder.
Install the rear bearing (37) in the rear bearing retainer

(23). Press ONLY on the outer race of the bearing, and
press it to the bottom of the bore.
FREEZE THE END CAP IN A FREEZER OR DRY ICE

FOR 15 MINUTES TO 1/2 HOUR. When frozen, press
the end cap (1) into the fan mounting hub, to the bottom
of the bore.
Check carefully to insure 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.
M06001
Fan Drive Clutch
M6-23
Step # 36
Step # 38
Install internal snapring (25).
Place the shaft sub-assembly on the press bed. Coat

the bearing I.D., O.D., shaft, and bearing retainer bore
with Loctite # 609 (or equivalent). Install the rear
bearing retainer sub-assembly in place on the shaft.
Press the bearing onto the shaft until it stops at the
bottom of the shoulder.
Spin the bearing retainer to be sure there is no sound
or other indication 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.
Step # 37
Turn the retainer over on the press bed. Coat the O.D.
of rear oil seal (24) with Loctite # 290 (or equivalent).
Install the oil seal in the rear bearing retainer, flush with
the rear face.
Step # 39
Install external snapring (38).
M6-24
Fan Drive Clutch
M06001
Step # 40
Step # 42
Be sure the pitot tube holes in the shaft are clean and
free of burrs and staking material, toallow the pitot
tubes to fit into the holes and seat completely to the
bottom. Apply a thin coating of Loctite # 609 (or
equivalent) on the straight end of one pitot tube (33).
Coat the tube to approximately .75 in. (20 mm) from
the end.
Install the front bearing (5) in the front bearing retainer

(12). Press ONLY on the outer race of the bearing, and
press it to the bottom of the bore.
Push the pitot tube 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 counter-clockwise 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 conveniently 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 oclock positions) to prevent the tubes from
rotating in operation.
Step # 43
Install internal snapring (28).
91150
Step # 41
Install both hook-type sealrings (32) in the grooves in
the shaft.
M06001
Fan Drive Clutch
M6-25
Step # 44
Step # 46
Turn the retainer over on the press bed. Coat the O.D.
of front oil seal (11) with Loctite # 290 (or equivalent).
Install the oil seal in the front bearing retainer, flush with
the front face.
Install the clutch hub (7) on the fan mounting hub

splines with the open end down.
Step # 45
Place the fan mounting hub sub-assembly on the press
bed.
Coat the bearing O.D., I.D., fan mounting hub bearing
journal and front bearing retainer bore with Loctite
# 609 (or equivalent). Install the front bearing retainer
sub-assembly in place on the fan mounting hub. Press
the bearing down until it stops at the bottom of the
shoulder.
Step # 47
Install external snapring (8) to hold the clutch hub in
place.
Spin the bearing retainer to be sure there is no sound

or other indication 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.
M6-26
Fan Drive Clutch
M06001
Step # 48
Step # 50
Install the small sealring (26) in the piston (17).
Install the piston in the pulley. First lubricate the internal

and external surfaces the sealrings (18 & 26) will contact, with an oil-soluable lubricant such as was described above. Carefully place the piston in the pulley.
Lubricate the sealring groove with an oil-soluble lubricant. Squeeze the L shaped sealring to form it into a
tight V shape all the way around its diameter. Then
install the sealring into the groove.
Note the shape of the groove. It will properly accept
the sealring in only one way.
DO NOT PUSH THE PISTON INTO PLACE!!

Without pressing down on the piston, rotate it slowly
clockwise-counterclockwise until it falls into place.
Forcing the piston will usually cause the sealrings to be
cut.
Step # 49
91111
Install the large sealring (18) in the piston (17), as was

done with the small sealring.
Lubricate the sealring groove with an oil-soluble lubricant. (petroleum jelly or a 50%-50% mixture of engine
oil and STP work well). Squeeze the L shaped sealring to form it into a tight V shape all the way around
its diameter. Then install the sealring into the groove.
Note the shape of the groove. It will properly accept
the sealring in only one way.
M06001
Step # 51
Align the tangs of the piston for easy final assembly of
the fan clutch. Place 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, and
the retainer will rest against the pulley.
Then, rotate the bearing retainer (and therefore, the
piston) until the bolt holes align in the bearing retainer
and pulley. Remove the bearing retainer sub-assembly.
Fan Drive Clutch
M6-27
Step # 52
Step # 54
Install spring washer (27). Then install shim (30) on the

spring washer. Install the spirolock ring (29) in the
groove. 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 interferring with the movement of the piston.
Using petroleum jelly or an oil-soluble grease, stick

the front O ring seal (13) in the pulley groove.
Step # 53
Place the front bearing retainer sub-assembly on the
bench with the clutch hub up. Dip the facing plates
(6) in engine oil to get them wet.
Install one steel clutch plate (16) in place in the bearing
retainer. Then place one facing plate on top of the steel
clutch plate. Alternately stack the remaining plates
until a total of 7 of each have been placed on the stack,
and the top plate is a facing plate.
M6-28
Step # 55
Install a guide-bolt in one bolt hole of the pulley. Turn
the pulley over on the bench and lift with a hoist.
Carefully lower the pulley until it rests on the front
bearing retainer.
Fan Drive Clutch
M06001
91166
Step # 56
Step # 58
Install and snug 3 or 4 bolts (14) with lockwashers (15).
Lubricate the bore of the pulley, and carefully lower the

shaft sub-assembly into the pulley bore and onto the
pulley until the retainer rests on the pulley.
Step # 57
Step # 59
Using petroleum jelly or an oil-soluble grease, stick

the rear O ring seal (22) in the pulley groove.
Install bolts (21) with lockwashers (20), and torque

each one to 38-42 ft. lbs. (5-57 N-m)
M06001
Fan Drive Clutch
M6-29
Step # 60
Step # 61
Install orifice fitting (35) in the oil in port of the bracket.
Turn the assembly over on the bench. Install the remaining bolts (14) with lockwashers (15), and torque
all to 38-42 ft. lbs. (51-57 N.m)
ASSEMBLY OF THE FAN CLUTCH IS COMPLETE
M6-30
Fan Drive Clutch
M06001
REF.
DESCRIPTION
DESCRIPTION
20
Lockwasher
32
Sealrings
21
Bolt
33
Pitot Tubes
22
O Ring Seal
34
Rear Wear Sleeve
23
Rear Bearing Retainer
35
Orifice
24
Rear Oil Seal
36
Rear Retainer/Seal Assembly
25
Internal Snapring
37
Rear Bearing
31
Shaft/Bracket Assembly
38
External Snap Ring
REF.
M06001
REF.
DESCRIPTION
REF.
DESCRIPTION
17
Piston
27
Spring Washer
18
Sealring (large)
29
External Snapring
19
Pulley
30
Shim
26
Sealring (small)
Fan Drive Clutch
M6-31
REF.
DESCRIPTION
REF.
DESCRIPTION
Front Bearing
13
O Ring Seal
Facing Clutch Plate
14
Bolt
Clutch Hub
15
Lockwasher
External Snap Ring
16
Steel Clutch Plate
11
Front Oil Seal
28
Internal Snapring
12
Front Bearing Retainer
REF.
DESCRIPTION
REF.
DESCRIPTION
End Cap
Front Wear Sleeve
Fan Mounting Hub
Sleeve Bearing
Front Retainer/Seal Assembly
10
Sleeve Bearing
M6-32
Fan Drive Clutch
M06001
INSPECTION OF PARTS
PART INSPECTION
WEAR LIMITS
(31): Shaft & Bracket Assembly

Bearing journal for bearings (10) and (9)
2.7480 in. (69.799 mm) minimum-no steps in surface
Bearing journal for rear bearing (37)
3.7398 in. (94.991 mm) minimum
Groove width for snapring (38)
.145 in. (3.683 mm) maximum
General:
Do not separate shaft from bracket.

Do not remove tube from center bore.
Pipe plugs may be removed for cleaning.
Replace with sealant on threads.
Snapring grooves must have straight sides and
square corners.
(35): Orifice
Re-use
(4), (34): Wear Sleeve

Replace if damaged or worn.
(11), (24): Oil Seal

Replace
(19): Pulley
Pilot bore for bearing retainer must be free of nicks
that extend above the pilot surface.
Flat surface(s) that mate with bearing retainer must
be free of nicks that extend above the surface.
Pulley grooves must not be severely worn or damaged.
(23): Rear Bearing Retainer

Bore For Bearing (37)
5.7088 in. (145.004 mm) maximum
Bore for rear oil seal (24)
5.1265 in. (130.213 mm) maximum
General:
Bearing bore must have straight sides, square bottom, and not be oval due to wear.
Oil seal bore must not have nicks that extend above
the bore surface. All sealants must be removed.
Pilot diameter for pulley must be free of nicks that extend above the pilot surface.
Flat surface that mates with pulley must be free of
nicks that extend above the surface.
M06001
Fan Drive Clutch
M6-33
(14), (15), (20), (21): Bolts and Lockwashers

Re-use unless damaged.
(5), (37): Bearing Assembly

Replace
(8), (29), (38): External Snapring

Re-use unless worn, damaged or distorted.
(32): Seal Rings

Replace
(17): Piston
General:
Should be free of nicks.

Sealing grooves must be smooth so as not to cut
seal rings.
O.D. must not have nicks which extend above the
O.D. surface.
I.D. must not be elongated from wear.
(18), (26): Piston Seal Rings

Replace
(7): Clutch Hub

Replace if I.D. teeth are severely worn.
Replace if wear notches made by facing plates have
straight sides.
If the wear marks have smooth entry and exit marks
the notches will not restrict plate movement and the
clutch hub can be re-used.
(6): Facing Clutch Plates

Must pass between two plate surfaces 11 x 11 in.
(280 x 280 mm) spaced 0.188 in. (4.78 mm) apart set
at 45angle. Facing grooves are 0.005 in. (0.127
mm) mimimum deep when new. Plate is worn out at
the bottom of the grooves.
Internal teeth must not be worn in excess of 0.005 in.
(0.127 mm) per side and the tooth driving contact
surface must not be worn to a point or to a wedge
shape.
(16): Steel Clutch Plates

Must pass between two plate surfaces 11 x 11 in.
(280 x 280 mm) spaced 0.130 in. (3.30 mm) apart,
set at a 45angle.
Replace if wear on drive surfaces of the external
tangs exceeds 0.005 in. (0.127 mm) per side.
Mimimum thickness: 0.121 in. (3.07 mm).
M6-34
Fan Drive Clutch
M06001
(16): Steel Clutch Plates (cont.)

Replace if tracked with grooves, darkened or discolored by heat, damaged, or warped.
(2): Fan Mounting Hub

Groove for snapring (8)
0.145 in. (3.683 mm) maximum
Wear Sleeve Diameter
Free of Nicks above surface.
Bore for bearings (9) and (10)
2.9370 in. (74.600 mm)
Bearing journal for (5) bearing
3.7401 in. (94.999 mm) minimum
End Cap Bore
Free of nicks, 3.378 in. (85.80 mm)
General:
Snapring grooves must have straight sides and

square edges.
Bearing bore must not have nicks or scratches
which extend above the bore surface.
Splines must not be excessively worn.
Bolt holes must not be worn or damaged severely.
(9), (10): Sleeve Bearings

Replace if necessary.
See Figure 6-8 for information concerning determination of amount of wear.
(1): End Cap

O.D. free of nicks above the surface.
(12): Bearing Retainer

Bore for bearing (5)
5.7088 in. (145.004 mm) maximum
Bore for oil seal (11)
5.1265 in. (130.213 mm) maximum
General:
Bearing bore must have straight sides, square bottom, and not be oval due to wear.
Oil seal bore must not have nicks that extend above
the bore surface. All sealants must be removed.
Pilot diameter for pulley must be free of nicks that extend above the pilot surface.
Flat surface that mates with the pulley must be free
of nicks that extend above the surface.
Slots in the bearing retainer must not have worn
notches with straight sides. Maximum depth of the
wear mark should not exceed 0.020 in.(0.51 mm),
but if the notches have smooth entry and exit sides
the notch will not resist movement of the steel plate
(16).
M06001
Fan Drive Clutch
M6-35
(3), (36): Retainer/Seal Assembly

Replace if damaged, worn or distorted.
(25), (28): Internal Snapring

Re-use unless worn, damaged or distorted.
(33): Pitot Tubes

Replace
(13), (22): O Ring Seal

Replace
(27): Spring Washer

Replace
(30): Shim
Replace
EFFECT OF WEAR ON THE BEARING SURFACE

Condition of bearing surface:
Running in completed.
Low wear rate starts
when bronze is exposed
Typical appearance after half useful life
Bronze beginning
to smear near end
of useful life
91175
FIGURE 6-8. SLEEVE BEARING WEAR
M6-36
Fan Drive Clutch
M06001
REBUILD TOOLS
The tools illustrated below are necessary for proper
installation of the Retainer/Seal Assembly, Sleeve Bearings,
and Wear Sleeves. These tools can be fabricated from locally
91176
FIGURE 6-9. SLEEVE BEARING (9), (10) REMOVAL AND

INSTALLATION TOOL
91177
FIGURE 6-10. RETAINER/SEAL ASSEMBLY (3), (36)

INSTALLATION TOOL
91178
FIGURE 6-11. WEAR SLEEVE (4), (34) INSTALLATION TOOL
M06001
Fan Drive Clutch
M6-37
NOTES
M6-38
Fan Drive Clutch
M06001
SPECIAL TOOLS
PART NO.
EC3331
DESCRIPTION
NItrogen
Charging Kit
USE
Suspension &
accumulator
nitrogen
charging
NOTE: Not included with all trucks
PART NO.
DESCRIPTION
EG7805
Tool Str.
EG7806
Threaded Rod Str.
M08013
USE
Wheel Rim
Retainer
Removal
Special Tools
M8-1
PART NO.
DESCRIPTION
EF9160
Electrical
Harness
PART NO.
562-98-31300
M8-2
Special Tools
DESCRIPTION
Disc Gauge
USE
Computer
(DAD) hookup
to PMC
Connector.
USE
Brake Disc
Wear
Measurement
M08013
AIR CONDITIONING SYSTEM

Environmental Impact
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, has been identified as a possible contributing factor to 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
1. Blower Switch
2. Thermostatic Switch
3. Battery Supply
4. Circuit breaker
5. Blower
M09010 6/97
FIGURE 9-1. BASIC AIR CONDITIONING SYSTEM (TYPICAL)

6. Temperature Sensor
10. Test gauges & Manifold 14. Compressor Drive Pulley
7. Evaporator
11. Compressor
15. Receiver/Dryer
8. Expansion Valve
12. Refrigerant Container
16. Discharge Line
9. Suction Line
13. Magnetic Clutch
17. Condenser
Air Conditioning System

for HFC 134a Refrigerant
M9-1
(HFC) refrigerant, commonly identified as HFC-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 now prohibited.
These new restrictions require the use of new equipment and new 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 re-cycling
of the refrigerant will preserve the physical supply, and help to reduce the cost of the refrigerant.
OPERATOR CAB AIR CONDITIONING
PRINCIPLES OF REFRIGERATION
Mining and construction vehicles have unique characteristics of vibration, shock-loading, operator changes,
and climate conditions that present different design
and installation problems for Air Conditioning systems.
Off-highway equipment, in general, is unique enough
that normal automotive or highway truck engineering
is not sufficient to provide the reliability to endure the
various work cycles encountered.
A brief review of the principles of air conditioning is

necessary to relate the function of the components, the
technique of trouble shooting and the corrective action
necessary to put the A/C unit into top operating efficiency.
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.
The general cleanliness of the system and components
is important. Dust or dirt collected in the condenser,
evaporator, or air filters decreases the systems cooling
capacity.
The compressor, condenser, evaporator units, hoses
and fittings must be installed clean and tight and be
capable of withstanding the strain and abuse they are
subjected to on off-highway vehicles.
Equipment downtime costs are high enough to encourage service areas to perform preventative maintenance
at regular intervals on vehicle air-conditioning systems.
(Cleaning, checking belt tightness, and operation of
electrical components).
M9-2
Too frequently, the operator and the serviceman overlook the primary fact that no A/C system will function
properly unless it is operated within a completely controlled cab environment. The circulation of air must be
a directed flow. The cab must be sealed against seepage of ambient air. The cab interior must be maintained
for cleanliness, 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.

M09010 6/97
THE REFRIGERATION CYCLE
REFRIGERATION THE ACT OF COOLING

There is no process for producing cold; there is
only heat removal.
Heat is always drawn toward cold objects. 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 objects 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. This gas is in a superheated
condition.
Reversing the process, when heat is removed
from water vapor, it will return to the liquid state.
Heat from air is attracted 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.
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 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
the heat from the circulating refrigerant resulting in the
conversion of the refrigerant from gas to liquid.
The liquid refrigerant moves on to the filter-receiver
drier where impurities are filtered out, and moisture
removed. This component also serves as the temporary storage unit for the 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.
The remaining low pressure liquid immediately starts
to boil and vaporize as it approaches the evaporator.
This causes the refrigerant to become cold. 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.
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.
M09010 6/97

M9-3
AIR CONDITIONER SYSTEM

COMPONENTS
COMPRESSOR (Refrigerant Pump)
The compressor separates the low pressure and the
high pressure sides of the system. It concentrates the
refrigerant returning from the evaporator (low side)
creating 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, receiverdrier and connecting hoses to the expansion valve.
The compressor is driven by the engine through a
v-belt driving an electrically operated clutch mounted
on the compressor drive shaft.
SERVICE VALVES
Quick-connect hose end fittings with integral service
valves attach to system service ports for servicing the
unit. A manifold gauge set is connected into the system
at the service valve ports and all procedures, such as
discharging, evacuating and charging the system, are
performed through the service valves.
CONDENSER
The condenser receives the high pressure, high-temperature refrigerant vapor from the compressor and
condenses it to high pressure, hot liquid.
It is designed to allow heat movement from the hot
refrigerant vapor to the cooler outside air. The cooling
of the refrigerant changes the vapor to liquid. Heat
exchange is accomplished using cooler air flowing
through the condenser. Condenser cooling can be with
ram air provided by vehicle movement and sometimes
aided by electric or hydraulic fans or by using the air
movement provided by the radiator fan.
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.
M9-4
Condensing of the refrigerant is the change of state of

the refrigerant from a vapor to a liquid. The action is
affected by the pressure of the refrigerant in the coil
and air flow through the condenser. Condensing pressure in an A/C system is the controlled pressure of the
refrigerant which affects the temperature at which it
condenses to liquid, giving off large quantities of heat
in the process. The condensing point is sufficiently high
to create a wide temperature differential between the
hot refrigerant vapor and the air passing over the
condenser fins and tubes. This difference permits rapid
heat transfer from the refrigerant to ambient air.
RECEIVER-DRIER
The receiver-drier is an important part of the air conditioning system. The drier receives the liquid refrigerant
from the condenser and removes any moisture and
foreign matter present which may have entered the
system. The receiver section of the tank is designed to
store extra refrigerant until it is needed by the evaporator. The storage of this refrigerant is temporary and
is dependent on the demand of the expansion valve.
A desiccant is a solid substance capable of removing
moisture from gas, liquid or solid. It is held in place
within the receiver between two screens, which also
act as strainers. Sometimes it is simply placed in a
metal mesh or wool felt bag. Filtering is accomplished
by a separate strainer screen on the pickup tube.
Some sytems may utilize an accumulator instead of a
receiver-drier. If an accumulator is used, an expansion
(fixed-orifice) tube is used instead of the thermostatic
expansion valve described below. When used, the
expansion tube is located inside the inlet tube of the
evaporator and is used to restrict, but still allow a
continuous flow of refrigerant to the evaporator coil.
THERMOSTATIC EXPANSION VALVE

The thermostatic expansion 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

M09010 6/97
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.
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.
The externally equalized expansion valve is controlled
by both the temperature of the power element bulb and
the pressure of the liquid in the evaporator.
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.
Some systems may use 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.
NOTE: It is important that the sensing bulb, if present,
is tight against the output line and protected from
ambient temperatures with insulation tape.
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.
M09010 6/97

M9-5
ELECTRICAL CIRCUIT
COMPRESSOR CLUTCH
The air conditioners electrical circuit is fed from an

accessory circuit and is fused with a 30-ampere fuse
or 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 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 fed to the thermostat.
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
crankshaft 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. Coil temperature is then maintained
by the cycling action of the clutch.
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.
The stationary field clutch is the most desirable type

since it has fewer parts to wear out. 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 crankshaft.
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.
SAFETY SWITCHES
Trinary Switch
The Trinary switch performs three distinct functions
to monitor and control refrigerant pressure in the system. This switch is installed between the condenser
and expansion valve, usually on the receiver-drier. The
switch functions are:
The low-pressure switch prevents compressor
operation if the refrigerant has been lost or the
ambient temperature is too low. Low ambient
temperature results in very low system pressure.
The mid-range function actuates the engine fan
clutch if installed.
The high-range pressure function disengages
the compressor clutch if system pressure is too
high.
The switch functions will automatically reset when system pressure returns to normal.
M9-6

M09010 6/97
SYSTEM SERVICING
Servicing an air conditioning system really means
closely monitoring refrigerant flow. For this reason,
the following procedures deal extensively with the
proper use, handling, care and safety factors involved
in the R-134a refrigerant quality and quantity in an air
conditioning system.
Because the refrigerant in an air conditioning system
must remain pressurized and sealed within the unit to
function properly, safety is a major consideration when
anything causes this pressurized, sealed condition to
change. The following warnings are provided here to
alert service personnel to their importance BEFORE
learning the correct procedures. Read, remember, and
observe each warning before beginning actual system
servicing.
NOTE: If the mine operates a fleet with some trucks
using R-12 and others using R-134a refrigerant, it is
essential that servicing tools that come into contact
with the refrigerant (gauge sets, charging equipment,
recycle/recovery equipment etc.) be dedicated to one
type refrigerant only, to prevent cross contamination.
Ensure sufficient ventilation whenever refrigerant

is being discharged from a system, keeping in
mind refrigerant is heavier than air and will seek
low areas of shop.
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 area
where refrigerant is used or stored.
Never direct 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
120 F (49 C).
Do not flush or pressure test the system using shop
air or another compressed air source. Certain mixtures of air and R-134a refrigerant are combustible
when slightly pressurized. Shop air supplies also
contain moisture and other contaminants that
could damage system components.
R-134a Refrigerant Containers

Federal regulations prohibit venting R-12 and
R134a refrigerant into the atmosphere. An SAE and
UL approved recovery/recycle station must be
used to remove refrigerant from the AC system.
Refrigerant is stored in a container on the unit for
recycling, reclaiming, or transporting. In addition,
technicians servicing AC sytems must be certified
they have been properly trained to service the
system.
Two basic, readily available containers are used to

store R-134a: the 30 or 60 pound bulk canisters (Figure
9-2).
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.
Although accidental release of refrigerant is a remote possibility when proper procedures are followed, the following warnings must be observed
when servicing AC systems:
Provide appropriate protection for your eyes (goggles or face shield) when working around refrigerant.
A drop of the liquid refrigerant on your skin will
produce frostbite. Wear gloves and exercise extreme care when handling refrigerant.
If even the slightest trace of refrigerant enters in
your eye, flood the eye immediately with cool water
and seek medical attention as soon as possible.
M09010 6/97
FIGURE 9-2. R-134a CONTAINERS

1. 30 Pound Cylinder

2. 60 Pound Cylinder
M9-7
SERVICE TOOLS AND EQUIPMENT

RECOVERY/RECYCLE STATION
Mixing different types of refrigerant will damage
to each type of refrigerant processing to avoid
equipment damage.
or manufacturing facilities.
re-claimed
which leaves it as pure as new, but requires equipment
normally too expensive for all but the largest refrigera
tion 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 AC system prior to servicing.
To accomplish this, the recovery/recycle station separates the oil from the refrigerant and filters the refrigerant multiple times to reduce moisture, acidity, and
particulate matter found in a used refrigerant.
Test equipment is available to confirm the refrigerant

in the system is actually the type intended for the
system and has not been contaminated by a mixture
of refrigerant types.
Recycle equipment must meet certain standards as
published by the Society of Automotive Engineers 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
use only with R-12 or only with R-134a, while other

models are suitable for use with either.
FIGURE 9-3. RECOVERY/RECYCLE STATION

FIGURE 9-4. TYPICAL ELECTRONIC LEAK
DETECTOR
M9-8

M09010 6/97
FIGURE 9-5. R-134a SERVICE VALVE

1. System Service Port
3. Service Hose
Fitting
Connection
2. Quick Connect
SERVICE VALVES
VACUUM PUMP
Because an air conditioning system is a sealed system,
The vacuum pump (Figure 9-6) is used to completely

evacuate all of the refrigerant, air, and moisture from
enable diagnostic tests, system charging or evacufold gauge set to the compressor service valves
New and unique service hose fittings (Figure 9-5) have
been specified for R-134a systems. Their purpose is to
cants with R-12 based systems. The service ports on
the system to the point where water turns to a vapor

(boils) and together with all air and refrigerant is with
drawn (pumped) from the system. Normally the vaclost its refrigerant charge.
threads. They do contain a Schrader type valve. The

low side fitting has a smaller diameter than the high side
Protective caps are provided for each service valve.
When not being used these caps should be in place to
valves.
M09010 6/97

MANIFOLD GAUGE SET

type hand valves to control access to the system, two
gauges and three hoses. The gauges are used to read
are for access to the inside of an air conditioner, to
remove air and moisture, and to put in, or remove,
within 12 inches of the hose end(s) to minimize refrigA 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 utility (center) hose. The hoses use a 1/2
in. ACME female nut on the gauge end. Special quick
shutoff valve on the high and low side hoses. The free
end of the center hose contains a 1/2 in. ACME female
end. These special hoses and fittings are designed to
minimize refrigerant loss and to preclude putting the
FIGURE 9-7. MANIFOLD GAUGE SET
Low Side Gauge

The Low Side Gauge, registers both vacuum and pres-
NOTE: When hose replacement becomes necessary,

the new hoses must be marked SAE J2916 R-134a.
Functions of the manifold gauge set are included in

many of the commercially available recovery or recov
ery/recycle stations.
to 30 inches of mercury (in. Hg). The pressure side of

the scale is calibrated to 150 psi.
Never open the hand valve to the high side at

anytime when the air conditioning system is operating. High side pressure, if allowed, may rupture
charging containers and potentially cause personal injury.
High Side Gauge

The High Side Gauge is used to measure pressure only
on the discharge side of the compressor. The scale is
calibrated from 0 to 500 psi.
M9-10

M09010 6/97
INSTALLING MANIFOLD GAUGE SET

Before attempting to service the air conditioning system, a visual inspection of both the engine and system
components is recommended. Particular attention
should be paid to the belts, hoses, tubing and all
attaching hardware plus the radiator cap, fan clutch,
and thermostat. Inspect both the condenser and the
radiator for any obstructions or potential contamination. Minimize all the possibilities for error or malfunction of components in the air conditioning system.
Shut off engine. DO NOT attempt to connect servicing equipment when the engine is running.
1. Be sure all valves on the manifold are closed all

the way (turn them clockwise).
2. Check the hose connections on the manifold for
tightness.
3. Locate the low and high side system service
fittings and remove their protective caps.
FIGURE 9-8. SERVICE HOSE HOOK-UP
4. Connect the two service hoses from the manifold

to the correct service valves on the compressor
as shown in Figure 9-8. (High side to compressor
discharge valve and low side to compressor suction side.) Do not open service valves at this time.
This gauge hook-up process will be the same, regardless of the gauge set being installed. Whether it is a
recovery station or individual gauges, the 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.
M9-11
Purging Air From Service Hoses

The purpose of this procedure is to remove all the air
Environmental regulations require that all service
hoses have a shutoff valve within 12 inches of the
a minimal amount of refrigerant is lost to the atmosdisconnect and shutoff valve on the high and low sides.
The center hose also requires a valve.
nected to recovery or recycle equipment. With the
hoses connected to the high and low sides of the
system, we can begin the purging. The manifold valves
vacuum pump will now pull any air or moisture out of
the center hose. This will require only a few minutes of
a vacuum and this will not require a lengthy process.
Closing the valve will then insure the hose is purged. It
Adding Refrigerant to the System

(without a charging station)
After determining that the system is low and requires
additional refrigerant perform the following proce
dures.
1. Connect the center hose from the manifold gauge
tainer.
RPM and then turn on the air conditioning.
3. Open the refrigerant dispensing valve on the con
tainer and then the low pressure hand valve on the
manifold. This will allow the refrigerant to enter the
side of the compressor. The compressor will pull
refrigerant into the system.
in the normal range. Gauge readings will fluctuate
as the compressor cycles on and off.
Low side 15 - 30 PSI

High side 170 - 300 PSI
FIGURE 9-9. PURGING SYSTEM
M9-12

M09010 6/97
5. When the gauges show a normal reading, close

the hand valve on the refrigerant container.
Stabilizing the AC System
During this stabilization period, do not open hand

valves on manifold for any reason. Equipment damage and personal injury may result.
1. Start the engine and return to an idle speed of 1200
to 1500 RPM. Turn on the air conditioner.
2. After a performance check of the control functions,
blower speeds and air flow, set the AC system
controls to maximum cooling and blower speed
on high. All windows must be closed. If the cab
temperature is hot, open the windows long
enough to allow the hot air to move out of the cab.
3. Run the engine and air conditioner about 5 minutes
for the system to stabilize.
4. If the humidity is high it will be necessary to place
a fan in front of the AC condenser to help the air
flow across the condenser. This helps to stabilize
the system by simulating normal operating conditions.
5. It is then possible to observe the gauge readings
and the temperature coming out of the air ducts
with a thermometer.
NOTE: If low refrigerant is indicated by lower than
normal pressure readings, add refrigerant to enable
adequate system testing.
Adding Refrigerant and Stabilizing the System
(with a recovery/recycling station)
When using a recovery/recycling station the procedure
is the same as previously described. The difference is
that instead of just opening the refrigerant container
the refrigerant should be added 0.5 to 1 pound at a
time. After each instance of adding the refrigerant,
pause long enough to observe the gauge reading to
determine if the system is full. Again using the pressures that were mentioned above.
Do not open high side hand valve. High side system pressure is greater than refrigerant container.
Serious personal injury may result if the container
explodes.
Use hand valve to regulate low side reading during
charging. DO NOT EXCEED 40 psi maximum.
Exceeding this pressure may cause compressor
failure.
RECOVERING AND RECYCLING THE

REFRIGERANT
Draining the Oil from the Previous Recovery Cycle
1. Place the power switch and the controller on the
recovery unit in the OFF position.
2. Plug in the recovery station to the correct power
source.
3. Drain the recovered oil through the valve marked
OIL DRAIN on the front of the machine.
4. Place the controller knob in the ON position. The
low pressure gauge will show a rise.
5. Immediately switch to the OFF position and allow
the pressure to stabilize. If the pressure does not
rise to between 5 psi and 10 psi, switch the controller ON and OFF again.
6. When the pressure reaches 5 to 10 psi, open the
OIL DRAIN valve, collect 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 ITS PREVIOUS USE.
Performing the Recovery Cycle
1. Be sure the equipment being used is designed for
the refrigerant you intend to recover.
2. Observe the sight glass oil level. Having drained
it, it should be zero.
3. Check the cylinder refrigerant level before beginning recovery to make sure you have enough
capacity.
4. Confirm that all shut-off valves are closed before
connecting to the AC system.
5. Attach the appropriate hoses to the system being
recovered.
M09010 6/97

M9-13
6. Start the recovery process by operating the equipment as per the manufacturers instructions.
7. Continue extraction until a vacuum exists in the AC
system.
8. If an abnormal amount of time elapses after the
system reaches 0 psi and does not drop steadily
into the vacuum range, close the 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.
Evacuating the System

1. Attach the high and low side hoses to the appropriate connections.
2. Start the vacuum pump and run it for five minutes.
3. Check the gauge readings for five minutes. If the
gauge needle moves up, the system is not sealed.
The vacuum that was just created did not hold, air
and moisture are being sucked into the system by
that same vacuum.
4. Tighten any loose connections. Re-start the pump,
and open the hand valves on the gauges again.
Repeat the vacuum test.
5. If the leak has been repaired, run the vacuum
pump for at least an hour to remove any moisture
from the system.
The moisture must turn to gas before the pump can pull
it out. The moisture takes time to boil away, so that it
can be drawn out of the system. The vacuum pump can
draw most of the air out quickly, but a deep vacuum
requires more time; the deeper the vacuum the more
time required.
Charging the AC System

Performing the Recycling Procedure
The recovered refrigerant contained in the cylinder
must undergo the recycle procedure before it can be
reused. The recycle or clean mode is a continuous loop
design and cleans the refrigerant rapidly. Follow equipment manufacturers instructions for this procedure.
When adding a full charge of refrigerant, it is possible

to put it in as a gas or as a liquid. Adding refrigerant as
a liquid is faster but can damage the compressor if not
done correctly. The procedure used, and where the
refrigerant is added in the AC system makes a difference. When using refrigerant as a liquid, never add
more than two thirds of system requirements as a
liquid. Finish charging the system using gas.
Evacuating and Charging the AC System

Evacuate the system once the air conditioner components are repaired or replacement parts are secured,
and the AC system is reassembled. Evacuation removes air and moisture from the system. Then, the AC
system is ready for the charging process, which adds
new refrigerant to the system.
M9-14

M09010 6/97
SYSTEM PERFORMANCE TEST
SYSTEM LEAK TESTING
This test is performed to establish the condition of all

components in the system. Observe these conditions
during testing:
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.)
1. Start engine and operate at 1200 to 1500 RPM.

2. Place fan in front of condenser to simulate normal
ram air flow and allow system to stablize.
3. Place a thermometer in air conditioning vent closest to evaporator.
4. Evaluate the readings obtained from the gauges
to see if they match the readings for the ambient
temperature.
As preliminary steps to begin checkout of the system,
perform the following:
1. Close all windows and doors to the cab.
2. Set air conditioning system at maximum cooling
and blower speed operation.
3. Readings on the two manifold gauges should be
within normal range, adjust for ambient temperature.
4. Compare evaporator discharge air temperature
reading to see if it matches the recommended
temperature for the ambient temperature and
gauge readings obtained.
5. Carefully feel the hoses and components on the
high side. All should be warm-hot to the touch.
Check the inlet and outlet of receiver-drier for even
temperatures, if outlet is cooler than inlet, a restriction is indicated.
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 one (1) lb.
of refrigerant into the system.
Use extreme caution leak testing a system while

the engine is running.
Use extreme caution when placing hands on high

side components and hoses. Under certain conditions these items can be extremely hot.
6. Feel the hoses and components on the low side.
They should be cool to the touch. Check connections near the expansion valve, inlet side should
be warm and cold-cool on the outlet side.
7. If these conditions are met, the system is considered normal. Shut down engine. Remove gauges
and install the caps on the service valves.
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
down when it leaks. Apply pickup hose or test probe
on the undersurface of all components to locate leak.
Electronic leak detector
(Refer to Figure 9-4). 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.
M9-15
Tracer dyes
SYSTEM REPAIR
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.
The following service and repair procedures are not

any different than typical vehicle service work. However, AC 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.
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.
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 AC connections.
NOTE: To help prevent air, moisture or debris from
entering an open system, cap or plug open lines,
fittings or components and lubricant containers until
connected and as soon as they are disconnected.
Keep all connections clean (also caps and plugs
used) so debris cant enter accidentally.
Before system assembly, check the compressor oil

level and fill to manufacturer specifications.
Hoses and Fittings
When replacing hoses, be sure to use the same type
and ID hose you removed. When hoses or fittings are
shielded or clamped to prevent vibration damage, be
sure these are in position or secured.
Lines
Always use two wrenches when disconnecting or connecting AC fittings attached to metal lines. You are
working with copper and aluminum tubing which can
kink or break easily. Tube O-ring type fittings require
only 18 ft. lbs. (24.4 N.m) of torque for correct sealing.
When grommets or clamps are used to prevent line
vibration, be certain these are in place and secured.
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.
M9-16

M09010 6/97
Receiver-Drier
The receiver-drier can not be serviced or repaired. It
should be replaced whenever the system is opened for
any service. If the receiver-drier has a pressure switch
to control the clutch, it should be removed and installed
on the new unit.
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 AC 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 coolest spot inside the system) and
lower than normal suction pressure that can starve the
compressor of oil.
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.
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.
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
0.022 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.
Compressor
The compressor can fail due to shaft seal leaks (no
refrigerant in the system), defective valve plates, bearings, 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 mechanics stethoscope to listen for noises
inside the compressor.
CHECKING COMPRESSOR OIL LEVEL
Every air conditioning system and compressor depends on refrigeration oil for lubrication and safe operation.
Refrigerant oil is a synthetic oil very susceptible to high
levels of water absorbtion. Always be sure the oil is an
approved type for use in the air conditioner compressor.
Refrigerant oil, under normal circumstances inside the
sealed system, cannot go anywhere, and there is no
need to check the oil at such times. Always keep a cap
on an oil container except when in use. Moisture is
quickly absorbed by the oil.
Whenever a system is opened for service, the compressor oil level should be checked and clean refrigeration oil added as required by the manufacturers
specifications (usually located on compressor).
Clutch pulley bearing failure is indicated by bearing

noise when the AC 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.
M09010 6/97

M9-17
EVACUATING THE SYSTEM

Evacuating the complete air conditioning system is
required in all new system installations, and when
repairs are made on systems requiring a component
replacement (system opened), or a major loss of refrigerant has occurred. All these conditions will require that
a vacuum be pulled using a vacuum pump that completely removes any moisture from the system. Once
properly evacuated, the system can be recharged
again.
Using a pump to create a vacuum in the air 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 (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
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 29.5 inches of vacuum is needed),
the boiling point of water will be lowered to 72F. Thus
any moisture in the system will vaporize and be drawn
out by the pump if the pump is run for approximately
an hour. The following steps indicate the proper procedure for evacuating all moisture from the heavy duty
air conditioning systems.
FIGURE 9-10. VACUUM PUMP HOOKUP

1. Low Pressure Hand Valve
2. High Pressure Hand Valve
Do not use the air conditioning compressor as a

vacuum pump or the compressor will be damaged.
NOTE: Lower the vacuum requirement one inch for
every 1000 feet above sea level at your location.
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 9-10. Then open the low side hand valves
to maximum.
2. Open the discharge valve on the vacuum pump or
remove the dust cap from the discharge outlet.
Turn the pump on and watch the low side gauge.
The pump should pull the system into a vacuum
(if not, the system has a leak).
3. Run the pump for five minutes and close the hand
valves and shut off the pump.
M9-18
3. Vacuum Pump
4. Observe gauge reading and wait 10 minutes.

Reading should not vary more than 1-2 in. hg.
After waiting, if more vacuum is lost than this, a
serious leak is indicated and the system must be
recharged, leak tested, repaired and evacuated.
5. Turn on pump, open hand valves and continue
evacuation for at least one hour.
NOTE: If system has excessive amounts of moisture,
60 minutes evacuation may not be sufficient since the
water must turn to a vapor to be drawn out of the
system. If it has been verified that no system leaks exist
and gauge readings increase after 1 hour, extend the
evacuation time to ensure total moisture removal.
6. Close the manifold hand valves and turn off vacuum pump, watching the low side gauge reading.
If vacuum remains for a few minutes, the system
is ready for charging.
NOTE: If using a recycling and charging machine, the
vacuum pump is built into the unit. Separate hook-up
is not required.

M09010 6/97
TROUBLESHOOTING
PRE-DIAGNOSIS CHECKS
If the system indicates Insufficient cooling, or no cooling, the following points should be checked before
proceeding with the system diagnosis procedures.
NOTE: If the truck being serviced is a Model 930E, be
certain the Rest Switch in the cab is ON. Place the GF
Cutout Switch in the CUTOUT position. (Refer to Fig.
3-1, Page E3-2, Propulsion System, for switch location.)
PREPARING FOR DIAGNOSIS
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.
Compressor Belt - Must be tight, and aligned.
Compressor Clutch - The clutch must engage. If
it does not, check fuses, wiring, and switches.
Oil Leaks - Inspect all connection or components
for refrigeration oil leaks (especially in the area
of the compressor shaft). A leak indicates a
refrigerant leak.
Electrical Check - Check all wires and connections for possible open circuits or shorts. Check
all system fuses.
Note: Some systems use different safety devices in the
compressor circuit to protect the compressor. Check
the thermal fuse, the low pressure cutout switch, high
pressure cutout switch or trinary pressure switch if
equipped.
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.
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.
PRELIMINARY STEPS
The following steps outline the correct procedures
necessary to prepare the truck and the system for
testing and diagnosis:
1. Correctly connect the manifold gauge set to the
system. Refer to the connection and purging procedures outlined in this section.
2. Run the engine with the air conditioning system on
for five to ten minutes to stabilize the system.
3. With the engine and the system at normal operating temperature, conduct a Performance Test as
outlined in this section.
SYSTEM PERFORMANCE TEST
This test is performed to establish the condition of all
components in the system. Observe these conditions
during testing:
1. Start engine and operate at 1200 to 1500 RPM.
2. Place fan in front of condenser to simulate normal
ram air flow and allow system to stablize.
3. Place a thermometer in air conditioning vent closest to evaporator.
4. Evaluate the readings obtained from the gauges
to see if they match the readings for the ambient
temperature.
As preliminary steps to begin checkout of the system,
perform the following:
1. Close all windows and doors to the cab.
2. Set air conditioning system at maximum cooling
and blower speed operation.
3. Readings on the two manifold gauges should be
within normal range, adjust for ambient temperature.
4. Compare evaporator discharge air temperature
reading to see if it matches the recommended
temperature for the ambient temperature and
gauge readings obtained.
Heater/Water Valve - Check for malfunction or

leaking.
M09010 6/97

M9-19
5. Carefully feel the hoses and components on the

high side. All should be warm-hot to the touch.
Check the inlet and outlet of receiver-drier for even
temperatures, if outlet is cooler than inlet, a restriction is indicated.
Use extreme caution when placing hands on high

side components and hoses. Under certain conditions these items can be extremely hot.
DIAGNOSIS OF GAUGE READINGS & SYSTEM

PERFORMANCE
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.
6. Feel the hoses and components on the low side.

They should be cool to the touch. Check connections near the expansion valve, inlet side should
be warm and cold-cool on the outlet side.
7. If these conditions are met, the system is considered normal. Shut down engine. Remove gauges
and install the caps on the service valves.
M9-20

M09010 6/97
-- -- -- TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS -- -- -Possible Causes
Suggested Corrective Action
TROUBLE: Insufficient Cooling

Indications:
Low side pressure LOW.
High Side Pressure LOW.
Discharge air is only slightly cool.
Low refrigerant charge, causing pressures to be
slightly lower than normal.
No Leaks Found:
Check for leaks by performing leak test.
1. Charge System
2. Performance Test System
Leaks Found:
1. If a leak is present at a connection, tighten the
connection, then add refrigerant as required.
2. If a system component needs to be replaced, recover all refrigerant from the system. Replace
the defective part, then check the compressor
oil level; refill compressor oil as necessary.
3. Evacuate system.
4. Charge system with new / recycled refrigerant.
5. Check A/C operation and do system
performance test.
TROUBLE: Little or No Cooling
Indications:
Low side pressure VERY LOW
High side pressure VERY LOW
Discharge Air Warm
No bubbles observed in sight glass,
may show oil streaks.
Pressure sensing switch may have compressor

clutch disengaged.
Refrigerant excessively low; leak in system.
1. Add Refrigerant (make sure system has at least

50% of its normal amount) and leak test system.
2. 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.
5. Evacuate system.
performance test.
M09010 6/97

M9-21
Extremely Low Refrigerant Charge in the System

Indications:
Low side pressure LOW.
High Side Pressure LOW.
Air from vents in the cab seems warm.
If there is a low pressure switch in the
system, it may have shut off the compressor clutch.
Extremely low or no refrigerant in the system. There
may be a leak in the system.
No Leaks Found:
Check for leaks by performing leak test.
1. Add refrigerant to the system (at least half of the

normal full charge amount).
2. Performance test system.
Leaks Found:

2. 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.
4. Evacuate system.
performance test.
Air and/or Moisture in the System

Indications:
Gauge Reading- Low Side Normal
High Side Normal
Air and/or Moisture in the System
High Side Normal
Cause- Air and/or moisture in the system.
The air from the vents in the cab is only slightly
cool. 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.
M9-22
Repair Procedure: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, then check AC operation and performance.

M09010 6/97
Excessive Air and/or Moisture in the System

Indications:
Gauge Reading- Low Side High
High Side High
Air from the vents in the cab is only
slightly cool.
Cause- System contains excessive air and/or moisture.
Repair Procedure: Test for leaks, recover refrigerant from the system and repair the leak. Depending on the type of system, replace the
receiver-drier or accumulator. Check and replace any compressor oil lost due to leakage.
Evacuate and recharge the system, then check
AC operation and performance.
Expansion Valve Stuck or Plugged

Gauge Reading- Low Side Low or VacHigh Side High
Air from vents in the cab is only slightly
The expansion valve body is frosted or
sweating.
the valve is stuck in the closed position, the filter
screen is clogged (block expansion valves do not
-
Test
hand, or very carefully with a heat gun. Activate
system and watch to see if the low pressure
Next, carefully spray a little nitrogen, or any subor valve diaphragm. The low side gauge needle
should drop and read at a lower (suction) pres
sure on the gauge. This indicates the valve was
part way open and that your action closed it.
phragm or capillary with your hand. If the low
zen at the expansion valve orifice, or the sensing

ble, perform the following test. If not then proceed to
Repair Procedure
screen (except block type valves). To do this, renect the inlet hose fitting from the expansion
then reconnect the hose. Replace the receiverdrier. Then evacuate and recharge the system
performance. If the expansion valve tests did
not cause the low pressure gauge needle to rise
did not correct the problem, the expansion
valve is defective. Follow the procedure for com
ponent replacement.
M09010 6/97
M9-23
Expansion Valve Stuck Open

Indications:
High Side Normal
Air from vents in cab is warm or only
slightly cool.
Cause- 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 AC system on its coldest setting

for a few minutes. Carefully spray a little nitrogen or other 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, then check AC operation
and performance.
System High Pressure Side Restriction

Indications:
Gauge Reading- Low Side Low
High Side Normal to High
Air from vents in the cab is only slightly
cool.
Look for sweat or frost on high side
hoses and tubing, and frost appearing
right after the point of restriction.
The hose may be cool to the touch near
the restriction.
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
AC operation and performance.
Cause- There could be a kink in a line, or other restriction in the high side of the system.
M9-24

M09010 6/97
Compressor Malfunction
Indications:
High Side Low
The compressor may be noisy when it
operates.
Cause- Defective reed valves or other compressor
components. If the compressor is not noisy, there
may be a worn or loose compressor clutch drive belt.
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 air conditioner with refrigerant and check
the system operation and performance.
Condenser Malfunction or System Overcharge

Indications:
High Side High
The air from the vents in the cab may be
warm.
The high pressure hoses and lines will
be very hot.
Check the engine cooling system components, fan and drive belt, fan clutch
operation, and the radiator shutter.
Cause- The condenser is not functioning correctly or
there may be an overcharge of refrigerant inside the
system. Another possibility is lack of air flow through
the condenser fins during testing. Engine cooling
system component malfunction can cause high pressure by blocking air flow (radiator shutter) or not providing air flow (fan clutch) in sufficient quantity.
Repair Procedure: Inspect the condenser for dirt,

bugs or other debris and clean if necessary. Be
sure the condenser is securely mounted and
there is adequate clearance (about 1-1/2
inches) 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 the AC system operation, gauge readings and performance.
If the problem continues, the system may be
overcharged. Recover the system refrigerant
slowly until low and high pressure gauges read
below normal. Then add refrigerant until pressures are normal. Add another quarter to half
pound of refrigerant and recheck AC system operation, gauge readings and performance.
If the gauge readings do not change, all of the
refrigerant should be recovered and the system
flushed. The condenser may be partially
blocked - replace condenser. Also replace the
receiver-drier or accumulator. Evacuate the system and check operation and performance.
M09010 6/97

M9-25
Thermostatic Switch Malfunction

Indications:
High Side Normal
The low side gauge needle may fluctuate in a very narrow range compared to
a normal range.
The compressor clutch may be cycling
on and off more frequently than it should.
The low side gauge needle may fluctuate in an above normal range as the
clutch cycles. This may be an indication
that the thermostat is set too high.
A new thermostat may have been installed incorrectly.
Repair Procedure: 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 thin
capillary tube attached to it. Do not 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.
Cause- The thermostat switch is not functioning

properly or at all.
M9-26

M09010 6/97
Preventive Maintenance Schedule for A/C System

Truck Serial Number: ____________________________
Site Unit Number: ______________________________
Date:______________Hour Meter:_________________
COMPONENT
Last Maintenance Check:________________________

Name of Service perNOTE: Compressor should be run at least 5 minutes
(40F minimum ambient temperature) every month, in
order to circulate oil and lubricate components.
Maintenance Interval
(months)
3
12
Done
COMPONENT
1. COMPRESSOR
Maintenance Interval
(months)
3
Check noise level
Check clutch pulley
Check oil level
Run system 5 min.
Check belt tension

(80 - 100 lbs; V-belt)
Inspect capillary tube

(if used) (leakage/damage/
looseness)
5. EVAPORATOR
Check mounting
bracket (tighten bolts)
Check alignment of
clutch w/crankshaft
pulley (within 0.06 in.)
Perform manifold
gauge check
Verify clutch is
engaging
2. CONDENSER
Clean dirt, bugs,

leaves, etc. from fins
(w/compressed air)
Check solder joints on

inlet/outlet tubes (leakage)
Inspect condensate
drain
6. OTHER Components
Check discharge lines
(hot to touch)
Check suction lines

(cold to touch)
Clean dirt, bugs,

leaves, etc. from coils
(w/compressed air)
Inspect fittings/clamps
& hoses
Verify engine fan

clutch is engaging (if
installed)
Check thermostatic
switch for proper operation
Outlets in cab: 40F to

50F temperature
(HMS trucks: 25F to
35F below ambient)
Check inlet/outlet for

obstructions/damage
Inspect all wiring

connections
3. RECEIVER - DRIER
Replace if system is
opened
M09010 6/97
Done
4. EXPANSION VALVE
Inspect shaft seal

(leakage)
Check inlet line from

condenser (should be
hot to touch)
12
Operate all manual

controls through full
functions

M9-27
NOTES
M9-28

M09010 6/97
PAYLOAD METER
ON BOARD WEIGHING SYSTEM (OBWS)

INDEX
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-4
Haul Cycles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-4
LIGHTS, SWITCHES, and COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
TIPS FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
EXTERNAL DISPLAY LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
THEORY OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Basic Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Linkage Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Gain Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Brake Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Sources of Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Typical Data From Service Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Example Calculation of Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
Viewing Payload Calculation Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
Checking the Gain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Adjusting the Gain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
TYPES OF DATA STORED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cycle data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine ON/OFF Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fault Codes and Warning Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Total Payload and Total Number of Cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Other Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M20-11
M20-11
M20-12
M20-12
M20-13
M20-13
M20-13
OPERATOR FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using the Operator Load Counter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Viewing the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Clearing the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dimming the Lights on the Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M20-14
M20-14
M20-14
M20-14
M20-14
INITIAL SETUP OF PAYLOAD METER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Switch Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Checking the Operator Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Checking the Service Check Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Setting "UP:XX" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Setting "PL:00" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Checking the Gt Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Checking the Inclinometer Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Calibrating a Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M20-15
M20-15
M20-16
M20-16
M20-16
M20-16
M20-17
M20-17
M20-17
DISPLAYS AT START-UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-18
M20007.1 03/02
Payload Meter II
M20-1
SETUP AND MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Setting the Speed Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Setting the Option Code. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Setting The Machine I.D. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Setting The Operator I.D.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Setting The Time and Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M20-19
M20-19
M20-19
M20-20
M20-20
M20-20
DOWNLOAD OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-21

DISPLAY OF FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-21
CHARTS OF FAULT CODES AND OTHER INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-23
MONITORING INPUT SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
SERVICE CHECK MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
UP FACTOR - Payload Calculation Gain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26
PL MODE - Load Calculation Timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26
FINAL GEAR RATIO SELECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
BATTERY REPLACEMENT PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28
Replacing the Battery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28
After Replacing the Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29
SUSPENSION PRESSURE SENSOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29
Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30
INCLINOMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M20-30
M20-30
M20-30
M20-30
PAYLOAD METER BACK PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31

CONNECTIONS (AMP Pin Identification) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32
PAYLOAD CIRCUIT NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
PAYLOAD METER RE-INITIALIZATION PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34
TROUBLESHOOTING SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-35
COMMON PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Suspension Charging. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Symptom Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Missing Body-Up Signal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Missing Speed Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M20-2
Payload Meter II
M20-35
M20-35
M20-36
M20-36
M20-37
M20007.1 03/02
F-18: R-Terminal, Oil Pressure Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-37

Shorted 18v Sensor Power Supply (930E) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-37
FAULT TREE DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Payload Lights Wont Illuminate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Red, Amber, Or Green Payload Lights Dont Illuminate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cannot Download - PC Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PC Communications Configuration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
F.CAL: Payload Meter Wont Calibrate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
F-20: Sensor Power Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
F-21 thru F-28 Pressure Sensor Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
F-31, F-32: Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Body Up Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Brake Lock Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Speed Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M20-38
M20-38
M20-39
M20-40
M20-41
M20-42
M20-43
M20-45
M20-47
M20-49
M20-50
M20-51
CONNECTORS AND PRESSURE SENSORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-53

REAL-TIME PAYLOAD METER MONITOR PROGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Data Definitions and Comments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Truck Status and Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Menu Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Log File Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Connections to Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M20-56
M20-57
M20-58
M20-59
M20-59
M20-59
M20-60
USING SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Monitoring Inputs Using Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Monitoring Suspension Charging Using Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressure Sensor Dummy Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M20-61
M20-61
M20-61
M20-64
GAIN ADJUSTMENT WORKSHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-65
M20007.1 03/02
Payload Meter II
M20-3
PAYLOAD METER
ON BOARD WEIGHING SYSTEM (OBWS)
GENERAL INFORMATION
The Payload Meter (PLM ) On Board Weighing
System displays and records the payload weight along
with other operating information. The system consists
of a payload meter, pressure sensors, deck mounted
lights and an inclinometer.
The payload meter (Figure 20-1) uses the four suspension pressures and an inclinometer to determine the
load in the truck. The payload weight can be displayed
in short tons or metric tons.
Haul Cycles
The beginning of a new haul cycle starts at the dump,
when the body comes down from dumping the last
load.
At the loading site, the PLM begins to calculate the
size of each shovel pass (swingload) once the payload
is greater than 10% of rated load for the truck. There
are three external deck-mounted lights on each side
of the truck. The lights indicate payload weight divided
into three separate stages. A forecast feature will flash
a deck mounted light predicting the payload weight if
the next bucket of material is dropped into the body.
At the moment the wheels begin to turn after loading
under the shovel, the PLM takes one sample of
suspension and inclinometer data. After traveling 160

m (0.10 mi.) from the loading site, the PLM uses
the data sampled under the shovel to calculate final
payload.
The PLM displays payload on its display when the
truck is stopped. For the first 160 m (0.10 mi.) after
loading, the payload meter displays distance from the
loading site. At all other times when the truck is moving,
the display shows the time of day.
The payload meter stores in memory various operating
data. This data includes:
payload, time, distance, and travel speed for
each cycle
date and time that the engine was started and
stopped
date and time of each fault that occurred or was
canceled
total payload and the overall number of cycles
for a specific time period
This data is retained even when the power is switched
off. The stored data is backed up by an internal battery.
The data can be down loaded from the payload meter
to a personal computer when a communication cable
is connected to the port inside the cab.
FIGURE 20-1. PAYLOAD METER II

1. Display panel
7. Total/shift switch [TOTAL] [SFT]
2. Reception pilot lamp (Rx busy)
8. Light/increment switch [LIGHT] [INC]
3. Transmission pilot lamp (Tx busy)
9. Memory card
4. Memory card access lamp (CARD busy)
10. Cover
5. Mode switch [MODE]
11. Diagnostic/Download Port
M20-4
Payload Meter II
M20007.1 03/02
LIGHTS, SWITCHES, and COMPONENTS

On The Face Of The Payload Meter
(Refer to Figure 20-1)
1. Display Panel
Digital display area for the data being recorded in
memory. This will include items such as:
6. Calibration/Clear Switch
Used to calibrate the machine when the conditions regulate this action.
Also used with the TOTAL/SFT switch to clear
total payload and overall number of cycles.
Payload
Date & Time
Cycles
7. Total/Shift Switch
Used to display payload and overall number of
cycles each time the load is dumped. Will display
the error codes. This switch is also used with the
CALIBRATION/CLEAR switch to clear total payload and overall number of cycles.
Travel Distance
Fault Codes and Warnings
2. Reception Pilot Lamp (Rx Busy)
This light will illuminate for 3 seconds when the
system is powered up. It will then be lit whenever
the computer is communicating.
8. Light/Increment Switch
Used to change the digital increments or units for
the various displays. Also used to adjust the
brightness of the lights on the monitor display.
3. Transmission Pilot Lamp (Tx Busy)

system is powered up. It will then be lit whenever
the memory is being downloaded to a personal
computer.
9. Memory Card
Used to receive data from the payload meter
memory to this card which can then be used to
transfer the data into a personal computer. This
enables the memory to be downloaded and saved
when a personal computer is not available.
4. Memory Card Access Lamp (CARD Busy)

system is powered up. It will also be lit whenever
the memory data is being downloaded to the
memory card.
10. Cover
Protective cover for the Memory Card. Do not
open or place foreign objects in slot.
5. Mode Switch
This switch is used to select the mode or system
that will allow a function to be performed.
This may include:
11. Diagnostic/Download Port
Various settings or corrections to the display
Connector port that is used for downloading the

memory data to a personal computer.
Memory card downloading

Clearing data
Display of Abnormalities or Warnings
Setting the speed limit
Setting the date and time
M20007.1 03/02
Payload Meter II
M20-5
TIPS FOR OPERATION
EXTERNAL DISPLAY LIGHTS
To assure the On Board Weighing System records the

most accurate and consistent data, these important
steps should be followed:
The Payload Meter controls three light relays. The

relays operate three deck mounted lights on each side
of the truck. There is one green light, one amber light,
and one red light. (Figure 20-2)
* Always keep suspension oil and nitrogen properly

charged. The most common failure for causing
inaccurate payload data is due to improperly
charged suspensions. Always follow shop manual procedures when charging a suspension. Refer to Section "H". It is crucial to maintain the
proper oil and nitrogen levels at all times.
While the truck is stopped being loaded and the hoist

lever is in the float position, the appropriate lights will
remain on according to the following schedule:
* For most Komatsu Trucks:

Use only the brake lock switch to hold the truck
stationary at the loading and dumping area.
For Komatsu 330M/HD785 Trucks ONLY:
Use the park brake switch to hold the truck
stationary at the loading and dumping area.
Any other method will not allow the payload system to register properly.
* Do not activate the Lamp Test switch during
loading. Inaccurate and inconsistent data may be
stored.
* At the loading area do not release the Brake Lock
(or Park Brake switch) until the loading is complete and the load shock from the last load
dumped has settled.
* The loading area surface must be maintained as
flat and level as possible. The On Board Weighing
System can compensate for slight variations in
grade and unevenness, but ruts, berms, rocks,
etc. will cause the system to record inaccurate
and inconsistent data.
* Regularly remove carryback from the dump body.
* Calibrate regularly. Refer to "Calibrating a Truck".
* Do not focus on single payloads when viewing data
from the payload meter. Use the average of several payloads to get a more accurate calculation
of payload productivity.
FIGURE 20-2. LOAD INDICATOR LIGHTS

INDICATOR LIGHTS
Off
Green
50% and Greater
Amber Green
90% and Greater
RED Amber Green
105% and Greater
Off
Off
PAYLOAD WEIGHT
The shovel or loader operator can predict the payload

weight by observing these lights. During the loading
operation, a forecast feature flashes a deck mounted
light predicting the payload weight after the next bucket
of material is loaded into the body.
The logic is as follows:
1. If the measured payload is varying 3% or less of
the rated load for more than 3 seconds, the
current load is deemed a steady value.
2. If the difference between the previous steady
value and the current steady value is greater than
15% of the rated load, the difference is taken to
be the size of the current bucket.
3. The average size of previous buckets is added to
the current load. One of the deck mounted lights
will turn on, if another average size load is put
in the body, and will blink at one second intervals.
M20-6
Payload Meter II
M20007.1 03/02
THEORY OF OPERATION
Basic Description
The payload meter uses the four suspension pressures and the inclinometer to determine the load in the
truck. These inputs are critical to the calculation of the
load. The other inputs to the payload meter (Body Up,
Speed, Brake Lock, Alternator R Terminal, and Engine
Oil Pressure) are used to indicate where the truck is in
the haul cycle. These inputs enable the payload meter
to make time and distance measurements for the haul
cycle.
The suspension pressures are the key ingredients in
determining the sprung weight of the truck. These
pressures are converted into forces using the formulas
shown below.
Sprung Weight =
2
Suspension Diameter (Psi Left + Psi Right)
4
Sprung Weight = Axle Weight(lbs)/2000
These forces are combined with the geometry of the

truck to produce the load calculation. It is critical that
the suspensions are charged according to shop
manaul specifications and the pressure sensors are
functioning properly.
Inclinometer
The inclinometer gives the payload meter information
regarding the pitch angle of the truck. The front and
rear incline factors are determined by the pitch angle.
These two factors account for the load transfer that
occurs when the truck is inclined nose up or nose
down.
M20007.1 03/02
FIGURE 20-3
Linkage Factor
The linkage factor is part of the complex calculations
performed by the payload meter to determine the load
in the truck. The linkage factor is dependent on the load
on the rear suspensions.
Figure 20-3 shows the side view of a truck. The nose
pin is marked with a star and there are three arrows
pointing to different spots of the rear tire. This figure
shows how the support under the rear tire can affect
the calculation of the load. The payload meter does not
directly measure the load transferred to the frame
through the nose pin. To account for portion of the load
carried by the nose pin, the linkage factor is multiplied
by the rear suspension force. It is assumed that the
truck is supported under the center of the tire. In this
case the payload meter uses L2 to help compute the
linkage factor. If, however, the truck is backed into a
berm and the rear tire is supported towards the back
of the tire, the actual linkage factor calculation should
use L3. Since the payload meter assumes L2 it will
overestimate the load in the truck. The opposite is true
in the case where the rear tires are supported toward
the front of the tire. The linkage factor should use L1
but the payload meter assumes L2. This change in
leverage will cause the payload meter to underestimate the load.
Payload Meter II
M20-7
Gain Factor
Sources of Error
Gain factor is part of the formula the payload meter

uses to calculate the payload. The gain factor is a tool
that compensates for variations between actual weight
of the payload and the calculated weight from the
payload meter. The gain factor should only be adjusted
after several payloads have been weighed on a scale.
The gain should never be adjusted based only on one
payload. It takes at least 10 scale weigh-ins to determine an average variation. A worksheet is located at
the end of this chapter to assist in calculating the
necessary gain adjustment.
Poorly charged suspensions can lead to systematic

error in the calculation of payload. The error is most
obvious when the oil level is low. When there is too
little oil in the suspensions, the cylinder may compress
completely under a load. The weight of the truck will
be carried by the metal to metal contact within the
suspension. Not only will the ride of the truck and the
life of the tires, and other components be affected, but
the pressure in the cylinder will not truly represent the
load on the truck. Under-charged suspensions typically cause the payload calculations from the payload
meter to be lower than the actual payload.
There are two types of gain adjustments, Gt gain and

UP factor. It is recommended that only the Gt gain be
adjusted. This adjustment is made using the potentiometer on the side of the payload meter. Refer to
"Adjusting the Gain".
Brake Lock
The Brake Lock only applies the rear brakes. This
allows the front wheels to rotate slightly as the truck is
being loaded. This is important because the payload
meter assumes that the front wheels can rotate freely.
As the truck is being loaded, it will begin to squat down
on the suspensions. This will change the wheel base
dimension of the truck. This freedom of movement
prevents additional binding and friction in the front
suspensions.
The incline of the grade on which the truck is loading
is measured by the inclinometer. This helps determine
the incline factors that are applied to the front and rear
sprung weights. The tire forces on the road surface that
hold the truck on grade affect the suspension pressures. If the front and rear brakes are locked, the effect
on the suspension pressures cannot be determined.
If only the rear brakes are applied the effect is predictable and the incline factors accurately account for the
forces on the tires.
If the service brake or park brake is used and depending on the incline and other factors, the payload meter
can overestimate or underestimate the load. It is important that only the brake lock be used while
loading the truck. (Parking brake on 330M/HD785).
Typical Data From Service Check Mode

A sample data set is shown in Figure 20-4. This data
was taken in the laboratory and is used in Figure 20-5
to calculate the final load. Note that the front suspension pressures were converted into the front sprung
weight using the formulas above Figure 20-5. The front
sprung weight is then multiplied by the front incline
factor and the front linkage factor. The same is done
with the rear sprung weight. The front and rear sprung
weights are then summed. This number is multiplied
by the Gt gain potentiometer value. The calibration
load is subtracted from the total to produce the final
load. The load displayed on the meter is this final load
(item #15) multiplied by the UP gain factor.
Number Data
Description
13:09 Current Time
749.4 Front Left Pressure (Psi)
848.9 Front Right Pressure (Psi)
863.2 Rear Left Pressure (Psi)
1049.0 Rear Right Pressure (Psi)
106.0 Front Weight (Tons)
75.1 Rear Weight (Tons)
-1.85 Inclinometer (Degrees)
0.95 Incline Factor - Front Wheels
10
0.984 Incline Factor - Rear Wheels
11
Link Factor - Front Wheels
12
1.539 Link Factor - Rear Wheels
13
70.6 Calibration Sprung Weight (Tons)
14
1.000 Gain Adjustment
15
143.8 Current Load (Tons)
16
3.9
Battery Backup Voltage (Volts)

Figure 20-4.
M20-8
Payload Meter II
M20007.1 03/02
NOTE: This screen is the only place that the value

of the Gt gain potentiometer can be checked.
There are two gain factors that can be applied to the
payload measurement. The first is the Gt gain factor
and the other is the UP gain factor. They are not
applied uniformly to all payload calculations.
Example Calculation of Payload

These calculations used a 13" front suspension diameter and 10" rear suspension diameter.
Sprung Weight =
2
Suspension Diameter (Psi Left + Psi Right)
4
Sprung Weight = Axle Weight(lbs)/2000
Front Weight (6)

x Incline Factor
(9)
106.00 Rear Weight (7)

0.95
x Incline Factor
(10)
75.10
0.98
Viewing Payload Calculation Inputs

The PLM estimates payload by monitoring suspension pressures when the truck is loaded and compares them to truck empty pressure values. The PLM
uses one empty truck weight for all payload calculations. This empty truck weight is called the tare
weight. It is not the empty vehicle weight (EVW). It is
an estimate of the empty weight of all the truck components suspended above the suspensions. The process of making the PLM calculate the tare weight is
called the calibration procedure.
This calibration weight is used as item #13 from the
manual calculation procedure in Figure 20-4.
1. Press and hold the LIGHT/INC and
MODE switches until "CHEC" is
flashing on the display.
2. Press and hold the CAL/CLR
switch until "CALL0" is flashing on
the display.
100.70
73.90
1.53
Front Weight
1.00 x Link Factor (12)

100.70 Rear Weight
Front Weight
100.70
Rear Weight
113.70
Total Weight
214.40
XGain Factor (14)
1.00
214.40
6. Pressure Front Right
Psi
- Calibration (13)
-70.60
7. Pressure Rear Left
Psi
8. Pressure Rear Right
Psi
9. Front Sprung Weight
Tons
10. Rear Sprung Weight
Tons
11. Degree of Incline
Nose Up Positive
x Link Factor (11)
Figure 20-5.
113.70
3. Press the CAL/CLR switch to cycle through the

following data. The sequence repeats.
Item and Description
Units
1. Year of Calibration
Last 2 digits of year
2. Month:Day of Calibration
XX:XX
3. Hour:Minute of Calibration XX:XX

4. Truck Model Setting
5. Pressure Front Left
Psi
12. Incline Factor - Front Axle

13. Incline Factor - Rear Axle
14. Link Factor Front Axle
15.Link Factor Rear Axle
16. Calibration Weight
Tons
4. Press MODE once and "CHEC" will

flash on the display.
5. Press MODE once and the meter will return to
normal operation.
M20007.1 03/02
Payload Meter II
M20-9
Checking the Gain
Adjusting the Gain

flashing on the meter.
Before adjusting the gain perform the following steps:
2. Press and hold the LIGHT/INC

switch until "ALL0" is flashing on
the display. "A.FUL" may also be
displayed.
2. Weigh the empty truck and then calibrate the

payload meter. Do both in succesion to ensure
the weights are nearly identical.
1. Confirm the suspension oil and nitrogen charges

are at the levels specified in the shop manual.
3. Press the LIGHT/INC switch14 times. The number

displayed will be the current Gt gain. Press MODE
twice to return to normal operation.
3. Weigh at least 10 different loads to get an accurate

deviation from actual scale weight and the payload calculation from the payload meter. Complete the gain adjustment worksheet at the end of
this module. The worksheet is an accurate way to
calculate the necessary gain adjustment.
Adjustment Procedure:
1. Ensure the PLM is in normal operating mode.
2. Adjust the gain potentiometer on the side of the
meter. Right to decrease, left to increase.
flashing on the meter.
4. Press and hold the LIGHT/INC
switch until "ALL0" is flashing on
the display. "A.FUL" may also be
displayed.
5. Press the LIGHT/INC switch14 times. The number
displayed will be the current Gt gain. This is not a
"live" reading. Any time the gain is changed, this
cycle must be repeated to view the new change.
6. Press MODE once and "CHEC" will
flash on the display.
normal operation.
M20-10
Payload Meter II
M20007.1 03/02
TYPES OF DATA STORED

Cycle Data
One cycle is considered to be from the point where a load is dumped to the point where the next load is dumped.
Data between these two points is recorded in memory. Examples of the data are shown below. The maximum
number of cycles that can be stored in memory is 2900 cycles.
ITEM
UNIT
RANGE
REMARKS
1 - 65535
Advances by one each time the

engine is started.
Engine Operation Number
Number
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock
Time Minute
Minute
Payload
Metric tons
Short tons
0 - 6553.5
Travel Time When Empty
Minute
0 - 6553.5
Travel Distance When Empty
Miles/Km
0 - 25.5
Maximum Travel Speed When Empty
Mph/Kmh
0 - 99
Average Travel Speed When Empty
Mph/Kmh
0 - 99
Time Stopped When Empty
Minute
0 - 6553.5
Time Stopped During Loading
Minute
0 - 6553.5
Travel Time When Loaded
Minute
0 - 6553.5
Travel Distance When Loaded
Miles/Km
0 - 25.5
Maximum Travel Speed When Loaded
Mph/Kmh
0 - 99
Average Travel Speed When Loaded
Mph/Kmh
Time Stopped When Loaded
Minute
0 - 6553.5
Dumping Time
Minute
0 - 6553.5
Speed Limit
Mph/Kmh
Warnings For Each Cycle
The fault codes that occur during each cycle
M20007.1 03/02
Payload Meter II
These values are stored when

the load is dumped.
1 - 59
0 - 99
0 - 99
M20-11
Engine ON/OFF Data

When the engine is started or stopped, the following data is recorded.
ITEM
UNIT
RANGE
Number
1 - 65535
Last Two Digits Of The Year
Year
0 - 99
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock
Time Minute
Minute
0 - 59
Last Two Digits Of The Year
Year
0 - 99
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock
Time Minute
Minute
Total Payload
Metric tons
Short tons
Total Number Of Cycles
Number
REMARKS
Advances by one each time the
engine is started.
Indicates when the engine was
started.
Indicates when the engine was

shut off.
0 - 59
0 - 999900.0
0 - 9999
Total payload from the time

when the engine was started
until the time the engine was
shut off.
Totals for the time that the
engine was running.
Fault Codes and Warning Data
ITEM
Error Code
UNIT
RANGE
Displayed by a combination of letters and numbers representing a

specific error code.

At Time Of Occurrence
Number
1 - 65535
Number Of Times Of Occurrence Since

The Engine Was Switched ON
Number
1 - 255
Year
0 - 99
Month
1 - 12
Day
1 - 31
Hour
24 Hour Clock
Minute
0 - 59
Last Two Digits Of Year

Month
Day
Time Hour
Time Minute
M20-12
REMARKS
Payload Meter II
Every time the engine is started

the number advances by one.
M20007.1 03/02
Engine Operation
ITEM
UNIT
RANGE
Number when Canceled
Number
1 - 65535
Year
0 - 99
Month
1 - 12
Day
1 - 31
Hour
24 Hour Clock
Minute
0 - 59
Month
Day
Time Hour
Time Minute
REMARKS
Every time the engine is started
the number advances by one.
NOTE: If the engine operation number is a 0, this indicates that the problem occurred or was canceled (depends
on the operation that was performed) when the key switch was in the ON position and the engine was not
running.
Total Payload and Total Number of Cycles

The total payload and overall number of cycles can be displayed using the forced display operation. Both values
start from a zero point whenever the memory has been cleared. The payload total is automatically displayed when
the load is dumped.
ITEM
UNIT
Total Payload
Metric Tons
Short Tons
Total Number Of Cycles
Digital Number
RANGE
REMARKS
0 - 999900.0
The total payload since the unit

was cleared.
0 - 9999
The number of cycles since the

unit was cleared.
Year
0 - 99
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock
Time Minute
Minute
Date and time the unit was

cleared.
0 - 59
Other Data
CONTENT
ITEM
Set Up Data That The Speed Limit

Operator Can Check Option Code
Calibration Data
M20007.1 03/02
UNIT
RANGE
Km/MPH
0 - 99
Digital Number
0 - 13
Year
Year
0 - 99
Month
Month
1 - 12
Day
Day
1 - 31
Hour
Hour
24 Hour Clock
Minute
Minute
Payload Meter II
REMARKS
Communication Mode
Date and time when calibrated.
0 - 59
M20-13
OPERATOR FUNCTIONS
Clearing the Operator Load Counter
Using the Operator Load Counter

Description
The payload meter makes available to the operator a
total load counter and haul cycle counter. This allows
each operator to track the tons hauled during their shift.
The total is displayed in hundreds of tons. For example, if 223 is displayed, this means that 22,300 tons
have been hauled since the last time the cycle counter
was cleared.
This memory location is separate from the main payload data storage. This memory is not cleared when
the Data All Clear Operation is performed. Clearing
this memory does not affect the main payload data
storage.
Viewing the Operator Load Counter
1. Press the TOTAL/SFT switch once. The number

displayed is the total tons hauled since the last
time the counter was cleared. The total is displayed in hundreds of tons.
2. Press and hold the CAL/CLR switch until the
display flashes.
3. Press the CAL/CLR switch until "0000" is displayed. After 2 seconds the meter will return to
normal operation.
Clearing this memory does not affect the main payload data storage.
Dimming the Lights on the Display

There are a total of 10 brightness levels on the PLM
display.
1. Press the TOTAL/SFT switch once.

If there is a fault code present at this time:
2. The error code for that problem will be displayed.
This will be a flashing display.
3. Press the TOTAL/SFT switch again. If additional
faults or warnings exist, that fault code will be
displayed as a flashing code.
4. Repeat step #3 until no fault codes are displayed.
":" will show when no additional faults exist. The
display will then show total tons hauled since the
last time the counter was cleared. The total is
displayed in hundreds of tons.
From the normal operation display:

1. Press the LIGHT/INC switch. The lighting will
become one level dimmer. This will continue until
the lighting has reached its lowest level.
2. After reaching the lowest level, the display will
return to the brightest setting.
If the switch is held in the depressed position, the
brightness will change continuously.
5. Press the TOTAL/SFT switch again. The number

displayed is the number of haul cycles since the
last time the cycle counter was cleared.
6. Press the TOTAL/SFT switch again. ":" is displayed for 2 seconds before the display returns to
normal operations.
M20-14
Payload Meter II
M20007.1 03/02
INITIAL SETUP OF PAYLOAD METER

There are several things that must be checked and
programmed when a payload meter is first installed.
1. Check the switch settings on the side of the meter.
2. Check the Operator Check Mode settings
3. Check the Service Check Mode settings
Switch
Position
Initial Setup should be set to 1.00 - Gain

Clockwise(-20%) CCW (+20%)
Refer to "Gain Factor" for adjust guidelines
Do not Adjust - Buzzer Volume
7 - Speed Regulation
0=107%, 7=100%, F=92%
The 930-2 should be set to 6.
7 - Distance Regulation
0=107%, 7=100%, F=92%
The 930-2 should be set to 6.
4*
4 - 685E
4. Calibrate the clean truck.

The next few pages show the steps required to perform
these checks. Only after all of these steps have been
performed can the payload meter be released for
service.
5 - 630E
B - 730E
C - 930E
Switch Settings
D - 530M
E - 330M
F - 830E
5
DOWN - Memory function

(DOWN = Enable
UP=Disable)
- Inclinometer Use
DOWN
(DOWN = Enable
UP=Disable)
DOWN = Short Tons, UP = Metric Tons
UP
930E-2 trucks are equipped with 53/80R63 series

tires and require small changes to the switch settings of the PLM . The tires have a larger rolling
radius than the PLM assumes. This causes the
PLM to underestimate distances by 1%. The
Speed Regulation and Distance Regulation switches
should be switched to position 6. This is contrary to
what the label may say.
Figure 20-6.
There are nine switches located behind the panel on
the left side of the payload meter. Figure 20-6 shows
the switch numbers. The following switch positions
should be confirmed before the meter is installed.
Additionally, the payload gain on 930E- trucks

also needs to be adjusted. The front suspensions are
larger than the original 930E suspension, and therefore, data programmed into the payload meter is not
completely accurate. The gain must be increased by
1%. There are two methods for changing this gain;
changing the UP factor using the buttons on the front
panel, or using the gain adjustment potentiometer on
the side of the meter. The preferred method is using
the potentiometer. Refer to "Adjusting the Gain".
* Set switch 4 for the appropriate model.
M20007.1 03/02
Payload Meter II
M20-15
Checking the Service Check Mode
Checking the Operator Check Mode

The Operator Check Mode is used to check and
change several settings. These should be checked
before the payload meter is put into service.
1. Press and hold the MODE
switch. The display will show:
Refer to UP Factor and PL Mode for additional

information prior to setting these values.
2. Press the MODE switch once.

The display will show:
Refer to "Data All Clear" to
clear the haul cycle data.
Setting "UP:XX"
MODE switches. The display will
show:

Refer to "Display of Fault
Codes" for viewing fault codes.

TOTAL/SFT switches. The display
will show:

This is the truck ID number.
Refer to "Setting The Machine ID" to change
Machine ID.
5. Press the MODE switch once.The
display will show.
3. Press the CAL/CLR switch once.

4. Press the LIGHT/INC switch until "XX" is set to
the desired gain (9%).
5. Press MODE. The display will
show:
Refer to "Setting The Operator ID"

to change operator.
6. Press the MODE switch once. The
display will show."SP:62" should
be displayed. The speed limit
should be set to 62 to avoid unnecessary faults
and warnings. Refer to "Setting The Speed Limit"
to make adjustments.
Refer to "Setting The Option Code" to change the
option.
The current time should be displayed with the minutes flashing.
Refer to "Setting The Time And
Date" to change the time and date.
6. Press MODE and the meter will return to normal

operation.
Setting "PL:00"
MODE switches. The display will
show:
TOTAL/SFT switches.
9. Push the MODE switch to return to normal operation.
5. Press the LIGHT/INC switch until

" P L : 0 0 " i s d i s pl a y ed . ONLY
"PL:00" IS RECOMMENDED.
6. Press the MODE switch.
The display will show.
7. Press MODE and the meter will return to normal
operation.
M20-16
Payload Meter II
M20007.1 03/02
Checking the Gt setting:
Calibrating a Truck
Refer to "Checking the Gain" and "Adjusting the Gain"

for display and adjustment information.
This procedure causes the PLM to calculate a new

empty tare(calibration) weight (refer to "Viewing Payload Calculation Inputs) for use with all subsequent
payload estimates. Before calibrating, confirm the
truck nose up produces a positive incline.
Checking the Inclinometer Settings

Refer to "Viewing Payload Calculation Inputs" for instructions on displaying truck pitch angle. With an
empty truck on level ground and suspensions properly
charged, the display should indicate 0.0 1.0. Remember, this is not a live display. After adjustment,
Service Check Mode must be entered again to obtain
a new reading.
An alternative method is to use a personal computer
running the Komatsu Payload Download Program for
Microsoft Windows. The "Monitor Pressures" section
of the program displays live inclinometer data. The
inclinometer can be loosened and adjusted until the
live display shows 0.0 1.0 degrees with an empty
truck on level ground, and the suspensions properly
charged.
Another method is to use a voltmeter to read the
voltage output of the inclinometer. With an empty truck
on level ground, and the suspensions properly
charged, the output voltage should be 2.6 .1 volts.
The payload meter should be calibrated whenever one

of the following occurs:
1. When a new payload meter is installed.
2. When a suspension sensor has been changed.
3. Whenever the suspensions have been serviced
or the Nitrogen levels have changed.
4. Whenever any major change to the truck has been
performed that would change the empty vehicle
weight.
5. Once a month thereafter.
To calibrate the payload meter:
1. With the engine running and the truck stopped,
press and hold the CAL/CLR switch until "CAL" is
flashing on the display.
2. Drive the truck until the speed is approximately
20-10 MPH (10-15 Km/H)
4. Drive until the display switches back to the time
of day. This will take up to 30 seconds.
Carry out this operation on flat level ground.

Travel in a straight line.
Maintain a steady speed, 20-10 MPH (10-15 Km/H)
5. The payload meter is now calibrated and ready
for normal operation.
M20007.1 03/02
Payload Meter II
M20-17
DISPLAYS AT START-UP
7. The display will show:

This display indicates the Machine
ID code where xxx indicates a value between 0
and 200.
POWER ON:
All external display lamps (Figure 20-2) will come on
and stay on for approximately 27 seconds during the
Power-up Process.
The Power-up Process will display the PLM settings.

Each display will occur for approximately 3 seconds:
This display indicates the Operator ID code where

xxx indicates a value between 0 and 200.
This display indicates the Speed

Limit setting where xx indicates a value between 0 and 99 km/h.
In addition, a buzzer will sound and

the following lamps will light for 3 seconds:
Reception Pilot Lamp (2, Figure 20-1)
Transmission Pilot Lamp (3, Figure 20-1)
This display indicates the Option

code setting.
Memory Card Pilot Lamp (4, Figure 20-1)
Refer to Operator Check Mode, Setting the Option Code and to Method of Operation for more
information on this function.

The xx indicates the Truck
Model. Refer to "Initial Setup of Payload Meter"
for code definitions.
This display indicates the status of
the Memory Card where:
Cd : - - indicates Card Not Used, and
Cd : oo indicates Card Is Used.
NORMAL OPERATION
If the truck engine is started before the preceding
Power-up Process is completed, the display will shift
to normal operation.

This display indicates the status of
the Inclinometer for the PLM,
where
CL : - - indicates Inclinometer Not Used, and
CL : oo indicates Inclinometer Is Used.
This display indicates method of
measurement where:
If the engine is running when the payload meter starts

up, only "o:XXX" and "d:XXX" will display before
switching to normal operations.
"US : - -" indicates METRIC Tons.

"US : oo" indicates U.S. Tons.
This function is not used.
"SU : - -" indicates Switch 8 is up.
"SU : oo" indicates Switch 8 is
down.
M20-18
Payload Meter II
M20007.1 03/02
SETUP AND MAINTENANCE
Setting the Option Code

1. Press and hold the MODE switch
until "Cd:dP" is displayed.
Speed Limit
A warning can be displayed if the machine exceeds a
preset speed.
The available range is: 10 - 99 km/h (6 - 62 mph). It is
recommended to set the speed limit to 99 km/h (62
mph).
Setting The Speed Limit

4. Press the MODE switch repeatedly
until "OP.XX" is displayed.

until "Cd:dP" is flashing.
5. Press the LIGHT/INC switch to change the unit

digit to the desired number.

6. Press the TOTAL/SFT switch

and the display will then indicate:

7. Press the LIGHT/INC switch to change the tens


until "SP.XX" is displayed.
5. Press the LIGHT/INC switch to change the unit
and the display will then indicate:
7. Press the LIGHT/INC switch to
change the tens digit to the desired number.
8.Press the MODE switch to return to normal operation.

9. The Option Code selects the PLM communication
mode as follows:
Option
Code
8.Press MODE switch to return to normal operation.
COMMUNICATION MODE
Stand Alone
10
PMC Mode (530M/HD1500 only)
12
Modular Mining Mode, Scoreboard

and User Data Commmunication
Mode
NOTES:
1. The Option Code is set to 0" for trucks not
equipped with Modular Mining System (MMS)
(Except 530M/HD1500).
2. The 530M/HD1500 with Powertrain Management
Control (PMC) system uses 10" as the setting for
the Option Code.
3. For trucks with Modular Mining System (MMS) or
Scoreboard, the Option Code is 12".
M20007.1 03/02
Payload Meter II
M20-19
9. Press the LIGHT/INC switch to change the first

Setting The Machine I.D. Code

10. Press the MODE switch to return to normal operation.

Setting The Time and Date



display will show:

"d.XXX" is displayed.
5. Press the LIGHT/INC switch to change the last

display will show:

and the display will show:

until "XX:XX" is displayed.
7. Press the LIGHT/INC switch to change the middle

5. Press the LIGHT/INC switch to change the minutes.

and the display will show:
6. Press the TOTAL/SFT switch and

the display will then indicate:
9. Press the LIGHT/INC switch to change the first

7. Press the LIGHT/INC switch to change the hours.

The clock is a 24 hour clock.
10. Press the MODE switch to return to normal operation.

9. Press the LIGHT/INC switch to change the day.
Setting The Operator I.D. Code



display will show:
11. Press the LIGHT/INC switch to change the month.


display will show:
13. Press the LIGHT/INC switch to change the year.

14. Press MODE switch to return to normal operation.

until "o.XXX" is displayed.
5. Press the LIGHT/INC switch to change the last
7. Press the LIGHT/INC switch to change the middle
the display will show:
M20-20
Payload Meter II
M20007.1 03/02
DISPLAY OF FAULT CODES
DOWNLOAD OF INFORMATION
Payload information and fault codes recorded should
be downloaded to a personal computer on a regular
basis. The software required is available under part
number AK4635. Detailed instructions for installing the
software and downloading the data is provided with
AK4635 PLM download software.
Data All Clear
This function will erase all of the cycle data, engine
ON/OFF data, and fault/warning data. Total payload
and the overall number of cycles will not be cleared.

display will show:
display will show:
4. Press the TOTAL/SFT switch.
If there are no faults or warnings, the
display will show for 6 seconds.
IMPORTANT - Before clearing the data, download

the data to a personal computer.
To begin, the shift lever should be in the N position,
the brake lock set, the hoist control lever should be in
the FLOAT position and the body in the down position.
If there are current faults or warnings, the codes will be displayed in order of their
priority, the highest priority first. Each code will
flash for 6 seconds.
5. After the current codes have been displayed, past
history codes that have been reset will be displayed. Each code will flash for 3 seconds.
If there are no history codes or after
all history codes have been shown ,
the display will show for 3 seconds:

display will show:
The system will then proceed to the following

displays: Refer to Page 22 for details.
3. Press and hold the CAL/CLR

switch until "A.CLE" is flashing.
Condition of the shift selector on mechanical trucks

or brake lock on electric trucks.
The panel will display: C1:XX for 3 seconds,
then indicate:
4. Press the CAL/CLR switch again and the memory

will be cleared. The meter will then return to
normal operation.
Mechanical trucks
This does not clear the Operator Load Counter.
C1:oo Shift selector is in "N".

C1: Shift selector is not in "N.
Electric trucks
C1:oo Brake lock is on.
C1: Brake lock is off.
Condition of the Body Up Switch signal.
The panel will display: C2:XX for 3 seconds,
then indicate:
C2:oo Body up switch is in up position.
C2: Body up switch is in down position.
M20007.1 03/02
Payload Meter II
M20-21
Condition of the Engine Oil Pressure signal.

The panel will display :C3:XX for 3 seconds,
then indicate:
C3:oo Engine is running.
C3: Engine is not running.
Condition of Alternator R terminal signal.
The panel will display C4:XX for 3 seconds,
then indicate:
C4:oo Engine is running.
C4: Engine is not running.
Condition of the Spare Analog Input 1 signal.
The panel will display C5:XX for 3 seconds
with XX: as an input signal (V).
Condition of the Spare Analog Input 2 signal.
The panel will display C6:XX for 3 seconds
with XX: as an input signal (V).
Condition of the Spare Digital Input 1 signal.
then:
C7:oo High.
C7: Low.
Condition of the Spare Digital Input 2 signal.
then:
C8:oo High.
C8: Low.
4. Press the TOTAL/SFT switch to view faults again
or press the MODE switch to return to normal
operation.
M20-22
Payload Meter II
M20007.1 03/02
M20007.1 03/02
Payload Meter II
M20-23
M20-24
Payload Meter II
M20007.1 03/02
Monitoring Input Signals
Service Check Mode
This procedure can be used to monitor the current

input signals to the payload meter.
1. Press and hold the LIGHT/INC and MODE

switches until "CHEC" is flashing.
1. Press and hold the LIGHT/INC and MODE

switches until "CHEC" is flashing.
2. Press and hold the LIGHT/INC switch until "ALL0"

is flashing. "A.FUL" may also be displayed.
2. Press and hold the CAL/CLR and TOTAL/SFT

switches until "S.CHE" is flashing.
3. Press the LIGHT/INC switch to cycle through the

following data. The sequence repeats.
3. Press the CAL/CLR switch to cycle through the

following information :
C1
Mechanical Trucks
C1:oo - Shift Selector in

"N"
C1:-- - Shift Selector
not in "N"
C1
Electric Trucks
C1:oo - Brake Lock On

C1:-- - Brake Lock Off
C2
Body Up
C2:oo - Body Down

C2:-- - Body Up
C3
C3:oo - Engine Run

Engine Oil Pressure
C3:-- - Engine Stopped
C4:oo -Alternator
Charging
C4:-- - Alternator Stopped
C4
Alternator R
Terminal
C5
Analog 1 - Not Used
C6
Analog 2 - Not Used
C7
Digital 1 - Not Used
C8
Digital 2 - Not Used
C9
Speed
Vehicle Speed
C10
Travel Distance under the current

loaded or empty
state
xx.xx Miles
Current Status
Note:
Sample values are
shown.
03:01 - Empty Stopped

01:02 - Empty Traveling
06:03 - Loading
02:04 - Loaded Traveling
04:05 - Loaded Stopped
05:06 - Dumping
C11
C12(a)* Time Empty Travel

C12(b)
Time Empty
Stopped
Item and Description
Units
1. Current Time
Hours:Minutes
2. Pressure Front Left
Psi
3. Pressure Front Right
Psi
4. Pressure Rear Left
Psi
5. Pressure Rear Right
Psi
6. Front Weight
Tons
7. Rear Weight
Tons
8. Degree of Incline
Nose Up
Positive
9. Incline Factor - Front Axle

10. Incline Factor - Rear Axle
11. Link Factor - Front Axle
12. Link Factor - Rear Axle
13. Calibration Weight
Tons
14. Gt Gain
15. Current Load
Tons
16. Backup Battery Voltage
Volts
4. Press MODE once and "CHEC" will flash on the

display.
normal operation.
S1:xx - Minutes*10
S2:xx - Minutes*10
C12(c) Time Loaded Travel S3:xx - Minutes*10

C12(d) Time Loaded Stop
S4:xx - Minutes*10
4. Press the MODE switch once and "CHEC" will

flash.
5. Press the MODE switch once and the meter will
return to normal operation.
M20007.1 03/02
Payload Meter II
M20-25
UP Factor - Payload Calculation Gain

Description of UP Factor
The payload calculation gain, or UP factor is multiplied
to the actual calculated load. From the example shown
in Figure 20-4, the calculated load is 143.8 tons. If the
UP factor is set to +5% the displayed load will be 143.8
x 1.05 = 151 tons. This factor can be used to minimize
the effects of systematic error for a particular truck. The
UP factor is not applied uniformly to all load calculations. There are three operating modes for the payload
meter and the UP factor is applied differently to each
mode. Therefore, it is recommended that this percentage be set to 0. There are significant differences in final
calculated load that can be introduced by adjusting this
gain.
Payload meters sent from the factory are typically

set to "UP: 5" indicating a +5% gain in final load.
This should be checked on all new meters and
changed to "UP: 0".
PL Mode - Load Calculation Timing

Load Calculation Timing
The PL mode controls when the payload meter takes
a sample of the data and calculates the load. There
are three modes available. There are two sets of data
that are affected by the PL mode setting.
Careful consideration must be given to the use of

PL:01 and PL:10. These modes divide the data transmitted by Modular Mining and the data stored in the
payload meters memory. Additionally, each mode
handles the UP factor differently and can calculate
different loads for the same haul cycle. For these
reasons it is recommended that the payload meter
be set to use PL:00 in all cases.
PL:00
Modular Mining Transmission - The data is captured
at the last transition from 0 to 1 MPH prior to traveling
160 meters from the shovel. The captured data is
transmitted when the truck travels 160m from the
shovel. This load calculation will use the UP factor
percentage.
Memory Storage - Same as above, the data is captured at the last transition from 0 to 1 MPH prior to
traveling 160 meters from the shovel. The captured
data is stored into memory when the body rises at the
dump. This load calculation will use the UP factor
percentage.
PL:01
at the last transition from 0 to 1 MPH prior to traveling
160 meters from the shovel. The captured data is
transmitted when the truck travels 160m from the
shovel. This load calculation will use the UP factor
percentage.
Modular Mining Transmission
Memory Storage - The data is captured and stored

when the body rises from the frame. This calculation
will not use the UP factor percentage.
Memory Storage
PL:10
The PL mode setting can have a significant impact on

the perceived accuracy of the payload meter.

and transmitted when the truck travels 160 meters
from the shovel. This calculation will not use the UP
factor percentage.
PL:00 is the only recommended setting.
Use of settings other than PL:00

is NOT recommended.
M20-26
Memory Storage - The data is captured and stored

when the body rises from the frame. This calculation
will not use the UP factor percentage.
Payload Meter II
M20007.1 03/02
FINAL GEAR RATIO SELECTION

For an 830E truck, the proper gear ratio has to be
selected.
1. Press and hold the MODE and
LIGHT/INC switches until CHEC
is displayed.
2. Press and hold the TOTAL/SFT
and LIGHT/INC switches until
S.SEL
is displayed.
3. Press the CAL/CLR switch repeatedly
until A.XX is displayed, where
XX is one of the following:
XX
Gear Ratio
Remarks
00
31.875
Original
01
36.400
High Traction
02
28.125
Standard
03
26.625
High Speed
NOTE: The Payload Meter is originally set to 00".

4. Press the TOTAL/SFT switch and "XX" will flash.
5. Press the LIGHT/INC switch to select the desired
gear ratio.
6. Press the MODE switch
and "CHEC" will be displayed.
7. Press the MODE switch and the meter will return
M20007.1 03/02
Payload Meter II
M20-27
BATTERY REPLACEMENT PROCEDURE

ERROR CODE, F-09, DISPLAYED
Replacing the Battery
4. Remove the electrical connector. Remove the

screws on the top surface and the rear face.
Remove the cover (Figure 20-8). This will expose
the battery, its wires, and the connector.
The payload meter has an internal battery used to

protect the memory from being erased when the key
switch is turned to the OFF position. Battery life is
approximately 2 years. The capacity of the battery is
monitored by the payload meter. When the voltage of
the memory battery drops, error code, F-09, will be
displayed.
When the F-09 error code appears, download the data
within 48 hours; otherwise, the data may be lost. The
haul cycle data may not be recorded properly while
F-09 is displayed.
At this time it will be necessary to replace the battery.
This should be performed when the truck is in an
unloaded condition. The data stored in the payload
meter should be downloaded to a personal computer
or carry out the memory card dump operation. If this is
not done, when the battery is disconnected all data will
be lost.
All that is required is a phillips-head screwdriver and a
new battery (P/N 581-820-55710)
FIGURE 20-8. ACCESS TO BATTERY

5. Grasp the wires coming from the battery and pull
outward. By pulling perpendicular from the board,
it will disconnect the connector from the board
and pull the battery out of its holder simultaneously (Figure 20-9).
1. With the keyswitch in the ON position, download

the data stored in the payload memory, or perform
the memory card dump operation.
2. Turn the keyswitch to the OFF position.
3. Remove the four mounting screws holding the
payload meter in position and then pull the payload meter out, away from the instrument panel
(Figure 20-7).
NOTICE - Use care not to let dirt, metal or spare parts
to drop inside the controller at any time.
FIGURE 20-9. BATTERY INSTALLATION

6. Insert the connector of the new battery directly into
the connector on the board (Figure 20-10). Place
the battery in the battery holder, and pass the
wiring through the notch. When doing this, insert
the wiring into the bottom of the holder and pass
it through the notch.
FIGURE 20-7. REMOVING PAYLOAD METER
M20-28
7. Install the controller cover, replace the electrical

connector, and install the payload meter controller back into the instrument panel.
Payload Meter II
M20007.1 03/02
9. Forcibly clear the data for the total payload and

overall number of cycles.
With this operation performed, all the unwanted
data inside the payload meter is cleared. Except
for the calibration data, all the data recorded in
the previous steps is also erased.
10. After this procedure has been performed the
system is ready for normal function.
SUSPENSION PRESSURE SENSOR
FIGURE 20-11. BATTERY CONNECTION

After Replacing the Battery
While replacing the battery, the backup power source
for the memory inside the payload meter is momentarily disconnected.
This can allow unwanted data (garbage) to enter the
memory and affect the meters recognition procedures. The following will remove this unwanted data.
The pressure sensors are mounted on top of each

suspension cylinder. The sensors produce a voltage
signal from 1 5 volts output.
The pressure sensor is mounted to the suspension
cylinder using a Schrader Valve assembly, adapter
and sensor. The sensor can be replaced without releasing the pressure in the suspension by removing
the sensor with the adapter.
Removal
1. Turn the keyswitch to the ON position.

may flash.
2. Using the Operator Check Mode, set the speed
limit option code, time and date. (These were
erased from memory when the battery was disconnected).
Ensure the adapter and sensor are removed together from the valve assembly. Removing the
complete valve assembly or just the sensor may
result in the component being forced out of the
suspension by the gas pressure inside.
1. Disconnect sensor from truck wiring harness.
Note: The Schrader valve in the valve assembly
will prevent gas from escaping when adapter
and sensor are removed together. If entire
valve assembly is turned allowing nitrogen gas to
escape, recharging of the suspension will be
required.
3. Without turning the keyswitch to the OFF position

advance to the start position. With the engine
running, the display:
may flash.
4. Perform the calibration procedure.
Refer to "Calibrating a Truck".
5. Load the truck to the rated payload, or close to it.
Dump the load.
2. Hold valve (2, Figure 20-11) with wrench while

removing the adapter/sensor assembly (3 & 4).
3. Remove sensor (4) from adapter (3).
6. Move the truck to a safe area, wait at least 5

seconds after dumping the load, then shut the
truck down.
7. Turn the keyswitch back to the ON position but do
not start the engine.
8. Perform the Data All Clear in the Operator Check
mode.
FIGURE 20-10. PRESSURE SENSOR.
1. Schrader Valve
3. Adapter
2. Valve Assembly
4. Sensor
M20007.1 03/02
Payload Meter II
M20-29
Installation
Installation
1. Install a new O-ring onto sensor (4, Figure 20-11)

and install sensor onto adapter (3). Tighten the
sensor to 2229 ft.lbs. (3039 N.m) torque.
1. Install inclinometer (3, Figure 20-13) with capscrews, nuts and lockwashers (4).
2. Install a new O-ring onto adapter (3) and install

complete adapter/sensor assembly onto valve
(2). Hold the valve body and tighten adapter/sensor assembly to 103 ft.lbs. (176 N.m) torque.
3. Connect the sensor wiring to the truck wiring
harness. The sensors have three wires. Be sure
that wires are connected correctly. (Figure 20-12)
FIGURE 20-12. SENSOR SIDE CONNECTOR VIEW

Pin Number
Wire Color
Wire Function
Black
Ground (GND)
Red
+ Power
White
Signal
FIGURE 20-13. INCLINOMETER

1. Operators Center
3. Inclinometer
Console Frame
4. Capscrew, Nut and
2. Bracket
Lockwasher
2. Connect inclinometer wiring to the truck wiring
harness. (Figure 20-14)
Be sure that wires are connected correctly.
INCLINOMETER
As the truck is tilted fore or aft, the weight distribution
between the front and rear axles changes. To compensate for this, the inclinometer measures the ground
angle at which the truck rests. This data is then sent
to the payload meter so it can calculate the correct
payload weight. The inclinometer is located below the
operators center console (passenger seat structure).
FIGURE 20-14. INCLINOMETER SIDE

CONNECTOR VIEW
Pin Number
Wire Color
Wire Function
Black
Ground (GND)
White
Signal
Red
+ Power
Removal
1. Disconnect inclinometer wire lead from harness.
2. Remove the three capscrews, nuts and lockwashers (4, Figure 20-13) and inclinometer (3).
Adjustment
1. Park the truck on a 0% grade.
2. Loosen the three inclinometer mounting capscrews (4, Figure 20-13) and rotate the inclinometer until a voltage range of 2.6 0.1 volts can be
measured (using a volt-meter) at pins 1 and 2 of
the inclinometer electrical harness connector.
3. Tighten all capscrews (4, Figure 20-13) to standard torque, after the adjustment.
M20-30
Payload Meter II
M20007.1 03/02
PAYLOAD METER BACK PANEL
M20007.1 03/02
Payload Meter II
M20-31
CONNECTIONS
CN1 - AMP MIC-MKII 13 Pins White Connector

No.
Description
Power +24V (Battery)
Lamp Relay 1
Lamp Relay 2
Lamp Relay 3
Lamp Relay 4
Lamp Relay 5
Speed Sensor (Signal)
Speed Sensor (GND)
Alternator R Terminal (Charge Signal)
10
Key Switch ACC Terminal (ACC Signal)
Comments
Running - 28VDC
Off - 0VDC
CN3 - AMP MIC-MKII 9 Pins

White (RS-232C Port)
No.
Description
RTS
SG
RD
TX
CTS
DTR
DSR
11
12
13
GND (Power GND)
CN2 - AMP 040 12 Pins Black Connector

Description
No.
Comments
Engine Oil Pressure Switch
Running Open
Off - Closed
Sensor Power Out
+18V
3
4
CN4 - AMP 040 8 Pins Black

(Optional Input, Reserved)
No.
Description
Optional Input GND
Analog Input 1
Sensor GND
Analog Input 2
Left Front Suspension Pressure Sensor 1-5VDC Normal
Digital Input 1
Right Front Suspension

PressureSensor
1-5VDC Normal
Digital Input 2
Left Rear Suspension Pressure Sensor
1-5VDC Normal
Right Rear Suspension Pressure

Sensor
1-5VDC Normal
Inclinometer
Body Rise Signal
Body Down - Open

Body Up - Gnd
10
Brake Lock Signal/Neutral Signal
Lock Off - Open

Lock On - Gnd
6
7
11
12
M20-32
Payload Meter II
M20007.1 03/02
PAYLOAD CIRCUIT NUMBERS
Circuit Designation
39F, 39F1...39F5
Circuit Description
39FA
Pressure signal Right Rear
39FB
Pressure signal Left Rear
39FC
Pressure signal Right Front
39FD
Pressure signal Left Front
39FE
Inclinometer signal
39FG
Sensor ground
39A
PLM lamp output - green
39B
PLM lamp output - amber
39C
PLM lamp output - red
39D
PLM lamp output - unused
39E
PLM lamp output - unused
39G
+24 volt PLM power
39AA
Load light - green
39BA
Load light - amber
39CA
Load light - red
73FSL
TCI 100% load signal - 930E only
73MSL
TCI 70% load signal - 930E only
714A
Speed signal
714AT
Speed signal
63L
Body up (gnd = up, open = down)
39H
Brake lock (gnd = release, open = lock)
35L1
PLM RS232 RTS (request to send)
35L2
PLM RS232 signal ground
35L3
PLM RS232 receive
35L4
PLM RS232 transmit
35L5
PLM RS232 CTS (clear to send)
35L6
35L7/35L4
35L8
Scoreboard 1 to scoreboard 2
PLM chan 2 TxD
35L9
PLM chan 2 RxD
21C
Engine oil pressure (gnd = off, open = run)
21D
Alternator R-Terminal (open = off,+24V = run)
M20007.1 03/02
Payload Meter II
M20-33
PAYLOAD METER RE-INITIALIZATION PROCEDURE

This procedure is designed to reset the Payload Meter to clear repeated F.CAL errors.
This procedure is necessary to fix a rare condition in
the operation of the meter. Indication for this procedure
is a repeated display of F.CAL on the meter despite
repeated calibration. If possible, download the payload
meter before performing this procedure. This procedure will erase all memory and user settings.
NOTE:
This procedure should be performed before any
payload meter is returned for warranty or repair.
Before performing this procedure, be sure that the
engine inputs into the payload meter can be manipulated to indicate engine running and engine stopped.
Some payload meter installations have hard-wired
these inputs. These inputs must be accessible and
able to produce the following input conditions:
21C
Engine Oil
Pressure
21D
Alternator "R"
Terminal
Engine Running
Open
24VDC
Engine Stopped
Ground
Open
Condition
7. Set the time, date, OP, PL, and UP settings. All

other user settings should updated at this time.
8. Calibrate the payload meter by holding the CAL
button until CAL flashes.
9. Release the brake lock (park brake for
330M/HD785), begin driving 5-8 MPH on level
ground, and press CAL.
CAL should display until the meter finishes its
calibration.
10. Load the truck to rated load and drive through one
haul cycle.
11. After dumping the load, wait at least 15 seconds
and drive the truck to a safe location.
12. Stop the truck and shut down the engine.
13. Turn on the payload meter but leave the engine
off.
14. Hold MODE and LIGHT until "CHEC" flashes.
15. Hold LIGHT and CAL until "A:CLE" flashes.
16. Press CAL to clear the service memory.
17. When "CHEC" is displayed, press MODE to return
1. Turn off all systems.
18. Clear the haul cycle memory by holding MODE

2. Turn on the Payload Meter but leave the engine

off.
19. Press MODE and "A.CLE" will be displayed.
3. Hold MODE and LIGHT until "CHEC" flashes.
20. Hold CAL until "A.CLE" flashed.
4. Hold the CAL, TOTAL and LIGHT buttons until

"00:00" is displayed.
21. Press CAL once more to clear the haul cycle

memory.
5. Press CAL for 2 seconds." 00 00" will flash and

the meter will erase its memory and reset to its
factory settings. This includes OP, UP, PL,
P.SEL, and E.SEL settings.
The meter will restart and display "F.CAL".
22. Clear the operator load counter by pressing the

TOTAL button until ":" is displayed.
M20-34
23. Hold the CAL button until the display flashes.

24. Hold the CAL button until "0000" is displayed to
clear the memory.
25. The payload meter should now function normally.
Payload Meter II
M20007.1 03/02
TROUBLESHOOTING
COMMON PROBLEMS
Suspension Charging
The Payload Meter II is a reliable controller and is rarely the source of failure in calculating payloads. The single
most common cause for an inaccurate payload estimate is improper suspension charging. Often maintenance personnel will not take the time to properly drain a suspension and carefully recharge it with oil and nitrogen. Most
often technicians will simply 'gas up' the suspensions with more nitrogen and send a truck back into service.
Komatsu engineers have conducted tests at customer sites to monitor suspension charging on trucks and found
many trucks to be improperly charged. Trucks with poorly charged suspensions were sent to service bays for maintenance by mine personnel. In some cases these trucks were returned to operation in worse condition than when
they were first checked because service personnel did not take the time to carefully charge the suspensions.
The payload meter uses the pressures from the suspensions to calculate payload. As the truck is loaded, a flat
suspension will completely collapse. The top suspension cap will make metal-to-metal contact with the bottom.
This often occurs in the rear suspensions. The pressure in the suspension will not accurately reflect the force
applied to the suspension by the weight of the material in the body and inaccurate payload calculations will result.
In addition to inaccurate payload calculations, improperly charged suspensions increase wear-and-tear on truck
frames and tires, increasing maintenance costs over the life of the truck. Each over-loaded haul cycle with undercharged suspensions leads to premature failure. Consistently low payload estimates are the first sign that the suspensions are not being properly maintained and the truck is on a path toward increased operating costs and
system failures. Thankfully, the effects of improper suspension charging can be postponed with proper service and
care.
Specific suspension charging procedures for each truck model can be found in the shop manual. In general, the
following items are very important for proper charging:
Completely discharge the suspension. This may take more than an hour for the nitrogen and oil to completely discharge. However, to ensure that the proper volume of fresh oil is added, it's necessary to remove
as much of the oil/nitrogen mixture as possible.
Fill the suspension to the proper height with fresh oil, this is critical to keeping the suspensions from bottoming out.
Charge the suspension to the proper height with nitrogen.

Refer to Section H for the proper charging procedures.
This module contains an example of how to use the Scope program from Komatsu to monitor suspension pressure
data.
M20007.2 3/02
Payload Meter II Troubleshooting
M20-35
Symptom Table
PROBLEM
PROBABLE CAUSE
Payload meter is not recording haul cycles.

Only one haul cycle in memory.
Broken or missing body-up signal. The body up

signal triggers the PLM IIto start a new haul
cycle. Check using the "Monitoring Input Signals"
procedure.
Display shows payload all the time.

Display does not show time when the truck is traveling.
No distance or speed information is recorded in
the haul cycle data.
Broken or missing speed signal. Check using the

"Monitoring Input Signals" procedure.
Payload meter does not 'count up' while driving

away from the shovel.
Payload meter will not calibrate.
F-18 fault
Missing alternator R-terminal signal. Troubleshoot

signal or make modification to eliminate signal.
Refer to the F-18: R-Terminal, Oil Pressure Signals on the following page.
F20 - F28 faults flashing
Shorted sensor power or ground. Troubleshoot

wiring. Refer to the "Shorted 18v Sensor Power
Supply" fault tree in this section.
Pressure sensor value drifts up or down erratically.
Missing Body-Up Signal

The payload meter starts a new haul cycle after the body comes down from dumping the last haul cycle. Each new
haul cycle starts at the dump. Without a body-up signal, the payload meter does not know that a new haul cycle
has started. The payload meter will not record new haul cycles without the body-up signal. This is the most common sign that the signal is missing.
The body-up input signal is received from a magnetic switch located on the inside of the truck frame forward the
pivot pin of the truck body. This is the same switch typically used for input to the drive system. When the body is
down, the switch closes and completes the circuit to 71-Control Power. 24vdc indicates the body is down. Open circuit indicates that the body is up. This input can be checked using the "Monitoring Input Signals" procedure.
M20-36
M20007.2 3/02
Missing Speed Signal

The payload meter uses the speed signal to measure distances and speeds. It is the speed signal that causes the
payload meter to sample pressure data to estimate payload just after loading. After the truck travels 160 m (0.10
mi.) the payload meter records the payload estimated using the data captured just after loading. During the 160 m,
the payload meter displays a count. When the payload meter is set to display metric units, it counts up to 160 m.
When English units is selected, it counts up to 0.10 mi. This 160 m (0.10 mi) is designed to allow the truck to reposition around the shovel during loading.
If the speed signal is missing, the payload meter captures suspension data when the body rises at the dump.
Without the speed signal, the payload meter cannot determine that the truck has begun moving after loading. In
addition, it cannot measure the 160 m from the loading site. While the truck is loaded, the payload meter will display live payload estimates. When the truck is empty, the payload meter will display 0. The haul cycle data stored in
memory will have 0 recorded to max speed and haul cycle distance.
F-18: Alternator R-Terminal, Oil Pressure Signals

The PLM II monitors engine hours using the alternator R-terminal and oil pressure signals. The payload meter
will register a fault if both signals are not present.
For the R-terminal input to the payload meter, 24v=engine running and 0v=engine stopped.
For the oil pressure input to the payload meter, open=engine running and ground=engine stopped.
It is recommended that these inputs be modified to indicate that the engine is running at all times. Connect the Rterminal input to payload meter to the keyswitch (712) signal. Disconnect and tape back the oil pressure signal to
the payload meter. These changes will cause the payload meter to always consider the engine to be ON.
There are 2 effects from this change.
On power-up, the payload meter will not show the normal sequence of displays. This is not usually a problem.
The payload meter cannot be re-initialized. This extremely rare procedure is used to reboot the payload
meter.
Shorted 18v Sensor Power Supply (930E)

The 18v sensor power supply, circuit 39F, comes from the payload meter and branches out to the inclinometer and
pressure sensors. The connection for this is made approximately 30.5 cm (12 in.) from the connection at the back
of the cab, just above the wheel. This can be a common point of failure and should be the first place to check when
the pressure sensor values drift erratically while the truck is sitting still or the payload meter indicates shorts on all
the pressure sensors.
The harness may be repaired with a butt splice, or a new harness can be purchased and installed.
M20007.2 3/02
M20-37
FAULT TREE DIAGNOSIS

Payload Lights Won't Illuminate
The load lights are illuminated for 5 seconds after the keyswitch is turned ON. The load lights are powered through
a 15A breaker on relay board 2 (RB2). The Light Control Relay (LCR) is activated by a ground signal through the
brake lock switch. The brake lock switch must be closed to complete the circuit through the LCR relay and power
the load lights. Each light color is controlled by a relay on RB2. Each load light relay coil is grounded through the
payload meter to activate the light. There is one relay for each color light.
If the load lights do not illuminate during loading, verify the brake lock is being used at the loading site. Verify that
the lights illuminate when the keyswitch is turned ON. If not, check the 15A circuit breaker and the LCR relay, first.
Then, check the brake lock signal to the relay board. Ensure that the connections to the relay board are solid.
M20-38
M20007.2 3/02
Red, Amber or Green Payload Light Does Not Illuminate

The payload lights only illuminate when the brake lock is applied. If all the load lights are not working, be sure to
troubleshoot the light control relay, refer to Payload Lights Won't Illuminate.
The most common reason for a payload light not working is a burned out bulb. Replace burned out bulbs with
Komatsu's high durability replacement lights. Komatsu is also currently working on Light Emitting Diode (LED)
replacement lights with significantly longer life. Check with your distributor for availability.
M20007.2 3/02
M20-39
Cannot Download - PC Communications

The most common problem with PC communications to the payload meter is configuration of the PC. Be sure the
correct serial port is selected for your laptop. In addition, be sure you have the latest PC software by checking with
your distributor.
Verify the payload meter is using the proper OP setting. Refer to Setting the Option Code for information on OP
settings.
No body-up input signal can be perceived as a communication problem with the payload meter. Without the bodyup signal, the payload meter never starts a new haul cycle. When the payload meter is downloaded, and no haul
cycles have been stored in memory, a technician may assume that the laptop did not communicate with the payload meter.
M20-40
M20007.2 3/02
PC Communications Configuration
Laptop computers must be properly configured to communicate with the payload meter. Often times the wrong
serial port is set, or old software is being used that is not compatible with newer computers.
Verify the correct serial port is set for your laptop. The most common port available on a laptop is serial port 1. It is
sometimes labeled as COMM1.
Occasionally, installed software on the laptop will take command of the serial port and not let the download software have access to the port. Software used by Palm Pilots, Handspring Visors, Pocket PCs, and other Personal
Digital Assistant (PDA) devices monitors the serial port for connections. When this software is active, the download
software cannot use the serial port and cannot download the payload meter. Ensure this software is not running
when attempting to download data from the payload meter.
M20007.2 3/02
M20-41
F.CAL: Payload Meter Won't Calibrate

The most common cause for failure to calibrate is a missing speed signal to the payload meter. Check the inputs to
the payload meter to confirm that the speed signal is being received. Refer to Monitoring Input Signals.
The payload meter also uses the R-terminal and oil pressure signals for calibration. These signals indicate that the
engine is running. Verify these signals are being properly received.
M20-42
M20007.2 3/02
F-20: Sensor Power Fault

A common failure point can be the connector on the suspension pressure sensors. These connectors take a lot of
abuse from pressure washing and occasionally short circuit or develop floating voltages from water and dirt intrusion. The quickest way to fix these problems is to disconnect the two halves and blow out any debris and clean the
contacts. The process of disconnecting and re-inserting a connector often clears up many problems. If a problem
persists, check the crimps on the terminals for intermittent connection due to vibration and wear.
On the 930Es, the most common cause for sensor power faults is a short in the harness coming from the back of
the cab to the Aux/Junction box. This harness contains a splice for sensor power. This splice is approximately 305
mm (12 in.) from the connector and is exposed to vibration and dirt from the left tire. It may be possible to locate
this splice and repair it. A single wire for circuit 39F carries 18v from the payload meter to the splice, where it
branches out for each sensor.
The 39F circuit from PLM II is over-current protected. If this circuit is shorted to ground, the payload meter will
automatically shut off the 18v supply. This will cause the payload meter to register faults for all the sensors.
In general, check the voltages at the sensors. It may be possible to disconnect each sensor in the junction box to
see where the short may be. If disconnecting all the sensors does not clear the fault, it is likely that the problem lies
within the harness from the back of the cab to the control cabinet.
Refer to the following page for the fault tree diagram.
M20007.2 3/02
M20-43
Sensor Power Fault Fault Tree
M20-44
M20007.2 3/02
F-21, F-25: Left Front Pressure Sensor

F-22, F-26: Right Front Pressure Sensor
F-23, F-27: Left Rear Pressure Sensor
F-24, F-28: Right Rear Pressure Sensor
A common problem with sensors is connector failure. Often the connectors to the suspension pressure sensor are
not secured to the truck and become caked with mud and debris. They become targets for the power washers used
to clean the trucks at maintenance. Many problems with the pressure sensors can be relieved by disconnecting
the connector, cleaning the terminals, reconnecting the connector halves, and securing the connector. Over time,
the terminal crimps may fail and need to be replaced.
Check power supply voltage to the sensor between circuits 39F (red, 18vdc) and circuit 39FG (black, ground).
Check the sensor output between circuits 39FA, 39FB, 39FC or 39FD (white, 1-5vdc) and circuit 39FG (black,
ground). It may be helpful to check these voltages on the sensor side of the connector and on the harness side of
the connector. Corrosion in the connector can affect voltages through the connection.
Compare output voltage from the pressure sensor to the pressure inside the suspension. Use a pressure gauge to
measure the pressure in the suspension. The output voltage from the pressure sensor is a 1-5vdc signal. This 4volt span linearly represents 0 to 2845 psi. For example, if the pressure in the suspension is 410 psi, the output
voltage should be:
410
Voutput = 1 + 4
= 1.576vdc
2845
Dont forget to add the 1v since the output of the pressure sensor at 0 psi is 1 volt
The generic version is:
Suspension _ pressure
Voutput = 1 + 4
2845
M20007.2 3/02
M20-45
Pressure Sensor Fault Tree

NOTE: Confirm the sensor voltages using the Sensor Power Fault tree to confirm that the problem is not a failure in
the harnesses coming from the cab to the control cabinet. If all the pressure sensor faults are active, check the
power supply first.
M20-46
M20007.2 3/02
F-31, F-32: Inclinometer

There are very few problems with the inclinometer in general. The inclinometer allows the payload meter to compensate for front-to-rear weight transfer on a grade.
Verify that when the truck nose is pointed uphill, the inclinometer reads positive. It is possible that the inclinometer
is installed backwards. This could significantly reduce the accuracy of payload calculations.
The inclinometer output is voltage that linearly represents the angle of the truck with nose up producing a positive
incline. 0 = 2.6vdc and the voltage output decreases with positive incline. For example, with the truck parked 5
nose up:
Using the formula:
volts x incline
Voutput = 2.6 volts - 0.103 degree
degrees
The inclinometer output should be:

volts x 5 = 2.085
Voutput = 2.6 volts - 0.103 degree
volts
Refer to the following page for the Inclinometer Fault Tree.
M20007.2 3/02
M20-47
INCLINOMETER FAULT TREE
M20-48
M20007.2 3/02
Body Up Input
The body up signal is critical to proper payload meter operation. The payload meter starts a new haul cycle when
the body comes down from dumping the last load. If the payload meter cannot sense the body up and down, it will
not begin recording haul cycles.
Confirm that the dashboard indicator for body-up is working properly. If not, check the connections at the body up
switch. This switch is a magnetic reed switch. The switch may fail or the plate that triggers the switch may be misaligned. Refer to the appropriate shop manual for the proper procedure for adjusting the switches.
NOTE: The input to the payload meter is live and can be checked by raising and lowering the body or using a
large washer to trigger the switch.
M20007.2 3/02
M20-49
Brake Lock Input

The brake lock is used to lock only the rear wheels during loading. This allows the front wheels to rotate slightly
and allows the payload meter to more accurately estimate payload. It is very important that only the brake lock be
used during loading. Using the service brakes will significantly decrease payload meter accuracy.
The brake lock connects circuit 39H to ground. The circuit is wired through a small black connector behind the
dash panel.
Confirm that the warning light panel indicates that the brake lock is recognized by the other truck systems. If so, follow the signal from the switch to the payload meter. It may also be that the connector on the back of the payload
meter needs to be disconnected and re-inserted to clean the contacts.
M20-50
M20007.2 3/02
Speed Signal
The speed signal triggers the payload meter to display the time of day when the truck begins moving. If this does
not happen or the payload meter does not count up the distance from the shovel after loading, the speed signal
may be missing. This can be confirmed by checking the inputs to the payload meter. Refer to Monitoring Input Signals. Verify the payload meter is not receiving a speed signal before following the troubleshooting fault tree.
NOTE: The payload meter will ignore speed signal input if the brake lock appears to be on. Confirm the
payload meter correctly reads the brake lock input.
930E Speed Signal
On the 930E, the speed signal comes from a speed sensor mounted on the left-front wheel. Occasionally, this sensor is damaged by debris, impact during tire mounting, or misalignment during repair of the spindle. The wheel
must be removed to replace the sensor. Since the sensor is an active device, it requires an 18v power supply to
power the electronics that convert the electromagnetic pulses into signals for the payload meter. In addition,
because the sensor is active and not just a simple coil, it is not possible to measure the resistance across the contacts of the harness to determine if the sensor has failed.
To troubleshoot, confirm that the 18v power supply is reaching the sensor. The speed signal can be monitored in
the control cabinet to confirm the wiring from the sensor to the cabinet. Checking the signal at the back of the payload meter will confirm the wiring from the control cabinet. It is also possible to check the speed signal at the back
of the payload meter to confirm the entire wiring route. A signal generator may be used at the wheel to generate a
signal back to the payload meter. The speed signal input can be monitored from the payload meter using the procedure outlined in Monitoring Input Signals.
Adjusting the Speed Sensor:
1. Align a tooth on the speed sensor gear with the tip of the speed sensor.
2. Check the distance between the speed sensor and gear tooth with a feeler gauge.
3. Adjust the gap to 0.060 in. (1.5 mm) and lock the sensor in place.
4. Rotate the wheel hub 180 and verify that the gap has remained within specifications.
730E/830E Speed Signal
The speed signal for the 730E/830E model trucks comes from a passive speed sensor mounted on the left wheel
motor. This signal travels on the 714/714A circuits to an isolation transformer in the control cabinet. From the
transformer, the signal travels through the connector at the back of the cab up to the payload meter.
Confirm that the sensor at the wheel motor is working properly. This is a passive, coil-type speed sensor and its
electrical integrity can be checked using an ohmmeter. Confirm the speed signal in the control cabinet at the transformer. A signal generator may be used at the wheel motor to generate a signal back to the payload meter. The
speed signal input can be monitored from the payload meter using the procedure outlined in Monitoring Input Signals.
HD1500/530M Speed Signal
The speed signal runs from a speed sensor on the transmission output shaft to the PMC and to the payload meter.
You can confirm the speed sensor by checking the speed input to the PMC. Confirm the speed signal wiring from
the PMC to the payload meter. The speed signal input can be monitored from the payload meter using the procedure outlined in Monitoring Input Signals.
Refer to the following page for the fault tree diagram.
M20007.2 3/02
M20-51
SPEED SIGNAL FAULT TREE
M20-52
M20007.2 3/02
CONNECTORS AND PRESSURE SENSORS
PAYLOAD METER BACK PANEL
Connector 7821915320
Terminal 7821915010
Terminal 7821912020
Plate 7821912510
Terminal 7827101440
Plate 7821912450
HARNESS CONNECTORS TO PAYLOAD METER
HARNESS SIDE
Terminal 0805500050
Grommet 0805500060
Holder 0805500330
SENSOR SIDE
Terminal 0805500040
Grommet 0805500060
Holder 0805500330
PRESSURE SENSOR CONNECTIONS
M20007.2 3/02
M20-53
HARNESS SIDE
A:A:
PLM
RTS
PLM
RTS
B:B:
PLM
SGND
PLM
SGND
C:C:
PLM
Rxd
PLM
Rxd
D:D:
PLM
Txd
PLM
Txd
E:E:
PLM
CTS
PLM
CTS
BRAKE LOCK
CONNECTOR
MATING FACE OF
DOWNLOAD
CONNECTOR
24 Pin Connector PB9818

Pin Contact PB8647
Plug PB8453
Connector Plug PB8643

Pin Contact PB8921
R/P239 PAYLOAD METER CAB CONNECTOR
M20-54
M20007.2 3/02
Housing PB9756
Contact PB8602
Pin Contact PB8626
Strain Relief PB9814 (2)
Screw VW7336 (2)
Cap PB9827
Housing PB8599
Contact PB8602
Pin PB8626
Strain Relief PB8604 (2)
Screw VW7336 (2)
TYPICAL CONTROL CABINET CONNECTOR
PRESSURE SENSOR COMPONENTS
M20007.2 3/02
M20-55
Real-Time Payload Meter II Monitor Program

Originally, this program was designed for engineering testing purposes only. It was not designed for general distribution or use. This program sets the Komatsu Mining Systems Payload Meter II into real-time data transfer
mode. This allows the technician to monitor all inputs into the system. Scope also allows for the logging of this
real-time data. These files can be used to analyze the inputs over a period of time.
Scope is used to record suspension pressures during a haul cycle. These pressures can be imported into Microsoft
Excel or other spreadsheet programs to graph each suspension. Visually, a service technician can look for flat or
undercharged suspensions. In addition, all the input to the payload meter can be checked using the PC instead of
the switches on the front panel of the payload meter
System Requirements - Microsoft Windows 95, access to serial communications port 1, EF9159 & EF9160 harnesses to connect the Payload Meter II to the serial port of the PC. Payload Meter II must also be set up to use
MMS Communications Mode. This is indicated on power up of the Payload Meter by OP12. Changing this setting is
described in Setting the Option Code.
Downloading Scope Scope is available on the internet. It can be found at the following address:
http://www.kms-peoria.com/payload
The program, Scopezipped.exe, is a self-extracting executable. Save it into its own directory on your hard drive
and run it. The program will unzip and be ready to run.
NOTE: This program has not been tested on all versions of Windows and may not work on all operating
systems.
M20-56
M20007.2 3/02
Use the following two tables in conjunction with the screen shot on the following page for a description of typical
Scope information.
TABLE 1. DATA DEFINITIONS & COMMENTS

DISPLAY
DEFINITION
K packet data sent
P packet data sent
Final payload data
M4
M4 packet data sent
Swing load data
M2
M2 packet data sent
Real time data
ACK
Initialize real-time
The PLM acknowledges the transmission of a

command from Scope
NAK
Acknowledge data
No acknowledgment of the transmission of a

command from Scope
Unknown
Unassigned packet data
Unexpected Data
COMMENT
Missed communication packet, Frame started

with something other than STX.
(error 1)
Unexpected STX
(error 2)
PLM II transmitted a re-transmit request or reinitialized communications unexpectedly in middle of frame
BCC error (error 3)
Block check sum error
Program error (error

4)
Scope cannot resolve communication error
Rep Code
Final Load
The final load calculated by the PLM II.
Final Pressure
The pressure used to calculate the final payload.
Swing Load Data
All data used to calculate and transmit the displayed swing load.
RTM Data
Real-time data transmitted to Scope via the

RS232 connection. This data is transmitted by
the PLM II every 200ms.
M20007.2 3/02
M20-57
TABLE 2. TRUCK STATUS & INPUTS

DISPLAY
DEFINITION
EXAMPLES
RTM Status
Truck State
1. Empty Stop
2. Empty Run
3. Loading
4. Loaded Run
5. Loaded Stop
6. Dumping
RTM D I/O
M20-58
Input States
N Brake Lock ON
n
Brake Lock OFF
Body DOWN
Body UP
Engine RUN, Oil Pressure Up
Engine OFF, Low Oil Pressure
R Terminal - Alternator Charge
R Terminal - Alternator OFF
M20007.2 3/02
Menu Functions
The typical Windows File and Edit functions apply to Scope. The file saved will be the log information file
described below. There is no online help available for Scope.
StartRTM - Initializes the real-time communications link to the PLM II.
StopRTM - Stops the real-time communications link to the PLM II.
StartLog - Begins sending real-time data to the data file started using the File Save As command.
StopLog - Stops sending real-time data to the data file started using the File Save As command.
Using Scope
1. Start Scope Payload Meter II.
2. Power the Payload Meter II System.
3. StartRTM - Start real time communications soon after the payload meter finishes its initial display of internal
settings. This display cycle is described in Displays at Start-Up.
4. The Scope window should now indicate real-time conditions. The RTM D I/O conditions show the inputs into
the Payload Meter II. The suspension pressures, inclinometer, speed, and truck status displayed are the
current readings from all sensors. This display will remain live as long as the communications connection is
maintained.
5. To create a record of the data being transmitted by the Payload Meter II, press StartLog. The program will
prompt for a file name. Once entered, Scope will begin to save data to this file.
6. Use the StopLog command to stop logging data to the file.
7. Use the StopRTM command to stop real time communications. After a period of time, the payload meter
should indicate a communications error.
Log File Information

There are several considerations to make for log files of data from the Payload Meter.
One line is written every 200ms (5 times each second). The data file can quickly become very large. File sizes of
19MB are not uncommon for one haul cycle. Check to be sure that the drive where the file is being stored has
capacity for these large files.
The column headings for Real-Time data lines are not recorded in the data file, they are:
M20007.2 3/02
M20-59
All data is comma separated and can be imported into most popular spreadsheets and data analysis programs. A
typical file looks like this:
In the sample data shown, the column marked "Type" refers to the type of data being transmitted; R is used for
Real-Time, F is used for Final Load and S is used for Swing Load.
For the swing load data line the format is Time, S, Swing Load, Predicted Load, FL, FR, RL, RR.
For a final load transmission the format is Time, F, Final Load, FL, FR, RL, RR.
Connections to Payload Meter II

Two harnesses are required to connect a PC to the Payload Meter II.
EF9159 - Connects to the back of the Payload Meter II to a panel mount connector.
EF9160 - Connects from the panel mount connector to the PC.
The connectors and pins typically used for the payload meter connection are :
Description
Part Number
Terminal
7827101440
Connector
7845253670
The Payload Meter requires 5 wire RS232 communications. Payload Meter communications connections are :
1 - RTS
M20-60
2 - Signal Ground
3 - RxD
4 - TxD
5 - CTS
M20007.2 3/02
Using Scope
Monitoring Inputs Using Scope
1. Install Scope to a laptop and connect to the payload meter using the EF9160 download harness.
2. Verify that the serial port on the laptop is available. Some programs for monitoring Palm Pilots, Pocket PCs,
etc. control the serial port and will prevent Scope from working.
3. Start Scope. The program will confirm proper setup and access the serial port. If there is no confirmation of
proper setup, verify that the applicable Scope program is being used. Scope.exe is for laptops using Comm1
for serial communications. Scopeforcomm2.exe is for laptops using Comm2 for serial communications. In
almost all cases, Scope.exe is the correct program to use.
4. Select "StartRTM" from the menu bar on the top of the screen to begin a real-time display of payload meter
inputs and status.
5. At the bottom right of the screen line "RTM D I/O= n b e r" will appear. The four letters are the status of the four
digital inputs. N=brake lock, B=body up, E=engine run, R=R terminal. Refer to Table 1. These status indicators are 'live'. Turning the brake lock ON or OFF should change the capitalization of the letter N; "N"=brake
lock ON, "n"=brake lock off.
6. Above the digital input status line is "RTM Status". This line is the payload or truck 'state'. If the truck is empty
and stopped, the status will be "01" (Empty Stop). Refer to Table 2.
7. All the "RTM" status lines indicate real-time status for that input. The pressures, incline, and speed are all 'live'
and will change as the truck moves or changes condition.
8. Confirm that the payload meter properly receives all the inputs.
9. Select "StopRTM" from the menu bar to stop the data transmission from payload meter.
Monitoring Suspension Charging Using Scope

1. Install Scope to a laptop and connect to the payload meter using the EF9160 download harness
2. Verify that the serial port on the laptop is available. Some programs for monitoring Palm Pilots, Pocket PCs,
etc. control the serial port and will prevent Scope from working.
3. Start Scope. The program will confirm proper setup and access to the serial port. If not, be sure you are using
the applicable scope program. Scope.exe is for laptops using Comm1 for serial communications.
Scopeforcomm2.exe is for laptops using Comm2 for serial communications. In almost all cases, Scope.exe is
the correct program to use.
4. Select "StartRTM" from the menu bar on the top of the screen to begin a real-time display of payload meter
inputs and status.
5. Select "StartLog" from the menu bar. The program will prompt you for a file location and file name. Store the
file on your hard drive in a place where you will be able to find it later. It is best to create a new folder on the
Windows desktop to store log files from tests.
6. Enter a file name with a ".csv" extension. For example, on truck 214 one might enter "T214.CSV" as a file
name. The ".CSV" at the end will make it easier for Excel or Lotus 123 to recognize the file format, Comma
Separated Variable, and open it properly.
7. The Scope program will write each real-time data message from the payload meter into the log file. These
messages come 5 times each second.
8. Run the truck through an entire haul cycle.
9. Stop the log file as the truck begins to drive away from the dump by selecting "StopLog" from the menu at the
top of the screen.
10. Stop real-time communications by selecting "StopRTM" from the menu bar.
M20007.2 3/02
M20-61
11. Close the Scope program

12. Start Excel or Lotus 123.
13. Graph the four suspension pressures for the haul cycle. If a long haul cycle has been recorded, there may be
more data points than your graphing program can use. The most important part of the haul cycle to analyze is
the loaded portion. It is possible to look at the truck state in the data to determine when the truck was loaded
and graph only this portion.
M20-62
M20007.2 3/02
14. Isolate suspensions that look flat. As the suspension compresses the gas, the pressures go up. If the suspension collapses completely and bottoms out making metal to metal contact, the pressure will stop rising even
though more load is added. This can be seen in the graph below. There are some spikes in the graph, but
most of the loaded portion is very flat. There are occasional lines that look like icicles hanging from the flat
line. These indicate small movements in the suspension where the metal to metal contact may lapse.This
suspension is very flat. Charge and oil the suspension according to shop manual procedure.
M20007.2 3/02
M20-63
15. A good suspension will show lots of motion as the truck drives around and the suspensions bounce around.
When the truck is loaded and running, the rear suspensions tend to move in opposite directions. When the
left pressure goes up, the right pressure will go down. This is due to the rocking motion of the rear axle as the
truck travels. Notice that there is plenty of 'noisy' motion shown in the loaded pressures. This suspension is in
good shape.
As shown in the previous examples, Scope can be used to create log files of the suspension pressure data.
Graphs of this data can give be used to determine the relative health of the suspensions.
Pressure Sensor Dummy Loads

A series of dummy loads is now available that simulate a pressure sensor input to the payload Meter. These can be
placed on the harness in place of a pressure sensor. This can be used to troubleshoot harness and connector
problems between the payload meter and suspension pressure sensors. The payload meter will read each load
within the pressure range indicated.
M20-64
Part Number
Description
EJ5366
970-1150 psi load
EJ5367
710-870 psi load
EJ5368
490-625 psi load
EJ5369
290-410 psi load
M20007.2 3/02
M20007.2 3/02
M20-65
NOTES
PORTIONS OF THIS PRODUCT RELATING TO PAYLOAD MEASURING SYSTEMS ARE

MANUFACTURED UNDER LICENSE FROM
L.G. HAGENBUCH holder of
U.S. Patent Numbers 4,831,539 and 4,839,835
M20-66
M20007.2 3/02
CAB RADIO
To operate the Radio
7. Clock - If time-of-day is not on the display, press

RCL (7).
Press and hold SET button and at the same
time press and hold TUNE until the correct
hour appears.
Press and hold SET button and at the same
time, press and hold TUNE until the correct
minute appears. (Seconds will set to 00 when
adjusting minutes.)
1. Rotate the ON-OFF control (1) clockwise to turn

the radio ON; rotate CCW (counter-clockwise) to
turn radio OFF. Rotate VOL control clockwise to
increase volume. Rotate VOL control CCW to decrease volume.
2. AM/FM or WX - Press BAND switch (2) to select
desired band. (AM/FM or optional WX* , will be
displayed depending on band choice.)
Frequency - If radio is turned on and time is being

displayed, press RCL to display frequency.
NOTE: The last station heard on each band will be

stored in memory. When switching back to that
band, it will automatically return.
* WX not available on all models.
Stereo - The radio will automatically switch to

stereo when tuned to an FM station broadcasting
stereo, and the stereo indicator light ST will be
displayed.
3. SEEK - Press SEEK / (3) to automatically

search for the next higher / lower listenable station
and stay there. It will find another station each time
that the button is pressed.
8. Balance - The left-right stereo balance is adjusted

by rotating the BALance (8) control in the corresponding direction from the detent position.
4. Manual Tuning - Press and hold TUNE button

(4) to increase frequency.
Release as the desired frequency is approached.
Press TUNE to decrease frequency.
9. Fade - Using the tab behind the BAL control, adjust

the FADE control (9) to the right to FADE toward
the rear speakers. Adjust it to the left to FADE
toward the front speakers.
5. Pushbuttons - Press one of the five pushbuttons

(5) to recall a preset station.
NOTE: BALance (8) and FADE (9) controls have a

detent position at the center for a balance of front
to rear and left to right.
6. The following procedure will set-up pushbuttons:

Locate a favorite station by using SEEK / or
the TUNE / buttons.
Press SET pushbutton (6). The station frequency
will flash 5 seconds or until set.
Press the button that is desired to be established
for that station.
The radio will now return to that frequency each
time that button is pressed and released.
NOTE: A total of fifteen stations can be preset - 5
AM, 5 FM, and 5 WX.
M27001
10. & 11. Tone

Rotate TRE control (10) towards left to decrease
treble; rotate TRE control towards right to increase
treble.
Rotate BAS control (11) to the right to increase
bass; rotate BAS control to the left to decrease
bass.
NOTE: Both controls have a detent position at the
center for a balance of treble and bass.
Cab Radio
M27-1
To Operate The Tape Player

12. Insert tape into door marked AUTO REVERSE.
Raised portion of cassette cartridge should be to
the right.
NOTE: The arrow points in the direction of tape
direction.
13. Program - Press both direction buttons (13) simultaneously. The direction arrow will change in the
graphic display and the player will change tracks.
NOAA - Weather Radio is a service of the "Voice of the

National Weather Service." It provides continuous
broadcasts of the latest weather information directly
from National Weather Service offices. Taped weather
messages are repeated every four to six minutes and
are routinely revised every one to three hours, or more
frequnetly if need be.
Most of the stations operate 24 hours daily.
Fast Forward - Viewing the arrow in the display,

press button with arrow pointing in the same
dirction to activate fast forward; press other button
lightly to cancel and return to playing speed.
Fast Reverse - Viewing the arrow in the display,
press button with arrow pointing in the opposite
direction to activate fast reverse; press other button lightly to cancel and return to speed.
14. Eject - Press EJT button (14) firmly to eject a tape.
NOTE: When tape is ejected, the radio becomes
operative. It is not necessary to eject a tape when
leaving the vehicle; a solenoid removes internal
pressure automatically.
M27-2
Cab Radio
M27001
SECTION N
OPERATORS CAB
INDEX
TRUCK CAB . . . . . . . . . . . . .
Description . . . . . . . . .
PREPARATION FOR REMOVAL
Removal . . . . . . . . . . .
Installation . . . . . . . . .
CAB DOOR . . . . . . . . . . .
Removal . . . . . . . . . . .
Installation . . . . . . . . .
Door Adjustment . . . . . .
Door Latch . . . . . . . . .
GLASS REPLACEMENT . . . .
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CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WINDSHIELD WIPER . . . . . . . . . . . . . . . . . . . . . . . . . . .
WINDSHIELD WASHER . . . . . . . . . . . . . . . . . . . . . . . . .
HEATER/AIR CONDITIONER . . . . . . . . . . . . . . . . . . . . . . .
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HEATER COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . .
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Heater Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fan Motor and Speed Control . . . . . . . . . . . . . . . . . . . .
Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HEATER/AIR CONDITIONER ASSEMBLY (Exploded Parts Illustration)
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N03011
. . N3-1
. . N3-2
. . N3-3
. . N3-3
. . N3-3
. . N3-3
. . N3-4
. . N3-4
. . N3-4
. . N3-4
. . N3-5
OPERATOR CAB AND CONTROLS . . . . . . . . . . . . . . . . . . . .

OPERATOR CAB and CONTROLS . . . . . . . . . . . . . . . . . . .
STEERING WHEEL AND CONTROLS . . . . . . . . . . . . . . .
RETARDER CONTROL LEVER . . . . . . . . . . . . . . . . . . .
SERVICE BRAKE PEDAL . . . . . . . . . . . . . . . . . . . . . .
THROTTLE PEDAL . . . . . . . . . . . . . . . . . . . . . . . . .
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . .
HEATER/AIR CONDITIONER COMPARTMENT AND CONTROLS
RETARDING CAPACITY CHART . . . . . . . . . . . . . . . . .
RADIO SPEAKERS . . . . . . . . . . . . . . . . . . . . . . . . .
"MOM" DISPLAY SCREEN . . . . . . . . . . . . . . . . . . . . .
WARNING ALARM BUZZER . . . . . . . . . . . . . . . . . . . .
CAB RADIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AIR CLEANER VACUUM GAUGES . . . . . . . . . . . . . . . .
PAYLOAD METER . . . . . . . . . . . . . . . . . . . . . . . . .
WINDSHIELD WIPERS . . . . . . . . . . . . . . . . . . . . . . .
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N01018 7/98
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Index
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N02013
. N2-1
. N2-2
. N2-2
. N2-3
. N2-4
. N2-4
. N2-4
. N2-4
. N2-4
. N2-5
N04013
. N4-1
. N4-2
. N4-3
. N4-3
. N4-3
. N4-3
. N4-4
. N4-5
. N4-6
. N4-6
. N4-6
. N4-6
. N4-6
. N4-6
. N4-6
N1-1
OPERATOR CAB AND CONTROLS (N04013 - CONTINUED)

CENTER CONSOLE STRUCTURE . . . . . . . . . .
Transmission Range Selector . . . . . . . . . .
Control Switches . . . . . . . . . . . . . . . . .
Shift Limiter Switch . . . . . . . . . . . . . . . .
F1 Start Switch . . . . . . . . . . . . . . . . . .
Hoist Control Lever . . . . . . . . . . . . . . .
Parking Brake Switch . . . . . . . . . . . . . .
Brake Lock Switch . . . . . . . . . . . . . . . .
L.H. Window Control Switch . . . . . . . . . . .
R.H. Window Control Switch . . . . . . . . . . .
Ash Tray . . . . . . . . . . . . . . . . . . . . .
Lighter . . . . . . . . . . . . . . . . . . . . . .
Passenger Seat w/Safety Belt . . . . . . . . . .
OPERATOR SEAT . . . . . . . . . . . . . . . . . . .
N1-2
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INSTRUMENT PANEL AND INDICATORS . . . . . . . . . . . . . .

INSTRUMENT PANEL AND INDICATORS . . . . . . . . . . .
Keyswitch . . . . . . . . . . . . . . . . . . . . . . . . . .
Emergency Brake Switch . . . . . . . . . . . . . . . . . .
R. H. Control/Indicator Panel (Pod) . . . . . . . . . . . . .
Center Display Panel . . . . . . . . . . . . . . . . . . . .
L. H. Control/Indicator Panel (Pod) . . . . . . . . . . . . .
Ladder Light Switch . . . . . . . . . . . . . . . . . . . . .
Headlight Switch . . . . . . . . . . . . . . . . . . . . . . .
Back Up/Deck Lights Switch . . . . . . . . . . . . . . . .
Electronic Display Switches . . . . . . . . . . . . . . . . .
R. H. CONTROL/INDICATOR PANEL (Figure 5-2) . . . . . . .
Discussion of items 1 - 10, Figure 5-2 . . . . . . . . . . . .
CENTER DISPLAY PANEL (Figure 5-3) . . . . . . . . . . . . .
L. H. CONTROL/INDICATOR PANEL (POD) (Figure 5-4) . . .
REAR OF OPERATOR CAB . . . . . . . . . . . . . . . . . . .
CUMMINS ENGINE CENTRY FUEL SYSTEM DIAGNOSTICS
Determining "FAULT" Codes . . . . . . . . . . . . . . . .
Exiting The Diagnostics Mode . . . . . . . . . . . . . . .
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. N05028
. . . N5-1
. . . N5-2
. . . N5-2
. . . N5-3
. . . N5-3
. . . N5-3
. . . N5-3
. . . N5-3
. . . N5-3
. . . N5-3
. . . N5-4
5-4 ---- 5-5
. . . N5-6
5-6 ---- 5-9
. . . N5-9
5-9----5-12
. . N5-12
. . N5-14
. . N5-14
. . N5-15
Index
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. N4-7
. N4-8
. N4-8
. N4-8
. N4-8
. N4-8
. N4-9
. N4-9
. N4-9
. N4-9
. N4-9
. N4-9
. N4-9
N4-10
N01018 7/98
TRUCK CAB
Description
The truck cab is a fully insulated design incorporating
an integral ROPS structure for maximum operator
comfort and safety. All gauges, switches, and controls
have been designed to simplify operation and are
placed within easy reach of the operator. Servicing of
cab and associated electrical systems is simplified by
use of heavy-duty connectors on the various wiring
harnesses. Hydraulic components are located outside
of the interior and are accessed through covers (2,
Figure 2-1) on the front of the cab.
DO NOT attempt to modify or repair damage to the

ROPS structure without written approval from the
manufacturer. Unauthorized repairs to the ROPS
structure will void certification. If modification or
repairs are required, contact the servicing
Komatsu Distributor.
FIGURE 2-1. CAB ASSEMBLY

1. Mounting Pad
2. Access Covers
3. Filter cover
4. Windshield Wiper Arms
N02013 4/00
5. Stop Light (Service Brakes Applied)

6. Retard Light (Retarder Applied)
7. Lifting Eye
8. Glass Bumpers (under glass)
Truck Cab
9. Left Rear Window

10. Left Front Window
11. Side Windshield Glass
N2-1
3. Open the battery disconnect switch located at the

left hand ladder.
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.
4. Disconnect hydraulic hoses routed to frame from

fittings at rear of cab under brake cabinet. (It is
not necessary to disconnect hoses attached to,
and routed under the cab.) Cap all fittings and
plug hoses to prevent contamination.
5. Disconnect wire harnesses at connectors located
under hydraulic cabinet.
Read and observe the following instructions before attempting any repairs!
Do not attempt to work in deck area until body
safety cables have been installed.
6. Remove cable and hose clamps as needed for

cab removal
Before weld repairs are performed, disconnect

all electrical harnesses.
7. Close heater shutoff valves located at the water

pump inlet housing on the right side of the engine
and at the water manifold. Disconnect heater
hoses at each valve and drain coolant into a
container.
PREPARATION
1. Reduce the engine speed to idle. Place the selector switch in NEUTRAL and apply the parking
brake. Be certain the "Parking Brake Applied"
indicator lamp in the overhead panel is illuminated.
2. Shut down the engine using the keyswitch. If, for
some reason the engine does not shut down, use
the shutdown switch on the center console.
8. Remove clamps and heater hoses from fittings

underside of deck, below heater.
3. Verify the steering accumulators have bled down

by attempting to steer.
Federal regulations prohibit venting air conditioning system refrigerants into the atmosphere. An
approved reovery/recycle station must be used to
remove the refrigerant from the air conditioning
system.
4. Bleed down the brake accumulators using the

manual bleed valves on the brake manifold.
9. If the truck is equipped with air conditioning,

evacuate the air conditioning system:
a. Attach a recycle/recovery station at the air
conditioning compressor service valves. (Refer to Heater/Air Conditioning System in Section "M" for detailed instructions.)
5. Open the battery disconnect switches.
Removal
b. Evacuate air conditioning system refrigerant.
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 be sure no press u r e r e m a i n s . I f i n s t a l l e d , o p e n t he
automatic/manual drain valve mounted below the
air tank and drain air supply.
2. Block truck securely, and open the brake accumulator bleed down valves on the accumulators
located in the cabinet mounted on the rear of the
cab. Allow sufficient time for accumulators to
bleed down completely.
N2-2
c. Remove the air conditioner system hoses

routed to the cab from the receiver/drier and
compressor. Cap hoses and fittings to prevent
contamination.
10. Attach a lifting device to the lifting eyes provided
on top of the cab.
The cab assembly weighs approximately 5000 lbs.

(2270 kg). Be sure lifting device is capable of lifting
the load.
11. Remove the capscrews and washers from each
mounting pad (1, Figure 2-1) at the corners of the
cab.
Truck Cab
N02013 4/00
12. Check for any other hoses or wiring which may

interfere with cab removal.
4. Remove caps from hydraulic hoses and tubes and

reinstall. Reinstall hose clamps as required.
13. Lift the cab assembly off the truck and move to an
area for further service.
5. Install heater hoses and clamps on fittings on

underside of cab. Connect other end of hose to
fittings at shutoff valves on engine. Open heater
shutoff valves. Connect air cleaner restriction indicator hoses.
14. Place blocking under each corner of the cab to

prevent damage to floor pan and hoses before cab
is lowered to the floor.
6. Remove caps and reinstall air conditioning system

hoses from compressor and receiver/drier.
Installation
1. Lift cab assembly and align mounting pad holes
with tapped pads. Insert at least one capscrew
and hardened washer at each of the four pads
prior to lowering cab onto the truck.
2. After cab is positioned, insert the remaining capscrews and hardened washers. (32 total). Tighten
the capscrews to 700 ft. lbs. (950 N.m) torque.
3. Route wire harnesses to the electrical connectors
on the rear corner of the cab. Align cable connector plug key with receptacle key and push plug
onto receptacle. Carefully thread retainer onto
receptacle and tighten securely. Install clamps if
removed during cab removal.
7. Refer to Heater/Air Conditioning System in Section M for detailed instructions regarding evacuation and recharging with refrigerant.
8. Close brake accumulator bleed down valves.
9. Close battery disconnect switch.
10. Service hydraulic tank and engine coolant as
required.
11. Start the engine and verify proper operation of all
controls.
12. Assure the air conditioning system is properly
recharged.
FIGURE 2-2. CAB - REAR VIEW
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Truck Cab
N2-3
CAB DOOR
Door Adjustment
The cab door assemblies are similar except for the

hinge side. Each is hinged on the rear edge with a
heavy duty hinge. For repairs on the door latches or
window controls it is usually better, but not necessary,
to remove the door from the cab and lower it to the floor
for service.
If adjustment is necessary to insure tight closure of

door, loosen striker bolt in the door jam, adjust, and
retighten.
Removal
1. If overhead space is available, raise body to allow
access to door with overhead hoist. Secure body
in raised position with safety cables.
2. Lower door glass far enough to allow insertion of
lifting sling when door is removed.
A rubber sealer strip is mounted with adhesive around

the perimeter of the door assembly to exclude dirt and
drafts. This sealer strip should be kept in good condition and replaced if it becomes torn or otherwise
damaged.
Door Jam Bolt Adjustment
Over a period of time, the door latch mechanism and
door seals may wear and allow dirt and moisture to
enter the cab. To insure proper sealing of the door
seals, the door jam bolt may need to be adjusted
periodically.
3. Remove door panel for access to power window

motor harness connector. Disconnect motor and
remove cab harness from door.
4. Remove the retainer clip and bolt clip from the
travel limiting strap.
5. Insert lifting sling through door and attach to hoist.
Remove capscrews (a swivel socket wporks best)
securing door hinge to cab and lift door from cab.
6. Place door on blocks or on a work bench to protect
the window glass and allow access to internal
components for repair.
Installation
1. Attach sling and hoist to door assembly, lift door
up to the deck and position door hinges to cab.
FIGURE 2-3. DOOR JAM BOLT ADJUSTMENT
2. Align door hinges with cab and install capscrews

securing door to cab.
1. Washer
2. Striker Bolt
3. Attach the travel limiting strap with the bolt and

clip removed previously.
4. Reconnect door harness to receptacle mounted
in the cab floor.
5. Verify proper operation of power window and door
latch adjustment.
3. Frame
4. Seal
Step A. If the door closes, but not tightly enough to give

a good seal between the seal on the door and the cab
skin:
1. Mark the washer location (1, Figure 2-3) portion
of the door jam bolt with a marker, pen, or pencil
by circumscribing the outside edge of the washer
onto the jam.
6. Install door panel.
2. Loosen the door jam bolt (2) and move straight

inwards 1/16 and retighten.
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Truck Cab
N02013 4/00
3. Hold a piece of paper such as a dollar bill between

where the door seal (4) will hit the skin of the cab
and firmly close the door ensuring that it latches
on the second catch. (The door latch mechanism
has a double catch mechanism.)
4. The door seal should firmly grip the paper all along
the top, front, and bottom edge of the door. If the
paper is loose all around, REPEAT STEP 2. If the
paper is firmly gripped, but can be removed without tearing it, open door and tighten the jam bolt
completely without affecting the adjustment.
2. Transfer the center of this opening onto the skin

of the cab nearest where the door jam 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.
5. If the paper slips out from the door seal easily

along the top and not at the bottom, the door itself
will have to be adjusted. Or if the paper slips out
easier at the bottom than at the top, the door will
have to be adjusted.
If seals are tight at bottom of door, but not at top,
place a 4 x 4 block of wood at the bottom edge of
the door, below the handle. Close the door on the
wood block and press firmly inward on the top
corner of the door. Press in one or two times, then
remove the wood block and check seal tension
again using the paper method. Seal compression
should be equal all the way around the door. If seal
is still loose at the top, repeat procedure again until
seal compression is the same all the way around.
If seal compression is greater at the top than at
the bottom of the door, place a 4 x 4 block of wood
at the top corner of the cab door. Then press firmly
inward on the lower corner of the door. Press in
one or two times, then remove the wood block and
check seal compression again. Seal compression
should be equal all the way around the door. If seal
is still loose at the bottom, repeat procedure again
until seal compression is uniform all the way
around.
FIGURE 2-4. LATCH ASSEMBLY

1. Cab
2. Striker Bolt
3. Upper Latch
4. Door
5. Lower Latch
Step B. If the door bucks back when trying to close it,

the striker bolt (2, Figure 2-4) has probably loosened
and slipped down from where the catch can engage
with the bolt.
1. Open the door and close both claws (3 & 5, Figure
2-4) on the catch until they are both fully closed.
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Truck Cab
N2-5
Door Handle Plunger Adjustment

If the door handle becomes inoperative, it can either
be adjusted or replaced. The following is a procedure
for adjusting the exterior door handle plunger.
1. Determine the amount of free play in the door
release plunger by pushing in on the plunger until
it just contacts the door release mechanism.
Measure the distance that the plunger travels
(Figure 2-5) from this position to where the
plunger is fully released.
Carefully lower the door panel a few inches. Hold

glass at top to prevent it from dropping. Slide the
door panel toward the cab to disengage the window regulator roller (Figure 2-7) from the track on
the bottom of the glass. Slide the panel away from
the cab to disengage the other top roller and lower
roller from its tracks. Place the panel out of the way
after removal.
a. Lift door glass and support at the top of the
frame.
b. Remove 2 screws (Figure 2-8) holding the roller
track to the bottom of the door glass.
3. Remove capscrew and nut from inside release
lever (1, Figure 2-14).
4. Remove the four mounting screws that holds the
latch mechanism in the door (2).
5. Remove door latch mechanism (4). Check to see
if door latch mechanism works properly by performing the following test.
a. Close latch mechanism pawls
b. Operate inside door release lever to see if
pawls open. If pawls do not open, replace
assembly.
FIGURE 2-5. MEASURING TRAVEL DISTANCE

OF PLUNGER
c. Close pawls again.
2. Remove door panel.

a. Remove hair pin clip (1, Figure 2-6) and bolt (2)
from the door check strap closest to the door.
b. Remove 2 capscrews (3), which hold the door
strap bracket to the door.
c. Disconnect wiring harness (4) to the window
regulator.
d. Open the door as far as possible in and remove
the internal door panel.
e. Before removing all door panel mounting
screws, support the panel to prevent the assembly from dropping. Remove 15 mounting
screws (5).
NOTE: Remove panel screws across the top last.
d. Press the outside door button to see if pawls

open.
e. If mechanism operates properly go on to STEP
6. If mechanism does not work properly, replace with a new door latch assembly then
continue with STEP 6.
6. Remove the mounting screws (3) from the outside
door handle. With the door handle removed, adjust the plunger counter clock wise to increase the
height of the door handle release button. Lock the
plunger capscrew with locking nut. Apply lock
tight to prevent screw from working loose.
7. Reassemble door assembly by reversing the previous steps.
NOTE: Door glass and internal door panel will drop

when door panel screws are removed.
N2-6
Truck Cab
N02013 4/00
Replace Door Glass

1. Remove hair pin clip (1, Figure 2-6) and bolt (2)
from the door check strap closes to the door.
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.
6. Carefully lower the door panel a few inches (Figure 2-7). Hold glass at top to prevent it from
dropping. Slide the door panel toward the cab to
disengage the window regulator roller from the
track on the bottom of the glass. Then slide the
panel away from the cab to disengage the other
top roller and the lower roller from their tracks.
Place the panel out of the way after removal.
1. Hair Pin Clip

2. Door Strap Bolt
3. Strap Bracket
FIGURE 2-6.
4. Wiring Harness
5. Panel Screws
6. Window Regulator
Mounting Screw
2. Remove 2 M8X12 capscrews (3), which hold the

door strap bracket to the door.
3. Disconnect wiring harness (4) to the window
regulator.
4. Open the door as far as possible in order to
remove the internal door panel.
FIGURE 2-7.
Door glass and internal door panel will drop when

door panel screws are removed.
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Truck Cab
N2-7
7. Remove 2 screws (Figure 2-8) holding the roller

track to the bottom of the door glass.
FIGURE 2-8.
1. Screws
8. Support glass in door frame as shown (1, Figure
2-9). Remove screws (2) that hold the adapter for
the window regulator track.
FIGURE 2-10.
2. Rubber Felt Insert
Remove the screw at the lower end of the window

channels. It is necessary to pull the rubber felt insert
(2, Figure 2-10) out of the channel in order to be able
to remove the screws.
9. Remove the trim material covering the screws
holding the window frame to the door. Remove
screws (1, Figure 2-11) holding window frame to
the door.
Note: Screws along the bottom of window frame may
be shorter than along the top and sides.
1. Support Block
FIGURE 2-9.
2. Screws
FIGURE 2-11.
1. Screws
Lift door glass up in the frame (1, Figure 2-12) so that
it is near the top. Holding the glass in place, tilt frame
out at the top. Lift frame and glass straight up and out
of door.
N2-8
Truck Cab
N02013 4/00
Bracket (2, Figure 2-9) at bottom of glass must clear

the door frame, if still on glass.
FIGURE 2-13.
1. "L" Shaped Brackets
FIGURE 2-12.
1. Window Frame
2. Window Bracket
10. Move window glass and frame to an area where
the glass can be removed. Slide the glass down
and out of the window channels.
11. Before installing new window glass, first inspect
the window frame. In each corner there is an "L"
shaped bracket with 2 screws in it to hold the
corners of the frame together. Check the screws
(1, Figure 2-13) to be sure they are tight. Also be
sure the rubber felt insert in the window channels
is in good condition. Replace, if necessary.
12. Slide the new window glass into the window frame
glass channels. Move the glass to the top of the
frame.
Be sure the one channel (5, Figure 2-14) which is next

to the door latch passes to the inside of the latch
assembly (4).
14. Lower glass in frame and support it as seen in
Figure 2-9.
15. Reinstall window frame screws which holds it to
the door frame.
Screws along the bottom of 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
g l a s s f r o m b e i n g s c r a t c h e d o r c r ac k e d.
See Figure 2-11.
13. Lift window frame, holding glass at the top of the

frame, and lower the assembly into the door.
16. Install trim material over the top of screws that
holds the window frame to the door. Use a flat
blade screwdriver to assist with installing the trim
material. See Figure 2-15. Be careful not to cut the
retainer lip on the trim material.
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Truck Cab
N2-9
FIGURE 2-14.
1. Capscrew & Nut
3. Mounting Screw 2. Mounting Screws Outside Door Handle
Latch
4. Latch Assembly
5. Window Frame
FIGURE 2-15.
21. Lift door panel, regulator and glass up to align
screw holes in the panel with holes in door frame.
Install screws that retain panel to door frame.
17. Install the 2 screws removed in step 8. Be sure the

rubber felt insert is back in place after installing the
screws.
22. Hook-up electrical connector for the window regulator. Install the two cap screws that hold the door
strap bracket to the door frame.
18. Reinstall window regulator track bracket as seen

in Figure 2-7. Be sure nylon bushings and gaskets
are installed properly to prevent damage to the
glass.
23. Align door check strap opening with holes in the

bracket and install bolt. Install the hair pin clip. See
Figure 2-6.
19. Lift window glass in frame and install window

regulator roller track to bracket installed in step 18.
See Figure 2-8.
20. Holding window glass as seen in Figure 2-9 (a few
inches from the top.) install lower and upper regulator rollers in their tracks. Start by moving door
panel (with window regulator) away from 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.
N2-10
Truck Cab
N02013 4/00
Replace Door Window Regulator
Replace Door Handle or Latch Assembly
1. Follow steps 1-6 procedure for door glass replacement.

2. Move inner panel assembly to a work area to
enable replacement of the window regulator.
Remove 4 mounting screws. See 6, Figure 2-6.
3. Replacing Window Regulator Motor, or Window
Regulator Assembly:
The cab doors are equipped with serviceable latch

handle assemblies (inner and outer). If they become
inoperative, they should be replaced by a new assembly. The outer latch handle assembly on each door is
furnished with a key-operated lock to enable the operator to lock the truck cab while the truck is parked
unattended.
a. If replacing the motor assembly of the window

regulator, be sure 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.
Be sure the motor mounting screws are tight.
b. If replacing the window regulator assembly, the
new regulator should be in the "UP" position
before being mounted.
4. Mount window regulator to the inner panel with
the 4 mounting screws removed in step 2.
Be sure screws are tight.
5. Refer to door glass replace procedure and follow
steps 20-23 to complete replacement.
1. Follow steps 1-6 procedure for door glass replacement.

2. Refer to Figure 2-14. Remove capscrew and nut
(1) from inside door handle.
3. Remove 4 mounting screws (2) for the latch.
Remove old latch assembly.
* If replacing the latch assembly go to step 5.
4. If replacing the outside door handle, remove 3
screws holding handle to door panel (3, Figure
2-14).
Note: Only 1 screw is shown, the other 2 are
behind the latch assembly.
5. Install new latch assembly and align mounting
holes. Install 4 mounting screws.
Be sure they are tight.
6. Align inside door handle and install capscrew and
nut (3 Figure 2-14).
7. Follow steps 20-23 of the door glass replacement
procedure to complete the repair.
N02013 4/00
Truck Cab
N2-11
Door and Door Hinge Seal Replacement

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 the door frame (3, Figure
2-16).
4. The Door Hinge Seal is glued to the hinge.
Use the same procedure as above for this seal
(2, Figure 2-17).
FIGURE 2-16.
1. Door Opening Seal
3. Door Assembly Seal
Door Opening Seal
Removal
1. Starting at the lower center of the door opening,
pull up on one end of the seal. Seal should pull
loose from the cab opening lip. Pull seal loose all
the way around the opening (1, Figures 2-16 &
2-17).
2. Inspect cab opening lip for damage, dirt, or oil.
Repair or clean cab opening as necessary.
Remove dirt, old sealant etc. Be certain perimeter
of opening is clean and free of burrs, etc.
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.
Be sure that the seal fits tight in corners.
A soft face tool may be used to work the seal up
into the corners.
2. Continue going all the around the opening. When
the ends of the seal meet at the starting 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.
FIGURE 2-17.
1. Door Opening Seal
2. DoorHinge Seal
3. Fit both ends so that they meet squarely, then

while holding ends together, push them firmly into
the center of the opening.
N2-12
Truck Cab
N02013 4/00
3. Carefully clean and remove all broken glass chips

from any remaining window adhesive.
The surface should be smooth and even.
GLASS REPLACEMENT
ADHESIVE-BONDED WINDOWS
NOTE: Removal of all old ahesive is not required;

just enough to provide an even bedding base.
Recommended Tools/Supplies
Pneumatic knife,
or a piano wire type cutting device
4. Apply 4 to 6 SM2897 glass installation bumpers

(8), equally spaced around the previously marked
glass perimeter, approximately 0.75 in (19 mm)
inboard from where the edge of the glass will be
when installed.
Heavy protective gloves

Safety eyeglass goggles
Glazing adhesive* & application gun
*NOTE:
SikaTack-Plus Booster adhesive is advertised
to achieve full cure in two (2) hours, is not climate
dependent, does not require black glass primers,
can be applied with a standard gun, and meets
FMVSS 212/208 in one (1) hour.
Sika Corporation
22211 Telegraph Road,
Southfield, MI 48034
If another adhesive is used, be certain to follow
all the manufacturers instructions for use, including full allowances for proper curing time.
SM2897 glass installation bumpers
(4 - 6 per glass piece)
5. Clean the glass and prepare the black primer coat

according to the adhesive suppliers instructions.
6. Apply a continuous even bead of the glazing
adhesive (approximately 0.38 in./10 mm dia.) to
the cab skin at a line 0.50 - 0.63 in. (13 - 16 mm)
inboard from the previously marked final location
of the glass edge (when applied to the cab).
NOTE: Be careful not to place this bead too far
inboard, as it will make any future replacement
more difficult.
7. Carefully locate the glass in place with the black
masking side towards the adhesive. Carefully
press firmly, but not abruptly, into place.
8. Using a wooden prop and furnace/duct tape, hold
the glass in place, at least one (1) full hour before
moving the vehicle. Otherwise, vibration will
weaken the bond.
Window glass (Refer to Parts Catalog)
Replacement Procedure
The first concern with all glass replacement is
SAFETY! Wear heavy protective gloves and safety
eyeglass goggles when working with glass.
1. Using a permanent marker, mark all the edges of
the glass to be replaced on the cab skin
(all windows, except the front windshield piece,
rear cab window, and door windows).
All edges must be marked in order to apply the
adhesive properly.
NOTE: If SikaTack-Plus Booster adhesive is not

used, be certain to follow all the adhesive manufacturers instructions for use, including full allowances for proper curing time.
The curing time may be much longer than the one
(1) full hour mentioned above.
The glass locating edges are as follows:

a. Left rear side glass (8, Figure 2-1); mark the
front and bottom edge locations.
b. Front left & right side glass (9); mark the rear
and bottom edge locations.
2. Using either a pneumatic knife, or a piano wire
type cutting device, carefully remove all of the
remaining glued-on glass.
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Truck Cab
N2-13
WINDSHIELD & REAR GLASS
Installation
Two people are required to remove and install the

windshield and rear glass. One inside the cab, and the
other on the outside.
1. If the weatherstrip material previously removed is

broken, weathered, or damaged in any way, use
new rubber weatherstrip material.
Special tools are available from local tool suppliers that

are helpful in removing and installing automotive glass.
NOTE: Using a non-oily rubber lubricant on the

weatherstrip material and cab opening, will make
the following installation easier:
a. Install the weatherstrip around the opening in
the cab for the glass. Start at the lower center
of the cab opening and press the weatherstrip
over the edge of the opening (3 & 4, Figure
2-18).
Removal
1. Lift windshield wiper arms out of the way if windshield is to be replaced.
2. Starting at the lower center of the glass, pull the
glass weatherstrip locking lip out (2, Figure 2-18).
Use a non-oily rubber lubricant and a screwdriver
to to release the locking lip.
b. Continue installing weatherstrip while going all

the around the opening. When the ends of the
weatherstrip meet at the starting lower center
of the cab opening, there must be 0.5 in. of
overlapping material.
3. Remove glass from weatherstrip by pushing out

from inside the cab.
NOTE: The ends of the weatherstrip material

need to be square-cut to assure a proper fit.
4. Clean weatherstrip grooves of dirt, sealant etc. Be

certain perimeter of cab glass opening is clean
and free of burrs etc.
c. Lift both ends so that they meet squarely, then

while holding 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.
a. Lower the glass into the groove along the
bottom of the opening (1 & 4, Figure 2-18).
Note: Two persons should be used for the
following installation:
b. Have one person on the outside of the cab push
in on glass against opening, while the person
inside uses a soft flat tool (plastic knife) and
goes around the glass to work the weatherstrip
over the edge of the glass.
3. After the glass is in place, go around the weatherstrip and push in on the locking lip to secure the
glass in the weatherstrip (2, Figure 2-18).
1. Glass
2. Locking Lip
N2-14
FIGURE 2-18.
3. Sheet Metal
4. Weatherstrip Material
4. If windshield was being replaced, lower windshield

wiper arms/blades back to the glass.
Truck Cab
N02013 4/00
CAB COMPONENTS
WINDSHIELD WIPER
The windshield wipers are operated by a 24 volt electric motor. The wiper can be adjusted for a variable
intermittent delay or a constant low or high speed by
the switch mounted on the instrument panel.
Motor Removal
Motor Installation
1. Align motor mounting holes with cab bracket.
2. Install mounting screws and washers. Tighten
mounting screws to 16 ft. lbs (22 N.m) torque.
1. Lower the access panel (1, Figure 3-1) above the

windshield (3).
3. Align linkage with motor output shaft arm and push

onto retainer. Rotate retainer clockwise until
locked in place.
2. Disconnect motor wiring at the connector.
4. Reconnect motor to cab harness connector.
3. Remove linkage from output shaft retainer (4) by

rotating retainer counterclockwise.
5. Verify proper operation of wipers.
4. Remove screws attaching motor to mounting

bracket and remove motor assembly.
Wiper Arm and Shaft Replacement

Removal
1. Lift wiper arm cover (1, Figure 3-2) and remove
arm retaining nut (2) and spring washer (3).
2. Remove hose. Note position of arm and remove
arm.
3. Remove cap (4), nut (6) and washer (7) from pivot.
4. Remove linkage by releasing retainer (8) (turn
counterclockwise) and removing.
FIGURE 3-1. WINDSHIELD WIPER

INSTALLATION
1. Access Panel
2. Wiper Motor Assembly
N03011 7/98
3. Windshield
4. Retainer
FIGURE 3-2. WIPER ARM DETAIL

1. Wiper Arm
5. Pivot shaft
2. Nut
6. Nut
3. Spring Washer
7. Washer
4. Cap
8. Retainer
Cab Components
N3-1
Installation
1. Insert wiper arm pivot shaft (5, Figure 3-2) through
hole in windshield frame and install nut (6) and
washer (7).
2. Install cap (4). Attach linkage to pivot arm by
pressing over retainer (8) and turning retainer
clockwise until locked.
3. Install wiper arm (1) in location noted during
removal and install spring washer (3) and retaining nut (2). Tighten nut to 13 ft. lbs. (17 N.m)
torque.
4. Connect windshield washer hose.
5. Install access panel machine screws.
6. Verify proper operation and arc of wiper arm.
Reposition arm on pivot splines if blade contacts
windshield weatherstrip.
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 3-3) with
a 24 volt electric pump (2).
The washer is controlled by the windshield wiper
switch mounted on the instrument panel and is activated by pressing the knob. 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 3-3. WINDSHIELD WASHER FLUID

RESERVOIR AND PUMP
1. Reservoir
2. Pump
N3-2
Cab Components
3. Outlet Hose
4. Filler Cap
N03011 7/98
HEATER/AIR CONDITIONER
HEATER COMPONENTS
The heater assembly incorporates all the controls necessary for regulating the cab interior temperature;
heated air during cold weather operation, outside air
during mild temperatures and cooled, de-humidified air
during warm weather operation if the optional air conditioning system is installed.
NOTE: Figures 3-4 and 3-5 illustrate both the heater

system and air conditioning system parts contained in
the cab mounted enclosure. Refer to Section M for
additional information regarding air conditioning system components, maintenance and repair.
The following information primarily describes the

heater system. Refer to Section M, Air Conditioning
System for detailed information concerning the complete air conditioning system operation, repair, and
system recharging instructions.
OPERATION
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.
CIRCUIT BREAKERS
Before attempting to troubleshoot the electrical circuit
in the heater enclosure, turn key switch ON and verify
circuit breaker CB31 (located on Power Distribution
Module behind operators seat) and the internal heater
circuit breaker have not opened by verifying +24VDC
is present on the junction block (24, Figure 3-5).
An engine driven freon compressor passes air conditioning system 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.
FIGURE 3-4. CAB HEATER/AIR
CONDITIONER COMPONENTS
1. Enclosure
2. Heater Control Module
3. Water Control Valve
4. A/C Freon Hoses
5. Water Outlet (To Engine)
6. Water Inlet (From Engine Water Pump)
7. Evaporator Coil
8. Heater Coil
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Cab Components
N3-3
HEATER COIL
Test
The heater coil (12, Figure 3-5) receives coolant

through the water control valve (44) when HEAT is
selected. If the selection control (19) is placed in
between the red and blue area, or turned counterclockwise to the blue area, coolant flow should be blocked.
Visually inspect the flapper (8, 26, or 31) and linkage

for the function being diagnosed. Make certain the
flapper is not binding or obstructed, preventing movement from one mode to the other.
If the heater control module (43) and water valve

appear to be working properly, yet no heat is apparent
in the heater coil (12), the coil may be restricted.
Remove and clean or replace the coil.
Verify voltage is present at the actuator when the

toggle switch is closed or absent when the toggle
switch is opened.
If voltage is proper, disconnect actuator from flapper
and verify actuator force is comparable to a known
(new) actuator. If not, replace with a new actuator.
FAN MOTOR AND SPEED CONTROL

Fan speed is controlled by inserting resistor(s) (29 &
30) 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.
At low speed, 3 resistors are used, at medium speed,
1 resistor is used, and for high speed, the full +24VDC
is supplied to the blower motor, bypassing all resistors.
Test
If the motor (39) does not operate at any of the speed
selections, verify battery voltage is available at the
circuit breakers (refer to electrical schematic, 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.
FILTER
Service
Inlet filters (6) in the heater cover and the cab access
panel need periodic cleaning to prevent restrictions in
air circulation. 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.
AIR CONDITIONER COMPONENTS

Components installed in the heater housing, unique to
the air conditioner system, are discussed in Section M,
Air Conditioning System .
ACTUATORS
Three (3) linear actuators (22, Figure 3-5) are installed
inside the heater housing and are used to actuate the
flappers for the following:
Defroster outlet
Bi-level or floor outlets
Inside or outside air selection
A failure to switch one of the above modes of operation
may be caused by a faulty actuator.
N3-4
Cab Components
N03011 7/98
FIGURE 3-5. HEATER/AIR CONDITIONER ASSEMBLY

1. Casing
16. Control Plate
30. Resistor, 24 volt
2. Cover
17. Blower Switch
31. Defroster Flapper
3. Louver
18. Toggle Switch
32. Grommet
4. Adaptor
19. Selection Control
33. Electrical Box Cover
5. Filter Grille
20. Thermostat
34. Blower Mount
6. Air Filter
21. Hose
35. Blower Assembly
7. Filter Holder
22. Actuator
36. Blower Housing
8. Fresh Air Flapper
23. Flapper Bracket
37. Blower Wheel
9. Evaporator Coil
24. Junction Block
38. Venturi
10. Block Valve
25. Relay
39. Blower Motor
11. O-Ring
26. Bi-level Flapper
40. Motor Mount
12. Heater Coil
27. Flapper Bracket
41. Cover Plate
13. Screw
28. Circuit Breaker
42. Wiring Harness
14. Knob
29. Resistor, 12 Volt
43. Heater Control Module
15. Label Overlay
44. Water Control Valve
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Cab Components
N3-5
NOTES
N3-6
Cab Components
N03011 7/98
OPERATOR CAB AND CONTROLS
FIGURE 4-1. CAB INTERIOR - OPERATOR VIEW

1. Steering Wheel
6. Heater/Air Conditioner Controls 13. PMC Interface Connector
2. Retarder Control Lever
7. Heater/Air Conditioner Vents
14. Air Cleaner Vacuum Gauges
3. Service Brake Pedal
8. Retarding Capacity Chart
15. Payload Meter II
4.Throttle/Accellerator Pedal
9. Radio Speakers
16. Windshield Wipers
5.Instrument Panel, with Center
10. MOM Display Screen
17. Sun Visors
Electronic Display Panel, and
11. Warning Alarm Buzzer
L.H & R.H. Control/Indicator Pods 12. Radio, AM/FM Stereo, Cassette (Option)
N04013 12/01
Operator Cab and Controls
N4-1
STEERING WHEEL AND CONTROLS

The steering wheel (1, Figure 4-2) will telescope in
and out and adjust through a tilt angle to provide a
comfortable wheel position for most operators.
HORN BUTTON
The horn (2, Figure 4-2) is actuated by pushing the
button in the center of the steering wheel. Operation of
the horn should be verified before moving the truck.
Observe all local safety rules regarding the use of the
horn as a warning signal device before starting engine
and moving the vehicle.
TELESCOPE LOCK RING
The Telescope Lock Ring (3, Figure 4-2) around the
horn button locks/unlocks the telescoping function of
the steering column. Rotating the ring 90- 180counterclockwise (L.H. rotation), releases the column to
move in or out. Rotating the ring clockwise (R.H.
rotation), locks the column in the adjusted position.
FIGURE 4-2. STEERING WHEEL AND CONTROLS

1. Steering Wheel
4. Tilt Wheel Lever
2. Horn
5. Turn Signal Lever
3. Telescope Lock Ring 6. Retarder Control Lever
Windshield Wiper / Washer Control
TILT WHEEL LEVER

Adjust the tilt of the steering wheel by pulling the tilt
adjustment lever (4, Figure 4-2) toward the steering
wheel and moving the wheel to the desired angle.
Releasing the lever will lock the wheel in the desired
location.
The Windshield Wiper Control is used to activate the

wiper blades and washer system.
This control is on the Turn Signal Lever and has three
wiper speed settings and a washer control:
TURN SIGNAL / HEADLIGHT DIMMER

The Turn Signal Lever (5, Figure 4-2) is used to activate
turn signal lights and to select either high or low headlight beams.
Move the lever upward to signal a turn
to the right.
Rotate the knob on the end of the lever clockwise

(from OFF position) to activate the various speed
selections.
OFF:
An indicator in the top, center of the instrument

display panel will illuminate to indicate turn direction selected.
Refer to INSTRUMENT PANEL & INDICATOR
LIGHTS.
Move the lever downward to signal a
turn to the left.
Wipers operate at Intermittent speed.

Wipers operate at Low speed.
Wipers operate at High speed.
Moving the lever toward the steering wheel will

change the High/Low Headlight beam.
When high beams are selected, the
indicator in the top, center of the instrument display panel will illuminate.
N4-2
Wipers are Off.
Grasp control knob and

push in (toward steering
column) to spray washer
liquid onto windshield.
N04013 12/01
RETARDER CONTROL LEVER

The Retarder Control Lever (6, Figure 4-2) is mounted
on the right side of the steering column. It can be used
to modulate the full range of retarding/braking effort
being applied to both the front and rear oil disc brakes.
Any application of the retarder lever will cause an
indicator light to illuminate in the L.H. instrument
panel/pod (Refer to Instrument Panel And Indicator
Lights).
a. When the lever is rotated to full Up (counterclockwise) position, it is in the Off/No Retard
position.
b. When the lever is rotated to full Down (clockwise) position, it is in the full On/Retard position.
c. For long downhill hauls, the lever may be positioned anywhere to provide a desired retarding
effort, and it will remain where it is positioned.
NOTE:
When retarding is completed, and acceleration is
resumed, be sure to return the lever to the full
Up (counterclockwise/"Off/No Retard") position, to prevent rapid wear to brake discs and/or
overheating of the brake cooling system.
The Retarder Lever and foot-operated Service Brake
pedal can be used simultaneously or independently.
The Retard Control Module (RCM) will determine which
device is requesting the most retarding/braking effort
and apply that amount.
ACCELERATOR (THROTTLE) PEDAL

The Accelerator Pedal (Throttle) Pedal (4, Figure 4-1)
is a foot-operated pedal which allows the operator to
control engine RPM, depending on pedal depression.
The foot-operated treadle pedal contains an electronic
sensor which sends signals to the Cummins Engine
Centry fuel control system.The movement of the fuel
governor control arm corresponds directly to the travel
of the treadle pedal as it is applied by the operator.
When the pedal is released, springs return the control
arm and the pedal to their rest position and the
engine speed returns to low idle.
INSTRUMENT PANEL
The Instrument Panel (5, Figure 4-1) includes a Center
Electronic Display Panel, and L.H & R.H. Panels/Pods
which contain a variety of switches and indicators.
SERVICE BRAKE PEDAL

The Service Brake Pedal (3, Figure 4-1) is a single
function, foot-operated pedal which controls and
modulates service brake pressure directly through a
hydraulic valve.
Refer to INSTRUMENT PANEL AND INDICATOR

LIGHTS later in this Section, for a detailed description
of the function and location of each of these components.
When the pedal is partially depressed, an indicator light

in the L.H. instrument panel pod (Refer to Instrument
Panel And Indicator Lights) will illuminate. As the pedal
is further depressed, the service brakes are actuated
(a slight increase in pedal resistance will be felt )
through a hydraulic valve, which modulates pressure
to the service brakes. Completely depressing the pedal
causes full application of both the front and rear oil disc
service brakes.
The Grade/Speed Chart (8, Figure 4-1) should always
be followed to determine MAXIMUM safe truck speeds
for descending various grades with a loaded truck.
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N4-3
HEATER / AIR CONDITIONER

COMPARTMENT AND CONTROLS
The heater/air conditioner compartment contains the
heater/air conditioner controls (6, Figure 4-1) and
some of the heater/air conditioner components, such
as the blower motor assembly and the heater coils.
Optimum cab air climate can be selected by using the
following controls in various combinations.
OUTSIDE/INSIDE AIR CONTROL SWITCH

The outside/inside air control switch (5, Figure 4-3)
allows either outside or inside air to be circulated
through the cab heater assembly.
Moving the switch Up directs outside air to be circulated through the
heater assembly and through the
cab.
DEFROSTER VENT CONTROL SWITCH

The defroster control switch (1, Figure 4-3) directs heated air for windshield defrosting. Down position
of the toggle switch is OFF. Up
position of the toggle switch is On.
HEAT VENT CONTROL SWITCH
Moving the switch Down directs

inside air to be recirculated through
the heater assembly.
SELECTION CONTROL SWITCH
The heater control (2, Figure 4-3)

directs heated air to the cab floor for
heating of the cab.
Down position of the toggle switch
is OFF. Up position of the toggle
switch is On.
FAN CONTROL KNOB
The Selection Control Switch (6, Figure 4-3) is provided

for the operator to select a comfortable temperature.
Rotating the knob counter-clockwise (blue arrow)
will select cooler temperatures. The full counterclockwise position is the coldest air setting.
Rotating the knob clockwise (red arrow) will select
warmer temperatures. The full clockwise position
is the warmest heater setting.
The fan control knob (3, Figure 4-3)

is provided to control the cab air fan
motor. The fan motor is a 3-speed
motor (low, medium and high).
Speeds are selected by rotating the
control knob clockwise to the desired position.
Off is full counter-clockwise position.
AIR CONDITIONER CONTROL KNOB

The Air Conditioner control knob (4,
Figure 4-3) controls the air conditioner to cool the cab air. Cooler
temperatures are selected by rotating the control knob clockwise to
the desired temperature. Full clockwise position is coldest setting.
Off is full counter-clockwise position.
FIGURE 4-3. A/C & HEATER CONTROLS
N4-4
N04013 12/01
HEATER/AIR CONDITIONER VENTS
RETARDING CAPACITY CHART
The heater/air conditioner vents (7, Figure 4-1) may be

rotated 360. There are three in the Heater/Air Conditioner Compartment (shown below), four vents across
the top of the panel, and one each in the R.H. & L.H.
instrument panel pods. Air flow through the vents is
controlled by manually opening/closing or turning the
louvers.
The Retarding Capacity chart (8, Figure 4-1 & shown

below) provides the recommended MAXIMUM truck
speeds for descending various grades with a fully
loaded truck.
RETARDING CAPACITY CHART

The operator should reference the Retarding Capacity
chart before descending any grade with a loaded truck.
Proper selection of road grade, truck speed, transmission gear range, and use of the retarder lever and/or
brake pedal are required to maintain a safe speed.
Refer to OPERATING INSTRUCTIONS, Retarder Operation, in the Operation and Maintenance Manual.
DO NOT exceed these recommended MAXIMUM
speeds when descending grades with a loaded
truck.
Customer specified options may cause this decal to
change: ALWAYS refer to the Retarding Capacity
chart in the operators cab, and follow the recommendations there for safe truck operation.
N04013 12/01
N4-5
RADIO SPEAKERS
AIR CLEANER VACUUM GAUGES
Radio Speakers (9, Figure 4-1) for the AM/FM Stereo

radio are located at the far left and right of the overhead
panel.
The air cleaner vacuum gauges (14,

Figure 4-1) provide a continuous
reading of maximum air cleaner restriction reached during operation.
The air cleaner(s) should be serviced when the gauge(s) shows the
following maximum recommended
restriction:
MOM DISPLAY SCREEN

This panel (10, Figure 4-1) contains an electronic display to provide the operator or service technician with
important messages concerning selected truck functions.
Refer to ELECTRONIC DISPLAYS AND MESSAGES
Section, for a detailed description of the messages
provided and the functions monitored by this display.
Cummins Engine: . . . 25 inches of H2O Vacuum.

NOTE: After service, push the reset pin on the face of
the gauge to allow the gauge to return to zero.
PAYLOAD METER
WARNING ALARM BUZZER
This alarm (11, Figure 4-1) will sound when activated
by any one of several truck functions.
Refer to INSTRUMENT PANEL AND INDICATOR
LIGHTS, for a detailed description of functions and
indicators that will activate this alarm.
The Payload Meter (15, Figure 4-1) is used to provide

management with operational data such as tonnage
hauled and cycle times. Refer to Section M, Optional
Equipment, for a more complete description of the
payload meter and its functions.
WINDSHIELD WIPERS
CAB RADIO (OPTIONAL)
This panel will normally contain an AM/FM Stereo radio
(12, Figure 4-1).
Refer to Section M, Optional Equipment, for a more
complete description of the radio and its functions.
Individual customers may use this area for other purposes, such as a two-way communications radio.
N4-6
The windshield wipers (16, Figure 4-1) are powered by

an electric motor. Refer to TURN SIGNAL / HEADLIGHT DIMMER LEVER, for a description of the windshield wiper and washer controls.
N04013 12/01
CENTER CONSOLE STRUCTURE

The Center Console (1, Figure 4-4) located to the right
of the operator seat, is a housing structure which
provides a mounting surface for certain operator controls and a passenger seat.
The housing below the passenger seat provides an

easy access to various control components (relays,
solenoids, valves, etc.) for the service technican.
Refer to the Section D, 24VDC Electric System, for
descriptions and service for these devices.
FIGURE 4-4. CENTER CONSOLE

1. Center Console Structure
2. Transmission Range Selector
3. Shift Limit Switch
4. F1" Start Switch
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6. Parking Brake Switch

7. Brake Lock Switch
8. L.H. Window Control Switch
9. R.H. Window Control Switch
10. Ash Tray

11. Cigar/Cigarette Lighter
12. Passenger Seat Belt
13. Passenger Seat
N4-7
Transmission Range Selector (2, Figure 4-4)
Control Switches (3, 4, 6, & 7, Figure 4-4)
The Transmission Range Selector is mounted to the

right of the operators seat.
These switches are simple Rocker-type switches

which turn functions On and Off.
The Transmission Range Selector has seven positions

(R, N, D, 5, 4, 3, and L). When moving the range selector
lever from N to R, or from D to 5, press the lock
button on the end of the handle before moving the
selector lever.
R - REVERSE position - is used to move the truck
backwards. Bring truck to a complete stop before
shifting from DRIVE to REVERSE or vice-versa. The
Reverse Warning Horn is activated when REVERSE
position is selected.
"ON"
"OFF"
The On and Off positions are maked with

these symbols.
Shift Limiter Switch (3, Figure 4-4)
N - NEUTRAL position - is used when starting the

engine, during loading operations and parking the
truck with engine running. The truck cannot be started
unless the range selector is in the N - NEUTRAL
position.
D - DRIVE position - When starting from a stopped
position, the transmission will shift automatically to
second gear (except if the "F1" Switch is in the "On"
position). As the truck ground speed increases, the
transmission will automatically upshift through each
gear to seventh gear operation (except if the "Shift Limit
Switch" is in the "On" position). As the truck ground
speed slows down, the transmission will automatically
down shift to the correct gear for grade/load/engine
conditions.
This switch is used to limit the highest

speed range when the transmission shift
lever is in D or L Ranges.
On/Off Range
On
Off
Range - F2 F6
Range - F1
Range - F2 F7
Range - F1 F2
F1 Start Switch (4, Figure 4-4)
5, 4, 3" positions - Road and load conditions sometimes make it desirable to limit the automatic up-shifting to a lower range. These positions provide more
effective retarding on grades. When the range selector
is placed in any one of these positions, the transmission will not shift above the highest gear range selected. It will also down-shift to first range when
required by grade/load/engine conditions.
When this switch is "On" and the transmission shift lever is in the "D" position, the
transmission will start out in F1". When
this switch is Off" and the transmission
shift lever is in the "D" position, the transmission will start out in F2". For all other
shift lever positions (L, F2, F3, F4, F5) the
transmission will always start out using
the "F1" gear, regardless if the "F1" switch
is "On" or "Off".
When conditions permit, select position D for normal

operation.
L - LOW position - Use this range position when
maneuvering in tight spaces and when pulling through
mud or deep snow. Use this range position also when
driving up and down steep grades where maximum
driving power or maximum retarding is required.
Range(s) Attainable
Hoist Control Lever (5, Figure 4-4)

The hoist control is a four-function, three-position,
hand-operated lever located between the operator seat
and the Center Console.
Refer to OPERATING INSTRUCTIONS, DUMPING in
the Operation and Maintenance Manual for more complete details concerning this control.
N4-8
N04013 12/01
Parking Brake Switch (6, Figure 4-4)

When this switch is in the On position,
the parking brake is applied.
When this switch is in the Off position,
the parking brake is released.
The Parking Brake is spring applied and hydraulically
released. It will hold a stationary truck when the engine
is stopped and the keyswitch is in the Off position.
DO NOT apply the parking brake while the truck is
in motion. Damage to the Park Brake components
may occur.
L.H. Window Control Switch

(8, Figure 4-4)
This control switch is spring-loaded to the
center, OFF, position. Pushing the front of
the switch raises the left side cab window.
Pushing the rear of the switch lowers the
window.
R.H. Window Control Switch
(9, Figure 4-4)
When the keyswitch is On and the Parking Brake

Switch is applied, an indicator light in the L.H. panel
pod will illuminate.
This control switch is spring-loaded to the

center, OFF, position. Pushing the front of
the switch raises the right side cab window.
Pushing the rear of the switch lowers the
window.
Brake Lock Switch (7, Figure 4-4)
Ash Tray (10, Figure 4-4)
When this switch is in the On position,

the Brake Lock is applied.
When this switch is in the Off position,
the Brake Lock is released.
The Brake Lock 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, select a loading
area with as level a surface as possible. When truck is
completely stopped and in loading position, apply the
brake lock by pressing the rocker switch toward the
On symbol. To release, press the rocker switch toward the Offsymbol.
The Ash Tray is used for extinguishing and depositing

smoking materials. DO NOT use for flammable materials, such as paper wrappers, etc.
Be certain that all fire ash is extinguished!
Lighter (11, Figure 4-4)
The LIGHTER may be used for lighting cigars/cigarettes.
Always use CAUTION with smoking materials!.
This socket may also be used for a 12 VDC power
supply.
Passenger Seat w/Safety Belt (12 & 13, Figure 4-4)

The Passenger Seat (13) is mounted on top of the right
hand portion of the Center Console structure.
Use at shovel and dump only to hold truck truck in
position.
Any passenger riding in the truck, must use the seat

belt (12) whenever the truck is being operated.
Do not use this switch to stop truck, unless footoperated brake valve is inoperative. Use of this
switch applies rear oil disc service brakes at full,
unmodulated pressure!
The area beneath the passenger seat provides a cabinet for various 24 VDC electrical components. Consult
the Service Manual for service involving any of these
components.
Do not use brake lock for parking. With engine

stopped, hydraulic pressure will bleed down, allowing brakes to release!
N04013 12/01
N4-9
OPERATOR SEAT
The operators seat provides a fully adjustable cushioned ride for the drivers comfort and ease of operation.
Adjustment
The following adjustments must be made while sitting
in the seat.
1. Headrest: headrest (1, Figure 4-5) will move up,
down, fore, or aft by moving headrest to desired
position.
Installation
1. Mount seat assembly to seat riser. Install capscrews (11, Figure 4-5), lockwashers (12), flatwashers (13) and nuts (14). Tighten capscrews to
standard torque.
2. Fasten tether straps (10) to floor with capscrews
(15), flatwashers (16) and lockwashers (17).
2. Armrests: rotate adjusting knob until armrest is in

desired position.
3. Backrest: Pull control (3) upward and hold, select
backrest angle; release control handle.
4. Front Height and Slope Adjustment of Seat
Cushion:
a. Front height and slope; lift control lever (4) and
hold.
b. Bend knees to move seat to a comfortable
position; release control lever to lock adjustment.
5. Fore/Aft Location of Seat:
a. Raise adjustment lever (5).
b. Move seat to desired position; release lever.
6. Seat Height: Press rocker switch (6) on top to
increase ride height. Press on lower part of rocker
switch to lower ride height.
7 & 8. Air Lumbar Support Each rocker switch (7 or
8) controls an air pillow. Switch (7) controls the
lower air pillow and switch (8) 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.
Removal
1. Remove capscrews (11, Figure 4-5) and hardware
that secures the seat base to the riser. Remove
capscrews (15) that secures tether (10) to floor.
2. Remove seat assembly from cab to clean work
area for disassembly.
N4-10
FIGURE 4-5. OPERATORS SEAT

1. Headrest
2. Armrest Adjustment
3. Backrest Adjustment
4. Front Height and Slope
Adjustment
5. Fore and Aft Adjustment
6. Height Adjustment
7. Lower Air Pillow Lumbar Support
8. Upper Air Pillow Lumbar Support
9. Seat Belt
10. Seat Tether
11. Capscrew
12. Lockwasher
13. Flatwasher
14. Nut
15. Capscew
16. Flatwasher
17. Lockwasher
N04013 12/01
INSTRUMENT PANEL AND INDICATORS
FIGURE 5-1. INSTRUMENT PANEL

1. Keyswitch
3. R.H. Panel (Pod)

4. Center Display Panel
5. L.H. Panel (Pod)
The instrument panel consists of a R.H. & L.H. Control/Indicator Panel (R.H. & L.H. Pods), a Center Display Panel (gauge and monitor module, with
speedometer/tachometer module, transmission range
indicator, service/hour meter, and odometer), and a
row of control switches across the bottom of the panel.
The gauge and monitor module and speedometer
module each have a microcomputer to process and
display the signals from the sensors. Liquid crystal is
used for the display area.
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6. Ladder Light Switch

7. Head Light Switch
8. BackUp/Deck Lights Switch
The monitors and gauges inside the monitor module

and speedometer module are actuated by the signal
from the gauge and monitor module, and the odometer
is actuated by signals from the speedometer module.
The following pages will identify each element of the
instrument panel and detail its function and purpose
for the operator.
Instrument Panel and Indicators
N5-1
Keyswitch
The keyswitch (1, Figure 5-1) is a three position (Off,
Run, Start) switch.
Starting fluid is extremely volatile and flammable!

Use with extreme care.
If truck is equipped with optional Engine Starting Aid
and ambient temperature is below 50oF (10oC), turn
the keyswitch to the Start position, and while cranking engine, move the Engine Starting Aid switch to the
On position for three (3) seconds MAXIMUM; then
release Engine Starting Aid. If engine does not start,
wait at least fifteen (15) seconds before repeating the
procedure.
Do not crank an electric starter for more than 30
seconds. Allow two minutes for cooling before
attempting to start engine again. Severe damage
to starter motor can result from overheating.
OFF
Key insertion/withdrawal position
None of the electrical circuits are
energized in this position.
Turn the switch to OFF to stop the
engine.
Auxiliary Brake Switch

This switch (2, Figure 5-1) applies the Auxiliary Brake.
Depress the center button to apply the auxiliary brake.
When the switch is On, the RED lamp will illuminate.
ON
When the switch is rotated one position clockwise, it is in the Run position.
Lamp circuits and other electrical circuits (except
Start) are energized in this position.
START
With Transmission Selector
Lever in the Neutral position,
rotate keyswitch fully clockwise
to the Start position and hold
until engine starts. Start position is spring loaded to return to
Run when key is released.
NOTE: The engine start circuit is equipped with the
Cummins Engine Prelube System. A noticeable time
delay will occur (while engine lube oil passages are
being filled) before starter engagement and engine
cranking will begin. The colder the engine oil temperature, the longer the time delay will be. In addition, if
truck is also equipped with Engine Starting Aid for cold
weather starting, the Engine Prelube System should
be engaged FIRST for 5-10 seconds, or until starter is
engaged, BEFORE activating the Engine Starting Aid.
N5-2
Depress the button again to release the auxiliary

brake; the light will turn Off.
When the auxiliary brake switch is activated, full,

unmodulated hydraulic brake pressure (or whatever pressure remains, if the system is failing) is
applied to all wheels. In addition, the parking
brake is also applied.
The operator should not apply the auxiliary brake
switch when the truck is moving, except as an
emergency measure.
NOTE: This switch is for the manual activation of the
auxiliary brake circuit by the operator.
The auxiliary brake circiut will apply automatically, if
the hydraulic brake pressure decreases below a preset value.
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R.H. Control/Indicator Panel (Pod)
Ladder Light Switch

The switch (6, Figure 5-1) turns the
ladder lights On or Off after or
before using ladder. A similar
switch is available at ground level
to turn the lader lights Off or On.
The Control/Indicator Panel (3, Figure 5-1), located to

the right of the steering wheel, provides an array of
switches and controls.
For detailed inrormation on this assembly, refer to
R.H. Control/Indicator Panel (Pod) later in this section.
Center Display Panel

The Center Display Panel (4, Figure 5-1) provides an
array of gauges and monitors, with an odometer module) and a service/hour meter module.
Center Display Panel later in this section.
L.H. Control/Indicator Panel (Pod)

the left of the steering wheel, provides an array of
indicator/monitor lights and three switches.
L.H. Control/Indicator Panel (Pod) later in this section.
Head Light Switch

The instrument panel lights, clearance lights, and the headlights are
controlled by this three position
rocker type switch (7, Figure 5-1).
Off is selected by pressing the left
side of the switch. Press the right
side of the switch until it reaches
the first detent (middle) to select the
panel, clearance, and tail lights only. Press the right
side of the switch again, until it reaches the second
detent to select headlights, as well as panel, clearance, and tail lights.
"OFF"
These are Rocker-type switches.

The Off and On positions are
marked with these symbols.
"ON"
BackUp/Deck Lights Switch

The BackUp/Deck Lights Switch (8, Figure 5-1) allows
backup lights to be turned On providing added visibility and safety
when the Transmission Range Selector lever (see OPERATOR
CONTROLS) is not in REV position.
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N5-3
R.H. Control/Indicator Panel (Pod)

the right of the steering wheel, contains the following:
Cold Weather Starting Aid (Ether Injection)

Switch
The Starting Aid Switch (1, Figure 5-2)
is an ON-OFF type rocker switch
that is spring-loaded to the OFF position.
When the outside temperature is below -5C
(23F), depress the top of this switch and hold for
2-3 seconds before starting the engine. The Cold
Starting Aid atomizes ether into the engine intake
manifold.
Refer to KEYSWITCH, START for further details
regarding the use of this switch.
DO NOT push ether injection switch after engine
has started!
SERIOUS DAMAGE TO ENGINE MAY OCCUR!
Hazard Warning Lights Switch
The Hazard Warning Light switch (2, Figure 5-2) causes all turn signal lights to
flash simultaneously.
The rocker switch is an ON-OFF type.

Depressing the bottom turns the switch Off.
Depressing the top turns the switch On.
FIGURE 5-2. R.H. CONTROL/INDICATOR PANEL

1. Cold Weather (Ether) Starting Aid Switch
2. Hazard Flasher Switch
3. AISS Automatic Engine Idle System
5. ASR Cut Switch (Option)
N5-4
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Automatic Idle Selector Switch (AISS)
ASR (Automatic Spin Regulator) Switch (Option)
The AISS Switch (3, Figure 5-2) controls

the idle speed of the engine (released
throttle pedal). With the foot-operated
throttle pedal in the released position, the
PMC (Powertrain Management Controller) sends a signal to the Centry Fuel
Control System for a low idle RPM.
This signal may be for either:
750 RPM - Normal low idle, or
1000 RPM - High-Low idle;
depending on the following conditions:
1. Depressing the bottom of the switch selects the
Off/AUTO position which is used for normal
truck operations. When the AISS switch is in this
position, the PMC idle signal will be determined
by two conditions:
engine coolant temperature, and
brake application.
a. Engine Coolant Temperature If the engine coolant temperature is below
30C/47F, the PMC will signal for 1000 RPM,
regardless of other conditions.
If the engine coolant temperature is above 30C/47F,
the PMC will signal for 750 RPM, except as follows:
b. Brake Application If both the parking brake and service brake are
released (acceleration anticipated), the PMC
will signal for 1000 RPM, regardless of other
conditions.
The ASR switch (5, Figure 5-2) is used to

de-activate the Optional traction control
system.
The rocker switch is an ON-OFF type switch.

Depressing the bottom turns the system On,
and the lower icon will illuminate (green).
Depressing the top turns the system Off,
and the upper icon will illuminate (orange).
When ASR is active, the system monitors individual
wheel speeds and determines if one of the rear wheels
is slipping (losing traction). Providing there is no operator command for braking (i.e. brake pedal or retarding) then braking effort is applied to the rear wheel with
the higher speed. At this time, the indicator "ASR" on
the dash panel will become visible for the duration
while the ASR system is applying braking action to a
rear wheel.
NOTE: If both rear wheels are slipping approximately
the same amount, the system will not provide any
braking to the wheels. In this situation, the operator
must reduce the throttle input to reduce/prevent wheel
slippage.
2. Depressing the top of the switch selects the

On/Low position.
When the AISS switch is in this position, the PMC
will signal for 750 RPM, regardless of other conditions. On/Low position is used when fine control movements are needed, such as when
parking in confined spaces.
Air Conditioner & Heater Vent

The air conditioner/heater vent (4, Figure 5-2) swivels
on a vertical axis to direct air toward or away from the
operator. Air flow (up, down, on, off) through the vent
is controlled by manually opening/closing or turning
the louver.
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N5-5
Center Display Panel

The Center Display Panel (4, Figure 5-1) consists of a
gauge and monitor module (1 27, Figure 5-3), with
an odometer module (29) and a service/hour meter
module (28). Liquid crystal is used for the display area.
The monitors and gauges inside the monitor module

and speedometer module are actuated by the signal
from the gauge and monitor module, and the odometer
is actuated by signals from the speedometer module.
The gauge and monitor module and the speedometer

module each have a microcomputer to process and
display the signals from the sensors.
The following pages will identify each element of the

Center Display Panel and detail the function and purpose for the operator.
FIGURE 5-3. CENTER DISPLAY PANEL

1. Air Pressure Monitor (Not Used)
2. Air Pressure Gauge (Not Used)
4. Coolant Temperature Gauge
8. Retarder Oil Temperature Gauge
12. Speedometer
13. Tachometer
N5-6
16. Shift Indicator

19. Automatic Transmission Mechatronics Monitor
22. Fuel Gauge
26. ASR Monitor
27. ABS Monitor
29. Odometer
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Air Pressure Monitor (NOT USED)
Retarder Oil Temperature Monitor
The Air Pressure Monitor (1, Figure 5-3)

is NOT USED on this truck.
Air Pressure Gauge (NOT USED)

The Air Pressure Gauge (2, Figure 5-3) is NOT USED
on this truck.
Coolant Temperature Monitor
The Coolant Temperature Monitor (3,
Figure 5-3) indicates a rise in the cooling
water temperature.
When the monitor lamp flashes, run the engine with no

load at 1200-1500 RPM until the green range of the
engine water temperature gauge lights.
Engine Cooling Water Temperature Gauge
The Engine Cooling Water Temperature Gauge (4,
Figure 5-3) indicates the temperature of the cooling
water. If the temperature is normal during operation,
the green range will light. If the red range lights during
operation, the alarm buzzer will sound, the central
warning lamp will flash and the coolant temperature
monitor lamp will flash at the same time. If this occurs,
stop the machine and run the engine with no load at
1200-1500 RPM until the green range lights.
Torque Converter Oil Temperature
Monitor
The Torque Converter Oil Temperature
Monitor (5, Figure 5-3) indicates a rise in
the torque converter oil temperature.
When the monitor lamp flashes, stop the machine and
run the engine with no load at 1200-1500 RPM until
the green range of the temperature gauge lights.
The Retarder Oil Temperature Monitor

lamp (7, Figure 5-3) warns that the retarder oil temperature has risen.
If it flashes, stop the machine, return the
Transmission Range Selector lever to Neutral, and run
the engine under no load at 1200-1500 RPM until the
warning lamp goes out.
Retarder Oil Temperature Gauge
The Retarder Oil Temperature Gauge (8, Figure 5-3)
indicates the temperature of the retarder cooling oil.
During normal operation, a lamp in the green range
should light up.
If the lamp in the red range lights up during operation,
the alarm buzzer will sound, the central warning lamp
will flash, and the retarder oil temperature monitor
lamp will flash at the same time. If this happens, stop
the machine, return the Transmission Range Selector
lever to Neutral, and run the engine at 1200-1500
RPM under no load, and wait until the lamps in the
green range light up.
Left Turn Signal Pilot Lamp
When the turn signal lever is moved downwards, the left turn signal pilot lamp (9,
Figure 5-3) flashes.
High Beam Pilot Lamp

The High Beam Pilot Lamp (10, Figure 5-3)
lights up when the head lamps are on high
beam.
Right Turn Signal Pilot Lamp
When the turn signal lever is moved upwards, the right turn signal pilot lamp (11,
Figure 5-3) flashes.
Torque Converter Oil Temperature Gauge

The Torque Converter Oil Temperature Gauge (6,
Figure 5-3) indicates the temperature of the torque
converter oil. If the temperature is normal during operation, the green range will light. If the red range lights
during operation, the alarm buzzer will sound, the
central warning lamp will light up and the torque converter oil temperature monitor lamp will flash at the
same time. If this occurs, stop the machine and run the
engine with no load at 1200-1500 RPM until the green
range lights.
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Speedometer
The digital Speedometer (12,
Figure 5-3) indicates the travel
speed of the truck in miles per
hour, or kilometers per hour.
This figure will appear momentarily when the
keyswitch is first turned On to demonstate that all
segments are working.
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Tachometer
Automatic Transmission Mechatronics Monitor

This red indicator (19, Figure 5-3) flashes
whenever any abnormality occurs in the
mechatronics related parts of the transmission control system.
The Tachometer (13, Figure

5-3) indicates 0-2500 RPM
engine speed.
Each bar represents 100
RPM.
Other Mechatronics Monitor (OPTIONAL)

Lock-up Pilot Lamp
The Lock-Up Pilot Lamp (14, Figure 5-3)
lights up (blue) whenever the torque converter is locked up and the transmission
enters direct drive.

whenever any abnormality occurs in the
mechatronics related parts of the PMC
(Powertrain Management Control) system, RCM (Retard Control Monitor) system, PLM (PayLoad Meter) system, and the suspension control system .
Fuel Level Monitor
Shift Limiter Pilot Lamp

The Shift Limiter Pilot Lamp (15, Figure
5-3) lights up (blue) whenever the shift
limiter switch (on center console) is activated.
Shift Indicator
The Shift Indicator (16, Figure 5-3) indicates the
lever position of the transmission range selector.

whenever the remaining fuel in the fuel
tank goes below 40 gal. (150 liters).
When this indicator flashes, check the
fuel level gauge (22) and/or add fuel to the truck fuel
tank.
Fuel Gauge
The Fuel Gauge (22, Figure 5-3) indicates
the amount of fuel in the fuel tank. If there
is more than 40 gal. (150 liters) of fuel in
the tank while the engine is operating, the
green range illuminates. If there is less
than 40 gal. (150 liters) of fuel in the tank, the red range
illuminates.
Transmission Shift Position Pilot Lamp

The Transmission Shift Position Pilot Lamp (17,
Figure 5-3) will indicate the specific gear range
in which the transmission is actually operating;
R, N, 1, 2, 3, 4, 5, 6, or 7.
Engine Controller Monitor

whenever any abnormality occurs in any
of the engine control systems.
Engine Power Derate Monitor

to alert the operator that the PMC (Powertrain Management Controller) has detected an engine fault and is signalling
the Centry Fuel Control system to reduce power output to protect the engine.
F1 Start Monitor
This blue indicator (24, Figure 5-3) illuminates whenever the F1 Shift Limit switch
(on center console) is activated.
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Auto Cruise Control (NOT USED)
L.H. Panel/Pod Assembly
This indicator (25, Figure 5-3) is currently

not used.
The L.H. Panel/Pod Assy. (1, Figure 5-4) provides an

array of indicator/monitor lights and three switches.
NOTE: All the Indicator Lamps are RED in color;
Except, #11. which is AMBER/YELLOW.
ASR Monitor (Automatic Spin Regulator)

(OPTIONAL)
This indicator (26, Figure 5-3) only illuminates when the OPTIONAL traction control system (if installed) is applying
controlled braking to a slipping rear
wheel.
ABS Monitor (OPTIONAL)

This indicator (27, Figure 5-3) illuminates
whenever the OPTIONAL Anti-Slip Brake
control system (if installed) is activated.
Service Meter
FIGURE 5-4. L.H. CONTROL/INDICATOR PANEL
The Service Meter (28, Figure 5-3) displays the total hours of operation for the
truck.The meter advances whenever the
engine is operating, even if the truck is not
moving.
Odometer
The Odometer (29, Figure 5-3) indicates the total
distance that the truck has traveled in miles or kilometers.
1. L.H. Panel (Pod Assy.)

2. Engine Oil Temp.
5. Accumulator
7. Check Engine
8. Parking Brake
9. Body Float

18. Panel Dimmer Switch
20. Central Warning Lamp
Engine Oil Temperature

The Engine Oil Temperature Monitor
light (2, Figure 5-4) will illuminate if the
engine oil temperature exceeds 250F
(121C) for a continuous period of 5 seconds. If the lamp flashes and alarm buzzer sounds, stop the engine.
L.H. Control/Indicator Panel (Pod)

the left of the steering wheel, contains the following:
At the same time, a fault code will be registered in the

Centry System. Refer to CENTRY FUEL SYSTEM DIAGNOSTICS later in this section.
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N5-9
Engine Coolant Level
Parking Brake
The Engine Coolant Level Monitor light (3,

Figure 5-4) will illuminate, if the engine
coolant level is below the sensor for a
continuous period of 5 seconds. At the
same time, a fault code will be registered
in the Centry System. (Refer to CENTRY FUEL
SYSTEM DIAGNOSTICS later in this section.)
If this monitor lamp flashes and alarm buzzer sounds,
stop truck, shutdown engine, and add coolant as required.
Low Steering Pressure

The Low Steering Pressure Monitor light
(4, Figure 5-4) will illuminate if the steering system pressure is below 1850 psi
(12.8 MPa). The light may also indicate
that the wire from the switch to the transmission controller is cut or broken.
The Parking Brake Monitor light (8, Figure 5-4) will illuminate if the transmission
controller detects that the parking brake
is applied or that the wire between the
switch and the controller is cut or broken.
Body Float
The Body Float Monitor light (9, Figure
5-4) will illuminate if the transmission controller detects that the body is not seated
on the frame rail or that the wire from the
proximity switch and the controller is cut.
When the dump body control lever is set to any position
other than FLOAT, the Body Float Monitor lights up.
When traveling, always set the lever to FLOAT position.
Transmission Oil Temperature
The Transmission Oil Temperature Monitor light (10, Figure 5-4) will illuminate if
the transmission controller detects that
the oil temperature is over 248F (120C)
Accumulator Pre-Charge
The Accumulator Pre-Charge Monitor
light (5, Figure 5-4) will illuminate, if the
accumulator nitrogen pressure is below
850 psi (5 861 kPa). The light may also
indicate that the wire from the switch to
the transmission controller is cut or broken.
Service Brakes Applied

The Service Brakes Applied Monitor light
(11, Figure 5-4) will illuminate (amber), if
the transmission controller detects that
the rear brakes have been applied, or that
the wire between the switch and the controller is grounded.
Battery Charge Amps

T
h
e
B
attery Charge Amps Monitor light (6, Figure 5-4) will illuminate, if the transmission
controller detects low battery current at
the R terminal of the alternator while
the engine is running or if the wire is cut.
If the monitor lamp flashes, check the charging circuit.
Maintenance Monitor
The Maintenance Monitor lamp (12, Figure 5-4) will illuminate if the PMC (Powertrain Management Controller), detects
any of the following faults:
Check Engine
The Check Engine Monitor light (7, Figure 5-4) will
illuminate if a problem occurs in the Centry engine control system. The light is
also used to display the trouble code.
(Refer to CENTRY FUEL SYSTEM DIAGNOSTICS later in this section.)
N5-10
* Low oil brake cooling oil level

* Low hydraulic oil level
* Low battery liquid level
* Front oil brake cooling filter restricted
* Rear oil brake cooling filter restricted - Right side
* Rear oil brake cooling filter restricted - Left side
* Hydraulic Oil Filters Restricted
* Brake Disc Wear Indication - Right Front
* Brake Disc Wear Indication - Left Front
* Brake Disc Wear Indication - Right Rear
* Brake Disc Wear Indication - Left Rear
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Transmission Oil Filters
Crankcase Pressure
The Transmission Oil Filters Monitor

lamp (13, Figure 5-4) will illuminate if the
transmission controller detects that a
transmission filter is restricted, or that the
wire between the controller and the
switch is cut or broken.
If this lamp flashes and the alarm buzzer sounds, notify
maintenance personnel, immediately.
As soon as practical thereafter, drain the transmission
oil, replace the transmission filters, and check for
contamination in the oil.
The Crankcase Pressure Monitor lamp

(17, Figure 5-4) will illuminate if the engine crankcase pressure is greater than
14.5 in. of H2O (water) for more than 5
seconds.
At the same time a fault code will be registered in the
Centry System. (Refer to CENTRY FUEL SYSTEM DIAGNOSTICS later in this section.)
Panel Dimmer Switch
Lamp Test
The Lamp Test switch (14, Figure 5-4) is a
three position, two function switch. The switch
is spring loaded to the middle, neutral position. If depressed on the right side and held, it
is a lamp test for all of the monitor lamps except the
check engine lamp.
If the left side of the rocker switch is depressed held
the lamp test for the check engine lamp will function.
When the check engine lamp is illuminated because
of a fault in the Centry System, depress and release
the left side of the rocker switch. Wait, and the Check
Engine lamp will begin flashing the fault codes.
(Refer to CENTRY FUEL SYSTEM DIAGNOSTICS
later in this section.)
Low Brake Pressure

The Low Brake Pressure Monitor lamp
(15, Figure 5-4) will illuminate if the transmission controller detects that the brake
system hydraulic pressure is below 1850
psi, or that the wire from the switch to the
controller is cut.
The Panel Dimmer Switch (18, Figure 5-4)

is used to adjust the brightness of the
lighting inside the monitor panel.
Adjust as follows:
To increase brightness, turn clockwise.
To decrease brightness, turn counter-clockwise.
Engine Oil Pressure

The Engine Oil Pressure Monitor lamp
(19, Figure 5-4) will illuminate if the engine
oil pressure falls below a certain value for
a 5 second period of time. That value is
dependent on engine RPM.
At the same time a fault code will be registered in the
Centry System. (Refer to CENTRY FUEL SYSTEM DIAGNOSTICS later in this section.)
Lateral Slope Warning

The Lateral Slope Warning Monitor lamp
(16, Figure 5-4) will illuminate if the dump
body is off of the frame and the lateral
slope of the truck is beyond a pre-set
safety limit.
(This is a tip-over warning device)
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N5-11
Central Warning Lamp (Red Convex Lens)
REAR OF OPERATOR CAB
The Central Warning Lamp Monitor lamp (20, Figure

5-4) will illuminate if any of the monitor lamps in the
L.H. pod (Figure 5-4) are activated. This lamp is also
activated if a fault is registered on the MOM display.
The following components are located behind the operator and passenger seats across the back wall of the
operator cab (Refer to Figure 5-5):
This lamp flashes, and at the same time an alarm

buzzer sounds intermittently, if an abnormality has
occurred in any one of the following systems:
This panel contains all of the electrical circuit breakers on the truck.
Coolant Temperature Monitor;

Torque Converter Oil Temperature Monitor;
Retarder Oil Temperature Monitor;
Coolant Level Monitor;
Engine Oil Pressure Monitor;
High Engine Oil Temperature;
High Engine Blowby Pressure;
Transmission Oil Filter Monitor;
High Transmission Lube Oil Pressure;
Battery Charging Monitor;
Parking Brake Monitor;
Body Float Monitor;
Automatic Transmission Monitor (Mechatronics);
Other Mechatronics Monitor; or
Fuel Level Monitor.
This lamp will also flash and the alarm buzzer will
sound, if the parking brake is applied and the range
selector lever is not at Neutral.
AC/Heater Vent
The AC/Heater vent (21, Figure 5-4) is provided for
circulation of cooled or heated air through the cab.
1. Circuit Breaker Panel
2. Relay Board
This panel contains relays for various electrical
circuits on the truck.
Refer to the Service/Shop Manual for specific information regarding this relay board.
3. Relay Board
This panel contains relays for various electrical
circuits on the truck.
Refer to the Service/Shop Manual for specific information regarding this relay board.
4. RCM - Retard Control Monitor
This panel controls and monitors the fully hydraulic
retarder system.
Refer to the Service/Shop Manual for specific information regarding this device.
5. TMS - Tire Management System (Optional)
This panel is a monitoring device for the truck tires
(when installed). It supplies pressure and temperature information for each tire.
6. ASC - Automatic Suspension Controller (Optional)
This panel (when installed) controls and monitors
the Varible Rate Suspension units.
7. ATC - Automatic Transmission Controller
This panel controls and monitors the Komatsu fully
automatic transmission. It controls the Shift schedules and Lock-up Clutch modulation and monitors
numerous other sensor inputs.
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8. PMC - Powertrain Management Controller

This panel controls, monitors, and manages all of
the other monitors and controllers listed above.
9. Terminal Strips - Terminals for various electrical

circuits. Refer to the Service/Shop Manual Electrical Schematic for specific information.
FIGURE 5-5. REAR WALL OF OPERATOR CAB

1. Circuit Breaker Panel
2. Relay Board
3. Relay Board
4. RCM - Retard Control Monitor
5. TMS - Tire Management System (OPTIONAL)
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6. ASC - Automatic Suspension Controller (OPTIONAL)

7. ATC - Automatic Transmission Controller
8. PMC - Powertrain Management Controller
9. Terminal Strips
N5-13
CENTRY FUEL SYSTEM DIAGNOSTICS

- CUMMINS Engine Only The CHECK ENGINE Monitor Light (7, Figure 5-4)
monitors the Centry Fuel Control system. When
the keyswitch is turned On, this light should illuminate for about 2 seconds and then turn Off, if no
faults are detected in the system.
Determining FAULT Codes

Centry fault codes consist of three numerical digits.
Each digit is indicated with up to five light flashes
(CHECK ENGINE Monitor Light) per each digit. There
is a short pause between each digit of the fault code.
Once all three digits are flashed, there is a longer
pause, followed by a repeating of the same fault code
sequence.
1. To determine an active Centry fault, turn the
keyswitch to the OFF position. Be sure engine
completely stops, if it was running.
2. Turn keyswitch to ON position (engine not running) and press Lamp Test switch to the left (
position) for 1 2 seconds, then release (switch
is spring-loaded to the middle, OFF, position).
If the light stays ON, or FLASHES, then active faults

have been detected by the system and the engine
should not be started.
Refer to DETERMINING FAULT CODES below.
During engine operation, if a fault is detected in the
system, the light will turn ON and stay on for Warning
faults, or it will turn ON and FLASH for more severe
faults that can affect engine operation and require
immediate attention.
3. If there is an active fault after releasing the switch,

there will be a short pause, followed by the first
fault code.
Warning faults (light ON) are ones that require
attention in the near future, but in most conditions
will not greatly affect governing performance.
Severe faults (light FLASHING) are ones that
require immediate attention, because Centry
governor performance could be significanly affected, resulting in a backup mode of operation.
Active fault conditions MUST be corrected as
soon as possible.
The Lamp Test/Diagnostic Test Switch (14, Figure 5-4)
may be used to activate the Centry Fuel System
diagnostic codes. When the Centry fuel system
detects a fault and the CHECK ENGINE Monitor
Light (7, Figure 5-4) illuminates as described above,
this switch will permit determination of the kind of
fault(s) detected.
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4. Pressing the Lamp Test switch to the bottom ()

again will advance to the next fault code (if more
than one code is present). Once all active fault
codes have been displayed, the fault code display
sequence will be repeated, starting from the first
fault code.
Exiting The Diagnostics Mode

Starting the engine or turning the keyswitch to the OFF
position will EXIT the diagnostics fault flash mode.
If active fault codes have been determined as described previously, refer to the Cummins Engine Centry System Troubleshooting and Repair Manual,
Bulletin No. 3666070, or contact an Authorized Repair
Location.
N05028 1/02
N5-15
NOTES
N5-16
N05028 1/02
SECTION P
LUBRICATION AND SERVICE
INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . .

Service Capacities . . . . . . . . . . . . . . . . . . . . . . .
Anti-Freeze Specifications . . . . . . . . . . . . . . . . . . .
Transmission Oil Level Check . . . . . . . . . . . . . . . . .
LUBRICATION CHART (Oil & Grease Specifications) . . . . .
10 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
250 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . .
500 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1000 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . .
2000 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . .
5000 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hydraulic Tank Service (Filling Instructions) . . . . . . . . . .
Steering Circuit Filter . . . . . . . . . . . . . . . . . . . . . .
Hydraulic Tank Breather . . . . . . . . . . . . . . . . . . . .
Periodic Replacement of Component Parts for Safety Devices
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. P2-1
. P2-1
. P2-1
. P2-1
. P2-2
. P2-3
. P2-5
. P2-7
. P2-8
. P2-9
. P2-10
. P2-11
. P2-12
. P2-13
. P2-14
LINCOLN AUTOMATIC LUBRICATION SYSTEM (P03013) . . . .

System Components . . . . . . . . . . . . . . . . . . . .
System Operation . . . . . . . . . . . . . . . . . . . . .
System Priming . . . . . . . . . . . . . . . . . . . . . . .
System Checkout . . . . . . . . . . . . . . . . . . . . . .
Pressure Reducer Adjustment . . . . . . . . . . . . . . .
24 VDC Solid State Timer Check . . . . . . . . . . . . . .
24 VDC Solid State Timer Adjustment . . . . . . . . . . .
Injectors & Adjustment . . . . . . . . . . . . . . . . . . .
Pump Cycle (Flasher) Timer, Installation & Adjustment
Troubleshooting Chart . . . . . . . . . . . . . . . . . . . . .
Reservoir Fill Procedure . . . . . . . . . . . . . . . . . . . .
Preventive Maintenance Procedures . . . . . . . . . . . . . .
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. P3-1
. P3-1
. P3-4
. P3-5
. P3-5
. P3-5
. P3-6
. P3-7
. P3-7
. P3-8
. P3-10
. P3-12
. P3-13
P01016 10/00
Index
P1-1
NOTES
P1-2
Index
P01016 10/00
LUBRICATION AND SERVICE

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 recommended intervals is
most important.
Lubrication requirements are referenced to the lube
key found in the Truck Lubrication Specifications Chart
(page 2-2). For detailed service requirements for specific components, refer to the service manual section
for that component (i.e. Section G for Final Drive,
Section H for Suspensions, etc.).
The service intervals presented here are in hours of

operation. These intervals are recommended in lieu
of an oil analysis program which may determine
different intervals. However, if truck is being operated
under extreme conditions, some or all of the intervals
may need to be shortened and the service performed
more frequently.
Refer to the engine manufacturers service manual
when servicing the engine or any of its components.
530M SERVICE CAPACITIES

Liters
U.S.
Gallons
Cummins Engine Crankcase:

including lube oil filters.
170
44.9
Cooling System:
511
135
Hydraulic System:
Refer to Hydraulic Tank Service,
page 4-10.
710
188
Fuel Tank
Diesel FuelASTM D975 No. 2 *
* Below -10C (14F) use No. 1
2120
560
Differential Case
Final Drive Case (each planetary)
300
120
79
31.7
Transmission Case:
including torque converter.
120
31.7
TRANSMISSION OIL LEVEL CHECK
COOLING SYSTEM
ANTI - FREEZE RECOMMENDATIONS
(Ethlyene Glycol Permanent Type Anti-Freeze)
Percentage of
Protection
Anti-Freeze
To
10
+ 23F
5C
20
+ 16F
9C
25
+ 11F
11C
30
+ 4F
16C
35
3F
19C
40
12F
24C
45
23F
30C
50
34F
36C
55
48F
44C
60
62F
52C
Use only anti-freeze that is compatible with engine as
specified by engine manufacturer.
P02022 3/02
1. Engine Stopped:
Oil level must be visible in upper part of sight gauge
(STOP) between "H" and "L" to be sure there is
sufficient oil to safely operate transmission when
engine is stopped, or if transmission oil is cold
(engine has been stopped for 8 hours or more).
Check oil level again, as described below, when
transmission oil reaches operating temperature.
2. Engine Running:
Oil level must be visible in lower part of sight gauge
(turtle) between "H" and "L".
Check transmission oil level with:
truck parked on level surface,

engine running at low idle,
transmission in neutral, "N", and
transmission oil at normal operating temperature:
Add clean oil as required through transmission oil
filler tube at left rear of transmission.
Lubrication and Service
P2-1
LUBE
KEY
LUBRICATION SPECIFICATIONS
-25o F TO + 32o F
-65o F TO -25o F
TYPE LUBRICANT
+ 32o F T0 + 90o F
ABOVE 90o F
ENGINE OIL
SEE ENG. MANUAL*
SEE ENG. MANUAL*
SEE ENG. MANUAL
SEE ENG. MANUAL
HYDRAULIC OIL
MIL-L-2104 C
SAE 30W
MIL-L-2104 C
SAE 30W
MIL-L-2104 C
SAE 30W
MIL-L-2104 C
SAE 30W
HYDRAULIC OIL
MIL-L-2104 C
SAE 10W *
MIL-L-2104 C
SAE 10W *
MIL-L-2104 C
SAE 30W
MIL-L-2104 C
SAE 30W
MOLYBDENUM DISULPHIDE GREASE 3% MIN
HYDRAULIC OIL
DESCRIPTION
SYM.
#0
#1
#2
#2
SEE SERVICE MANUAL
SEE SERVICE MANUAL
SEE SERVICE MANUAL
SEE SERVICE MANUAL
PTS.
LUBE
KEY
10 HR
CHECK
50 HR
100 HR
250 HR
ENGINE CRANKCASE OIL
ENGINE LUBE FILTERS
CHANGE
ENGINE BY-PASS FILTERS
CHANGE
ENGINE CRANKCASE BREATHER
TRANSMISSION OIL
TRANSMISSION CASE BREATHER
TRANSMISSION OIL FILTER
TRANSMISSION STRAINERS
HYDRAULIC TANK HOIST/STEERING/

BRAKES/FRONT AXLE
500 HR
1000 HR
LUBRICATION
CHART
2000 HR
CHANGE
CLEAN
C
CHECK
CHANGE
CLEAN
CHANGE
CLEAN
CHECK
CHANGE
HYDRAULIC TANK BREATHER
10
HYDRAULIC FILTERS
11
CHANGE
HYDRAULIC TANK STRAINERS
12
DIFFERENTIAL CASE BREATHER
13
DIFFERENTIAL CASE
14
CHECK
CHANGE
FINAL DRIVE CASE
15
CHECK
CHANGE
FUEL FILTER ELEMENTS
16
CHANGE
CLEAN
CLEAN
CHANGE
CORROSION RESISTORS
17
PARKING BRAKE
18
CHANGE
LUBRICANT RESERVOIR
19
GREASE
CHECK
20
21
22
23
24
25
26
27
28
29
30
31
* AUXILIARY HEATERS REQUIRED BELOW -23C (-10F)
EG6631-1
10 HOUR (DAILY) INSPECTION

Prior to each operating shift, a walk around inspection should be performed. Check the truck for general
condition. Look for evidence of hydraulic leaks; check
all lights and mirrors for clean and unbroken lenses;
check operators cab for clean and unbroken glass;
check frame, sheet metal and body for cracks. Notify
the proper maintenance authority if any discrepancies
are found. Give particular attention to the following:
Truck Serial Number ____________________________

Site Unit Number ______________________________
Date:______________Hour Meter_________________
Serviceperson Name___________________________
COMMENTS
INITIALS
CHECK ALL FLUID LEVELS

a. Engine OilNote: Refer to engine manufacturer service manual for oil recommendations.
b. Radiator Check coolant level and fill with proper mixture as
shown in Cooling System Recommendation
Chart.
c. Battery - Check electrolyte level and add water if
necessary.
d. Steering, Brake Oil Tank - Check oil level in tanks,
add if necessary. Lube key C.
Refer to "Hydraulic Tank Service", page 2-10.
e. Hoist & Brake Cooling Oil Tank - Use Lube key C.
NOTE: Check oil level with truck level, engine
STOPPED, body down, and oil warm. Oil should
be visible in sight glass. - DO NOT OVERFILL.
f. Transmission - Check oil level.
Add oil, if necessary. Lube key C.
Refer to "Transmission Oil Level Check", page 2-1.
g. Fuel Tank - Fill as required.
h. Differential - Truck should be on level surface, oil
level should be even with plug hole or at plug hole.
Refill with oil as necessary. Lube key B.
P02022 3/02
P2-3
10 HOUR (DAILY) INSPECTION

(continued)
AIR CLEANERS
COMMENTS
INITIALS
Check service indicator. If indicator shows red, clean

filter. Push the indicator reset button to return the red
piston to original position.
DRIVE BELTS
a. Check alternator and fan belts for proper tension
and condition.
b. Inspect for alignment.
ENGINE AND TURBOCHARGERS

Inspect for leaks, vibrations or odd noises.
WHEELS AND TIRES
After each wheel mounting operation, recheck

wheel mounting capscrew tightness after 4 5
hours of operation. Check again at the end of the
shift and then periodically until all capscrews hold
at the prescribed 225 25 kg.m (1628 180 ft.lbs.)
torque. This requirement is prescribed for both
front and rear wheels.
TIRES
a. Inspect for proper inflation and wear.
b. Inspect for debris embedded in cuts or tread.
P2-4
P02022 3/02
250 HOURS SERVICE

INITIAL 250 HOURS SERVICE
Perform the following maintenance after running the
machine for the first 250 hours.
Thereafter, these services are to be accomplished at
the 1000/2000 hour interval as scheduled.
Refer to pages 2-8, -9, & -10.

Site Unit Number _____________________________
Date:______________Hour Meter_________________
COMMENTS
INITIALS
a. Fuel Filter, replace cartridges.

b. Transmission - change oil and filter elements.
c. Steering & Brake Oil Tank - change oil and filter
elements.
d. Hoist & Brake Cooling Oil Tank - change oil and
filter elements.
e. Differential Case, change oil.
f. Final Drive Case, change oil.
EVERY 250 HOURS SERVICE

1. Lubrication Check automatic lube system to be sure ample
grease supply is reaching pins and bearings.
- Dump body hinge pin - 2 points.
- Rear Suspension - 4 points.
- Axle Supports pins - 8 points.
- Hoist Cylinder pin - 4 points.
- Front Suspension Assembly - 8 points.
- Steering Cylinder pin - 4 points.
- Steering Linkage - 5 points.
- Drive Shafts Front, 2 points; Rear, 3 points.
Refill grease reservoir - Use lube key "D".
(Reservoir Capacity is approximately 7.7 gal. or
60 lbs [27kg] of grease.)
2. BATTERY - Check electrolyte level and add distilled
water if necessary to maintain proper level.
3. ENGINE - Refer to engine manufactures service
manual for oil recommendations and capacity.
- change engine oil.
- change engine lube oil filter.
P02022 3/02
P2-5
250 HOURS SERVICE (continued)

4. ALTERNATOR BELT - Check condition of the 24V
alternator belt for evidence of belt slippage, looseness or physical defects.
COMMENTS
INITIALS
5. AIR CONDITIONER COMPRESSOR BELT Check for condition of belt and proper tension.
6. TRANSMISSION CASE BREATHERS Remove breathers, disassemble breathers remove filter element, clean in solvent. Dry with air
pressure and reassemble then reinstall.
7. HYDRAULIC TANK BREATHERS Remove breathers, disassemble breathers remove filter element.
Replace filter element, reassemble and reinstall.
8. DIFFERENTIAL CASE Check oil level. Use lube key B.
9. DIFFERENTIAL CASE BREATHER Remove breather. Wash to flush out the dirt from
inside. Reinstall after cleaning.
10. FINAL DRIVE CASE - Check oil level in R.H. and
L.H. case. Use lube key B.
11. DRIVE SHAFT - Inspect drive shafts for any abnormalities: loose joints, worn splines or bearings,
unusual vibration of shaft.
Refer to Section "C", Engine and Cooling System.
Notify the proper maintenance personnel, if any
discrepancies are found.
12. PARKING BRAKE - Measure brake pad for proper
wear and thickness.
Refer to Section "J", Brake System, for limits and
specifications. Use lube key D chart.
13. FUEL FILTER - Remove and replace two fuel filter
elements.
14. CORROSION RESISTOR - Remove and replace
four corrosion resistor elements.
P2-6
P02022 3/02
500 HOUR SERVICE

In addition to the 250 hour lubrication and inspection
schedule, perform the following:

Site Unit Number ______________________________
Date:______________Hour Meter_________________
COMMENTS
INITIALS
1. FAN BELT - Check for condition of belt and proper

tension.
Refer to Section "C", Engine and Cooling System.
2. RADIATOR FINS - Check for clogged or damaged
fins. Notify the proper maintenance personnel if
any discrepancies are found.
3. TRANSMISSION OIL FILTER - Remove and replace (2) filter elements.
Refer to Section "F", Transmission.
P02022 3/02
P2-7
1000 HOUR SERVICE

In addition to the 250 and 500 hour lubrication and
inspection schedules, perform the following:

Site Unit Number ______________________________
Date:______________Hour Meter_________________
COMMENTS
1. LUBRICATING
INITIALS
- Transmission mount - 1 point. - Lube key D.

- Parking brake linkage - 6 point - Lube key D.
2. TRANSMISSION CASE
Drain oil, remove and replace element. Remove
clean, and reinstall strainer. Refill tank with oil
approximate 40.5 gal (153 l).
Refer to "Lubrication Chart" for fuel, coolant and
lubricants and type of oil to use. Lube key C.
3. STEERING, BRAKE, HOIST, and REAR BRAKE
COOLING OIL FILTERS.
When removing tank caps, turn cap slowly at first

to relieve inner pressure. Remove cap only after
pressure has been completely relieved.
skin. Serious injury and possibly death may result
Remove & replace (4) filter elements.
4. FRONT & REAR BRAKE WEAR Refer to Section "J", Brake System, for proper
inspection procedure.
Carry out inspection when the oil temperature is

below 60C (140F ).
Hot oil may cause serious personal injury.
P2-8
P02022 3/02
EVERY 2000 HOUR SERVICE

Maintenance for every 250, 500 and 1000 hours should
also be carried out at this time.

Site Unit Number ______________________________
Date:______________Hour Meter_________________
1. STEERING, BRAKE & COOLING OIL TANK
COMMENTS
INITIALS
Drain oil from tank and refill tank to specified level,

capacity 576 liters (152 U.S. gal.).
Refer to "Lubrication Chart" for type of oil to use.
Lube key C.
2. FINAL DRIVE CASE
Position machine so that casting line is horizontal
and drain plug is at the bottom. Drain oil and
reinstall plug, remove fill plug at castline and fill to
specified level. This operation is performed on the
right and left hand final drives.
Capacity is 240 liters (63.5 U.S. gal.) each side.
Lube key B.
3. DIFFERENTIAL CASE
Drain oil from differential and refill to the specified
level: capacity = 300 liters (79 U.S. gal.).
Lube key B.
P02022 3/02
P2-9
5000 HOUR SERVICE

Maintenance for every 250, 500, and 1000 hours should
also be carried out at this time.
Truck Serial Number ________________________

Site Unit Number ___________________________
Date:___________Hour Meter________________
Serviceperson Name_______________________
COMMENTS
1. ENGINE DRIVELINE ADAPTER
INITIALS
Inspect driveline adapter splines, rubber dampers

for cracks or separation on rubber surfaces, and
bearings. If any defects are noted, repair as required.
Refer to Service Manual, Section C for repair
procedures.
2. FRONT AND REAR DRIVESHAFTS
If truck is equipped with driveshaft universal joints
that DO NOT have grease fittings, inspect both
front and rear driveshafts for binding, wear, vibration, or damage to the driveshaft assembly. If
U-joint damage or roughness is noted, BOTH Ujoints on a given shaft should be replaced. Refer
to Service Manual, Section F for replacement
procedures.
3. FRONT SUSPENSIONS
Drain Front suspension oil. Inspect upper flange
internal bearing. Replace worn parts.
Refill suspensions with clean oil and recharge with
nitrogen. Refer to Service Manual, Section H.
4. FRONT WHEEL BEARINGS
Check front wheel bearing adjustment. Refer to
Service Manual, Section G, Front Wheel Hub
Bearing Adjustment.
Refill hydraulic tank - Refer to Hydraulic Tank
Service, page 4-11.
P2-10
P02022 3/02

Filling Instructions
turn the keyswitch "Off".
Hydraulic tank may be pressurized! Depress relief

valve (2) and release hydraulic tank filler cap slowly
to remove any internal pressure.
2. Depress relief valve (2, Figure 2-1) for 30 - 45
seconds to release any internal tank pressure.
Turn the oil filler cap (4) slowly counterclockwise
to release any posssible residual tank pressure.
3. Fill tank with recommended oil, until oil is visible in
the top sight glass (5).
Refer to "Lubrication Chart", Lube key "C".
NOTE: If Hydraulic tank has be completely
drained, refill capacity is: 576 Liters (152 gal.)
4. Replace fill cap.

1. Hydraulic Tank
3. Breather
4. Filler Cap
5. Hydraulic Oil Level

Upper Sight Glass
6. Hydraulic Oil Level
Lower Sight Glass
7. Hydraulic Oil Drain
5. Start the engine, and raise and lower dump body

2-3 times to circulate oil and fill lines/components.
turn the keyswitch "Off". If oil level falls below lower
sight glass (6), repeat steps 2. through 4.

When servicing the hydraulic tank, always llow the
"Filling Instructions" described above to relieve any
internal tank pressure before opening tank.
1. When checking oil level, or any other service,
inspect the breather (3, Figure 2-2) to be certain
that it is open to atmosphere.
Clean any excess accumulations of dirt/mud, etc.
from around the breather. Clean/replace breather
element as
2. Whenever oil is drained from tank, clean diffissers
(7 & 11) and stainers (8,9, & 10).
P02022 3/02
FIGURE 2-2. HYDRAULIC TANK (TOP VIEW)

1. Hydraulic Tank
7. Diffusers
8. Strainers
3. Breather
4. Filler Cap
10. Strainer
5. Sight Glass Guard
11. Diffuser
6. Access Cover
P2-11
STEERING CIRCUIT FILTER

Removal
The brake and steering circuit filter is located on the left
frame rail, forward of the hydraulic tank.

applying pressure.
immediately.
1. With the key switch Off allow at least 90 seconds

3. Remove housing (8) and element (7).
4. Replace O-ring (4) and backup ring (5) in filter head.
Installation
1. Install new element (7). Install housing (8) and
tighten.
NOTE :
The indicator switch (2, Figure 2-3) is preset to actuate
at 35 psid (241 kPa) and is not repairable or adjustable.
If the indicator switch is inoperative, replace the complete switch. Attempting to adjust the switch is not
recommended.
P2-12
FIGURE 2-3. STEERING CIRCUIT FILTER

1. Head
2. Indicator Switch
3. O-Ring
4. O-Ring
5. Backup Ring
6. Bypass Valve
7. Filter Element
8. Housing
9. O-Ring
10. Plug
P02022 3/02
HYDRAULIC TANK BREATHER

Cleaning
1. Shut down the engine and open hydraulic tank filler
caps slowly to relieve any internal pressure.
2. Clean dirt accumulation from area of breather (3,
Figure 2-2).
3. Remove the breather from the tank.
4. Remove snap ring (1, Figure 2-4), cover (2) and
filter element (3).
5. Clean breather element in solvent and blow dry.
Clean remaining parts in solvent and dry thoroughly.
6. Install element, cover and snap ring.
7. Install breather element on hydraulic tank.
P02022 3/02
FIGURE 2-4. HYDRAULIC TANK BREATHER

1. Snap Ring
2. Cover
3. Element
P2-13
PERIODIC REPLACEMENT OF COMPONENT PARTS FOR SAFETY DEVICES

To ensure safety in operation, the user is requested to perform the periodic maintenance recommended in the previous
schedules. In addition, special care should be paid to the periodic replacement of certain other part which may affect
safety in operation.
Fabrication of safety devices and other component parts have been designed to high standards. However, all parts
are subject to wear and gradual fatigue during continuous use. Since it is difficult to determine accurately the process
of change in quality, wear, or fatigue, judgements must be made whether or not some parts should be replaced even
if they do not show any faulty symptom at the time. Of course, any part found to have an abnormality should be
repaired or replaced, regardless of the time it has been used.
NOTE: This recommendation for the replacement of parts is to ensure safety in operation. The warranty
guarantee to be free from manufacturing defects does not apply to the replacement of functioning parts for
precautionary reasons.
1 year / 2000 hours
2 years / 4000 hours
The following parts should be considered for repair or

replacement every 2000 hours, or every one year,
whichever comes first:
The following parts should be considered for repair or

replacement every 4000 hours, or every two years,
whichever comes first:
1. Brake high pressure hoses
1. Engine rear flywheel dampener pilot bearing
2. Parking brake pads and retract springs
2. Rockford fan clutch oil seals
3. Parking brake actuation components
3. High pressure brake hoses
4. Retard Control valves
4. High pressure steering hoses
5. Emergency brake actuation parts
5. Outlet hoses on all pumps
6. Engine components Refer to Cummins engine service manual for

proper inspection, procedures and tools
6. Steering valve hoses
7. Hydraulic relief valves

8. Electrical sensors in general
9. Coolant level sensor
10. Electric relays and solenoids
11. Air intake piping hoses
12. Air conditioner cab air filter
13. Wiggins quick fuel components
14. Instrument panel lamp bulbs
7. Fuel filter and tank hoses

8. Ether start components
9. Drive shaft spiders / cross & bearings
10. Engine flywheel dampener rubber biscuits
11. Engine mounting rubber biscuits
12. Transmission mounting rubber biscuits
13. Steering & axle links dust seal boots
14. Brake cooling system hoses
15. Radiator coolant hoses
16. Hoist pilot cable and seal
17. Hoist control electrical components
P2-14
P02022 3/02
LINCOLN AUTOMATIC LUBRICATION SYSTEM

The Lincoln Automatic Lubrication System is a pressurized lubricant delivery system which delivers a
controlled amount of pressurized lubricant to designated lube points. The system is controlled by an
electric timer which signals solenoid valves to cause
operation of a hydraulically operated grease pump.
For the 530M/HD1500-5, these components (valves,
pump, and reservoir/cannister) are mounted on the
right deck structure to the right of the hydraulic cabinet
just above the right front suspension.
System Components
Solenoid Valve SV2 (8) directs the hydraulic

fluid to the hydraulic cylinder which operates
the grease pump.
b. Pressure Reducing Valve:
The Pressure Reducing Valve (10) lowers the
hydraulic fluid pressure to the operating range
of the hydraulic pump cylinder.
It is factory set at its maximum pressure of 300
p.s.i. (2069 kPa), but may be adjusted lower.
c. The Cylinder Pressure Gauge (2): indicates
hydraulic pressure going to the pump cylinder
(after the pressure reducing valve).
The system is comprised of these basic elements plus

the necessary hoses and lube lines:
1. Hydraulically Powered Reciprocating Cylinder
and Pump (1 & 5, Figure 3-1).
Pump Specifications:
16:1 Pressure Ratio.
NOTE: The theoretical ratio of the pump is 16:1.
Depending on application and variable internal
friction, the operational ratio is approximately
10:1.
Hydraulic Supply Pressure (Input):
300-3000 p.s.i. (2.1 - 20.1
MPa)
Input Flow (when pumping): 1.0 g.p.m. (3.8 l/min.)
Maximum Hydraulic Temperature: 210F
(98.8C)
MAXIMUM Output Pressure: Not to Exceed
3500 p.s.i. (24.1 MPa)
WARNING: Exceeding this value will damage
components and/or cause components to
rupture, resulting in possible serious injury to
any nearby personnel.
Output Flow: 11 cu. in./min. (180 cc/min.)
Operating Ambient Temperature:
-40F to +135F (-40C to +57.7C)
Seals: Buna-N
Filtration Required: 10 Micron (Hydraulic Supply)
24VDC power source.
2. Combination Valve Body (3, Figure 3-1) includes:
a. 24VDC Solenoid Valves (SV1 & SV2) are used
to control the hydraulically operated pump.
Solenoid Valve SVI (9) controls the supply of
hydraulic fluid to the pressure reducing valve
and to the vent valve.
P03013 8/00
FIGURE 3-1. TYPICAL AUTO LUBE SYSTEM

1. Pump Cylinder
8. Solenoid Valve, SV2
2. Cyl. Pressure Gauge
3. Valve Body Assy.
10. Press. Reducing Valve
4. Orifice Assembly
11. Vent Valve Assy.
5. Pump Assembly
12. Grease Return Line
6. Cannister/Reservoir 13. Grease Supply Line
7. Pump Cycle Timer
14. Fill Vent Port
15. Fill Supply Port
Lincoln Automatic Lube System

with Hydraulic-Actuated Pump
P3-1
FIGURE 3-2. 530M/HD1500-5 AUTO LUBE ARRANGEMENT

Group Lube Location A
Group Lube Location B
Group Lube Location C
Group Lube Location D
Group Lube Location E
Group Lube Location F
Group Lube Location G
Group Lube Location H
Group Lube Location J
Group Lube Location K
Group Lube Location L
P3-2
Contains 3 Injectors
1. Grease Pump/Cylinder
2. Cylinder Pressure Gauge
3. Pressure Regulator/Solenoid Valve
4. Electrical Harness
5. Hydraulic Pressure Supply
6. Hydraulic Return to Tank
7. Reservoir / Cannister
8. Grease Supply Line
9. Vent Valve Assy.
10. Lube Injector
11. Typical Lube Injector Group

P03013 8/00
d. Orifice Fitting Assembly (4): meters hydraulic

pressure from the pressure reducing valve to
the top of the vent valve assembly (reduces
shock during operation of the vent valve). This
fitting is assembled to the side of the Valve
Body (3) and is connected to the top of the Vent
Valve Assembly (11) by a high pressure 1/4 in.
hose.
Figure 3-2. Lube Injector Groups
Group No. of
Lube Inj.
Injector Point of Lubrication
R.H. Front Suspension, Top

R.H. Front Suspension, RR A-Arm
R.H. Front Suspension, FRT A-Arm
L.H. Front Suspension, Top

L.H. Front Suspension, RR A-Arm
L.H. Front Suspension, FRT A-Arm
R.H. Steering Cylinder, Spindle

R.H. Steering Rod, Spindle
R.H. Front Suspension, BTM A-Arm
L.H. Steering Cylinder,Spindle

L.H. Steering Rod, Spindle
L.H. Front Suspension, BTM A-Arm
R.H. Steering Cylinder, FRAME

L.H. Steering Cylinder, FRAME
L.H. Steering Rod, PIVOT
R.H. Steering Rod, PIVOT
CENTER Steering Pivot, FRAME
Rear Axle, BTM L.H. BAR FRAME

L.H. Hoist Cylinder, FRAME
Transmission, FRT MOUNT
Rear Axle, TOP FRT BAR FRAME

Rear Axle, BTM R.H. BAR FRAME
R.H. Hoist Cylinder, FRAME
L.H. Rear Suspension, FRAME

L.H. Hoist Cylinder, BODY
L.H. BODY PIVOT
Rear Axle, TOP SWAY BAR, FRAME

R.H. Rear Suspension, FRAME
R.H. Hoist Cylinder, BODY
R.H. BODY PIVOT
L.H. Rear Suspension, AXLE

Rear Axle, TOP FRT BAR, AXLE
Rear Axle, TOP SWAY BAR, AXLE
Rear Axle, BTM R.H. BAR, AXLE

L.H. Rear Suspension, FRAME
R.H. Rear Suspension, AXLE
P03013 8/00
3. Pump Cycle Timer (7, Figure 3-1) [also called a

Flasher timer, because it contains an LED that
illuminates when there is power going to SV2]:
The Pump Cycle Timer mounts on SV2 solenoid
and generates a timed pulse signal which causes
the solenoid valve to move, alternately. The alternating movement of the valve, changes the direction of hydraulic fluid flow from the top of the pump
cylinder to the bottom, and vice versa, causing
the grease pump piston to reciprocate, or pump.
4. Grease Reservoir: For the 530M/HD1500-5, the
Cannister or Reservoir (6, Figure 3-1) is mounted
on the right deck structure to the right of the
hydraulic cabinet just above the right front suspension.
The reservoir has an approximate capacity of 7.7
gal. or 60 lbs. (27 kg) of grease.
5. Vent Valve (11, Figure 3-1): When SV1 solenoid
is energized, hydraulic pressure closes the Vent
Valve, and also causes the pump to cycle. The
pump cycles until SV1 solenoid is de-energized.
When this occurs, hydraulic pressure is removed,
causing the Vent Valve to open.
The grease pressure drops to 0, and the injectors
recharge for their next output cycle.
6. 24 VDC Solid State System Timer (Not Shown):
The Solid State System Timer sends out a 24
VDC timed-interval signal to energize the solenoid valves, causing the grease pump to operate.
This timer is mounted in the cab (in the housing
under the passenger seat) to insure temperature
stability. Its operating temperature range is -20F
to 131F (-29C to 55C).
7. Lube Injectors (10, Figure 3-2): each injector
delivers a controlled amount of pressurized lubricant to a designated lube point.
Refer to Figure 3-2 for locations.
8. Safety Unloader Relief Valve (Not Shown);
is located on the back of the vent valve (11, Figure
3-1). The Safety Unloader Relief Valve is designed to open if the pressure in the grease line
rises to approximately 4000 psi (27.5 MPa)*. If
this valve opens, the grease is expelled to atmospere.
*NOTE: This setting is not adjustable.
! WARNING!: DO NOT TO EXCEED Maximum
Pump Pressure of 3500 p.s.i. (24.1 MPa).
Exceeding this value will damage components
and/or cause components to rupture, resulting in
possible serious injury to any nearby personnel.

P3-3
System Operation:
1. During truck operation, with the pump and timer
systems in a rest state, a preset time interval (2.5
to 80 minutes) occurs.
2. The solid state system timer sends a 24 VDC
signal to energize SV1, and also the flasher timer
on SV2.
3. As SVI opens, the hydraulic fluid flows through the
pressure reducing valve and on to SV2.
4. The pressure reducing valve lowers hydraulic fluid
pressure to the operating range of the hydraulic
pump [maximum pressure 300 p.s.i. (2069 kPa)].
This pressure also signals the Vent Valve causing
it to close.
5. After the system pressure has been reduced, it
passes on to SV2. Each operation of SV2 moves
the hydraulic cylinder which operates the grease
pump. As SV2 turns On and Off (refer to cycle
timer/flasher below), it changes the direction of
the hydraulic cylinder movement back and forth,
thus causing a pumping action.
6. The cycle timer/flasher sends a pulsing signal, 1
second On and 1 second Off (adjustable), to
SV2. Solenoid valve SV2 directs the hydraulic
fluid to the pump at 30 cycles/minute.
7. With the vent valve closed, the pump cycles until
lubricant pressure reaches maximum pump output pressure* (pump stalls). As the grease supply
line comes to maximum pressure, the injectors
meter grease to the points of lubrication.
* WARNING: DO NOT TO EXCEED Maximum
Pump Pressure of 3500 p.s.i. (24.1 MPa).
Exceeding this value will damage components and/or cause components to rupture,
resulting in possible serious injury to any
nearby personnel.
8. After approximately 75 seconds, the Solid State
System Timer returns to the rest state, which
de-energizes SV1 solenoid valve.
9. As SV1 is de-energized, the hydraulic supply to
the pressure reducing valve and the vent valve is
shut off, causing the vent valve to open.
10. When the vent valve opens, the pressure in the
grease line is vented back to the grease reservoir
and the line pressure drops to zero (0), so the
injectors can recharge for their next output cycle.
Over pressurizing of 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 Maximum Pump Pressure
of 3500 p.s.i. (24.1 MPa).
* Do not alter or modify any part of this system
unless approved by factory authorization.
* Do not attempt to repair or disassemble the
equipment while the system is pressurized.
* Make sure all fluid connections are securely
tightened before using this equipment.
* Always read and follow the fluid manufacturers
recommendations regarding fluid compatibility, and the use of protective clothing and
equipment.
* Check all equipment regularly and repair, or
replace, worn or damaged parts immediately.
This equipment generates very high grease pressure. Extreme caution should 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 the 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.
If overpressurizing of the equipment is believed to have
occurred, contact a factory authorized warranty and
service center for inspection of the pump. Specialized
equipment and knowledge is required for repair of the
pump or adjustments other than the maintenance
specified in this manual.
Annual inspection by the factory authorized warranty
and service center is recommended.
11. The system is now at rest, ready for another lube

cycle and the sequence repeats itself.
P3-4

P03013 8/00
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 reprime the system to eject all
entrapped air.
NOTE: To run the grease pump when priming the lube
system, connect a jumper wire between the LUBE
SW and SOL terminals on the solid state timer.
1. Fill lube reservoir with lubricant, if necessary.
2. Remove plugs from all injector manifold dead
ends and supply lines.
3. Run grease pump until grease flows from any one
plug opening in the system. Replace plug in this
opening.
4. Repeat step 3 until all lines are full and all plugs
replaced.
NOTE: Fill each feed line with grease before connecting lines to the injector outlets and bearings. This will
prevent having to cycle the individual injectors once for
each 1.0 in. (25 mm) length of feed line between the
injector and bearing fitting.
System Checkout
To check system operation (not including timer), proceed as follows:
If pressure is not correct, adjust the Pressure

Reducing Valve as necessary (refer to Pressure
Reducer Adjustment).
NOTE: DO NOT EXCEED 300 PSI (2.1 MPa) on
the Cylinder Pressure gauge (2, Figure 3-1)
6. Disconnect jumper wire. System should vent.
7. Turn Keyswitch Off and shut down engine to
de-energize system.
Remove the 5000 PSI (35 MPa) pressure test
gauge previously installed. Re-connect system.
Pressure Reducer Adjustment

NOTE: Steering accumulator pressure is necessary to
power the lube system for this procedure.
While engine is running, and/or accumulators are

charged, exercise extreme care while working in
the vicinity of the grease pump!
Steering pressure is also available at this time.
Keep personnel away from front wheels to prevent
crushing!
Stay clear of moving engine parts and do not
loosen/disconnect any pressure fittings or hoses.
To set the Pressure Reducing Valve:
1. Turn Keyswitch (3, Figure 3-7) Off and shut

down engine to de-energize system.
Install a 5000 PSI (35 MPa) pressure test gauge
in the grease supply line (13, Figure 3-1).
1. With keyswitch Off, engine stopped, and steering accumulator pressure bled down, install a
5000 PSI (35 MPa) pressure test gauge in the
grease supply line (13, Figure 3-1).
2. Turn Keyswitch On. Start engine to energize

system.
2. At the truck Hydraulic Bleeddown Manifold, disconnect the Bleeddown Solenoid. (This will prevent accumulators from bleeding down when
engine is shut down, later in step 4.)
3. Lift the passenger seat, and connect a jumper wire

between the SOL and LUBE SW terminals on
the 24 VDC solid state lube timer.
Pump should operate.
NOTE: If terminal identification on the solid state timer
is not legible, refer to Figure 3-7 for terminal positions.
4. Keep jumper wire connected until the pump stalls.
5. Observe the 5000 PSI (35 MPa) pressure test
gauge in the grease supply line. Pressure should
be 2500 - 3000 PSI (17.2 - 20.7 MPa).
!WARNING!: DO NOT EXCEED Maximum Pump
Pressure of 3500 p.s.i. (24.1 MPa). Exceeding this
value will damage components and/or cause components to rupture, resulting in possible serious
injury to any nearby personnel.
P03013 8/00
3. Start the truck engine. When steering and brake

pressures have stabilized, pull the retarder lever
to the fully applied position to apply the brakes.
4. Turn keyswitch Off to completely stop engine.
Then return the keyswitch to the On position.
5. Lift the passenger seat, and connect a jumper wire
between the SOL and LUBE SW terminalson
the 24 VDC solid state lube timer.
Pump should operate.
Keep jumper wire connected until the pump stalls.
6. Observe the 5000 PSI (35 MPa) pressure test
gauge in the grease supply line. Pressure should
be 2500 - 3000 PSI (17.2 - 20.7 MPa).

P3-5
DO NOT EXCEED Maximum Pump Pressure of

3500 p.s.i. (24.1 MPa). Exceeding this value will
damage components and/or cause components to
rupture, resulting in possible serious injury to any
nearby personnel.
If pressure is not correct, adjust the Pressure
Reducing Valve until the pressure gauge (installed at step 1) indicates 2500 - 3000 PSI (17.2
- 20.7 MPa) grease pressure.
NOTE: DO NOT EXCEED 300 PSI (2.1 MPa) on
the Cylinder Pressure gauge (2, Figure 3-1).
7. While jumper wire is installed, verify that the
following events occur in this order:
a. The pump starts stroking and the LED on the
flasher unit atop of SV2 flashes On and Off
at approximately one second intervals.
b. All of the injectors stroke down.
c. Pump gets to a stalled state with no noticeable piston movement.
8. Turn the keyswitch Off and remove jumper wire
installed in step 5, then verify the following:
a. The pressure on the Cylinder Pressure gauge
(2, Figure 3-1) drops to zero (0).
b. The pressure on the grease pressure test
gauge (installed at step 1) drops to zero (0).
c. All of the injectors reset (indicator pin up).
NOTE: If the timer check is being made on a cold start,

the first cycle will be approximately double the nominal
setting. All subsequent cycles should be within the
selected time tolerance.
4. If the these checks do not identify the problem,
check Voltage at the timer:
a. Insure timer ground connection is clean and
tight.
b. Using a Volt-Ohm meter, read voltage between
the BAT (+) and BAT (+) terminals on the
solid state timer with the truck key switch on.
Normal reading should be 18-26 VDC, depending upon whether or not the engine is running.
24 VDC Solid State Timer Adjustment
The timer is factory set for a nominal 2.5 minute (off
time) interval. Dwell time is approximately 1 minute, 15
seconds. A longer interval (off time) is obtained by
aligning the slot in the adjustment screw with desired
frequency.
Timer interval adjustment is made by using a screwdriver to turn the adjusting screw to the desired position
(see Figure 3-3).
NOTE: Set timer by turning the adjusting screw fully
clockwise, this is the 2.5 minute setting point. Then,
turn the adjusting screw counterclockwise, one click at
a time, to the desired setting, or until the maximum limit
of eighty minutes is reached.
The recommended setting is 20 minutes.
9. Remove grease pressure test gauge (installed at

step 1).
10. At the Hydraulic Bleeddown Manifold, reconnect
the Bleeddown Solenoid (disconnected in step 4).
Verify that hydraulic system now bleeds down.
24 VDC Solid State Timer Check

To check the solid state timer operation without waiting
for the normal timer setting, proceed as follows:
1. Remove timer dust cover.
NOTE: The timer incorporates a liquid and dust
tight cover which must be in place and secured at
all times during truck operation.
2. Adjust timer to 5 minute interval setting.
3. The timer should cycle in five minutes if the truck
is operating.
P3-6
FIGURE 3-3. SOLID STATE TIMER (TOP COVER

OFF)
1. Timer
3. Timer Selector
2. Red LED (Light Emitting Diode)
indicates pump solenoid is ON.

P03013 8/00
Injectors (SL-1 Series H)

Injector Specifications
a. 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.
b. Injectors are available in banks of two, three,
four and five as well as single replacement
units.
c. Injector output is adjustable:
Maximum output = 0.08 in3 (1.31 cc).
Minimum output = 0.008 in3 (0.13 cc).
FIGURE 3-4. TYPE SL-1 INJECTOR (SINGLE)

1. Adjusting Screw
11. Spring Seat
2. Locknut
12. Plunger
3. Piston Stop Plug
13. Viton Packing
4. Gasket
14. Inlet Disc
5. Washer
15. Viton Packing
6. Viton O-Ring
16. Washer
7. Injector Body Assy. 17. Gasket
8. Piston Assembly
18. Adapter Bolt
9. Fitting Assembly
19. Adapter
10. Plunger Spring
20. Viton Packing
NOTE: The Piston Assembly (8) has a visible indicator
pin at the top of the assembly to verify the injector
o
d. Operating Pressure:
Minimum - 1850 psi (12 755 kPa)
Maximum - 3500 psi (24 133 kPa)
Recommended - 2500 psi (17 238 kPa)
Maximum Vent Pressure - (Recharge)
600 psi (4 137 kPa)
Injector Adjustment
The injectors may be adjusted to supply from 0.008 in3
to 0.08 in3 (0.13 cc to 1.31 cc) 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 the adjusting screw (1, Figure 3-4) 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
(8) just touches the adjusting screw. At the maximum
delivery point, about 0.38 inch (9.7 mm) 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 0.19 inch (4.8 mm) threads are
showing. The injector will be set at minimum delivery
point with about 0.009 inch (0.22 mm) thread showing.
NOTE: The above information concerns adjustment of
injector delivery volume. The timer adjustment should
also be changed, if overall lubricant delivery is too little
or too much. Injector output should NOT be adjusted
to less than one-fourth capacity.
FIGURE 3-4A. INJECTOR (MANIFOLD TYPE)
P03013 8/00

P3-7
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 (relieved at the pump).
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.
P3-8

P03013 8/00
Pump Cycle Timer (Flasher Timer):
Pump Cycle Timer (Flasher Timer) Adjustment:
The Pump Cycle Timer mounts on SV2 solenoid and

generates a timed pulse signal to control the reciprocating cycle rate of the grease pump.
The Pump Cycle timer is factory set at 1 second On

and 1 second Off for 30 cycles/minute. If adjustment
is necessary, refer to Figure 3-5 and the following
procedure.
Pump Cycle Timer (Flasher Timer) Installation
The one adjustment screw adjusts both the On time

and Off time equally. The adjustment range is from
0.5 seconds (60 cycles/minute) to 5.0 seconds (6
cycles/minute). The adjustment screw allows 15 turns
of adjustment over the timing range.
1. Connect cycle timer to SV2. Be sure to install

gasket.
2. Connect the Sol from the Solid State Timer to
the Brown wire from the Cycle Timer and one of
the wires coming from SV1.
3. Connect the White wire from the Cycle Timer and
the other (gnd) wire coming from SV1.
1. The adjustment screw should be turned 20 turns

counter-clockwise to insure a minimum start
point.
NOTE: The timer cannot be adjusted below minimum
- additional turns counter-clockwise have no effect.
2. Each clockwise turn of the adjustment screw will
equal approximately 0.3 seconds.
3. Add the number of turns clockwise to reach the
approximate desired timing.
Some additional adjustment may be necessary
depending on the accuracy needed.
FIGURE 3-5. PUMP CYCLE TIMER

1. Adjustment Screw
2. Red LED (Indicates
Timer Has Turned On.)
P03013 8/00
NOTE: Use the light on the cycle timer to help in setting

the time. The light will turn On when there is power
going to SV2.

P3-9
FIGURE 3-6. HYDRAULIC SCHEMATIC FOR AUTOMATIC LUBE

1. Grease Pump Cylinder 5. Combination Valve
8. Solenoid (SV1)
12. Hydraulic Supply
2. Grease Pump
(Pressure Reducing &
9. Gauge (Cyl. Press.) 13. Hyd. Tank (Return)
3. Grease Reservoir
Solenoid Valves)
10. Safety Unloader Valve 14. Injectors
4. Vent Valve
6. Solenoid (SV2)
11. Orifice Assembly Fitting
7. Pressure Reducer
FIGURE 3-7. TYPICAL ELECTRICAL HOOKUP FOR AUTOMATIC LUBE

1. Timer Assembly
3. Keyswitch
5. Timer (solid State)
8. Battery (24 V)
2. Combination Valve
4. Relay
6. Solenoid (SV1)
9. Cycle Timer
(Pressure Reducing &
7. Solenoid (SV2)
Solenoid Valves)
P3-10

P03013 8/00
If the following procedures do not correct the problem, contact a factory authorized service center. When submitting
equipment to be repaired, be sure to state the nature of the problem and indicate if a repair cost estimate is required.
POSSIBLE CAUSES
TROUBLE: Pump Does Not Operate.

Lube system 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. Turn truck keyswitch ON.
Timer malfunction.
Replace timer assembly
Solenoid valve malfunctioning.
Replace the solenoid valve assembly
Pump malfunction.
Replace pump assembly
NOTE: On intial 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.
TROUBLE: Pump Will Not Prime
Low lubricant supply.
Fill Reservoir.
Dirt in reservoir, pump inlet clogged.
Clean pump and reservoir.

Remove source of contamination.
Pump Jammed.
Repair/replace pump assembly.
TROUBLE: Pump Will Not Build Pressure

Air trapped in lubricant supply line.
Prime system to remove trapped air.
Lubricant supply line leaking.
Check lines and connections to repair leakage.
Vent valve leaking.
Clean or replace vent valve.
Pump cylinder worn or scored.
Repair or replace pump cylinder or pump assembly.
Reservoir empty.
Fill Reservoir.
TROUBLE: Injector Indicator Stem Does Not Operate

NOTE: Normally, during operation, the injector indicator stem (1, Figure 3-4) will move into the body of the injector
when pressure builds properly. When the system vents (pressure release) the indicator stem will again move out into
the adjusting yoke.
Malfunctioning injector - usually indicated by the pump
building pressure and then venting.
Replace individual injector assembly.
All injectors inoperative -
Pump build up not sufficient to cycle injectors. Repair/replace pump assembly. Also check pump cylinder pressure and line pressure at pump.
Whole series of injectors inoperative -
Check for broken or clogged intermediate supply line

and replace.
P03013 8/00

P3-11
POSSIBLE CAUSES
TROUBLE: Cylinder Pressure Gauge Does Not Register Pressure.

No system pressure to the pump.
Determine problem in hydraulic system.
No 24 VDC signal at solenoids SV1 and SV2.
Determine problem in 24 VDC electric system.
Pressure reducing valve set too low.
Increase setting by 1/2 turn to check operation.
Primary solenoid valve SV1 may be inoperative.
Replace solenoid coil or valve.
Broken gauge.
Replace gauge.
Damaged combination valve.
Replace combination valve.
TROUBLE: Pump Pressure Builds Very Slowly Or Not At All.

No pulsing signal at SV2.
Check Timer.
Pressure reducing valve may be set too low.
Increase setting by 1/2 turn to check operation.
Grease viscosity may be too high for temperature at

which pump is operating.
Replace grease with a lower viscosity lubricant.
If pressure is not building at all, secondary solenoid

valve SV2 may be inoperative.
Replace secondary solenoid valve SV2.
Pump piston ball checks and inlet checks may have

foreign matter trapped causing leakage.
Remove, inspect and clean, if necessary.

Inspect sealing surfaces between upper and lower
inlet checks. Replace if rough or pitted.
Shovel rod is rough or pitted.
Replace shovel rod and packing.
Lubricant supply line leaks or is broken.
Repair lubricant supply line
Pulsing signal of cycle timer incorrect.
Set flasher timer.
TROUBLE: 24VDC Timer Not Operating:

Timer BAT (-) connection is not on grounded member.
Connect to good ground.
Timer BAT (+) connection not connected to 24VDC

BAT (+) terminal during operation of vehicle.
Establish direct connection between Timer BAT (+)

connection and 24 VDC BAT (+) terminal.
Fuse blown (circuit breaker tripped) on power connection to timer, or wire is otherwise damaged.
Replace fuse (reset circuit breaker) or repair damaged

wire.
Loose wire connections at any of the timer terminals.
Secure wire connections.
TROUBLE: Timer Stays Timed Out:

Commutation failure in timer caused by damaged component.
Replace Timer.
Output relay contacts welded shut caused by extended

short to ground.
Replace Timer.
Solenoid valve connected to LUBE SW terminal of

timer instead of terminal marked SOL.
Correct wiring hook-up.
P3-12

P03013 8/00
POSSIBLE CAUSES
TROUBLE: Timer Turns On At Intervals Two (2) To Ten (10) Times More Often Than Set Time Interval:
Electrical noise is being introduced into the power
supply to the timer overcoming suppressor capacitor
causing uncontrolled turn-on of its output relay.
IMPORTANT: In some instances, electrical noise

may be generated into vehicle electrical system
which may cause timer to turn on at random intervals, independent of timer setting.
If this occurs, a 250 to 1,000 MFD capacitor rated
150 to 350 VDC should be added across BAT (+)
and BAT (-) terminals to suppress this noise and
improve timer performance.
TROUBLE: Timer Turns On At Intervals Faster Than Allowable Tolerances Of Settings:

Timer out of adjustment or damaged component.
Refer to Timer Adjustment and re-adjust timer or

replace timer.
Reservoir Fill Procedure

Lubricant Required for System
Refer to Lubrication Chart, for correct lubricant specifications.
. Above 90F (32C) - Use NLGI No.2 multipurpose
grease (MPG).
. -25to 90F (-32to 32C) - Use NGLI No. 1 MPG.
. Below -25F (-32C) - Refer to local supplier for
extreme cold weather lubricant requirements.
Fill Procedure
1. Remove top vent plug (14, Figure 3-8).
2. Remove bottom fill plug (15).
3. Connect line from Lubricant Delivery system to
bottom fill port (15) and fill reservoir until grease
just begins to come out of top vent hole above.
4. Disconnect line from Lubricant Delivery system
and install plugs (14 & 15) previously removed.
FIGURE 3-8. TYPICAL AUTO LUBE SYSTEM

1. Pump Cylinder
2. Cyl. Pressure Gauge
3. Valve Body Assy.
10. Press. Reducing Valve
4. Orifice Assembly
11. Vent Valve Assy.
5. Pump Assembly
12. Grease Return Line
6. Cannister/Reservoir 13. Grease Supply Line
7. Pump Cycle Timer
14. Top Vent Plug
15. Fill Supply Port
P03013 8/00

P3-13
Preventive Maintenance Procedures

The following maintenance procedures should be used to insure proper system operation.
Daily Lubrication System Inspection
1. Check grease reservoir level.
4. Inspect all bearing points for a bead of lubricant
around the bearing seal.
Inspect grease level height after each shift of
operation. Grease usage should be consistent
It is good practice to manually lube each bearing
from day-to-day operations.
point at the grease fitting (Zerk, Figure 3-4) provided on each Injector. This will indicate if there
Lack of lubricant usage would indicate an
are any frozen or plugged bearings, and will help
inoperative system.
flush the bearings of contaminants.
Excessive usage would indicate a broken sup5. System Checkout
ply line.
2. Check all grease feed lines hoses from the SL-1
Injectors to the lubrication points (Figure 3-2).
a. Repair or replace all worn / broken feed line
hoses.
b. Make sure that all air is purged and all new feed
line hoses are filled with grease before sending
the truck back into service.
3. Inspect key lubrication points for a bead of lubricant around seal.
Make note of all lubrication points that look dry.
Notify maintenance staff for repair service.
250 Hour Inspection
1. Check all grease feed line hoses from the SL-1
Injectors to the lubrication points (Figure 3-2).
a. Repair or replace all worn / broken feed line
hoses.
b. Make sure that all air is purged and all new feed
line hoses are filled with grease before sending
the truck back into service.
2. Check all grease supply line hoses from the pump
to the SL-1 injectors.
a. Repair or replace all worn / broken supply lines.
b. Make sure that all air is purged and all new
supply line hoses are filled with grease before
sending the truck back into service.
3. Check grease reservoir level.
a. Remove all SL-1 injector cover caps to allow

visual inspection of the injector cycle indicator
pins during system operation.
b. Start Truck.
c. Lift the passenger seat and connect a jumper
wire between SOL (Wire 68A) and LUBE
SW on the 24VDC solid state timer (Figure
3-7).
The hydraulic grease pump should operate.
d. Keep the jumper wire connected until the pump
stalls out at 2000 PSI.
e. With the pump in the stalled-out mode, check
each SL-1 injector assembly.
The cycle indicator pin should be retracted
inside the injector body.
f. Once all of the SL-1 injectors have been inspected under pressure remove the jumper
wire between the SOL and LUBE SW terminals on the timer assembly.
The pump should shut off and the pressure in
the system should drop to zero venting back to
the grease reservoir.
g. With the system vented, check all of the SL-1
injector indicator pins.
All of the pins should be visable.
NOTE: Refer to the system troubleshooting
chart, if the injectors are not working properly.
Replace or repair injectors, if defective.
h. Reinstall all injector cover caps.
a. Fill reservoir if low.
i. Check timer operation.
b. Check reservoir for contaminants.

Clean, if required.
c. Check that all filler plugs, covers and breather
vents on the reservoir are intact and free of
contaminants.
With engine running, lube system should activate within 5 minutes. The system should build
2000PSI within 25-40 seconds.
j. If the system is working properly, the machine
is ready for operation.
k.If the system is malfunctioning, refer to the
troubleshooting chart in the service manual.
P3-14

P03013 8/00
SECTION Q
ALPHABETICAL INDEX
A
Accelerator Pedal . . . . . . . . . . . .
Accumulator, Steering . . . . . . . . .
Accumulator, Brake . . . . . . . . . . .
Automatic Suspension System (Option)
Air Cleaners . . . . . . . . . . . . . . .
Air Conditioning System . . . . . . . .
Component Service . . . . . . . . . .
Alternator, 24VDC . . . . . . . . . . .
Antifreeze Recommendations . . . . .
Assembly, Sealants & Adhesives . . .
Automatic Lubrication System . . . . .
Axle, Rear . . . . . . . . . . . . . . . .
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D3-11
. L6-7
J3-20
D27-1
. C5-1
. M9-1
. M9-1
. D2-2
. P2-1
. A5-5
. P3-1
. G5-1
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. D2-1
. D2-1
. D2-2
D3-13
D3-13
D3-14
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. G3-1
. G3-3
. L6-1
. B3-1
. B3-4
. B3-3
. B3-3
D3-13
J3-20
. J2-1
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B
Batteries . . . . . . . . . . . . . . . .
Maintenance and Service . . . . . .
Battery Charging System . . . . . . .
Battery Control Box . . . . . . . . . .
Battery Disconnect Switch . . . . . .
Battery Equalizer . . . . . . . . . . .
Bearing, Wheel
Front, Installation . . . . . . . . . .
Front, Adjustment . . . . . . . . . .
Bleeddown Manifold Valve . . . . . .
Body, Dump . . . . . . . . . . . . . .
Body Guide . . . . . . . . . . . . . .
Body Pad . . . . . . . . . . . . . . .
Body-Up Retention Cable . . . . . .
Body-Up Sensor . . . . . . . . . . .
Brake Accumulators . . . . . . . . .
Brake Circuit . . . . . . . . . . . . .
Bleeding Procedures
Service Brakes . . . . . . . . . .
Checkout Procedure . . . . . . . .
Failure Modes Checkout Procedure
Troubleshooting . . . . . . . . . . .
Brake Cooling Valve (BCV) . . . . .
Brake Disc Wear Indicator . . . . . .
Brake, Parking . . . . . . . . . . . .
Brake Seal Assembly/Installation . .
Brakes, Wet Disc . . . . . . . . . . .
Brake Valve . . . . . . . . . . . . . .
Test and Adjustment . . . . . . . .
Q01024
J5-5
J4-5
J4-6
J4-8
J3-25
. J5-3
. J7-1
. J6-7
. J5-1
. J3-1
J3-10
Cab . . . . . . . . . . . . . . . . .
Capacities, Service . . . . . . . .
Charging Procedure
Brake Accumulators . . . . . . .
Steering Accumulators . . . . .
Suspensions . . . . . . . . . . .
Checkout Procedures
Brake Circuit . . . . . . . . . . .
Data Sheet . . . . . . . . . . .
Hoist Circuit . . . . . . . . . . .
Steering Circuit . . . . . . . . . .
Circuit Breaker Chart . . . . . . .
Console Controls . . . . . . . . .
Controllers
Powertrain Management (PMC)
Retard Control & Monitor (RCM)
Suspension (SSP) . . . . . . . .
Transmission (ATC) . . . . . . .
Cooling System, Engine . . . . . .
Cranking Motor Troubleshooting .
Cylinders
Hoist . . . . . . . . . . . . . . .
Steering . . . . . . . . . . . . . .
. . . . . N2-1
. . . . . P2-1
. . . . . J3-21
. . . . . L6-10
. . . . . H4-2
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. J4-1
J4-13
L10-5
L10-1
D3-3
N4-7
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D23-1
D26-1
D27-1
D24-1
C3-1
D2-18
. . . . . L8-11
. . . . . L6-11
D
DAD (Data Acquisition Device)
Decks . . . . . . . . . . . . . . .
Differential Assembly . . . . . .
Differential Pressure Switch . .
Drive Line Adapter . . . . . . . .
Drive Shafts . . . . . . . . . . .
Dump Body . . . . . . . . . . . .
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D32-1
B2-2
G5-3
. J3-9
C4-5
F5-1
B3-1
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R1-1
D25-1
D22-6
C4-1
A2-3
E
Electrical System Schematic .
Electronic Display Panel (EDP)
Emergency Truck Operation .
Engine . . . . . . . . . . . . .
Engine Specifications . . . . .
Alphabetical Index
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Q1-1
Fan, Heater . . . . . . . . . . . . . . . . . N3-4

Fault Code Tables
Electronic Display Panel . . . . . . . . . D22-9
Transmission Controller . . . . . . . . . D22-10
Suspension Controller . . . . . . . . . . D22-13
PMC . . . . . . . . . . . . . . . . . . . . D22-14
Payload Meter . . . . . . . . . . . . . . D22-16
Filter, Engine Air . . . . . . . . . . . . . . . C5-1
Filter, Heater . . . . . . . . . . . . . . . . . N3-4
Filters, Hydraulic
High Pressure (Steering) . . . . . . . . . . L9-1
Low Pressure (Brake, Hoist, Transmission) L9-2
Final Drive . . . . . . . . . . . . . . . . . . G4-1
Planetaries . . . . . . . . . . . . . . . . . G6-1
Flow Amplifier . . . . . . . . . . . . . . . . . L6-3
Flushing, Hydraulic System . . . . . . . . . . L3-5
Front Suspension . . . . . . . . . . . . . . H2-1
Front Tires and Rims . . . . . . . . . . . . G2-2
Front Wheel Hub and Spindle . . . . . . . G3-1
Fuel Tank . . . . . . . . . . . . . . . . . . . B4-1
Vent . . . . . . . . . . . . . . . . . . . . . B4-3
Gauge Sender . . . . . . . . . . . . . . . B4-3
G
Grille & Hood . . . . . . . . . . . . . . . . .
B2-2
H
Heater/Air Conditioner . . . . .
Actuators . . . . . . . . . . . .
Coil . . . . . . . . . . . . . . .
Fan Motor and Speed Control .
Hoist Circuit Operation . . . . .
Hoist Pilot Valve . . . . . . . . .
Hoist Cylinders . . . . . . . . . .
Hoist Relief Valve (Adjustment)
Hoist Valve . . . . . . . . . . . .
Hood . . . . . . . . . . . . . . .
Hub, Wheel . . . . . . . . . . . .
Hydraulic System
Brake Cooling Circuit Pump . .
Filters . . . . . . . . . . . . . .
Hoist Circuit Pump . . . . . . .
Strainers . . . . . . . . . . . .
Schematic . . . . . . . . . . .
Steering/Brake Pump . . . . .
System Flushing Procedure . .
Tank . . . . . . . . . . . . . . .
Troubleshooting
Steering System . . . . . . .
Q1-2
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N3-3
N3-4
N3-4
N3-4
. L7-1
. L8-8
L8-11
L10-5
. L8-1
B2-1
G3-1
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L3-6
L9-1
L3-6
L3-3
R1-1
L6-16
. L3-5
. L3-1
Instrument Panel . . . . . . . . . . . . . . . N5-1
L
Ladders . . . . . . . . . . . . . . . . . . . . B2-2
Lubrication and Service . . . . . . . . . . . P2-1
Lubrication Chart . . . . . . . . . . . . . . . P2-2
Lubrication System, Automatic . . . . . . . P3-1
M
Maintenance Information Screens
MOM . . . . . . . . . . . . . . . .
Metric Capscrews, Torque Chart .
Metric Conversion Chart . . . . . .
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D32-3
D30-1
. A5-6
A5-1, 8
N
Nitrogen Specifications
. . . . . . . . . . . H4-1
O
Oiling and Charging Procedure,
Operator Controls . . . . . . .
Optional Equipment
Air Conditioning System . . .
Cab Radio . . . . . . . . . . .
Fire Control Systems . . . . .
Fuel, Quick Fill . . . . . . . .
Payload Meter II . . . . . . .
3-Mode Suspension Control .
Traction Control (ASR) . . . .
Susp.. . . . H4-1
. . . . . . . N5-1
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. . . . M9-1
. . . M27-1
. . . . M2.3
. . . . M5-1
. . . M20-1
D27-1, H2-4
. . . D26-1
P
Panhard Rod . . . . . . . . . . . . . . .
Parking Brake . . . . . . . . . . . . . . .
Pedal
Accelerator . . . . . . . . . . . . . . .
Brake . . . . . . . . . . . . . . . . . .
Plates, Warning and Caution . . . . . .
Planetary Assemblies . . . . . . . . . .
Powertrain Management Control System
Fault Codes, PMC System . . . . . . .
Pressure Control Adjustment, Pump . .
Pump, Hoist System . . . . . . . . . . .
Pump, Steering/Brake System . . . . .
. . G4-3
. . J7-1
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D3-11
. J3-1
. A4-1
. G6-1
D22-1
D22-8
L10-2
. L3-6
L6-16
. . . . . . L6-26
Alphabetical Index
Q01024
R
Radiator . . . . . . . . . . . . . . .
Real Time Data Tables . . . . . . .
Rear Axle Assembly . . . . . . . .
Rear Suspension . . . . . . . . . .
Rear Tire and Rim . . . . . . . . .
Relay Boards . . . . . . . . . . . .
Relay Valve . . . . . . . . . . . . .
Retard Control and Monitor (RCM)
Retarder Control Lever . . . . . . .
Rims . . . . . . . . . . . . . . . . .
Rock Ejectors . . . . . . . . . . . .
T
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. C3-1
D34-1
. G5-2
. H3-1
. G2-3
. D3-9
J3-15
D26-1
J3-26
. G2-4
. B3-4
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. A3-1
D2-11
N4-10
. P2-1
S
Safety Rules . . . . . . . . . . . . .
Starter, 24VDC . . . . . . . . . . .
Seat, Operator . . . . . . . . . . .
Service Capacities . . . . . . . . .
Solenoid
Bleeddown . . . . . . . . . . . . .
Special Tools . . . . . . . . . . . .
Specifications
Sealants & Adhesives . . . . . . .
Suspension Oil . . . . . . . . . .
Nitrogen . . . . . . . . . . . . . .
Hydraulic Oil . . . . . . . . . . . .
Lubrication Chart . . . . . . . . .
Truck . . . . . . . . . . . . . . . .
Spindle, Front Wheel Hub . . . . .
Steering
Accumulator Charging Procedure
Circuit Test Procedure . . . . . .
Control Valve . . . . . . . . . . .
Cylinders . . . . . . . . . . . . . .
Troubleshooting . . . . . . . . . .
Wheel & Controls . . . . . . . . .
Storage Instructions
Engine . . . . . . . . . . . . . . .
Transmission . . . . . . . . . . .
Strainer, Hydraulic Tank . . . . . .
Suspension A-Frame . . . . . . . .
Suspension
Front . . . . . . . . . . . . . . . .
Rear . . . . . . . . . . . . . . . .
Q01024
. . . . . L4-2
. . . . . M8-1
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. A5-5
H4-1
. H4-1
. P2-1
. P2-2
. A2-3
. G3-1
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L6-10
L10-1
. L5-1
L6-11
L6-26
. N4-2
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. A7-9
A7-11
. L3-3
. G3-4
. . . . . H2-1
. . . . . H3-1
Tank
Fuel . . . . . . . . . . . . . . . . . . .
Hydraulic . . . . . . . . . . . . . . . .
Tires and Rims
Front . . . . . . . . . . . . . . . . . .
Rear . . . . . . . . . . . . . . . . . . .
Tools, Special . . . . . . . . . . . . . .
Torque Converter . . . . . . . . . . . .
Torque Tables
Metric Capscrews . . . . . . . . . . .
Standard . . . . . . . . . . . . . . . .
12-Point Capscrews (Grade 9) . . . .
Transmission . . . . . . . . . . . . . . .
Oil Cooler . . . . . . . . . . . . . . . .
Range Selector . . . . . . . . . . . . .
Sensors & Switches . . . . . . . . . .
Transmission Controller (ATC) . . . . .
Troubleshooting
Brake System . . . . . . . . . . . . .
Hoist System . . . . . . . . . . . . . .
MOM . . . . . . . . . . . . . . . . .
PMC System . . . . . . . . . . . . . .
PMC Controller . . . . . . . . . . .
Retard and Control Monitor Controller
Suspension Controller . . . . . . .
Transmission Controller . . . . . . .
Steering Circuit . . . . . . . . . . . . .
Transmission/Torque Converter . . . .
. . B4-1
. . . L3-1
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. G2-1
. G2-3
. M8-1
. F2-2
.
.
.
.
.
.
.
.
. A5-2
. A5-6
. A5-6
. F2-8
. F3-1
. F6-4
. F6-5
. D24-1
.
.
.
.
.
.
.
.
.
.
. . J4-8
. L3-15
D30-11
. D22-3
. D23-7
. D26-2
. D27-6
. D24-6
. L6-26
. F6-14
V
Valves
Bleeddown Solenoid . . . . . . . . . . .
Brake . . . . . . . . . . . . . . . . . . .
ECMV . . . . . . . . . . . . . . . . . . .
Flow Amplifier . . . . . . . . . . . . . .
Hoist . . . . . . . . . . . . . . . . . . .
Hoist Pilot . . . . . . . . . . . . . . . . .
Hoist Relief, Adjustment . . . . . . . . .
Hoist Power-down Spool Limit Solenoid
Hoist Power-up Spool Limit Solenoid . .
Pressure Compensator, Adjustment . .
Relay . . . . . . . . . . . . . . . . . . .
Steering Control . . . . . . . . . . . . .
Torque Converter Relief . . . . . . . . .
Torque Converter Regulator . . . . . . .
Transmission Control . . . . . . . . . .
Alphabetical Index
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. L4-2
. J3-1
F2-14
. L4-4
. L8-1
. L8-8
L10-5
. L7-4
. L7-4
L10-2
J3-15
. L5-1
F2-5
F2-6
F2-11
Q1-3
W
Weights (Truck) . . . . . .
Wheel Bearing Adjustment
Front Wheel . . . . . . .
Front Wheel Bearing Seal
Wheel Hub and Spindle . .
Q1-4
. . . . . . . . .
A2-4
. . . . . . . . . G3-1
Adjustment . . G3-3
. . . . . . . . . G3-1
Wheels and Tires

Front . . . . . . . . .
Rear . . . . . . . . .
Window Service, Cab
Windshield Washer . .
Windshield Wiper . . .
Alphabetical Index
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
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.
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.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
G2-2
G2-3
N2-4
N3-2
N3-1
Q01024
SECTION R
SYSTEM SCHEMATICS
INDEX
HYDRAULIC SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ED8475

HYDRAULIC BRAKE SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EH8885
ELECTRICAL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EH2888
R01030 10/01
530M Schematics
R1-1
NOTES
R1-2
530M Schematics
R01030 10/01

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Unsafe use of this machine may cause serious injury or death.

Operators and maintenance personnel must read and understand

This material is proprietary to Komatsu Mining Systems, Inc. and is not

This ALERT symbol is used with the signal words,

DANGER identifies a specific potential hazard

WARNING identifies a specific potential hazard

CAUTION is used for general reminders

ENGINE, FUEL, COOLING AND AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . .

ELECTRIC SYSTEM (24 VDC. NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . . .

TRANSMISSION AND TORQUE CONVERTER

DRIVE AXLE, SPINDLES AND WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P

KOMATSU 530M Haulpak Truck

TRUCK COMPONENT DESCRIPTION & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . A2-1

GENERAL SAFETY AND TRUCK OPERATION

WARNINGS AND CAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1

CHARTS AND TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1

STORAGE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1

MAJOR COMPONENTS AND SPECIFICATIONS

The KOMATSU 530M Haulpak Truck is powered by a

The 530M Haulpak truck is equipped with a full time

The operator can manually apply both the front and

Hydro-pneumatic suspension cylinders are used at

The cab provides for wide visibility, with an integral

Major Components and Specifications

530M MAJOR COMPONENTS

Major Components and Specifications

FINAL DRIVE ASSEMBLY

. . . 4 x 12V / 220 A. Hr.

. . . . . . . . . Two (2) - 24 Volt Electric

. . . . . . . . . . . . . . Liters . U.S. Gallons

Major Components and Specifications

OVERALL TRUCK DIMENSIONS

Turning Circle Diameter (SAE) . . . . 24.4 m (80 ft)

Automatic Emergency Steering

Minimum Clearance Height . . . . . 5.85 m (19 2")

. . . . . . . . . . 4.965 m (16 3")

Overall Length . . . . . . . . . . . 11.48 m (37 8")

Maximum Width . . . . . . . . . . . 6.62 m (21 9")

Rock Service (E-3) . . . . . . . . . . . . Tubeless

Based on SAE 2:1 Heaped . . . 78 m3 (102 yds3)

61x 12.95 x 12.7 cm (24 x 51 x 5 in.)

. . . . Separable Tire Rims

DUMP BODY CAPACITY (Standard)

Heaped @ 2:1 (SAE) . . . . . . . 78 m3 (102 yds3)

OVERALL TRUCK DIMENSIONS

Major Components and Specifications

SAFETY IS THINKING AHEAD

Safe practices start before the operator gets to

At The Truck - Ground Level Inspection

If engine has been running, allow coolant to cool

Do not stand in front of rim and locking ring when

Always mount and dismount facing the truck.

General Safety and Operating Instructions

7. Become familiar with all protective equipment

21. Know and obey the hand signal communications

12. Insure headlights, worklights and taillights are in

Tire and rim assembly may expode if subjected to

24. Always have parking brake applied when the truck

17. WEAR SEAT BELTS AT ALL TIMES. Only

25. When parking, park a safe distance from other

18. Do not allow anyone to ride on decks or steps of

26. Keep serviceable fire fighting equipment at hand.