G-660 Service Manual PDF

UPPERSTRUCTURE
SERVICE MANUAL
G660
86601007
July 2002
Lot 1 thru Lot 56
GRADALL
406 Mill Avenue S.W.
New Philadelphia, OH, 44663, USA
Telephone: (330) 339-2211
Fax: (330) 339-3579
OPERATOR’S MANUAL
G660
8680-1004
July 2002
GRADALL
Telephone: (330) 339-2211
Fax: (330) 339-3579
IMPORTANT SAFETY NOTICE
Safe operation depends on reliable equipment and the use of proper operating pro-
cedures. Performing the checks and services described in this manual will help to
keep your Gradall in reliable condition and use of the recommended operating pro-
cedures can help you avoid unsafe practices. Because some procedures may be
new to even the experienced operator we recommend that this manual be read,
understood and followed by all who operate the Gradall.
Warning and caution notes have been included throughout this manual to help you
avoid injury and prevent damage to the equipment. These notes are not intended to
cover all eventualities; it would be practically impossible to anticipate and evalu-
ate all possible applications and methods of operation for this equipment.
It is important that any procedure not specifically recommended by Warner &

Swasey be thoroughly evaluated from the standpoint of safety before it is placed
in practice.
The Warner & Swasey Company

406 Mill Avenue, S.W., New Philadelphia, Ohio 44663
©1974 The Warner & Swasey Company Gradall is a registered trademark
Form No. 7350 Printed in U.S.A.

Revised Oct. 1980 10/80 1MV
A FEW WORDS TO THE OPERATOR
This manual provides important information to familiarize you with safe operating
and maintenance procedures for the Gradall. Even though you may be familiar
with similar equipment you MUST read and understand this manual before oper-
ating the unit.
Separate publications are furnished with the Gradall to provide information con-
cerning safety, replacement parts, detailed maintenance procedures and operation
of the carrier.
See “GRADALL CARRIER OPERATOR’S MANUAL” (standard 6x4 and 6x6)

before operating the Gradall Carrier.
If you have any questions regarding the Gradall, contact your Gradall distributor;
he is thoroughly familiar with the entire unit and will be happy to help you.
IT IS NECESSARY THAT THIS MANUAL REMAIN WITH THE GRADALL

AT ALL TIMES.
1
SAFETY
Inspect your machine daily before operating and before engine startup. Do not
operate the machine until all faulty conditions have been corrected.
Always use two hands when climbing up on the

machine. Be sure your shoes are clean and dry.
Develop safe and clean working habits.
3
Safety
Keep swing area free of tools, buckets and blocking.

To prevent slipping, keep deck and cab area free
of oil and trash.
Always use caution when working near people.

Never pass the boom or bucket over people.
Never operate the machine with someone stand-

ing anywhere on the upperstructure except in the
cab. An observer could be thrown from the deck or
injured by the boom cradle.
4
Be sure you have enough clearance for upper-
structure tail swing, especially if there are cars or
people in the area. Always have a flagman to
direct traffic.
On truck-mounted Gradalls, watch out for the

carrier cab when swinging the boom. Keep the
boom high, and if possible, do not swing close to
the cab.
Never reach into the boom holes unless the

boom sections are securely anchored together
with a heavy timber or chain.
5
Safety
Before disconnecting any oil lines, place the

boom on the ground or in the boom rest and shut
off the engine. Move the control levers and ped-
als to relieve pressures within the cylinders.
Anchor boom using heavy timber or chain.
Use extreme caution when high voltage wires are

in the area. Never swing or extend the boom
close to the wires.
Always get true location of buried utility lines

before starting to dig. Plainly mark where the
lines are.
6
When parking or traveling with boom in cra-
dle, allow sufficient clearance to prevent dam-
age to cab or windows in case bucket were
to close.
Be especially careful when operating carrier in

remote control: never assume a clear path.
Recommended overnight parking precautions

include:
• park on level ground

• park in protected area
• store boom in rest or or on ground
• block wheels
• guard against malicious damage
and vandalism if necessary
7
CONTROLS, INSTRUMENTS
AND INDICATORS
(Common to all units)
1. Heater Switch
2. Defroster Switch
3. Hourmeter
4. Water Temperature Gage
5. Oil Pressure Gage
6. Voltmeter
7. Ignition & Start Switch
8. “KEY ON” Indicator
9. Clutch Engagement Stud
10. Throttle Control Lever

11. Boom Extend & Retract Lever
12. Boom Tilt Lever
13. Horn Button
14. Boom Raise & Lower Lever
15. Open Bucket Pedal
16. Close Bucket Pedal
17. Swing Boom Left Pedal WARNING
18. Swing Boom Right Pedal Know and understand controls and instru-
ments before operating the Gradall.
8
CONTROL VARIATIONS
(Upperstructure only)
CONTROLS COMMON TO CRAWLER CONTROLS COMMON TO SELF-PROPELLED

MOUNTED UNITS UNITS AND UNITS EQUIPPED FOR
REMOTE CONTROL
CONTROLS COMMON TO UNITS EQUIPPED CONTROLS COMMON TO UNITS EQUIPPED

WITH DETROIT DIESEL MODEL 4-53N ENGINE WITH DETROIT DIESEL MODEL 4-71N ENGINE
9
CHECKS AND SERVICES
BEFORE STARTING UPPER ENGINE
(To be performed at beginning of each work shift)
WARNING
Use extreme caution when checking items beyond your normal reach.
WARNING
Any defects or deficiencies noted must be
corrected before the Gradall is placed in
service.
4
Check entire unit for any evidence of damage or
tampering. Check for contamination of fuel or
hydraulic fluid.
1
Check all air reservoir drain cocks and close any
found open. There are three reservors on the carrier.
Remote control units have a fourth reservoir on the
upperstructure.
5
Check for adequate fuel supply and refill as neces-
sary using specified fuel. Tank should be kept filled
to minimize condensation.
2
Check unit and area beneath unit for fuel, lubricant,
coolant or hydraulic oil leaks. Repair any leaks
noted and replenish fluid as necessary.
6
3 Check hydraulic fluid level in reservoir with
Check condition and cleaniness of all reflectors boom level and extended half way. Refill reservoir
and lights. as necessary.
10
10
7 Check lubricant level in swing transmission and
Check filter indicators at top of filter elements fill to level as necessary.
to determine condition of filters. Replace filters as
necessary.
11
Check fluid level in battery and fill as necessary
8
Check hydraulic reservoir breather and clean or using distilled water. Keep battery terminals and
replace as required. connectors clean.
WARNING
Keep open flame away from battery; use
a flashlight when necessary. Batteries
produce explosive gas under certain con-
ditions.
9
Check air cleaner condition indicator. Replace 12
element when orange band rises to top of indi- Check engine coolant for proper protection against
cator window. Reset band position by pushing freezing in cold weather and add anti-freeze as
button up. necessary.
11
Checks and Services Before Starting Upper Engine
16
Check all cab windows and clean as necessary.
13 Cracked or broken windows must be replaced.
Check coolant level in radiator and fill as
necessary.
WARNING
If it becomes necessary to check coolant
level in hot radiator, turn off engine and
relieve pressure before removing cap.
Relieve pressure by turning cap appro-
ximately 90 degrees counterclockwise 17
and waiting a few minutes till sound of Check for presence of fully charged fire extin-
escaping pressure stops. Remove cap guisher on wall behind seat in cab. Replace as nec-
cautiously. essary. Read and understand instructions regarding
use and application (on fire extinguisher).
14
Check condition and tension of all engine drive
belts and adjust or replace as necessary.
18
Be sure BRAKES toggle in upperstructure is in ON
WARNING position. (Furnished on units equipped for remote
control and self-propelled units only).
Do not check belts with engine running.
15 19
Check oil level in engine crankcase and fill as nec- Check condition and mounting of bucket teeth,
essary using specified grade of oil. Replace teeth showing excessive wear.
12
20
Make daily inspections of your crawler. Check for 23
loose bolts, leaky seals and abnormal wear. Report If a spark arrester is required by law or jobsite con-
all items needing attention to maintenance person- ditions, make sure that one is attached and that it is
nel for adjustment or repair. in good working condition.
21 24
Check to be sure bucket mounting nuts are tight Remove boom hold down device and store in safe
and that they remain tight. place for future use.
25
Be sure engine clutch is engaged.
22 NOTE: Disengage engine clutch for easier starting

Following lubrication chart, lubricate all items in cold weather. After starting, engage clutch with
which can be lubricated with boom in rack engine at idle speed.
13
UPPER ENGINE OPERATION
NOTE: If engine is being started at beginning of work shift be sure to perform all
“CHECKS AND SERVICES BEFORE STARTING UPPER ENGINE” (pages 10
through 13).
Starting Detroit Diesel and Caterpillar Engines (cold start)

1. It is recommended that the engine clutch be 3. Turn ignition switch to full clockwise position
engaged when starting the engine under normal to engage starting motor. Release key immedi-
conditions. If it becomes necessary to reduce ately when engine starts. If engine fails to start
starting motor load during cold weather the within thirty seconds, release key and allow
clutch may be disengaged. starting motor to cool for a few minutes before
trying again.
CAUTION
4. After engine starts, observe oil pressure gage. If
If engine was started with clutch disengage remains on zero for more than ten seconds,
gaged, reduce engine speed to idle before stop engine and determine cause. Correct cause
engaging clutch. This prevents an exces- of malfunction before restarting engine.
sive shock load on pump shaft.
5. Warm up diesel engines until water tempera-
2. Set throttle lever to approximately half governed ture reaches minimum operating range: 165°F.
speed. for Detroit Diesel and 175°F. for Caterpillar
engines.
CAUTION
Do not engage starting motor while flywheel
or starting motor are rotating. Serious dam-
age could result.
Cold Weather Starting Aids

Diesel engine ignition is accomplished by heat gen- specific instructions for their use in this manual.
erated when fuel/air mixture is compressed within Carefully follow instructions furnished with your
the cylinders. Because this heat may be insufficient starting aid.
to start a cold engine in cold weather, the use of
starting aids has become common practice. If you use a starting aid employing ether or a similar
substance pay particular attention to manufacturer’s
Because of the wide variety of starting aids avail- warnings.
able it would be impractical to attempt to provide
14
Normal Upper Engine Operation
Observe voltmeter, water temperature and oil carbon deposits and dilution of lubricating oil by
pressure gages frequently to be sure all engine incompletely burned fuel. If the engine is not being
systems are functioning properly. used, turn it off.
Be alert for unusual noises or vibration. When an Once engine has reached operating temperature run
unusual condition is noticed, stop machine in a safe at full throttle for efficient Gradall operation.
position and shut off engine. Determine cause and
correct problem before continuing.
Early recognition and correction of unusual condi-

tions can often prevent a major breakdown. CAUTION
Always keep engine covers closed while
Avoid prolonged idling. Idling causes engine tem- engine is running.
perature to drop and this permits formation of heavy
Stopping the Engine

Operate the engine at idle speed for a few EMERGENCY STOP (furnished with Detroit Diesel
minutes before turning if off. This provides an engines only): In the event your Detroit Diesel
opportunity for engine coolant and lubricating oil engine continues to run for more than 15 seconds
to carry excessive heat away from critical engine after attempting to stop the engine in the normal
areas. manner, pull the “EMERGENCY ONLY” handle.
Turn ignition switch off.
Do not “gun” engine before shut down; this
practice causes raw fuel to remove oil film from
CAUTION
cylinder walls and dilute lubricant in the crank-
case. Use “EMERGENCY ONLY” handle only in
emergency. Handle closes a valve prevent-
CATERPILLAR ENGINE: To stop Caterpillar ing flow of air to engine and may cause oil to
engine, turn ignition switch counterclockwise to off be sucked past seals and into blower hous-
position. ing. Engine cannot be started until valve is
reset manually (see illustration below).
MODEL 4-71N DETROIT DIESEL ENGINE: To
stop the Model 4-71N Detroit Diesel engine, push Do not restart engine until cause of malfunc-
the throttle control lever down fully to the stop position is corrected.
tion. Turn ignition switch off.
MODEL 4-53 DETROIT ENGINE: To stop the WARNING

Model 4-53 Detroit Diesel engine pull the “PULL To avoid burns, wait until engine cools
TO STOP” handle and turn ignition switch off. Push before resetting emergency stop valve.
“PULL TO STOP” handle down after engine stops.
EMERGENCY STOP VALVE (Detroit Diesel only)
RUN POSITION STOP POSITION LOCATED BEHIND FAN
15
CHECKS AFTER STARTING ENGINE
WARNING
Any defects or deficiencies noted must be
corrected by qualified personnel before the
unit is placed in service.
1. Check operation of heater and defroster. 4. Observe water temperature gage indication of
engine coolant temperature. Proper operating
2. Observe oil pressure gage with engine running at temperature is approximately 160 to 185°F. for
operating temperature. Proper oil pressure at Detroit Diesel engines and 175 to 210°F. for
governed RPM is approximately 30 to 60 psi for Caterpillar engines.
Detroit Diesel engines and 58 to 72 for Caterpil-
lar engines. 5. Observe air pressure gage indication of brake
system pressure (furnished only on units
3. Observe voltmeter indication of alternator out- equipped for remote control and self-propelled
put. Proper output is approximately 13.5 with units.) Pressure range for remote braking is 90 to
engine running at governed speed. 125 psi.
BEFORE DIGGING
1. Raise boom from rack far enough to clear the

carrier cab completely.
CAUTION
2. After checking to be sure of sufficient clearance, By keeping the engine clutch engaged dur-
swing boom away from carrier cab and then ing the period of engine warm up, hydraulic
release swing pedal. Note effectiveness of auto- oil is circulated from the reservoir, through
the pumps to the control valve and then
matic swing brake. Notify maintenance person- back to the reservoir. This serves to warm a
nel immediately if swing brake action is weak. portion of the oil in the hydraulic system.
Have brake adjusted as necessary. Hydraulic oil between the control valves and
the actuating components has not been cir-
3. Following lubrication chart, lubricate items culating and is still cold. It is important that
which could not be serviced with boom in rack. this oil be warmed also before full operating
loads are imposed on the unit.
4. Operate the Grad all slowly through a few com-
plete digging cycles to warm the hydraulic oil 5. Install the appropriate bucket or attachment for
throughout the system. the job to be done (see page 17).
16
BUCKET INSTALLATION
WARNING
Keep boom in fully extended position while installing bucket. Stay clear of bucket
boom until bucket adapter has been fitted to bucket as shown in step 3.
1 2
Position adapter above bucket tube with adapter in Lower boom until bucket tube seats firmly within
“Bucket Open” position. adapter.
3 4
Move adapter to “Bucket Close” position and install Raise boom slightly till bucket just clears the
adapter bolts, washers and nuts. ground and tighten adapter bolt nuts. Be certain
nuts remain tight.
Check Bucket Gap Clearance
Check gap between bucket adapter and bucket as shown above. If there is no gap,
report condition to maintenance personnel for repair. Digging with an improperly
fitted bucket can shear adapter bolts and cause excessive wear.
17
GRADALL UNDERCARRIAGES
Conventional Carrier Mounted Units

Gradalls mounted on conventional 6x4 or 6x6 they agree on a set of horn signals to be used
carriers are highly mobile and can travel between when the Gradall is to be moved. Complete in-
job sites quickly. Depending on the nature of structions for the operation of conventional car-
the job and local regulations one or two men riers are provided in a separate manual, “G-660
may be assigned to this type of unit. When two GRADALL 6x4 and 6x6 CARRIERS OPERATOR’S
men are assigned to the unit it is important that MANUAL”.
Remote Control Carrier Mounted Units

Conventional 6x4 and 6x6 carriers which have Because both the upperstructure and carrier cabs
been equipped for remote control can be oper- contain controls relating to this feature, instruc-
ated from the upperstructure cab as well as tions covering remote control are provided in the
from the carrier cab. This fact makes it possible carrier manual and on pages 19 through 23 of this
for only one man to be assigned to the Gradall. manual.
Crawler Mounted Units

Crawler undercarriages are furnished to enable travels, then picks it up from behind and carries
the Gradall to travel over rough terrain and reach it on ahead. Special instructions for the use of
work sites which would not be accessible to the the crawler undercarriage and the crawler con-
ordinary truck mounted Gradall. In effect, a trols are provided on pages 24 and 25 of this
crawler machine lays down its own road as it manual.
Self-Propelled Units
Self-propelled Gradalls are mounted on a 4x4 or sure for the brake system is also developed by the
6x4 chassis which includes a transmission, and upperstructure engine. Instructions for driving self-
when necessary, a transfer case. Hydraulic pressure propelled units are provided on pages 26 and 27 of
from the upperstructure drives an hydraulic motor this manual.
which delivers torque to the transmission. Air pres-
18
PREPARING CARRIER FOR
REMOTE CONTROL OPERATION
(after conventional carrier operation)
WARNING
Be sure to read and understand all instruc-
tions regarding remote control before ope-
rating the unit in this mode (pages 19
through 23).
(for 6x6 units only)

3. With main transmission in neutral and engine
running, depress clutch and shift transfer case to
low range only. When sure of complete engage-
ment, release clutch.
1. Start carrier engine and develop full brake sys-

tem pressure (125 psi).
Pull PARKING BRAKE control up to PARK

position (ON).
4. With engine running, depress clutch and shift

transmission to first or second gear only being
sure of complete engagement. Turn ignition
switch to OFF. Also pull STOP handle for units
equipped with Detroit Diesel engine. Release
clutch when engine has stopped.
2. Set CAB CONTROLLED BRAKES toggle to

LOCKED position.
5. Set REMOTE DRIVE toggle to IN position.
TWO SPEED AUXILLIARY THREE SPEED AUXILLIARY

TRANSMISSION TRANSMISSION

3. With main transmission in neutral and engine
running, depress clutch and shift auxiliary trans-
mission to low range only. When sure of com- 6. Pull steering selector valve knob up to raised
plete engagement, release clutch. position (located on floor in front of seat).
CARRIER CAB CONTROLS ARE NOW SET FOR REMOTE OPERATION,

NEXT SET UPPERSTRUCTURE CONTROLS.
19
PREPARING UPPERSTRUCTURE
FOR REMOTE OPERATION
1. Be sure BRAKES toggle in upperstructure is in

ON position. 4. Be sure engine clutch is engaged.
NOTE: Disengage engine clutch for easier starting

WARNING in cold weather. After starting, engage clutch with
engine at idle speed.
Never move BRAKES toggle to OFF posi-
tion until ready to engage travel lever. Car-
rier brakes were applied when carrier 5. Perform following procedure to be sure power
controls were set for remote operation. This take-off is fully engaged:
brake application will remain in effect
until upper portion of brake system is pres-
surized. With carrier CAB CONTROLLED
BRAKES toggle in LOCKED position and
upperstructure circuitry pressurized, upper
brake controls will override carrier con-
trols. Because of this, brakes would release
automatically as upper system pressure
increased if upperstructure BRAKES toggle
were in OFF position.
a. Adjust upperstructure engine speed to idle.
2. Be sure travel and steering levers are in neutral

position.
b. With BRAKES toggle remaining in ON posi-

tion, very gently engage travel lever to cause
a slight rotation of power take-off gear.
c. If step b. caused gears to clash, power take-

off was not engaged. Repeat step b.
3. Start upperstructure engine and develop full If step b. caused engine to reduce speed,
brake system pressure (125 psi). power take-off is fully engaged.
UPPERSTRUCTURE CONTROLS ARE NOW SET FOR REMOTE OPERATION.
20
PRECAUTIONS FOR REMOTE CONTROL
Be sure of unobstructed visibility in direction of Be sure of clear path for carrier, boom and coun-
travel; use a signalman to compensate for blind terweight before starting to move. Be especially
spots. watchful for overhead wires and traffic.
Be sure upperstructure swing brake functions

Always give audible signal before moving unit.
properly before moving unit.
Never permit bucket to drag while moving unit. Never tow load using remote control drive.
REMEMBER THAT DIRECTIONS ARE BASED ON UPPERSTRUCTURE

OPERATOR FACING IN THE SAME DIRECTION AS THE CARRIER.
DRIVING CARRIER FROM

UPPERSTRUCTURE CAB
1. Be sure controls in carrier and upperstructure

cabs have been properly set for remote control
operation pages (19 and 20) and that brake sys-
tem is fully pressurized (125 psi). 4. Travel lever controls forward and reverse car-
rier travel. Pushing lever forward (away from
2. Be sure engine is running at full governed RPM operator) causes forward carrier travel and
when travel levers are engaged. pulling lever back causes reverse travel. Lever
is self-centering when released. Speed is con-
trolled by amount of lever travel and engine
speed.
3. BRAKES toggle in upperstructure controls

application and release of carrier brakes. Pull
toggle to OFF just before engaging travel lever. 5. Steering lever controls direction of front wheels.
Push toggle to ON immediately after releasing Move lever to left to turn left and move lever to
travel lever. right to turn right.
21
PREPARING UPPERSTRUCTURE FOR
CONVENTIONAL CARRIER OPERATION
(after remote control operation)
WARNING
Never move BRAKES toggle to OFF posi-

tion until ready to engage travel lever.
Carrier brakes were applied when carrier
controls were set for remote operation.
This brake application will remain in effect
until upper portion of brake system
1. Retract boom and store in boom rest using hold is pressurized. With carrier CAB CON-
down device as necessary. TROLLED BRAKES toggle in LOCKED
position and upperstructure circuitry pres-
surized, upper brake controls will override
carrier controls. Because of this, brakes
would release automatically as upper sys-
tem pressure increased if upperstructure
BRAKES toggle were in OFF position.
2. Be sure BRAKES toggle in upperstructure is in

ON position.
3. If upperstructure engine is to be turned off, allow

to cool by running at idle speed for a few minutes
before stopping.
UPPERSTRUCTURE CONTROLS ARE NOW SET FOR CONVENTIONAL

CARRIER OPERATION. NEXT SET CARRIER CONTROLS.
22
CONVENTIONAL OPERATION
1. Push steering selector valve knob down to lower

position (located on floor in front of seat).
4. Start carrier engine and develop full brake sys-

tem pressure (125 psi). Turn ignition switch to
OFF (unless carrier is to be driven). Pull STOP
handle on units equipped with Detroit Diesel
engine.
2. Shift main transmission to neutral.
5. Keep PARKING BRAKE control in raised posi-

tion until carrier is to be driven.
3. Set REMOTE DRIVE toggle to OUT position. 6. Set CAB CONTROLLED BRAKES toggle in
UNLOCKED position.
CARRIER CONTROLS ARE NOW SET FOR CONVENTIONAL OPERATION.
23
CRAWLER MOUNTED UNITS
Use Your Crawler Properly
1. Travel in forward direction whenever possible 5. Rough operation and operation on uneven
(with track drive motors at rear). Traveling in ground can cause unnecessary wear and dam-
reverse increases wear on sprockets. age to track components. Reasonable operation
and regular maintenance will extend track life
2. Plan your work to equalize left and right turns. significantly.
Constantly turning in one direction will cause
track components to wear unevenly. 6. Mud and debris can prevent rollers from turning
3. Apply power to both tracks when turning. When and cause flat spots. Clean track components as
power is applied to only one track it becomes often as necessary.
necessary for the driving track to overcome the
drag of the other track. 7. Never park crawler units on a steep incline or
on the side of a hill. This can distort roller seals
4. Hard digging in one spot can cause as much track and cause a loss of lubricant which could ruin
wear as frequent moves. Do not neglect service the rollers.
because of infrequent moves.
Crawler Controls
TRACK DRIVE LEVERS: The left and right track CRAWLER BRAKE: Keep crawler brake in
drive levers permit independent control of each locked position except when traveling. Always
track. Use of the track controls is illustrated on the move brake lever to travel position before engaging
opposite page. track drive levers.
24
Crawler Controls
Straight Foward Straight Backward
Turn Left Turn Right

25
SELF-PROPELLED UNITS
Precautions for Driving Self-Propelled Units
Be sure of unobstructed visibility in direction of especially watchful for overhead wires and
travel; use a signalman to compensate for blind traffic.
spots.
Never permit bucket to drag while moving unit.
properly before moving unit. Always give audible signal before moving unit.
Be sure of clear path for carrier, boom and Never tow load with self-propelled Gradall.
counterweight before starting to move. Be

OPERATOR FACING IN THE SAME DIRECTION AS THE CARRIER
(TRANSMISSION SHIFT LEVER IS AT FRONT OF UNIT)
Driving Self-Propelled Units
1. Be sure that brake system is fully pressurized 4. Travel lever controls forward and reverse carrier
(125 psi). travel. Pushing lever forward (away from opera-
tor) causes forward carrier travel and pulling
2. Be sure engine is running fast enough to prevent lever back causes reverse travel. Lever is self-
stalling when travel lever is engaged. centering when released. Speed is controlled by
amount of lever travel and engine speed.
NOTE: Instructions for shifting transmission and
transfer case are provided on opposite page.
3. BRAKES toggle in upperstructure controls

application and release of carrier brakes. Pull
toggle to OFF just before engaging travel lever. 5. Steering lever controls direction of front wheels.
Push toggle to ON immediately after releasing Move lever to left to turn left and move lever to
travel lever. right to turn right.
26
Transmission Control
1. Be sure that unit is fully stopped and that

BRAKES toggle is in the ON position.
2. Move transmission shift lever to the desired

speed range position.
Transfer Case Control (4x4 units only)
1. Be sure that unit is fully stopped and that

BRAKES toggle is in the ON position.
2. Move front wheel drive lever to engaged or dis-

engaged position as necessary for driving condi-
tions.
27
TO MAKE A TYPICAL GRADALL CUT
IMPORTANT
Your Gradall has sufficient power to permit a fast efficient digging cycle. The
procedure on the following pages describes a typical cycle in separate steps;
as you gain experience, combine control functions for a smooth cycle with no
lost time.
A Raise Boom
B Lower Boom
C Tilt Boom Clockwise

D Tilt Boom Counterclockwise
E Retract Boom In
F Extend Boom Out
G Open Bucket
H Close Bucket
I Swing Boom Left

J Swing Boom Right
1.
. . . make sure that the engine is always running at
full throttle for Gradall operation.
WARNING
2.
Always keep hands on levers in case of need Pull back on left lever to lift boom (A) from
to react quickly in emergency. boom rest. Be sure to raise boom far enough to clear
cab.
28
3. 4.
Press outer right pedal to swing the boom right (J), Push right lever forward to extend boom (F) and at
or inner right pedal to swing left (I), out over the pro- the same time push left lever forward to lower boom
posed digging site. (B), to position it for start of cut.
NOTE: When controls are released they automati-

cally return to neutral and all motion stops.
29
5. 6.
Position bucket open (G) or closed (H) for correct Pull center lever back to tilt boom clockwise (C) or
penetration while boom is being lowered. Push for- push center lever forward to tilt boom counterclock-
ward on left lever to force boom down for penetra- wise (D) if necessary.
tion (B). Adjust bucket open (G) or closed (H) for
desired grade.
30
7. 8.
Pull right lever back to retract boom (E), and at the The bucket cutting edge raises as the boom retracts.
same time push left lever forward to apply down Slight adjustment of bucket open pedal (G) is advis-
pressure to maintain grade (B). able to maintain grade.
NOTE: Depth of cut should depend on hardness of Continue with steps 7 and 8 until bucket is full.
material. Bucket will have a tendency to open (hose
relief valves protect this circuit) if digging angle is
too great.
31
To Make A Typical Gradall Cut
9. 10.
Pull left lever back (A) and as the boom rises, press When bucket is raised high enough to clear obstruc-
inner left pedal (H) to close the bucket and prevent tions, swing boom left (I) or right (J) to dump loca-
excess spillage. Do not raise the boom higher than is tion, and if required, extend boom by pushing right
necessary. lever forward (F).
32
11. 12.
Press outer left pedal (G) to open bucket and release Swing boom left (I) or right (J) to align boom for
dirt. next cut and repeat steps 4 through 11.
33
OPERATING TIPS
When You’re Excavating
1. “Shave” thin cuts of dirt with the bucket instead of taking deep bites. You will maintain a more
even grade, leave a smoother finish, and the bucket will not drift.
2. When digging basements, begin your first cut in one of the corners, straddling the line. You will
be able to reach toward the center and place the spoil out of your way, all in one operation.
3. Speed up your digging cycle by using as many controls at one time as possible. For example,
extend the boom and open the bucket while swinging to dump.
4. When digging in rock, pavement, or frozen ground, use the faster and more powerful boom
action for “booming out” prying action, extending the boom and keeping your foot on the inside
left pedal (to develop more break-out power), instead of trying to pry with the bucket action.
When You’re Trenching

1. Get the true location of pipes and utility lines first.
2. Do not remove more dirt than is necessary — use the smallest bucket that is possible for the
width of the trench.
3. The harder the material, the smaller the bucket should be that you are using.
4. When the bucket is full, raise boom and swing to dump immediately.
5. Keep the cutting edges on the bucket sharp.
When You’re Ditch Cleaning

1. Apply moderate down pressure (lower boom) when starting the cut. Use the bucket action while
retracting the boom to dig and shape the ditch in one operation.
2. When ditch cleaning from the road on a rubber tired carrier truck-mounted Gradall, travel with
traffic toward the unclean end of the ditch, for a clear view of the cleaned ditch, the road shoul-
der, and the truck hauling the spoil.
3. Overlap cuts about one foot. This allows you to watch the right-hand corner of the cutting edge
and keep each new cut on the same level as the previous cut.
4. When water is in the ditch, work downstream to use the water as an aid in maintaining the effec-
tive grade.
When You’re Removing Pavement

1. Use the booming out action, as described in the excavating tips, for stubborn pavement. This
develops great break-out pressure and leverage at the bucket teeth.
2. Use the pavement removal bucket, hold the pieces of pavement against the boom when swing-
ing to dump.
34
Operating Tips
When You’re Mine Scaling
. . . you will be using one of two basic techniques:
1. For soft material, such as salt, the scaling hook is placed against the ceiling and the boom is
extended to shave loose the material.
2. For harder materials, such as limestone, the boom tilt action is used to bore into the ceiling and
walls to grip the material. The wrist action of the scaling hook is then used to pull it down.
General
1. Position the carrier or crawler so that minimum swing is required. More digging cycles per
minute will result from a well-positioned spot.
NOTE: If you have any special application problems, contact your Gradall Distributor.
ABOUT YOUR GRADALL
Tools
Standard tools that are common in tool boxes are not furnished with your Gradall. Tools especially
designed for use with your machine are shipped with the unit. You should be familiar with these
tools, and know where they are kept.
Emergency Parts Kits

If the Gradall is working in remote or hard-to-get-to areas, one of the emergency parts kits avail-
able should be kept with the machine. These kits are good insurance against downtime due to minor
repairs or replacements. Kits are available from your Gradall distributor.
Serial Number
Know the serial number and the lot number of your Gradall. If there are any questions about the
machine or its operation, contact your Gradall distributor. The serial number and the lot number of
your machine must be given when requesting any information or ordering parts. The serial number
plate is located on the right side of the cradle.
Operator to Driver Signals

Generally, each driver-operator team works out their own forward, reverse, and stop signals, with
you controlling the carrier movements with the horn button, mounted on the raiselower boom con-
trol lever. Usually there is too much noise to use spoken directions. See safety manual for recom-
mended practices.
35
PARKING THE GRADALL
Parking Precautions
Park on level ground and block wheels. Never park on soft ground or mud in cold weather.
Position unit on heavy boards if necessary to
Avoid parking on banks or near an excavation. prevent wheels or tracks from being frozen in
ground.
If parking on a slope cannot be avoided, position
unit at right angle to slope and block wheels. Position boom in rest or place bucket on ground.
Never leave machine with boom in the air.
Avoid parking on roads or highways. If it cannot be
avoided be sure to display warning flags during day
and flares or flashing lights at night.
Parking Procedures
NOTE: Parking procedure for conventional 6x4 3. Fill fuel tank to minimize condensation.
and 6x6 carriers is fully explained in the “G-660
GRADALL 6x4 and 6x6 CARRIERS OPERA- 4. Lock cab and install protective window covers if
TOR’S MANUAL”. The following procedure is available.
intended for self-propelled and crawler mounted
units only. 5. Disconnect batteries if unit is in an area where
tampering seems possible.
1. Allow engine to cool at idle speed for a few min-
utes and then turn off.
2. Set brakes (crawler brake lever on crawler units

or BRAKES toggle on self-propelled units).
IN CASE OF TROUBLE
1. Park unit in a safe area and display warning flags, flares or flashing lights as
necessary.
2. Contact supervisor and advise:

Nature of problem
Location of unit
Where you can be reached by phone
Towing
Should it become necessary to tow a self-propelled unit or a conventional 6x4 or
6x6 carrier mounted unit, have maintenance personnel remove propeller shafts
between drive axles and auxiliary transmission or transfer case (if so equipped).
Store propeller shafts in a safe location.
36
LUBRICATION
RECOMMENDED LUBRICANTS
* Viscosity ASTM: (SSU at 100 F.) Rust Test (ASTM D 665): Pass (Procedure A)
Viscosity #215: (ASTM D 88) 194–235 (Centistokes at 100 F.) Oxidation Test (ASTM D 943): 1000 hr. min. to a Neut No. of 2
(ASTM D 445) 41.9-51.0 (See Notes 4 and 5 ASTM D943)
Viscosity Index 85 Min. Pour Point (ASTM D 97): -20 F. max.

(ASTM D 567):
Flash (ASTM D 92) 385 F. Min.
CAPACITIES
(Capacities are approximate — check level)
Engine Crankcase: Tilt Gear Box . . . . . . . . . . . . . . . . . . . . . . . . . . 1 gallon
Detroit Diesel, 4-53 . . . . . . . . . . . . . . . . . . 18 quarts
Detroit Diesel, 4-71N . . . . . . . . . . . . . . . . . 20 quarts Hydraulic System . . . . . . . . . . . . . . . . . . . . . .120 gallons
Caterpillar 3145 . . . . . . . . . . . . . . . . . . . . . 12 quarts
Crawler Side Frame (each) . . . . . . . . . . . . . . 12 gallons
Cooling System:
Detroit Diesel 4-53 . . . . . . . . . . . . . . . . . . 28 quarts Transfer Case (4x4 units) . . . . . . . . . . . . . . . . 5 pints
Detroit Diesel 4-71N . . . . . . . . . . . . . . . . . 30 quarts
Caterpillar 3145 . . . . . . . . . . . . . . . . . . . . . 53 quarts Transmission (self propelled units) . . . . . . . . . 3 quarts
Swing Transmission . . . . . . . . . . . . . . . . . . . . 5 gallons
REPLACEMENT FILTER ELEMENTS

W&S Part No.
Oil Filter:
Detroit Diesel 4-53 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8307-4446
Detroit Diesel 4-71N . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8307-4446
Caterpillar 3145 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8307-4449
Premary Fuel Filter/Strainer:
Detroit Diesel 4-53 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8667-1613
Detroit Diesel 4-71N . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8667-1613
Caterpillar 3145 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8307-4450
Secondary Fuel Filter:
Detroit Diesel 4-53 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8667-1614
Detroit Diesel 4-71N . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8667-1614
Caterpillar 3145 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8307-4551
Hydraulic Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8667-1045
Air Cleaner:
Detroit Diesel 4-53 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8697-1024
Detroit Diesel 4-71N . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8697-1024
Caterpillar 3145 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8697-1024
Reservoir Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8507-1443
37
LUBRICATION DIAGRAM
38
SYMBOLS LUBRICANT SYMBOLS
= Fitting CG—Grease, High Temp

= Drain GO—Gear Oil
= Fill & Level Plug OE—Oil, Engine
= See note MC—Dry Type Graphite
GL—Open Gear Lube
HF—Hydraulic Fluid
*Location varies depending on engine furnished.

39
LUBRICATION
NOTES
Clean lubrication fittings before lubricating. Lubricate points indicated by dotted leaders on fuel Dry components thoroughly using a lint free
both sides of unit. cloth.
Intervals shown are for normal (8 hour day)
usage and conditions. Adjust intervals for Drain engine and gear cases only after opera- Apply a light coating of engine oil to all linkage
abnormal usage and conditions. tion when lubricant is hot. pivot points.
Check lubricant levels when lubricant is cool. See recommended lubricants, Page 37.
Clean filter and air cleaner housings and reus-
able elements using cleaning solvent or diesel
TYPICAL APPLICATIONS
40
GRADALL
SCHEDULED MAINTENANCE KEEP MACHINE CLEAN
What is Scheduled Maintenance for GRADALL? It is the day-by-day care of small details on your
machine - all according to a regular plan.
Scheduled Maintenance keeps your GRADALL in steady production. It extends the life of your machine
over more productive years, and helps keep your machine in efficient condition. The designers of
GRADALL have combined ruggedness and dependability with versatility and ease of handling.
The first and foremost requirement of good scheduled maintenance of
hydraulic equipment is cleanliness.
Start with the outside of the Gradall and wipe all areas that are within
easy reach, especially all grease fittings, valving, cylinders, hose connec-
tions, filter area. Keep the inside of the hydraulic system clean too by,
replacing filters, (always use clean oil), clean funnels and pails. Dirt can
cause inefficient operation and serious damage.
Maintain an amply supply of parts that wear during normal operation. Hydraulic cylinder repacking kits
are inexpensive, and when they are ready-at-hand, they can save you time and money.
Refer to charts and initiate a planned, definite Scheduled Maintenance procedure to insure against
unnecessary down-time.
Sample copy of a typical Preventive Maintenance record sheet is in this section. Learn to use these
sheets, and maintain the habit of keeping these records. The Preventive Maintenance sheet is a complete
record of the routine inspections and lubrications, as well as a record of actual repairs.
GRADALL
®
406 Mill Ave., S.W. New Philadelphia, Ohio 44663
Form No. 0008

Gradall is a registered trademark
GRADALL
SCHEDULED MAINTENANCE PRE-OPERATIONAL
Check These P
Check oints Bef
Points ore Operating
Before
the Gradall Upperstructure!
1. Fill engine radiator with water 2. Inspect air cleaner indicator. 3. Check oil level. If oil level, add to
or anti-freeze as applicable. Replace if filter is dirty. full mark.
4. Check hydraulic oil level with 5. Check hydraulic oil dirt indi- 6. If hydraulic filters are dirty,
cylinder rods retracted. Proper cator while oil is warm. replace them. Clean magnets.
Ievels: Top window when oil is
hot. Middle window when oil is
cold.
7. Inspect air breather on reser- 8. Lubricate the upperstructure

9. Fill fuel tank.
voir. Replace if dirty. and carrier. Follow the points on
the lubrication charts.
10. Remove Boom Tie-down.

Clear all blocking from machine.
Clear deck to permit clearance on
swing action.
11. Fill battery with distilled
water. Keep terminals clean.
2
GRADALL
SCHEDULED MAINTENANCE CHART
Here is a Typical Gradall

Maintenance Program
The above schedule is a guide to good scheduled maintenance. However,frequency of

checking and lubricating may have to be increased under certain conditions. Also,
additional points may need attention. Some Gradalls are equipped with optional acces
sories. Learn their maintenance requirements. Refer to Lubrication Chart for grease and
oil specs.
3
GRADALL
SCHEDULED MAINTENANCE
Hydraulic Oil DAILY - Check oil level and filter dirt indicator.
and Reservoir WEEKLY - Clean magnet.
YEARLY - Replace gasket and clean tank. Drain off sample
and check for water in oil. The hydraulic to
reduce contamination. Seasonal changes maybe
required.
Engines DAILY - Check oil.

- Check radiator.
WEEKLY - Check air and oil filters.
MONTHLY - Set engine at proper rpm with clutch engaged (two
pumps bottomed).
YEARLY - Tighten mounting bolts.
- Check engine controls and gauges.
Clutch
DAILY - Check clutch adjustment. (A definite resistance

should be felt as you force the clutch arm over
center.)
Pump DAILY
MONTHLY - Look at pumps (and motors) for external leakage.
- Check Boom In-and-Out pump pressure.
- Check Boom Hoist pump pressure.
- Check Swing pump pressure.
YEARLY - Check pump volume with flow meter.
- Check internal wear and replace all seals.
Control Valves
MONTHLY - Adjust linkage. Remove dirt under control levers
and around plungers.
YEARLY - Replace all seals and springs.
NOTE: Do not interchange valve plungers. Each
is fitted to its valve body to a close,
matched fit.
Pump Relief Valves MONTHLY - Check Boom In-and-Out pump pressure.

- Check Boom Hoist pump pressure.
- Check Swing pump pressure.
YEARLY - Disassemble and inspect all plungers and seats.
- Replace all worn parts and “O” rings.
Hose Relief Valves MONTHLY - Check Swing each direction.

- Check Swing Cushion each direction.
- Check Boom each direction.
- Check Hoist each direction.
- Check Tool each direction.
- Check Tilt each direction.
YEARLY - Replace all worn parts and “O” rings.
4 See back of this section for pressures.
GRADALL
SCHEDULED MAINTENANCE RECOMMENDATION
Cylinders WEEKLY - Inspect rod packing for excessive leakage.

MONTLY - Check cylinders for oil by-pass.
YEARLY - Rebuild all cylinders installing new piston rings
and wipers.
- Examine cylinder Pins and Bushings.
Boom and Tilt Rollers

WEEKLY - Inspect boom roller adjustment.
YEARLY - Disassemble and replace worn parts.
Swing Transmission
DAILY - Lubricate Swing Bearing every 10 hours.
WEEKLY - Check level of transmission oil.
YEARLY - Inspect for .005" Bearing pre-load. Shim as
required.
Swing Parking WEEKLY - Check that brakes hold the upperstructure in place
Brakes when entire unit is on a angle. Check that brakes
fully release while swinging. Adjust orifice valve so
that the swing brakes engaging action is slow
enough to allow the machine to come to a com-
plete stop before brakes are engaged.
Tilt Gear Box

DAILY - Lubricate Tilt Bearing every 10 hours.
WEEKLY - Check level of transmission oil.
YEARLY - Inspect for .005" Bearing pre-load. Adjust as
required.
Buckets DAILY - Keep bucket lock bolts tight.

MONTHLY - Check condition of bucket arm linkage on tele-
scopic boom. Keep cutting edges and bucket teeth
sharp.
- Check condition of bushings and pins in linkage.
Nuts & Bolts

DAILY - Make visual check for loose bolts.
Hoses
- Inspect machine and hoses for oil leakage, and
remove excess lubrication.
MONTHLY - Spot check bolts with wrench.
6 MONTHS - Check all bolts to recommended torque.
- Check for weld failure.
5 See back of this section for pressures.

GRADALL
SCHEDULED MAINTENANCE RECOMMENDATIONS
HYDRAULIC FLUID
The wrong hydraulic oil will cause serious trouble. Hydraulic oil quality and cleanliness directly
influence the overall efficiency of the Gradall. The oil flowing through the highly sensitive
elements of the hydraulic system must be absolutely clean.
Here are some instances where action is required to prevent serious trouble:
1. Oil level low. This will cause excessive heating. ai~ in system etc.
2. Wrong grade of oil. This causes slow and weak machine actions.
3. Oil is contaminated. This causes excessive wear to all internal parts.
a. Cloudy or milky fluid - This indicates water in system.
b. Metal flakes - Check pumps, motors, valving etc.
c. Rubber - Check deterioration of hosing, o-rings etc.
d. Carbon - Check if oil is oxidizing.
The remedy for the above problems:
1. Add fresh oil of the proper grade.
2. Change the oil. (It is important when changing oil that the whole system be completely
drained and cleaned, not just the reservoir.)
HERE’S HOW TO ADD OIL TO THE HYDRAULIC SYSTEM:
1. Wipe all dirt from top of Hydraulic Reservoir.

2. Remove Oil Filter Indicator Cover.
3. Use clean pails, funnels.
4. Add oil to proper level. Always use the same brand and avoid mixing different types of
hydraulic oil. Hot hydraulic oil is greater in volume than cold oil. (There is an increase of
10% in volume as a result of an increase of 100°F. in the hydraulic oil.) This is one of the
reasons why there are three windows in the hydraulic reservoir. The center window is
considered the correct oil level when the oil is cold. However, without changing any of
the cylinder positions, the oil level would rise to the top window when the temperature
reached 180°F.
5. Replace Filter Cover.
Your Gradall deserves the best. Use an oil compounded

specially for hydraulic use. All good brands have the Hydraulic oil must have the following characteris-
following characteristics: tics (must conform to the requirements of ASLE
No. H-215, except the pour point must be no less
1. High Viscosity Index. than +20 F.):
2. Pass ASTM foam test. Viscosity ASTM Viscosity #215
3. Good anti-oxidation properties at high (SSU at 100F.) (ASTM D 88) 194-235
temperatures. Centistokes at 100F.) (ASTM D 445)
4. Inhibited to protect components against 41.9-51.0
rust, corrosion and wear. Viscosity Index (ASTM D 567) 85 Min.
Flash (ASTM D 92) 385 F. Min.
What does all this mean to you? It means more Rust Text (ASTM D 665) Pass (Procedure A)
protection, less wear and oil slippage in pumps, valves Oxidation Test (ASTM D 943) 1000 hr. min. tO
and cylinders. Neut No. of 2 (See notes 4 and 5 ASTM D 943)
Avoid mixing hydraulic oils from different sources. Pour Point (ASTM D 97) -20 F. min.
6
GRADALL
BOLT MARKING & TORQUE CHARTS
7
Special torques may be shown on the Parts Page.
IMPORTANT: Be certain you know the following information

about the bolt you are tightening, otherwise
Some of the more important bolts that need torquing: you may cause serious damage to the bolt:
Mounting, Gear Boxes, Crawler Pads, Roller a. Kind of Bolt
TORQUE CHART
Brackets, Control Valves, Pumps and Motors, b. Size of Bolt
Swing Bearing, Turntables and Cylinder Heads. c. Whether it is lubed of dry.
d. Remember that painting, lubrication,
and even the use of lockwasher
does affect torque values.
GRADALL
Preventive Maintenance
8
GRADALL G-660
HYDRAULIC SYSTEM OPERATION FULL VIEW
Four hydraulic cylinders and two hydraulic motors operate the five actions of the Gradall
G-660. Each circuit operates as follows:
Boom In-Out Circuit one cylinder; 12 foot stroke.

Boom Hoist Circuit two cylinders; can go up 30° down 90°.
Bucket Tool Circuit one cylinder; 165° bucket arc.
Boom Tilt Circuit one motor; tilt transmission; 90° tilt to right or
left (180° tilt arc).
Swing Circuit one motor; swing transmission; continuous
rotation in either direction.
1. Pump 7. Tilt Transmission and Motor

2. Clutch 8. Boom Cylinder
3. Engine 9. Tool Cylinder
4. Reservoir 10. Cab
5. Hoist Cylinders 11. Control Levers
6. Swing Transmission and Motor 12. Manifold
1
GRADALL G-660
HYDRAULIC SYSTEM OPERATION COMPONENTS
ENGINE RESERVOIR
The G-660 is powered by one 115 HP engine running at The Gradall G-660 hydraulic system contains approxi-
2400 RPM. A GM 453 Diesel Engine, or equivalent, is used. mately 120 U.S. gallons of hydraulic oil. Filtration capacity
A 50 gallon fuel tank is located in the lefthand deck. 300 gallons a minute.
The GM engine, and all others, rotates in a counter- Filtered oil flows out the bottom of the reservoir directly
clockwise direction, when viewed from the pump end. into the pumps. Oil is returned from the manifold to the
reservoir through a dump tube.
A heat exchanger valve is located inside the reservoir. The
function of this valve is to direct thin “hot” oil to the heat
exchanger radiator for cooling, or to the front reservoir legs.
Each leg has two 40 micron disposable paper filters with
built-in 15 psi relief valves. After leaving the filters the oil
passes thru a strainer before entering the main portion of the
reservoir.
Filter caps have a dirt indicator gage in them. The gage is
divided into three sections, and filters should be replaced
when the arrow points to “Needs Cleaning” Position. Filters
should be inspected every month regardless of arrow position.
The reservoir also has an oil level dip stick with magnet,
and an air filter, which should be cleaned weekly.
Engine
CLUTCH
Power is transmitted from tile engine through a manually-

operated clutch, to the hydraulic pump. The clutch permits
disengaging the pump whenever it is not needed. There is a
short Hex extension at the side of the housing for this pur-
pose. Bearings within the assembly are sealed. Normal
clutch adjustment procedures are followed.
Clutch
Oil Flow through the Reservoir.
PUMP
The oil which is used to provide Gradall's movements is

propelled by a gear-type pump with three sections: 52-39-26
GPM. Each pump section propels oil with volumes in pro-
portion to the width of the gears.
The pump units are mounted in tandem directly to the
clutch housing. Tandem Pump
2
GRADALL G-660
HYDRAULIC SYSTEM OPERATION PUMP CIRCUIT
Oil from the 52 GPM Section goes to the No. 1 Boom IN- GPM is diverted into dump, and 13 GPM joins the 39
OUT Control Valve. GPM of neutral dump oil from No. 5 Hoist Control
the 39 GPM Section goes to the No. 5 Hoist Control Valve.
Valve The total of 52 GPM is directed to the opposite crawler
control valve, assuring a balance oil supply to each
the 26 GPM Section goes to the No. 2 Swing Con-
track.
trol Valve
A. If No. 2 Swing is not used, the oil goes to No. 4 Tool Remote Control
Control Valve A. 26 GPM oil is diverted from the No. 3 Tilt Control Valve
B. If No. 4 Tool is not used, the oil goes to No. 3 Tilt Con- and joins with 39 GPM diverted from the No. 5 Hoist
trol Valve Control Valve to supply 65 GPM for hydraulic drive
C. If No. 3 Tilt Circuit is not used, the oil is directed into motor in carrier.
dump. B. An auxiliary pump furnishes 8 GPM of oil required for
remote steering cylinder in carrier.
Crawler
CARRY-OVER PLUGS
A. 52 GPM boom In-Out oil is first directed to the Crawler
Control Valve for one track drive motor, then to the Neutral dump oil is routed to another circuit by use of carry
No. 1 Boom In-Out Control Valve. over plugs. This plug is screwed into the manifold diverting
B. From the No. 3 Tilt Control Valve, all 26 GPM of neutral normal dump oil to be hosed into another circuit. This is
oil is diverted into a flow divider valve. From here 13 employed for Crawler and Remote Control operations.
3
GRADALL G-660
HYDRAULIC SYSTEM OPERATION CONTROL VALVES
Manifold
Exploded View
of Control Valve With the control lever plunger RETRACTED, pump oil
will travel thru the manifold and control valve, opening the
The five control valve castings are identical. check plunger enroute to circuit use. At the same time low
Oil from the control valves is routed to and from each of pressure oil is allowed to return to dump. With control valve
the five circuits depending upon which control valve plunger plunger EXTENDED, the flow will be reversed.
is EXTENDED or RETRACTED.
The control valves are mounted underneath a common DIFFERENTIAL CIRCUIT
manifold. Pump and Hose Relief Valves are located in the
manifold. In the Boom IN-OUT circuit no oil dumps during the
Boom-OUT operation. In the hoist circuit no oil dumps dur-
ing the Boom down operation. Instead, the exhausting oil
from the rod end of these cylinders joins pump oil inside the
manifold and control valve. Together they pressurize the full
piston area in the cylinder and a faster Boom-OUT (also
hoist down) action results.
If maximum operating pressures are exceeded the pump
relief valves will open and allow oil to return to the manifold
and reservoir.
With the control valve plunger in NEUTRAL, pump oil

enters the manifold and travels through the control valve and
back to the manifold. In the manifold the oil either dumps
back into the reservoir or it can be diverted to another circuit.
The check plunger has no function with control valve in neu- CHECK VALVE OPEN
tral position. PLUNGER EXTENDED
4
GRADALL G-660
HYDRAULIC SYSTEM OPERATION MANIFOLD
MANIFOLD
Location of Pump and Hose Relief Valves.
Top view
The Manifold casting is designed (internally) to provide

the differential action for the boom lower and boom OUT
actions. The Manifold is ported so that the hoist and boom
circuits are independent of the others. The Swing, Tool and
Tilt actions are arranged in a series hook-up so that only one
of the three operations can be made at one time.
The Hoist Circuit includes a 5/16" orifice plug located in
a counter bore in the Manifold, held in by the control valve.
It restricts returning oil flow, regulating boom dropping
speed.
There are three pump relief valves that can be externally
adjusted. They are set as follows:
Boom IN-OUT . . . . . . . . .1350 psi
Boom Hoist . . . . . . . . . . . .2000 psi
Swing, Tool, Tilt . . . . . . . .2000 psi
On Crawler machine additional relief valves are built into
the crawler operating valve.
End view
There are eight hose relief valves. They are set as follows:
Boom IN-OUT . . . . . .1800 psi (2)
Oil from the pumps is fed into the Manifold, then routed Boom Hoist . . . . . . . . .2500 psi (2)
to the five control valves. Depending on the position of the Swing . . . . . . . . . . .(In flow valve)
plunger, the oil passes either to dump or to the cylinders or Tool . . . . . . . . . . . . . . .2500 psi (2)
hydraulic motors. Tilt . . . . . . . . . . . . . . . .2500 psi (2)
Each control valve is bolted to the bottom side of the
The hose relief valves are adjusted by slugging the spring
Manifold and sealed with O-rings. All control valves return
internally.
oil into a common dump passage in the Manifold.
5
GRADALL G-660
HYDRAULIC SYSTEM OPERATION CONTROL LEVERS
OPERATING CONTROLS
Your Gradall is operated by three hand levers and four vated, the oil is directed through hoses to one side of either
foot pedals. The hand levers are used for Boom IN-OUT, a hydraulic cylinder or a hydraulic motor, where work is
Tilt and Hoist. The foot pedals are used for swinging and performed. Oil is discharged out the other side of the cylin-
bucket action. der or motor, returns to the control valve, and then goes
When these levers or pedals are released, a spring in the back to the reservoir.
control valve automatically returns the lever or pedal to its A small check plunger in the valve body maintains pres-
neutral position and all movement of the machine stops. sure in the circuit until it is unseated by oil under higher
When the control valves are in neutral, oil passes pressure from the pump.
through them and is dumped into the manifold and routed The control valve plunger is designed to operate with a
back to the reservoir. However, if a control valve is acti- 1/2 inch stroke in each direction from neutral.
6
GRADALL G-660
HYDRAULIC SYSTEM OPERATION RELIEF VALVES AND MOTORS
PUMP RELIEF VALVES HOSE RELIEF VALVES
After the hydraulic oil leaves the pumps and enters the con- Since it is possible to utilize more than one machine action
trol valve body, it is exposed to pump relief valves which are at a time, hose relief valves are provided to prevent exces-
mounted on the front side of each control valve. These pump sive pressures from building up in the hoses between the
relief valves act as safety valves and open at the maximum cylinders and the control valves. The action of these hose
working pressure. relief valves reduces the possibility of broken hoses or struc-
tural damage to the machine.
By-pass
Oil which is relieved through the pump relief valves,

dumps into the manifold and returns to the reservoir.
HYDRAULIC MOTORS TILT GEAR BOX
The hydraulic motors are similar in design to the A hydraulic motor furnishes power to tilt the boom.
hydraulic pumps, but have just the opposite function. One Power is transmitted from the motor through a worm shaft to
motor is used to swing the upperstructure and one is used to the worm gear. A pinion engages the boom tilt gear segment.
tilt the boom. Hydraulic motors are used for travel on If the swing circuit or tool circuit is being used, no oil is
crawlers and hydraulic remote control machines. available for the tilt action.
Two bearings are used to allow the booms to tilt. A large

roller bearing assembly is fitted into the rear of the main
boom and rear of the cradle. At the front of the cradle and
around the main boom center section is a large bronze ring.
Tilt and Swing Motor Tilt Gear Box
7
GRADALL G-660
HYDRAULIC SYSTEM OPERATION SWING CIRCUIT
SWING CIRCUIT SWING BEARING
The sketch illustrates the swing circuit. Oil is supplied to The upperstructure rotates on a sealed double ball bearing
this circuit from the 26 GPM pump section. It’s operating assembly. The bull gear is cut into the outer race. The inner
pressure is governed by a 2000 psi Pump Relief Valve and race has an external top lip which protects the upper seam
the Swing Cushion Valve adjustment. from foreign material and moisture. A central panel of four
Oil goes from the No. 2 Swing Control Valve through the grease fittings provide lubrication access.
Swing Flow Valve to the Swing Motor. As the Swing Flow
Valve is pressurized, oil is routed through a small hose to
release the Swing Parking Brakes. Conventional clamshell
spring set and hydraulic release brakes are used to hold the
upperstructure while the machine is parked or working on an
angle. Oil is metered from the release cylinder as the normal
swing motion stops so that the brake will not set until the
upperstructure stops swinging naturally.
SWING TRANSMISSION
SWING FLOW VALVE
The Swing Transmission houses the Hydraulic Motor and
gearing to provide continuous swing in either direction. It is The Swing Flow Valve contains two relief valves. They
located inside the left hand deck. Cover is easily removed function to regulate swing power, and to cushion the swing
for service. The power ratio from the motor is 20.5 to 1 but stopping action. These valves are constructed so that the
with motor, gear box and bull gear, it has a 143.7 to 1 ratio. relief valve springs are internally assisted by operating oil
pressure while swinging. The adjustment is made only to
cushion the swing stopping action as desired.
Swing Flow Valve
The function of swing brake office adjusting screw is to

delay the setting speed of the swing parking brake. If the
brake cylinder oil return cannot be satisfactorily controlled,
the adjusting screw should be backed out approximately 5
turns and a 1/16" fixed office made. This will restrict the oil
flow from the swing brake cylinder so that the machine will
Swing Transmission Housing come to a stop before the swing parking brake sets.
8
GRADALL G-660 HYDRAULIC CYLINDERS
HYDRAULIC SYSTEM OPERATION TOOL CIRCUIT
HOIST & TOOL CYLINDERS BOOM IN-OUT CYLINDER
The Hoist and Tool Cylinders are simple double-acting The Boom IN-OUT Cylinder is also a double-acting
cylinders with oil applied to each side of the piston. cylinder, but of a more complex design. Oil for both sides of
the piston is fed into the cylinder through the boom cylinder
gland at the rear end of the piston rod.
The Cylinder has a stroke of 12 feet. The barrel and rod
ball joints are adjustable. A ball joint at the barrel is adjusted
with bolts, while the rod ball joint is adjusted with shims.
Piston and rod is one piece welded construction. The inner
rod fits in from the front of the piston and is bolted in place.
Tool Cylinder It carries oil through the piston to its front side.
Boom In-Out Cylinder
Oil for the Tool Cylinder is routed from the No. 4 Tool of the boom permit the booms to rotate 90° to either side.
Control Valve, up through the cradle, through two hose The Tool Cylinder stroke combined with the linkage give a
loops and down to the front of the booms through a hose bucket arc of 165°.
trough and tube arrangement. The two hose loops at the top
9
GRADALL G-600 HOIST CIRCUIT
HYDRAULIC SYSTEM OPERATION TILT CIRCUIT
HOIST CIRCUIT
Hoist Circuit
TILT CIRCUIT
Tilt Circuit
10
GRADALL G-660
HYDRAULIC SYSTEM OPERATION BOOM IN-OUT CIRCUIT
BOOM IN-OUT CIRCUIT
Oil for the Boom IN-OUT Circuit comes from the

No. 1 Control Valve and is fed into the cylinder through
the boom cylinder gland at the rear end of the piston rod.
The cylinder has a stroke of 12 feet.
11
GRADALL G-660
HYDRAULIC SYSTEM OPERATION HEAT EXCHANGER CIRCUIT
HEAT EXCHANGER CIRCUIT
A heat exchanger circuit is used on the Gradall G-660 to If pressure builds in excess of 50 psi at the heat exchanger
help control the temperature of the hydraulic oil. valve, a plunger opens and allows the excess oil to pass
All dump oil enters the bottom of the reservoir through a directly through the filter units into the reservoir. This pro-
heat exchanger relief valve. This valve is located inside the tects the radiators, especially in cold weather. As oil
reservoir, and routes oil into the heat exchanger hose and on becomes warmer during operation, viscosity drops and the
into the cooler mounted in front of the standard radiator on flow through the cooler increases.
the engine. Oil is then returned to the reservoir.
Heat Exchanger Circuit
12
GRADALL G-660
HYDRAULIC SYSTEM OPERATION MANIFOLD
Starting Lot 16
MANIFOLD
Location of Pump and Hose Relief Valves.
Top view
The Manifold casting is designed (internally) to provide

the differential action for the boom lower and boom OUT
actions. The Manifold is ported so that the hoist and boom
circuits are independent of the others. The Swing, Tool and
Tilt actions are arranged in a series hook-up so that only one
of the three operations can be made at one time.
The Hoist Circuit includes a 5/16" office plug located in a
counter bore in the Manifold, held in by the control valve. It
restricts returning oil flow, regulating boom dropping speed.
There are three pump relief valves that can be externally
adjusted. They are set as follows:
End view Boom IN-OUT . . . .1350 psi
Boom Hoist . . . . . . .2000 psi
Oil from the pumps is fed into the Manifold, then routed Swing, Tool, Tilt . . .2000 psi
to the five control valves. Depending on the position of the On Crawler machine additional relief valves are built into
plunger, the oil passes either to dump or to the cylinders or the crawler operating valve.
hydraulic motors. There are eight hose relief valves. They are set as follows:
Each control valve is bolted to the bottom side of the Boom IN 1800 psi . . . OUT 750 psi
Manifold and sealed with O-rings. All control valves return Boom Hoist up 2500 down 750 psi
oil into a common dump passage in the Manifold. Swing . . . . . . . . . . . (In flow valve)
Tool . . . . . . . . . . . . . . . 2500 psi (2)
Tilt. . . . . . . . . . . . . . . . 2500 psi (2)
The hose relief valves are adjusted by slugging the spring
internally.
Form No. 0062

WARNER & SWASEY
HYDRAULIC SYSTEM OPERATION SWING FLOW VALVE
This leaflet describes the operation of the Swing Flow

Valve. Oil enters the Swing Flow Valve from the Pump via
a control valve. When the Swing Flow Valve is pressur-
ized, the oil leaves for the Swing Motor, and also goes
through a small hose to the Swing Parking Brakes, releas-
ing it. This permits the upperstructure to swing.
The Swing Flow Valve contains a lock-out plunger,

which keeps oil locked between the Swing Flow Valve and
the Swing Motor. This lock-out plunger moves in either
direction when pressure is applied. The Swing Flow Valve
also has two relief valves. Their function is to regulate the
swing power, and to cushion the swing stopping action.
The two relief valves are adjustable.
The brake orifice adjusting screw delays the setting of

the swing parking brake. It restricts the flow of oil from the
swing brake cylinder so that the machine will stop before
the swing parking brake sets.
Fig. 1 Swing Parking Brake Circuit.
SWING FLOW VALVE
Fig. 2 Nomenclature of Swing Flow Valve.
1
WARNER &SWASEY
When the equipment is operating, the hydraulic oil

reaches high temperatures. If valves are to be removed
immediately after machine has been operating, exercise
extreme caution when disconnecting hydraulic hoses or han-
dling the valve. Hot oil or metal can cause burns. Let the
system cool down, then proceed with caution, oil may be
under pressure.
Always use suitable lifting equipment when handling the

valves. Valves are heavy and any attempt to lift them manu-
ally could result in personal injury. Take the extra time to use
the lifting equipment.
Fig. 3 No oil flow from control valve in either direction. Plunger

is in neutral and the oil is locked between the lock-out
plunger and the Motor. Oil is also under plungers in both
Relief Valves.
CAUTION: HOT OIL
Fig. 4 Another view which shows that there is oil under the
plungers in both Relief Valves. There is no hydraulic pres-
sure on the top side of the Relief Valves, and plungers are
held down by spring tension only.
2
WARNER &SWASEY
Fig. 5 The operator steps on one of the swing pedals (in the cab)
and the oil is routed from the control valve to the Swing
Flow Valve. Pressure is built-up and moves the lock-out
plunger to one side. This permits oil to pass thru the valve
body to the Swing Motor. At the same time oil from the
Swing Motor is exhausted back to the control valve thru
the opposite side of the lock-out plunger.
WARNING: Control valves are heavy. To

avoid possible personal injury, use suit-
able lifting equipment when handling
these valves.
TOP VIEW
FRONT VIEW
Fig. 6 As pressure is built up in the chamber at the end of the

lock-out plunger, it also flows upward and unseats the
check plunger. When the cheek plunger is unseated, oil
continues upwards and backwards into the long horizontal
flow chamber (see Fig. 6A & 6B), and is routed out thru a
hose going to the Swing Brake Cylinder. At the same
time, oil under pressure passes from the center of the hor-
izontal flow chamber into a chamber around the center of
both Relief Valves. From this chamber, oil enters a small
port built into each relief valve. This port goes up into the
top center of the valve where it is exposed to the top side
of the relief valve pin (long vertical stem). This pin helps
to hold the Relief Valve Plunger down on its seat.
3
WARNER &SWASEY
Fig. 6A Oil flow upseats the check plunger and continues back-
ward to the horizontal flow chamber. Two test ports are
provided to measure pressures while swing action is
stalled.
RIGHT SIDE VIEW
Fig. 6B Oil flow thru horizontal flow chamber.
FRONT VIEW FRONT VIEW
IMPORTANT
1. Read “Safety Rules” in

Operator’s Instruction
Book.
2. Always use safety glasses
and helmet when testing.
3. Clean up all spilled or Fig. 7 When the operator removes his foot off the swing pedal, the
excess oil. oil flow stops, and the pressure drops. The lock-out plunger
4. Work safely. returns to neutral. No pressure is going to the Swing Brake
5. CAUTION: HOT OIL. Cylinder. The large spring on the Swing Brakes cause it to set
and expell the oil from the Brake Cylinder. Oil passes back
into the horizontal flow chamber. Both Cheek Plungers are
seated, and the oil must go back by a different route. The oil
passes upwards past the Adjustable Orifice Valve and goes
out a hose to dump. The Adjustable Orifice Valve meters the
exhausting oil to control the speed at which the swing brakes
set . . . backing off the needle allows more oil to escape and
the brakes will set faster. Turning in the needle slows down
the setting of the brakes.
4
GRADALL G-660
TESTING HYDRAULIC SYSTEM PUMPS
Before testing Hydraulic System, make these checks: HOW TO TEST PUMPS
Engine R.P.M. Check Power Unit with Tachometer with
the clutch engaged. The engine should turn at 2550 R.P.M.
Clutch. Engage and disengage the clutch to make sure
that no slippage is occurring. You should feel a definite
resistance as the clutch linkage slips over center and
engages.
Reservoir. Remove reservoir covers and clean filters.
Feel bottom of the reservoir for dirt. Also drain some oil into
glass bottle, and allow to settle. If dirt, or water is present,
drain reservoir, clean it, and refill with new hydraulic oil to Testing pumps with Flow Meter.
the proper level. Start engine and bring oil to operating tem-
perature. NEVER TEST PRESSURES WITH COLD OIL.
Insert a flow meter into the output (pressure port) of the
pump, and observe actual pump production. Tests should be
made for volume with no resistance; then retested when
resistance is placed in the meter to equal the pump relief
valve setting. An inefficient or worn pump may pump full
volume of oil under no load, but almost nothing under full
resistance.
The theoretical R.P.M. rating of the pumps output is 52-

39-26 G.P.M. for the three sections. Flow meter readings
will show less because of the back pressures, the thinning
out of oil because of temperature and the resistance caused
TOOLS NEEDED TO TEST SYSTEM
by relief valves. At operating temperature (180° F.) and
relief pressures the flow meter readings will be approxi-
Hydraulic Pressure Gage. This gage is a standard item in
mately 46-33-20 G.P.M. As a pump works, the efficiency
your tool kit. It reads from 0 to 3000 psi. Many customers
will reduce depending upon the degree of internal wear.
prefer to use it with a 10 foot hose extension. The hose
Thus if the 46 G.P.M. pump section only measures 41
buffers any indicator vibrations.
G.P.M., it has lost 10% of its efficiency.
Hydraulic Flow Meter. This meter measures pump effi-
ciency in both pressure and volume. You can measure actual CONTROL LEVERS
pump output, both with no resistance and with a pressure
loading subjected against it. See your W & S distributor for
a flow meter test.
PUMPS
Speed is determined by the volume of oil being used.

Power is determined by the pressures built up to perform
work. Slow action in a circuit indicates that either the pump
itself is not putting out the required volume or that leakage is
Movement of
taking place internally.
Control Levers for testing.
The ability of a pump to build up pressures strong
enough to open the pump relief valve is one indication of
pump efficiency. However, it is possible for the pump to The Gradall is operated and tested by the movement of
build up this pressure, and still not be putting out the hand control levers and foot pedals to actuate the respective
required volume of oil. valve plunger.
1
GRADALL G-660
TESTING HYDRAULIC SYSTEM PUMP RELIEF VALVES
PUMP RELIEF VALVES The 52 G.P.M. Boom IN-OUT pump section Relief Valve
should open at 1350 psi. The 26 G.P.M. Swing, Tool and
Gradall’s power is determined by the ability of the pumps Tilt should open at 2000 psi, and the 39 G.P.M. Hoist Pump
to put forth required pressure. Pump Relief Valves are section relief valve should open at 2100 psi.
installed so that this pressure does not exceed the engineered
limits.
Oil from the three section pump flows directly through the
manifold to #1 Boom (52 G.P.M.), #2 Swing (26 G.P.M.),
and #5 Hoist Control Valves (39 G.P.M.). Gage ports are
provided in the tangent hose adapters leading to all circuits.
There are no gage ports in the Manifold.
The 26 G.P.M. Swing circuit oil is hosed from the neutral
dump carry over plug to the tool circuit. The Tool Control
Valve neutral dump oil is carried through a cored passage in
the manifold to the Tilt Control Valve. This series hook-up
allows the lead valve to use all or any portion of the 26
G.P.M. available. The 52 G.P.M. Boom circuit and the 39
G.P.M. Hoist circuit neutral oil dumps directly into the
reservoir.
There are three Pump Relief Valves, one for each of the IMPORTANT
three pump sections. They are located in the manifold and
separate the pump supply oil from the dump oil area in the Do not use the Swing action to test the #2 Pump Relief
manifold. Excessive pump pressure build up will cause the Valve. The Swing Flow Valve relief pressure settings are
valve to open up, connecting the two areas. This immedi- lower than the #2 Pump Relief Valve setting, so if you use
ately relieves the pressure and the risk of damage to the the Swing action, you will get a low reading.
pump. Test this Pump Relief Valve by using the Tilt or Tool
action.
For your convenience, the hose adapters are fitted with

test gage ports. These permit easy access of your pressure
gages.
Adjustable Pump Relief Valve
Hose Adapter
2
GRADALL G-660
TESTING HYDRAULIC SYSTEM TESTING PUMP RELIEF VALVES
HOW TO TEST PUMP RELIEF VALVES

1. Place gage in test port. 4. Take a gage reading. Valve #1 should read 1350 psi,
2. Start engine, engage clutch, and run at 2550 R.P.M. valve #3 and #4 should read 2000 psi and valve #5 should
Let oil heat up. read 2100 psi.
3. Pull back on control lever and hold it until the cylinder No movement can occur because the oil pumped for that
or hydraulic motor reaches the end of its stroke and stalls. circuit is relieved.
Always hold the control valve open and take a gage read-
ing for at least 10 seconds, to make sure that the initial read-
ing is not a shock-load reading.
Use Tilt or Tool to test the Pump Relief Valve on the Swing circuit.
3
GRADALL G-660
TESTING HYDRAULIC SYSTEM HOSE RELIEF VALVES
HOSE RELIEF VALVES HOW TO TEST HOSE RELIEF VALVES
For protection of the hoses, and as a safety device, Hose For convenience, all Hose Relief Valves should be tested
Relief Valves are installed between the control valve and the in the tool circuit location above the #4 Control Valve. Use
cylinders in the Boom In-Out, Tilt, Hoist, and Tool circuits. the following procedure for each valve and then switch
valves from other locations and test them using the tool
action.
1. You need two gages. Insert one each into the Hose
Relief test ports.
2. Start engine, engage clutch, and run at 2550 R.P.M.
Let oil warm up.
3. Place cutting edge of bucket into ground, or against a
solid object.
4. Pull in on Boom IN-OUT lever, and apply down pres-
sure until bucket drifts open.
5. Take gage reading as bucket is moving.
6. Push out on Boom IN-OUT lever to force bucket in
Hose Relief Valve
closing.
There are two Hose Relief Valves for each control valve, 8. Exchange relief valves and repeat test.
with the exception of the Swing Control Valve, where none 9. Pilot operated Hose Relief Valve (Hoist down and
are needed. Boom out). The pressure reading on this valve (control in
neutral) should read 750 psi. Test procedure:
a. Plug the 1/4" oil line from the manifold to the top of
the valve.
b. Switch valve to be tested with the Hose Relief Valve
in the bucket close circuit.
c. Insert gage into bucket-close circuit test port.
d. Dig bucket into the ground and using hoist down and
boom in, force the bucket open slowly.
e. Adjust to 750 psi.
f. Switch the valve back to its original position.
g. Re-install 1/4" oil line to top of Relief Valve.
Location of Hose Relief Valves.

NOTE: If one side of the machine is raised up, it is necessary
to continue use of down pressure to hold in this position.
All Hose Relief Valves on Lots 1-16 machines are set to
open at 2500 psi, except Boom In-Out which is 1800 psi.
Starting with Lot 16, a pilot operated design hose relief
valve is used in the Hoist Down and in the Boom Out cir-
cuits. These are set at 750 psi.
Regular testing of the Hose Relief Valves is not neces-
sary. However, we will illustrate the proper procedure to be
used if you are troubleshooting.
To test a Hose Relief Valve you must force a cylinder to
move and expel oil while the control valve plunger is in neu-
tral. When the pressure exceeds the hose relief valve setting,
the plunger in the Hose Relief Valve is forced upward,
allowing the oil to pass back to the reservoir. A gage reading
is taken at this time.
4
GRADALL G-660 SWING FLOW VALVE
TESTING HYDRAULIC SYSTEM HYDRAULIC MOTORS
HOW TO TEST THE SWING FLOW VALVE
1. Test the 26 G.P.M. Pump Relief Valve using the Boom Tilt action (see page 3).
2. Set it at 2000 psi (see section on Hydraulic Adjustments, look under “How to Adjust the Pump Relief
Valves”).
3. Be sure the boom is placed solidly on ground.
4. On the Swing Flow Valve, turn the Orifice Adjusting Screw clockwise until it bottoms.
5. Put test gage in both swing hose adapter gage ports.
6. Attempt to swing in each direction.
7. The gage reading will reflect effective swing operating pressure and should be approximately 1800 psi
for both directions.
8. The Swing cushion valve should be adjusted so that the swing stop in either direction is smooth and
firm.
9. Turn the Orifice Adjusting Screw counter-clockwise, and observe the setting of Swing Parking brake.
Open the screw until the brake action is delayed, as required.
HOW TO TEST HYDRAULIC MOTORS
Test the Swing and Tilt hydraulic motors for efficiency:

1. Place the boom on the ground, or tilt the boom to its
maximum stroke.
2. Disconnect the return hose to the motor being tested.
3. Apply pressure to the opposite side.
4. Observe the rate of flow of the oil by-passing the gears
within the motor.
5
GRADALL G-660
TESTING HYDRAULIC SYSTEM HYDRAULIC CYLINDERS
HOW TO TEST CYLINDER EFFICIENCY (BY-PASS TEST)
One of the easiest tests is measuring the amount of oil cylinder. However, even new cylinders will show some
being forced past the piston rings inside the cylinder. The slight seepage.
amount of oil which flows indicates the condition of the
TOOL CYLINDER
1. Operate the cylinder to either end of its stroke.

2. Disconnect the hose at the end of the cylinder where
the piston is located.
3. Apply oil pressure to the piston.
4. Observe the oil by-pass coming from the cylinder.
Oil spilling from the cylinder indicates worn piston rings,
or worn “O” ring between the piston and the cylinder rod. If Oil spilling from cylinder indicates worn piston rings.
there is large oil by-pass, the cylinder should be disassem-
bled. At this time replace all packing.
BOOM IN-OUT CYLINDER
To test for cylinder by-pass in the Boom In-Out Cylinder:
1. Lower boom to ground.

2. Retract the boom.
3. Disconnect the boom out hose at the rear boom cylin-
der rod gland.
4. Hold the control lever back and observe by pass leak-
age at the rod gland.
5. A leak will reflect rod gland “O” ring, inner oil tube
“O” ring, or piston ring by-pass.
Rear boom cylinder rod gland
HOIST CYLINDERS
To test for cylinder by-pass in either of the two
Hoist Cylinders:
1. Position boom on the ground.

2. Disconnect top hoses from both cylinders.
3. Apply down pressure and observe oil by-pass
from cylinders.
(See tool cylinder above.)
6
HYDRAULIC ADJUSTMENTS HYDRAULIC CYLINDERS
CYLINDER OVERHAUL
The hydraulic cylinders on the Gradall are all WORKING
cylinders. They are not classed as strictly positioning cylin-
ders. As such, they must be kept in top notch condition at
all times in order to have the machine working efficiently.
Our general RULE-OF-THUMB is that all cylinders should

be opened and repacked at least once every year or at least
every 2000 to 2500 working hours. At 2000 hours they may
not appear to be worn out, but there has been enough wear
to Justify putting them back into AS-NEW condition. If left
alone too long, major damage can be caused within the
hydraulic system.
To talk cylinder overhaul, we have chosen a simple double-

acting cylinder. The design and make-up of each cylinder
may vary, but the principles which we discuss here will
apply to any of them.
Also, we have shown no special tools, tables, presses or

jigs. The tools used will depend upon the qualifications of
the specific owner or shop doing the work.
Remove the cylinder from the machine and take it to your Remove the packing gland bolts and the bolts bolding the
work area. head to the cylinder barrel.
1
Using a pry bar, force the held casting out of the cylinder bar- Pull the head, rod and piston assembly from the barrel. On a
rel. Be careful so that you do not damage the inner surface of the bar- well worn cylinder this can be done by hand. On a tight cylinder you
rel or the seal surface of head. may need some mist such as power from an overhead crane.
Remove the piston from the rod Pistons are secured to the rod Completely disassemble the cylinder, removing all the parts.
using either the large hex castle nut and cotter pin or by use of one or CLEAN all parts thoroughly using kerosene or fuel type of solvent.
more stake screws. Dry them and inspect them for unusual wear. Special attention
should be given to the surface of the cylinder rod and the inside sur-
face of the gland.
Fit the new wiper into the gland*. Install new O Rings in the Fit the gland* and the head over the piston rod at this time.
head. Many heads use a combination of O Ring and back-up ring. If We have included this step because of the many times we have
so make sure that the back-up ring is positioned to the outside of the seen the piston attached to the rod first, then it is impossible to get
O Ring. NOTE: As you fit new parts, keep them clean and well lubri- the head and gland on.
cated to make assembly easier and to prevent damage.
*See detail Cylinder in parts section.
2
Make sure that a new O Ring is placed in position under the Fit the individual places of rod packing into the head. The
piston as it is fitted to the rod. Secure the box castle nut or stake gland* can be used as a ram to help position each place. Stagger the
screws. If cotter key is used, trim it short. Always bend the ends side- seams to minimize the internal leakage.
ways and never allow the ends to hang over the end of the rod.
After the rod packing is installed, secure the gland* with its Fit the two outer hard piston rings to the piston and start fit-
bolts. Secure it with a loose fit. ting the pistons assembly into the barrel. Lubricate all parts and
contact surfaces. Do not force the assembly in past the first hard
ring.
Install the inner soft piston rings, staggering the seams. Hold Install the head and secure with its bolts. Torque them as
in place as you force the piston into the barrel. When all of the rings recommended in the torque charts. Apply lock wire to the gland
are within the barrel, you can slide the head into position and com- bolts. Plug the hose ports to prevent dirt from getting in.
plete the assembly using the head bolts to assist you in forcing the
piston into the barrel. *See detail Cylinder in parts section.
3
Install new barrel and rod bushings. The repacked cylinder is now ready for installation on the
machine. If time cylinder is to be stored for any period before being
used, it it good to remove the plugs and fill the barrel with clean
hydraulic oil. Like a new cylinder, the repacked cylinder will be stiff
and tight and may make a screetching noise when first used. This will
stop as the parts become lubricated with hydraulic oil. You are ready
for another working season.
TIPS ON CYLINDER REBUILDING

1. Keep all parts and tools clean and free of dust or dirt. 3. Do not use air pressure to remove cylinder heads, etc.
2. Handle parts carefully. Avoid scratches, nicks or dents. 4. When installing piston rings, be sure the surfaces they con-
tact are lubricated.
CYLINDER REASSEMBLY
To reassemble, reverse the disassembly procedure making Lubricate threads before installing head and packing cap
certain that the male adapter ring is placed in the bottom of the bolts. No special torque necessary.
V-packing recess. The female adapter ring compresses the com-
position packing against it.
Be sure that all the parts are clean. Replace all seals, rings,
packing, “O” and quad rings. Use a high temperature grease to
lubricate these seals and the surfaces they contact.
Don’t move the piston rings over a dry un-oiled surface.
Cylinder awaits reassembly.
4
GRADALL
MECHANICAL ADJUSTMENTS ENGINE and BOOM
ENGINE c. Depress lock button and turn adjusting plate clock-

wise.
The power units should receive regular attention as d. Test engagement for proper adjustment.
recommended in the Engine Manual. The Gradall will e. Release button and replace cover.
perform only as well as the output of these engines.
The Gradall engine turns at 2400 RPM (Full load).
If qualified engine mechanics are not in your employ-
ment, contact the local engine distributor for service
assistance.
Close-up of button
Depress button and turn adjusting plate clockwise.
BOOM CYLINDER BALL JOINT ADJUSTMENT

Engine and Reservoir Assembly
The boom cylinder ball joint is adjusted to eliminate
ENGINE CLUTCH ADJUSTMENT end play. Split inserts are used for easy adjustment. The
front pair of inserts are threaded to take the adjusting
screws. Tightening the screws pulls the inserts closer
The clutches may require frequent adjustment during
together against the ball joint. It is recommended that the
the first few weeks of operation until the high spots wear
adjusting cap screws be torqued evenly until the cylinder
in. The following procedure is recommended in making
ball joint is snug with no end play.
clutch adjustment:
Excessive end play causes shock loading and failure of
Manually engage and disengage the clutch. As the
the ball joint cap screws.
clutch assembly engages, there should be a definite feel-
ing of resistance. If this resistance is not present, the
clutch should be adjusted.
Check Clutch Engagement
HOW TO ADJUST THE CLUTCH

a. Remove inspection cover plate as shown on sketch.
b. Turn clutch assembly to bring lock button into
view. Ball Joint Adjustment
1
GRADALL
MECHANICAL ADJUSTMENTS BOOM ROLLERS
BOOM ROLLERS HOW TO ADJUST BOOM ROLLERS
Boom rollers are assembled to brackets. The brackets

are held to the boom by bolts. The rollers are adjusted by
use of shims, and an adjusting screw. See sketches.
Two types of shims are used depending on location.
Adjustment procedure:
1. Loosen locknut on adjusting screw and turn screw
until it touches roller bracket.
Flat Concave 2. Loosen bolts on either side of adjusting screw.
The Gradall Telescopic Boom rides on four concave 3. Add or remove shims and turn adjusting screw until
and four flat rollers. The rear end of the telescopic boom roller is in proper position.
holds three concave rollers, while the front end of the 4. Back out adjusting screw and lock with nut.
main boom has five rollers . . . one concave top roller, 5. Tighten bolts to 200 ft. lbs.
and two flat rollers at each bottom corner. 6. Recheck adjustment.
The telescopic boom moves in and out of the main NOTE: When shim is removed from one side only, it
boom, riding these rollers which contact the boom tubes. adjusts the roller closer but also toward the side
An ideal adjustment is obtained when the two triangular from which the shim is removed. It is important
booms are parallel to each other and the boom rollers are that shims be added or removed evenly from both
making maximum contact in line with the boom tubes. sides to retain alignment.
Both front side rollers should be adjusted and left with
approximately 1/16" clearance between the roller and the
telescopic boom tube. If the rollers are kept tight against
the tube, the tube will flatten excessively.
When checking concave roller adjustment, look for the
following:
Excessive clearance
Causes roller, boom tube and bear-

ing failure.
Poor Alignment
Causes roller, boom tube and bear-

ing failure.
Good Alignment – means maxi-

mum contact.
After gaining good alignment, remember to grease

rollers as recommended in the scheduled maintenance
section of this manual.
2
GRADALL
MECHANICAL ADJUSTMENTS BEARING ADJUSTMENT
SWING BRAKE ADJUSTMENT 8. Adjust Orifice Valve, as desired, to govern brake

setting speed.
1. Loosen Jam Nut A. NOTE: Keep linkage and exposed moving parts well
2. Back off Adjusting Screw B. lubricated with oil.
3. Tighten Spring Nuts C until Brake Bands hold firmly to
Drum.
4. Apply hydraulic pressure to swing in order to bottom CONTROL LINKAGE
Piston.
5. With hydraulic pressure applied, turn in on Adjusting Inspect control valve linkage, replacing all worn parts.
Screw B until Brake Bands clear the Drum. Be sure that a full 1/2" stroke of the plunger is available
6. Secure Jam Nut A.
in both directions from neutral. Adjust linkage for even
pedal level and vertical lever position.
7. Add additional spring tension, as desired, tightening
Nut C.
Adjusting Swing Parking Brake.
TAPERED ROLLER BEARINGS

PRE–LOADING ADJUSTMENT
Two basic methods are used to place pre-load or end- When using the shim method, place the amount of
play on Tapered Roller Bearings. shims required to allow zero tolerance, then remove a
1. By tightening Bearing Locknuts or by . . . .005" shim for proper pre-load.
2. Adding shims under Bearing Caps.
Regardless of the method all bearings should be
adjusted to .005" pre-load.
When using the Bearing Locknut, tighten the nut to a
firm snug tightness. Then lock the nut into place.
Adding Shims under Bearing Caps.
Bearing adjustment is required on such components as:

Swing Transmissions, Tilt Gear Boxes, and Crawler
Gear Boxes.
Tightening Bearing Lock Nut.
3
GRADALL
MECHANICAL ADJUSTMENTS TILT and SWING TRANSMISSION
TILT GEAR BOX
Within the Tilt Gear Box there are six bearings on For ease of adjustment of the final pinion shaft, weld
three shafts. These bearings can be adjusted by use of an eye to a small plate. Then, weld the plate to the top of
shims. Read instructions of bearing adjustment. When the adjusting nut. Then lift the shaft so that the lower
adjusting bearings always replace the gasket. bearing is at zero tolerance. Then adjust the top bearing.
Read bearing adjustment on page 3.
Tilt Gear Box
SWING TRANSMISSION
In the swing transmission there are six tapered roller
bearings on three shafts. These bearings should be
adjusted every year.
Two shafts use shims, placed under the bearing caps,
Raise shaft to zero tolerance.
for adjustment. A bearing locknut is used for end-play
adjustment on the final swing pinion shaft.
TILT BEARINGS
It is important that the bolts holding the bearing retain-

ing rings to the inner and outer races of this bearing be
kept tight. Bolt torque recommendations are shown in the
torque chart.
Swing Transmission Gear Train
Tilt Bearings
Weld eyes on Adjusting Nuts.

4
GRADALL
MECHANICAL ADJUSTMENTS TILT CIRCLE ROLLER ADJUSTMENTS
MAIN BOOM TILT ROLLER ADJUSTMENT
The main boom assembly tilts within the boom cradle Use the following steps to make the tilt roller adjust-
90° in either direction from level. The boom is centered ment:
on four rollers. Power to tilt the boom comes from the tilt 1. Apply a slight down pressure to the boom.
gear box which is located in front of and below the tilt
2. Back off completely on the two lower rollers. To do
roller area of the cradle.
this, the serrated washers must be removed first.
The four rollers are mounted on eccentric shafts so that Using a wrench, turn the eccentric shaft until you
adjustment can be made for keeping the boom centered observe the roller in a position as far as possible from
and also maintain the proper contact between the tilt bull the tilt circle.
gear and the drive pinion gear.
3. Lift up on the boom and back off on the two top tilt
rollers.
ECCENTRIC SHAFT
The forward portion of each eccentric shaft has splined

edges so that the shafts can be locked in place after
adjustment has been made. The shafts also contain two
flat surfaces so that a wrench can be fitted to turn the 4. Using the boom hoist power, bring the tilt bull gear
shaft. Turning the shaft will move the roller either into contact with the tilt pinion gear. Using a feeler
towards the tilt ring or away from it. gage, adjust to a clearance of .025" to .035".
To adjust the tilt rollers, the boom should be positioned

resting on the truck boom rest or with the bucket resting
on the ground.
5
GRADALL
MECHANICAL ADJUSTMENTS TILT CIRCLE ROLLER ADJUSTMENTS
5. After adjusting gears, bring the two bottom rollers in 9. With the boom level, adjust the two top tilt rollers in
until they make contact with the tilt circle. Lock the towards the tilt ring until a light contact is made.
eccentric shafts in place with the serrated lock washers. Lock the eccentric shafts in place with their serrated
6. Raise the boom and recheck the gear clearance. washers.
10. Rotate the boom through its complete cycle and
observe the roller contact on top. The two top rollers
should skip roll slightly.
7. Now rotate the boom fully to the right and check the 11. After adjusting any of the eccentric shafts, always
gear clearance. Adjust if necessary. Then rotate the secure the shaft with the serrated washer and the two
boom to the left and check the gear clearance, and hex head cap screws. This will prevent the shaft from
adjust if necessary. turning.
8. With the boom properly adjusted, you will have even 12. Visual check the rollers once each week. Once
adjustment at the three locations. each month use a feeler gage to check for proper
clearance.
6
GRADALL
BOOM ROLLER ADJUSTMENT
The Gradall telescopic boom rides on eight rollers (16 on G-1000 Gradalls).
Five rollers are attached to the front of the main boom consisting of four flat
(two each on the bottom and side) and one concave at the top. Three concave
rollers are attached to the rear of the telescope boom.
The telescope boom moves in and out of the main boom, riding on these
rollers. The ideal adjustment is to have the two triangular shaped booms
concentric with each other, with the center of the rollers making contact with
the apex of the boom tubes. The proper means to accomplish this is described
in detail in this pamphlet.
There are two types of boom roller adjustment:

a. Rotating eccentric shaft which moves the roller in and out as it is rotated
b. Shim adjustment which moves the roller in and out and also allows for
side adjustment of the roller.
WARNING: WORK SAFELY

ALWAYS SECURE THE TWO BOOMS TOGETHER BY MEANS OF
CHAINS OR SOME OTHER HOLDING DEVICE WHENEVER IT BE-
COMES NECESSARY TO WORK INSIDE EITHER ONE OF THEM. THIS
WILL PREVENT MOVEMENT OF THE TELESCOPE BOOM AND THE
POSSIBILITY OF PERSONAL INJURY. REMOVE THE HOLDING DE-
VICE BEFORE ACTUATING THE BOOM CIRCUIT.
Form No. 7531

Revised 13/77
Study these instructions, always making sure the
rollers are locked after final adjustment using:
a. Lockwire for eccentric shaft.

b. 200 Ft. Lbs. torque on locking bolts on
the shim style.
1. Extend telescope boom so that the rear roller
brackets are in the center of the second front
hole of the main boom.
NOTE: The G-1000 booms are adjusted with the telescope

boom fully retracted . Follow all others step as listed.
2. Secure booms to prevent movement.
3. Raise the boom a few inches off the ground

measuring at the front of the bucket (boom
must be level for G-1000). Stop engine.
2
4. Center the front of the telescope boom by 5. Square booms up (bottoms parallel) by
adjusting the side flat rollers of the main boom adjusting the bottom flat rollers of the main
leaving 1/16" clearance to a side. boom.
6. Center the rear inside of the telescope boom by 9. Adjust outside top concave roller to the
adjusting either the inside right or left concave telescope boom leaving approximately 1/32"
roller. clearance. This roller should skip lightly while
the boom is running in and out.
7. Adjust inside bottom concave rollers for
maximum contact with the center of the roller 10. Lower boom and remove chains.
against the apex of the boom tube on the
theoretical center line
NOTE: The concave rollers on new booms may not make
8. Adjust the inside top concave roller for contact with the entire length of the boom tube. If this
condition exists it will be necessary to make roller adjust-
maximum contact with the center of the roller ments more frequently until full contact is achieved. This
against the apex of the boom tube on the condition should not be considered abnormal and is not
theoretical center line. cause for alarm. The boom will run in after a few hours of
operation.
3
GRADALL BOOM ROLLER ADJUSTMENT- SHIM STYLE
TO ADJUST SHIM STYLE ROLLERS FOLLOW THESE FOUR STEPS:
A B
LOCKING BOLT ADJUSTING BOLT C
32 PER MACHINE 14 PER MACHINE FLAT WASHER
4 PER MACHINE
B
1 2
SHIMS
Back off both locking bolts (A) Tighten and/or loosen adjusting bolt (B) to move
the roller bracket assembly to the correct center
line location. Refer to page 3.
3 B
3 A B
44 C
Install shims as required to secure the roller bracket First back off adjusting bolt “B”. Torque locking
in its proper location. Refer to page 3. Shims may bolts (A) to 200 ft. lbs. making sure flat washers are
be added until the bracket no longer can be secured not deformed. Replace washers (C) if they are not
or roller wears out. Important Note: The shims perfectly flat. Note: if bolts (A) are not torqued to
hold the bracket in position, not the adjusting bolt 200 ft. lbs. the asjusting shims will fall out of the
(B.) assembly and could cause structural damage to the
boom and/or roller assemblies.
SHIM TYPES
There are two styles of shims used. Both are

supplied in thicknesses of 0.0359" and 0.060". Refer
to figures 6 & 7 for the locations where they are
used.
4
SHIM LOCATIONS
WHEN CHECKING ROLLER ADJUSTMENT,

LOOK FOR THE FOLLOWING:
EXCESSIVE CLEARANCE . . . which causes

pounding and shock loading. This in turn will
damage bearings, bend roller brackets, collapse
boom tubes, etc.
POOR ALIGNMENT . . . which will chip or bend

the lips of the rollers; will wear a recess in the boom
pipe; fail bearings by imposing a side load on the
boom roller and bearing; allow telescope boom to
draB on the inside of the main boom resulting in
structural failures, etc.
GOOD ALIGNMENT . . . means maximum

contact.
5
TYPICAL EXAMPLE: SHIM STYLE ROLLER ADJUSTMENT
MAJOR AREA’S OF WEAR
CHECKING BOOM ROLLER ADJUSTMENT

1. Spray paint on boom tubes after adjustment. 2. Hang a trouble light inside the main boom
Run boom in and out a few times and observe behind the telescope boom roller to be checked.
roller contact from the witness lines left on the Visually check the roller from the front of the
boom tubes. boom. The area of the roller not making contact
allows light to pass thru. This lets you know
The witness lines should run along the theo-
which way to move the roller so that the center
retical centerline of the booms. If the witness
of the roller is making proper contact.
Iines are off to one side or the other, it is
poor alignment and needs further adjustment.
6
GRADALL BOOM ROLLER ADJUSTMENT-ECCENTRIC STYLE
TYPICAL SINGLE ROLLER ASSEMBLY
The end of each front eccentric shaft is splined to

match a serrated washer. The washer is used to lock
the shaft. The washer has a flat side which butts
against a stop block to keep it from turning. A cap
screw holds it to the shaft. To actually adjust the
roller, it is necessary to remove the cap screw and
washer, and with a crescent wrench index the
eccentric shaft to the desired position. After
position has been obtained the washer and screw
should be replaced and lock wire inserted through
the cap screw and stop block.
TYPICAL DOUBLE ROLLER ASSEMBLY (G-1000 ONLY)
TYPICAL EXAMPLE: ECCENTRIC STYLE FLAT ROLLER ADJUSTMENT
Roller bracket loose . . . Move eccentric pin either Proper adjustment . . . Both rollers making contact
way until roller bracket is raised to make contact with the boom tube.
with the boom tube.
7
BOOM CYLINDER ADJUSTMENT
After you adjust the boom rollers, take a few extra minutes to double check the
alignment and adjustment of the components around the boom in-out cylinder. The
act of adjusting the rollers will alter other tolerances because you may have changed
the relative positions or spacing between the two booms and the cylinder.
USE TORQUE CHART IN SCHEDULED MAINTENANCE SECTION
1. Inspect the boom cylinder snubber at the front of the cylinder

barrel. Do it with the boom fully retracted. If it is not centered,
loosen the adjusting nuts and align it with the rubber ring an even
distance from the barrel all around.
2. Check the torque on the horizontal bolts holding the front and
rear retainers to the ball joint. Use enough torque to prevent
movement and then lubricate the ball joint thoroughly.
3. (G-680 & G-880): The Self-aligning bushing is adjusted with a slight

pre-load. Pull the cap up snug and measure with a feeler gage. In-
stall shims with . 006" less shims than gap and torque mounting
bolts to specs. On the G-1000, the ball joint ia built into the cylinder
rod and ia adjusted with shims to reach a zero tolerance so that no
movement occurs when pulling or pushing the boom.
4. .(G-660 & G-880): The large hex castle nut holds the telescopic boom
in the machine. It should be pulled up tight, then advanced to the
next access area for the locking cotter pin. This normally takes
1000 to 2000 ft. lbs. Install a 3/4 round bar through the gland holes,
and let it come to rest against the bracket to keep the cylinder rod
from turning. The G-1000 cylinder is locked by eight capscrews
pulling the inserts at the rear ball joint tight against the insert
housing.
Form No. 0034
GRADALL
MECHANICAL ADJUSTMENTS INSIDE HOSE TROUGH TOOL CIRCUIT ADJUSTMENT
INSIDE HOSE TROUGH TOOL CIRCUIT HOSE ADJUSTMENT
FORM No. 0003

GRADALL
TROUBLE SHOOTING CHART
TROUBLE SHOOTING
If your Gradall is not working right, attempt to isolate the trouble.
If a problem is in one circuit only, stay within that circuit and test
individual components.
A problem that is common to all circuits is likely to be caused by the
engine, clutch, reservoir, oil, or pump.
Remember! SPEED is determined by the volume of oil being used.
POWER is determined by the pressure built up to perform work.
PROBLEM PROBABLE CAUSE REMEDY

NO ACTION Low hydraulic oil level . . . . . Fill reservoir to full mark.
Clutch not engaging . . . . . . . Repair as required. (*)
Pump shaft broken . . . . . . . . Replace.
Engine not operating . . . . . . Inspect and correct.
Transmission gear failure. . . Replace and adjust.
SLOW ACTIONS Low hydraulic oil level . . . . . Fill reservoir to full mark.
Wrong type hydraulic oil . . . Drain and refill using correct type.
Dirty hydraulic oil . . . . . . . . Check filters for cleanliness and if they are installed
properly.
Low engine RPM . . . . . . . . . Adjust to recommended RPM.
Clutch slipping . . . . . . . . . . . Adjust or repair (*)
Defective pump . . . . . . . . . Test with Flowmeter. Repair or replace.
Defective relief valves . . . . . Inspect, repair or replace.
Unbalanced control valve
stroke . . . . . . . . . . . . . . . . . Adjust linkage.
Piston leaking, or hydraulic
motor leaking. . . . . . . . . . . . . Test for by-pass. Repack, rebuild or replace.
Mechanical friction . . . . . . . . Adjust or repair rollers or bearing.
Needs lubrication . . . . . . . . . Lubricate as shown on chart.
Collapsed hose . . . . . . . . . . . . Replace worn hoses.
Reservoir pump outlet
clogged . . . . . . . . . . . . . . Clean reservoir.
LOSS OF POWER Defective power unit . . . . . . Repair governor. Examine engine in accordance with
manufacturer’s recommendations. Check fuel supply.
Clutch slipping . . . . . . . . . . . Adjust and repair. (*)
Defective pump . . . . . . . . . . . Test, repair or replace.
Relief valves defective . . . . . Repair or replace
Control valves defectiv e. . . . Repair or replace
Cylinder by-pass . . . . . . . . . . Repair.
Hot (thin) hydraulic oil . . . . Use correct type hydraulic oil. Fill reservoir to full
mark.
Needs lubrication. . . . . . . . . . Lubricate as shown on chart.
Heat exchanger. . . . . . . . . . . . Check valves and radiator core.
CYLINDER (OR Defective hose relief valve . . Clean, inspect and repair.
MOTOR) DRIFT Cylinder or motor by-pass . . Test and rebuild.
Control valve leakage . . . . . . Inspect check plungers. Check for excessive plunger
by-pass. Repair or replace.
Defective swing cushion
valves . . . . . . . . . . . . . . . . . Inspect and repair.
External leakage . . . . . . . . . Locate and repair.
(*) clutch optional on Detroit Note: Drift, such as a bucket drifting open while
Diesel 3-53 engine. digging, is quite normal. The purpose of the
hose relief valve is to protect the cylinder
circuit against external forces.
Form No. 0004 1 Printed in U.S.A.

1/80-35C-CC
GRADALL
TROUBLE SHOOTING CHART
TROUBLE SHOOTING - Continued
PROBLEM PROBABLE CAUSE REMEDY

TOO FAST SWING Cushion Valve pressure set
STOPPING ACTION too high . . . . . . . . . . . . . . . . . . . Inspect and adjust
Orifice open too far . . . . . . . . . Adjust.
Hydraulic void in circuit, oil
HESITATION
being forced out one end of
cylinder faster than pump can
fill opposite end Operate engine at full throttle. See Operator
Instructions.
CONTROL VALVE Dirty hydraulic oil . . . . . . . . . . Clean strainer, filters, flush system, repair valves and
PLUNGERS fill with clean oil.
STICKING Wrong type hydraulic oil . . . . Drain and refill using correct type.
Mounting bolts too tight . . . . . Loosen and re-torque as recommended.
Return spring broken. . . . . . . . Disassemble and replace.
Linkage binding . . . . . . . . . . . . Adjust and lubricate.
External friction on plunger
end. . . . . . . . . . . . . . . . . . . . . Replace seals and realign seal retainers.
CYLINDER Rod packing not sealing. . . . . . Tighten rod packing adjusting gland.
LEAKING Rod packing worn or burned Replace packing.
Rough cylinder rod . . . . . . . . . Repair or replace rod, replace packing.
All cylinders will allow a slight film of oil to escape

and coat the rod. The adjustment is designed to keep
this at a minimum.
SWING DRIFT Defective swing flow valving. Examine components of valve. Repair if necessary.
(While stopping the Re-set pressure adjustment.
swing action or if Faulty parking brakes . . . . . . . Adjust and repair, if needed.
parked on an angle.) Excessive wear to hydraulic
motors . . . . . . . . . . . . . . . . . . . Test for by-pass, repair or replace.
2
GRADALL * HOPTO * CRANE
HYDRAULIC SYSTEM GENERAL
FLUID SYSTEM LEAKAGE
SAE 37° FLARE CONNECTION SAE STRAIGHT THREAD “O” RING SEAL
CAUSES:
1. Elbows loosen up after short service.
2. “O” ring leakage after short service.
3. “O” ring leakage after long service.
4. instant leakage upon start up.
CAUSES:
Most of the leaks on this connection are due to the lack of
tightening or human error. You can’t tell if the nut has been
tightened by just looking at the connection. It it is more CURES:
than tinger tight, you can’t tell from observation how much. Replace “O” ring seals and start over.
1. Jam nut and washer must be to the back side
Torque wrenches are good only when they are used. of the smooth portion of the elbow adapter.
You must rely on the user to be sure they get used on all
2. Lubricate the “O” ring-Very important
joints. The user must depend on tris memory to know
it he has tightened all of the joints. 3. Thread into port until washer bottoms onto
spot face.
Note: Is the spot face large enough for
CURES: the washer? Does hex of the straight
Here is a foolproof method of tightening. Anyone can adapter fit into spot face?
tell if the joint was tightened and how much: 4. Position elbows by backing up the adapter.
Tighten nut finger tight until it bottoms the seats. 5. Tighten jam nut.
Why “O” ring lubrication is important:

1. Fitting engaged to point
where “O” ring touches
Mark a line lengthwise on the nut and extend it onto the face of boss. Lubrication
adapter. Use an ink pen or marker. on “O” ring permits it to
move in direction “D”.
2. When “O” ring the boss
are dry, rotary motion of
assembly can cause
friction and “O” ring can
move in direction “C”.
3. Jam nut and washer
Using a wrench, rotate the nut to tighten. Turn the nut cannot bottom fully if
the amount shown in thc chart. the “O” ring is between
the washer and the
Line Size Rotate No. of Hex Flate face of the boss.
-4 2 1/2
-5 2 1/2 Note: The misalignment of
-6 2 the marks will show how
-8 2 much the nut was tightened
-10 1 1/2 - 2 and, best of all, that it has
-12 1 been tightened.
3
-16 /4 - 1
3
-20 /4 - 1
-24 1
/2 - 3/4 What happens when the jam nut and washer
are not backed up prior to assembly.
What to do if the joint leaks
after it has been tightened property 1. When jam nut and
Disconnect the line and check for: washer have not been
1. Foreign particles in the joints . . . .Wash them off backed up, there is not
2. Cracked Seats . . . . . . . . . . . . . . . .Replace them enough room for the “O”
ring seal when the
3. Saet mismatching or not squeeze takes place.
concentric with the threads. . . . . . .Replace the adapter
4. Deep nicks in the seats. . . . . . . . . .Replace faulty part
5. Excessive seat impression. This
indicates too soft a material for
high presures. Threades will
stretch under high pressure. . . . . . .Replace the part
6. Phosphate treatment. This is an
etching process which if overdone 2. Washer can’t seat
leaves a rough sandpaper- property on the face of
like surface. . . . . . . . . . . . . . . . . . .Replace faulty parts the boss. The com-
7. Chatter or tool mark-High and pressed rubber between
low spots on seats. . . . . . . . . . . . . .Replace faulty part the washer and the boss
8. SAE 45° nuts-When connected face will cold flow out
to an SAE 37° male flare fitting from compression and
will leak. The SAE 45° nut is too the fitting will be loose
long and will bottom on adapter and usually leak.
hex in sizes 8 and 10 before
the seats are tight. . . . . . . . . . . . . .Use all SAE 37° flare parts
Form No. 0006
GRADALL * HOPTO * CRANE
HYDRAULIC SYSTEM GENERAL
SAE 4-BOLT SPLIT FLANGE CONNECTION cure:

Lubricate the “O” ring before assembly. All matting
how it works: surfaces must be clean. All bolts must be evenly
The SAE 4-bolt split flange connection torqued. Don’t tighten any one bolt fully before
is a face seal. The shoulder which going to the next one.
contains the seal must fit squarely
against the mating surface and be held
there with even tension on all botts.
Thc shoulder protrudes peat the RECOMMENDED TORQUE VALUES (USE GRADE 5 BOLTS)
flange halves by .010 to .030. Connection Size Torque Foot Pounds
This is to insure that the shoulder will -8 21
make contact with the mating access- -12 40
-16 40 Note: Air wrenches tend to
sory surface before the flange does cause flange tipping.
-20 60
The flange halves overhang the -24 90
shoulder on the ends so that the lights -48 175
will clear the shoulder.
causes:
This connection is very sensitive to human error and bolt torquing.
Because of the shoulder protrusion and the flange
tightened on one end, in a seesaw fashion. This pulls
the opposite end of the flange away from the shoulder
and when hydraulic pressure is applied to the line, it Because of the tolerance build
pushes the shoulder back into a cooking position. up in all component parts plus
the bolt bending, the flange
halves can move sideways in
direction “A” and “B”. This can
lessen the shoulder contact with
the flange to zero in the center
area between the long
bolt spacing.
cure:
All bolts must be installed
and torqued evenly. Finger
tightening with the use of
feeler gauges will belp to
get the flanges and PIPE THREAD LEAKS:
shoulder started squarely. Pipe threads tend to leak more at high pressures than
any other style of connection.
a second cause: National standard pipe threads leak much more than the
dry seal pipe thread.
When the full torque is applied to the
bolts, the flanges often bend down Symbol . . . National Pipe Thread-NPT
until they bottom on the accessory. Dry Seal Pipe Thread-NPTF
This also causes the bolts to
bend outward. Either kind of pipe thread will leak if under-torqued or
over-torqued. Use a good pipe dope on the NPT threads.
When applying pipe dope do not put any on the first
two threads from the end. Always put dope on the
male thread - never on the female thread.
Bending of the flanges and bolts tends
to lift flange off the shoulder in
the center area between the long causes: cure:
spacing of the bolts. 1. Connector not tight. . . . . . . . . . . .Tighten
2. Cracked port or connector . . . . . .Check for cracks and replace
defective parts
3. Oversized threads in port . . . . . . .Inspect for proper thread size
When pipes and/or hose are joined 4. Undersize threads on connector . .Inspect for proper thread size
together with this connection, the 5. Galled threads (torn threads) . . . .Inspect and replace if necessary
conditions become more severe 6. Damaged threads, nicks,
because the spacing between mating cutts, etc. . . . . . . . . . . . . . . . . . . .Replace if damaged
flanges now is doubled and becomes 7. Threads not dry-seal
.020 to .06O gap. All conditios are standard for hydraulics . . . . . . . . .Use “NPTF DRYSEAL” standard
now multiplied 100%.
8. Straight pipe threads
instead of tapered . . . . . . . . . . . .Use “NPTF DRYSEAL” standard
High torque is required on all bolts 9. Contaminated threads,
which must be Grade 5 or better dirt, chips, etc. . . . . . . . . . . . . . . .Clean and inspect
because much of the torque is lost 10. High vibration loosening . . . . . . .Retighten connector-Check
In overcoming the bending of the connection. . . . . . . . . . . . . . . . . . with engineering
flanges and bolts 11. Heat expansion of
12. female threads. . . . . . . . . . . . . . .Retighten while hot
Too tight, causing
thread . . . . . . . . . . . . . . . . . . . . .distortion Check, replace
The Aeroquip Hose and Reusable Fitting idea had its beginning in
1941. With the outbreak of WWII the merit of the idea was soon
recognized as vital to the war effort. We had to get our aircraft with
failed hydraulic lines back in action fast.
The detachable reusable fitting was the answer and became the
aircraft standard for hose assemblies before the end of the war.
For the same reasons that the reusable idea was accepted for air-
craft hose lines during the war . . . it was soon adopted for many
industrial applications after the war.
Just as a grounded airplane hurt the war effort, “downtimed”
equipment stops production.
What is a detachable reusable hose fitting? It is one which can be

attached to a hose, disassembled and used again. A screw
together reusable fitting consists of a nipple and a socket.
4
2
Copyright 1973 by Aeroquip Corporation
How does the screw together reusable fitting work? From
Aeroquip’s inception, the detachable reusable concept has not
changed. It is still the easiest and most foolproof method of attach-
ing a fitting to a hose. To attach this type of fitting you simply screw
the socket over the hose then screw the nipple into the socket.
The wedging action of the nipple, as it is screwed into the socket

causes the teeth inside the socket to bite into the wire reinforce-
ment. This holds the fitting on even in the highest rated pressure
applications.
Benefits of using Reusable Hose Fittings. 1. Reduced spare parts

inventory. Since reusable fitting hose assemblies carry a built-in fit-
ting inventory, failed lines can be repaired quickly with minimum
downtime.
Rather than stocking complete factory made hose assemblies with

permanently attached fittings in the 1,000 and 1 variations of line
size, length and end fitting configurations, you simply stock bulk
hose and fittings and make up assemblies needed, right in the field.
8
3
A second benefit of reusable fittings is easy assembly.
The simplicity of the screw together reusable hose fitting makes

hose line replacement a snap. All it takes is a few minutes and a
hacksaw, vise and wrench.
10
Servicing all types of equipment is the third basic benefit of

reusable hose fittings.
11
A small inventory of basic eroquip Hose and Fitting styles allows

you to service equipment of anybody’s manufacture. With
reusables you don’t need a million assemblies in stock, you just
duplicate the existing assembly.
12
4
With the Lifesaser Fitting for the “Oddballs” you can even duplicate
unique tube end configurations.
13
With the Lifesaver, it’s a simple matter of “cut”, “braze” and “go”.
First you cut off the odd tube configuration from the old hose
assembly.
14
Then, you braze it to the Lifesaver Fitting. Finally, assemble the fit-
ting to the hose and install the assembly.
15
You’re back in action fast with a duplicate hose assembly.
16
5
Let’s get to the basic facts about hose and fittings.
17
First let’s discuss hose and fitting measuring systems.
18
The dash numbering system is used by all hose and fitting manu-
facturers to identify sizes of piping components. To determine a
dash number, convert the tube or hose size to 16ths of an inch. The
numerator of the fraction is always the dash size. An example
would be to convert a 1/2-inch hose size to 8/16ths of an inch which
equals a -8 hose.
19
The inside diameter (I.D.) is the basis of measurement for com-

mercial pipe. The outside diameter (O.D.) always remains the
same for a given size, but the wall thickness will vary depending
on the strength of the pipe. Therefore, the pipe I.D. is actually the
nominal I.D.
20
6
Tubing has a thin wall compared to pipe and is measured by the
outside diameter in most cases.
21
Aeroquip SAE 100R5 style single wire braid hose dash numbers
correspond to tubing dash numbers, therefore SAE 100R5 hose
has the same I.D. as tubing. The other basic hose styles are also
assigned a dash number, however, they are measured by the
actual I.D. (inside diameter), similar to the measuring system used
in pipe.
22
Now let’s review the identification markings for fittings.
23
All fittings are stamped with a dash number. Remember the dash
number of the socket must be the same as the hose dash number.
24
7
An S.A.E. 45 swivel fitting has a 45 cone seat which is the mating
surface where sealing takes place. This fitting is marked with a sin-
gle notch on the swivel hex.
25
An S.A.E. 37° (JIC) swivel fitting has a 37° cone seat and has no
markings on the swivel hex.
26
Standard Aeroquip Reusable Fittings for single wire braid hose are
identified with an M.P. stamped on the socket and the nipple hex.
27
Standard Aeroquip Reusable Fittings for double wire braid hose

have a notch in the socket to distinguish them from medium pres-
sure fittings and serve as a reference point for cover stripping.
These fittings are also stamped with an H.P. for identification.
28
8
While textile, single wire and double wire are the basic classifica-
tions of hose to be discussed in this session, Aeroquip also manu-
factures 4 and 6 spiral wire hose.
29
Hose classification is determined by the reinforcement of the hose

which determines the hose’s pressure holding capability.
30
Aeroquip offers many hose styles in all classifications. Consult this

catalog for specifications on each hose. This data is conveniently
located either by part number, SAE specification or type of rein-
forcement.
31
Next let’s review the textile, single wire and double wire classifica-
tions of hose.
32
9
Single braid textile reinforced hose is used for non-hydraulic appli-
cations where working pressures are low. It has three major com-
ponents; a rubber or cotton cover, textile braid reinforcement and a
synthetic rubber tube.
33
End identification is easy. Note the single textile reinforcing braid.

But the branding layline is the best means of identification. The lay-
line consists of part number, dash size, quarter and year of manu-
facture.
34
The Aeroquip SOCKETLESS™ Fitting is easy to assemble since

you only have to push the nipple into the hose.
35
Use your catalog to choose the proper SOCKETLESS Fitting for

your particular application. Determine the cut off length of your
hose by referring to your catalog and checking the “D” dimension.
36
10
The “D” dimension is the difference between overall length of the
fitting and the distance the fitting end extends beyond the end of
the hose. It is used to manufacture a hose assembly to an exact
length. To determine the finished overall length of the assembly,
subtract the “D” dimension of both fittings from the overall length
desired and cut the hose to the length indicated. For SOCKET-
LESS assemblies, add 1/2-inch to this indicated cut off length to
compensate for contraction of the hose under pressure.
37
Low pressure SOCKETLESS Fittings require only two simple steps

to assemble.
38
First cut the hose to the required length with a sharp knife.
39
Next, oil the inside of the hose and outside of the nipple LIBER-
ALLY with Aeroquip Lube Oil or heavy oil.
40
11
Then push the hose on to the fitting until the hose end bottoms
underneath the protective cap.
41
For quantity production use an Aeroquip F2015 SOCKETLESS

Fitting assembly machine.
42
Single wire braid hose is used in applications which require a work-

ing pressure of up to 3,000 psi. The hose is constructed with a cot-
ton or rubber cover, a single layer of wire braid, and a synthetic
rubber tube.
43
Single wire braid hose is easily identified by looking at the cut end.
Note the wire reinforcement. But, the best method for identifying
hose lines is always by reviewing the layline brand. The quarter
and year of manufacture information can be most valuable in eval-
uating hose performance and scheduling maintenance. Aeroquip is
the only manufacturer that provides this dating information on all
hydraulic hose.
44
12
The screw together reusable fitting is the basic type of fitting man-
ufactured by Aeroquip for single wire braid hose. Use your catalog
to choose the best fitting for your particular application. Determine
the cut off length of your hose by checking the “D” dimension of the
fitting.
45
Single wire braid screw together reusable fittings require only four
steps to assemble.
46
First you cut the hose square to the length required with a fine-tooth
hacksaw or a cut-off wheel.
47
Then you screw the socket counterclockwise until the hose bot-
toms and then back it off 1/4 turn.
48
13
Aeroquip 4400 Series Fittings do not require an assembly tool
because their design includes a drive hex and a larger nipple with
a blunt leading edge which will not cut the hose tube. The 400
Series Fitting always requires an assembly tool because it does not
have a drive hex and the nipple has a sharp leading edge.
49
Use mandrel type assembly tools to assemble sizes -4 through -12

of the 400 series fittings. Use mandrelless type assembly tools on
all 400 series swivel fittings -16 and above.
50
After attaching the socket, liberally oil the nipple threads and the
assembly tool mandrel, if used, as well as the inside of the hose
with Aeroquip Lube Oil or another high quality heavy oil.
51
For 400 Series Male Ends, -12 and below: Push the assembly tool
into the nipple. Oil; then screw the nipple clockwise into the socket
and the hose. Tighten the nipple leaving 1/32 to 1/16 of an inch
clearance between the nut and the socket.
52
14
For Swivel Ends: Tighten the nipple and nut on the assembly tool,
if used. Oil. Then screw the nipple clockwise into the socket and the
hose. Leave 1/32 to 1/16 of an inch clearance between the nut and
the socket.
53
Two wire braid hose is designed for working pressures up to 5,750

psi. The synthetic rubber tube and cover provide maximum resist-
ance to the deteriorating effects of the fluid to be carried and the
service conditions encountered. The reinforcement is two braids of
carbon steel wire.
54
Note the two layers of steel reinforcing wire on the end view of this
double wire braid hose. Remember the layline is the best means of
identification.
55
Aeroquip screw together reusable fittings for double wire braid

hose look the same as single wire braid hose fittings. Remember
double wire braid hose fittings are identified by the HP stamp and
the cover stripping notches.
56
15
Use your catalog to choose the best double wire braid hose fitting
for your particular application. Determine the cut off length of your
hose by referring to your catalog and checking the “D” dimension.
57
Double wire braid hose assemblies require only 4 simple steps to

assemble.
58
To Assemble: First you cut the hose to the length required. Next the
hose is stripped of its rubber cover to permit the socket teeth to bite
into the wire braid.
59
Locate the hose stripping point by putting the end of the hose next
to the fitting socket. Measure from the hose end of the socket to the
notch on the socket.
60
16
Cut the rubber cover of the hose down to the wire reinforcement.
61
Then slit the cover lengthwise.
62
Use a screwdriver to raise a flap of rubber and pull it off with a pair
of pliers.
63
The F2282 hose cover stripping tool makes cover removal easy.
This tool is available with mandrels to fit all sizes of Aeroquip dou-
ble wire braid hose.
64
17
Next you put the hose in a vise and screw the socket onto the hose
counterclockwise until it bottoms. Then back it off 1⁄4 turn.
65
After attaching the socket, oil the nipple threads and the inside of
the hose liberally. No assembly mandrel is needed for double wire
braid hose. Use a heavy oil or Aeroquip Lube Oil.
66
Next screw the nipple clockwise into the socket and hose. Make
sure you leave 1/32 to 1/16 of an inch clearance between the nip-
ple nut and socket. Your double wire braid hose assembly is now
complete.
67
This presentation has been designed to provide you with a basic

knowledge of Aeroquip Hose and Reusable Fittings. Further infor-
mation is always available in our catalogs and reference bulletins.
68
18
Thank you for the time you have spent with us today.
69
Suggested List of Reference Material
BULLETIN 582A How to Identify, Select and Install Hose Lines
BULLETIN 5030 How Hose is Braided
BULLETIN 5041 How to Measure and Relate Pipe, Tubing and Hose Sizes
19
Hose
FluidConnectors Assembly
Instructions
Bulletin 4433-B1
March, 1977
88 Series
1. Cut hose cleanly and squarely to length. Trim exposed wire

reinforcement if necessary.
2. Slide clamp(s) onto hose.
3. Lubricate hose. Push hose onto fitting until hose bottoms

against stop ring or hex.
Note: When assembling an 88DB clamp it is important to tighten the DB nuts uniformly
4. Position hose clamp(s) as shown below and secure with a

screwdriver or wrench. Maintain “A” dimension noted below
20 Series Fittings for proper clamp positioning of both HC and DB clamps.
Special Instruction for 204 Hose –

Do not allow tube to contact any petroleum
base fluids. Use liquid soap as hose lubri-
cant.
Special instruction for 231, 235, 241 Hoses–
Use only refrigerant grade oil for lubricant.
Place sockets in vise. Thread hose Oil nipple threads and inside of hose Thread nipple clockwise into socket
counterclockwise into socket until wth Hoze-Oil or heavy oil. Caution: until nipple hex shoulders against
hose bottoms. Back off ½ turn. Do not oil hose cover. socket.
22 Series Mandrel Assembly Fittings
Place socket in vise shown. When assembling male pipe ends. When assembling swivel ends. screw Oil nipple threads and inside of hose
hose counterclockwise into socket slide nipple onto mandrel. threaded mandrel all the way into with Hoze-Oil or heavy oil. Caution:
until hose bottoms. Backoff ½ turn. interior threads of swivel, wrench Do not oil hose cover. Push nipple into
tight. socket. Male Ends: screw nipple
bottoms against socket. Swivel Ends:
apply wrench to hex of assembly
DO NOT ATTEMPT TO ASSEMBLE THESE FITTINGS WITHOUT USING A MANDREL.
mandrel. Screw nipple clockwise
until clearance between nut and
Special Instruction for 204 Hose – Do not allow tube to contact any petroleumbase fluids. socket is approximately 1/32" to allow
Use liquid soap as hose lubricant. nut to swivel. Remove mandrel.
Special instruction for 231, 235, 241 Hoses – Use only refrigerant grade oil for lubricant.
30, 34, 42, 38 Series
Dip hose into Hoze-Oil or heavy oil. Place socket in vise as shown. Lubricate nipple threads and inside Thread nipple clockwise into socket
hose counterclockwise into socket of hose thoroughly with HOZE-Oil or until nipple hex shoulders against
until hose bottoms. Back off ½ turn. heavy oil. socket.
Special insAtruction for 304 & 344 hose. Do not allow tube to contact any petroleum base fluids. Use liquid soap as hose lubricant.
51 Series
Chamfer end of hose with a sharp Place socket in vise. Thread hose Lubricate nipple threads throughly Thread nipple clockwise into socket
knife. and lubricate hose with Parker counterclockwise into socket until with Hoze-Oil or Heavy oil. until nipple hex shoulders against
Hoze-Oil. hose bottoms. Back off ¼ turn. socket.
74 Series
To measure hose entry. lay socket Place socket in vise as shown. Lubricate nipple threads and inside Thread nipple clockwise into socket
alongside hose end. Line up first Lubricate hose and fitting liberally. of hose thoroughly with Hoze-Oil or until nipple hex shoulders against
notch on tha socket with the end of Screw hose counterclockwise into heavy oil. socket.
the hose. Mark hose at end of socket. socket until you reach mark on hose.
This will be hose entry length.
90 Series Reusable Fittings
75 Series
1. Wrap hose with masking tape at cutoff point. Cut squarely to length through taped area
with sharp cutoff wheel or fine-toothed hacksaw. Remove tape. Trim any loose wires flush
with tube stock. Remove any burrs on the bore of the tube stock with a knife. To start
assembly, slip two sockets over the end of the hose, back to back. (If one end of hose “necks
down” use this end to start the sockets). Position the two sockets about three inches from
each end of the hose. 2. Mount nipple hex in a vise. Work the hose bore over the nipple to
size the tube and to aid in separating the braid, before fitting the sleeve. Remove hose from
nipple. 3. Push sleeve over end of the inner Teflon tube and under the wire braid by hand.
To complete positioning of the sleeve, push hose end against a flat surface. Check visually
Lubricate hose. I.D. and nipple. Insert Place clamp halves over hose with to make sure tube stock butts against the inside shoulder of the sleeves. Set the sleeve barbs
nipple into hose until bottomed on clamp front collar in nipple channel. into the Teflon tube by pushing a tapered punch into the end of the sleeve and tube. 4.
nipple collar. Lubricate nipple an socket threads. For stainless steel fittings use a molybdenum disulfide
base lubricant. For other materials. Use Parker Hoze-Oil. Hold nipple hex in vise. Push hose
over nipple with twisting motion till seated against nipple chamfer. Push socket forward, and
hand-start threading of socket to nipple. Wrench tighten nipple hex until clearance with
socket hex is 1/32" or less. Tighten further to align corners of nipple and socket hexes.
Permanent Fittings
While holding clamp halves in place. Tighten nuts until clamp halves are
drop 4 bolts through holes in clamp flush (in contact with each other wiht 1. Measure hose to desired length and tape area to be cut (masking tape may be used). This
halves Install nuts. Turn nuts finger is to prevent wire braid from flaring. 2. Mark taped area of hose with crayon pencil. Cut
no space between the halves). As-
tight hose at mark (through the tape 43. IMPORTANT - Start hose into fitting before removing
sembly is complete. tape. REMOVE TAPE 4. BRASS - Push and turn hose clockwise into fitting recess until
Tighten nuts down evenly with box or Consult factory for high production hose bottoms. STAINLESS STEEL Push and turn hose counterclockwise, then screw
open-end wrench. An impact tool assembly instructions and tooling. nipple clockwise into socket: 5. Select proper pusher. Place into ram and adjust
with thin wall wrench sockets may setscrew. 6. Select proper die. Place die half into die holder. 7. Place hose in position
also be used. against first die half and insert second half. Lubricate fitting and die. 8. Locate hose fitting
in pusher bore and operate handle to swage fitting. Ram will bottom on face of die to
complete swaging stroke.
GRADALL OVERHAUL GUIDE
WARNER & SWASEY
Hydraulic Excavators and Cranes
CYLINDER MAINTENANCE MASTER KITS FOR

MODEL G-660 GRADALL
MAINTAIN ORIGINAL CYLINDER POWER and EFFICIENCY BY YEARLY (1800

to 2000 hour) REPACKING WITH THESE KITS.
The Master Kit contains individual repack kits for each hydraulic cylinder on your Gradall. Each individ-
ual kit is identified and provides all of the parts needed for the complete repack of the specified cylinder
as recommended on factory maintenance schedules or as required.
Your dealer stocks a selection of kits and Gradall Replacement Parts – let him help you save time
and money.
Kit No. 309 Complete G-660 Cylinder Repack Kit for TOOL, BOOM, and Two Hoist Cylinders
1 – Kit No. 306 2 – Kit No. 308

Repack kit for 50X-470 Boom Cylinder(refer page 26) Repack kit for 8664-5002 Hoist Cylinder (refer page 27)
1 – Kit No. 307 For exploded views of hydraulic cylinders see page 26,
Repack kit for 8662-5001 Tool Cylinder (refer page 28) 27 and 28 of your Gradall Parts Manual.
Be sure to include the serial number of your Gradall when ordering kits or parts.
WARNER & SWASEY
REPAIR PARTS KITS FOR MODEL G-660 GRADALL
The Kits shown on this page contains the parts normally required for rebuilding pump
and hose relief valves. Replacement of all parts included in these Kits assures effi-
cient operation and can eliminate costly downtime.
The cost of each Kit is less than if replacement parts were purchased separately.
Kit No. 532

Rebuild Kit for
8662-5002 and 8662-5003
Hose Relief Valves
Refer Parts page 23
A 1 - 25C-331 “O” Ring

B 1 - 25F-243 “O” Ring
C 1 - 25G-493 “O” Ring
D 1 - 50T-475 Spring (Outer)
E 1 - 50T-476 Spring (Inner)
F 1 - 50T-477 Plunger
Kit No. 533

Rebuild Kit for
50R-52 Pump Relief Valve
A 1 - 25C-327 Plunger
B 1 - 25C-331 “O” Ring
C 1 - 25C-810 “O” Ring
D 1 - 25F-243 “O” Ring
E 1 - 25G-493 “O” Ring
F 1 - 50P-204 Spring (Inner)
G 1 - 50R-50 Spring (Outer)
ORDER KITS FROM YOUR LOCAL GRADALL DISTRIBUTOR

SPECIFY SERIAL NUMBER
Form No. 009
WARNER & SWASEY
The kits shown on this page contains the parts normally required for rebuilding com-
ponents in the control valve area including the control valves, pump and hose relief
valves and swing flow valve. Replacement of all parts included in these kits assures
efficient operation and can eliminate costly downtime.
The cost of each kit is less than if replacement parts were purchased separately.
Kit No. 546

Control Valve Overhaul Kit
for 8666-5001 Control Valve
Refer Parts page 23
1 - 25C-310 Spring
6 - 25C-375 “0” Rings
4 - 25E-126 Lockwashers
3 - 25F-383 Lockwashers
1 - 25G-493 “0” Ring
1 - 25H-202 Capscrew
1 - 25U-297 Rod End
1 - 50P-78 “0” Ring
2 - 50P-92 “0” Rings
3 - 50X-162 Screws
1 - 1238-1025 Washer
1 - 8604-1043 Spring
2 - 8604-1044 Back Up Rings
1 - 8666-1001 Check Plunger
4 - 8821-1039 Capscrews

ALWAYS INCLUDE SERIAL NUMBER OF YOUR GRADALL
Additional Kits shown on reverse side

Form No. 0096
Kit No. 549

Manifold Area “0” Ring Kit
for 8668-5004 or 8668-5005
Manifold Assembly
Refer Parts pages 22 & 23
8 - 25C-244 “0” Rings

18 - 25C-331 “0” Rings
30 - 25C-375 “0” Rings
7 - 25C-810 “0” Rings
15 - 25F-243 “0” Rings
33 - 25G-493 “0” Rings
1 - 25L-37 “0” Ring
1 - 25L-75 “0” Ring
5 - 50P-78 “0” Rings
10 - 50P-92 “0” Rings
9 - 50P-385 “0” Rings
6 - 50P-444 “0” Rings
10 - 8604-1044 Back Up Rings
Kit No. 547

Rebuild Kit for 8666-5007
and 8666-5011 Adjustable
Relief Valves
Refer Parts page 23
1 - 25C-327 Plunger
1 - 25C-331 “0” Ring
1 - 25C-810 “0” Ring
1 - 25F-243 “0” Ring
1 - 25G-493 “0” Ring
1 - 50P-203 Spring (Outer)
1 - 50P-204 Spring (Inner)

ALWAYS INCLUDE SERIAL NUMBER OF YOUR GRADALL
WARNER & SWASEY
The Kits shown on this page contains the parts normally required for rebuilding and
maintenance of the tandem pump, tilt motor, swing motor and swing flow valve.
Replacement of all parts included in these Kits assures efficient operation and can
eliminate costly downtime.
The cost of each Kit is less than if replacement parts were purchased separately.
Kit No. 540

Pump Seal Kit
for 8667-1113 Tandem Pump
Refer Parts page 13
A 3 - 50M-238 Seal Strips

B 6 - 8664-1043 “O” Rings
C 6 - 8664-1047 Ring Seals
D 1 - 8667-1366 Double Lip Seal
Kit No. 541

Seal and Bearing Kit
for 8667-1113 Tandem Pump
Refer Parts page 13
A 3 - 50M-238 Seal Strips

B 6 - 8664-1043 “O” Rings
C 6 - 8664-1044 Thrust Plates
D 12 - 8664-1046 Roller Bearings
E 6 - 8664-1047 Ring Seals
F 1 - 8667-1366 Double Lip Seal

Additional Kits shown on reverse side

Form No. 0097
Kit No. 542

Motor Seal Kit for 8664-1038 Tilt & Swing
Motors
Refer Parts page 10
A 2 - 25G-585 Parts Group

B 1 - 50M-238 Seal Strip
C 2 - 8664-1043 “O” Rings
D 2 - 8664-1047 Ring Seals
E 1 - 8664-1051 Snap Ring
F 1 - 8664-1053 Double Lip Seal
Kit No. 536

Rebuild Kit for 500-235 Swing
Flow Valve
Refer Parts page 24
A 4 - 25L-37 “O” Rings

B 1 - 50T-8 “O” Ring
C 2 - 25C-397 “O” Rings
D 2 - 25C-311 Springs
E 2 - 25C-319 “O” Rings
F 2 - 25C-310 Springs
G 2 - 25C-306 Plungers
H 2 - 50P-653 “O” Rings
I 4 - 50P-46 Backup Rings
J 4 - 25U-276 “O” Rings
K 2 - 25C-458 Springs
L 2 - 50Q-233 Plungers
M 1 - 50P-566 “O” Rings

WARNER & SWASEY
KIT NO. 550
ANNUAL MAINTENANCE AND REPACK KIT

FOR MODEL G-660 GRADALL
Get Top Performance From Your Gradall the Year Around
This Kit Contains Parts for: You Save Thru:
• Emergency Daily Repairs • Reduced Downtime

• Complete Cylinder Repacking • Reduced Costs, Buying at Kit Prices
• Yearly Overhauls—Geared to the high productivity • Ability to Repair During Normal Slack Periods
of this machine
The parts contained in the Kit No. 550 have been selected on the basis of field usage and factory suggestions. They are those
parts most frequently needed for emergency repairs, plus those needed to keep your machine operating at top performance.
Included are parts for repacking all Cylinders, Control Valves, Relief Valves, and items needed for yearly overhauls.
Complete list of parts in Kit No. 550 is shown on reverse side of this page.
ORDER THESE KITS FROM YOUR LOCAL GRADALL DISTRIBUTOR

Be sure to include the serial number of your Gradall when ordering kits or parts.
0098
KIT NO. 550 PARTS LIST
GRADALL G-660
Quan. Part No. Description Quan. Part No. Description

1 Kit 307 Repack Kit — Tool 1 50V-160 Seal
1 Kit 309 Comp. Cyl. Repack Kit 1 50T-20 “O” Ring
8 Kit 532 Relief Valve Kits 1 50V-179 Back-Up Ring
2 Kit 533 Relief Valve Kits 4 50X-184 Washers
1 Kit 536 Swing Valve Kit 2 50X-419 Retaining Rings
1 Kit 540 Pump Seal Kit
2 Kit 542 Motor Seal Kits 1 8471-6441 Hose Assembly
5 Kit 546 Control Valve Kits 1 8471-6442 Hose Assembly
2 Kit 547 Relief Valve Kits 2 8471-6443 Hose Assembly
1 Kit 549 Manifold “O” Ring Kit 1 8662-1004 Bushing
1 8662-1027 Pin
2 25A-309 Lockwashers 4 8662-1028 Capscrews
2 25C-243 “O” Rings 1 8662-1033 Bushing
11 25C-375 “O” Rings 2 8662-1034 Bushing
2 25C-472 Retaining Rings 2 8662-1060 Bushing
4 25D-042 Capscrews 1 8662-1131 Pin
2 25F-365 Fittings 4 8662-1160 Shims
2 25G-304 Retaining Rings 4 8662-1161 Shims
1 25G-306 Retaining Rings 6 8662-1162 Shims
1 25G-349 Drive Plate 6 8662-1163 Shims
4 25G-487 “O” Rings 1 8662-1171 Pin
2 25G-493 “O” Rings 2 8662-1176 Spacers
6 25G-625 Gaskets 2 8662-1177 Bushings
1 25H-053 Bushing 1 8662-1194 Shaft (8662-6029)
5 25L-037 “O” Rings 1 8662-1220 Pin
8 25U-276 “O” Rings 2 8662-1221 Locking Bolts
5 50P-385 “O” Rings 2 8662-1222 High Nuts
2 50P-392 “O” Rings 2 8662-1223 Washers
1 50P-566 “O” Rings 1 8662-6028 Pin
2 50P-653 “O” Rings 2 8664-1006 Bushings
1 50Q-204 Spring 2 8664-1007 Bushings
1 50Q-205 Plunger 2 8667-1017 Gasket
2 50R-064 Roller Pins 1 8667-1024 Cartridge
4 50R-066 Spacers 4 8667-1045 Filter Elements
4 50R-074 Roller Assembly 2 8667-1049 Gaskets
I 50T-210 Seal 2 8667-1085 Gaskets
1 50T-250 Filter 2 8667-1087 “O” Rings
1 50V-113 “O” Ring 8 8667-1088 Gaskets
2 50V-122 Snap Ring 4 8859-1112 “O” Rings
(This list is subject to change and will be updated with current improvements.)
KIT NO. 551
EMERGENCY PARTS AND REPACK KIT FOR MODEL G-660 GRADALL
FOR ON-THE-JOB AVAILABILITY OF PARTS. . .
KEEPS DOWN TIME TO A MINIMUM
The parts contained in Kit No. 551 have been selected on the basis of field usage of the G-660 machine. These are parts
that will enable you to take care of the emergency repairs and to obtain top performance of your Gradall the year around.
You save by buying at Kit price and reduced down time. Included are parts for repacking all Cylinders; Springs and Seals for
all Control Valves, Pumps and Hose Relief Valves; Filter Elements and Gaskets for Hydraulic Reservoirs; all Bushings for
Tool Cylinder and Front End Linkage; most vulnerable Pins, Shafts, Bolts, etc.
(Complete list of parts in Kit #551 is shown on the reverse side.)

0099
KIT NO. 551
EMERGENCY PARTS AND REPACK KIT FOR THE G-660 GRADALL
Qty. Part No. Name
1 Kit #309 Repack Kit Complete

1 Kit #540 Pump Seal Kit
2 25A-309 Lockwasher
2 25C-243 “0” Ring
5 25C-310 Spring
10 25C-331 “0” Ring
8 25C-375 “0” Ring
2 25C-458 Spring
6 25C-810 “0” Ring
10 25F-243 “0” Ring
10 25G-493 “0” Ring
1 25H-53 Bushing
3 25U-276 “0” Ring
2 50P-43 “0” Ring
10 50P-92 “0” Ring
6 50P-203 Spring
6 50P-204 Spring
2 50P-392 “0” Ring
2 50P-653 “0” Ring
2 50R-50 Spring
8 50T-476 Spring
8 50T-476 Spring
10 80604-1044 Backup Ring

1 8662-1004 Bushing
1 8662-1033 Bushing
2 8662-1034 Bushing
2 8662-1060 Bushing
2 8662-1160 Shim
2 8662-1161 Shim
3 8662-1162 Shim
3 8662-1163 Shim
1 8662-1171 Pin
2 8662-1177 Bushing
2 8662-1221 Locking Bolt
2 8662-1222 High Nut
2 8662-1223 Washer
1 8662-6028 Pin
5 8666-1107 Spring
4 8667-1045 Filter Element
2 8667-1049 Gasket
8 8667-1088 Gasket
4 8859-1112 “0” Ring
(This list is subject to change and will

be updated with current improvements)
CHASSIS SERVICE
MANUAL
G660
8668-1683
July 2002
Thru G65042
GRADALL
Telephone: (330) 339-2211
Fax: (330) 339-3579
CHASSIS OPERATOR’S
MANUAL
G660
Form #7345
July 2002
GRADALL
Telephone: (330) 339-2211
Fax: (330) 339-3579
IMPORTANT SAFETY NOTICE
Safe operation depends of reliable equiptment and the use of proper operating proce-
dures. Performing the checks and services described in this manual will help to keep
your Gradall Carrier in reliable condition and use of the recommended operating
procedures can help you avoid unsafe practices. Because some procedures may be
new to even the experienced operator we recommend that this manual be read,
understood and followed by all who operate the carrier.
Warning and caution notes have been included throughout this manual to help you
avoid injury and prevent damage to the equipment. These notes are not intended to
cover all eventualities; it would be practically impossible to anticipate and evaluate
all possible applications and methods of operation for this equipment.
It is important that any procedure not specifically recommended by Warner &

Swasey be thoroughly evaluated from the standpoint of safety before it is placed in
practice.
The Warner & Swasey Company

406 Mill Avenue, S.W., New Philadelphia, Ohio 44663
1973 The Warner & Swasey Company Gradall is a registered trademark.
Form No. 7345 Printed in U.S.A.

11/73 5M
A WORD TO THE OPERATOR
This manual provides important information to familiarize you with safe operating
and maintenance procedures for the Gradall carrier. Even though you may be
familiar with similar equipment you MUST read and understand this manual
before operating the unit.
Separate publications are furnished with the Gradall to provide information

concerning safety, replacement parts, detailed maintenance procedures and
operation of the carrier.
See “GRADALL OPERATOR’S INSTRUCTIONS” manual before

operating the upperstructure.
If you have any questions regarding the Gradall, contact your Gradall distributor;
he is thoroughly familiar with the entire unit and will be happy to help you.
IT IS IMPORTANT THAT THIS MANUAL REMAIN WITH THE CARRIER

AT ALL TIMES.
1
SAFETY
Inspect your machine daily before operating and before engine

startup. Check for loose, worn, or damaged parts. Report or correct any
unsafe conditions immediately. Replace all missing or broken guards and
panels. They are there to protect you. Check sheet metal screws and bolts
for looseness, and keep them tight. Do Not operate the machine until all
faulty conditions have been corrected.
Always use two hands when climbing up on the Keep swing area free of tools, buckets and blocking.
machine. Be sure your shoes are clean and dry. To prevent slipping, keep deck and cab area free of
Develop safe and clean working habits. oil and trash.
3
Always fasten your seat belt when driving the carrier;
it could save your life. Do not coast with clutch disengaged or transmission in
neutral.
When traveling on highway keep your lights on. Have

warning flags and safety stripe your machine to pre-
scribed regulations. Know your route and check clear-
ance of bridges and overhead lines. Travel safe speed.
Tie-down boom. Do not haul passengers.
Always drive at a safe, legal speed suited to road, Know your work area. Watch for holes, obstructions,
weather and load conditions. Do not exceed 60 MPH. mud or ice and rough terrain.
4
MODELS
Truck mounted G-660 Gradalls are available with three basic carrier variations to
suit job application and contractor preference. Your unit may include:
1. A Chrysler gasoline engine or a Detroit or Caterpillar diesel engine
2. Driving axles at rear only (6x4) or driving axles at both front and rear (6x6)
3. Conventional carrier controls only or conventional controls plus hydraulic

remote controls to operate the carrier from upperstructure.
Carrier nameplate on outside of seat riser in

carrier cab describes your unit.
Where information in this manual applies only

to certain units, it will be so noted.
5
INSTRUMENTS AND INDICATORS
1. Brake Warning Light — glows to indicate parking 7. High Beam Indicator Light
brake is applied.
8. Flasher and Turn Signal Indicator Light
2. Oil Pressure Gage
9. Tachometer — indicates engine speed Hourmeter
3. Voltmeter — indicates alternator output. — indicates hours of engine operation
4. Fuel Gage 10. Air Pressure Gage — indicates brake system air
pressure
5. Water Temperature Gage
11. Low Air Indicator Light — indicates brake system
6. Speedometer/Odometer pressure is too low for safe operation.
WARNING
Do not move carrier while low air light is

glowing or while any auxiliary device is
signaling a dangerous condition.
6
CONTROLS
1. Light Switch — controls carrier headlights, tail-

lights and clearance lights.
2. Cab Controlled Brakes Toggle — (only on units
equipped for remote control). 14. Windshield Wiper Switch
3. Ignition and Starter Switch 15. Transmission Shift Lever
4. Turn Signal Switch 16. Auxiliary Transmission Shift Lever — (only 6 x 4
5. Hazard Flasher Switch units).
6. Defroster Switch 17. Transfer Case Range Shift Lever — (only 6 x 6
units).
7. Heater Switch
18. Transfer Case Front Axle Drive Shift Lever —
8. Parking Brake Control (only on 6 x 6 units).
9. Remote Drive Toggle (only on units equipped for 19. Steering Selector Valve Knob — (only on units
remote control). equipped for remote control).
10. Choke Control — (only on units equipped with 20. Accelerator Pedal
Chrysler engine).
21. Brake Valve Treadle
11. Throttle Control — (only on units equipped with
Chrysler engine). 22. Brake Valve Treadle Lock — (not furnished on
units equipped for remote control).
12. Emergency Stop Handle — (only on units
equipped with Detroit Diesel engine). 23. Clutch Pedal
13. Stop Handle — (only on units equipped with 24. Windshield Washer Treadle
Detroit Diesel engine). 25. Headlight High/Low Beam Switch
7
CHECKS AND SERVICES
BEFORE STARTING ENGINE
WARNING:
Any defects or deficiencies noted must

be corrected before the carrier is placed
in service.
1. Check all air reservoir drain cocks and close any

found open. There are three reservoirs on the car-
rier. Remote control units have a fourth reservoir on
the upperstructure.
2. Check condition and pressure of all tires while tires
are cool. Adjust pressure as necessary.
TIRE PRESSURES
Front Singles Rear Duals
Max. Load Max. Max. Load Max.
Pounds p.s.i. Pounds(ea.) p.s.i.
9.00-20 x 10 ply 4610 80 4040 70
10.00-20 x 12 ply 5430 85 4760 75
Also check for loose or missing wheel lugs or nuts.

Tighten or replace as required.
3. Check unit and area beneath unit for fuel, lubricant,

coolant or hydraulic oil leaks. Repair any leaks
noted and replenish fluid as necessary.
4. Check condition and cleanliness of all reflectors

and lights.
5. Check entire unit for any evidence of damage or

tampering.
8
6. Check for secure stowage of boom and any auxil-
iary equipment or material.
7. Check for adequate fuel supply and refill as nec-

essary using specified fuel. Tank should be kept
filled to minimize condensation.
8. Check oil level in engine crankcase and fill as nec-

essary using specified grade of oil.
9. Check coolant level in radiator and fill as neces-

sary.
WARNING
If it becomes necessary to check coolant

level in hot radiator, turn off engine and
relieve pressure before removing cap.
Relieve pressure by turning cap approxi-
mately 90 degrees counterclockwise and
waiting a few minutes till sound of escap-
ing pressure stops. Remove cap cau-
tiously.
10. Check engine coolant for proper protection against

freezing in cold weather and add antifreeze as
necessary.
11. Check fluid level in battery and fill as necessary

using distilled water. Keep battery terminals and
connectors clean.
WARNING
Keep open flame away from battery; use

a flashlight when necessary. Batteries
produce explosive gas under certain
conditions.
9
CHECKS AND SERVICES
(Continued)
12. Check hydraulic fluid level in steering pump

reservoir and refill as necessary.
13. Check condition and tension of all engine drive

belts and adjust or replace as necessary.
WARNING
Do not check belts with engine running.
14. Check for presence of fully charged fire extin-

guisher on wall behind seat in carrier cab. Replace
as necessary.
15. Check condition of seat belts and anchors and

replace if unserviceable.
16. Check all cab windows and clean as necessary.

Cracked or broken windows must be replaced.
10
17. Check fluid level in windshield washer reservoir
on wall in front of seat in carrier cab. Add wind-
shield washer solvent as necessary.
18. Check position of steering selector valve knob

(only on units equipped for remote control). Knob
should be down for operation from carrier cab.
19. Check position of CAB CONTROLLED

BRAKES toggle (only on units equipped for
remote control). Toggle should be in
UNLOCKED position for operation from carrier
cab.
WARNING
Do not move cab controlled brakes tog-

gle from locked position unless parking
brake is applied.
20. Check to be sure PARKING BRAKE was

applied at end of previous shift (should be raised
with red ring exposed if brake is applied).
WARNING
If parking brake was not applied at end of

previous shift and if there is insufficient
system pressure to apply parking brake
(90 psi) block wheels before starting
engine and do not move machine until
required air pressure is built up.
11
ENGINE OPERATION
NOTE: If engine is being started at beginning of work shift be sure to perform
all “CHECKS AND SERVICES BEFORE STARTING ENGINE” (pages 8
through 11).
WARNING
If carrier is on a slope and transmission

has been left in gear by previous driver,
block wheels securely before attempting
to start engine.
Starting Chrysler Engine (cold start)

1. Be sure main transmission is in neutral. 5. After engine starts, observe oil pressure gage. If
needle remains on zero for more than ten seconds
2. Set throttle control to one third open position stop engine and determine cause. Correct cause of
(approximately 1200 RPM). malfunction before restarting engine.
3. Set choke control to fully choked (raised) position 6. As engine warms up (at a speed slightly above idle)
(it is usually unnecessary to use choke when start- push choke control in gradually to keep engine run-
ing a warm engine). ning evenly. Choke control should be fully
depressed as water temperature reaches operating
4. Turn ignition switch to full clockwise position to range (approximately 160°F.).
engage starting motor. Release key immediately
when engine starts. If engine fails to start within fif- 7. Before moving machine, push throttle control all
teen seconds, release key and allow starting motor the way in (closed). Do not drive unit with throttle
to cool for a few minutes before trying again. control in opened position.
CAUTION
Do not engage starting motor while fly-

wheel or starting motor are rotating.
Serious damage could result.
Starting Detroit Diesel and Caterpillar Engines (cold start)
1. Be sure main transmission is in neutral. 3. Turn ignition switch to full clockwise position to
engage starting motor. Release key immediately
2. Depress accelerator pedal to fast idle for Detroit when engine starts. If engine fails to start within
Diesel or to half throttle for Caterpillar engine and thirty seconds, release key and allow starting motor
hold in this position. to cool for a few minutes before trying again.
12
4. After engine starts, observe oil pressure gage. If 5. Warm up diesel engines at approximately one third
gage remains on zero for more than ten seconds, of governed speed until water temperature reaches
stop engine and determine cause. Correct cause of operating range (approximately 160°F.).
malfunction before restarting engine.
NOTE: It may be necessary to use a cold weather starting aid in temper-

atures below freezing.
CAUTION
Do not engage starting motor while fly-

wheel or starting motor are rotating. Seri-
ous damage could result.
Cold weather starting aids

Diesel engine ignition is accomplished by heat gener- would be impractical to attempt to provide specific
ated when fuel/air mixture is compressed within the instructions for their use in this manual. Carefully fol-
cylinders. Because this heat may be insufficient to start low instructions furnished with your starting aid.
a cold engine in cold weather, the use of starting aids
has become common practice. If you use a starting aid employing ether or a similar
substance pay particular attention to manufacturer’s
Because of the wide variety of starting aids available it warnings.
Normal engine operation

Observe voltmeter, water temperature and oil pressure reserve power for varying conditions and increases
gages frequently to be sure all engine systems are engine life.
functioning properly.
Be alert for unusual noises or vibration. When an

unusual condition is noticed, stop carrier in a safe area
and shut off engine. Determine cause and correct prob-
lem before continuing.
Early recognition and correction of unusual conditions

can often prevent a major breakdown. When using engine braking power (downshifting or
releasing accelerator and permitting carrier to “push”
engine) to slow carrier travel, take care to avoid over-
Apply load to engine gradually; shock loads are hard speeding the engine (exceeding governed RPM). The
on all drive line components. governor has no control over engine speed when
engine is being “pushed” by carrier load.
Use full governed engine speed for intermittent
duty only. For cruising or continuous duty use approx- Select an appropriate gear ratio and use service brake
imately 85 percent of full governed engine speed to to assist in slowing carrier when traveling down steep
maintain safe carrier speed. This practice provides grades.
13
ENGINE OPERATION (Continued)
Permitting the engine to labor under too great a load Avoid prolonged idling. Idling causes engine
for the gear ratio being used (lugging the engine) will temperature to drop and this permits formation of
shorten engine life. Shift to the proper gear ratio for heavy carbon deposits and dilution of lubricating
conditions.
oil by incompletely burned fuel. If the engine is
not being used, turn it off.
Stopping the engine

Operate engine at idle speed for a few minutes In event Detroit Diesel continues to run for 15 seconds
before turning it off. This provides an opportunity for after pulling “PULL TO STOP” handle, pull “EMER-
engine coolant and lubricating oil to carry excessive GENCY ONLY” handle.
heat away from critical engine areas.
Do not “gun” engine before shut down; this practice CAUTION

causes raw fuel to remove oil film from cylinder walls
and dilute lubricant in crankcase. Use “EMERGENCY ONLY” handle only in
emergency. Handle closes a valve pre-
CHRYSLER AND CATERPILLAR ENGINES: To venting flow of air to engine and may
stop these engines, turn ignition switch counterclock- cause oil to be sucked past seals and
wise to off position. into blower housing. Engine cannot be
started until valve is reset manually (see
DETROIT DIESEL ENGINE: To stop Detroit Diesel illustration below).
engine pull “PULL TO STOP” handle. Be sure to turn
off ignition switch and accessories to prevent battery Do not restart engine until cause of mal-
drain. When engine stops completely push “PULL TO function is corrected.
STOP” handle to fully depressed position.
EMERGENCY STOP VALVE (Detroit Diesel only)
RUN POSITION STOP POSITION LOCATED BEHIND FAN
WARNING
To avoid burns, wait until engine cools

before resetting emergency stop valve.
14
CHECKS AFTER STARTING ENGINE
WARNING
Any defects or deficiencies noted must

be corrected by qualified personnel
before carrier is placed in service.
1. Check operation of windshield washer and wiper. Proper output is approximately 14 V. with engine
running at 2000 RPM.
2. Check all lights and turn signals for proper opera-
tion. 6. Observe water temperature gage. Proper operat-
ing temperature is approximately 160/180°F.
3. Check operation of heater and defroster.
7. Observe tachometer response to changes in engine
4. Observe oil pressure gage with engine running at speed.
operating temperature. Proper oil pressure is:
8. Observe low air warning light. Light should con-
tinue to glow until brake system pressure reaches
approximately 100 psi. Do not release parking
brake or move carrier while low air warning light is
still glowing.
9. Observe air pressure gage. Proper brake system

5. Observe voltmeter indication of alternator output. pressure is 90 to 125 psi.
PLAN YOUR TRIP

1. Plan a safe route to your destination.
2. Ask your supervisor about permit requirements.
3. Check on load and clearance limits along your planned route. Dimen-
sions for your unit are listed below.
Height (with boom stored and without bucket). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11' 8 3/4"
Width. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8'
Length. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26' 6"
Ground Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 3/4"
Weight — varies depending on options — weigh unit to be sure.

15
CHECKS BEFORE DRIVING
(To be performed at beginning of each work shift following performance of
“CHECKS AFTER STARTING ENGINE.”)
WARNING CAUTION
Any defects or deficiencies noted must Unblock carrier wheels before moving
be corrected by qualified personnel carrier. Be sure air pressure is at
before carrier is placed in service. required operating level and parking
brake is set before leaving cab.
WARNING
Check brakes on level ground only.
1. Check operation of service brake by depressing

brake treadle while carrier is moving at low speed in
first gear only. Do not drive carrier if service
brake is defective.
2. Check operation of parking brake by lifting

PARKING BRAKE control to raised position while
carrier is moving at very low speed in first gear
only. Do not drive carrier if parking brake is
defective.
3. Check operation of emergency brake by perform-

ing the following procedure:
WARNING
Do not perform emergency brake check

unless previous check showed parking
brake to be in good working order.
a. With engine running and brake system at full oper-

ating pressure, release parking brake.
b. Shift main transmission to first gear and move car-

rier forward a few inches to be sure unit is in gear.
Depress clutch and hold in depressed position.
16
c. Stop engine and then release clutch.
d. Open drain cock on No. 1 air reservoir to relieve all

pressure from that reservoir only (located behind
cab, next to frame).
e. Depress clutch, start engine and then drive carrier

forward at low speed in first gear. Check emergency
brake by depressing brake treadle. Do not drive
carrier if emergency brake is defective.
f. Apply parking brake by lifting PARKING BRAKE

control to raised position.
g. Close drain cock on air reservoir No. 1, return to

cab and wait for brake system to reach full pressure.
(125 psi).
4. Check operation of steering while carrier is moving

slowly in first gear. Be alert for any increase in
effort needed to turn wheels and any unusual steer-
ing response to normal steering effort. Do not drive
carrier if steering is defective.
5. Check operation of horn and any other signal

devices. Do not drive a carrier if horn or signal
devices are defective.
17
BRAKE SYSTEM
The air brake system furnished on Gradall carriers the wheels of the forward rear axle. In effect, there is
includes a service brake, an emergency brake and a three axle braking for service brakes and single axle
parking brake. Three separate reservoirs, all isolated braking for emergency and parking brakes.
by check valves, furnish air pressure for these brake
functions. In the event air pressure is lost from one, or
even two of the reservoirs, there will still be a third WARNING
source of pressure available to stop the carrier.
During a service brake application, brakes are applied The emergency and parking brakes will
at the wheels of all three axles. Application of the not stop the carrier in as short a distance
emergency or parking brakes actuates brakes only to as the service brake.
Brake systems by model

Units equipped for conventional control only have a
spring loaded latch located just forward of dual brake
valve treadle. When brake treadle is depressed fully,
latch will snap to rear locking service brake in applied
position.
Push treadle latch forward with toe to release service
brake.
WARNING
Do not use treadle latch for parking. If air
pressure were lost carrier would be free
to roll.
Conventional units do not have cab controlled brakes

toggle described below.
Units equipped for remote control do not have trea-
dle latch described above but are furnished with a CAB
CONTROLLED BRAKE toggle. Keep toggle in
UNLOCKED position. LOCKED position locks car-
rier brakes until they are overriden from upperstructure
cab (see pages 28 through 33 for detailed remote con-
trol instructions).
WARNING
Do not use cab controlled brakes toggle
for parking. If air pressure were lost, car-
rier would be free to roll.
18
Service brake
Foot pressure on the dual brake valve treadle activates the
service brake. Just as in an auto, the greater the foot pres-
sure, the harder the brakes are applied.
WARNING
Do not “fan” the brake valve treadle. A long

series of rapid brake applications can
reduce system pressure to a point where
effective service braking will be lost until
air compressor can restore pressure.
In the event air pressure in service brake portion of brake

system drops below 90 psi the low air indicator light will
glow. When this condition exists, use emergency brake to
stop carrier. Do not resume operation until proper operat-
ing pressure can be maintained.
Emergency brake
In the absence of adequate air pressure in the service
brake circuit, normal foot pressure on dual brake valve
treadle will cause the emergency brake to be applied. In
this case, air pressure to brake valve is supplied from a
separate reservoir. Remember, the emergency brake
requires a greater stopping distance than the service
brake.
In the event emergency brake fails use the parking

brake to stop the carrier.
Parking brake
Parking brakes are applied when control of dash mounted
parking brake valve is pulled upward. This, in addition to
applying the parking brake, engages a mechanical lock
which will hold brake in applied position even if all air
pressure is lost after parking.
For normal parking, use service brake while maneuvering

carrier into position and then apply parking brake.
To release parking brake: With brake system fully pres-

surized, depress parking brake control and hold down
while making a full service brake application. Hold serv-
ice brake application for five seconds and release.
Remote control braking

On units equipped for remote control it is possible to
apply carrier service brakes from upperstructure cab (see
pages 28 through 33 for detailed procedure).
19
STEERING SYSTEM
The power steering system furnished on Gradall carriers provides accurate steer-
ing under normal conditions and greater control in the event of a blowout or soft
ground. “Road feel” is similar to that of a conventional manual steering system.
WARNING CAUTION
Be alert for any increase in effort needed

Use of power steering while carrier is
to steer the carrier. If any difference is
noted, notify maintenance personnel stopped causes unnecessary stress on
immediately for correction. If power
assist feature should fail for any reason system components and can cause seri-
IT WOULD BECOME VERY DIFFICULT TO
STEER CARRIER. For this reason it is ous damage to system.
extremely important that you NEVER
TURN ENGINE OFF WHILE CARRIER IS Holding steering wheel in full left turn or
MOVING.
full right turn position will cause system
In the event power steering fails, bring
carrier to a safe stop as soon as possible. to overheat. This can cause steering
Do not drive unit until problem has been
corrected. pump to fail.
Remote control steering system

Units equipped for remote control are furnished with a
steering selector valve which is controlled by a knob
located on carrier cab floor just forward of seat riser.
This valve is not furnished on conventional units. See
pages 28 through 33 for detailed instructions on remote
control.
20
POWER TRAIN
The power train furnished on 6x4 carriers (units having The major variations found on 6x6 carrier (units hav-
two driving axles at rear) includes the engine, clutch, ing two driving axles at rear and a third driving axle in
transmission, auxiliary transmission, rear tandem axles front) are the substitution of a front driving axle in
and the necessary propeller shafts to transfer torque place of a non-driving front axle and the substitution of
(power) between these units. a transfer case for the auxiliary transmission.
Clutch
The clutch is located within a housing between the
engine and transmission and functions to control the
transfer of torque from engine to transmission.
Depressing the clutch pedal disengages the clutch and

prevents a transfer of torque from the engine to the
transmission. Releasing the clutch pedal engages the
clutch and causes a transfer of torque from the engine
to the transmission.
Auxiliary Transmission (for 6 x 4 units only)

The auxiliary transmission is a gearbox located range which provides increased power (at reduced
between the transmission and rear tandem axles. This speed) for off-the-road conditions.
unit functions in conjunction with the transmission to
regulate torque being delivered to driving axles. Carriers equipped with Detroit Diesel engines are
equipped with a three speed auxiliary transmission.
A two speed auxiliary transmission is furnished on car- This unit provides LOW range, (similar to REDUC-
riers equipped with a Chrysler or Caterpillar engine. TION in two speed unit) DIRECT and OVERDRIVE.
This unit includes a DIRECT drive range which trans-
fers the same power/speed range being delivered from The following procedure describes recommended use
the transmission. It also includes a REDUCTION drive of the auxiliary transmission:
CAUTION
Do not shift auxiliary transmission while

carrier is moving.
1. Fasten seat belt.
2. Before starting trip to jobsite, consider driving con-

ditions you will probably encounter: For good roads
with no severe grades, select Direct or Overdrive
range (for units so equipped). For off-the-road con-
ditions or severe grades, select LOW or REDUC-
TION range.
3. Start the engine and develop full brake system pres-

sure (125 psi).
21
POWER TRAIN (Continued)
4. Depress clutch pedal and shift

main transmission to first gear and
auxiliary transmission to desired
range. Continue to hold clutch in
depressed position.
5. Release clutch a short distance to cause a slight

rotation of transmission gears and check to be sure
auxiliary transmission is fully engaged. With full
engagement assured depress clutch fully and shift
main transmission to neutral and release clutch.
If selected auxiliary transmission range proves to
be inadequate, stop carrier, shift to appropriate
range and continue trip.
Transfer Case (for 6 x 6 units only)
The transfer case is a gearbox located between the vide increased traction. Because traction requirements
transmission and rear tandem axles. This unit functions vary with driving conditions, the transfer case includes
in conjunction with the transmission to regulate torque a clutch which permits engagement and disengagement
being delivered to front and rear driving axles. of front wheel drive as needed.
Two power/speed ranges are included in the transfer
case, HI and LO. HI transfers the same power/speed
range being delivered from the transmission and LO is CAUTION
a reduction to provide greater power (at reduced speed)
for off-the-road conditions. Do not attempt to shift transfer case
Unlike an auxiliary transmission, the transfer case speed ranges or engage front wheel drive
serves to transfer torque to a front driving axle to pro- while carrier is in motion. Recommended
use of the transfer case is described in
the following procedure.
1. Fasten seat belt.
2. Before starting trip to jobsite, consider driving con-

ditions you will probably encounter: For good roads
with no severe grades select HI driving range. For
severe grades or off-the-road conditons select LO
driving range. For hard, level surfaces in dry condi-
tion front wheel drive should not be used. For soft,
uneven slippery surfaces, use front wheel drive.
3. Start engine and develop full brake system pressure

( 125 psi).
22
4. Depress clutch and shift main transmission to 1st
gear, transfer case to desired range and engage or
disengage front wheel drive as necessary. Continue
to hold clutch in depressed position.
5. Release clutch a short distance to cause a slight

rotation of transmission gears and check to be sure
driving range and front wheel drive (if needed) are
fully engaged. With full engagement assured
depress clutch fully and shift main transmission to
neutral and release clutch.
If selected range proves to be inadequate, stop car-

rier, shift transfer case to appropriate range and
continue trip.
Transmission
The transmission is a gearbox which regulates the and transmission shift lever. It is also important that
manner in which torque from the engine is delivered to gear shifting be accomplished at the proper time with
move the carrier. Transmissions in Gradall carriers respect to carrier power requirements and engine
provide five forward speeds and one reverse speed. speed.
The lowest transmission gear range (first gear) pro- For those unfamiliar with the use of a manual trans-
vides the greatest carrier power and the lowest carrier mission it may seem that gear shifting is a complicated
speed. The highest transmission gear range (fifth gear) procedure. A practice period with the carrier parked
provides the greatest carrier speed with the least carrier and the engine turned off will help develop the neces-
power. Second, third and fourth gear ranges provide sary coordination and confidence. There should be lit-
power/speed combinations between these extremes. tle difficulty if shifting procedures are followed step by
Reverse gear provides approximately the same step. When practicing with engine turned off there will
power/speed ratio as first gear. be areas in the shift pattern where you will be unable to
make a complete engagement. Don’t use excessive
Smooth, efficient gear shifting depends on simultane- force; just learn the pattern. Shift patterns are illus-
ous, coordinated use of accelerator pedal, clutch pedal trated on plates mounted in carrier cab.
23
Shifting gears
As indicated above, efficient gear shifting involves physical coordination and a good sense of tim-
ing. The following procedure will tell you how and when. Practice on level ground till you gain
confidence.
1. With transmission in neutral start carrier engine and

wait till brake system is fully pressurized (125 psi).
Fasten seat belt.
2. Release parking brake and hold carrier using serv-

ice brake.
3. Shift auxiliary transmission or transfer case to

desired power/speed range and engage or disengage
front wheel drive (if so equipped).
4. Depress clutch fully and move transmission shift

lever to first gear position, being sure of complete
engagement.
5. While releasing clutch pedal slowly and smoothly,

remove foot from brake treadle and depress acceler-
ator gradually to increase engine speed to approxi-
mately one third of governed speed.*
If step 5 is performed properly, carrier will move

forward smoothly. If carrier bucks, or engine stalls,
clutch is being released too fast for engine speed;
release clutch slower and accelerate faster.
*This engine speed is specified for practice purposes only.

24
6. With carrier moving forward smoothly, release
accelerator pedal while depressing clutch and move
transmission shift lever out of first gear position.
With shift lever in neutral, release clutch.
7. Depress clutch again and move shift lever to second

gear position. Release clutch smoothly while
depressing accelerator pedal as in step 5. Increase
engine speed to approximately half of governed
speed* before shifting to next gear.
8. Shift to third, fourth and fifth gears by repeating

steps 6 and 7 and selecting the next higher gear for
each shift.
9. To stop carrier release accelerator and apply service

brake. With clutch engaged, engine will help to
slow the carrier. Depress clutch and shift to neutral
just before carrier comes to a stop.
NOTE: The practice of depressing the clutch pedal

twice (steps 6 and 7) for each shift is known as “DOU-
BLE CLUTCHING.” Practice shifting through the
gears until all movements described in steps 6 and 7
can be performed in a smooth, rapid sequence.
*This engine speed is specified for practice purposes only.

25
Downshifting
The procedure described above is used to take the carrier from a standstill to a
desired road speed. During normal driving there are times when it is necessary to
downshift (shift from one gear to the next lower gear) to decrease carrier speed or
increase carrier power. This procedure is described below.
CAUTION
Downshifting when carrier speed is too

great for next lower gear will overspeed
the engine and may cause severe dam-
age.
NOTE: Procedure assumes carrier is being

driven in fifth gear.
1. Release accelerator pedal while depressing clutch

and move transmission shift lever from fifth gear to
neutral. With shift lever in neutral, release clutch.
2. Depress accelerator pedal briefly to increase engine

speed to approximately 85% of governed RPM and
then release while depressing clutch and moving
shift lever to fourth gear position.
3. Depress accelerator to maintain approximately 85%

of governed engine speed while releasing clutch
smoothly.
Repeat steps 1 through 3 through remaining lower

gears as necessary to further increase power or
decrease speed.
NOTE: Practice downshifting until all movements described in steps

1 through 3 can be performed in a smooth, rapid sequence.
26
When to shift gears
Smooth, timely shifting not only increases carrier serv- governed engine speed. Reserve full governed RPM
ice life, it provides greater driving safety. for conditions requiring full power.
When load conditions cause a continuing loss of

Use of the proper gear for existing driving conditions engine speed, downshift to the next lower gear.
provides reserve power and greater control. The fol-
lowing recommendations will help you determine the In general, operate in a gear that will permit accelera-
correct power/speed range for various driving condition.
tions.
Though it is permissible to use the braking power of
In lower gears use only enough engine speed to get the the engine when traveling downhill, take care to avoid
carrier rolling easily. High engine speeds under light overspeeding the engine (exceeding governed RPM).
load conditions waste fuel and cause excessive and The governor has no control over engine speed when
unnecessary noise. Use a little more engine speed for the engine is being pushed by the carrier load. Select an
each successive upshift until reaching desired cruising appropriate gear ratio and use your brakes to assist in
speed. slowing the carrier.
Safe downshifting requires a knowledge of maximum

Avoid continuous operation at full governed engine carrier speeds attainable in each gear at governed
RPM. Cruising at governed RPM reduces engine serv- engine RPM. To determine these speeds for your unit
ice life and provides no reserve power for varying con- drive on a level road and shift through entire range not-
ditions. It is good practice to select a gear offering ing carrier speed for each gear when engine reaches
desired carrier speed at approximately 85 percent of governed speed.
WARNING CAUTION
Stop carrier and select appropriate gear Never downshift when carrier speed will
range before driving down steep grade cause engine to overspeed in next lower
under “off highway” conditions. Attempt- gear or serious damage to engine may
ing to downshift under these conditions result. Use service brake to slow carrier to
can be dangerous. proper speed for downshift if necessary.
KEEP CARRIER IN GEAR WHILE DRIVING; COASTING IS DANGEROUS

AND MAY CAUSE SERIOUS DAMAGE TO TRANSMISSION.
27
REMOTE CONTROL OPERATION
1. Start carrier engine and develop full brake system

pressure (125 psi).
Pull PARKING BRAKE control up to PARK posi-

tion (ON).
2. Set CAB CONTROLLED BRAKES toggle to

LOCKED position.

3. With main transmission in neutral and engine run-
ning, depress clutch and shift auxiliary transmission
to low range. When sure of complete engagement,
release clutch.
OR

3. With main transmission in neutral and engine run-
ning, depress clutch and shift transfer case to low
range. When sure of complete engagement, release
clutch.
4. With engine running, depress clutch and shift trans-

mission to first or second gear being sure of com-
plete engagement. Turn ignition switch to OFF.
Also pull STOP handle for Detroit Diesel engine.
Release clutch when engine has stopped.
5. Set REMOTE DRIVE toggle to IN position.
6. Pull steering selector valve knob up to raised posi-

tion (located on floor in front of seat).
CARRIER CAB CONTROLS ARE NOW SET FOR REMOTE OPERATION,

NEXT SET UPPERSTRUCTURE CONTROLS.
28
1. Be sure controls in carrier cab have been properly

set for remote control operation (page 28).
2. Be sure BRAKES toggle in upperstructure is in ON

position.
WARNING
Never move BRAKES toggle to OFF position until ready to

engage travel lever. Carrier brakes were applied when carrier
controls were set for remote operation. This brake application
will remain in effect until upper portion of brake system is pres-
surized. With carrier CAB CONTROLLED BRAKES toggle in
LOCKED position and upperstructure circuitry pressurized,
upper brake controls will override carrier controls. Because of
this. brakes would release automatically as upper system pres-
sure increased if upperstructure BRAKES toggle were in OFF
position.
3. Be sure travel and steering levers are in neutral

position.
29
(Continued)
4. Start upperstructure engine and develop full brake

system pressure (125 psi).
5. Be sure engine clutch is engaged.
NOTE: Disengage engine clutch for easier

starting in cold weather. After starting, engage
clutch with engine at idle speed.
6. Perform following procedure to be sure power take-

off is fully engaged:
a. Adjust upperstructure engine speed to idle.
b. With BRAKES toggle remaining in ON position,

very gently engage travel lever to cause a slight
rotation of power take-off gear.
c. If step b. caused gears to clash, power take-off was

not engaged. Repeat step b.
If step b. caused engine to reduce speed, power

take-off is fully engaged.
UPPERSTRUCTURE CONTROLS ARE NOW SET FOR REMOTE OPERATION.

30
PRECAUTIONS FOR REMOTE CONTROL
Be sure of unobstructed visibility in direction counterweight before starting to move. Be
of travel; use a signalman to compensate for especially watchful for overhead wires and
blind spots. traffic.
Never permit bucket to drag while moving

unit.
properly before moving carrier under remote
control.
Always give audible signal before moving unit
Be sure of clear path for carrier, boom and Never tow load using remote control drive.

OPERATOR FACING IN THE SAME DIRECTION AS THE CARRIER.
DRIVING CARRIER FROM

UPPERSTRUCTURE CAB
1. Be sure controls in carrier and upperstructure cabs

have been properly set for remote control operation
pages (28 through 30) and that brake system is fully
pressurized (125 psi).
2. Be sure engine is running fast enough to prevent

stalling when travel lever is engaged.
3. BRAKES toggle in upperstructure controls applica-

tion and release of carrier brakes. Pull toggle to
OFF just before engaging travel lever. Push toggle
to ON immediately after releasing travel lever.
4. Travel lever controls forward and reverse carrier

travel. Pushing lever forward (away from operator)
causes forward carrier travel and pulling lever back
causes reverse travel. Lever is selfcentering when
released. Speed is controlled by amount of lever
travel and engine speed.
5. Steering lever controls direction of front wheels.

Move lever to left to turn left and move lever to
right to turn right.
31
PREPARING UPPERSTRUCTURE FOR
CONVENTIONAL CARRIER OPERATION
1. Retract boom and store in boom rest as necessary

using hold down toggle.
2. Be sure BRAKES toggle in upperstructure is in ON

position.
3. If upperstructure engine is to be turned off, allow to

cool by running at idle speed for a few minutes
before stopping.
UPPERSTRUCTURE CONTROLS ARE NOW SET FOR CONVENTIONAL

CARRIER OPERATION. NEXT SET CARRIER CONTROLS.
32
CONVENTIONAL OPERATION
1. Push steering selector valve knob down to lower

position.
2. Shift main transmission to neutral.
3. Set REMOTE DRIVE toggle to OUT position.
4. Start carrier engine and develop full brake system

pressure (125 psi). Turn ignition switch to OFF
(unless carrier is to be driven). Pull stop handle on
units equipped with Detroit Diesel Engine.
5. Keep PARKING BRAKE control in raised position

until carrier is to be driven.
6. Set CAB CONTROLLED BRAKES toggle in

UNLOCKED position.
CARRIER CONTROLS ARE NOW SET FOR CONVENTIONAL OPERATION.
33
PARKING THE GRADALL
PRECAUTIONS: Position boom in boom rest; never leave
machine with boom in air.
Avoid parking on banks or near an excavation.
Park on level ground and block wheels.
Avoid parking on roads or highways. If it can-
not be avoided be sure to display warning If parking on a slope cannot be avoided, posi-
flags during day and flares or flashing lights at tion unit at right angle to slope if possible and
night. block wheels.
Parking procedure
1. Using service brake, stop unit in appropriate park- 7. Close reservoir drain cocks.
ing area.
8. Start engine and develop full brake system pres-
2. Shift transmission to neutral. sure.
3. Set PARKING BRAKE to ON. 9. With parking brake still in set position, stop
engine.
4. Allow engine to cool at idle speed for a few minutes
and then turn off. 10. Fill fuel tank to minimize condensation.
5. Block carrier wheels as extra precaution against 11. Lock carrier and upperstructure cab and install
rolling. protective window covers if available.
6. Open drain cocks on all three reservoirs on carrier 12. Disconnect batteries if unit is in an area where
to drain moisture. tampering seems possible.
NOTE: Because remote control units include air driers it is unnecessary to

drain moisture from reservoirs daily. Conventional units may not have air
driers and must have condensate drained from reservoirs daily.
IN CASE OF TROUBLE
1. Park unit in a safe area, apply parking brake and block wheels. Display warn-
ing flags, flares or flashing lights as necessary.
2. Contact supervisor and advise:
Nature of problem
Location of unit
Where you can be reached by phone
Towing
Should it become necessary to tow carrier, have maintenance personnel remove
propeller shafts between drive axles and auxiliary transmission or transfer case (if
so equipped). Store propeller shafts in a safe location.
34
LUBRICATION
RECOMMENDED LUBRICANTS
CAPACITIES
(Capacities are approximate — check level)
REPLACEMENT FILTER ELEMENTS

W&S Part No.
Oil Filter (Chyrsler engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . 8307-2558
(Detroit Diesel engine) . . . . . . . . . . . . . . . . . . . . . . . . . 8307-4446
(Catterpillar engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . 8307-4449
Fuel Filter (Chrysler engine) . . . . . . . . . . . . . . . . . . . . . . . . . . 8307-2428
Primary Fuel Filter (Detroit Diesel engine) . . . . . . . . . . . . . . 8307-4447
(Caterpillar engine). . . . . . . . . . . . . . . . . . . . . . . . . . . . 8307-4450
Secondary Fuel Filter (Detroit Diesel engine) . . . . . . . . . . . . 8307-4448
(Caterpillar engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8307-4451
Air Cleaner (Caterpillar engine) . . . . . . . . . . . . . . . . . . . . . . . 8667-1024
35
6 x 4 CARRIER LUBRICATION DIAGRAM
36
37
LUBRICATION See separate diagram for engine lubrication and service Lubricate points indicated by dotted leaders on able elements using cleaning solvent or diesel
NOTES Clean lubrication fittings before lubricating. bot sides of unit. fuel. Dry components thoroughly using a lint
Intervals shown are for normal (8 hour day) Drain engine and gear cases only after operation free cloth.
usage and conditions. Adjust intervals for ab- when lubricant is hot. Apply a light coating of engine oil to all linkage
normal usage and conditions Check lubricant levels when lubricant is cool. pivot points
Clean filter and air cleaner housings and reus- See recommended lubricants, Page 35.
6 x 6 CARRIER LUBRICATION DIAGRAM
38
39
LUBRICATION See separate diagram for engine lubrication and service Lubricate points indicated by dotted leaders on able elements using cleaning solvent or diesel
NOTES Clean lubrication fittings before lubricating. bot sides of unit. fuel. Dry components thoroughly using a lint
Intervals shown are for normal (8 hour day) Drain engine and gear cases only after operation free cloth.
usage and conditions. Adjust intervals for ab- when lubricant is hot. Apply a light coating of engine oil to all linkage
normal usage and conditions Check lubricant levels when lubricant is cool. pivot points
Clean filter and air cleaner housings and reus- See recommended lubricants, Page 35.
CHRYSLER ENGINE LUBRICATION DIAGRAM
DETROIT DIESEL ENGINE LUBRICATION DIAGRAM
CATERPILLAR ENGINE LUBRICATION DIAGRAM
40
CHRYSLER
LUBE
SYMBOL INTERVAL
1. Crankcase Dipstick (checl level) OE Daily
2. Crankcase Fill (fill to level on dipstick as required) OE As Req’d
3. Crankcase Drain (drain and refill) (initial change for new or rebuilt
engines shoul be made at 25 hours of operation) OE 50 Hours
4. Oil Filter (discard old element, clean housing and install new
element at each oil change) — 50 Hours
5. Steering Pump Reservoir (check with wheels straight — fill to
level as required) HF Daily
6. Fuel Filter (discard old element, clean housing and install
new element) — 500 Hours
7. Water Pump WP 25 Hours
DETROIT DIESEL

3. Crankcase Drain (drain and refill) OE 100 Hours
5. Steering Pump Reservoir (check with wheels straight — fill to
new element) — 300 Hours
CATERPILLAR

3. Crankcase Drain (drain and refill) (initial change for new or rebuilt
engines shoul be made at 15 hours of operation) OE 150 Hours
5. Steering Pump Reservoir (check with wheels straight - fill to
new element) — 6 Month
SEE LUBRICATION NOTES AND SYMBOLS ON CARRIER LUBRICATION DIAGRAM
41
Hydrapower TM
Hydraulic Power Steering Gear

HPS Series Service Manual
Ross Gear Division
Price $2.00
ROSS HYDRAPOWER® STEERING GEAR
HPS SERIES
WITH V14 AND HP70 VALVES
For over one half a century, Ross has anticipated and met the changing and
increasing needs for better steering in the automotive, industrial and agriculture
fields. This HYDRAPOWER ® steering gear, incorporating the latest Ross Gear
design, is further evidence of this fact.
The HPS type HYDRAPOWER ® steering gear incorporates the latest Ross Cam and
Lever Gear design with a control valve to provide fingertip control.
It is a compact semi-integral assembly, installed with the same type of mounting

used with mechanical steering gears. A hydraulic cylinder is installed in the
linkage to apply the power for steering.
This series offers effortless and fatigueless steering. It has the added factor of
greater safety because it provides the same quality of road-sense steering obtain-
ed with the conventional manually operated steering gear.
HYDRAPOWER ® steering enables the driver to maintain better control in the event
of tire blowouts, soft ground, sand or snow, or road obstructions. The hydraulic
response is used either for power assistance or resisting shocks - - - consequently,
no tendency to over control.
WARNING: ALL STEERING MECHANISMS ARE LIFE AND LIMB ITEMS. AS

SUCH, IT IS IMPERATIVE THAT THE INSTRUCTIONS IN THIS BOOKLET ARE
FOLLOWED TO THE LETTER. FAILURE TO OBSERVE THE PROCEDURES SET
OUT IN THIS PAMPHLET MAY RESULT IN LOSS OF STEERING.
TRW ROSS GEAR DIVISION

LAFAYETTE, INDIANA 47902
®
©TRW INC 1984
MANUAL NO. HPS-100-8

PHANTOM VIEW - HPS70 STANDARD COLUMN GEAR
WITH HP70 VALVE - UNIT ACTUATOR
2
PHANTOM VIEW - HPS52 STUB SHAFT GEAR
WITH V14 VALVE - UNIT ACTUATOR
3
TO CYLINDER FROM CYLINDER HYDRAULIC PORTS
FROM CYLINDER TO CYLINDER
TO POWER CYLINDER
REACTION CHAMBER
4
VALVE BODY VALVE SPOOL

SUPPLY RETURN SUPPLY RETURN
(FROM PUMP) (TO RESERVOIR) (FROM PUMP) SUPPLY RETURN
(TO RESERVOIR)
(FROM PUMP) (TO RESERVOIR)
SPOOL MOVED IN SPOOL CENTERED
DIRECTION SHOWN NEUTRAL FLUID FLOW SPOOL MOVED IN
DIRECTION SHOWN
FLUID FLOW WHEN SPOOL IS
FLUID FLOW WHEN SPOOL IS
POSITIONED AS SHOWN ABOVE
POSITIONED AS SHOWN ABOVE
FIG. C FIG. A FIG. B
DIRECTION OF CENTERING FORCE ON

SPOOL IN REACTION CHAMBER
FLUID FROM PUMP (SUPPLY PRESSURE)
FLUID FROM CYLINDER (RETURN PRESSURE)
EQUALIZED PRESSURE
TYPE V14 VALVE - PICTORIAL ILLUSTRATION OF FLUID FLOW

HYDRAULIC PORTS
TO CYLINDER FROM CYLINDER TO POWER CYLINDER FROM CYLINDER TO CYLINDER
VALVE BODY
VALVE
SPOOL
5
VALVE SLEEVE
SPOOL MOVED SPOOL MOVED
IN DIRECTION OUTLET PORT (FOR INLET PORT (FROM
IN DIRECTION
SHOWN RETURN TO RESERVOIR) HYDRAULIC PUMP)
SHOWN
FIG. C FIG. A FIG. 8
FLUID FLOW WHEN SPOOL IS NEUTRAL SPOOL POSITION AND FLUID FLOW FLUID FLOW WHEN SPOOL IS
POSITIONED AS SHOWN ABOVE POSITIONED AS SHOWN ABOVE
FLUID FROM PUMP

DISPLACED FLUID FROM CYLINDER
TYPE HP70 VALVE - PICTORIAL ILLUSTRATION OF FLUID FLOW

ENGINEERING DATA
DESIGN return to the reservoir. The immediate effect is in

creased pressure in one end of the cylinder to actua
This Ross HPS type is a semi-integral hydraulic the piston which applies hydraulic power directly to
steering gear which incorporates a hydraulic control the steering gear pitman arm or linkage part to which
valve on a single stud cam-and-lever mechanical the cylinder is attached. Full pressure is obtained
steering gear. Steering effort applied to the steering with a spool travel of about sixty-five thousandths of
wheel actuates the valve which, in turn, directs an inch. The slightest movement results in a pressure
hydraulic fluid from an engine-driven pump to a power differential.
cylinder located in the linkage.
NOTE: To eliminate pump hear and belt squeal
problems, the power cylinder should have unloading
OPERATION
or poppet valves incorporated as a part of the cylinder
piston assembly. In order that these valves will func-
The action of the steering gear is both manual and
tion correctly a correct installation must be made of
hydraulic in effect. When the cam is turned to the
the unit to allow the poppet to unseat in each direc-
left or right, by the driver ’s effort on the steering
don of piston travel.
wheel, the stud of the inner lever is moved through
the groove of the cam (worm), thus rotating the lever- Whenever the effort at the steering wheel is released,
shaft and providing angular movement of the steering the valve spool is returned to the center position.
gear pirman arm. Whenever the driver’s effort at the
steering wheel exceeds the combined preload of the If the steered wheels are subjected to shock loads,
centering springs and “hydraulic reaction,” as in the the pitman arm, acting through the inner lever of the
V14 (or springs only in the case of the HP70), the gear, shifts the cam and control valve spool axially
control valve is actuated and the hydraulic power is in the appropriate direction thus directing the fluid to
applied to provide the driver with power steering. the proper side of the piston to resist the shock forces.
This blocking action prevents kickbacks at the steer-
Hydraulic reaction is the feedback force due to inlet ing wheel.
port pressure acting on a small area of the valve
spool which resists the driver ’s effort. As the pres- INSTALLATION
sure in the hydraulic cylinder builds up, the hydraulic
centering force increases. Thus, the driver’s effort on Depending upon the installation requirement, this gear
the steering wheel in turning a corner is greater than can be furnished with the valve located at either end
in a straight ahead road correction condition. Because of the housing and positioned as customer desires.
the hydraulic pressure is low in the straight ahead
driving conditions, it is necessary to add centering PUMP
springs to assist the hydraulic reaction in giving the
The pump requirements are determined by the steering
system “road feel.”
speed desired. Steering speed is the time required in
seconds to rum the steered wheels from one extreme
The feel and steering effort created by the centering
to the other at a given engine speed, usually idle
springs when used alone as in the HP70 valve are
speed. Normal desired speed of steering can be ac-
constant for any steering condition and are generally
complished in one to two wheel turns per second.
tailored to suit the vehicle application by changing
the spring load to give the degree of steering effort A typical example of this calculation is given below:
desired.
Pump volume required (GPM) = Piston area x stroke
When the valve is in the center position, the oil pres- 1
sure at its two cylinder ports is low and equal and x x .26 (.26 is a conversion factor to
steering speed obtain answer in GPM).
produces ineffective forces in the cylinder. This re-
sults in no movement of the piston and no circulation For a cylinder of 2-3/4 dia. (5.94 sq. in. piston area)
of oil in the lines to the cylinder, however, oil is with a stroke of 8" and a desired steering speed of
circulating from the pump through the control valve to 4 seconds.
the reservoir with sufficient pressure only to overcome
friction of lines and fittings. Pump volume required = 5.94 x 8 x 1/4 x .26 = 3.1
gallons per minute.
Whenever the driver ’s effort at the steering wheel
overcomes the centering effect of the springs and/or To provide for loss due to leakage in the various com-
hydraulic reaction, the valve spool is moved axially ponents a pump with a displacement of 3.5 to 4 GPM
restricting one of the return passages to the outlet would be selected for the above example.
port thus causing an immediate increase in pressure The oil flow capacity of each of the valves is as
at one of the cylinder ports and in one end of the cyl- follows:
inder. At the same time, the other return passage is
enlarged, allowing the oil from the discharging end Type V14 Valve - 6GPM
of the cylinder free passage to the outlet port and Type HP70 Valve - 12 GPM
6
ENGINEERING DATA
NOTE: The type HP70 valve is available with flow 3/4-16 NF3 for 1/2" O.D. tube size. Inlet and outlet
rate higher than 12 GPM. ports are tapped 7/8-14 NF3 for 5/8" O.D. tube size.
(Note: Special HP70 valves have 1/2 size, 4-bolt split flange
A flow control valve should be provided in the pump connections on all ports.)
or pressure line to limit the flow to this volume. Ex-
cessive oil flow may cause an oil heating problem and LUBRICATION
produce other undesirable effects.
A pressure relief valve must be provided in the system. Refer to page 14.
Maximum pressure of 1000 p.s.i. is permissible for V14
valves and 1500 p.s.i. for HP70 valves. RATIO DATA
RESERVOIR: The oil reservoir should be of sufficient The HPS type HYDRAPOWER gear is produced in two
capacity to avoid heating and provide some air space models: HPS52 and HPS70.
for oil rise and expansion. A breather and/or air filter
may be necessary as well as an oil filter element. Ratio - Model HPS52 - 16:19:16
Model HPS70 - 17:19:24:19:17
PLUMBING: Valve port bosses are machined as
follows: Type V14 valve - All port bosses are tapped Angular Arm Travel - 80 degree (either model)
to receive SAE-JIC.”O” ring type fittings in 9/16-18
UNF2b size for 3/8" O.D. tube. Wheel turns - Model HPS52 - 3.65
Model HPS70 - 4.33
Type HP70 - Port bosses are machined to conform to
AN010050 and can be used with AN fittings or SAE- Ross will be pleased to recommend which gear is re-
JIC “0” ring type fittings. Cylinder ports are tapped quired for specific installations.
MAINTENANCE DATA
ADJUSTMENTS vehicle, but if the gear is readily accessible on the
vehicle it may only be necessary to disassemble those
(Reference numbers in parenthesis can be identified parts which will permit the removal of the upper cover
from exploded views, pages 15 and 16). (37) so that the adjusting nut (35) on the cam shaft
(22) is accessible. If the valve is mounted on the
On the Manual section, there are two principal adjust-
bottom end of gear, the upper cover need not be re-
ments on this HPS type gear and a supplemental ad-
moved because this adjustment is made on the lower
justment on the scud-roller bearing unit in the lever-
end after removal of lower end cap.)
shaft. Neither of the adjustments is indexed, but can
be set at the most desirable point. The principal ad- NOTE: If gear is stub-shaft type or gear has control
justments are: valve mounted on bottom end, DISREGARD paragraphs
B, C, F and K and references to jacket tube.
1. Adjustment of needle thrust bearings on the cam
shaft on each side of the valve actuator. A. Before adjusting thrust bearings turn gear off its
center position to free the stud (6) in the cam groove
2. Adjustment of tapered scud in cam groove for back- (22).
lash.
B. Remove steering wheel (per paragraph A and B,
When making adjustments, free the steering gear of all page 10, under “Removal of Gear from Chassis.”)
load, preferably by disconnecting the drag link from
the steering gear arm and, loosen the instrument board C. Remove contact brush (39).
bracket clamp on steering gear column to make sure
the steering column is not binding, which prevents the D. Remove cap screws holding upper cover (37) and
valve from centering. Loosen any clamp on column remove cover and jacket tube assembly.
that is located over the bearing in upper end of column E. Reassemble screws in actuator housing (27) with
tube. 3/8" thick spacers under heads of screws. This is to
On gears with type HP70 valve there is an adjustment hold the actuator and cam assembly in the gear when
on the valve. (Refer page 9.) making the adjustment.
F. Remove contact ring (36).

ADJUSTMENT NO. 1
THRUST BEARINGS (23, 24) G. Straighten prong of lock washer (34). Remove ad-
justing out (35), tongued washer (33), and upper thrust
(It is preferable to have the gear removed from the washers and thrust bearing (23, 24).
7
MAINTENANCE DATA
H. Insure that the threads of the nut and cam shaft shims between two washers (7, 9). When compressed
are free of interference by running the nut onto the solid, the shim pack should be of sufficient thicknes
cam shaft using only the fingers to drive the nut. If to hold the taper stud out of the cam groove but no
the nut cannot be driven all the way with finger torque, so thick as to prevent adjusting to the high spot.
the threads are fouled and must be cleared with a
thread file or other means until the nut goes on freely. To Adjust:
I. Reassemble thrust washers and thrust bearings (23, A. Turn adjusting screw (1) clockwise in side cover
24), tongued washer (33, with internal lug), and pronged (3) until a very slight drag (high spot) is felt when
washer (34, with thirteen external prongs), and ad- turning the gear through mid-position. If the high spot
justing nut (35). cannot be felt, remove shims from shim pack until it
can.
Adjust as Follows: (Note: Remove only enough shims to permit feel of
high spot.) When adjusted to positive high spot, back
J. Drive on nut (35) and tighten to 10 foot pounds off adjusting screw 1/16 turn and lock adjustment with
torque. Back off nut 10° - 20° which can be done by lock nut. Hold adjusting screw with screw driver while
moving the nut relative to the pronged washer approx- tightening nut.
imately 1 1/2 width of a lug. Observe lug nearest in
alignment with a notch in the adjusting nut and bead B. If the high spot can be felt without removal of
the lug tight against the notch root. shims, additional shims may be needed in the shim
pack. The only positive way of knowing is to add
(If torque wrench is not available, adjustment may be shims until high spot cannot be felt then remove shims
made with 10" Multi-Slip joint pliers. Avoid use of and adjust as directed in paragraph A.
long handled wrench as too much torque can be easily
applied. This adjustment is similar to a wheel bearing Push-Pull Type Adjustment
adjustment and should provide a light preload of the
needle thrust bearings without lash or heavy drag.) The adjusting screw is assembled into adjusting screw
retainer (1A) which is threaded into levershaft (5A)
K. Reassemble contact ring (36) and connect horn and double staked. (Retainer must be screwed in far
cable. enough to eliminate play between adjusting screw and
levershaft but screw must be free to rotate.) The ex-
L. Reassemble upper cover (37) and jacket tube ternal threads on the adjusting screw retainer are
assembly and other parts to the gear. threaded into side cover (3) and lock nut (2A) is
assembled into position on outside of cover.
ADJUSTMENT NO. 2 To Adjust:
STUD IN CAM GROOVE A. Turn adjusting screw clockwise in side cover (3)
until a very slight drag (high spot) is felt when turn-
NOTE: Backlash of the stud in the cam groove shows ing the gear through mid-position.
up as backlash at steering wheel and at ball on steer-
ing arm. After making this adjustment by either method and ad-
justing screw locked with lock nut (2, 2A), turn gear
The groove of the cam is purposely cut shallower, through full travel (extreme left turn to extreme right
therefore, narrower in the mid-position range of stud turn, or vice versa) to check adjustment.
travel to provide close adjustment where usually the After this adjustment, reconnect the gear at all points
straight ahead driving action takes place. loosened prior to making the adjustment. Before re-
clamping the upper column bracket, refer to “Column
Adjust through mid-position to the high spot. Do not Alignment” instructions, page 9. Also check tightness
adjust in an end position. Backlash in the end posi- of mounting flange bolts and nurs, steering arm on
is normal and not objectionable. levershaft, and nut on the levershaft.
NOTE: In some installations, external forces on the
ADJUSTMENT OF
levershaft (5) pulls the taper stud into the cam groove
and creates a bind. In order to prevent this, in some
STUD ROLLER BEARING UNIT (6)
gears a shim pack (items 7. 8, 9) is used between the The foregoing adjustments will suffice in nearly every
lever and housing (11) and some gears have a push- instance, but in some cases it may be necessary to
pull adjuster shown as item 1A in illustration on page adjust the stud-roller bearing unit in the levershaft.
15. Follow adjustment instructions for the type used. In order to make this adjustment the shaft must be re-
moved from the gear.
Shim Pack Type Adjustment
The roller bearing should be preloaded at all times.
The shim pack consists of .003", .010", .020" (8) Adjust to a noticeable drag.
8
MAINTENANCE DATA
Factory adjustments on new units are set to 1 to 4 inch Type HP70 Valve -- Adjustment of Valve Spool.
pounds of torque to revolve stud. Used or replacement
units should be set to same inch pounds torque. The purpose of this adjustment is to center the valve
spool in the valve (80). This adjustment should be
NOTE: Operation of a correctly adjusted unit may made each time the valve is removed from its position
feel rough to the hands but under steering load it will on the gear and at any other time the valve seems to
be smooth, which will assure normal service life. The be maladjusted. The adjustment must be made when
stud should be rotated several full turns and reversed the valve is mounted on the gear.
before checking rolling torque.
To Adjust:
A. Wash bearings in clean solvent and lubricate with
A. Remove cover (86) and seal (85) from lever end of
oil recommended for lubrication of gear.
valve.
Should any roller be damaged or lost, replace with a
B. Remove, from other end of valve, water seal cover
complete new set or bearing unit. Do not make a par-
(72), rubber water seal (73), cover (74), and seal (75).
tial replacement.
C. Remove cotter pin (83), then loosen slotted nut
B. Use new locking washer. (If old washer must be
(82) on clevis rod (84).
used, break off beat prong to prevent using again.)
Center spool in valve as follows:
C. Tighten nut as required. (Hold stud from turning by
using spanner wrench on washer.) D. Using screw driver in slot on valve spool, thread
spool in or out until the slotted end of spool is flush
D. Revolve stud several complete turns and reverse with end of valve body (70). See following picture.
and test adjustment. Also, see note on next page.
E. Lock adjustment by bending over locking washer

prong that is at right angle to a side of the nut. Do
not use the washer twice unless the prong used has
been removed.
F. Lubricate with lubricant used in gear.
ADJUSTMENT OF VALVE
E. Tighten slotted nut (82) but maintain position of

valve spool in relation to clevis rod by keeping screw
driver in slot as the slightest change will affect ad-
justment. Lock adjustment with cotter pin (83). See
following picture.
Type V14 Valve
There is no adjustment on this control valve (59),

however, when clamped to the actuator housing (27),
the valve spool must not be pulled off center. See
Page 13, paragraphs G, H, I under Control Valve Re-
assembly Type V14, for correct mounting procedure.
To be sure valve spool actuates (moves axially in

both directions) properly, remove end cover (48) and
follow paragraph I. Replace cover.
9
MAINTENANCE DATA
F. Be sure spool actuates (moves axially in both F. Release column from upper support bracket.
directions) before assembling end covers. This can be
done as follows: (a) Place steering gear arm on lever G. Remove mounting flange bolts and remove gear
shaft; (b) Place steering wheel on wheel tube; (c) Turn from chassis.
steering wheel to move steering arm against a stop;
(d) Apply sufficient effort to actuate spool; (e) Re- DISASSEMBLY OF GEAR
verse arm against an opposite stop to actuate spool
in other direction. The following procedure applies to complete disas-
sembly of gear after removal from chassis. For partial
G. Replace seal (75), cover (74), water seal (73) and disassembly the procedure may differ depending upon
cover (72). the parts involved.
H. Replace cover (86)and seal (85). Removal of Levershaft:
NOTE: In the event of steering drift (self steering to A. Loosen lock nut (2, 2A) and unscrew adjusting
left or right) adjust valve off center slightly to over- screw (1, 1A) a few turns.
come it.
B. Remove housing side cover (3).
COLUMN ALIGNMENT
C. Slide levershaft (5) from housing (10) having first
Alignment of the column is of paramount importance. made sure there are no burrs on the outer end of shaft
THE STEERING COLUMN MUST NOT BE SPRUNG to damage the bushing (12) and seal (13) in the hous-
IN ANY DIRECTION FROM ITS FREE POSITION. ing. If shim pack (7, 8, 9) is used, keep intact.
A bind in the wheel tube, due to column misalignment,
will prevent centering the control valve in neutral Removal of Control Valve — Type V14:
position. It can cause wheel tube failure due to bend-
ing stresses. (This does not apply to stub-shaft type A. Remove four screws holding valve (59) to actuator
gears, however, the stub-shaft must not be sprung housing (27) and remove valve.
either.)
NOTE: For disassembly of valve see inspection in-
RECONDITIONING PROCEDURE structions, page 12, paragraphs A to E.
REMOVAL OF GEAR FROM CHASSIS B. Pull out actuator lever (29).
The variations in methods used by the different ve- Removal of Control Valve — Type HP70:
hicle manufacturers to install a gear will require vari-
ations in procedure to remove the gear. A. Remove four screws holding valve (80) to bracket
(70) and remove valve.
Before removing a gear, note the hookup of hydraulic
lines. Identify by tagging lines and noting the ports NOTE: For disassembly of valve see inspection in-
each connect to. structions, page 11, paragraphs A to E.
The following is a general procedure outline. (Note: B. Remove rubber seal (71) from actuator lever (29)
Paragraphs A, B, and F do not apply to stub-shaft and pull out lever.
type gears.)
C. Remove two remaining mounting screws and remove
A. Remove horn button from steering wheel by grip- bracket (70).
ping with downward pressure of fingers and twisting
either right or left. Unscrew the three screws to re- Removal of jacket Tube Assembly:
move base plate. Remove wheel nut (22A).
NOTE: Disregard if gear is stub-shaft type and refer
B. Remove steering wheel, using wheel puller. to next heading.
C. Remove steering gear arm (14) from levershaft (5).
A. Remove screws holding contact brush (39) to
Use arm puller if possible. Do not hammer off arm
jacket tube (38) and remove brush.
without using support against the end of the shaft and
use light blows as they are more effective. Heavy
B. Remove screws holding upper cover (37) and actu-
blows may cause brinelling of the cam lead.
ator housing (27) to gear housing (10).
D. Disconnect the hydraulic lines at control valve.
Tag to identify ports each connects to. C. Slide jacket tube and upper cover off wheel tube
(22) taking care not to damage contact ring (36) on
E. Plug all ports to keep out dirt. wheeltube.
10
MAINTENANCE DATA
D. Remove contact ring (36). Housing (11):
For Stub-Shaft Type Gear: Check for strain at mounting flanges.
A. Remove screws holding upper cover (37) and ac- Check condition of needle bearing (19) in each end of
tuator housing (27) to gear housing (10). housing.
B. Slide cover (37) off cam shaft (22), taking care Check fit of cam in needle bearings.
not to damage oil seal in counterbore of upper cover.
Check bushings (12) in housing for wear or out-of-
Removal of Cam and Tube Assembly: round.
A. Unlock actuator retainer screw (25) and remove Check levershaft oil seal(13).
actuator housing (27).
Control Valve (59 or 80).
B. Remove whole assembly of cam and wheel tube
and valve actuator assembly as a unit from housing NOTE: The valve is the control center of the hydraulic
(10) or remove after further disassembly. system. The major parts, which are the body and spool,
are machined to very close limits and with precision
Further disassembly of actuator and bearings can be machined edges. The spool and valve body are selec-
made as follows: tively fitted at the factory according to size of O.D.
of spool and I.D. of body, therefore, these two parts
C. Remove adjusting nut (35) after straightening bent are not separately replaceable. If either needs replac-
prong of lock washer (34). Remove tongued spacer ing, the whole valve assembly must be replaced. Good
washer (33) and upper thrust washers and needle bear- performance of power steering is not assured if “mis-
ing (23, 24). matched” spool and body are used.
D. Remove upper centering washer (30) from end of Care should be exercised in the handling of the parts
actuator (31) and remove actuator taking care not to to prevent damage. Sealing edges of the valve sleeve
lose springs (32) that are in the actuator. and the spool should not be broken. The result would
be excessive leakage and reduced hydraulic power.
E. Remove lower centering washer (30), thrust washer
(24) and needle bearing (23)
INSPECTION For Internal Inspection of Type V14 Valve.

Disassemble as Follows:
Clean all parts thoroughly in cleaning fluid.
A. Remove retainer ring (64), cover plate (63), and
INSPECTION PROCEDURES: O-ring seal (62).
Careful visual inspection of the steering gear parts is B. Remove end cover (48) and O-ring seals (58) from
very important. These visual checks may uncover con- valve body.
ditions not evident during operation.
C. Remove elastic stop nut (49) and washer (50) from
Cam and Shaft (22) end of flexure rod (61) and pull flexure rod out of spool.
Check the cam groove for chipping, scoring or brinel- D. Push spool out in same direction to permit removal
ling. of centering washers (51), O-ring (52), and centering
spring (53).
Check condition of bearing surface on O.D. at each
end of cam. E. Remove O-ring (57) from spool. (Use pointed in-
strument but be careful not to damage seal.)
Check condition of splines and threads on tube.
F. By-pass valve parts, plug assembly (54), spring
Levershaft (5)
(55), and ball (56), may be removed, if desired.
Check for burrs on splines, twisted splines, wear on
bearing surfaces. G. Inspect spool. Inspect body internally. Check for
scoring by dirt in system. It is impractical for a field
Check levershaft stud for nicks, flat spots or spalling. service station to measure wear. Wear should be neg-
ligible because the spool operates in circulating oil.
Check adjustment of stud roller bearing. Performance determines useability.
11
MAINTENANCE DATA
For Internal Inspection of Type HP70 Valve, C. Pre-assemble actuator assembly on cam and wheel
Disassemble as Follows: tube assembly and adjust.
(a) First insure that the threads of the nut and
A. Remove water seal cover (72), rubber water seal cam shaft are free of interference by running
(73), spool cover (74), and seal (75) from valve. the nut on to the cam shaft using only the
fingers to drive the nut. If the out cannot be
B. Remove clevis-rod (84) from end of valve spool as
driven all the way with finger-torque, the
follows:
threads are fouled and must be cleared with a
(a) Take out cot-ter pin (83), (b) Loosen nut (82), thread file or other means until the nut goes
(c) Unscrew clevis-rod from spool. on freely.
C. Push spool out clevis-rod end (about 1/2 inch) (b) Assemble needle bearing (23) over wheel tube
until O-ring (76) is exposed and removable. Remove and seat against upper end of cam.
O-ring. (Use pointed instrument but be careful not to
damage seal). (c) Assemble other parts in this order:
1. Thrust washer (24).
D. Push spool in opposite direction to expose O-ring 2. Centering washer (30).
for removal from that end of spool. 3. Actuator (31).
4. Springs (32) in actuator.
E. Remove spool and inspect. Inspect body internally.
5. Centering washer (30).
Check for scoring by dirt in system. It is impractical
for a field service station to try to measure wear.
7. Needle bearing (23).
Wear should be negligible because the spool operates
circulating oil. Performance determines useability.
9. Tongued washer (33).
Other Parts: 10. New lock washer (34, with thirteen extern-
al lugs).
Check steering arm ball and splines in arm. 11. Adjusting nut (35).
Make general inspection of all external parts. 12. Contact ring(36) on wheel tube. (Disregard
if gear is stub-shaft type.)
Cleaning:
(d) Adjust per Adjustment No. 1 - Thrust Bear-
Cleanliness is of paramount importance. ings, page 7, paragraph J, page 8.
Use dry-cleaning solvent or volatile mineral spirits to D. Assemble cam (22) in housing (10). Be certain
clean or wash grease, oil, or dirt from all metal parts cam rotates and oscillates freely in housing.
of the steering gear.
E. Assemble gasket (21) to top of housing (10).
WARNING: SINCE THEY ARE FLAMMABLE, BE EX-
TREMELY CAREFUL WHEN USING ANY SOLVENT. F. Assemble actuator housing (27) over actuator.
EVEN A SMALL EXPLOSION OR FIRE COULD CAUSE
INJURY OR DEATH. G. Position actuator housing for location of valve
mounting. Assemble retainer screw and washer (25,
WARNING: WEAR EYE PROTECTION AND BE SURE 26). Be sure screw engages horizontal slot in actu-
TO COMPLY WITH OSHA MAXIMUM AIR PRESSURE ator.
REQUIREMENTS.
H. Assemble gasket (21) to upper face of actuator
CAUTION: Never steam or high pressure wash hydraulic housing.
components. Do not force or abuse closely fitted parts.
I. Assemble upper cover (37) and jacket tube (38)
assembly.
After parts are cleaned, dry the parts, except bearings,
with dry compressed air. J. Fasten upper cover (37) and actuator housing (27)
to gear housing (10) with long mounting screws.
NOTE: Some cleaning solvents or volatile mineral
spirits will deteriorate rubber parts. K. Assemble contact brush (36) to jacket tube (38).
(Disregard if gear is stub-shaft type.)
REASSEMBLY OF GEAR
L. Assemble shim pack (7,8,9), if used, to levershaft
A. Replace all gaskets and seals. (5) and install shaft in housing (10). Use care not to
damage oil seal (13) in end of housing trunnion (10).
B. If needle bearings (19) in ends of housing (10)
have been removed, replace them. Take care not to M. Assemble gasket (4) and side cover (3) to housing
press bearing too hard against retaining ring. (10).
12
MAINTENANCE DATA
N. Assemble adjusting screw (1, 1A) and lock nut (2). Control Valve Reassembling - Type HP70:
O. Adjust per Adjustment No. 2-Stud in Cam Groove, NOTE: Refer to caution note under CONTROL VALVE,
on page 8. page 11.
Control Valve Reassembly - Type V14:
A. Assemble spool in valve body, being sure spool
end for clevis-rod is in right end of valve. When as-
NOTE: refer to caution note under Control Valve,
sembling spool in body a twisting motion applied to
Page 11.
all parts have been thoroughly cleaned. Light lubri-
A. Assemble O-ring (57) on spool. cating oil should be applied to valve spool and O-ring
seals.
B. Assemble spool in valve body, being sure end with
O-ring is toward clevis end of valve. When assembling B. Place “O” ring seal (76) in groove on end of
spool in body a twisting motion applied to the spool valve spool that is slotted (not the clevis-rod end).
will be helpful. Before assembling, be sure all parts
have been thoroughly cleaned. Light lubricating oil C. Assemble spool in valve body by pushing the
should be applied to spool and O-rings. clevis-rod end through. Push spool through far enough
to uncover O-ring groove in clevis-rod end of spool.
C. Assemble into the body: centering washer (51),
spring (53), centering washer (51), O-ring (52), center- D. Assemble “O” ring seal (76) in this groove and
ing washer (51). push spool back into body until “O” ring seal just
enters the body.
D. Assemble flexure rod (61) in spool.
E. Screw nut (82) onto clevis-rod (84) and assemble
E. Assemble washer (50) and nut (49) to flexure rod
lock washer (81) next to nut, then screw clevis-rod
and tighten nut to 125-150 inch pounds torque.
into threaded end of spool.
F. If by pass valve parts were removed, replace O-
ring on plug (54) before reassembling in body. Assem- F. Assemble valve mounting bracket (70) to top of
ble ball (56), spring (55) and plug (54) in body. actuator housing (27).
G. Assemble actuator lever (29) in actuator housing G. Assemble actuating lever (29) in bushing in brack-
(27) making sure stud end of lever seats in groove of et (70) making sure that stud end of lever seats in
actuator (31) and positions slot in other end of lever so circular groove of actuator (31).
that pin in clevis of flexure rod will fit freely into it
when mounting the valve. H. Assemble rubber seal (71) on top end actuating
lever, anchoring seal around shoulder of bushing in
H. Mount valve on actuator housing making sure bracket (70).
clevis pin fits freely into slot of actuator lever. Start
all four mounting screws and tighten lightly in rotation I. Assemble valve to mounting bracket (70) making
before applying the final tightening torque of 10-15 certain slot of actuator lever engages pin in clevis.
foot pounds. Careless tightening may cause valve
spool to be pulled off center by actuator lever inter- J. Make adjustment of valve spool per Adjustment of
ference with clevis pin. Valve Spool, page 9.
I. Be sure spool actuates (Move axially in both di- K. Assemble seal (75) in spool cover (74), water seal
rections) before assembling end covers. This can be (73), cupped end towards spool, and against cover(74),
done as follows: (a) Place steering gear arm on lever then end cover (72) and attach to valve with two
shaft; (b) Place steering wheel on the wheel tube; (c) Turn screws.
steering wheel to move steering arm against a stop;
(d) Apply sufficient effort to actuate spool; (e) Re- L. Assemble cover and seal (86, 85).
verse arm against an opposite stop to actuate spool
in other direction. INSTALLATION IN CHASSIS
NOTE: Valve spool travel, each direction, should be A. Place gear in chassis and clamp securely.
minimum of .065 for full flow. NOTE: Disregard next paragraph if gear is stub-shaft
type, however, stub-shaft must not be sprung either.
J. Assemble O-rings (58) on end of body and assemble
end cover (48) and tighten to valve body. Do not spring column to upper bracket. FREE ALIGN-
MENT OF THE COLUMN IS OF PARAMOUNT IMPOR-
K. Assemble O-ring (62), cover plate (63), and retain- TANCE. Column must be mounted in the instrument
ing ring (64) to clevis end of valve. panel bracket in free position. Do not force the column
13
MAINTENANCE DATA
into a position of misalignment. This will cause bind- A. Lubricant (Fluid Type) per Ross Specification
ing of the wheel tube and prevent centering of the No. 045070.
control valve. (Cam and actuator assembly must be 1. SAE90 Multi-Purpose Type gear lubricants
free to oscillate axially.) Column alignment also can (API Service GL4)
cause wheel tube failure due to bending stresses. 2. SAE90 gear lubricants meeting Mil-L-2105-B/
ORD.
B. Install steering wheel. Draw nut tight. Suggested 3. SAE90 gear lubricants (Mild EP) parafin base
torque setting: Model HPS52 33-37 foot pounds oil.
Model HPS70 55-65 foot pounds
B. For sub-zero operation (0° - Minus 65° F.) use
C. Install horn button parts, if used. lubricant per Mil-L-10324/ORD. (Reference-Ross
specification 045105).
D. Center steering gear. Count number of turns of
steering wheel from extreme left turn to extreme right C. Capacity - HPS52 Gear Housing 1.0 pints.
turn, or vice versa. Turn the wheel back half this HPS70 Gear Housing 2.5 pints.
number of turns to the mid-position.
II. HYDRAULIC SYSTEM
E. Set front wheels straight ahead, parallel with the Recommended Oils:
frame rails. Measure from each rail to a corresponding Automatic Transmission Fluid TypeA-Suffix A
point on each tire and make sure this dimension is the (Armour Research Qualified)
same on both sides. SAE 10W Motor Oil (Sequence tested)
F. Connect drag link to ball on steering arm. A. Fill reservoir to recommended level as indicated
on reservoir. If level is higher, over flow will occur
G. Install steering arm on levershaft of gear. If arm during operation. If level gets too low, air will be
does not line up with splines of shaft, turn steering sucked into the system.
wheel left or right, no more than approximately 1/4
turn, until it does. With lockwasher under nut, draw B. In most installations the system will bleed itself
nut to specified torque. in 15 to 20 minutes of operation provided sufficient
Model HPS52 - 120 foot pounds oil is in the system so that the air may be replaced by
Model HPS70 - 250 foot pounds oil without further air entering the circuit. If not, more
information is available on bleeding procedures.
H. Install hydraulic lines.
III. ANALINE POINT
The above lubricants and oils should have analine

LUBRICATION point between 175° - 225° (Test Method: ASTM Test
No. D611).
I. LUBRICATION The analine point effects the stability (Swell or
Shrinkage) of the oil resistance compound in oil seals.
The steering gear housing should be kept full of lub- The acceptable analine point will range between 175
ricant. Lubricate through uppermost filler hole in top - 225 F., according to the composition of the com-
of steering gear housing. Caution: Avoid high pres- pound.
sure filling in order not to blow out seals.
PUMP MAINTENANCE
The lubricants used are recommended to meet the
following requirements: For pump maintenance, consult pump manufacturer.
14
1 Adjusting Screw
2 Lock Nut
3 Side Cover
4 Side Cover Gasket
5 Levershaft
6 Stud Roller Bearing Unit

46 Contact Spring
7 Thrust Washer
47 Insulating Ferrule
8 Shims
48 End Cover - Valve Housing
9 Retaining Washer
49 Elastic Stop Nut
10 Housing
50 Washer
11 Pipe Plug
51 Centering Washer
12 Levershaft Bushing
52 “O” Ring
13 Oil Seal
53 Spring
14 Steering Arm
54 Plug Assembly w/”O” Ring
15 Lock Washer
55 Spring
16 Levershaft Nut
56 Steel Ball
17 End Cover
57 “O” Ring
18 End Cover Gasket
58 “O” Rings
19 Cam Bearing
59 Valve Body and Spool
20 Bearing Retaining Ring
61 Flexure Rod Assembly
21 Gasket, Actuating Housing - Upper Cover
62 “O” Ring
22 Cam and Wheel Tube Assembly
63 Cover Plate
22A Wheel Nut
64 Retainer
23 Thrust Bearing
24 Thrust Washer
25 Actuator Retainer Screw
26 Washer, Seal
27 Actuator Housing
28 Gasket, Actuator Housing
29 Actuating Lever
30 Centering Washer
31 Actuator
32 Springs, Centering
33 Tongued Washer
34 Lock Washer
35 Adjusting Nut
36 Contact Ring
36A Mounting Screw
37 Upper Cover
38 Jacket Tube
39 Contact Brush
40 Insulator
41 Jacket Tube Bearing

42 Spring Seat
43 Spring
44 Horn Cable
44A Upper Terminal
44B Lower Terminal
EXPLODED VIEW - HPS70 GEAR WITH V14 VALVE AND UNIT ACTUATOR
15
36 Contact Ring
36A Mounting Screw
37 Upper Cover
1 Adjusting Screw 38 Jacket Tube
1A Adjusting Screw Retainer Screw 39 Contact Brush
2 Lack Nut 40 Insulator
2A Lock Nut
3 Side Cover 41 Jacket Tube Bearing
4 Side Cover Gasket 42 Spring Seat
5 Levershaft 43 Spring
5A Levershaft 44 Horn Cable
44A Upper Terminal
6 Stud Roller Bearing Unit 44B Lower Terminal
7 Thrust Washer
8 Shims
9 Retaining Washer
10 Housing
11 Pipe Plug
12 Levershaft Bushing
13 Oil Soul
14 Steering Arm
15 Lock Washer
16 Levershaft Nut
17 End Cover
18 End Cover Gasket
19 Cam Bearing
20 Bearing Retaining Ring 45 Contact Washer
46 Contact Spring
21 Gasket, Actuating Housing - Upper Cover 47 Insulating Ferrule
22 Cam and Wheel Tube Assembly 70 Valve Mounting Bracket Ass’y.
22A Wheel Nut 71 Actuating Lever Seal
23 Thrust Bearing
24 Thrust Washer 72 Retainer for Rubber Seal
25 Actuator Retainer Screw 73 Rubber Seal, Water
74 Valve Spool Cover
26 Washer, Seal 75 “O” Ring
27 Actuator Housing 76 “O” Ring, Each End of Spool
28 Gasket, Actuator Housing
29 Actuating Lever 77 Plug Assembly
30 Centering Washer 78 Spring
79 Steel Ball
31 Actuator 80 Valve Body & Spool
32 Springs, Centering 81 Lock Washer
33 Tongued Washer
34 Lock Washer 82 Slotted Nut
35 Adjusting Nut 83 Cotter Pin
84 Clevis Rod
85 Actuating Lever Cover Seal
86 Actuating Lever Cover
EXPLODED VIEW - HPS70 GEAR WITH HP70 VALVE AND UNIT ACTUATOR
16
MAINTENANCE DATA
TROUBLE SHOOTING
Trouble Cause Remedy
Hard Steering 1. Pump belt slipping. Tighten belt. Replace belt if

worn.
2. Insufficient pump pressure. Check pump pressure with gauge.

If insufficient, check for cause —
belt slipping, sticky relief valve
in pump or flow control, defective
pump.
3. Sticky relief valve in pump or flow Replace relief valve - May require
control. (Prevents pressure build up.) total replacement.
4. Low fluid level. (Loss of hydraulic Repair to eliminate leaks and

oil due to leaks or damaged lines.) refill system and reservoir.
5. Valve out of adjustment. Check Adjustment of Thrust

Bearings No. 1, then check Ad-
justment of Valve Spool, page 9.
(Note: There is no adjustment on
type V14 valve.)
6. Spool in valve sticking. Disassemble valve and inspect for

sticking. Clean. Reassemble valve
or replace and reinstall on gear,
check Adjustment of Thrust Bear-
ings No. 1. If valve is type HP70,
make Adjustment of Valve Spool,
page 9. Check for equal amount of an
end movement of spool each way from
center.
7. Wear of actuator lever in bushing of Replace actuator lever and possibly

actuator housing or valve mounting bracket with bushing or actuator
bracket. with bushing.
8. Bind of cam in needle bearings. Eliminate cause of bind.
9. Wheel tube bent or sprung. Replace bent parts and correct

column alignment.
10. Bind in wheel tube bearing. Eliminate cause of bind such as

a bracket clamped tight over
jacket tube where bearing is
located.
11. Improper front end alignment. Align to specifications.
12. Taper stud adjusted too tight in Adjust per Adjustment No. 2,
cam groove. page 8.
13. Broken piston or piston rings in Replace. Check condition of

power cylinder. cylinder wall.
14. Lack of steering gear lubricant. Add lube to proper level.
15. Valve loose on mounting. Tighten, then check adjustment.
16. Low tire pressure. Inflate to proper pressure.
17
MAINTENANCE DATA
TROUBLE SHOOTING
Hard Steering 17. Jacket tube ends interfering with Relocate jacket tube in upper
(Cont.) axial movement of wheel tube. cover to provide necessary clear-
ance between jacket tube and
adjusting nut at lower end and
between it and steering wheel
at upper end.
No Recovery 1. Insufficient caster. Increase caster.

From Turn to
Straight-ahead 2. Tight ball socket connections and Tighten ball sockets until parts
other linkage connections. are compressed solid, then back
off to nearest lock point. Lubricate.
3. Tight front axle spindles. Make free.
4. Bind in wheel tube (prevents Eliminate bind.

centering of valve.)
5. Bind in wheel tube bearing (Prevents Eliminate cause of bind such as a

centering of valve.) bracket clamped tight over jacket
tube where bearing is located.
6. Bind of cam in needle bearings. Eliminate cause of bind.

(Prevents centering of valve)
7. Spool in valve sticking (prevents Disassemble valve and inspect for

centering of valve). sticking. Clean. Reassemble valve
or replace and reinstall on gear,
check Adjustment of Thrust Bear-
ings No. 1. If valve is type HP70,
make Adjustment of Valve Spool,
page 9. Check for equal amount
of end movement of spool each
way from center.
8. Taper stud adjusted too tight in Adjust per Adjustment No. 2,

cam groove. page 8.
Shimmy 1. Loose ball socket connections or Tighten ball sockets until parts
other linkage connections. are compressed solid, then back
off to nearest lockpoint.
2. Wheels out of balance. Balance.
3. Badly worn and unevenly worn tires. Replace.
4. Excessive caster. Correct and have front alignment

checked to specifications.
5. Looseness in steering gear. Adjust gear, and perhaps repair

gear.
6. Air in hydraulic system. (May cause Bleed system.

chatter which may incite front
wheel shimmy.)
18
MAINTENANCE DATA
TROUBLE SHOOTING
Lost Motion 1. Loose ball socket connections or Tighten ball sockets until parts
Steerinn Wheel other linkage connections. are compressed solid then back
off to nearest lockpoint.
2. Loose thrust bearing adjustment. Adjust per Thrust Bearing Ad-

justment No. 1, page 7.
3. Excessive back lash of taper stud Adjust per Adjustment No. 2,

in cam groove. page 8.
4. Steering wheel loose on wheel tube. Tighten wheel nut.
5. Pitman arm loose on levershaft. Tighten levershaft nut.
Noise 1. Pump belt out of adjustment. Adjust.
2. Low level of hydraulic oil. Check for leaks; maintain proper

level of oil.
3. Air in system. Check all connections for tight-

ness. Operate several minutes to
bleed from system. (Air bleeding
procedure is available.)
4. Dirt and sludge in pump.
Drain system and clean.
5. Pump worn. Replace or repair.
CAUTION
DON’T - - - hold valve open against stop except momentarily to get
pressure readings. Holding valve open more than this will shorten
belt and pump life, in fact, pump can be “burned out” quickly.
19
“TIPS” FOR MAINTENANCE OF STEERING GEAR SYSTEMS
1. Always check for wear in steering linkage and other system components first, before making
adjustments to steering gear assembly.
2. Prevent internal bottoming of steering gear. . . Carefully check axle stops.
3. Make periodic checks of tube level for steering gear and components to prevent malfunction
due to inadequate lubrication.
4. Make routine and/or periodic checks for proper front end alignment.
5. Maintain correctly inflated tires.
6. Always use a “puller,” never use a torch or hammer to remove steering arms.
7. Always carefully examine all steering parts which have been subject to “impact” and
replace any that are questionable.
8. Investigate immediately, and correct cause of any play, rattle, or shimmy in any part of the
linkage or steering mechanism.
9. Remove cause of steering column misalignment, and if necessary elongate support bracket
holes at dash.
10. Encourage all drivers to report any malfunction or accident that could have damaged the
steering mechanism.
11. Do not attempt to weld any broken steering component. (Replace only with original equip-
ment.)
12. It is not recommended to severely cold straighten any steering system part.
13. It is not recommended to hot straighten or bend any steering system part.
14. Always use new seals and “O”rings during repairs and overhauls.
15. Replacement of single bearing assemblies, or balls, if one or more make a “set” is not
recommended.
16. Excessive heat will develop if any power steering gear is held in an extreme right or left
turn longer than a few seconds. (Heat developed can damage seals and/or pump.)
17. Prevent dirt or foreign particles from entering hydraulic steering systems. (Always clean
off around filter caps, before removing, to check oil supply.)
18. Use care to prevent even minor hydraulic leaks to continue.
20
HPS Series Service Manual
Write or call for information and added details

concerning your installation and applications:
Phone: 317.423.5377
Telex: 279413
Write: Ross Gear Division
800 Heath Street
Lafayette, Indiana 47902
HPS
1M 8-84 CPC
Borg & Beck Clutch
CLUTCH INSTRUCTIONS
TYPES 12E,13E
FIG. 3
FIG. 1 CLUTCH SECTION

of the enlarged hole in the eyebolt 5C, (see Fig. 2).The outer end of
each release lever engages the pressure plate lug by means of a strut,
DESCRIPTION 5E, which provides knife-edge contact between the outer end of the
lever and the lug. The outer ends of the eyebolts extend through holes
The clutch is a single plate dry disc type, no adjustment for wear in the stamped cover, 9, (Fig. 1), and are fitted with adjusting nuts to
being provided in the clutch itself. An individual adjustment is pro- correctly position the levers. Four pairs of tampered steel straps trans-
vided for locating each lever in manufacturing but the adjusting nut is mit the drive from the cover stamping to the pressure plate. (Fig. 3).
locked in place and should never be disturbed unless the clutch is dis-
mantled for replacement of parts. One end of each pair of straps (A) is riveted to the cover stamping
(B), while the other end is bolted to a corresponding boss on the pres-
When the clutch pedal is depressed the release bearing is moved sure plate (C).
toward the flywheel and contacts the inner ends of the release levers,
5A, (Fig. 1). Each release lever is pivoted on a floating pin which
remains stationary in the lever and rolls across a short flat portion
TO ADJUST CLUTCH PEDAL
Facing wear decreases toe board clearance of the clutch pedal and
this must be restored by adjusting the pedal to prevent slipping. It is
advisable to follow the car manufacturer’s instructions in adjusting
the pedal, but if these are not available proceed as follows:
Shift the pedal down away from toe board until clearance or free
movement is ONE to ONE and ONE HALF inches. The pedal pad
should come in contact with toe board when pedal is pressed down. If
it does not move that far, making it necessary to spring pedal to make
pad touch toe board, shift pedal down a little more.
Press pedal down and note distance release bearing travels after it
comes in contact with release levers. To obtain a clean release the
levers should be pushed toward the flywheel 7/16". If it does not
travel that distance shift pedal up, bearing in mind that pedal pad must
touch toe board as above. No other adjustment is necessary. Do NOT
ENGAGED RELEASED turn the adjusting nuts “5C”, as that will throw pressure plate out of
position and cause clutch to chatter.
FIG. 2 RELEASE LEVER SECTION
1
FIG. 7
Lift off cover and all parts will be available for inspection. Note
carefully the location of all parts including arrangement of the springs.
To remove levers grasp lever and eyebolt between thumb and fingers
as shown in Fig. 5 so that the inner end of lever and upper end of eye-
bolt are close together, keeping eyebolt pin seated in its socket in
FIG. 4 COMPRESSING CLUTCH lever. Lift strut over ridge on end of lever. (Fig. 6). Lift lever and eye-
bolt off pressure plate. It is important to replace all parts which show
wear.
SERVICING CLUTCH
Before removing clutch from flywheel, mark with a punch the

flywheel, clutch cover and the pressure plate, so that these parts may TO REASSEMBLE CLUTCH
be assembled in their same relative positions, as they were balanced as
an assembly. Loosen the holding screws a turn or two at a time in rota-
tion to avoid bending rim of cover. When removing driven plate be Lay the pressure plate on the block in the press
sure to mark flywheel side.
Assemble lever, eyebolt and pin, holding eyebolt and lever as
close together as possible and with other hand grasp strut as shown in
Fig. 7. Insert strut, 5E in the slots in the pressure plate lug, drop
slightly and tilt the lower edge until it touches vertical milled surface
of lug. Insert lower end of eyebolt in hole in pressure plate. The short
DISMANTLING CLUTCH end of the lever will then be under the hook of the pressure plate and
near the strut, (Fig. 6). Slide the strut upward in the slots of the lug,
lifting it over the ridge on the short end of the lever and drop it into the
Place the cover assembly on the bed of an arbor or drill press with groove in the lever, (Fig. 5).
a block under the pressure plate so arranged that the cover is left free
to move down. Place a block or bar across the top of the cover under Assemble the pressure springs, 7, on the small bosses of the pres-
the spindle, (Fig. 4). Compress the cover with the spindle until the sure plate.
straps (A, Fig. 3) are parallel with the surface of the pressure plate.
Using a socket wrench on the strap screws (C) remove these and Assemble anti-rattle springs,
the lock washers. Still holding the cover compressed use a socket 5B, in cover as shown in Fig. 8.
wrench to break the staking and remove the adjusting nuts, then The spring to the left is in operat-
slowly release the pressure of the spindle to prevent springs flying out. ing position. Then lower the cover
on top of the assembled parts,
being sure that the anti-rattle
springs are in the correct
FIG. 8
position, and the open holes

of the straps are directly over
the bosses on the pressure
plate (Fig. 2.) The eyebolts
(5C) will also line up with the
corresponding holes in the
cover.
FIG. 5 FIG. 6
2
FIG. 10 ASSEMBLING COVER STRAP TO PRESSURE PLATE FIG. 11 DEPRESSING LEVERS
To adjust levers it is necessary to use a BORG & BECK gauge plate,

Place a bar across the cover as shown in Fig. 4, and slowly compress guid- Fig. 12, on the flywheel in the car or on a spare flywheel at the bench.
ing the eyebolts through the holes in the cover and making sure that the tops of
the springs nest in the embossed seats in the cover. Assemble adjusting nuts on Lay the gauge plate on the flywheel in the position normally occupied by
the eyebolts and screw them down until their tops are flush with the tops of the the driven plate and center carefully. Then place the cover assembly on the
eyebolts. Slowly release pressure of spindle. gauge plate and line up the holes in the flange with those in the flywheel. (If
these have been property centered none of the outer rim of the gauge plate,
Insert ferrule (D. Fig. 10) in the elongated hole in the strap. Then insert cap except the 3 machined flats, will be visable.) Next bolt the cover to the flywheel.
screw (D. Fig. 10) into ferrule and screw into the threaded hole in the boss of the Depress each lever several times with a hammer handle to settle all parts into
pressure plate. If the hole in the strap does not line up with the one in the pres- working position. (See Fig. 11.)
sure plate boss tap the strap lightly to align it with the bolt hole. Assemble the
other three in the same manner. CAUTION: This gauge plate cannot be used for 13E #1210 Cover
Assembly. See next page for instructions.
Note that the shoulder under the ferrule must seat firmly in the strap hold-
ing it tight against the boss as shown in Fig. 10. Tighten screws with a 1/2 inch
socket wrench.
ADJUSTING LEVERS
Then stake the ferrule with a dull punch, (see Fig. 10.) The cover assembly
can then be removed from press. Make a sheet metal lever height gauge like that shown in Fig. 13 with the
notch (or step) 7/16" deep. Lay this gauge across the hub of the gauge plate
(4234), and the bearing surface of one lever, then turn the adjusting nut until the
lever is flush with the height gauge. Then adjust the other levers in the same
manner.
Depress the levers and recheck with height gauge, re-adjusting if

necessary.
TO ADJUST LEVERS
FIG. 12 GAUGE PLATE FIG. 13 SETTING HIGHER THAN HUB.
3
FIG. 14 STAKING NUT
For 13E #1210 Cover Assembly ONLY substitute 3 pieces of 3/8" key-
stock for the gauge plate, spacing them equally under the pressure plate. Bolt the
cover tightly to the flywheel and depress levers as shown in Fig. 11 to settle
parts into working position. Using a depth gauge adjust levers to 2 1/8" from the
flywheel face (or 15/16" below a straight edge laid across the top of the spring
pockets and over the lever tips.)
Stake the nuts with a dull punch as shown in Fig. 14, driving metal into the
grooves of the eyebolt to provide a secure lock.
Loosen the holding screws a turn or two at a time, in rotation until the
spring pressure is relieved, which will allow clutch and gauge plate to be
removed.
Assemble driven plate and clutch cover assembly to flywheel in accor-

dance with marking on driven plate for flywheel side.
Line up the driven plate assembly and the pilot bearing with a dummy shaft
before tightening cover holding screws. Tighten holding screws before remov-
ing dummy shaft.
After transmission and floor boards have been assembled adjust pedal as
directed previously.
IMPORTANT
Do NOT under any circumstances let transmission hang in clutch

assembly.
Do NOT drive with foot on clutch pedal and do not slip clutch excessively
to avoid shifting gears as this causes rapid wear of clutch facings. Do NOT put
oil or kerosene in the clutch. Keep facings dry and free from oil.
THE WARNER & SWASEY COMPANY

406 Mill Ave., S.W. New Philadelphia, Ohio 44663
Form No. V0005 4

SPECIFICATIONS
SPECIFICATIONS
GEAR RATIOS 5-AW-65 5-AW-650
5-CW-65 5-CW-650
Fifth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 .79
Fourth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.38 1.00
Third . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.62 1.74
Second . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.43 3.40
First . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.08 6.37
Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.12 6.40
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 437 lbs.

Oil Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 pints
Installation Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 29/64 inches
Clutch Housing Size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SAE No. 1 or No. 2
POWER TAKE-OFF SPEEDOMETER DRIVE

Openings—Two SAE regular-duty type open- Provision is made in the rear bearing cover for the
ings, short length on right side, long length on installation of speedometer gears and the attach-
left side. ment of cable.
Drive Gear—A 47-tooth, 6/8 pitch gear on the
countershaft, both sides.
CLUTCH RELEASE MECHANISM
Drive Gear Speeds—Turning at .429 engine speed
in 65 model transmissions, and at .543 engine Clutch release bearing carrier, release bearing,
speed in 650 model transmissions. extended front bearing cover, release yoke and
pedal shafts furnished with transmission for use
BRAKE MOUNTING with single-plate, push-type clutches.
Four 5/8" mounting studs with nuts and lockwash-

ers can be furnished in rear of case for attach-
ment of brake bracket.
Shifting diagram for models 5-AW-65 and 5-CW-65. Shifting diagram for models 5-AW-650 and 5-CW-650.
2
Copyright Eaton Corporation
Transmission Division — 1971
LUBRICATION
LUBRICATION
RECOMMENDED LUBRICANTS (In Order of Preference) Straight mineral gear oil inhibited
against corrosion, oxidation and foam
is the preference for use in Fuller trans-
missions.
Heavy-duty engine oil as recom-
mended is listed as an alternative lube
as it is sometimes more readily avail-
able than straight mineral oil. Make
sure to specify heavy-duty type, meet-
ing MIL-L-2104B specifications.
Extreme pressure oils under some
conditions might form carbon deposits
on gears, shafts, bearings, and synchro-
nizer disc, and may also glaze friction
surfaces of synchronizer discs—condi-
tions which will result in transmission
malfunction and premature failure. (If
used, specify MIL-L-2105B.)
It is suggested that if these conditions
exist, and E.P. oil is being used, a
change should be made to straight min-
eral gear oil or heavy-duty engine oil as
recommended.
MAINTENANCE
It is obvious that gear oil costs less than replace-
ment bearings, bushings and sleeves. Thus, to protect
the transmission, it is important that the maintenance
procedures below are closely followed:
1. Use the grade and type of oil recommended.
2. Change gear oil at the recommended intervals.
3. Keep oil at the proper level.
To keep the gear oil clean between oil changes use
the Fuller Transmission Gear Oil Filter which can be
attached to either or both power take-off openings.
This assembly includes a replaceable filter element
that removes the accumulation of metallic particles,
road dirt and grit deposited in the lubricant. See
Illustration A.
DRAINING AND REFILLING TRANSMISSION A. Fuller Transmission Gear Oil Filter.

To drain transmission remove drain plug at filler opening. Fill the transmission to the level of the
the rear of case. After the transmission has been filler opening, metering 24 pints of gear oil into the
drained and before it is refilled, the case should be transmission whenever possible.
thoroughly flushed with clean flushing oil or Do not overfill. Overfilling will cause oil to be
kerosene. forced out of the case through the mainshaft open-
Before removing the filler plug, all dirt should be ings. Oil lost in this manner may impair the efficiency
removed from the area of the case adjacent to the of clutch and parking brake.
3
DISASSEMBLY PRECAUTIONS
INSPECTION Off-Highway Service

Gear oil is to be kept even with the level of the Logging and associated
filler opening at all times. Check at the following operations . . . . . . . . . . . . . . . . . . 1,000 hours
intervals: Dirt moving, mining and
Highway Service . . . . . . . . . . . . . . . . 1,000 miles associated operations . . . . . 250 to 500 hours
Off-Highway Service . . . . . . . . . . . . . 40 hours as indicated by operation and cont-
amination of lubricant.
GEAR OIL CHANGE

Change the gear oil on all new equipment after the CLUTCH RELEASE BEARING
first 100 hours of use; thereafter, make oil changes as Lubricate the clutch release bearing after each 40
follows: hours of operation with Mobil Grease No. 5 or its
Highway Service . . . . . . . . . . . . . . . 25,000 miles equivalent.
G ENERAL
INSTRUCTIONS FO R DI SASSEM BLY
IMPORTANT: Read this section before starting

detailed disassembly procedures.
It is assumed in the detailed disassembly instruc- as reduce the possibility of losing the small inter-
tions that the transmission has been taken from the lock parts.
chassis, the lubricant has been drained, and the brake
3. CLEANLINESS—Provide a clean place to work. It
lever and parking brake removed.
is important that no dirt or foreign material enters
Follow each procedure closely in each section,
the unit during repairs. The outside of the unit
making use of both the text and pictures. Use cer-
should be carefully cleaned before starting the
tain precautions, as listed below, during disas-
disassembly. Dirt is abrasive and can damage
sembly.
highly polished parts such as bearings, sleeves
1. CLUTCH HOUSING—Unless absolutely necessary and bushings.
the clutch housing should not be removed. If dis-
4. BEARINGS—Carefully wash and relubricate all
asssembly is necessary to replace either the hous-
bearings as removed and protectively wrap until
ing or case, extreme care should be taken during
ready for use. Remove all bearings with pullers
reassembly to maintain the 90° angularity between
designed for this purpose—do not remove bear-
the machined face on the engine side of the hous-
ings with hammer and punch.
ing and the centerline of the mainshaft bores in the
case. Concentricity between the pilot diameter of 5. SNAP RINGS—Remove snap rings with pliers
the clutch housing and mainshaft bearing bores designed for this purpose. Rings removed in this
should also be carefully maintained within SAE manner may be reused.
tolerances.
6. WHEN DRIVING—Apply force to shafts, housings,
2. SHIFTING BAR HOUSING—As the shifting bar etc., with restraint. Movement of some parts is
housing is disassembled, all parts should be laid restricted. Do not apply force after the part being
on a clean bench in the same order as removed. driven stops solidly. Use soft bars and hammers
This procedure will simplify reassembly as well for all disassembly work.
4
DISASSEMBLY
5-AW-65 and 5-AW-650 model transmissions have forward 5-CW-65 and 5-CW-650 model transmissions have center
mounted gear shift lever. mounted gear shift lever.
DETAILED DISASSEMBLY INSTRUCTIONS
A. To Remove Gear Shift Lever

Housing Assembly
1. Shift the transmission into the neutral
position.
2. Remove the attaching capscrews and lift the

gear shift lever housing from the shifting bar
housing. Illustration No. 1.
B. To Dismantle Gear Shift Lever

Housing Assembly
1. Removing the gear shift lever housing assembly.
1. Remove ball grip at upper end of lever.
2. Remove rubber dust cover over upper end of

lever.
3. Mount assembly in a vise with the large open-

ing in housing upwards.
4. Free the gear shift lever tension spring by

twisting a heavy screw driver between the
spring and housing. Spring will be forced
from its seat under lugs cast into the housing.
Illustration No. 2.
2. Removing the gear shift lever tension spring. Pry the
5. Withdraw tension spring. spring from under lugs cast into housing.
5
DISASSEMBLY
3. Removing tension spring washer and gear shift lever

from housing.
6. Withdrawing shifting bar tension springs. Steel tension

balls are under springs.
7. Removing thimble from interlock ball bore on left side of

housing.
4. Removing the shifting bar housing assembly. Jar to break
gasket seal and lift.
8. Removing upper shifting bar from housing. Withdraw

bars out through rear of housing on CW models as shown;
5. Removing cover from shifting bar tension springs. withdraw bars through front of housing on AW models.
6
DISASSEMBLY
6. Remove washer and lever from housing. 9. To remove Welch plugs from shifting bar
Illustration No. 3. bores in housing. Work from inside and force
7. Remove nut and lockwasher from outer end of plugs outward.
gear shift lever pivot pin. a. On AW models remove plugs from front
8. Remove gear shift lever pivot pin by forcing it bores, including thimble from center bore.
inward and through wall of housing. b. On CW models remove plugs from top two
bores in rear of housing, lower plug is
C. To Remove Shifting Bar removed with shifting bar during removal
Housing Assembly of bar.
1. Make sure the assembly is in the neutral 10. Starting with the upper bar, remove shifting
position. bars in order out through bores in housing,
removing lockscrews from yokes and blocks
2. Remove attaching capscrews and lift the shift-
just prior to removal of each bar. Illustration
ing bar housing from the case. Illustration
No. 8.
No. 4.
D. To Dismantle Shifting Bar NOTE No. 1
Housing Assembly With spring tension removed from the

shifting bars, it may be necessary to
NOTE: readjust them to the neutral position
On AW models the gear shift lever before the upper bar will move. Any
housing is forward mounted on the bar out of the neutral position will
shifting bar housing, and on CW mod- activate the interlock parts and lock
els the gear shift lever housing is cen- the remaining bars. Locking can occur
ter mounted. The instructions that as long as two bars remain in the
follow apply to the shifting bar hous- housing.
ings for all models as disassembly pro-
cedures are almost identical. The NOTE No. 2
instructions point out any differences Take care that the shifting bar inter-
that occur. The CW model is illus- lock pin and the two interlock balls are
trated. not lost. Interlock balls will drop from
1. Make sure the assembly is shifted into the bore in lower side of housing as the last
neutral position. bar is removed. The interlock pin is
2. Turn out capscrews and remove the shifting located in the neutral notch of the cen-
bar tension spring cover. Illustration No. 5. ter bar. Illustration No. 9.
3. Withdraw the shifting bar tension springs
installed under tension spring cover.
Illustration No. 6.
4. Remove the 1/2" steel balls installed under
tension springs. Tilt housing and jar to remove
balls.
5. Remove thimble from bore in left side of
6. Mount the assembly in a vise with the brake
lever boss upwards.
7. If necessary remove brake segment from side
of housing.
8. Cut and remove all lockwires from yoke and 9. Removing the interlock pin from center, 4th-5th speed
block lockscrews. shifting bar as bar is being withdrawn from housing.
7
DISASSEMBLY
NOTE No. 3 F. To Remove Clutch Shaft and

Lay shifting bars, yokes, etc., on a Drive Gear
clean bench in the same order as 1. Remove clutch release mechanism.
removed. This will keep parts in their
2. Turn out attaching capscrews from front bear-
relative positions and simplify reas-
ing cover.
sembly. Illustrations No. 10 and 11.
3. Remove drive gear with assembled bearing
11. If necessary, remove remainder of Welch
cover, bearing and bearing nut from case
plugs from bores in housing.
bore as one unit. If necessary, force gear out
of case from inside; drive through soft bar.
E. To Remove Universal Joint Illustration No. 13.
Companion Flange
4. Remove bearing cover from drive gear
1. Lock the mainshaft by engaging two speeds assembly.
with the sliding gears.
2. Remove cotter pin from nut and shaft. G. To Dismantle Clutch Shaft and
3. Turn mainshaft nut from shaft. Illustration
Drive Gear
No. 12.
4. Remove washer and companion flange from 1. Mount gear in a vise equipped with soft
shaft. jaws.
5. Return sliding gears to neutral position. 2. With a small flat-bladed punch or chisel,
10. Shifting bar housing parts and their relative posi- 11. Shifting bar housing parts and their relative posi-
tions, center mounted control housing, models 5-CW-65, tions, forward mounted control housing, models 5-AW-65,
5-CW-650. 5-AW-650.
8
DISASSEMBLY
relieve the bearing nut at the points where it is

peened into the drive gear.
3. Remove drive gear bearing nut— LEFT-
HAND THREAD. Illustration No. 14.
4. Press bearing from the gear.
H. To Remove the Mainshaft

Assembly
1. Turn out attaching capscrews and remove the
rear bearing cover. Illustration No. 15.
2. Remove speedometer drive gear or replace- 14. Removing drive gear bearing nut, left-hand thread. Be
ment from mainshaft. sure to relieve nut at points where peened into drive gear.
3. Drive mainshaft assembly to the rear until
mainshaft rear bearing is forced from its seat
in case bore. Use soft bar for driving.
Illustration No. 16.
15. Removing rear bearing cover from transmission.
12. Removing the mainshaft nut from rear of shaft.
13. Forcing drive gear assembly forward from inside of case 16. Driving through soft bar to move mainshaft assembly to
to remove assembly and bearing cover as a single unit. the rear and to unseat rear bearing from case bore.
9
9
DISASSEMBLY
17. Removing mainshaft rear bearing with jaw puller.
18. Lifting mainshaft assembly from case.

20. Prying washer retaining key from its keyway between
splines of mainshaft.
21. Turning gear retaining washer in groove in shaft.

19. Inserting jaws of puller behind sliding clutch gear to Insert small punch or screw driver so that it engages inter-
remove pilot bearing. Sliding gear contacts inner race of nal teeth of gear and external lugs of washer. Turn washer
bearing, preventing damage to rollers or cage. by turning gear.
10
DISASSEMBLY
4. Remove mainshaft rear bearing. Illustration

No. 17.
5. Tilt mainshaft assembly and lift from case,
leaving the sliding gear inside of case.
6. Remove the loose gear from case.
I. To Dismantle Mainshaft Assembly

1. Mount the assembly in a soft-jaw vise with
pilot end up.
2. Remove mainshaft pilot bearing by inserting
jaws of pullers behind sliding clutch gear, thus
using gear as contact force against bearing.
This prevents damage to bearing as force is
applied to inner race evenly. Illustration
No. 19.
3. Remove sliding clutch gear.
4. Pry the splined washer retaining key from its
keyway between splines of mainshaft.
5. Turn the splined gear-retaining washer in its 22. Withdrawing gear and splined washer from mainshaft.
groove until the lugs on its inside diameter

line up with grooves in mainshaft. Illustration
No. 21.
6. Remove the 4th speed gear and splined
washer over end of shaft (5th speed gear on
overdrive models). Illustration No. 22.
7. Driving through a soft bar, jar the 3rd speed
gear, the 4th speed gear rear washer and
4th speed gear sleeve upward on shaft 1/2".
Use press to move parts forward on shaft if
necessary.
NOTE:
Travel of the washer and gear is
restricted by a Woodruff key located
under sleeve. If washer is moved
upward more than 1/2" the key will be
sheared and the washer damaged.
8. Move gear and washer to original positions on
shaft.
9. Pry or press the 4th speed gear sleeve upward
until Woodruff key is completely exposed.
10. Remove Woodruff key from mainshaft.
11. Jar or press 3rd speed gear, washer and sleeve 23. Prying 4th speed gear sleeve upward on shaft to expose
upward and off shaft. Woodruff key.
11
DISASSEMBLY
26. Removing capscrews from countershaft rear bearing

retainer plate.
24. Pressing mainshaft through the 2nd speed gear, the

splined gear sleeve and the 3rd speed gear sleeve.
27. Removing the countershaft rear bearing with ring

puller.
25. Removing the reverse gear shaft with impact puller. 28. Removing countershaft assembly from case.
12
DISASSEMBLY
12. Remove the splined gear sleeve collar from

mainshaft.
13. Mount the assembly in a press, using rear face
of the mainshaft 2nd speed gear as a base.
14. Press mainshaft through the 2nd speed
gear, the splined gear sleeve and the 3rd speed
gear sleeve. The two Woodruff keys in main-
shaft will not restrict movement. Illustration
No. 24.
15. Remove the Woodruff keys from mainshaft.
J. To Remove the Reverse Gearing

1. Turn out capscrew and remove lock from
reverse shaft on left, rear of case.
2. Attach impact puller and remove the reverse
gear shaft. Illustration No. 25.
29. Removing gear retaining snap ring from front of coun-
3. Remove the reverse gearing from case. tershaft.
4. Remove the two roller bearings and spacer
from bore of reverse gearing.
K. To Remove Countershaft Assembly

1. At the rear end of countershaft, cut lockwire
and remove capscrews and rear bearing
retainer plate. Illustration No. 26.
2. Force countershaft assembly to the rear until
rear bearing is completely exposed outside the
bore.
3. Remove the rear bearing. Illustration No. 27.
4. Tilt countershaft assembly and remove
through top of case. Illustration No. 28.
5. Remove countershaft front bearing from case
bore.
L. To Dismantle Countershaft
Assembly
1. Remove front bearing washer from counter-
shaft.
2. Remove gear retaining snap ring from front of
countershaft. Illustration No. 29.
3. Press gears from countershaft—ONE AT A
TIME. Illustration No. 30.
30. Pressing countershaft through PTO gear. Drive
4. Remove the four Woodruff keys from key- gear was previously pressed from shaft. Remove gears
ways in countershaft. one at a time.
13
INSPECTION
INSPECTION
Before reassembling the transmission, the individ- D. Thrust Washers
ual parts should be carefully checked to eliminate
1. Check surfaces of all thrust washers. Washers
those damaged from previous service. This inspection
scored or reduced in thickness should be
procedure should be carefully followed to insure the
replaced.
maximum of wear life from the rebuilt unit.
The cost of a new part is generally a small frac-
tion of the total cost of down time and labor, E. Reverse Gear and Shaft
should the use of a questionable part make additional
1. Check bore of gear and diameter of shaft for
repairs necessary before the next regularly scheduled
wear from action of roller bearings. Replace
overhaul.
these parts if worn.
Recommended inspection procedures are set forth
in the check list which follows:
F. Gray Iron Parts
A. Bearings 1. Check all gray iron parts for cracks and
1. Wash all bearings in clean solvent. Check breaks. Replace or repair parts found to be
balls, rolls and races for pits and spalled areas. damaged. Heavy castings may be welded or
Replace bearings which are pitted or spalled. brazed providing the cracks do not extend into
bearing bores or bolting surfaces.
2. Lubricate bearings which are not spalled or
pitted and check for axial and radial clear-
ances. Replace bearings with excessive clear- G. Clutch Release Parts
ances.
1. Check clutch release parts. Replace yokes
3. Check fits of bearings in the case bores. If worn at cam surfaces and bearing carrier worn
outer races turn freely in the bores, the case at contact pads.
should be replaced.
2. Check pedal shafts. Replace those worn at
bearing surfaces.
B. Gears
1. Check operating gear teeth for pitting on the H. Shifting Bar Housing Assembly
tooth faces. Gears with pitted teeth should be
1. Check yokes and blocks for wear at pads and
replaced.
lever slot. Replace those which are worn.
2. Check all engaging gear teeth both internal
2. Check yokes for alignment. Straighten those
and external. Gears with teeth worn, tapered
which are sprung.
or reduced in length from clashing in shifting
should be replaced. 3. Check lockscrews in yokes and blocks.
Tighten and rewire those found loose.
3. Check radial clearances of bushed gears.
Where excessive radial clearance is found, 4. If housing has been dismantled, check neutral
replace the bushing. notches of shifting bars for wear from inter-
lock balls. Bars indented at points adjacent to
the neutral notch should be replaced.
C. Splines
1. Check splines on all shafts and drive gears for
wear. If sliding gears, companion flange or I. Gear Shift Lever Housing Assembly
clutch hub have worn into the sides of the 1. Check spring tension on shift lever. Replace
splines, the shafts or gears in this condition tension spring and washer if lever moves
should be replaced. too freely.
14
INSPECTION
2. If housing is dismantled, check pivot pin and 1. Press bushing from bore of gear.
corresponding slot in lever for wear. Replace 2. Clean bore of gear carefully and remove all
both parts if worn. burrs.
3. Lubricate outside diameter of bushing and
J. Bearing Covers inside diameter of gear.
1. Check covers for wear from thrust of adjacent
4. If bushing is of the type in which oil holes are
bearing. Replace covers worn and grooved
drilled, line up holes in bushing with holes in
from thrust of bearing outer race.
gear.
2. Check bores of covers for wear. Replace those
5. Carefully press bushing fully into the bore of
worn oversize.
the gear.
K. Oil Return Threads 6. Face off projecting ends of bushing.
1. Check oil return threads in bearing covers. If 7. If the replacement bushing is without oil
sealing action of the oil return threads has holes, drill holes working through corre-
been destroyed by contact with input shaft or sponding holes in gear. Make sure all oil holes
companion flange, replace the cover. in bushing are open.
8. Remove all burrs resulting from drilling
L. Bushings, Mainshaft Gears operation and break sharp corners on ends of
Check bushed gears on sleeves to determine bushing.
radial clearance. Replace bushings in mainshaft 9. Check rebushed gears on lubricated sleeves
gears if there is excessive radial clearance. The and shaft seats to determine that they move
following instructions apply to the installation of freely. If additional radial clearance is
replacement bushings: required, polish I.D. of bushing.
15
PREVENTIVE MAINTENANCE CHECK CHART
For purposes of illustration, the 5-A-650 transmission is used in the above chart; however, check
points are the same for the 5-AW and 5-CW series transmissions.
16

CHECKS WITHOUT PARTIAL CHECKS WITH FLOOR BOARDS
DISASSEMBLY OF CHASSIS OR CAB REMOVED
1. Hand brake lever assembly 9. Shift lever tension spring and

a. Rivets or screws in hand grip for looseness washer
and wear. Remove gear shift lever housing and check
b. Spring in hand grip for fracture and set. tension spring and washer for set and wear
c. Mounting shaft for lubrication and wear. respectively.
d. Axial clearance of lever assembly on mount-
ing shaft. Increase or decrease by tightening 10. Gear shift lever housing
or loosening nut. Remove tension spring and washer and check
e. Wear on latch rod at joint with latch. gear shift lever pivot pin for wear.
f. Wear on latch from contact with segment and 11. Gear shift lever
at latch rod hole. Check bottom end of gear shift lever for wear
g. Wear on segment from drag of latch. from contact with shifting yokes and blocks and
check slot in pivot ball for wear from pivot pin.
2. Capscrews in bolt circle of
clutch housing 12. Shifting yokes and blocks
Check for looseness. With gear shift lever housing removed, check
lever slots, yokes and blocks, as well as
3. Clutch release bearing carrier latchout plungers for wear from contact with
oil pipe or flexible tube shift lever.
Check for wear from drag in slot of housing.
13. Units equipped with external
4. Clutch release bearing cover or tension springs
Remove hand hole cover and check radial and Remove spring cover and check springs for set
axial clearance in release bearing. Also check and fracture.
relative position of thrust surface of release
CHECKS WITH DRIVE LINE
bearing with thrust sleeve on push type clutches.
DROPPED
(See maintenance manual— single plate type
clutches.) 14. Universal joint companion flange
5. Clutch pedal shaft retaining nut
Check for tightness. Tighten with 225 to 275
Pry upward to check wear at bearing surface in
ft./lbs. of torque. Be sure to replace cotter pin.
clutch housing.
CHECKS WITH DRIVE LINE
6. Gear lubricant DROPPED AND WITH UNIVERSAL
Change at specified service intervals; use only JOINT COMPANION FLANGE
gear oils as recommended. See Lubrication sec- REMOVED
tion, page 3.
15. Splines on output shaft
7. Filler and drain plugs Check for wear from movement and chucking
Remove filler plug and check level of lubricant. action of universal joint companion flange.
Tighten filler and drain plug securely. 16. Mainshaft rear bearing cover
Check oil return threads or oil seal for wear.
8. Gear shift lever
Check for looseness and free play in housing. If 17. Output shaft
lever is loose and sloppy in housing, proceed Pry upward against output shaft to check radial
with Check No. 9. clearance in mainshaft rear bearing.
17
TORQUE RATINGS
TORQUE RATINGS
Recommended torque ratings for capscrews and Correct torque application is extremely important
nuts used on 5-AW-65, 650, and 5-CW-65, 650, to assure long transmission life and dependable per-
transmissions are given below, listing the locations of formance. Over-tightening or under-tightening can
capscrews and nuts, thread sizes, and recommended result in a loose installation and, in many instances,
torque ratings in foot-pounds. eventually cause damage to transmission gears, shafts
or bearings.
CAPSCREWS
18
REASSEMBLY PRECAUTIONS
G ENERAL
INSTRUCTIONS FO R REASSEM BLY
detailed reassembly procedures.
Make sure that interior of case and other housings 4. AXIAL CLEARANCES, BUSHED GEARS— Main-
are clean. It is important that dirt be kept out of trans- tain original axial clearance of .006" minimum and
mission during reassembly. Dirt is abrasive and can .012" maximum.
damage polished surfaces of sleeves, bushings, bear- 5. BEARINGS — During assembly of ball type bear-
ings and washers. Use certain precautions, as listed ings, apply force only to inner races. Drive through
below, during reassembly. tubing of correct diameter.
1. GASKETS — Use new gaskets throughout the 6. UNIVERSAL JOINT COMPANION FLANGE —
transmission as it is being rebuilt. Make sure all Make sure the companion flange is pulled tightly
gaskets are installed (see heading “Location of into place with the mainshaft nut. At the same time
Gaskets”). Omission of gasket can result in oil make sure that all parts between mainshaft rear
leakage or misalignment of bearing covers. bearing and inside end of companion flange are
included. Omission of parts between the compan-
2. CAPSCREWS — To prevent oil leakage, use shel- ion flange and rear bearing or failure to pull the
lac on all capscrews. See torque rating chart for flange tightly into place will permit the shaft to
recommended torque applications. move axially with resultant damage to pilot bear-
3. BUSHED GEARS, MAINSHAFT, THRUST ing, mainshaft and drive gear.
WASHERS — Coat all bushings, gear seats, thrust 7. OIL FILLING—Remember to fill the transmission
washers and splines of shafts with Lubriplate dur- with the correct amount of straight mineral gear
ing installation to provide initial lubrication and to oil of the grade recommended for the prevailing
prevent scoring and galling. season.
LOCATION OF GASKETS
Gear Shift Lever Housing Front Bearing Cover
1. Between gear shift lever housing and shifting 1. Between front bearing cover and transmission
bar housing. case.
Shifting Bar Housing Power Take-Off Openings

1. Between shifting bar housing and transmis- 1. Between PTO cover, one on each side, and
sion case. transmission case.
2. Between tension spring cover and shifting bar
housing. Use shellac to place gasket on part to be installed.
Rear Bearing Cover

1. Between rear bearing cover and transmission
case.
19
REASSEMBLY
34. Installing countershaft rear bearing with flanged-end

bearing driver.
31. Pressing drive gear on countershaft. Press gears on one

at a time. Line up keyway in gears with keys in shaft.
35. Installing countershaft rear bearing retainer plate.

Tighten and wire capscrews securely.
32. Installing front bearing washer on countershaft. Make

sure gear retaining snap ring has been installed.
36. Installing spacer and two roller bearings into bore of

reverse gearing.
33. Lowering countershaft assembly into case. 37. Installing the reverse gear shaft.
20
REASSEMBLY
DETAILED REASSEMBLY INSTRUCTIONS
A. To Reassemble Countershaft D. To Reassemble Mainshaft

1. Install the four Woodruff keys in keyways in
1. Install the 2nd speed gear over pilot end of
countershaft.
mainshaft and on its seat on shaft, clutching
2. Press gears on countershaft in the reverse of teeth towards front of shaft.
order removed. Make sure keyways in gears
2. Install the large Woodruff key in keyway in
line up with keys in countershaft. Long shoul-
mainshaft.
der of gears are to the rear of shaft. PRESS
GEARS ON SHAFT ONE AT A TIME. 3. Press the splined sleeve onto mainshaft, lining
Illustration No. 31. up key in shaft with keyway in sleeve.
Recessed end of splined sleeve faces pilot end
3. Install the gear retaining snap ring in groove
of mainshaft. Illustration No. 38.
at front of countershaft.
4. Mount the mainshaft assembly in a softjaw
4. Install the front bearing washer on counter-
vise, pilot end up.
shaft. Coating washer with grease will help
hold it in place until countershaft is properly
installed. Illustration No. 32.
B. To Install Countershaft Assembly

1. Install countershaft front bearing in case
bore.
2. Lower countershaft assembly into position in
case, inserting front end of countershaft into
front bearing. Illustration No. 33.
3. Install countershaft rear bearing on shaft and
into case bore. Illustration No. 34.
4. Install rear bearing retainer plate, tighten and
wire capscrews securely. Illustration No. 35.
C. To Install Reverse Gearing

1. Install the two roller bearings with spacer
between in bore of reverse gearing. Illustra-
tion No. 36.
2. Place the reverse gearing into position
between bosses in left side of case, large gear
towards the front.
3. Install the reverse gear shaft in case and
through bore of reverse gearing. Make sure
milled flat on end of shaft is lined up with
lockscrew hole in case. Illustration No. 37.
38. Pressing splined sleeve on mainshaft with recessed end
4. Install the reverse gear shaft lock, tighten cap- upwards. Tubular sleeve which fits over shaft is used as
screw securely. pressing tool.
21
REASSEMBLY
39. Installing clutch collar on mainshaft.
41. Installing 3rd speed gear on mainshaft, clutching

teeth down.
40. Installing 3rd speed gear sleeve on mainshaft, using

tubular sleeve driver for installation. 42. Installing 4th speed gear rear washer.
22
22
REASSEMBLY
5. Install the 2nd-3rd speed clutch collar on 11. Install the 4th speed gear sleeve on shaft, lin-
splined sleeve. Illustration No. 39. ing up key in shaft with keyway in sleeve.
6. Install Woodruff key for 3rd speed gear sleeve
in keyway in mainshaft. 12. Install the 4th speed gear on mainshaft.
7. Install the 3rd speed gear sleeve on mainShaft, 13. Install the 4th speed gear retaining (splined)
lining up key in shaft with keyway in sleeve. washer on mainshaft, chamfered teeth down.
Illustration No. 40. Illustration No. 44.
8. Install the 3rd speed gear, clutching teeth fac- 14. Turn the splined washer in its groove until
ing rear of shaft. Illustration No. 41. lugs on its inside diameter line up with raised
splines of mainshaft. Illustration No. 45.
9. Install the 4th speed gear rear washer on shaft,
chamfered edge toward rear of shaft. (This is
the 5th speed gear rear washer on overdrive
models.) Illustration No. 42.
10. Install Woodruff key for the 4th speed gear

sleeve in keyway in mainshaft.
44. Installing splined washer on mainshaft.
45. Turning splined washer on mainshaft. Insert small

punch or screw driver to engage teeth on outer diameter
43. Installing 4th speed gear sleeve on mainshaft (5th speed of washer with internal gear teeth. Turn washer by
gear sleeve on overdrive models). turning gear.
23
23
REASSEMBLY
49. Installing the mainshaft rear bearing.
46. Installing washer retaining key between splines of main-

shaft. Make sure lower end of key is fitted between lugs of
washer.
50. Installing speedometer replacement on mainshaft.
51. Installing mainshaft rear bearing cover.

47. Installing pilot bearing on mainshaft.
48. Lowering mainshaft assembly into position in case. 52. Installing drive gear bearing nut, left-hand thread.
24
REASSEMBLY
15. Install washer retaining key in keyway G. To Install Clutch Shaft and
between raised splines of mainshaft. Illustra- Drive Gear
tion No. 46.
1. Install the clutch shaft and drive gear, with
16. Install the 4th-5th speed sliding clutch gear assembled nut and bearing, into case bore,
over pilot end of shaft, recessed end to the making sure pilot bearing on mainshaft enters
rear. the bore in drive gear. If it is necessary to
17. Install pilot bearing on front of mainshaft. force bearing into bore, use tubular sleeve
Illustration No. 47. driver.
18. Remove assembly from vise and install 1st- 2. Install drive gear bearing cover, making sure
reverse speed sliding gear over rear of main- oil return channel in cover lines up with oil
shaft, yoke slot towards front of shaft. return hole in case. Tighten capscrews evenly
and securely with the two capscrews with
E. To Install Mainshaft Assembly drilled heads in the top two holes. Illustration
1. Tilt mainshaft assembly and install in case, No. 54.
inserting rear of mainshaft through rear bore 3. Install the clutch release mechanism.
in case. Engage mainshaft gears with corre-
sponding gears on countershaft. Illustration
No. 48.
2. Install the rear bearing on mainshaft and into
case bore, seating bearing tightly against
shoulder of shaft. Illustration No. 49.
3. Install the speedometer drive gear or replace-
ment over rear of shaft. Illustration No. 50.
4. Install the mainshaft rear bearing cover, tighten
capscrews securely. Illustration No. 51.
NOTE:
Bearing cover must be perfectly
aligned. Use companion flange as a
gauge to see if cover binds or rubs
against companion flange when shaft
is turned. If bind or rub does occur,
loosen capscrews in cover, re-position
cover and re-tighten capscrews. Re- 53. Locking drive gear bearing nut by peening it into milled
slots in drive gear.
check after drive year assembly has
been installed.
F. To Reassemble Clutch Shaft and

Drive Gear
1. Press drive gear bearing on shaft, bearing
shield to the rear.
2. Install the drive gear bearing nut, lefthand
thread. Tighten nut securely. Illustration
No. 52.
3. Lock bearing nut by peening it into slots
milled into threaded portion of gear. 54. Installing drive gear bearing cover. Line up oil return
Illustration No. 53. channel in cover with oil return hole in case.
25
REASSEMBLY
H. To Install Universal Joint

Companion Flange
1. Lock the mainshaft by engaging two speeds
with sliding gears.
2. Make sure speedometer gear or replacement
has been installed on mainshaft.
3. Install companion flange over end of main-
shaft.
4. Install mainshaft washer and nut, tightening
nut with 225 to 275 ft./lbs. of torque. Illustra-
55. Installing mainshaft nut, using torque wrench to insure
that 225 to 275 ft./lbs. of torque is applied. tion No. 55.
IMPORTANT
See paragraph 6 of the “General In-
structions for Reassembly.”
5. Install cotter pin through slots in nut and

drilled hole in mainshaft.
I. To Reassemble Shifting Bar

Housing
1. Mount the shifting bar housing in a vise with
the brake lever boss down.
56. Installing 2nd-3rd speed shifting bar through lower,
front bore in AW model housing. NOTE:
Shifting bars should be assembled with
neutral and speed notches toward the
front. It may be necessary to adjust the
assembled shifting bars to the neutral
position by hand before each succes-
sive bar can be installed. Adjustment to
the neutral position is necessary to
eliminate interference from the shift-
ing bar interlock parts.
2. To install the 2nd-3rd speed shifting bar in

57. Installing 2nd-3rd speed shifting bar through lower,
rear bore in CW model housing. bottom bore in housing.
a. On AW models (gear shift lever forward
mounted) install bar through front bore in
housing and through the shifting block and
yoke, fork of yoke towards the front.
b. On CW models (gear shift lever center
mounted) install bar through rear bore in
housing and through the shifting yoke, fork
towards rear. Illustration No. 57.
3. Install lockscrews, tighten and wire securely.
58. Installing interlock ball in opening in side of CW model
housing. Opening is to the rear of gear shift lever opening On AW models, short lockscrew is installed in
on AW models. block, long lockscrew in yoke.
26
REASSEMBLY
4. Install 3/4" interlock ball in opening in upper

side of housing. Illustration No. 58.
5. To install the 4th-5th speed shifting bar in
second bore from top in housing.
a. On AW models install bar through front
bore in housing and through the shifting
yoke, fork towards the rear. At the same
time install interlock pin in neutral notch as
notch enters housing webb. Illustration
No. 59.
b. On CW models install bar through rear
bore and through shifting yoke, fork
towards front. At the same time install 59. Installing 4th-5th speed shifting bar through center,
front bore in AW model housing. Note installation of inter-
interlock pin in neutral notch as notch lock pin in hole in neutral notch.
enters front webb of housing. Illustration
No. 60.
6. Install lockscrew in yoke, tighten and wire
securely. On AW models, short lockscrew is
used.
7. Install 3/4" interlock ball in opening in upper
side of housing.
8. To install the 1st-reverse speed shifting bar
through upper bore in housing.
a. On AW models install bar through the
front bore and through the shifting block
60. Installing 4th-5th speed shifting bar through center, rear
and yoke, fork of yoke towards the rear. bore in CW model housing. Note installation of interlock pin
Illustration No. 61. in hole in neutral notch.
61. Installing 1st-reverse speed shifting bar through top, front bore in AW model housing.
27
REASSEMBLY
62. Installing 1st-reverse speed shifting bar through top, rear bore in CW model housing.
63. In AW model housing only, thimble is installed in center, 64. Installing thimble in interlock ball opening. CW model
front bore of housing. illustrated.
28
REASSEMBLY
b. On CW models install bar through rear

bore and through shifting yoke and block,
fork of yoke towards the rear. Illustration
No. 62.
9. Install lockscrews, tighten and wire securely.
On AW models, short lockscrew is installed in
block, long lockscrew in yoke.
10. Install Welch plugs in shifting bar bores in
housing. On AW models only, install 13/16"
66. Installing tension spring cover.
thimble in center, front bore in housing. (Seat
plugs and thimbles with shellac to prevent oil
leakage.) Illustration No. 63.
11. Remove housing from vise and install thimble
in interlock ball opening. Illustration No. 64.
12. Install the 1/2" tension balls and tension
springs in openings on top of housing.
13. Install tension spring cover, tighten capscrews
evenly and securely. Illustration No. 66.
14. Install brake segment if previously removed.
J. To Install Shifting Bar Housing

1. Make sure transmission and shifting bar hous-
ing assembly are in the neutral position. 67. Shifting bar housing assembly with block and yoke slots
Illustration No. 67. in neutral position.
2. Install shifting bar housing assembly, entering

yokes into yoke slots of corresponding gears.
3. Install attaching capscrews and tighten
securely.
65. Installing tension springs in bores in top of housing. 68. Installing shifting bar housing assembly. Make sure
Tension balls are installed under springs. yokes enter yoke slots of corresponding gears.
29
REASSEMBLY
K. To Reassemble Gear Shift Lever L. To Install Gear Shift Lever

Housing Assembly Housing Assembly
1. Install gear shift lever pivot pin in housing. 1. Make sure the shifting bar housing assembly
2. Install lockwasher and nut on outer end of is in the neutral position.
pivot pin, tighten nut securely. Illustration 2. Install gear shift lever housing, entering lower
No. 69. end of lever in notches in shift yokes and
blocks. Illustration No. 72.
3. Mount housing in a vise with bottom opening
upward. 3. Install capscrews and tighten securely.
4. Install gear shift lever in housing, fitting key-

way in pivot ball over inside end of pivot pin.
5. Install tension spring washer.
6. Install tension spring. Depress spring until
upper coil is secured under lugs cast inside the
7. Remove assembly from vise and install rubber
dust cover over upper end of lever.
8. Install ball grip at upper end of lever.
71. Seating tension spring under lugs cast in housing.
69. Installing nut and lockwasher on end of pivot pin.
72. Installing gear shift lever housing assembly on shifting

70. Installing gear shift lever in housing, inserting pivot pin bar housing. Make sure shift lever fits into notches of block
in slot in pivot ball of lever. and yokes.
30
TOOL REFERENCE
Some illustrations in this manual show the use of Listed below are illustrations which show these
specialized tools. These tools are recommended for specialized tools, the tool name and how it can be
transmission repair as they make repair easier, faster obtained. Prints are available for tools which have a
and prevent costly damage to such critical parts as Fuller tool number. Send request for tool prints to the
bearings and sleeves. Service Department, Transmission Division, Eaton
Some of these tools can be obtained from a regular Corporation, Kalamazoo, Michigan.
tool supplier, while others can be made either from
prints of the tools obtained from the Fuller Service
Department or from dimensions as required by the
individual user.
Illustration Tool How Obtained
17 Jaw Puller, large Tool Supplier
19 Jaw Puller, small Tool Supplier
Make from 18" rod, threaded 1/2"—13

25 Impact Puller one end. Attach end block and sliding
block.
27 Ring Puller Make from Fuller tool print

No. T-10325
29 Snap Ring Pliers Tool Supplier
34 & 49 Flanged-end Bearing Driver Make from Fuller tool print

No. T-10324
38, 40, 43 & 47 Tubular Sleeve Driver Make from 1/4" tubular steel accord-
ing to length and diameter required.
52 Hexagonal Wrench Make with 1/4" steel

according to nut size
63 Thimble Driver Make from Fuller tool

print No. T-9499-2
71 Tension Spring Driver Make from Fuller tool print

No. T-11938
Form No. 128 — 2M — 6-73 31 Litho in U.S.A.

DESCRIPTIO N
D ESCRI PTI O N
The 5-W-43 and 5-W-430 series transmissions Reverse, first and second ratios are spur-type
have five forward speeds and one reverse, and are gears; third, fourth and fifth are helical-type
designed primarily for medium-duty on-highway gears. Earlier models contain a helical-type sec-
equipment. ond speed gear.
The construction for all models is the same; the Except for the first and reverse ratios, all gears
difference in models is due to the size of the gears are constant mesh. Second and third gears are
which determine the gear ratios. Gear ratios are engaged by a sliding clutch collar on the main-
designated by letters, A, B, C and D, which follow shaft, and fourth and fifth gears are internally
the model number. The zero in models 5-W-430A engaged by a sliding clutch gear, also mounted on
and 5-W-430B signifies that an overdrive ratio the mainshaft. A sliding gear on the mainshaft
is used. meshes with the countershaft low speed gear or
The letter “T” is used as a second letter desig- reverse speed gear for gear engagement for these
nation to denote conical clutching teeth. Earlier two speeds.
models will not have the “T” designation.
A. Views of 5-W-43A model transmission with companion flange.
3
S P E C IFIC AT IONS
SPECI FI CATI O NS
GEAR RATIOS 5-W-43A 5-W-43C 5-W-43D 5-W-430A 5-W-430B
Fifth . . . . . . . . . . . . . 1.00 1.00 1.00 .77 .82

Fourth . . . . . . . . . . . . . 1.41 1.43 1.14 1.00 1.00
Third . . . . . . . . . . . . . . 2.47 2.30 1.77 1.77 1.90
Second . . . . . . . . . . . . . 4.61 3.91 3.33 3.33 3.57
First . . . . . . . . . . . . . . . 8.04 6.82 6.52 6.52 6.98
Reverse . . . . . . . . . . . . 8.00 6.79 6.49 6.49 6.95
POWER TAKE-OFF
Openings–Two SAE standard regular-duty: Drive Gear Speeds

Right Side–Standard length for 6/8 pitch
gear. Right Side–Turning at .524 engine speed on
Left Side–Standard length for 6/7 pitch 5-W-43C model, .548 engine speed on
gear. 5-W-43D and 5-W-430A models, .512
Drive Gear engine speed on 5-W-430B model.
Right Side–A 43-tooth, 6/8 pitch gear on Left Side–Turning at .254 engine speed on
the countershaft. 5-W43C model, .265 engine speed on
Left Side–A 29-tooth, 6/7 pitch gear on 5-W-43D and 5-D-430A models, and .248
the reverse gearing. engine speed on 5-W-430B model.
B. Shifting diagram for 5-W-43 series transmissions. C. Shifting diagram for 5-W-430 series transmissions.
4
LU BRICATIO N
BRAKE MOUNTING SPEEDOMETER DRIVE
Four 5/8" mounting studs with nuts and lock- Provision is made in the mainshaft rear bearing
washers can be furnished in rear of case for the cover for the installation of speedometer gears and
attachment of brake bracket. the attachment of cable.
CLUTCH RELEASE MECHANISM OIL CAPACITY
Clutch release bearing carrier, release bearing, Approximately 18 pints, depending upon the
extended front bearing cover, release yoke, pedal inclination of engine and transmission.
shafts and pedal adjusting arm are furnished with Weight . . . . . . . . . . . . . . . . . . . . . .355 pounds
transmissions for use with single and two-plate, Clutch Housing Size . . . . . .SAE No. 1, 2 or 3
push type clutches. Installation Dimensions . . . . .22—5/16 inches
LU BRI CATI O N
RECOMMENDED LUBRICANTS (In Order of Preference) Heavy-duty engine oil. Make sure
to specify heavy-duty type meeting
MIL-L-2104B specifications.
Mineral gear oil inhibited against

rust, oxidation and foaming.
Extreme pressure oils under

some conditions might form carbon
deposits on gears, shafts, bearings,
and synchronizer disc, and may also
glaze friction surfaces of synchro-
nizer discs—conditions which will
result in transmission malfunction
and premature failure.
It is suggested that if these con-
ditions exist, and E.P. oil is being
used, a change should be made to
straight mineral gear oil or heavy-
duty engine oil as recommended.
Transmissions in the 5-W-43 and 5-W-430 the maintenance procedures below are closely
series are designed and built so that all internal followed:
parts operate in a bath of oil circulated by the 1. Use the grade and type of oil recom-
motion of the gears and shafts. All gears, bearings, mended.
sleeves and bushings will be amply lubricated if 2. Change the gear oil at the recommended
proper lubrication procedures are followed. intervals.
3. Keep the oil at the proper level. Inspect
regularly.
MAINTENANCE
To keep the gear oil clean between oil changes
It is obvious that gear oil costs less than use the Fuller Transmission Gear Oil Filter which
replacement bearings, bushings and sleeves. Thus, can be attached to either or both power take-off
to protect the transmission, it is important that openings. This assembly includes a replaceable
5
L U B R IC AT ION
filter element that removes the accumulation of mission. In every instance, fill to the level of
metallic particles, road dirt and grit deposited in the filler opening.
the lubricant. See Illustration D. Do not overfill. Overfilling will cause oil to be
forced out of the case through the mainshaft open-
ings. Oil lost in this manner may impair the effi-
ciency of clutch and parking brake.
INSPECTION
Gear oil is to be kept even with the level of the

filler opening at all times. Check at the following
intervals:
Highway Service . . . . . . . . . . . . . .1,000 miles
Off-highway Service . . . . . . . . . . . . .40 hours
GEAR OIL CHANGE
Change the gear oil on all new equipment after

the first 3000 to 5000 miles (on-highway), or first
40 hours (off-highway); thereafter, make oil
changes as follows:
Highway Service . . . . . . . . . . . . 25,000 miles
Off-highway Service
Logging and associated
operations . . . . . . . . . . . . . . . 1,000 hours
D. Fuller Transmission Gear Oil Filter
Dirt moving, mining and
associated operations . . 250 to 500 hours,
as indicated by operation and contamina-
tion of lubricant.
OIL FILTER
DRAINING AND REFILLING Replace oil filter element at each oil change;
clean filter element housing.
To drain the transmission remove the drain plug
at bottom of case. Drain oil when transmission is
warm. After the transmission has been drained,
SPECIAL RECOMMENDATION
and before it is refilled, the case should be thor-
oughly flushed with a clean flushing oil or The above oil inspection and change periods are
kerosene. based on the average use and operating conditions
Before removing the filler plug on right side for the applications listed. It is recommended that
of case, all dirt should be removed from the the individual owner make a periodic lab analysis
area of the case adjacent to the filler opening. of the lubricant to determine contamination based
Fill the transmission to the level of the filler on the individual’s own operating conditions.
opening, metering approximately 18 pints of After this has been determined, the individual
gear oil into the transmission. The exact amount owner can then set his own inspection and oil
will depend upon the inclination of the trans- change periods based on his operation.
6
DISASSEM BLY PRECAU TI O N S
GE NERAL INSTRUCTI O NS FO R DI SASSEM BLY

the detailed disassembly procedures.
It is assumed in the detailed disassembly housing is disassembled, all parts should be laid
instructions that the transmission has been taken on a clean bench in the same order as removed.
from the chassis, the lubricant has been drained, This procedure will simplify reassembly as well
and the brake lever and parking brake removed. as reduce the possibility of losing the small
The gear shift lever housing assembly is interlock parts.
included in the detailed instructions; however,
this assembly also must be removed from trans- 3. CLEANLINESS—Provide a clean place to work.
mission before transmission can be removed It is important that no dirt or foreign material
from vehicle. enters the unit during repairs. The outside of the
Follow each procedure closely in each sec- unit should be carefully cleaned before starting
tion, making use of both the text and pictures. the disassembly. Dirt is abrasive and can dam-
Use certain precautions, as listed below, during age highly polished parts such as bearings,
disassembly. sleeves and bushings.
1. CLUTCH HOUSING —Unless absolutely nec- 4. BEARINGS—Carefully wash and relubricate all
essary the clutch housing should not be bearings as removed and protectively wrap until
removed. If disassembly is necessary to ready for use. Remove all bearings with pullers
replace either the housing or case, extreme designed for this purpose — do not remove
care should be taken during reassembly to bearings with hammer and punch.
maintain the 90° angularity between the
5. SNAP RINGS—Remove snap rings with pliers
machined face on the engine side of the hous-
designed for this purpose. Rings removed in
ing and the centerline of the mainshaft bores
this manner may be reused.
in the case. Concentricity between the pilot
diameter of the clutch housing and mainshaft 6. WHEN DRIVING— Apply force to shafts, hous-
bearing bores should also be carefully main- ings, etc., with restraint. Movement of some
tained within SAE tolerances. parts is restricted. Do not apply force after the
part being driven stops solidly. Use soft ham-
2. SHIFTING BAR HOUSING—As the shifting bar mers and bars for all disassembly work.
7
D IS A S S EMB L Y
DETAILED DISA SSEM BLY I NSTRUCTI O NS
A. To Remove the Gear Shift Lever

Housing Assembly
1. Shift the transmission into the neutral
position.
2. Turn out the four attaching capscrews and
remove the gear shift lever housing from
the transmission. Illustration No. 1.
B. To Disassemble the Gear Shift

Lever Housing Assembly
1. Removing the gear shift lever housing assembly.
1. Turn the ball grip from upper end of lever.
2. Pull the rubber boot upward and off lever.
3. Mount the assembly in a vise with the large
opening in housing upwards.
4. With a heavy screwdriver, force the spring
from under lugs cast in housing and remove
the spring from housing. Illustration No. 2.
5. Withdraw the washer and gear shift lever
from housing. Illustration No. 3.
6. Remove nut and lockwasher from pivot pin
2. Removing the gear shift lever tension spring. Pry the spring
in right side of housing. from under lugs cast into housing.
7. Remove the gear shift lever pivot pin by
forcing it inward and through wall of
housing.
C. To Remove the Shifting Bar

Housing Assembly
1. With the shifting bar housing assembly in a
neutral position, turn out the attaching cap-
screws and lift the shifting bar housing
from transmission. Illustration No. 4. 3. Withdrawing washer and gear shift lever from housing.
D. To Disassemble the Shifting Bar

Housing Assembly
NOTE:
Lay shifting bars with corresponding
yokes and blocks on a clean bench in
the same order as removed. This will
keep parts in their relative positions
and facilitate reassembly. Illustration 4. Removing the shifting bar housing assembly. Jar to break gas-
No. 5. ket seal and lift.
8
DISASSEM BLY
5. Shifting bar housing parts in relative positions. Organization of parts in this manner during removal will simplify reassembly.
9
D IS A S S EMB L Y
9. Catching tension ball as shifting bar is pulled past bore in case.

6. Removing thimble from interlock ball bore on left side of
housing.
10. Removing the tension ball and spring from bore. There are
7. Starting the upper bar out front bore of case, unseating front three tension balls and three springs in housing, one ball and one
thimble. spring under each bar.
11. Pulling the center shifting bar forward and removing the inter-
8. Pulling upper bar forward and removing shifting yoke. lock pin from the bore in neutral notch.
10
DISASSEM BLY
1. Remove the interlock ball thimble at front, 14. Remove the lockscrew from the shifting
left-side of housing. Illustration No. 6. block on the bottom (1st-reverse speed)
2. Mount the assembly in a vise with the shifting bar. Do not remove lockscrew
brake lever shaft (right-side) upwards. from yoke.
3. Cut lockwire from all yoke and block 15. Using soft bar against yoke hub, start the
lockscrews. bar forward out front bore of case, unseat-
ing front thimble as bar is moved forward.
4. Turn out the yoke lockscrew from the Illustration No.
upper (2nd-3rd speed) shifting bar.
16. Remove the yoke lockscrew.
CAUTION: A tension ball and spring is
17. Pull the bottom bar out through front bore,
located under each of the shifting bars in
removing the shifting yoke and block as
the small bores toward front of housing.
bar is withdrawn. Hold finger over tension
These will be forcibly ejected from hous-
spring bore to catch tension ball.
ing as each bar is removed; thus, hold
finger protected with padded cloth over 18. Remove tension ball and spring from bore.
bores when removing bars.
NOTE:
5. Use a curved soft bar against rear of shift- Two interlock balls will fall from the
ing bar and start the upper bar forward and interlock bore in left-side of housing as
out the front bore of housing, unseating the last bar is removed. If balls do not
front thimble as bar is moved forward. drop from housing, use a screwdriver to
Keep other bars in housing in a neutral push balls down and out of housing.
position or interlock parts will lock bars. Illustration No. 13.
Illustration No. 7.
6. Pull the upper bar partially out the front
bore, removing the yoke as bar is being
withdrawn. Illustration No. 8.
7. As bar is withdrawn past tension spring
bore, hold finger over bore to catch tension
ball. Illustration No. 9.
8. Remove the tension ball and spring from
bore. Illustration No. 10.
9. Remove the yoke lockscrew from center
(4th-5th speed) shifting bar.
10. Use a curved soft bar against rear of shift- 12. Starting the lower shifting bar forward. Lockscrew is not
removed from shifting yoke.
ing bar and start the center bar forward out
front bore of case, unseating front thimble
as bar is moved forward. Keep lower bar in
neutral position.
11. Pull the center shifting bar partially out
front bore, removing the small interlock
pin from the bore in neutral notch of bar as
the neutral notch clears housing.
12. As center bar is withdrawn, remove yoke
from bar and hold finger over tension
spring bore to catch ball.
13. Remove the tension ball and spring from 13. Two interlock balls will drop from bore in housing as last bar
bore. is removed.
11
D IS A S S EMB L Y
17. Removing drive gear assembly from front bore.

14. Removing companion flange nut from rear of shaft.
15. Removing capscrews from front bearing cover.
18. Relieving the drive gear bearing nut where peened into shaft.
16. Moving drive gear assembly forward from inside of case. 19. Removing the drive gear nut, left-hand thread.
12
DISASSEM BLY
19. Remove the rear thimble from shifting 3. Turn the drive gear nut from shaft, LEFT-
bar bore at rear of housing. Use shifting HAND THREAD. Illustration No. 19.
bar to force thimble outward from the 4. Press the drive gear bearing from shaft.
inside.
H. To Remove the Mainshaft Assembly
E. To Remove the Universal Joint 1. Turn out the attaching capscrews and
Companion Flange remove the mainshaft rear bearing cover.
1. Lock the mainshaft by engaging two speeds
with the sliding gears. 2. Remove the speedometer gear or the
replacement spacer from rear of mainshaft.
2. Turn the companion flange nut from rear of
mainshaft. Illustration No. 14. 3. Remove the speedometer gear washer from
rear of mainshaft.
3. Pull the companion flange to the rear and
off splines of mainshaft. 4. Use soft bar and mall against front of main-
shaft to move the assembly to the rear and
to unseat rear bearing from the case bore.
NOTE:
The countershaft rear bearing nut can
also be removed at this time while the
mainshaft is still locked in position, thus
making removal of nut easier and with-
out the aid of blocking. To remove the
countershaft bearing nut: remove rear
bearing cover from countershaft, relieve
nut where peened and turn nut from
shaft; see paragraphs 1, 2 and 3 of sec-
tion K.
F. To Remove the Drive Gear

Assembly
1. Remove the clutch release mechanism.
2. Turn out the attaching capscrews from the
front bearing cover. Illustration No. 15. 20. Removing the mainshaft rear bearing cover.
3. Tap against drive gear from inside of case

with soft bar and mall to move the assembly
forward. Illustration No. 16.
4. Remove the cover from shaft as drive gear
is moved forward.
5. Remove drive gear and clutch shaft from
front bore of case. Illustration No. 17.
G. To Disassemble the Drive Gear

Assembly
1. Mount the drive gear in a soft-jawed vise
with the pilot end up.
2. Relieve the drive gear nut at points where it
is peened into the two milled slots of shaft 21. Driving through soft bar to move mainshaft assembly to the
shoulder. Illustration No. 18. rear, unseating rear bearing from case bore.
13
D IS A S S EMB L Y
22. Pulling rear bearing from mainshaft.
25. Removing washer retaining key from its keyway between

splines of mainshaft.
23. Lifting mainshaft assembly from case.
26. Turning splined washer in its groove. Insert small punch or

screw driver so that it engages internal teeth of gear and slot in
washer; turn washer by turning gear.
27. Removing the fourth speed gear and splined washer from
24. Removing pilot bearing from mainshaft. shaft.
14
DISASSEM BLY
5. Remove mainshaft rear bearing from shaft.

6. Lift the mainshaft assembly out through top
of case, leaving the 1st-reverse sliding gear
inside the case. Illustration No. 23.
7. Remove the sliding gear from case.
I. To Disassemble the Mainshaft

Assembly
1. Mount the assembly in a soft-jawed vise
2. Remove the pilot bearing from mainshaft.
Use pullers behind the sliding clutch gear
to apply even pressure on bearing.
3. Remove the sliding clutch gear from
mainshaft.
4. Pry the washer retaining key from its key-
way between splines of mainshaft.
5. Turn the splined washer in its groove inside
28. Pressing the third speed gear and fourth speed gear sleeve
the hub of the fourth speed gear until the lugs
from shaft.
on its inside diameter align with grooves in
mainshaft. Illustration No. 26.
6. Move the fourth speed gear forward on
shaft to remove the washer and gear from
shaft. Illustration No. 27.
7. Place the assembly in a press, using the
rear face of the third speed gear as a base.
8. Press the third speed gear and fourth speed
gear sleeve from mainshaft. Illustration
No. 28.
9. Remove the sliding clutch collar from the
splined sleeve.
10. Place the assembly in a press, using the rear
face of the second speed gear as a base.
11. Press the second speed gear, the splined
sleeve, and the third speed gear sleeve
from the mainshaft. Illustration No. 29.
12. Remove the three Woodruff keys from
keyways in mainshaft.
J. To Remove and Disassemble the

Reverse Gearing
1. Turn out the capscrew from rear of case 29. Pressing15 the second speed gear, the splined sleeve, and the
and remove the reverse shaft lock. third speed gear sleeve from shaft.
15
D IS A S S EMB L Y
30. Removing the reverse gear shaft with impact puller.
34. Pulling rear bearing from countershaft.
31. Removing bearings from bore of reverse gearing.
35. Lifting countershaft assembly from case.
32. Relieving the countershaft bearing nut where peened into shaft.
33. Turning countershaft bearing nut from shaft. 36. Removing snap ring from front of countershaft.
16
DISASSEM BLY
2. Insert shaft puller and remove the reverse

shaft from case. Illustration No. 30.
3. Remove the reverse gearing and the two
thrust washers from case.
4. Remove the two needle bearings from the
reverse gearing bore. Illustration No. 31.
K. To Remove the Countershaft

Assembly
1. If countershaft bearing nut has not been
previously removed, turn out the attaching
capscrews and remove the countershaft rear
bearing cover.
2. Relieve the countershaft bearing nut where
it is peened into the milled slot of shaft.
3. Place wood blocking between countershaft
gears and case. Turn nut from shaft, right-
hand thread. Illustration No. 33.
4. Move the countershaft assembly to the rear
37. Pressing drive gear from countershaft.
to unseat the rear bearing from case bore
and the shaft from front bearing.
5. Pull the rear bearing from countershaft.
6. Tilt the countershaft assembly and lift
through top of case. Illustration No. 35.
7. Remove the washer from front of counter-
shaft or from case.
8. Remove the front bearing from case bore.
L. To Disassemble the Countershaft

Assembly
1. Remove the snap ring from groove at front
of countershaft. Illustration No. 36.
2. Press the drive gear from countershaft.
Press gears from countershaft ONE AT A
TIME. Illustration No. 37.
3. Press the power take-off gear from counter-
shaft.
4. Press the fourth speed gear from countershaft.
5. Press the third speed gear from counter-
shaft.
6. Remove the Woodruff keys from counter-
shaft. 38. Pressing fourth speed gear from countershaft.
17
PR E V E N T IVE MA INT E NA NCE CH ECK CH ART
Model 5-W-43A
18
P R E VEN TIVE M AIN TEN AN CE CH ECK CH A RT
P REVENTIVE MAI NTENANCE CHECK CHART

CH E C K S W IT H OU T P A R T IA L C H E C K S W ITH FLOOR B OA R D S
DI S AS SE M B L Y OF C H A S SIS OR C A B REMOVED
1. Hand brake lever assembly 9. Shift lever tension spring and washer
a. Rivets or screws in hand grip for looseness Remove gear shift lever housing and check
and wear. tension spring and washer for set and wear
b. Spring in hand grip for fracture and set. respectively.
c. Mounting shaft for lubrication and wear.
10. Gear shift lever housing
d. Axial clearance of lever assembly on Remove tension spring and washer and check
mounting shaft. Increase or decrease by gear shift lever pivot pin for wear.
tightening or loosening nut.
e. Wear on latch rod at joint with latch. 11. Gear shift lever
f. Wear on latch from contact with segment Check bottom end of gear shift lever for wear
and at latch rod hole. from contact with shifting yokes and blocks,
and check slot in pivot ball for wear from
g. Wear on segment from drag of latch.
pivot pin.
2. Capscrews in bolt circle of clutch
housing. 12. Shifting yokes and blocks
Check for looseness. With gear shift lever housing removed, check
lever slots, yokes and blocks, as well as
3. Clutch release bearing carrier oil pipe latchout plungers for wear from contact with
or flexible tube shift lever.
Check for wear from drag in slot of housing.
4. Clutch release bearing C H E C K S W ITH D R IV E LIN E
Remove hand hole cover and check radial and D R OP P E D
axial clearance in release bearing. Also check
relative position of thrust surface of release 13. Universal joint companion flange
bearing with thrust sleeve on push type retaining nut
clutches. (See maintenance manual—single Check for tightness. Tighten to recommended
plate type clutches.) torque.
5. Clutch pedal shaft
Pry upward to check wear at bearing surface in C H E C K S W ITH D R IV E LIN E
clutch housing. D R OP P E D A N D W ITH U N IV E R S A L
JOIN T C OMP A N ION FLA N GE
6. Gear lubricant
R E MOV E D
Change at specified service intervals; use only
gear oils as recommended. See Lubrication
section, page 5. 14. Splines on output shaft
Check for wear from movement and chucking
7. Filler and drain plugs action of universal joint companion flange.
Remove filler plug and check level of lubri-
cant. Tighten filler and drain plug securely. 15. Mainshaft rear bearing cover
Check oil return threads or oil seal for wear.
8. Gear shift lever
Check for looseness and free play in housing. 16. Output shaft
If lever is loose and sloppy in housing, proceed Pry upward against output shaft to check
with Check No. 9. radial clearance in mainshaft rear bearing.
19
IN S P E CT ION
IN SPECTI O N
Before reassembling the transmission, the indi- D. Thrust Washers
vidual parts should be carefully checked to elimi- 1. Check surfaces of all thrust washers.
nate those damaged from previous service. This Washers scored or reduced in thickness
inspection procedure should be carefully followed should be replaced.
to insure the maximum of wear life from the
rebuilt unit.
The cost of a new part is generally a small frac- E. Reverse Gear and Shaft
tion of the total cost of down time and labor, 1. Check bore of gear and diameter of shaft
should the use of a questionable part make addi- for wear from action of roller bearings.
tional repairs necessary before the next regularly Replace these parts if worn.
scheduled overhaul.
Recommended inspection procedures are set
forth in the check list which follows:
F. Gray Iron Parts
1. Check all gray iron parts for cracks and
breaks. Replace or repair parts found to be
A. Bearings damaged. Heavy castings may be welded or
1. Wash all bearings in clean solvent. Check brazed providing the cracks do not extend
balls, rolls and races for pits and spalled into bearing bores or bolting surfaces.
areas. Replace bearings which are pitted or
spalled.
G. Clutch Release Parts
2. Lubricate bearings which are not spalled or
1. Check clutch release parts. Replace yokes
pitted and check for axial and radial clear-
worn at cam surfaces and bearing carrier
ances. Replace bearings with excessive
worn at contact pads.
clearances.
2. Check pedal shafts. Replace those worn at
3. Check fits of bearings in the case bores. If
bearing surfaces.
outer races turn freely in the bores, the case
should be replaced.
H. Shifting Bar Housing Assembly
B. Gears 1. Check yokes and blocks for wear at pads
and lever slot. Replace those which are
1. Check operating gear teeth for pitting on
worn.
the tooth faces. Gears with pitted teeth
should be replaced. 2. Check yokes for alignment. Straighten
those which are sprung.
2. Check all engaging gear teeth both internal
and external. Gears with teeth worn, 3. Check lockscrews in yokes and blocks.
tapered or reduced in length from clashing Tighten and rewire those found loose.
in shifting should be replaced. 4. If housing has been dismantled, check neu-
3. Check radial clearances of bushed gears. tral notches of shifting bars for wear from
Where excessive radial clearance is found, interlock balls. Bars indented at points
replace the bushing. adjacent to the neutral notch should be
replaced.
C. Splines
1. Check splines on all shafts and drive gears
I. Gear Shift Lever Housing
for wear. If sliding gears, companion flange Assembly
or clutch hub have worn into the sides of the 1. Check spring tension on shift lever.
splines, the shafts or gears in this condition Replace tension spring and washer if lever
should be replaced. moves too freely.
20
IN SPECTIO N
IN SPECTIO N
J. Bearing Covers ing locking notches. Use hone or emery

cloth.
1. Check covers for wear from thrust of adja-
cent bearing. Replace covers worn and 3. Lubricate bushing and bore of gear.
grooved from thrust of bearing outer race. 4. Make sure that lugs on bushing line up with
2. Check bores of covers for wear. Replace locking notches in gear hub. If bushing is
those worn oversize. type in which oil holes are drilled, make
sure oil holes are lined up with oil holes in
gear.
K. Oil Return Threads 5. Press bushing carefully into gear hub.
1. Check oil return threads in bearing covers. 6. Bushing should be 1/32" inside gear hub.
If sealing action of threads has been Lugs must not project beyond face of gear
destroyed by contact with input shaft or hub when locked in place.
companion flange, replace the cover.
7. Remove all burrs and sharp edges from
bushing.
L. Bushings, Mainshaft Gears 8. If replacement bushing is without oil holes,
Check bushed gears on sleeves to determine drill holes working through corresponding
radial clearance. Replace bushings in main- holes in gear. Make sure all oil holes are
shaft gears if there is excessive radial clear- open and remove all burrs resulting from
ance. The following instructions apply to the drilling operation.
installation of replacement bushings:
9. Check gears on lubricated sleeves and shaft
1. Clean bore of gear thoroughly and remove seats to determine that they move freely. If
all burrs. additional radial clearance is required, pol-
2. Remove sharp edge from end of bore hav- ish ID of bushing.
21
TO R Q U E RAT INGS
TORQUE RATI NG S
Recommended torque ratings, location and Correct torque application is extremely
thread sizes of capscrews and nuts used on important to assure long transmission life and
5-W-43 and 5-W-430 series transmissions are dependable performance. Over-tightening or
listed below. Capscrew lengths are given for ref- under-tightening can result in a loose installation
erence purposes as a guide for installation at and, in many instances, eventually cause damage
proper locations. to transmission gears, shafts or bearings.
NUTS
LOCATI O N O F G ASKETS
1. Between gear shift lever housing and shift- 5. Between countershaft rear bearing cover
ing bar housing. and case.
2. Between shifting bar housing and case. 6. Between right-side power take-off cover
3. Between drive gear bearing cover and case. and case.
4. Between mainshaft rear bearing cover and 7. Between left-side power take-off cover and
case. case.
22
REASSEM BLY PRECAU TION S
G ENERAL
INSTRUCTIONS FO R REASSEM BLY
the detailed reassembly procedures.
Make sure that interiors of case and other outer races of bearing, preventing damage to balls
housings are clean. It is important that dirt be and helping to maintain correct bearing alignment
kept out of transmission during reassembly. Dirt with shaft and bore. If tubular or sleeve type driver
is abrasive and can damage polished surfaces of is used, apply force only to inner race and drive
sleeves, bushings, bearings and washers. Use through tubing of correct diameter. Never apply
certain precautions, as listed below, during force to outer race only.
reassembly.
6. UNIVERSAL JOINT COMPANION FLANGE—
1. GASKETS—Use new gaskets throughout the Make sure the companion flange is pulled
transmission as it is being rebuilt. Make sure tightly into place with the mainshaft nut. At the
all gaskets are installed, see heading “Location same time make sure that all parts between aux-
of Gaskets.” Omission of gaskets can result in iliary mainshaft rear bearing and inside end of
oil leakage or misalignment of bearing covers. companion flange are in place. Omission of
parts between companion flange and rear bear-
2. CAPSCREWS—To prevent oil leakage, use ing or failure to pull the flange tightly into
shellac on all capscrews. See torque rating place will permit the shaft to move axially with
chart for recommended torque applications. resultant damage to pilot bearing, mainshaft
and drive gear.
3. BUSHED GEARS, SHAFTS, WASHERS—
Coat all bushings, gear seats, thrust washers When installing companion flange, use
and splines of shafts with Lubriplate during 350–400 foot-pounds of torque. Make sure
installation to provide initial lubrication, thus the speedometer gear washer and the
preventing scoring and galling. speedometer gear have been installed
between flange and bearing. If speedome-
4. AXIAL CLEARANCES, BUSHED GEARS— ter gear is not used, a replacement spacer
Maintain original axial clearance of .006" min- of the same width must be used.
imum and .012" maximum.
7. OIL FILLING—Remember to fill the transmis-
5. BEARINGS—Use of flanged-end bearing dri- sion with the correct amount of straight min-
vers is recommended for installation of bearings. eral gear oil of the grade recommended for the
These drivers apply equal force to both inner and prevailing season.
REASSEM BLY
23
R E A S S EMB L Y
41. Installing snap ring in groove at front of countershaft.
39. Pressing fourth speed gear on countershaft.
42. Installing washer on front of countershaft.
40. Pressing power take-off gear on countershaft. 43. Installing rear bearing on countershaft and into case bore.
24
REASSEM BLY
DETAILED REASSEM BLY I NSTRUCTI O NS
A. To Reassemble the Countershaft 5. Place blocking between gears and case, and
install the countershaft bearing nut on rear
1. Install the four Woodruff keys in keyways
of shaft, using 225–275 foot-pounds of
in countershaft. Press gears on countershaft
torque. Illustration No. 44.
ONE AT A TIME.
2. Line up keyway in gear with keys in shaft NOTE:
and press the third speed gear on counter-
The countershaft bearing nut can be
shaft, long hub of gear to the rear. Seat
tightened after the mainshaft and drive
tightly against integral gear of counter-
gear assemblies have been installed in
shaft.
case so that countershaft can be locked
3. Line up keyway in gear with keys in shaft by engaging two speeds with the main-
and press the fourth speed gear on coun- shaft sliding gears.
tershaft, long hub towards the front. Seat
tightly against third speed gear. Illustra- 6. Peen the nut into the milled slot in counter-
tion No. 39. shaft. Illustration No. 45.
4. Line up keyway in gear with keys in shaft
and press the power take-off gear on coun-
tershaft, long hub towards the rear. Seat
tightly against fourth speed gear.
5. Line up keyway in gear with key in shaft
and press the drive gear on countershaft,
long hub to the rear. Seat tightly against
power take-off gear.
6. Install the snap ring in groove at front of
B. To Install the Countershaft

Assembly
1. Install the bearing in front countershaft
bore in case. 44. Installing countershaft bearing nut, using 225–275 ft. lbs. of
torque.
2. Set the countershaft assembly vertically in
case, drive gear upwards, and install washer
on front of shaft. Illustration No. 42.
3. Set the countershaft into horizontal posi-
tion in case, then move forward to insert
the front of shaft into front bearing. Make
sure washer has remained in position on
shaft.
4. Install the rear bearing on countershaft and
into bore of case, shield to the inside. Seat
bearing tightly against shoulder of shaft.
Illustration No. 43. 45. Peening countershaft bearing nut into milled slot.
25
R E A S S EMB L Y
46. Placing the two needle bearings into bore of reverse

gearing.
49. Placing reverse gearing into position in case.
50. Installing reverse gear shaft in case.

47. Reverse gear shaft inserted into case so that rear thrust washer
is held in position.
48. Placing front thrust washer in recess of reverse gearing. 51. Installing the second speed gear on mainshaft.
26
REASSEM BLY
7. Install the rear bearing cover on case,

tighten capscrews securely.
C. To Reassemble and Install the

Reverse Gearing
1. Place the two needle bearings inside the
bore of the reverse gearing. Illustration
No. 46.
2. Insert the reverse gearing shaft through
bore in case so that it protrudes inside the
case just enough to hold the rear thrust
washer in position and place the rear thrust
washer on shaft. Illustration No. 47.
3. Place the front thrust washer in the recess
at front of reverse gearing. Illustration
No. 48.
4. Place the reverse gearing with the front
thrust washer into position in case, large
gear towards the front. Illustration No. 49.
5. Install the shaft through the washers and
reverse gearing, making sure milled flat on
end of shaft aligns with lockscrew hole in
case. Install shaft until milled flat is flush 52. Installing splined sleeve on mainshaft.
with case. Illustration No. 50.
6. Install the reverse shaft lock, tighten cap-
screw securely.
D. To Reassemble the Mainshaft

Assembly
1. Mount the mainshaft in a soft-jawed vise
2. Install the Woodruff keys in the three key-
ways in mainshaft.
3. Install the second speed gear on mainshaft,
clutching teeth towards the pilot end.
4. Install the splined sleeve on mainshaft, lin-
ing up keyway in sleeve with key in shaft.
Fit tightly against shaft shoulder with the
chamfered ID towards the second speed
gear. Illustration No. 52.
5. Install the splined clutch collar on the
splined sleeve. Illustration No. 53.
6. Line up keyway in the third speed gear
sleeve with key in shaft, and install the 53. Installing splined clutch collar on mainshaft.
27
R E A S S EMB L Y
56. Installing the fourth speed gear sleeve on mainshaft.

54. Installing the third speed gear sleeve on mainshaft.
55. Installing the third speed gear on sleeve. 57. Installing the fourth speed gear on sleeve.
28
REASSEM BLY
sleeve on shaft, fitting tightly against

splined sleeve. Illustration No. 54.
7. Install the third speed gear on sleeve,
clutching teeth towards the rear of shaft.
8. Line up keyway in the fourth speed gear
sleeve with key in shaft, and install the
sleeve on shaft, seating tightly against
9. Install the fourth speed gear on sleeve,
clutching teeth forward. Illustration No.
57.
10. Install the splined washer in pocket of
fourth speed gear and in its groove on
mainshaft. Chamfer on ID towards gear.
11. Turn the splined washer in its groove until
lugs on its inside diameter align with
raised splines of mainshaft. Illustration
No. 59.
12. Install the washer retaining key in keyway 59. Turning splined washer in its groove. Insert small punch or
screw driver to engage internal gear teeth with slot in washer; turn
between raised splines of mainshaft. washer by turning gear.
60. Installing the washer retaining key in keyway, inserting thick

58. Installing the splined washer on mainshaft. end of key between splines of washer.
29
R E A S S EMB L Y
63. Lowering mainshaft assembly into position in case.
61. Installing the 4th-5th speed sliding clutch gear on mainshaft.
64. Installing rear bearing on mainshaft and into case bore.
65. Installing speedometer drive gear on mainshaft. Note

62. Installing the pilot bearing on mainshaft. speedometer gear washer already installed.
30
REASSEM BLY
13. Install the 4th-5th speed sliding clutch wrench with a two-foot handle, multiply
gear on mainshaft with side marked 150 × 2 which will equal 300 ft. lbs. of
“front” to the front. Illustration No. 61. torque. Ordinary pull scales can be
14. Install the pilot bearing on mainshaft, used to measure pounds of pull.
chamfered inner diameter to the rear.
E. To Install the Mainshaft Assembly

1. Install the 1st-reverse sliding gear on main-
shaft, yoke slot towards the front. Place
gear to the rear on splines as far as possible.
2. Tilt the mainshaft assembly and place in
position in case. Illustration No. 63.
3. Install the mainshaft rear bearing on shaft
and into case bore, seating tightly against
4. Install the speedometer gear washer on
mainshaft and against bearing. 66. Installing the mainshaft rear bearing cover.
5. Install the speedometer drive gear or the
replacement spacer on rear of mainshaft
and against washer. Illustration No. 65.
6. Install the mainshaft rear bearing cover.
Tighten capscrews securely in a staggered
or opposite sequence. Illustration No. 66.
F. To Reassemble the Drive Gear

Assembly
1. Press the drive gear bearing on shaft, seat-
ing tightly against shoulder of shaft, snap
ring away from gear.
2. Mount the drive gear in a soft-jawed vise
3. Apply ample amount of Grade AV Loctite 67. Applying Loctite to threads of drive gear bearing nut.
to threads of shaft and bearing nut.
4. Install the bearing nut on shaft, left-hand
thread, and secure with 250–300 foot-
pounds of torque. Wipe off excess Loctite.
NOTE:
If torque wrench is not available,

torque can be closely approximated by
multiplying the pounds of pull times the
length of wrench handle. For example:
if there is 150 pounds of pull on a 68. Installing bearing nut on shaft, left-hand thread.
31
R E A S S EMB L Y
72. Installing the companion flange nut on rear of mainshaft,

using 350–400 ft. lbs. of torque.
69. Peening bearing nut into the two milled slots in shaft.
73. Depressing tension spring and ball in bore as shifting bar is

pushed into housing. Insert shows the installation of spring and
ball. There is a tension spring and ball for each bar.
70. Installing drive gear assembly into front case bore. Make sure
pilot bearing on mainshaft seats properly in pocket of drive gear.
74. Installing the 2nd-3rd speed yoke as bar is being pushed into
71. Installing the drive gear bearing cover. housing.
32
REASSEM BLY
5. Lock the bearing nut by peening it into the NOTE:

two milled slots in shaft. Illustration No.
If torque wrench is not available, see
69.
Section F, paragraph 4 of Reassembly.
6. To hasten the hardening of Loctite, place
the drive gear assembly under heat lamps
for 10 to 15 minutes. This procedure will I. To Reassemble the Shifting Bar
set-up the Loctite solution rapidly and drive Housing
gear assembly will be ready for immediate 1. Mount the housing in a vise with the brake
use. Otherwise, at room temperature, lever boss (right-side) down.
Loctite takes from 4 to 6 hours to set-up
properly. 2. Start the 2nd-3rd speed shifting bar through
the front, bottom bore in housing. This bar
is the short bar which does not have an
G. To Install the Drive Gear Assembly interlock pin bore in the neutral notch.
1. Install the clutch shaft and drive gear, with
NOTE:
assembled nut and bearing, into the case
bore. Turn the mainshaft during installation Refer to Illustration No. 5, page 9, as a
of the drive gear to make sure the pilot guide for reassembling shifting bars
bearing seats correctly in pocket of drive and yokes.
gear. Illustration No. 70.
2. Install the drive gear bearing cover on case, 3. As the shifting bar reaches the tension
oil channel to the bottom. Tighten cap- spring bore, insert spring and ball in bore.
screws securely. Illustration No. 71. Push ball and spring inward and move bar
into housing past ball. Illustration No. 73.
3. Install the clutch release mechanism.
4. Continue to move shifting bar into housing,
installing the 2nd-3rd speed shifting yoke
H. To Install the Universal Joint on bar with fork of yoke to the rear.
Companion Flange
5. Install lockscrew in yoke, tighten and wire
1. Lock the mainshaft by engaging two speeds securely.
with the sliding clutch gears.
6. Install the 3/4 inch interlock ball in opening
2. Make sure the speedometer washer and the in right side of housing. This ball rides
speedometer gear are installed on main- between the 2nd-3rd speed shifting bar and
shaft. the 4th-5th speed shifting bar. Illustration
3. Install the companion flange on splines of No. 75.
mainshaft.
NOTE:
Bearing cover must be perfectly

aligned. Use the companion flange as a
gauge to see if cover binds or rubs
against companion flange when shaft is
turned. If bind or rub does occur,
loosen capscrews in cover, reposition
cover and retighten capscrews.
4. Install the companion flange nut on rear of

mainshaft, using 350–400 foot-pounds of
torque. Illustration No. 72. 75. Installing interlock ball in bore in side of housing.
33
R E A S S EMB L Y
7. Start the 4th-5th speed shifting bar

through the front, center bore of housing.
This is the short bar which has an inter-
lock pin bore in the neutral notch.
8. As the shifting bar reaches the tension
spring bore, insert spring and ball in bore.
Press ball and spring inward and move bar
into housing past ball.
9. Continue to move bar into the housing,
installing the 4th-5th speed shifting yoke
on bar with the yoke fork towards the
front, and installing the interlock pin in
bore of neutral notch as notch enters hous-
ing. Illustration No. 76.
76. Installing interlock pin in neutral notch of 4th-5th speed shift-
ing bar. Tension spring, ball and yoke have already been installed.
10. Install the lockscrew in yoke, tighten and
wire securely.
11. Install the 3/4 inch interlock ball in open-
ing in right side of housing. This ball rides
between the 4th-5th speed shifting bar and
the 1st-reverse speed shifting bar.
12. Start the 1st-reverse speed shifting bar
through the front, top bore in housing.
This is longest of the three shifting bars.
13. As the shifting bar reaches the tension
spring bore, insert spring and ball in bore.
Press ball and spring inward and move the
bar into housing past ball.
14. Continue to move the shifting bar into
77. Installing interlock ball in bore in side of housing. housing, installing the shifting block and
the 1st-reverse speed shifting yoke on bar.
Shifting yoke is installed with the long
hub towards the front of housing. Illustra-
tion No. 78.
15. Install the yoke and block lockscrews,
tighten and wire securely.
16. Recheck placement of yokes for correct
position. Illustration No. 79.
17. Install the thimble in interlock ball open-
ing in right-side of housing. Illustration
No. 80.
18. Install thimble in rear shifting bar bore.
This is the longest of the four thimbles.
78. Installing the yoke and shifting block on the 1st-reverse shifting
bar as it is being pushed into housing. Tension ball and spring have 19. Install thimbles in the three front shifting
been installed. bar bores. Illustration No. 82.
34
REASSEM BLY
79. Shifting bars, yokes and block correctly assembled with

lockscrew tightened and wired.
81. Installing thimble in rear shifting bar bore.
80. Installing thimble in interlock ball opening. 82. Installing thimbles in front shifting bar bores.
35
R E A S S EMB L Y
86. Installing gear shift lever in housing, inserting pivot pin in slot
in pivot ball of lever.
83. Shifting bar housing with yokes and shifting block in the neu-
tral position.
87. Placing the tension spring washer in housing.
84. Installing shifting bar housing assembly, fitting yokes into yoke
slots of corresponding gears.
88. Seating the tension spring under lugs cast in housing. Insert
85. Installing lockwasher and nut on gear shift lever pivot pin. shows spring correctly seated.
36
REASSEM BLY
J. To Install the Shifting Bar Housing 8. Install the ball grip at upper end of lever.
1. Make sure the transmission and the shifting
bar housing assembly are in the neutral L. To Install the Gear Shift Lever
position. Illustration No. 83. Housing Assembly
2. Install the shifting bar housing on the trans- 1. Make sure the shifting bar housing assem-
mission case, inserting yokes of shifting bar bly is in the neutral position.
housing into the yoke slots of correspond-
2. Install the gear shift lever housing on shift-
ing gears. Illustration No. 84.
ing bar housing, entering lower end of lever
3. Install the attaching capscrew and tighten in notches in shifting yokes and blocks.
securely. Illustration No. 89.
3. Install capscrews and tighten securely.
K. To Reassemble the Gear Shift
Lever Housing Assembly
1. Install the gear shift lever pivot pin in housing.
2. Install the lockwasher and nut on outer end
of pivot pin, tighten nut securely. Illustra-
tion No. 85.
3. Mount the housing in a vise with the large
bottom opening upwards.
4. Install the gear shift lever in housing, fit-
ting key way in pivot ball over end of pivot
pin. Illustration No. 86.
5. Install the tension spring washer in hous-
6. Install the tension spring in housing.
Depress spring until upper coil is secured
under lugs cast inside the housing.
7. Remove the assembly from vise and install 89. Installing the gear shift lever housing assembly on shifting
the rubber dust cover on lever and against bar housing. Make sure shift lever fits into notches of yokes and
top of housing. block.
37
TO O L R E F E R E NC E
3 7 TOO L REFERENCE
Some illustrations in this manual show the use Listed below are illustrations which show these
of specialized tools. These tools are recommended specialized tools, the tool name and now it can be
for transmission repair as they make repair easier, obtained. Prints are available for tools which have
faster and prevent costly damage to such critical a Fuller tool number: send requests to the Service
parts as bearings and sleeves. Department, Eaton Corporation, Transmission
Some of these tools can ben obtained from a Division, Kalamanzo, Michigan.
regular tool supplier, while others can be made Also available upon request is a tool booklet
either from prints of the tools obtained from the which gives in detail the use and description of
Transmission Division or from dimensions as suggested specialized tools for rebuilding Fuller
required by the individual user. transmissions.
38
DESCRIPTION
Models in the 3-speed-65 auxiliary transmission series are designed for use with medium to heavy duty
four or five speed transmissions, including Fuller models in the 5-W-43 series, 5-AW-65 series and
5-CW-65 series.
GEAR RATIOS AND SPECIFICATIONS

3-K-65 3-L-65 3-M-65 3-P-65 3-Q-65
High .78 .78 .78 1.00 1.00
Intermediate 1.00 1.00 1.00 1.32 1.32
Low 2.18 1.24 1.75 2.18 1.75
NOTE: This manual applies to all units in the 3-speed-65 series, including early models designated as
3-A-65, 3-B-65, etc.
Weight, less supports --------------------270 lbs.

rear support --------------------20 lbs.
front support --------------------29 lbs.
Installation Dimensions ----------------19-1/16"
Lubricant Capacity ----------------------6-1/2 qts.
Mountings
Front ------------------------------------Trunnion with cross member including insert for trunnion.
Rear ------------------------------------Cross member with vertical mounting holes.
Control ------------------------------------Two shift bars, on right side, designed for use with Model AC Control.
Power Take-Off
SIDE MOUNTED—
RIGHT SIDE ONLY --------------A 39 tooth 6/8 pitch gear revolving at .941 input shaft speed can be furnished
on specification at additional cost.
TOP MOUNTED ----------------------All models may be equipped with model 3PT65 power take-off which provides
one forward and one reverse speed. With the output shaft turning
in the same direction as the auxiliary drive gear, the reduction is 1.03:1.
With the output shaft turning in the opposite direction, the reduction is
1.015:1.
Speedometer Drive ----------------------Provision is made in the output shaft bearing cover for installation of
speedometer drive and driven gears and attachment of cable.
©Copyright Eaton Corporation

Transmission Division — 1972
2
DISASSEMBLY
The following instructions are based on the assump- 2. BEARINGS—Carefully wash and relubricate as
tion that the transmission has been taken from the removed. Protectively wrap until ready for use.
chassis, the lubricant has been drained, and the uni-
versal joint companion flanges have been removed Remove all bearings with pullers designed for
from both the input and output shafts. this purpose. DO NOT REMOVE BEARINGS
WITH HAMMER AND PUNCH.
3. SNAP RINGS—Remove snap rings with plier

PRECAUTIONS FOR DISASSEMBLY: designed for this purpose. Rings removed in this
manner may be reusable.
1. CLEANLINESS—Provide a clean place to work.
It is important that no dirt or foreign material 4. WHEN DRIVING—Apply force to shafts, bear-
enters the unit during repairs. The outside of the ings, etc., with restraint. Movement of some parts
unit should be carefully cleaned before starting the is restricted. USE SOFT HAMMERS AND BARS
disassembly. FOR ALL DISASSEMBLY WORK.
DETAILED DISASSEMBLY INSTRUCTIONS

(Model 3-A-65 Illustrated)
A. To Remove Cover and

Shifting Bars
1. Shift the transmission into neutral position.
Turn out the attaching capscrews and remove
top cover or 3-PT Power Take-Off if auxil-
iary is so equipped.
2. Remove yoke-bar upper and lower poppet

plugs, springs and balls.
3. Cut lock wires and remove lock screws from

both shifting yokes.
1 . Removing upper shifting bar and taking out low-speed
shifting yoke and spacer.
4. Remove upper shifting bar and take out low-
speed shifting yoke and spacer. Illustration
No. 1.
5. Remove lower shifting bar and take out high-

speed shifting yoke and spacer.
NOTE: There will be an upper and lower,

1
/2" poppet ball, plus one interlocking ball
located between the two shifting bars—
three in all. Care should be taken that the
tendon springs and balls are not lost as the
bars are removed. Place yokes, bars, etc. on
a clean bench in order removed. Illustration
2. Photo showing placement of bars, yokes, spacers, poppet
No. 2. bails, springs and plugs.
3
6. Removing washer key from keyway in shaft. Start key by
3. Driving mainshaft assembly to the rear from inside case,
forcing mainshaft rear bearing out of its seat in case. prying with small screw driver.
7. Turning overdrive-gear washer in groove in shaft.

Engage both the internal teeth of gear and notch on outside
diameter of washer with small screw driver. Turn washer by
turning gear.
4. Removing mainshaft rear bearing. Use jaw pullers. Do

not use punch and hammer for bearing removal.
8. Removing overdrive washer and gear by lifting gear over

5. Removing mainshaft assembly from case. pilot end of shaft.
4
B. To Remove Mainshaft D. To Remove Main Drive Gear
Assembly
1. Force countershaft assembly to rear until the
1. Take out capscrews and remove rear bearing cup of the countershaft rear bearing has been
cover. Remove speedometer drive gear and forced from its bore in case. Remove
washer from mainshaft. cup.Illustration No. 10.
2. Drive the mainshaft assembly to the rear from 2. Move countershaft back through rear bore as
inside the case, forcing mainshaft rear bear- far as it will go.
ing out of its seat in case bore. Illustration
3. Remove retaining nuts and lock washers from
No. 3.
drive-gear bearing cover.
3. Pull the mainshaft rear bearing. Illustration
No. 4.
4. Remove low-speed sliding clutch gear

through mainshaft rear bearing bore and over
universal end of the shaft.
5. Tilt mainshaft assembly and remove through

top of case. Illustration No. 5.
C. To Dismantle Mainshaft
Assembly
1. Mount assembly in a vise equipped with soft
jaws, pilot end of shaft in upright position.
2. Remove mainshaft pilot bearing if still

assembled to shaft, otherwise remove from
bore of drive gear.
3. Withdraw high-speed sliding clutch gear over

pilot end of shaft.
4. Remove overdrive-gear washer key from its

keyway between shaft’s splines. Illustration 9. Pressing mainshaft through reduction gear, over-drive-
No. 6. gear rear washer, and overdrive-gear sleeve.
5. Turn overdrive-gear spline washer in its

groove until lugs on its inside diameter line
up with the grooves in the shaft. Illustration
No. 7.
6. Remove overdrive washer and gear over pilot

end of shaft. Washer and gear can be removed
from shaft together by lifting gear. Illustra-
tion No. 8.
7. Press mainshaft through reduction gear, over-

drive-gear rear washer, and over-drive-gear
sleeve. Illustration No. 9.
8. Press off the low-speed gear rear washer and

10. Rear bearing cup removed and countershaft set to the
sleeve over pilot end of shaft. rear of case.
5
11. Forcing drive gear backward through bearings and
cover. Use soft bar to drive shaft. 14. Removing gear retaining snap ring from front of coun-
tershaft.
12. Removing drive-gear bearing cover.
15. Pressing PTO gear from countershaft. Press gears off

13. Pulling rear Timken bearing from countershaft. shaft one at a time.
6
4. Force drive gear backward through bearings Take care that shims are not lost or dam-
and cover into interior of case. Illustration aged.
No. 11.
2. Tilt the countershaft and remove through top
5. Remove drive gear freed in operation 4 from of case.
case.
6. Remove drive-gear bearing cover. Drive-gear

bearing spacer will be freed by this operation.
Illustration No. 12. F. To Dismantle Countershaft
Assembly
7. Remove outer bearing and oil seal from
drive-gear bearing cover — driving bearing
1. Remove front Timken bearing cone from
forward against seal and forcing both out
countershaft.
through front of the cover.
2. Remove rear Timken bearing cone from
8. Remove drive-gear bearing from case.
3. Remove gear retaining snap ring. Illustration

E. To Remove Countershaft No. 14.
Assembly 4. Press gears from shaft—ONE AT A TIME.

1. Turn out capscrews and remove countershaft
front bearing cover and front bearing cup. 5. Remove Woodruff keys from counter shaft.
7
REASSEMBLY
PRECAUTIONS FOR REASSEMBLY
1. CLEANLINESS —Make sure that interior of case 5. AXIAL CLEARANCES—BUSHED GEARS—

and other housings are clean before starting the Maintain original axial clearance of .006" mini-
reassembly process. Dirt, being abrasive, is partic- mum and .012" maximum.
ularly detrimental to the polished surfaces of
sleeves, bushings, bearings and washers. 6. UNIVERSAL JOINT COMPANION FLANGES—
Make sure the companion flanges are pulled tightly
2. GASKETS—Use new gaskets throughout the into place with mainshaft nuts. At the same time
transmission as it is rebuilt. make sure that all parts between bearings and
inside end of companion flanges are included.
3. BUSHED GEARS AND MAINSHAFT—Coat all Omission of parts between companion flanges and
bushings and gear seats on mainshaft with bearings, or failure to pull flanges tightly into place
lubriplate as bushed gears are installed. will permit the shaft to move axially with resultant
damage to pilot bearing, mainshaft and drive gear.
4. BEARINGS—During assembly of ball type bear-
ings, apply force only to inner races. Drive through 7. OIL FILLING—Remember to fill the transmission
tubing of correct diameter. with the correct amount of straight mineral gear oil
of the grade recommended for the prevailing season.
DETAILED REASSEMBLY INSTRUCTIONS
A. To Reassemble Countershaft 3. Install gear retaining snap ring on front end

of countershaft. Illustration No. 17.
1. Insert the Woodruff keys in countershaft.
4. Mount Timken bearing cones on each end of
2. For Models A, D, E & F, press overdrive countershaft. Illustration No. 18.
gear, PTO gear and drive gear on counter-
shaft in order named—press on one at a time.
For Models B & C, press on low speed gear,
overdrive gear, PTO gear or spacer and drive
gear. For Models G & H, press on intermedi-
B. To Reassemble and Install
ate gear, PTO gear or spacer and drive gear.
Illustration No. 16. Drive Gear
NOTE: Shaft enters chamfered side of gear 1. Install countershaft into case with rear bear-
bores. Make sure that gear hubs are clean ing protruding through rear countershaft bore in
before pressing on shaft. case. Illustration No. 19.
8
16. Pressing drive gear on countershaft. Press gears on one
at a time.
18. Mounting Timken bearing cone on end of counter shaft.
Note: rollers taper toward end of shaft.
17. Installing gear retaining snap ring on front of counter- 19. Setting countershaft into case with rear of shaft protrud-
shaft. ing through countershaft bore in case.
9
20. Removing snap ring from main drive-gear bearing.
22. Installing drive gear from inside of case. Shaft is driven

until snap ring groove in bearing is clear of case.
21. Main drive-gear bearing pressed partly on drive gear

shaft, showing approximate space left between bearing and 23. Placing snap ring on main bearing. Bearing was driven
gear. through case bore from inside as shown in Illustration 22.
10
2. Remove snap ring from main drive-gear bear-
3. Press main drive-gear bearing only partly on

drive-gear shaft, leaving approximately 1 / 2 "
space between bearing and drive gear. Illus-
tration No. 21.
4. Install drive gear from inside of case through

case bore until the bearing snap ring groove is
clear of case. Illustration No. 22.
5. Install snap ring on bearing. Illustration

No. 23.
6. Complete installation of bearing on drive

gear, closing up the 1 / 2 " space in step “3.” 24. Installing countershaft front bearing cup.
When in correct position bearing will fit in
proper place in case bore with the inner-race
solid against drive-gear shoulder.
C. To Install Countershaft
Assembly
1. Install countershaft front bearing cup in case
bore. Illustration No. 24.
2. Move countershaft to front and insert assem-

bled cone on countershaft front bearing into
cup assembled in operation 1.
3. Install countershaft rear bearing cup in case.
4. Install countershaft rear bearing cover,

tighten capscrews securely. Illustration No.
25.
25. Installing countershaft rear bearing cover temporarily.
NOTE: The rear bearing cover it installed This step is necessary to correctly set up countershaft.
Tighten capscrews securely.
at this stage of assembly in order to set up
the countershaft for proper running clear-
ance. The rear bearing cup must be held
securely in position while correct clearance
is being made with shims between front
bearing cup and front bearing cover.
5. Install countershaft front bearing cover,

adding or substracting shims to give free run-
ning clearance of .003 to .005 end play. Illus-
tration No. 26.
NOTE: To obtain correct clearance tighten

front countershaft bearing coo securely.
Remove front bearing cover and with depth
micrometer measure distance bearing cup
protrudes from case. Add shims to give the
.003 to .005 clearance.
6. Remove rear beating cover that was tem- 26. Installing countershaft front bearing cover. Add or sub-
porarily installed. tract shim to give .003 to .005 clearance.
11
29. Turning overdrive spline thrust washer in groove. Lugs
on inside diameter of washer must line up with projecting
splines on shaft. Engage both the internal teeth of gear and
notch on outside diameter of washer with small screw driver.
Turn washer by turning gear.
27. Rear low-speed gear washer has been placed on shaft.

The low-speed gear sleeve is being installed on shaft.
30. Installing mainshaft key in keyway between splines of

shaft.
28 . Overdrive-gear rear thrust washer placed in position

and overdrive sleeve being driven on shaft. 31. Installing mainshaft pilot bearing.
12
D. To Reassemble Mainshaft
1. Grip mainshaft in soft jaw vise with pilot
end up.
2. Install rear low-speed gear washer, waffle

side facing up, on shaft. Install low-speed
gear sleeve on shaft. Illustration No. 27.
3. Install the low-speed gear with internal

clutching teeth facing rear of shaft.
4. Put on overdrive-gear rear thrust washer.
5. Install overdrive sleeve. Illustration No. 28.

32. Lowering mainshaft assembly into case.
6. Install overdrive gear.
7. Install the overdrive-gear spline washer, flat

thrust surface toward gear. Turn washer in
its groove until lugs on its inside diameter
line up with splines of mainshaft. Illustra-
tion No. 29.
8. Install overdrive-gear washer key in key-

way between splines of mainshaft. Illustra-
tion No. 30.
9. Install direct and overdrive sliding clutch

with counterbore to the rear.
33. Installing low-speed sliding clutch gear.
10. Install mainshaft pilot bearing with roller
retaining snap ring to the rear. Illustration
No. 31.
E. To Install Mainshaft Assembly

1. Lower mainshaft assembly into case, engag-
ing helical gears of mainshaft with those of
2. Enter pilot bearing into bore located in drive

gear.
3. Install low-speed sliding clutch gear over

end of shaft—chamfered teeth should face 34. Driving mainshaft rear bearing into place in case bore.
toward low-speed gear. Illustration No. 33.
4. Install mainshaft rear bearing. Illustration

No. 34.
5. Install speedometer gear washer, chamfered
side in, and speedometer drive gear on
mainshaft. Illustration No. 35.
6. Install mainshaft rear bearing cover.
7. Install oil seal in rear bearing cover.
8. Install drive-gear bearing cover—do NOT

tighten nuts, leave cover loose to prevent
35. Putting speedometer gear washer and speedometer drive
damage to outer bearing during installation. gear on mainshaft.
13
36. Driving outboard bearing into position. Make sure
spacer is installed on drive shaft before driving bearing. Do
not tighten nuts on drive-gear bearing cover until outboard
bearing is firmly seated. 38. Inserting the interlocking ball in popper spring hole.
This is the ball that rides between the two shifting bars.
37. Inserting the direct and overdrive speed shifting bar, 39. Installing yoke bar thimbles in rear of case. Unless leak-
showing the position of spacer and yoke. Note the position of age is suspected, it is not necessary to remove thimbles when
notches on shifting bar. disassembling transmission.
9. Install drive-gear spacer and outer bearing, 3. Insert 1/2" steel ball in popper spring hole —
making sure bearing is firmly seated. Illus- this is the inter-locking ball that rides
tration No. 36. between the two bars. Illustration No. 38.
10. Tighten nuts securely on drive-gear bearing 4. Insert the low-speed bar, spacer and yoke.
cover. Spacer is located in front of yoke when in
proper position.
11. Install oil seal in drive-gear bearing cover.
NOTE: Make sure direct and overdrive
shifting bar is in neutral position before
F. To Install Shifting Bars installing low-speed bar. This allows poppet
and Cover ball to rest in notch in bar, preventing it
from jamming between bars.
1. Insert the direct and overdrive speed shift- 5. Install yoke locking screw and wire securely.
ing bar into the lower of the two bar-holes in
case and through the direct and over-drive 6. Shift bars into neutral position. Install pop-
speed yoke and spacer. Spacer is located to pet balls, springs and plugs—one each in
the rear of yoke when in proper position—it both upper and lower poppet holes.
is the shorter of the two spacers. Illustration 7. Install yoke-bar thimbles in rear of case if
No. 37. previously removed. Illustration No. 39.
2. Install yoke locking screw and wire 8. Install top cover, tighten capscrews evenly
securely. and securely.
14
NOTES
Revised 05-01
$2.50
Front Non-Drive
Steering Axles
Maintenance Manual 2
Part 1
Supersedes Maintenance Part 1 Models

Manual MM-99120 Exploded Views Conventional Front
Introduction TM
Easy Steer Plus Front
Disassembly MFS Modular Front
Prepare Parts for Assembly
Assembly
Service Notes
Before You Begin Access Information on

This manual provides maintenance and diagnostics ArvinMeritor’s Web Site
procedures for Meritor’s conventional, Easy Steer Additional maintenance and service information
PlusTM and MFS modular front non-drive steering for ArvinMeritor’s commercial vehicle systems
axles manufactured for the North American Market. component lineup is also available at
Before you begin procedures: www.arvinmeritor.com.
1. Read and understand all instructions an To access information, click on Products &
procedures before you begin to service Services/Tech Library Icon/HVS Publications.
components. The screen will display an index of publications
2. Read and observe all Caution and Warning by type.
safety alerts that precede instructions or
procedures you will perform. These alerts help Additional Information
to avoid damage to components, serious
personal injury, or both. Call ArvinMeritor’s Customer Service Center at
800-535-5560 to order the following publications.
3. Follow your company’s maintenance and
service, installation, and diagnostics r Tie Rod and Cross Tube Assembly Inspection
guidelines. and Maintenance (Technical Bulletin TP-97117)
4. Use special tools when required to help avoid r Drivetrain PlusTM by ArvinMeritor Technical
serious personal injury and damage to Electronic Library on CD. Features product and
components. service information on most Meritor, ZF Meritor
and Meritor WABCO products. $20. Order
TP-9853.
Safety Alerts, Torque Symbol
and Notes
A Warning alerts you to an

WARNING instruction or procedure
that you must follow
exactly to avoid serious
personal injury and
damage to components.
A Caution alerts you to an
CAUTION instruction or procedure
exactly to avoid damage to
components and possible
serious injury.
A torque symbol alerts you
T TORQUE to tighten fasteners to a
specified torque value.
NOTE A Note provides
information or suggestions
that help you correctly
service a component.
Table of Contents
Part 1
Section 1: Exploded Views . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Section 2: Introduction
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Section 3: Disassembly
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Wheel Ends
Drag Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Steering Arm
Tie Rod Arms, Tie Rod Ends and Cross Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Draw Keys, King Pins and Steering Knuckle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
King Pin Bushings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Section 4: Prepare Parts for Assembly
Repair Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
Clean Ground or Polished Parts
Clean Rough Parts
Dry Cleaned Parts
Corrosion Prevention on Cleaned Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
Install New Fasteners With Pre-applied Adhesive Patches
Install Original or Used Fasteners Using Meritor Liquid Adhesive 2297-C-7049
or Loctite 680 or Equivalent
Check the Torque Values of Dri-Loc Fasteners Not Requiring Removal . . . . . . . . . . . . . . . . . . . . . . . . .27
Inspect the Parts
Axles With Conventional Wheel Ends
Axles With Unitized Wheel Ends . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Inspect the Wheel Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
Tie Rod Grease Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33
Section 5: Assembly
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
King Pin Bushings
Reaming the King Pin Bushings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Inner Knuckle Bore King Pin Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Install the Knuckle to Axle Beam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Check the Steer Knuckle Vertical End Play for Shim Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
Draw Key Lock Nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Steering Arm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Axles With Unitized Wheel Ends
Tie Rod Ends Into the Cross Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Tie Rod Arms, Tie Rod Ends and Cross Tube Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Cross Tube/Tie Rod Ends Onto the Integral Tie Rod Arm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Truck Hub Unit with O-Ring Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Hubcap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
Drag Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Install the Brake Components and Wheel Ends
Section 1
Exploded Views
Axle With a Conventional Wheel End

Section 1Exploded Views
Section 1
Exploded Views
Axle With a Conventional Wheel End

A Double Nut 31 Adjusting Nut
B Single Nut 32 Cotter Pin
1 Cotter Pin 33 Gasket
2 Castle Nut — Drag Link to Steering Arm 34 Hubcap
3 Steering Arm 35 Capscrew and Washer
4 Key 36 Axle Beam
5 Ball Stud 37 Shims
6 Capscrew and Washer 38 Tapered Draw Key
7 Grease Fitting 39 Threaded Draw Key
8 Knuckle Cap — Greaseable 40 Nut, Threaded Draw Key
9 Knuckle Cap — Sealed 41 Thrust Bearing and “Flat”-Type Bearing Seal
10 Gasket 42 Thrust Bearing and “Cover”-Type Bearing Seal
11 King Pin Bushing — Easy Steer™ 43 Integral Thrust Bearing and Oil Seal
12 King Pin Bushing — Bronze 44a Castle Nut — Steering Arm to Knuckle
13 King Pin Bushing — Nylon 44b Castle Nut (Flared Base) — Steering Arm to Knuckle
14 Knuckle 45 3/4-Inch Stop Bolt
15 Seal — King Pin Bushing 46 3/4-Inch Jam Nut
16 Castle Nut — T ie Rod Arm to Knuckle 47 1/2-Inch Stop Bolt
17 Cotter Pin 48 1/2-Inch Jam Nut
18 King Pin 49 3/4-Inch Adapter
19 Hub Grease Seal 50 Washer
20 Inner Wheel Bearing Cone 51 Cotter Pin
21 Inner Wheel Bearing Cup 52 Square Key
22 Stud 53 Woodruff Key
23 Hub 54 Knuckle Tie Rod Arm
24 Outer Wheel Bearing Cup 55 Cotter Pin
25 Outer Wheel Bearing Cone 56 Castle Nut — Tie Rod Arm to T ie Rod End
26 Adjusting Nut 57 Tie Rod End
27 Pierced Lock Ring 58 Bolt, Clamp
28 Lock Washer 59 Locknut, Clamp
29 Wheel Bearing Nut 60 Clamp, Cross Tube
30 “D” Washer 61 Cross Tube
1
Section 1
Exploded Views
Axle With a Unitized Wheel End
2
R 24
L 25
26 3
27
28
37
5
30
29
31 4
32
33
34 3
35
16 23
36 2
17
22 1
9
20
21
6
7
19
18
17
15
8
11
10
R 13
L 14
12 1003369e
2
Section 1
Exploded Views
Axle With a Unitized Wheel End

1 Fitting — Grease 20 Screw — Stop
2 Cap — King Pin 21 Nut — Stop
3 Bushing — King Pin 22 Arm — Steering
4 Seal — King Pin 23 Capscrew — Steering Arm
5 King Pin 24 Knuckle and Tie Rod Assembly, R.H.
6 Shim 0.10” 25 Knuckle and Tie Rod Assembly, L.H.
7 Shim 0.05” 26 O-Ring
8 Assembly — Thrust Bearing and Seal 27 Bushing
9 Beam — Axle Center 28 Assembly — Grease Seal
10 Assembly — Cross Tube 29 Bushing
11 Bolt — Cross Tube Clamp 30 Stud — Wheel
12 Nut — Cross Tube, R.H. 31 Truck Hub Unit
13 End — Cross Tube, R.H 32 Washer — Flat Thick
14 End — Cross Tube, L.H. 33 Nut — Wheel Bearing
15 Draw Key — Lower 34 Washer — Star/Lock
16 Draw Key — Upper 35 Nut — Wheel Bearing
17 Nut — Draw Key 36 Hubcap
18 Cotter Pin — Tie Rod End Nut 37 Spindle O-Ring
19 Nut — Cross Tube End
3
Section 2
Introduction
r Cross Tube and Clamp Assembly: The cross tube

Section 2Introduction
WARNING and clamp assembly runs approximately

To prevent serious eye injury, always wear safe eye parallel to the front axle. The cross tube has
protection when you perform vehicle maintenance right-hand and left-hand threads on the
or service. appropriate side of the vehicle. Tie rod clamps
secure tie rod ends into the cross tube.
Description r Tie Rod Ends: The tie rod ends include a ball
joint and boot which thread into the cross tube.
The descriptions and procedures contained in this Depending on manufacturer design, tie rod ends
maintenance manual are applicable to all Meritor can be greaseable or non-greaseable. Tie rod
front non-drive axles. ends are either right-hand or left-hand threaded
and correspond to the inside threads at each
r Tie Rod Arm, Knuckle and King Pin: The right tie end of the cross tube. Figure 2.1.
rod arm is a mirror image of the left and both
are linked by the cross tube assembly. An
integral tie rod design is used on Easy Steer Figure 2.1
Plus™ and MFS axles with unitized hubs. The
right knuckle and king pin assembly is similar to
the left, except that it does not have a steering
arm attached to it in a manual steering system.
A power steering system uses an auxiliary assist
cylinder attached to the right knuckle that
requires a steering arm in various applications.
r Steering Knuckle: Steering knuckles are rated
according to the capacity of the front axle. All
models use straight king pins. Three types of
king pin bushings are used: nylon, bronze and
Easy Steer™. The brake spider has been
combined into the knuckle of the Easy Steer
Plus™ axle.
r Steering Arms: The steering arm (usually a
forged component) converts the drag link force
into a turning movement through the left king
pin through the knuckle. Bolt-on steering arms 1 TIE ROD END
are used on Easy Steer Plus™ and MFS modular 2 CLAMP
axles. 3 CROSS TUBE
4 BOLT AND NUT
r Pitman Arm: The Pitman arm converts the
output torque from the steering gear into the
control force applied to the drag link. This Meritor front non-drive steering axles in this
linkage component connects the steering gear manual feature the following components.
to the linkage at the center link end. Figure 2.2 and Figure 2.3.
r Unitized Hub: Unitized hubs are enclosed units
with bearings lubricated for the life of the entire
component. This alternative to conventional
wheel ends is used on Easy Steer Plus™,
MFS 10-1015, MFS 10-1016, MFS 12-1015 and
MFS 12-1016 models. A unitized hub unit has
no user-serviceable parts. Figure 2.3.
r Tie Rod Assembly: Forged or cast tie rod
assemblies are used on Meritor front
non-drive steering axles. The tie rod assembly
links both steering knuckles for uniform
movement and maintains steering control.
4
Section 2
Introduction
Figure 2.2 CONVENTIONAL NON-DRIVE STEER AXLE
1 KNUCKLE
2 STEERING ARM
3 TIE ROD CROSS TUBE ASSEMBLY
4 TIE ROD ARM
5 TIE ROD END
Figure 2.3 EASY STEER PLUS™, MFS WITH UNITIZED HUB
A DRIVER SIDE
B CURB SIDE
1 STEERING ARM
2 TIE ROD
3 TIE ROD ARM
4 TIE ROD END
5 KNUCKLE
5
Section 2
Introduction
Identification
All the necessary axle build information, including
assembly date, for any Meritor front non-drive
axle is indicated on the axle identification tag.
Figure 2.4.
The identification tag is fastened to the center of
the beam at the front surface. The axle assembly
date is located in either the lower right-hand or
left-hand corner of the tag.
The Julian dating method is currently used to
indicate the axle assembly date as shown in
Figure 2.4. The first two digits indicate the year,
and the last three digits indicate the day of
the year.
In the example 95327 shown below, 95 is the
year 1995 and the 327th day equates to
November 22nd.
Figure 2.4
1 VIEW OF AXLE BEAM FACING VEHICLE

2 CUSTOMER NUMBER
3 AXLE ASSEMBLY PLANT AND SERIAL NUMBER
4 TAG EXAMPLE
5 AXLE ASSEMBLY DATE
6 MODEL AND SPECIFICATION NUMBER
6
Section 2
Introduction
To identify the model number, refer to the

identification plate on the front of the beam. Use the
complete model numer to order parts. Figure 2.5.
Refer to Figure 2.5 for an explanation of non-MFS
model numbers. For an explanation of MFS model
numbers, refer to Figure 2.6.
For a description of all models, refer to Table A.
Figure 2.5
Figure 2.6
M F S - XX - 0 0 0 X - N X XXX
Meritor Axle Spec. Number
F = Front Drop Brake Type

0 Non-Std Same as Current
S = Non Drive Steer Axle 1 3.30" (83.8 mm)
2 3.50" (88.9 mm) Manufacturing
GAWR Pounds or Tonnes 3 3.74" (95.0 mm) Location
4 5.00" (127.0 mm)
Ref: Target Market 5 2.50" (63.5 mm) N N.A.
S S.A.
E Europe
Beam, King Pin, Bushing Variation KPI A Australia/Asia
1 Straight King Pins — Easy Steer Bushing 0 Non-Std
2 Tapered King Pins — Needle Bearings 1 68" (1727.2 mm)
3 Alloy Beam Material (India) Major Design Variation
2 69" (1752.6 mm)
4 Straight King Pins — Bronze Bushing 3 71" (1803.4 mm) A Conventional Knuckle
4 71.5" (1816.1 mm) B Integral Tie Rod Arm
5 72" (1828.8 mm) C Integral Tie Rod Arm and
6 65.25" (1657.4 mm) Torque Plate
7 60" (1524.0 mm) D Integral Tie Rod Arm,
8 67.5" (1714.5 mm) Spider and Unitized Hub
9 68.5" (1739.9 mm)
1003426c
7
Section 2
Introduction
Table A: Front Non-Driving Axle Model Number Information
Standard Axles With Conventional Wheel Ends

Capacity
Model Number (lbs.) Wheel End and Knuckle Type Major Design Variation
FC-901 7000 Bottle Spindle With Bolted T ie Rod Arm Straight King Pin
Individual Hub, Bearings, Seals
FC-903 7000 Bottle Spindle With Bolted T ie Rod Arm 5" Drop From Center of Spindle to Pad
FC-921 7000 Bottle Spindle With Bolted T ie Rod Arm Straight King Pin
FC-941 8000 Bottle Spindle With Bolted T ie Rod Arm Straight King Pin/Easy Steer™ Design
FD-901 9000 Bottle Spindle With Bolted T ie Rod Arm Straight King Pin
FD-931 9000 Bottle Spindle With Bolted T ie Rod Arm Straight King Pin
FD-933 9000 Bottle Spindle With Bolted T ie Rod Arm 5" Drop From Center of Spindle to Pad
FD-961 10,000 Bottle Spindle With Bolted T ie Rod Arm Straight King Pin
FD-965 10,000 Bottle Spindle With Bolted T ie Rod Arm ABS Compatible Wheel Ends
FE-970 10,000 Bottle Spindle With Bolted T ie Rod Arm Tapered King Pin/Center-Point™ Design
FF-921 12,000 Bottle Spindle With Bolted T ie Rod Arm Straight Sealed King Pin — Off-Highway
FF-931 12,000 Bottle Spindle With Bolted T ie Rod Arm Straight King Pin
FF-932 12,000 Bottle Spindle With Bolted T ie Rod Arm Special T ie Rods
FF-933 12,000 Bottle Spindle With Bolted T ie Rod Arm 5" Drop From Center of Spindle to Pad
FF-934 12,000 Bottle Spindle With Bolted T ie Rod Arm 5" Drop From Center of Spindle to Pad and
Individual Hub, Bearings, Seals Special T ie Rods
FF-941 12,000 Bottle Spindle With Bolted T ie Rod Arm Straight King Pin/Easy Steer™ Design
FF-942 13,200 Bottle Spindle With Bolted T ie Rod Arm Special Tie Rods/Easy Steer™ Design
FF-943 12,000 Bottle Spindle With Bolted T ie Rod Arm 5" Drop From Center of Spindle to
Individual Hub, Bearings, Seals Pad/Easy Steer™ Design
FF-944 13,200 Bottle Spindle With Bolted T ie Rod Arm 5" Drop From Center of Spindle to Pad and
Individual Hub, Bearings, Seals Special T ie Rods/Easy Steer™ Design
FF-971 12,000 Bottle Spindle With Bolted T ie Rod Arm Straight King Pin/Center-Point™ Design
FG-931 14,600 Bottle Spindle With Bolted T ie Rod Arm Straight King Pin
FG-933 14,600 Bottle Spindle With Bolted T ie Rod Arm 5" Drop From Center of Spindle to Pad
8
Section 2
Introduction
Standard Axles With Conventional Wheel Ends

Capacity
FG-941 14,600 Bottle Spindle With Bolted T ie Rod Arm Straight King Pin/Easy Steer™ Design
FG-943 14,600 Bottle Spindle With Bolted T ie Rod Arm 5" Drop From Center of Spindle to Pad/Easy
Individual Hub, Bearings, Seals Steer™ Design
FL-931 20,000 Bottle Spindle With Bolted T ie Rod Arm Straight King Pin
FL-933 20,000 Bottle Spindle With Bolted T ie Rod Arm 5" Drop From Center of Spindle to Pad
FL-941 20,000 Bottle Spindle With Bolted T ie Rod Arm Straight King Pin/Easy Steer™ Design
FL-943 20,000 Bottle Spindle With Bolted T ie Rod Arm 5" Drop From Center of Spindle to Pad/Easy
Individual Hub, Bearings, Seals Steer™ Design
FL-951 20,000 Bottle Spindle With Bolted T ie Rod Arm Straight King Pin/Tubular Axle Beam
FU-910 28,000 Sealed King Pin and T ie Rod Assembly — Tapered King Pin
Export
FU-935 30,000 Bottle Spindle With Bolted T ie Rod Arm Special Wheel Ends
Standard Axles With Unitized Wheel Ends

Capacity
FF-981 12,000- Barrel Spindle With Integral T ie Rod Arm Straight King Pin/Easy Steer Plus™
13,200 Sealed Hub Unit
FF-982 12,000- Barrel Spindle With Integral T ie Rod Arm Special Tie Rods/Easy Steer Plus™
FF-983 12,000- Barrel Spindle With Integral T ie Rod Arm 5” Drop From Center of Spindle to
13,200 Sealed Hub Unit Pad/Easy Steer Plus™
FF-984 12,000- Barrel Spindle With Integral T ie Rod Arm 5” Drop From Center of Spindle to Pad and
13,200 Sealed Hub Unit Special Tie Rods/Easy Steer Plus™
FF-985 12,000- Barrel Spindle With Integral T ie Rod Arm Special Wheel Ends/Easy Steer Plus™
FF-986 12,000- Barrel Spindle With Integral T ie Rod Arm Double Drop Beam/Easy Steer Plus
FF-987 12,000- Barrel Spindle With Integral T ie Rod Arm Straight King Pin/Easy Steer Plus™
MFS Axles With Conventional Wheel Ends

Capacity
MFS 6-100C-N 6,000 Bottle Spindle With Bolted Steering Arm and 3.74” Beam Drop/Easy Steer™
Integral T ie Rod Arm
MFS 7-103C-N 7,000 Bottle Spindle With Bolted Steering Arm and 3.74” Beam Drop/Easy Steer™
MFS 8-103B-N 8,000 Bottle Spindle With Bolted Steering Arm and 3.74” Beam Drop/Easy Steer™
MFS 10-1015-N 10,000 Bottle Spindle With Bolted T ie Rod Arm 3.74” Beam Drop/Easy Steer™
MFS 10-1016-N 10,000 Bottle Spindle With Bolted T ie Rod Arm 5” Beam Drop/Easy Steer™
9
Section 2
Introduction
MFS Axles With Conventional Wheel Ends

Capacity
MFS Axles With Unitized Wheel Ends

Capacity
MFS 10-2015-N 10,000 Barrel Spindle With Integral T ie Rod Arm 3.74” Beam Drop/Easy Steer Plus™
Sealed Hub Unit
MFS 12-2015-N 12,000 Barrel Spindle With Integral T ie Rod Arm 3.74” Beam Drop/Easy Steer Plus™
Sealed Hub Unit
10
Section 3
Disassembly
Section 3Disassembly
Figure 3.1 DOUBLE NUT AND

WARNING LOCK ADJUSTMENT
To prevent serious eye injury, always wear safe eye
protection when you perform vehicle maintenance
or service.
Removal
Wheel Ends
WARNING
Park the vehicle on a level surface. Block the wheels
to prevent the vehicle from moving. Support the 1 WHEEL BEARING NUT
vehicle with safety stands. Do not work under a 2 PIERCED LOCK RING
vehicle supported only by jacks. Jacks can slip and 3 ADJUSTING NUT
fall over. Serious personal injury can result. 4 WHEEL BEARING NUT LOCK WASHER
1. Raise the front of the vehicle until the front

wheels are off the floor. Support the vehicle
with safety stands. Figure 3.2 SINGLE NUT ADJUSTMENT
2. Remove the capscrews that fasten the cap to

the hub. Remove the cap and the gasket.
NOTE: When the adjusting nuts are tightened or

loosened, always use the correct size socket to
avoid damaging the nut.
3. Remove the fasteners for the wheel bearings.

Refer to the following procedure.
Double Nut and Lock Fasteners
A. Bend the tabs of the flattened lock washer
away from the wheel bearing nut and the
adjusting nut. Figure 3.1.
1 ADJUSTING NUT
B. Remove the wheel bearing nut, the lock 2 “D” WASHER
washer, the pierced lock ring and the 3 COTTER PIN
adjusting nut from the knuckle. Figure 3.1.
Single Nut Fasteners
6. Remove the brake components per the
A. Remove the cotter pin from the adjusting manufacturer’s procedures.
nut. Figure 3.2.
7. Remove the oil seal from the hub. Remove the
B. Remove the adjusting nut and the “D” inner wheel bearing cone.
washer from the spindle. Figure 3.2.
8. Inspect the wheel bearings. Refer to Section 4.
4. Remove the outer wheel bearing cone from
the hub.
5. Remove the wheel and tire, the hub and the
drum as assembly.
11
Section 3
Disassembly
Axles With Unitized Wheel Ends Figure 3.3

Refer to Figure 3.3
CAUTION
The truck hub unit may require removal when
servicing the king pin, brake cam shaft or when
replacing the studs on the truck hub unit.
Removal of the truck hub unit is not typically

required for servicing the brakes, the tie rod
assembly and the steering arms.
Before the truck hub unit is removed, the tire and

wheel must first be removed from the unit. It is
not possible to install both the tire and truck hub
unit as one assembly onto the spindle.
NOTE: During reinstallation of the truck hub unit

to the knuckle spindle, it will not be possible to 1 TRUCK HUB UNIT
realign the truck hub unit onto the spindle as a 2 INNER “D” WASHER
single, tire and truck hub unit assembly. 3 WHEEL BEARING NUT
4 THREADED PROTECTIVE HUBCAP
5 OUTER “D” WASHER
6 WHEEL BEARING NUT
WARNING
Park the vehicle on a level surface. Block the
wheels to prevent the vehicle from moving. 5. Remove inner wheel bearing nut and inner
Support the vehicle with safety stands. Do not washer from spindle.
work under a vehicle supported only by jacks.
Jacks can slip and fall over. Serious personal injury
can result. CAUTION
When removing truck hub unit from knuckle
1. Put blocks in front and behind rear wheels to spindle, take care not to misalign unit and slam
prevent the vehicle from moving. Set the into spindle threads. Bearing damage could result
parking brake. Use a jack to raise the vehicle so requiring truck hub unit replacement if truck hub
that the front tires are off the ground. unit is not carefully removed from spindle.
NOTE: When the threaded protective cap is Hub bearings are not serviceable. Do not attempt
removed or tightened, always use the correct size to remove bearings from truck hub unit. Bearings
socket to avoid damaging the unit. are press fit during manufacturing and cannot be
reinstalled once removed from hub unit.
2. Remove the threaded protective hubcap
from the hub by turning it counterclockwise. 6. Remove truck hub unit carefully. Draw hub
Figure 3.3. assembly straight away from spindle.
3. Bend back and flatten the “D” lock washer tab
folded against the flat edge of the outer wheel
bearing nut.
4. Remove the outer wheel bearing nut and the
outer washer from spindle.
12
Section 3
Disassembly
NOTE: Small amounts of grease may be visible at

Figure 3.5
the hub’s outer seal. This is a normal occurrence
and does not indicate a seal leak. Figure 3.4.
Figure 3.4
1 PITMAN ARM
2 DRAG LINK
3 STEERING ARM
1 GREASE
Steering Arm
Drag Link Axles With Conventional Wheel Ends

1. Remove the cotter pin and the nut that fasten
the steering arm to the drag link. Disconnect
CAUTION the steering arm from drag link. Figure 3.6.
Heating is not an acceptable method for the
disassembly of front axle components. Damage to
the axle components could result. Figure 3.6
NOTE: This procedure applies to ALL axles

included in this manual.
1. Remove the cotter pins from the ball studs.

2. Remove the nuts from the ball studs.
3. Disconnect the drag link from the Pitman arm
and the steering arm. Figure 3.5.
4. Inspect the drag link. Refer to Section 4.
1 STEERING ARM
2 SAFETY STANDS
13
Section 3
Disassembly
2. Remove the cotter pin and the nut that fastens Tie Rod Arms, Tie Rod Ends and
the steering arm to the knuckle.
Cross Tube
3. Remove the steering arm from the knuckle.
If necessary, tap on the end of the arm with a Axles With Conventional Wheel Ends
leather or plastic mallet to separate the arm
1. Remove the cotter pins and the nuts that fasten
from the knuckle.
each tie rod end to the tie rod arms. Figure 3.8.
4. Remove the key from the steering arm.
2. Disconnect the cross tube assembly from the
5. Inspect the steering arm. Refer to Section 4. tie rod arms. If available, use a tie rod end
puller to separate the tie rod end from the tie
Axles With Unitized Wheel Ends rod arm. Figure 3.8.
Refer to Figure 3.7 3. Remove the cotter pin and the nut that fasten
the tie rod arms in the knuckle. Figure 3.8.
1. Remove two steering-arm-to-knuckle
capscrews from the knuckle assembly. 4. Remove the tie rod arms from the knuckle.
If necessary, tap on the end of the rod with a
2. Remove the steering arm from the knuckle. leather or plastic mallet. Remove the key.
If necessary, tap the outside of the arm with a
leather or plastic mallet to separate the arm
from the knuckle. Figure 3.8
3. Remove the steering arm.
4. Inspect the steering arm. Refer to Section 4.
Figure 3.7
1 TIE ROD ARM

2 TIE ROD END
14
Section 3
Disassembly
5. If necessary, remove the tie rod ends. Refer to Axles With Unitized Wheel Ends
the following procedure. Figure 3.9.
1. Remove the cotter pins and the nuts that fasten
A. Mark the position each tie rod end is each tie rod end to the tie rod arms.
installed in the cross tube.
2. Disconnect the cross tube assembly from the tie
B. Remove the bolts and the nuts from the rod arms. If available, use a tie rod end puller to
clamp on the cross tube. separate the tie rod end from the tie rod arm.
C. Remove the tie rod ends from the cross Figure 3.11.
tube. r If necessary, tap on the tie rod end with a
6. The rotating style clamp on cross tubes can be leather or plastic mallet to loosen and remove.
rotated for easier accessibility when removing
the clamp bolt and nut. Figure 3.10.
Figure 3.11
7. Inspect the parts. Refer to Section 4.
Figure 3.9 BOTTOM VIEW
1000026a
1 TIE ROD END

2 TIE ROD ARM
1 CROSS TUBE
2 TIE ROD END
3 MARKS
4 TUBE SLOT
Figure 3.10
1000353a
1 CLAMP
2 BOLT AND NUT
15
Section 3
Disassembly
3. Remove the tie rod ends from the cross tube 4. The rotating style clamp on cross tubes can be
using the following procedure: rotated for easier accessibility when removing
the clamp bolt and nut. Figure 3.13.
A. Mark the position that each tie rod end is
installed into the cross tube. Count and 5. Inspect the parts. Refer to Section 4.
record the number of threads that appear
outside of the cross tube. Figure 3.12.
The rotating style clamp on cross tubes
Draw Keys, King Pins and
can be rotated for easier accessibility Steering Knuckle
when removing the clamp bolt and nut.
Figure 3.13. Axles With Conventional Wheel Ends
B. Remove the bolts and the nuts from the 1. Remove the wheel ends as described in this
clamp on the cross tube. Figure 3.13. section.
C. Remove the tie rod ends from the cross tube. 2. Vent the air from the brake system. Disconnect
the air lines from the brakes.
Figure 3.12 BOTTOM VIEW 3. Remove the brake components. Refer to

procedures from the brake manufacturer.
4. Remove the tie rod arms and the steering arm
(left side) from the knuckle. Refer to the
procedure in this section.
5. Remove the capscrews that fasten the king pin
caps to the top and the bottom of the knuckle.
Remove the caps and the gaskets. Figure 3.14.
NOTE: All models except FC-901, FC-921, FE-970,

FF-971 and FL-901 use threaded draw keys. Models
FC-901, FC-921, FE-970, FF-971 and FL-901 use plain
draw keys.
1 CROSS TUBE 6. Remove the plain or the threaded draw keys.

2 TIE ROD END Refer to the following procedure.
3 MARKS
4 TUBE SLOT
Figure 3.14
Figure 3.13
1000028a
1 ROTATING CLAMP
2 BOLT AND NUT 1 KNUCKLE CAP
2 GASKET
16
Section 3
Disassembly
Remove Plain Draw Keys

Figure 3.15
WARNING
Use a brass or leather mallet for assembly and
disassembly procedures. Do not hit steel parts
with a steel hammer. Pieces of a part can break off
and cause serious personal injury.
Use a brass hammer and a steel drift to remove the
draw key. Place the drift on the small (“D”-shaped)
end of the key. Figure 3.15.
Remove Threaded Draw Keys

A. Loosen the threaded draw key lock nut until the
top of the lock nut is even with the end of the
draw key.
B. Use a brass drift and a hammer to hit the end
of the draw key. Figure 3.16.
Figure 3.16
C. Remove the nut from the draw key. Remove
the draw key from the knuckle.
WARNING
CAUTION
Force must be directly applied to the bottom of the
nut and the end of the key. If force is not directly
applied, the draw key will be damaged.
1 NUT
2 DRAW KEY
NOTE: If the bushings are not being replaced,
perform the following to prevent damaging the
bushings during king pin removal.
Figure 3.17
r Remove any flaring on the drift that may touch
the bushings.
r Wrap tape to a thickness of 1/16-inch (1.5 mm)
on the end of the drift.
7. Use a brass drift and a hammer to remove the

king pins from the knuckle. Figure 3.17.
If the king pin is hard to remove, use a
hydraulic king pin remover. Refer to Table K in
Section 10.
1 KING PIN
17
Section 3
Disassembly
Figure 3.19
WARNING
Wear gloves when you remove or install shims.
Shims have sharp edges that can cause injury.
8. Remove the knuckle from the axle beam.

Remove the shims, the thrust bearing and the
seal from between the beam and the knuckle.
Figure 3.18.
Figure 3.18
1 CAP
WARNING
1 KNUCKLE CAUTION
2 SHIMS (BETWEEN KNUCKLE AND BEAM) Force must be directly applied to the bottom of the
3 THRUST BEARING AND SEAL
nut and the end of the key. If force is not directly
applied, the draw key will be damaged.
Axles With Unitized Wheel Ends 6. Remove upper and lower draw keys from
knuckle as follows:
1. Remove the truck hub unit as described in this
section. r Loosen draw key nut.
2. Vent the air from the brake system. Disconnect r Use a brass drift and a hammer to hit the
the air lines from the brakes. end of the draw key. Figure 3.20.
3. Remove the brake components. Refer to r Remove the nut from the draw key.
procedures from the brake manufacturer. Figure 3.21.
4. Remove the steering arm from the knuckle (if r Remove the draw key from the knuckle.
applicable).
5. Remove top and bottom king pin caps.
Figure 3.19.
18
Section 3
Disassembly
NOTE: If the bushings are not being replaced, do

Figure 3.20 the following to prevent damage to the bushings
during king pin removal:
7. Use a hammer and brass drift to remove the

king pins from the knuckle. Figure 3.22.
r Remove any flaring on the drift that may
touch the bushings.
r Wrap tape to a thickness of 1/16-inch
(1.5 mm) on the end of the drift.
8. If the king pin is hard to remove, use a
hydraulic king pin remover. Refer to Table K
in Section 10.
Figure 3.22
1 HAMMER
Figure 3.21
1 BRASS DRIFT TOOL

2 KING PIN
1 DRAW KEY
2 NUT
19
Section 3
Disassembly
Figure 3.24
WARNING
Wear gloves when you remove or install shims.
Shims have sharp edges that can cause injury.
9. While wearing gloves, remove the integral

thrust bearing and seal and the shims, from
areas between the beam and knuckle.
Figure 3.23.
10. Remove knuckle from axle beam. Figure 3.24.
Figure 3.23
1 INTEGRAL THRUST BEARING SEAL ASSEMBLY
King Pin Bushings

1. Remove and discard the lower king pin seal.
Figure 3.25.
2. Turn knuckle upside down and remove the
upper king pin seal.
Figure 3.25 CONVENTIONAL
1 KNUCKLE
2 SHIMS (BETWEEN KNUCKLE AND BEAM)
3 THRUST BEARING AND SEAL
4 Use gloves.
1 KING PIN SEAL
20
Section 3
Disassembly
3. Remove the old bushings as follows: D. Turn knuckle upside down and install the tool
in the lower king pin bushing. Press the lower
Nylon Bushings bushing from the knuckle bore. Figure 3.27.
Remove the top and the bottom bushing from the
knuckle bore. Figure 3.26. Figure 3.27 POSITION OF BUSHINGS
IN KNUCKLE
Figure 3.26
1 UPPER KING PIN BUSHING

2 LOWER KING PIN BUSHING
1 NYLON BUSHING
Easy Steer™ and Bronze Bushings
WARNING
Observe all warnings and cautions provided by
the press manufacturer to avoid damage to
components and serious personal injury.
NOTE: On FF-, FG- and FL-Series axles the

bushings can be removed with Bushing Service Kit
from Kent-Moore Tools. Refer to Table K in
Section 10.
A. Make a tool to remove the bushings. Refer to

Figure 3.28 for the dimensions of the tool.
B. Place the knuckle into a vise. Use a press with a
5-ton capacity. Make sure the knuckle does not
move when the bushings are removed.
C. Install the tool into the upper king pin bushing.
Press the upper king pin bushing from the
knuckle bore. Figure 3.27.
21
Section 3
Disassembly
Figure 3.28 DIMENSIONS FOR BUSHING REMOVAL AND INSTALLATION TOOL
1000264a
1 2.5-INCHES (63 MM)
2 SUITABLE LENGTH
Axle Model Dimension `X` Dimension `Y`

Number ± 0.001-inch)
(± ± 0.025 mm)
(± ± 0.001-inch)
(± ± 0.025 mm)
(±
FC-901 1.228 31.191 1.350 34.290
FC-903 1.228 31.191 1.350 34.290
FC-921 1.228 31.191 1.350 34.290
FC-941 1.493 37.922 1.618 41.097
FD-901 1.427 36.245 1.552 39.420
FD-931 1.600 40.640 1.725 43.815
FD-933 1.600 40.640 1.725 43.815
FD-961 1.786 45.364 1.911 48.539
FE-970 1.600 40.640 1.725 43.815
FF-921 1.787 45.389 1.911 48.539
FF-931 1.787 45.389 1.911 48.539
FF-932 1.787 45.389 1.911 48.539
FF-933 1.787 45.389 1.911 48.539
FF-934 1.787 45.389 1.911 48.539
FF-941 1.786 45.364 1.911 48.539
FF-942 1.786 45.364 1.911 48.539
FF-943 1.786 45.364 1.911 48.539
FF-944 1.786 45.364 1.911 48.539
FF-961 1.786 45.364 1.911 48.539
FF-966 1.786 45.364 1.911 48.539
FF-967 1.786 45.364 1.911 48.539
FF-971 1.600 40.640 1.725 43.815
FG-931 1.787 45.389 1.911 48.539
FG-933 1.787 45.389 1.911 48.539
FG-941 1.786 45.364 1.911 48.539
FG-943 1.786 45.364 1.911 48.539
FL-931 1.922 50.596 2.116 53.746
FL-933 1.992 50.596 2.116 53.746
FL-941 1.990 50.546 2.116 53.746
FL-943 1.990 50.546 2.116 53.746
FL-951 1.992 50.596 2.116 53.746
FU-910 2.054 52.171 2.179 55.346
FU-935 2.054 52.171 2.179 55.346
MFS 6 1.228 31.191 1.350 34.290
MFS 7 1.493 37.922 1.618 41.097
MFS 8 1.493 37.922 1.618 41.097
MFS 10 1.786 45.364 1.911 48.539
MFS 12 1.786 45.364 1.911 48.539
MFS 13 1.786 45.364 1.911 48.539
MFS 14 1.786 45.364 1.911 48.539
MFS 16 1.990 50.546 2.116 53.746
MFS 18 1.990 50.546 2.116 53.746
MFS 20 1.990 50.546 2.116 53.746
22
Section 3
Disassembly
Axles With Unitized Wheel Ends — Figure 3.30

Easy Steer™ Bushings
1. Remove and discard the lower king pin seal.
Figure 3.29.
Figure 3.29
1 REMOVAL OF OLD UPPER BUSHING
Figure 3.31
1 Remove and discard upper and lower seals.
2. Turn the knuckle upside down. Remove the

upper king pin seal.
WARNING
3. Remove the old bushings as follows:

A. Make a tool to remove the bushings. Refer
to Figure 3.32 for the dimensions of the
tool.
B. Put the knuckle into a vise. Use a press
with a 5-ton capacity. Make sure the 1 UPPER KING PIN BUSHING
knuckle does not move when the bushings 2 LOWER KING PIN BUSHING
are removed.
C. Install the tool into the upper king pin
bushing. Press the upper king pin bushing
from the knuckle bore. Figure 3.30.
D. Turn knuckle upside down and install the
tool in the lower king pin bushing. Press
the bottom bushing from the knuckle bore.
Figure 3.31.
23
Section 3
Disassembly
Figure 3.32 DIMENSIONS FOR BUSHING REMOVAL AND INSTALLATION TOOL

2 SUITABLE LENGTH
Dimension ’X’ Dimension ’Y’

Axle Model
Number ± 0.001-inch)
(± ± 0.025 mm)
(± ± 0.001-inch)
(± ± 0.025 mm)
(±
FF-981
FF-982
FF-983
1.786 45.364 1.911 48.539
FF-984
FF-986
FF-987
24
Section 4
Clean Ground or Polished Parts

Section 4Prepare Parts for Assembly
WARNING
protection when you perform vehicle maintenance WARNING
or service. Solvent cleaners can be flammable, poisonous and
cause burns. Examples of solvent cleaners are
Repair Parts carbon tetrachloride, emulsion-type cleaners and
petroleum-based cleaners. To avoid serious
The repair or reconditioning of front axle personal injury when you use solvent cleaners,
components is not allowed. Meritor recommends you must carefully follow the manufacturer’s
replacing damaged or out-of-specification product instructions and these procedures:
components. All major components are heat r Wear safe eye protection.
treated and tempered.
r Wear clothing that protects your skin.
CAUTION r Work in a well-ventilated area.
Do not bend, weld or heat any front axle r Do not use gasoline, or solvents that contain
component. If the axle is bent, welded or heated, gasoline. Gasoline can explode.
the strength of the axle is reduced and the
warranty is voided. An axle damaged by bending, r You must use hot solution tanks or alkaline
welding or heating may cause a vehicle accident solutions correctly. Follow the manufacturer’s
and serious personal injury. instructions carefully.
The following operations are prohibited on front Use a cleaning solvent to clean ground or polished
axle components. parts and surfaces. Kerosene or diesel fuel can be
used for this purpose. DO NOT USE GASOLINE.
1. Welding of or to the steering arms, tie rod
arms, the knuckles, the king pins, the axle Do NOT clean ground or polished parts in a hot
beams, the tie rod assemblies, the hubs, the solution tank or with water, steam or alkaline
drums or the brakes. solutions. These solutions will cause corrosion of
the parts.
2. Hot or cold bending of the knuckles, the
steering arms, the tie rod arms, the ball studs,
the axle beams or the tie rod assemblies. Clean Rough Parts
3. Drilling out of the holes in the axle beam for Rough parts can be cleaned with the ground or
the king pins. polished parts. Rough parts also can be cleaned in
hot solution tanks with a weak alkaline solution.
4. Drilling out of the draw key holes in the Parts must remain in the hot solution tanks until
knuckle. they are completely cleaned and heated.
5. Spray welding of bearing diameters on the
knuckles or in the machined bores. Dry Cleaned Parts
6. Disassembly of unitized truck hub unit.
Parts must be dried immediately after cleaning.
7. Milling or machining of any component. Dry parts with clean paper or rags, or compressed
air. Do not dry bearings by spinning with
compressed air.
25
Section 4
Corrosion Prevention on Install Original or Used

Cleaned Parts Fasteners Using Meritor Liquid
Apply a light oil to cleaned and dried parts that are Adhesive 2297-C-7049 or
not damaged and are to be immediately
assembled. Do NOT apply oil to the brake linings
Loctite 680 or Equivalent
or the brake drums. 1. Clean the oil, dirt and old adhesive from all
threads and threaded holes. Use a wire brush.
If parts are to be stored, apply a good corrosion
preventative to all surfaces. Do NOT apply the
material to the brake linings or the brake drums. CAUTION
Store the parts inside special paper or other
Do not apply adhesive to fastener threads that will
material that prevents corrosion.
be installed into a closed bore. As the fastener is
installed, air pressure will force adhesive applied
NOTE: Be sure that all tapered joints are clean and to fastener out of the closed bore. Apply adhesive
dry with no lubrication or corrosion preventative into threaded bore only.
applied to mating surfaces.
2. Apply four or five drops of Meritor Liquid
Install New Fasteners With Adhesive, Loctite 680 or equivalent to each
threaded hole or bore ONLY. Make sure the
Pre-applied Adhesive Patches adhesive is applied to the threads. Figure 4.1
1. Clean the oil and dirt from threaded holes. Use and Figure 4.2.
wire brush to remove old patch material. There 3. Tighten the fasteners to the required torque
is no special cleaning required. value for that size fastener.
CAUTION Figure 4.1 AXLE WITH BOTTLE SPINDLE

Do not apply adhesives or sealants on new
fasteners with pre-applied adhesive patches or in
the threaded holes. If other adhesives or sealants
are used, the new adhesive will not function
correctly.
2. Assemble parts using the new pre-applied

adhesive fasteners.
NOTE: There is no drying time required for

fasteners with pre-applied adhesive.
3. Tighten the fasteners to the required torque

value for that size fastener. Refer to Table I in
Section 9.
1 Add 4 to 5 drops of adhesive into bore.

2 Torque fastener to specifications.
26
Section 4
Figure 4.2 BOLT-ON STEERING ARM Inspect the Parts

Axles With Conventional
Wheel Ends
Carefully inspect all disassembled parts before
assembly. Refer to the following guidelines:
1. Inspect and replace any parts that are worn,
cracked or damaged. Check for cracks using
dye penetrant, magnetic flux, or fluorescent
particle testing methods.
2. Remove the old bushing from the knuckle.
Measure the upper knuckle bore inside
diameter at two locations. Always use a
micrometer and a telescoping gauge when
taking knuckle bore measurements. Some
rounding of the top and bottom bore edges
is acceptable.
Measure the bore in four positions and at two
locations. The two locations must be 90 degrees
opposed from each other. Figure 4.3. If the
1 Apply two to three drops to knuckle threads. average measurement is more than the
Knuckle Bore Maximum Diameter specification
in Table B, replace the knuckle.
NOTE: There is no drying time required for
Meritor Liquid Adhesive 2297-C-7049, Figure 4.3 MEASUREMENT PROCEDURE
Loctite 680 or equivalent.
Check the Torque Values of

Dri-Loc Fasteners Not
Requiring Removal
NOTE: If Dri-Loc fasteners do not require removal
from components, check the fasteners for correct
torque value as follows:
1. Apply the MINIMUM amount of torque

required for that size fasteners. Refer to
Section 9. The fastener MUST NOT rotate.
2. If the fastener rotates any amount, remove the
fastener from the component. Inspect the
fastener and the hole for wear and damage.
1 Measure here, then rotate tool 90°°.
Repair as necessary. If the fastener and the 2 UPPER BORE
hole are in good condition, apply adhesive to 3 Do same down here.
the threaded hole. Follow the procedure for 4 And repeat here.
installing old Dri-Loc fasteners.
27
Section 4
Repeat this procedure for measuring the lower 4. Measure the inner bore diameter of the axle
knuckle bore. Figure 4.4. Refer to the Knuckle beam. Rounding at the top and bottom of the
Bore Maximum Diameter indicated in Table B. beam is acceptable.
Verify the average inside bore dimension does
not exceed the Knuckle Bore Maximum Measure the axle beam bore at four positions,
Diameter specifications. Figure 4.3, and at two specific locations:
1/2-inch (12.7 mm) below the top of the bore
Measurements taken at either the upper or and 1/2-inch (12.7 mm) above the bottom of the
lower knuckle bores which exceed the Knuckle bore. Figure 4.5.
Bore Maximum Diameter in Table B, indicate
the knuckle requires removal and replacement. If the average measurement is greater than the
Axle Beam Bore Maximum Diameter given in
Table B, the entire axle beam requires
Figure 4.4 KING PIN BUSHING replacement.
MEASUREMENT
Figure 4.5 AXLE BEAM MEASUREMENT
1 Measure bushing bore in four positions (90°° opposed).
1 0.5-INCH (12.7 MM)

3. Measure the king pin bushing inside diameter 2 Measure bore in four positions (90°° opposed).
using a micrometer and a telescoping gauge 3 0.5-INCH (12.7 MM)
for taking measurements.
If the average inside diameter measurement is
greater than the King Pin Bushing Maximum
Inner Diameter in Table B, install a new
bushing.
Measure the inner diameter of the new
bushing after installation and reaming.
Measure the inner diameter of the bushing in
four positions and at two locations. The two
locations must be 90 degrees opposed from
each other. Figure 4.3. If the average
measurement is more than the King Pin
Bushing Maximum Inner Diameter
specification in Table B, replace the bushing.
28
Section 4
Table B: Axle Wear Limits Specifications
Knuckle Bore Beam Bore King Pin Bushing Maximum
Model Number Maximum Diameter Maximum Diameter Inner Diameter
FC-901 a 1.3610 in. (34.569 mm) 1.2380 in. (31.4450 mm) 1.2400 in. (31.4960 mm)
FC-901 b 1.3610 in. (34.569 mm) 1.2380 in. (34.4450 mm) 1.2380 in. (31.4420 mm)
FC-903 a 1.3610 in. (34.569 mm) 1.2380 in. (31.4450 mm) 1.2400 in. (31.4960 mm)
FC-903 b 1.3610 in. (34.569 mm) 1.2380 in. (34.4450 mm) 1.2380 in. (31.4420 mm)
FC-921 1.3615 in. (34.582 mm) 1.2380 in. (31.4450 mm) 1.2365 in. (31.4070 mm)
FC-941 1.6295 in. (41.389 mm) 1.5040 in. (38.2020 mm) 1.5020 in. (38.1510 mm)
FD-901 1.5630 in. (39.700 mm) 1.4375 in. (36.5125 mm) 1.4380 in. (36.5250 mm)
FD-931 1.7360 in. (44.094 mm) 1.6110 in. (40.9194 mm) 1.6105 in. (40.9067 mm)
FD-933 1.7360 in. (44.094 mm) 1.6110 in. (40.9194 mm) 1.6105 in. (40.9067 mm)
FD-961 1.9220 in. (48.818 mm) 1.7980 in. (45.6692 mm) 1.7960 in. (45.6180 mm)
FE-970 1.7360 in. (44.094 mm) 1.6110 in. (40.9194 mm) 1.6105 in. (40.9067 mm)
FF-921 1.9220 in. (48.818 mm) 1.7980 in. (45.6692 mm) 1.7975 in. (45.6565 mm)
FF-931 1.9220 in. (48.818 mm) 1.7980 in. (45.6692 mm) 1.7975 in. (45.6565 mm)
FF-932 1.9220 in. (48.818 mm) 1.7980 in. (45.6692 mm) 1.7975 in. (45.6565 mm)
FF-933 1.9220 in. (48.818 mm) 1.7980 in. (45.6692 mm) 1.7975 in. (45.6565 mm)
FF-934 1.9220 in. (48.818 mm) 1.7980 in. (45.6692 mm) 1.7975 in. (45.6565 mm)
FF-941 1.9220 in. (48.818 mm) 1.7980 in. (45.6692 mm) 1.7960 in. (45.6180 mm)
FF-942 1.9220 in. (48.818 mm) 1.7980 in. (45.6692 mm) 1.7960 in. (45.6180 mm)
FF-943 1.9220 in. (48.818 mm) 1.7980 in. (45.6692 mm) 1.7960 in. (45.6180 mm)
FF-944 1.9220 in. (48.818 mm) 1.7980 in. (45.6692 mm) 1.7960 in. (45.6180 mm)
FF-961 1.9220 in. (48.818 mm) 1.7980 in. (45.6692 mm) 1.7960 in. (45.6180 mm)
FF-966 1.9220 in. (48.818 mm) 1.7980 in. (45.6692 mm) 1.7960 in. (45.6180 mm)
FF-967 1.9220 in. (48.818 mm) 1.7980 in. (45.6692 mm) 1.7960 in. (45.6180 mm)
FF-971 1.7360 in. (44.094 mm) 1.6105 in. (40.9067 mm) 1.6105 in. (40.9067 mm)
FF-981 1.9220 in. (48.818 mm) 1.7960 in. (45.6180 mm) 1.7980 in. (45.6692 mm)
FF-982 1.9220 in. (48.818 mm) 1.7960 in. (45.6180 mm) 1.7980 in. (45.6692 mm)
FF-983 1.9220 in. (48.818 mm) 1.7960 in. (45.6180 mm) 1.7980 in. (45.6692 mm)
FF-984 1.9220 in. (48.818 mm) 1.7960 in. (45.6180 mm) 1.7980 in. (45.6692 mm)
FG-931 1.9220 in. (48.818 mm) 1.7980 in. (45.6692 mm) 1.7975 in. (45.6565 mm)
FG-933 1.9220 in. (48.818 mm) 1.7980 in. (45.6692 mm) 1.7975 in. (45.6565 mm)
FG-941 1.9220 in. (48.818 mm) 1.7980 in. (45.6692 mm) 1.7960 in. (45.6180 mm)
FG-943 1.9220 in. (48.818 mm) 1.7980 in. (45.6692 mm) 1.7960 in. (45.6180 mm)
FL-931 2.1270 in. (54.025 mm) 2.0030 in. (50.8762 mm) 2.0030 in. (50.8767 mm)
FL-933 2.1270 in. (54.025 mm) 2.0030 in. (50.8762 mm) 2.0030 in. (50.8767 mm)
FL-941 2.1270 in. (54.025 mm) 2.0030 in. (50.8762 mm) 2.0010 in. (50.8250 mm)
FL-943 2.1270 in. (54.025 mm) 2.0030 in. (50.8767 mm) 2.0010 in. (50.8250 mm)
FL-951 2.1270 in. (54.025 mm) 2.0030 in. (50.8767 mm) 2.0030 in. (50.8767 mm)
FU-910 2.1900 in. (55.626 mm) 2.0655 in. (52.4637 mm) 2.0645 in. (52.4383 mm)
FU-935 2.1900 in. (55.626 mm) 2.0655 in. (52.4637 mm) 2.0645 in. (52.4383 mm)
MFS 6 1.3615 in. (34.582 mm) 1.2380 in. (31.4450 mm) 1.2365 in. (31.4070 mm)
a Knuckles with nylon bushings. b Knuckles with bronze bushings.
29
Section 4
Axles With Unitized Wheel Ends Repeat this procedure for measuring the lower
knuckle bore. Figure 4.7. Refer to the Knuckle
Carefully inspect all disassembled parts before Bore Maximum Diameter indicated in Table C.
assembly. Refer to the following guidelines: Verify the average inside bore dimension does
not exceed the Knuckle Bore Maximum
1. Inspect and replace any parts that are worn,
Diameter specifications.
cracked or damaged.
Measurements taken at either the upper or
lower knuckle bores which exceed the Knuckle
WARNING Bore Maximum Diameter in Table C indicate
Fluid immersion-based crack inspection the knuckle requires removal and replacement.
techniques should not be used on unitized wheel
end hub units. The fluids may enter the joint
between the inner bearing cones through the bore Figure 4.7
of the hub unit and cause damage to the lubricant
inside. This will shorten the life of the hub unit and
void the manufacturer’s warranty. Use only dye
penetrant inspection techniques, being careful not
to get penetrant fluids in the bore of the hub unit.
2. Remove the old bushing from the knuckle.

Measure the upper knuckle bore inside
diameter at two locations. Always use a
micrometer and a telescoping gauge when
taking knuckle bore measurements. Some
rounding of the top and bottom bore edges is
acceptable.
Measure the bore in four positions and at two
locations. The two locations must be 90 degrees
opposed from each other. Figure 4.6. If the
average measurement is more than the
Knuckle Bore Maximum Diameter specification
in Table C, replace the knuckle.
1 Measure upper and lower knuckle bore in four
positions (90 ° opposed).
Figure 4.6 MEASUREMENT PROCEDURE 2 LOWER BORE
3 UPPER BORE
3. Measure the king pin bushing inside diameter

using a micrometer and a telescoping gauge
for taking measurements.
If the average inside diameter measurement is
greater than the King Pin Bushing Maximum
Inner Diameter in Table C, install a new
bushing.
1 UPPER BORE
2 Measure here then rotate tool 90°°.
3 And repeat here.
4 Do same down here.
30
Section 4
Measure the inner diameter of the new

Figure 4.8 bushing after installation and reaming.
Measure the inner diameter of the bushing in
four positions and at two locations. The two
locations must be 90 degrees opposed from
each other. Figure 4.6. If the average
measurement is more than the King Pin
Bushing Maximum Inner Diameter
specification in Table C, shown below,
replace the bushing.
4. Measure the inner bore diameter of the axle
beam. Rounding at the top and bottom of the
beam is acceptable.
Measure the axle beam bore at four positions,
Figure 4.6, and at two specific locations:
1/2-inch (12.7 mm) below the top of the bore
and 1/2-inch (12.7 mm) above the bottom of the
bore. Figure 4.8.
If the average measurement is greater than the
Axle Beam Bore Maximum Diameter given in
Table C, shown below, the entire axle beam
requires replacement.
1 Measure bore in four positions (90°° opposed).
2 0.5-INCH (12.7 MM)
3 0.5-INCH (12.7 MM)
Table C: Axle Wear Limits Specifications
Knuckle Bore King Pin Bushing Axle Beam Bore

Axle Model Maximum Diameter Maximum Inner Diameter Maximum Diameter
FF-981
FF-982
FF-983
1.922" (48.818 mm) 1.796" (45.618 mm) 1.7980" (45.6692 mm)
FF-984
FF-986
FF-987
31
Section 4
Inspect the Wheel Bearings Figure 4.10

Wheel Ends
Inspect the wheel bearings when the hub is
removed from the knuckle spindle.
Remove all lubricant from the bearings, knuckle,
hub and hubcap.
Inspect the cup, the cone and the rollers and cage
of all bearings. If any of the following conditions
exist, the bearing MUST be replaced.
1. The center of the large diameter end of the
rollers is worn level or below the outer surface.
Figure 4.9.
2. The radius at the large diameter end of the
rollers is worn to a sharp edge. Figure 4.9.
r A visible roller groove in the cup or the cone
inner race surfaces. The groove can be seen
at the small or large diameter end of both
parts. Figure 4.10.
r Deep cracks or breaks in the cup, the cone
inner race or the roller surfaces. Figure 4.10. 1 CRACK
r Bright wear marks on the outer surface of 2 WEAR GROOVE
the roller cage. Figure 4.11.
r Damage on the rollers and on the surfaces
of the cup and the cone inner race that touch Figure 4.11 WEAR MARKS
the rollers. Figure 4.12.
r Damage on the cup and the cone inner
surfaces that touch the rollers. Figure 4.13.
Figure 4.9
1 WORN RADIUS
2 WORN SURFACE
32
Section 4
Figure 4.12 Tie Rod Grease Fittings

When inspecting the tie rod, observe the following:
1. If a grease fitting is missing, install a new one.
Do not attempt to install a fitting if the tie rod
end is a non-greaseable design. Figure 4.14.
2. T ighten all grease fittings to the specified
torque. Figure 4.15. Refer to Table J in
Section 9.
Figure 4.14
1 ETCHING AND PITTING
Figure 4.13
1 GREASE FITTING ALTERNATE LOCATION
Figure 4.15
1 SPALLING AND FLAKING
1 GREASE FITTING ALTERNATE LOCATION

2 TORQUE WRENCH USED TO TIGHTEN GREASE
FITTING TO SPECIFICATION
33
Section 5
Assembly
Bronze and Easy Steer™ King Pin

Section 5Assembly
WARNING Bushings — Axles With Conventional

To prevent serious eye injury, always wear safe eye Wheel Ends
or service. Without a Press
NOTE: On the FF-, FG- and FL-Series axles, the

Installation bushings can be installed without a press. Use the
Bushing Service Kit from Kent-Moore tools to
King Pin Bushings install and ream the bushings. Refer to Table K in
Section 10.
Nylon Bushings — Axles With
Bronze and Easy Steer™ bushings have an
Conventional Wheel Ends interference fit in the knuckle bores and require a
Insert the nylon bushing in each knuckle bore by suitable installation tool for bushing installation.
hand. Be sure that the entire outer surface of the Figure 5.2.
nylon bushing is in contact with the knuckle bore.
Check the nylon bushing installation before Figure 5.2 BUSHING REMOVAL AND
attempting to install the knuckle to the axle beam INSTALLATION TOOL
noting the following:
1. Verify that each nylon bushing is fully seated
in the knuckle bore by passing the king pin
through the upper and lower bores after
insertion.
NOTE: The nylon bushing installation is not a

press fit in the knuckle bore as in cases where a
bronze or Easy Steer™ bushing is used. 2 SUITABLE LENGTH
2. Be sure that the bushing lube slots align with

the grease ports in the knuckle. Figure 5.1.
Position the bushings into outer end(s) of the
knuckle bore(s). Install to proper position using
Figure 5.1 NYLON BUSHING ALIGNMENT selected installation tool. Figure 5.3.
(SIDE GREASE FITTINGS) Ream the Easy Steer™ bushings after installation
into the knuckle.
Figure 5.3
1 NYLON BUSHING 1000375b

2 Align bushing slots with grease ports.
3 SIDE GREASE FITTING 1 EASY STEER™ BUSHING
34
Section 5
Assembly
With a Press 6. Turn the knuckle over so that the bottom of the
1. Install the top king pin bushing first. knuckle is up. Make sure the bore is parallel to
the top of the press.
WARNING
Figure 5.5 EASY STEER™ TYPE BUSHINGS
2. Put the knuckle in a press, if used, so that the

top of the knuckle is toward the top of the
press. Make sure tops of the bores are parallel
to the top of the press.
3. Place new bushing in the upper knuckle bore.
4. Using installation tool, press start the bushing
1/8-inch (3 mm) into the upper bore. Release
the pressure. Make sure the bushing is straight
into the upper bore. Figure 5.4.
Figure 5.4
1 UPPER KNUCKLE (OUTSIDE) 0.352-0.382-INCH

(8.94-9.70 MM)
2 BUSHINGS
3 LOWER KNUCKLE (OUTSIDE) 0.352-0.382-INCH
(8.94-9.70 MM)
Figure 5.6 BRONZE TYPE BUSHINGS
1000376a
1 UPPER KNUCKLE 1/8-INCH DEPTH INSTALLATION

2 INSTALLATION TOOL
3 BUSHING
4 BUSHING
5 LOWER KNUCKLE 1/8-INCH DEPTH INSTALLATION
5. A. On Easy Steer™ bushings and for MFS

axles, press the bushing farther to a depth
of 0.352- to 0.382-inch (8.94-9.70 mm)
below the top of the upper knuckle bore.
Figure 5.5. 1 INSIDE 0.135-0.165-INCH (3.5-4.0 MM)
2 BUSHINGS
B. On bronze bushings, press the bushing 3 INSIDE 0.135-0.165-INCH (3.5-4.0 MM)
farther to a depth of 0.135- to 0.165-inch
(3.5-4.0 mm) above the bottom of the
upper bore. Figure 5.6.
35
Section 5
Assembly
7. Place new bushing in lower knuckle bore. NOTE: On the Easy Steer™ axles, the bushings
can be installed without a press. Use the Bushing
8. Using installation tool, press start the bushing Service Kit from Kent-Moore tools to install and
1/8-inch (3 mm) into the lower bore. Release ream the bushings. Refer to Table K in Section 10.
into the lower bore. Figure 5.4.
Use the tool shown in Figure 5.2 to install the
9. A. On Easy Steer™ bushings, press the bushings.
bushing farther to a depth of 0.352- to
0.382-inch (8.94-9.70 mm) below the top of Ream the Easy Steer™ bushings after installation
the lower knuckle bore (as viewed with the into the knuckle.
knuckle upside down). Figure 5.5.
With a Press
B. On bronze bushings, press the bushing 1. Install the top king pin bushing first.
farther to a depth of 0.135- to 0.165-inch
(3.5-4.0 mm) above the bottom of the lower
bore (as viewed with the knuckle upside WARNING
down). Figure 5.6. Observe all warnings and cautions provided by
10. Ream the bushings. Refer to the procedures in the press manufacturer to avoid damage to
this section. components and serious personal injury.
Easy Steer™ King Pin Bushings — Axles 2. Put the knuckle in a press, if used, so that the
With Unitized Wheel Ends top of the knuckle is toward the top of the
press. Make sure tops of the bores are parallel
Without a Press to the top of the press. Figure 5.8 and
Figure 5.9.
Put the king pin bushings in the knuckle bores.
Make sure the bushing is against the bore in the 3. Place new bushing in the upper knuckle bore.
knuckle. Install the king pin to make sure the
4. Using installation tool, press the bushing
bushing is installed correctly. Figure 5.7.
1/8-inch (3 mm) into the upper bore. Release
Figure 5.7 inside the upper bore.
5. Press the bushing to a depth of 0.352- to
0.382-inch (8.94-9.70 mm) below the top of the
knuckle bore. Figure 5.8 and Figure 5.9.
6. Turn the knuckle over so that the bottom of the
knuckle is up. Make sure the bore is parallel to
the top of the press.
7. Place new bushing in lower knuckle bore.
8. Using installation tool, press the bushing
1/8-inch (3 mm) into the lower bore. Release
inside the lower bore.
9. Press the bushing to a depth of 0.352- to
0.382-inch (8.94-9.70 mm) below the top of the
knuckle bore. Figure 5.8 and Figure 5.9.
10. Ream the bushings. Refer to the procedures in
this section.
1 EASY STEER™ BUSHING
36
Section 5
Assembly
Figure 5.8 Reaming the King Pin Bushings

Axles With Conventional Wheel Ends —
Bronze and Easy Steer™ Bushings
CAUTION
Do not hone or burnish the bushings. The
bushings will be damaged by honing or
burnishing.
NOTE: Reamer tools are available from

SPX-Kent Moore at 1-800-328-6657 and from
Wright Tool Company at 1-800-783-9826.
1. Place the knuckle in a vise with brass jaws.

2. Refer to Figure 5.10 for the dimensions of the
reamer tool.
Figure 5.10
1 BUSHING INSTALLER TOOL
Figure 5.9
1 REMOVABLE PILOT OPTIONAL

2 REAMER
3 E = D + 2-INCHES (50.8 MM) MINIMUM
MATERIAL: HIGH SPEED STEEL.
NUMBER OF BLADES: USE 10-14 BLADES
1000046a CUT OF BLADES: RIGHT-HAND CUT, LEFT-HAND FLUTE.
LENGTH OF BLADES: 2.50-INCHES (63.5 MM)
1 TOP AND BOTTOM BUSHING REAM DIAMETER

2 BOTTOM KING PIN BUSHING DEPTH
3 TOP KING PIN BUSHING DEPTH
37
Section 5
Assembly
Bushing Reamer Dimensions

Lower Pilot
Diameter Blade Diameter Upper Pilot
Dimension “A” Dimension “B” Diameter “C” Lower Pilot Upper Pilot
± 0.001-inch or
(± ± 0.0005-inch or
(± ± 0.001-inch or
(± Length Length Minimum
Axle ± 0.0245 mm) ± 0.0127 mm) ± 0.0245 mm) Dimension “D” Dimension “E”
Model inch mm inch mm inch mm inch mm inch mm
FC-901 1.2225 31.0515 1.2375 31.4325 1.2320 31.2928 6.75 171.45 8.75 222.25
FC-901 a 1.2225 31.0515 1.2375 31.4325 1.2320 31.2928 6.75 171.45 8.75 222.25
FC-903 1.2225 31.0515 1.2375 31.4325 1.2320 31.2928 6.75 171.45 8.75 222.25
FC-921 1.2225 31.0515 1.2360 31.4325 1.2320 31.2928 6.75 171.45 8.75 222.25
FC-941 1.4875 37.7825 1.5015 38.1381 1.4960 37.9984 8.90 226.06 10.90 276.86
FD-901 1.4220 36.1188 1.4370 36.4998 1.4315 36.3601 8.50 215.90 10.50 266.70
FD-901 a 1.4220 36.1188 1.4370 36.4498 1.4315 36.3601 8.50 215.90 10.50 266.70
FD-931 1.5950 40.5130 1.6100 40.8940 1.6405 41.6687 8.50 215.90 10.50 266.70
FD-933 1.5950 40.5130 1.6100 40.8940 1.6405 41.6687 8.50 215.90 10.50 266.70
FD-961 1.7800 45.2120 1.7955 45.6057 1.7900 45.4660 10.25 260.35 12.25 311.15
FE-970 1.5950 40.5130 1.6100 40.8940 1.6405 41.6687 8.50 215.90 10.50 266.70
FF-921 1.7820 45.2628 1.7970 45.6438 1.7915 45.5041 9.30 236.22 11.20 287.02
FF-931 1.7820 45.2628 1.7970 45.6438 1.7915 45.5041 9.30 236.22 11.30 287.02
FF-932 1.7820 45.2628 1.7970 45.6438 1.7915 45.5041 9.30 236.22 11.30 287.02
FF-933 1.7820 45.2628 1.7970 45.6438 1.7915 45.5041 9.30 236.22 11.30 287.02
FF-934 1.7820 45.2628 1.7970 45.6438 1.7915 45.5041 9.30 236.22 11.30 287.02
FF-941 1.7800 45.2120 1.7955 45.6057 1.7900 45.4660 10.25 260.35 12.25 311.15
FF-942 1.7800 45.2120 1.7955 45.6057 1.7900 45.4660 10.25 260.35 12.25 311.15
FF-943 1.7800 45.2120 1.7955 45.6057 1.7900 45.4660 10.25 260.35 12.25 311.15
FF-944 1.7800 45.2120 1.7955 45.6057 1.7900 45.4660 10.25 260.35 12.25 311.15
FF-961 1.7800 45.2120 1.7955 45.6057 1.7900 45.4660 10.25 260.35 12.25 311.15
FF-966 1.7800 45.2120 1.7955 45.6057 1.7900 45.4660 10.25 260.35 12.25 311.15
FF-967 1.7800 45.2120 1.7955 45.6057 1.7900 45.4660 10.25 260.35 12.25 311.15
FF-971 1.5950 40.5130 1.6100 40.8940 1.6405 41.6687 8.50 215.90 10.50 266.70
FF-981 1.7800 45.2120 1.7955 45.6057 1.7900 45.4660 10.25 260.35 12.25 311.15
FF-982 1.7800 45.2120 1.7955 45.6057 1.7900 45.4660 10.25 260.35 12.25 311.15
FF-983 1.7800 45.2120 1.7955 45.6057 1.7900 45.4660 10.25 260.35 12.25 311.15
FF-984 1.7800 45.2120 1.7955 45.6057 1.7900 45.4660 10.25 260.35 12.25 311.15
FF-986 1.7800 45.2120 1.7955 45.6057 1.7900 45.4660 10.25 260.35 12.25 311.15
FF-987 1.7800 45.2120 1.7955 45.6057 1.7900 45.4660 10.25 260.35 12.25 311.15
FG-931 1.7820 45.2628 1.7970 45.6438 1.7915 45.5041 9.30 236.22 11.30 287.02
FG-933 1.7820 45.2628 1.7970 45.6438 1.7915 45.5041 9.30 236.22 11.30 287.02
FG-941 1.7800 45.2120 1.7955 45.6057 1.7900 45.4660 10.25 260.35 12.25 311.15
FG-943 1.7800 45.2120 1.7955 45.6057 1.7900 45.4787 10.25 260.35 12.25 311.15
FL-931 1.9870 50.4698 2.0025 50.8635 1.9970 50.7238 10.10 256.54 12.10 307.34
FL-933 1.9870 50.4698 2.0025 50.8635 1.9970 50.7238 10.10 256.54 12.10 307.34
FL-941 1.9850 50.4190 2.0005 50.8127 1.9950 50.6730 10.10 256.54 12.10 307.34
FL-943 1.9850 50.4190 2.0005 50.8127 1.9950 50.6730 10.10 256.54 12.10 307.34
FL-951 1.9850 50.4190 2.0005 50.8127 1.9950 50.6730 10.10 256.54 12.10 307.34
FU-910 2.0490 52.0446 2.0640 52.4256 2.0585 52.2859 11.32 287.52 13.32 338.32
FU-935 2.0490 52.0446 2.0640 52.4256 2.0585 52.2859 11.32 287.52 13.32 338.32
MFS 6 1.2225 31.0515 1.2360 31.4325 1.2320 31.2928 6.75 171.45 8.75 222.25
MFS 7 1.4875 37.7825 1.5015 38.1381 1.4960 37.9984 8.90 226.06 10.90 276.86
MFS 8 1.4875 37.7825 1.5015 38.1381 1.4960 37.9984 8.90 226.06 10.90 276.86
MFS 10 1.7800 45.2120 1.7955 45.6057 1.7900 45.4660 10.25 260.35 12.25 311.15
MFS 12 1.7800 45.2120 1.7955 45.6057 1.7900 45.4660 10.25 260.35 12.25 311.15
MFS 13 1.7800 45.2120 1.7955 45.6057 1.7900 45.4660 10.25 260.35 12.25 311.15
MFS 14 1.7800 45.2120 1.7955 45.6057 1.7900 45.4660 10.25 260.35 12.25 311.15
MFS 16 1.9850 50.4190 2.0005 50.8127 1.9950 50.6730 10.10 256.54 12.10 307.34
MFS 18 1.9850 50.4190 2.0005 50.8127 1.9950 50.6730 10.10 256.54 12.10 307.34
MFS 20 1.9850 50.4190 2.0005 50.8127 1.9950 50.6730 10.10 256.54 12.10 307.34
a Use these specifications when replacing the existing bushing with an Easy SteerTM bushing.
38
Section 5
Assembly
3. Slide the pilot of the reamer through the top

Figure 5.12 REAMING LOWER BUSHING
bushing until the reamer blades touch the
bushing. Figure 5.11.
4. Rotate the reamer with a light downward
pressure. Do not apply too much force. Rotate
the reamer smoothly.
5. After the reamer cuts most of the top bushing,
make sure the tool does not drop to the bottom
bushing.
6. After cutting the top bushing, guide the reamer
into the bottom bushing. Repeat Steps 3-5.
Figure 5.12.
7. Slide the reamer out of the bottom bushing.
If the reamer must be removed through the top
bushing, rotate the tool in the opposite cutting
direction.
8. Clean all material from the bushings.
Figure 5.11 REAMING UPPER BUSHING

1 Push down lightly.
39
Section 5
Assembly
Axles With Unitized Wheel Ends — 6. After cutting the top bushing, guide the reamer
Easy Steer™ Bushings into the bottom bushing. Repeat Steps 3-5.
Figure 5.14.
CAUTION 7. Slide the reamer out of the bottom bushing.

If the reamer must be removed through the top
Do not hone or burnish the bushings. The bushing, rotate the tool in the opposite cutting
bushings will be damaged by honing or direction.
burnishing.
8. Clean all material from the bushings.
1. Place the knuckle in a vise with brass jaws.
2. Refer to Figure 5.15 for the dimensions of the Figure 5.14
reamer tool.
3. Slide the pilot of the reamer through the top
bushing until the reamer blades touch the
bushing. Figure 5.13.
4. Rotate the reamer with a light downward
pressure. Do not apply too much force. Rotate
the reamer smoothly.
5. After the reamer cuts most of the top bushing,
make sure the tool does not drop to the bottom
bushing.
Figure 5.13
40
Section 5
Assembly
Figure 5.15
1 REMOVABLE PILOT OPTIONAL

2 REAMER
3 E = D + 2-INCHES (50.8 MM) MINIMUM
MATERIAL: HIGH SPEED STEEL
NUMBER OF BLADES: USE 10-14 BLADES
CUT OF BLADES: RIGHT-HAND CUT, LEFT-HAND FLUTE
LENGTH OF BLADES: 2.50-INCHES (63.5 MM)
Lower Pilot
Diameter Blade Diameter Upper Pilot
Dimension “A” Dimension “B” Diameter “C” Upper Pilot Length
± 0.001-inch or
(± ± 0.0005-inch or ±
(± ± 0.001-inch or
(± Lower Pilot Length Minimum
± 0.0245 mm) 0.0127 mm) ± 0.0245 mm) Dimension “D” Dimension “E”
Axle
Model inch mm inch mm inch mm inch mm inch mm
FF-981
FF-982
FF-983
1.780 45.2120 1.7955 45.6057 1.7900 45.4660 10.25 260.35 12.25 311.15
FF-984
FF-986
FF-987
41
Section 5
Assembly
Inner Knuckle Bore King Pin Seals Figure 5.17

1. Place the top of the knuckle in a vise with brass
jaws. The bottom of the knuckle must be
toward you.
2. Place the seal in the bottom of the top knuckle
bore. The lip of the seal must be away from the
bore. Figure 5.16.
Figure 5.16
1 KING PIN
2 CAP
Figure 5.18
1 Both upper and lower inside seal lips must be away

from bore.
3. Place the end cap for the knuckle on top of the

seal. Slide the king pin through the opposite
knuckle bore. Use the king pin to install the
seal. Figure 5.17.
For bronze bushings, make sure the bottom of
the seal touches the bushing.
For Easy Steer™ and nylon bushings, make
sure the top of the seal is even with top of the
knuckle. Figure 5.18.
1 MACHINED SURFACE
2 SEAL
3 BUSHING
4 KNUCKLE BORE
42
Section 5
Assembly
4. Turn the knuckle over in the vise. The jaws of

Figure 5.20
the vise must hold the bottom of the knuckle,
and the top of the knuckle must be toward you.
5. Place the seal in the top of the bottom knuckle
bore. The lip of the seal must be away from the
bore. Figure 5.16.
6. Repeat Step 3 of this procedure.

1. Turn the knuckle upside down.
2. Place seal lightly into the inner bore. Be certain
seal lip is away from bore. Figure 5.19 and
Figure 5.21.
Figure 5.19
1 SEAL INSTALLER TOOL
Figure 5.21
1 Both upper and lower inside seal lips must be away

from bore.
3. Press the seal firmly into the knuckle bore

using a Seal Installer tool. Figure 5.20.
After installing the Easy Steer™ bushings,
make sure the top of the seal is even with the
inner machined surface of each knuckle bore.
Refer to Figure 5.21.
4. Turn the knuckle over to topside up position.
5. Place seal lightly into the inner bore. Be certain
seal lip is away from bore. Figure 5.21.
1 MACHINED SURFACE
6. Press the seal firmly into the knuckle bore 2 SEAL
using a Bushing/Seal Installer tool. Figure 5.20. 3 BUSHING KING PIN
4 KNUCKLE BORE
After installing the Easy Steer™ bushings,
make sure the top of the seal is even with the
inner machined surface of each knuckle bore.
Figure 5.21.
43
Section 5
Assembly
Install the Knuckle to Axle Beam Figure 5.23

1. Clean the bores of the knuckle and the axle
beam.
2. Install the seal on the thrust bearing.
On “cover”-type seals, install the seal over the
open end of the bearing. Figure 5.22.
On “flat”-type seals, put the seal over the
closed part of the bearing. Figure 5.22.
Figure 5.22 SEAL TYPES
1 TOP INNER DIAMETER SEAL

2 TOP
3 BOTTOM
4 INTEGRATED GREASE SEAL
3. Place the seal and thrust bearing assembly on

the inner knuckle. Make sure the seal will face
upward toward the beam. The top inner
diameter will be in contact with the bottom of
1 “COVER” axle beam. Figure 5.24.
2 “FLAT”
3 SEAL
4 BEARING RETAINER Figure 5.24
5 BEARING CAGE (OPEN SIDE UP)
6 BEARING RETAINER
7 SEAL
Integral Thrust Bearing and Seal
The one-piece thrust bearing with an

integrated grease seal is completely
interchangeable with the two-piece design.
It has a specified top and bottom orientation:
r The surface with the inner diameter seal
must be on top.
r The surface with the outer diameter seal
must be on the bottom. Figure 5.23.
44
Section 5
Assembly
8. Before installing the king pin into the top of the

WARNING knuckle, be sure to note the following:
Wear gloves when you install shims. Shims have A. Apply the specified lubricant to bottom half
sharp edges that can cause injury. of king pin.
4. Inspect the shims for damage before B. Before placing the king pin into the top of
reinstallation, noting the following: the knuckle, be sure the word “TOP” (which
is stamped on the king pin) can be seen.
r Replace damaged shims with same size Figure 5.26.
shims (or in combination) that allow the
least amount of knuckle end play. C. Rotate king pin so that two draw key slots
of pin properly align with draw key slots in
r If a new shim pack must be determined, the knuckle.
select the amount of shims that will give
the least amount of end play.
Figure 5.26
5. After inspection, place shims on top of axle
beam bore machined surface. Align shims for
king pin installation.
6. Place the knuckle on the axle beam.
7. Place a pry bar between the steering arm boss
and the axle beam. Lift the knuckle and slide
the shim pack between the top of the beam and
the knuckle. Figure 5.25.
r Make sure all the bores are aligned. If the
bores are not aligned, the parts will be
damaged when the king pin is installed.
r Remove the pry bar.
Figure 5.25
1 “TOP”
2 KING PIN
1 PRY BAR
2 SHIM
45
Section 5
Assembly

CAUTION 1. Clean the bores of the knuckle and axle beam.
Do not force the pin through the top bushing or
the shims will be damaged.
WARNING
9. Install the king pin into the top of the knuckle Wear gloves when you inspect and install shims.
and through the area where shims are located. Shims have sharp edges that can cause injury.
2. Inspect the shims for any damage before

WARNING reinstallation, noting the following:
disassembly procedures. Do not hit steel parts r Replace damaged shims with same size
with a steel hammer. Pieces of a part can break off shims (or in combination) that allow the
and cause serious personal injury. least amount of knuckle end play.
r If a new shim pack must be determined,
10. If required, use a hammer and a brass drift to select the amount of shims that will give the
apply direct force to king pin for seating it into least amount of end play.
the lower knuckle bore.
3. After inspection, place shims on top of axle
NOTE: Do not drive or tighten the draw keys into beam bore machined surface. Align shims for
the knuckle until the end play is checked and king pin installation. Figure 5.28.
adjusted.
Figure 5.28
NOTE: All models except FC-901, FC-921, FE-970,
FF-971 and FL-901 use threaded draw keys. Models
FC-901, FC-921, FE-970, FF-971 and FL-901 use plain
draw keys.
11. Seat top draw key into front of beam. Seat

bottom draw key in back of beam by striking
with hammer and drift. Make sure keys align
with slots of king pin. Do not install or tighten
lock nuts before checking the knuckle end play.
Refer to Figure 5.27.
Figure 5.27
1 SHIMS
4. Place the knuckle on the axle beam.

5. Before installing the integral thrust bearing
and seal, note the following:
r The one-piece bearing with an integrated
grease seal is completely interchangeable
with the two-piece design. It has a specific
top and bottom orientation.
1000390a
r The surface with the inner diameter seal
must be on top.
r The surface with the outer diameter seal
must be on the bottom. Figure 5.29.
46
Section 5
Assembly
7. Before installing the king pin into the top of the

Figure 5.29 knuckle, be sure to note the following:
A. Apply the specified lubricant to bottom half
of king pin.
B. Before placing the king pin into the top of
the knuckle, be sure the word “TOP”
(which is stamped on the king pin) can be
seen. Figure 5.31.
C. Rotate pin so that two draw key slots of pin
properly align with draw key holes in the
knuckle.
Figure 5.31
1000054a
1 TOP INNER DIAMETER SEAL

2 FLANGED BOTTOM
6. Slide the thrust bearing and seal assembly

between the bottom knuckle bore and the
bottom of the axle beam. Figure 5.30.
r Be sure the shims do not move out of
position above the axle beam bore.
r Be sure that the integral thrust bearing seal
assembly is positioned with the inner
diameter seal on top and flanged bottom
down.
r Be sure all the bores are aligned with the
king pin area. If the bores are not aligned,
the parts will be damaged when installing
the king pin.
Figure 5.30
1 “TOP”
2 KING PIN
1000055a
47
Section 5
Assembly
8. Install the king pin into the top of the knuckle 3. Attach a dial indicator. Place the base on the
and through the area where shims are located. knuckle. Place the tip on the center of the king
pin. Set the dial indicator on “zero” (0).
Figure 5.33.
WARNING
disassembly procedures. Do not hit steel parts with Figure 5.33
a steel hammer. Pieces of a part can break off and
cause serious personal injury.
9. Use a hammer and a brass drift to apply direct

force to king pin for seating it into the lower
knuckle bore.
10. Seat top draw key into front of beam. Seat
bottom draw key in back of beam by striking
with hammer and drift. Make sure keys align
with slots of king pin. Do not install or tighten
lock nuts.
11. Check the knuckle end play. Refer to the
following procedure.
1 MAGNETIC BASE LOCATED AT EITHER PLACE
Check the Steer Knuckle Vertical End
Play for Shim Selection
Axles With Conventional Wheel Ends WARNING
Check the end play of the knuckle according to the If a hydraulic jack is used to measure end play, use
following procedure. two safety stands to support the axle in the rest
position. If safety stands are not used, the axle can
1. Strike the boss of the knuckle with a rubber fall. Serious personal injury can occur.
mallet to move the parts in position.
Figure 5.32. 4. Use one of the following procedures to
measure the end play.
2. Turn the knuckle to the straight (forward)
position. r Place a pry bar between the knuckle and the
top of the axle center. Push the knuckle up and
measure the end play. Figure 5.34.
Figure 5.32
r Place a block of wood and a hydraulic jack
under the bottom of the knuckle. Raise the
knuckle until the pointer on the dial indicator
stops. Figure 5.35.
Figure 5.34
1000393a
1000393a
48
Section 5
Assembly
5. Repeat Steps 3 and 4 with the axle in the full

Figure 5.36 CURBSIDE
right and full left turn positions.
6. The end play must be 0.001 to 0.025-inch
(0.025-0.635 mm) in all positions.
If the knuckle binds or “0” (zero) end play
is measured, remove the shims from the shim
pack.
If more than 0.025-inch (0.635 mm) end play is
measured, add shims to the shim pack.
Figure 5.35
1 WOOD BLOCK
Check Driver-Side Steering Arm Knuckle End Play

1000394a Where the Steering Arm is Installed on
the Knuckle
1 WOOD BLOCK 1. Turn the wheels straight ahead.
2. Remove king pin cap.
Axles With Unitized Wheel Ends — 3. Install a dial indicator with the base on the
Install a Dial Indicator on Each Side of steering arm.
the Axle Beam 4. Place dial indicator tip onto exposed king
Curbside Knuckle End Play pin top.
1. Turn wheels straight ahead. 5. Set the dial indicator on “zero” (0).
2. Secure the dial indicator base on axle beam.
3. Place dial indicator tip to upper king pin cap.
4. Place a jack and a wood block (with hole that
allows clearance for lower king pin grease
fitting) under lower king pin cap area.
5. Set the dial indicator on “zero” (0).
6. Raise the jack until the axle beam is slightly
raised from safety stands. Measure and record
the dial indicator reading. Figure 5.36.
49
Section 5
Assembly
6. Raise the jack until the axle beam is slightly Draw Key Lock Nuts
raised from safety stands. Measure and record
the dial indicator reading. Figure 5.37. Axles With Conventional Wheel Ends
The reading must be 0.001- to 0.025-inch
(0.025-0.635 mm) for new axles and
0.001- to 0.065-inch (0.025-1.650 mm) for axles WARNING
in service. Figure 5.37. Use a brass or leather mallet for assembly and
Figure 5.37 DRIVER SIDE and cause serious personal injury.
CAUTION
Make sure the draw key is installed completely or
the lock nut is tightened to the specified torque.
If not installed correctly, the king pin and the axle
beam will be damaged.
NOTE: All models except FE-970, FF-971 and

FL-901 use threaded draw keys. Models FE-970,
FF-971 and FL-901 use plain draw keys.
1. Install the draw keys. Refer to the following

procedure.
Plain Draw Keys
Use a hammer and a brass drift to install
the draw key in the axle beam and knuckle.
Make sure the key is installed 1/32- to 1/8-inch
(1-3 mm) below the outer surface of the beam.
Figure 5.38.
1 CAP REMOVED
2 Lift here.
Threaded Draw Keys
On threaded draw keys, install the lock nut and
tighten to 30-45 lb-ft (41-61 N•m). Figure 5.39.
r If the end play is within allowable T
specifications: Install the draw key lock nuts.
2. Install new gaskets and the caps on the top and
r If the reading is “zero” (0): Excessive stress the bottom of the knuckle. Install the capscrews
is placed on the bearing. Remove the and the washers and tighten to 20-30 lb-ft
knuckle and remove shims from the shim (28-40 N•m). Figure 5.40. T
pack. Determine a thinner shim pack.
3. Connect the tie rod arm to the knuckle. Refer to
r If the reading is more than the maximum the procedure in this section.
specification of 0.025-inch (0.635 mm)
[new axle] or 0.065-inch (1.650 mm)
[in-service axle]: Remove the knuckle. Add
shims to the shim pack.
50
Section 5
Assembly
Figure 5.38 Figure 5.40
1 CAP
2 GASKET
Figure 5.39
1 Tighten nut to 30-45 lb-ft (41-61 N•m). T
51
Section 5
Assembly
Axles With Unitized Wheel Ends Figure 5.42

1. Install the draw key lock nuts after end play
check is performed. Figure 5.41.
Figure 5.41
1 DRAW KEY NUT 30-45 LB-FT (41-61 N•m) T
Figure 5.43
1 DRAW KEY
2 NUT
2. Tighten draw key lock nuts from 30 to 45 lb-ft

(41-61 N•m). Figure 5.42. T
3. Install threaded king pin caps on the top and
the bottom of the knuckle. Apply sealant part
number 2297-D-7016 to the threads. Tighten
from 60 to 80 lb-ft (81-108 N•m) torque.
Figure 5.43. T
4. Connect the tie rod end assembly to the

integral knuckle arm. Refer to procedures in
this section.
5. Install the brake assembly on the knuckle.
Refer to procedures from the original brake
manufacturer. Refer to Meritor Maintenance 1 CAP
Manual 4.
6. Install the truck hub unit, drum, and then the
wheel and tire assembly. Refer to procedure in
this section. Figure 5.55.
7. Lower the vehicle to the ground. Check for
correct operation.
8. Check and adjust the toe-in. Refer to Section 6.
52
Section 5
Assembly
Steering Arm Axles With Unitized Wheel Ends

Refer to Figure 5.45
1. Press the key in the slot in the arm.
WARNING
2. Install the steering arm in the knuckle. Take care when you use Loctite to avoid serious
personal injury. Follow the manufacturer’s
CAUTION instructions to prevent irritation to the eyes
and skin.
Tighten the nuts to the specified torque. If the nuts
are not tightened to the specified torque, the parts
1. Old Loctite must be removed from capscrew
will be damaged.
bolts and internal threads of knuckle with a
wire brush. Reapply Meritor Liquid Adhesive
3. Install the nuts. Tighten to the specified torque. 2297-C-7049 Loctite 680 making sure that at
Refer to Table I in Section 9. T least half of thread area is covered.
4. Install the cotter pins. If necessary, tighten the 2. Insert bolts through steering arm and hand
nut until the holes are aligned. Do not loosen start bolts into knuckle assembly. Figure 5.45.
the nut to install the cotter pin.
5. Lubricate the drag link end that connects to
steering arm. Refer to Section 8. CAUTION
Tighten the nuts to the specified torque. If the nuts
6. Check for correct operation. are not tightened to the specified torque, the parts
will be damaged.
Figure 5.44
3. Tighten the arm bolts from 215 to 265 lb-ft
(292-360 N•m) for MFS-6 and 360 to 470 lb-ft
(490-639 N•m) for MFS-7 or MFS-8. Refer to
Table J in Section 9. T
Figure 5.45
1 STEERING ARM
2 SAFETY STANDS
1 215-265 LB-FT (292-360 N•m) (MFS-6)

360-470 LB-FT (490-639 N•m) (MFS-7 and MFS-8) T
53
Section 5
Assembly
Tie Rod Ends Into the Cross Tube 1. If you are only replacing the cross tube: When
replacing the cross tube, be certain that the
Refer to Figure 5.46 replacement cross tube is properly specified
from OE manufacturing standards. The
replacement tube should have the same length
Figure 5.46 and diameter as the original (removed) tube
that couples with the tie rod ends. Use the
thread count as a guide and install the tie rod
ends into the threaded cross tube ends to the
approximate depth marked during the tie rod
assembly removal.
Both tie rod ends must be installed into the
cross tube deeper than the end of the cross
tube slot. Figure 5.48.
2. If you are installing new tie rod ends: Thread
the tie rod ends to the approximate original
depth inside the cross tube. Figure 5.48.
Both tie rod ends must be installed into the
cross tube deeper than the end of the cross
3. Install the nuts and the bolts in the clamps.
1 TIE ROD ARM
2 TIE ROD END
Tighten to the specified torque. Figure 5.47.
3 CROSS TUBE Refer to Section 9.
4. Check that the tab on the clamp is firmly seated
against the end of the cross tube. Figure 5.51.
NOTE: The cross tube has right-hand threads on
the right side of vehicle and left-hand threads on
the left side of vehicle. Make sure the tie rod end
threads are correctly installed into the tube deeper
than the end of the cross tube slot. Figure 5.47.
1 Tie rod end is installed past cross tube slot.

2 TIE ROD END
3 MARKS
4 CROSS TUBE
5 TUBE SLOT
54
Section 5
Assembly
Figure 5.48 A = B
1 When assembling the tie rods into the cross tube, equalize the thread depth at both ends.
Tie Rod Arms, Tie Rod Ends and

Cross Tube Assembly
NOTE: If a different tie rod arm is installed (such
as for increasing the maximum turn angle), the
steering geometry is changed and may cause tire
wear. Contact your Meritor service representative.
1. Press the key in the slot in the arm. Figure 5.49.

2. Install the tie rod arm in the knuckle.
Figure 5.49.
Figure 5.49
1 KNUCKLE TIE ROD ARM

2 TIE ROD END
55
Section 5
Assembly
7. The rotating style clamp on cross tubes can be

CAUTION rotated for easier accessibility when installing
Tighten the nuts to the specified torque. If the nuts the clamp bolt and nut. Tighten nut sufficiently
are not tightened to the specified torque, the parts to engage the locking element of the nut with
will be damaged. the bolt. Clamp and tie rod end must be free to
rotate. Make certain the clamp tab is firmly
seated against the cross tube. Figure 5.51.
3. Install the nut on the tie rod arm. Tighten to the
specified torque. Refer to Table I in Section 9.
T Figure 5.51
4. Install the cotter pins. If necessary, tighten the
nut slightly, increasing the final torque value
until the holes are aligned. Do not loosen the
nut to install the cotter pin.
NOTE: The cross tube has right-hand threads on

one end and left-hand threads on the other end.
Make sure the ends are installed on the tube.
5. If removed, install the tie rod ends on the cross

tube to the position marked during removal.
Figure 5.50.
If new tie rod ends are installed, thread the
ends equally on the cross tube to the required
length.
Tighten to the specified torque. Refer to Table I 1 TIE ROD END
in Section 9. Figure 5.50. 2 CLAMP
3 CROSS TUBE
4 BOLT AND NUT
8. Clean and dry tie rod taper and connect the tie
rod ends into the tie rod arms. The threaded
portion of the tie rod end must be installed into
the cross tube beyond the end of the slot.
Make certain the clamp tab is firmly seated
against the cross tube.
9. Install the nuts on the tie rod ends. Tighten to
the specified torque. Refer to Table I in
Section 9. T
10. Install the cotter pins. If necessary, tighten the
nut until the holes are aligned. Do not loosen
11. Check and, if necessary, adjust the toe-in. Refer
to Section 6.
1 Tie rod end is installed past cross tube slot.

2 TIE ROD END
3 MARKS
4 CROSS TUBE
5 TUBE SLOT
56
Section 5
Assembly
Cross Tube/Tie Rod Ends Onto the 3. The rotating style clamp on cross tubes can be
rotated for easier accessibility when installing
Integral Tie Rod Arm the clamp bolt and nut. Tighten nut sufficiently
to engage the locking element of the nut with
Axles With Unitized Wheel Ends the bolt. Clamp and tie rod end must be free to
rotate. Make certain clamp tab is firmly
NOTE: The cross tube has right-hand threads on positioned against cross tube. Figure 5.53.
one end and left-hand threads on the other end.
The threaded portion of the tie rod end must be
installed into the cross tube past the end of the Figure 5.53
cross tube slot. Figure 5.52.
1. If the tie rods have been removed, reinstall the

tie rod ends on the cross tube to the position
marked during removal. Figure 5.52.
If new tie rod ends are installed, thread the
ends equally into the cross tube to the required
length.
Tighten to the specified torque. Refer to Table J
in Section 9. T
Figure 5.52
1 ROTATING CLAMP
2 BOLT AND NUT
1 CROSS TUBE
2 TIE ROD END
3 MARKS
4 TUBE SLOT
57
Section 5
Assembly
4. Clean and dry tie rod end taper. Figure 5.54. Replace the Truck Hub Unit Stud
5. Connect the tie rod ends into the tie rod arm. Axles With Unitized Wheel Ends
The threaded portion of the tie rod end must
be installed into cross tube beyond the end of NOTE: This procedure applies to axles with barrel
the cross tube slot. Figure 5.52. spindle, integral tie rod arms and sealed hub units.
6. Install the nuts on the tie rod ends. Tighten to If a stud is stripped and needs replacement:
the minimum specified torque. Refer to Table J
in Section 9. 1. Remove the truck hub unit from spindle as
described in “Wheel Ends — Axles With
7. Install the cotter pins. If necessary, tighten the Unitized Wheel Ends” in Section 3.
nut until the holes are aligned. Do not loosen
the nut to install the cotter pin. Do not exceed 2. Support the inboard side of the flange adjacent
the maximum torque. to the stud head and perpendicular to the
press cylinder.
8. Check and, if necessary, adjust the toe-in. Refer
to Section 6.
WARNING
Figure 5.54 the press manufacturer to avoid damage to
3. Use a press on the threaded end of the stud to

force the stud out of the flange.
4. Turn the truck hub unit over and support the
outboard side of the flange close to the stud
hole and perpendicular to the press cylinder.
5. Use a press on the stud head applying no more
than 10,000 pounds of force to seat the new
stud.
6. Reinstall the truck hub unit as described under
“Truck Hub Unit with O-Ring Assembly” which
follows.
1 TIE ROD END

2 TIE ROD ARM
58
Section 5
Assembly
Truck Hub Unit with O-Ring Assembly

CAUTION
FF-981 Series, FF-986, FF-987, MFS-10 and Take care and align hub unit carefully, straight onto
12-143D-N Axles With Unitized Wheel Ends spindle. Do not allow unit to misalign and slam
into spindle threads, or bearing damage could
occur that would require replacement of entire
CAUTION truck hub unit.
Fluid immersion-based crack inspection techniques
If the truck hub unit does not slide on easily, do not
should not be used on unitized wheel end hub
force it on the spindle. The truck hub unit can
units. The fluids may enter the joint between the
become jammed on the spindle if care is not taken
inner bearing cones through the bore of the hub
to align it properly with the spindle.
unit and cause damage to the lubricant inside. This
will shorten the life of the hub unit and void the If the truck hub unit becomes jammed on the
manufacturer’s warranty. Use only dye penetrant spindle, carefully remove the truck hub unit from
inspection techniques, being careful not to get the spindle so as not to disassemble or loosen the
penetrant fluids in the bore of the hub unit. inner bearings from the truck hub unit.
Disassembly of the truck hub unit could
Refer to Figure 5.55
contaminate the lubricant and will void the
1. Clean truck hub unit inner bore and spindle manufacturer’s warranty. Check the bore of the
with a clean dry rag. DO NOT apply any solvent. truck hub unit for any obstructions and check the
spindle for any nicks or burrs.
NOTE: If the hub unit has been removed, you must
replace the spindle O-ring. 4. Carefully align the truck hub unit bore with the
spindle and then slide the truck hub unit
2. Coat the spindle and a new O-ring with a thin straight onto the spindle.
coat of anti-seize/anti-fretting compound
(Meritor part number 2297-C-8297 or Dowd
Molykote D). Do not apply anti-seize compound WARNING
to the truck hub unit spindle or threads. The inner wheel bearing nut and outer wheel
bearing nut torque values are unique to the truck
3. Slide a new O-ring onto the spindle. Make hub unit. Failure to follow the specified torque may
sure the O-ring is positioned against the result in possible component damage, wheel
knuckle journal. separation and personal injury.
Figure 5.55 5. Install the thick inner washer and wheel bearing
nut onto the spindle stud. Tighten the inner
wheel bearing nut from 500 to 700 lb-ft
(678-949 N•m) torque while rotating the truck
hub unit (a minimum of five rotations). T
6. Install the flattened “D” washer or tabbed
washer if provided, and the outer wheel bearing
nut onto the spindle stud. Tighten the outer
wheel bearing nut from 200 to 300 lb-ft
(271-406 N•m) torque. T
NOTE: The inner wheel bearing nut and outer

wheel bearing nut are identical, but torque values
are different.
7. Bend parts of the thin outer “D” lockwasher

1 500 TO 700 LB-FT (677-949 N•m) that protrude over the flats of the outer wheel
2 200 TO 300 LB-FT (271-406 N•m) bearing nut and inner wheel bearing nut.
3 200 TO 250 LB-FT (271-339 N•m) T Bend the washer a minimum of one flat edge
4 SPINDLE O-RING
to each nut.
59
Section 5
Assembly
Hubcap
CAUTION
Axles With Unitized Wheel Ends Use only Meritor 2297-Z-7098, ThreeBond or
Loctite® Ultra Grey Adhesive/Sealant #18581 RTV
NOTE: Refer to these instructions when you sealants. Do not use other types of RTV brands.
remove or replace a hubcap. Corrosion and truck hub unit component
incompatibility can result.
1. Locate the axle specification plate mounted on
the rear center of the axle beam. 2. Apply RTV (Meritor part number 2297-Z-7098)
to the outside first thread of the hubcap. Apply
2. Check the axle model number and manufacture a continuous 1/8-inch to 3/16-inch (3-5 mm)
date printed on the axle specification plate. bead of RTV around the entire circumference
Figure 5.56. Refer to the instructions below for of the hubcap. Figure 5.57.
the axle type you are servicing.
Axle Models FF-981 and FF-982 Manufactured on Figure 5.57

or Before October 31, 1996 (Julian Date 96305)
NOTE: It is not necessary to remove residual

Loctite from the original hubcap installation.
1. Wipe the inner truck hub unit threads with a

clean shop cloth. Do not use compressed air,
solvents or power washers to clean the hub
unit threads.
r To remove grease or mud from the exposed
inner threads: Use a wire brush to remove
grease or mud from the inner hub unit
threads. Wipe the inner threads with a clean
shop cloth.
Figure 5.56
3. Install the hubcap into the hub unit by hand.

4. Tighten plastic hubcaps to 50 lb-ft (67 N•m).
Disregard the torque value embossed on the
hubcap. Tighten metal hubcaps to 350 lb-ft
(476 N•m). T
5. For reused hubcaps: If you observe any of the
following conditions while tightening a reused
hubcap, replace the hubcap with a new one
and repeat Steps 2-4.
r The hubcap “jumps” threads while making a
popping sound.
r The hubcap begins to yield due to stripped
threads.
r You cannot achieve the 50 lb-ft (67 N•m)
1 VIEW OF AXLE BEAM FACING VEHICLE torque specification.
2 MODEL AND SPECIFICATION NUMBER
3 The Julian date of manufacture is read from the first
two digits indicating the year and the last three digits
indicating the day of the year.
60
Section 5
Assembly
Axle Models FF-981 and FF-982 Manufactured On

or After November 1, 1996 (Julian Date 96306) Figure 5.58
WARNING
Take care when you use Loctite to avoid serious
instructions to prevent irritation to the eyes
and skin.
1. Clean the inner hub threads and threaded

hubcap external threads with a wire brush.
Apply fresh Loctite 17430 Anaerobic Gasket
Sealant (Meritor part number 2297-O-7076)
to the hubcap threads.
2. Turn the hubcap by hand until the hubcap is
seated.
WARNING 1 PITMAN ARM

Use the correct size socket when you tighten the 2 DRAG LINK
3 STEERING ARM
hubcap. Using an incorrect size socket can damage
the hubcap.
3. Use the correct size socket to tighten the Install the Brake Components and
hubcap to the specified torque: Wheel Ends
r Plastic hubcaps: Tighten the hubcap to
50 lb-ft (67 N•m). T Axles With Conventional Wheel Ends
r Metal hubcaps: Tighten the hubcap to 1. Install the brake assembly on the knuckle.
325-375 lb-ft (442-510 N•m). T Refer to the procedure from the manufacturer
of the vehicle.
Drag Link 2. Lubricate the wheel bearings. Refer to
1. Connect the drag link to the steering arm. Section 8.
Figure 5.58. 3. Install the outer wheel bearing cone in the hub.
2. Connect the drag link to the Pitman arm. Install the adjusting nut.
4. Adjust the wheel bearings. Refer to “Check and
Adjust the Wheel Bearings” in Section 6. Refer
CAUTION to the wheel end hardware manufacturer’s
Tighten the nuts to the specified torque. If the nuts procedures if necessary.
are not tightened to the specified torque, the parts
will be damaged. 5. Install the cap and the gasket on the hub.
Install the capscrews and tighten to 20-30 lb-ft
3. Install the nuts. Tighten to the specified torque. (27-41 N•m). T
Refer to Section 9. 6. Install the wheel and tire assembly.
4. Install the cotter pins. If necessary, tighten the 7. Lower the vehicle to the ground. Check for
nut until the holes are aligned. Do not loosen correct operation.
8. Check and adjust the toe-in. Refer to Section 6.
5. Lubricate the drag link. Refer to Section 8.
6. Check for correct operation.
61
Meritor Heavy Vehicle Systems, LLC Information contained in this publication was in effect at the time the publication was approved for printing and is
2135 West Maple Road subject to change without notice or liability. ArvinMeritor Commercial Vehicle Systems reserves the right to revise
Troy, MI 48084 USA the information presented or discontinue the production of parts described at any time.
800-535-5560
Copyright 2001 Maintenance Manual 2
www.arvinmeritor.com
ArvinMeritor, Inc. Revised 05-01
All Rights Reserved Printed in the USA 16579/ArvinMeritor
Revised 05-01
$2.50
Front Non-Drive
Steering Axles
Part 2
Supersedes Maintenance Part 2 Models

Manual MM-99120 Adjustments Conventional Front
Diagnostics TM
Easy Steer Plus Front
Lubrication, Inspection MFS Modular Front
and Maintenance
Torque Specifications
Special Tools
Service Notes
Before You Begin Access Information on

This manual provides maintenance and diagnostics ArvinMeritor’s Web Site
procedures for Meritor’s conventional, Easy Steer Additional maintenance and service information
PlusTM and MFS modular front non-drive steering for ArvinMeritor’s commercial vehicle systems
axles manufactured for the North American Market. component lineup is also available at
Before you begin procedures: www.arvinmeritor.com.
1. Read and understand all instructions an To access information, click on Products &
procedures before you begin to service Services/Tech Library Icon/HVS Publications.
components. The screen will display an index of publications
2. Read and observe all Caution and Warning by type.
safety alerts that precede instructions or
procedures you will perform. These alerts help Additional Information
to avoid damage to components, serious
personal injury, or both. Call ArvinMeritor’s Customer Service Center at
800-535-5560 to order the following publications.
3. Follow your company’s maintenance and
service, installation, and diagnostics r Tie Rod and Cross Tube Assembly Inspection
guidelines. and Maintenance (Technical Bulletin TP-97117)
4. Use special tools when required to help avoid r Drivetrain PlusTM by ArvinMeritor Technical
serious personal injury and damage to Electronic Library on CD. Features product and
components. service information on most Meritor, ZF Meritor
and Meritor WABCO products. $20. Order
TP-9853.
Safety Alerts, Torque Symbol
and Notes

exactly to avoid serious
personal injury and
A Caution alerts you to an
CAUTION instruction or procedure
components and possible
serious injury.
A torque symbol alerts you
T TORQUE to tighten fasteners to a
Table of Contents
Part 2
Section 6: Adjustments
Inspection Before Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Inspection
Wheels and Tires
Front Suspension
Rear Axle and Rear Suspension
Front Wheel Alignment
Minor Front Wheel Alignment
Major Front Wheel Alignment
Check and Adjust the Wheel Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Adjust the Maximum Turn Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
Axles With Conventional Wheel Ends . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66
Adjust the Pressure Relief in the Power Steering System
(Setting the Maximum Turn Angle) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Turning Radius Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
King Pin Inclination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72
Camber Angle
Caster Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
Adjust the Toe-In . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74
Section 7: Diagnostics
Front Non-Drive Steering Axle Diagnostic Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76
Section 8: Lubrication, Inspection and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
Lubrication, Inspection and Maintenance Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78
Lubricant Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80
Inspection and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
Section 9: Torque Specifications
Front Non-Drive Axles With Conventional Wheel Ends . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .97
Front Non-Drive Axles With Unitized Wheel Ends . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99
Section 10: Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101
Section 6
Adjustments
r The rear axle (especially a tandem axle) is

Section 6Adjustments
WARNING correctly aligned. Refer to the procedure of the

To prevent serious eye injury, always wear safe eye manufacturer of the vehicle or the suspension.
protection when you perform vehicle maintenance r Refer to any additional rear axle and suspension
or service. recommendations and specifications from the
vehicle manufacturer.
Inspection Before Alignment
Check the following before doing a front wheel
Front Wheel Alignment
alignment. Check the front wheel alignment when the
following conditions occur:
Inspection r Every 200,000 miles (320 000 km) or 24 months
Refer to Section 8 in this manual. (normal maintenance).
r When the vehicle does not steer correctly.
Wheels and Tires r To correct a tire wear condition.
Check the following items:
r Make sure the tires are inflated to the specified Minor Front Wheel Alignment
pressure. Perform a minor front wheel alignment for all
r Make sure the front tires are the same size and normal maintenance conditions.
type. Perform the minor front wheel alignment in the
r Make sure the lug nuts are tightened to the following sequence:
specified torque. 1. Inspect all the systems that affect the wheel
r Make sure the wheels are balanced. alignment. Refer to “Inspection Before
Alignment” in this section.
r Check for bent or damaged wheels.
2. Check and adjust the wheel bearings or wheel
bearing end play for the truck hub unit.
Front Suspension
3. Check and adjust the toe-in.
Check the following items:
r Make sure all fasteners are tightened to the Major Front Wheel Alignment
specified torque.
Perform a major front wheel alignment to correct
r Inspect the leaf springs for wear and damage. steering and tire wear conditions.
r Inspect the shock absorbers for wear and To perform the major front wheel alignment refer
damage. to the following sequence:
1. Inspect all the systems that affect the wheel
Rear Axle and Rear Suspension alignment. Refer to “Inspection Before
Front tire wear can be caused by the rear axle. If Alignment” in this section.
the outer edge of one front tire is worn and the 2. Check and adjust the wheel bearings. For
inner edge of the other front tire is worn, check the models with unitized hubs, check wheel
following: bearing end play for the truck hub unit. Refer to
r All fasteners are tightened to the specified “Inspection of Sealed Hub Units” in Section 8.
torque. 3. Check and adjust the maximum turn angle.
r The leaf springs are not worn or damaged. 4. If the vehicle has power steering, check and
r The bushings in the leaf springs are not worn or adjust the pressure relief in the power steering
damaged. system. Refer to the procedure “Adjust the
Pressure Relief in the Power Steering System
r The torque rods (if used) are correctly adjusted. (Setting the Maximum Turn Angle)” in this
section.
r The frame is not bent.
62
Section 6
Adjustments
5. Check and adjust the turning radius angle Adjust the dial indicator so that the pointer is
(toe-out on turns or Ackerman angle). Refer to against the center of the knuckle. Set the dial
“Turning Radius Angle” in this section. indicator on “zero” (0). Figure 6.1.
6. Check the king pin (or steering axis) inclination.
NOTE: Do not push/pull at the top and the bottom
Refer to “King Pin Inclination” in this section.
of the hub or drum. Pushing or pulling at the top
7. Check the camber angle. Refer to “Camber and the bottom will not give a true reading of the
Angle” in this section. end play.
5. Measure the end play by pushing/pulling on

CAUTION each side of the hub or drum while looking at
Axle camber is not adjustable. Do not change the the dial indicator. The end play is the total
axle camber angle or bend the axle beam. Bending travel observed. If the end play is not within
the axle beam to change the camber angle can 0.001- to 0.005-inch (0.025-0.127 mm), adjust
damage the axle and reduce axle strength, and the wheel bearings. Figure 6.1.
will void Meritor’s warranty. A bent axle beam
can also cause a vehicle accident and serious
personal injury. Figure 6.1
8. Check and adjust the caster angle. Refer to

“Caster Angle” in this section.
9. Check and adjust the toe-in. Refer to “Adjust
the Toe-In” in this section.
Check and Adjust the

Wheel Bearings
Wheel Ends
WARNING
wheels to prevent the vehicle from moving.
Support the vehicle with safety stands. Do not With indicator mounted at bottom, push/pull at
work under a vehicle supported only by jacks. sides of tire.
can result.
1. Raise the vehicle so that the wheels are off the

floor. Support the vehicle with safety stands.
2. Remove the capscrews and remove the gasket
and the cap from the hub.
3. Make sure that the brake drum and the hub
fasteners are tightened to the manufacturer’s
specifications.
4. Attach a dial indicator with the magnetic base
at the bottom of the hub or the brake drum.
63
Section 6
Adjustments
6. If necessary, adjust the wheel bearings. Refer

Figure 6.3 SINGLE NUT ADJUSTMENT
to Steps 7-13.
7. On Double Nut and Lock Fasteners, bend the
lock washer off the wheel bearing nut. Remove
the wheel bearing nut, the lock washer and the
pierced lock ring. Figure 6.2.
On Single Nut Fasteners, remove the cotter pin
from the adjusting nut. Figure 6.3.
Figure 6.2 DOUBLE NUT AND LOCK

ADJUSTMENT
1 ADJUSTING NUT
2 “D” WASHER
3 COTTER PIN
Figure 6.4
1 CAP
2 OUTER WHEEL BEARING NUT
3 PIERCED LOCK RING
4 ADJUSTING NUT
5 WHEEL BEARING NUT LOCK WASHER (BEND ONTO
OUTER WHEEL BEARING NUT)
6 CAPSCREW
NOTE: When removing or installing the adjusting

nuts, use the correct wrench socket to avoid
damaging the adjusting nuts.
8. Use a torque wrench to tighten the adjusting

nut to 100 lb-ft (136 N•m) while rotating the tire
in both directions. Figure 6.4. T
1 Tighten nut to 100 lb-ft (136 N•m). T
2 Loosen nut completely.
CAUTION 3 Tighten nut to 20 lb-ft (27 N•m). T
Do not strike the adjusting nut with a metal

hammer. Do not use a hammer and chisel or drift
or loosen the adjusting nut. This will damage
the nut.
9. Loosen the nut completely and then tighten the

nut to 20 lb-ft (27 N•m) while rotating the tire.
Figure 6.4. T
64
Section 6
Adjustments
10. Axles With Single Nut Fasteners: 12. Install the gasket and the cap on the hub.
Install the capscrews and tighten to 20-30 lb-ft
A. Back off the adjusting nut 1/8 turn. (27-41 N•m). T
Figure 6.5.
13. Lower the vehicle to the ground. Check the
B. Rotate the nut in either direction to line up correct vehicle operation.
a slot with the closest cotter pin hole in
the spindle.
C. Install a new cotter pin in the nut. Adjust the Maximum
D. Measure the end play. The end play must Turn Angle
be 0.001-0.005-inch (0.025-0.127 mm). The stop bolt on the back of the knuckle controls
Refer to Steps 4-5. Readjust if necessary. the maximum turn angle.
Figure 6.5 CAUTION

Do not exceed the maximum turn angle specified
by the vehicle manufacturer. If the angle is
exceeded, the steering arms, the cross tube and
the tie rod ends will be damaged.
Check the angle if the front tires rub against the

frame or if the steering gear has been serviced.
Use an alignment machine to check the angle.
Refer to procedures from the manufacturer of the
alignment equipment.
For power steering systems, the stop bolt should
NOT touch the beam. The stop bolt should always
have a minimum clearance of 1/8-inch (3 mm)
when the knuckle is in the full-turn position as
shown in Figure 6.6.
Single Nut Fasteners: Back off nut 1/8 turn. Figure 6.6 REFERENCES TO KNUCKLE
Double Nut and Lock Fasteners: Back off nut 1/3 turn. FOR STOP BOLT ADJUSTMENT
11. Axles With Double Nut and Lock Fasteners:

A. Back off the adjusting nut 1/3 turn.
Figure 6.5.
B. Install the pierced lock ring, the lock washer
and the wheel bearing nut.
C. For wheel bearing nuts in sizes from
1-1/8-inches up to 2-5/8-inches, tighten to
200-300 lb-ft (271-407 N•m). For wheel
bearing nuts 2-5/8-inches and more,
tighten to 250-400 lb-ft (339-542 N•m). T
D. Measure the end play. The end play must 1000338a
be 0.001-0.005-inch (0.025-0.127 mm).
Refer to Steps 4-5. Readjust if necessary.
1 STOP BOLT
E. If end play is to specification, bend washer 2 1/8-INCH SPACER
to at least one flat edge of outer wheel 3 1/8-INCH (3 MM) CLEARANCE BETWEEN STOP BOLT
bearing nut. Figure 6.2. AND BOSS
4 JAM NUT
5 MAXIMUM TURN ANGLE
65
Section 6
Adjustments
For manual steering systems, Meritor

Figure 6.7 TWO-PIECE 3/4-INCH
recommends a stop bolt clearance of 1/8-inch
STEERING STOP BOLT
(3 mm). Stop bolt contact is acceptable if no other
stops are used for the maximum turn angle of the
steering knuckle.
CAUTION
If the stop bolt is missing, bent or broken, the
system requires adjustment. Refer to “Mechanical
Stop” in this section.
NOTE: If the steering system is out-of-adjustment,

inspect the steering arm for damage. Use a
magnetic particle or liquid dye penetrant
inspection procedure to inspect the steering arm.
Pay particular attention to the bend, the taper and
the area near the ball stud. Refer to the manual
from the vehicle manufacturer for additional
inspection procedures.
CAUTION
In power steering systems, the hydraulic pressure 1 MAXIMUM TURN ANGLE
2 AXLE BEAM BOSS
should relieve or “drop off” at the end of the 3 1/8-INCH SPACER
steering stroke (with 1/8-inch or 3 mm minimum 4 3/4-INCH STOP BOLT
clearance at the stop bolt). If the pressure does not 5 JAM NUT
relieve, the components of the front axle will be 6 2-PIECE STOP BOLT ASSEMBLY
damaged.
4. When the maximum turn angle is correct:

Wheel Ends A. Loosen stop bolt jam nut. Figure 6.7.
B. Insert 1/8-inch spacer and adjust the stop
Two-Piece Steering 3/4-Inch Stop Bolt bolt.
1. Put a 1/8-inch (3 mm) spacer between the stop C. Tighten the jam nut on conventional
bolt and the boss on the axle beam. knuckles from 65-85 lb-ft (68-101 N•m). T
2. Turn the steering wheel until the boss on the
axle beam touches the spacer in front of the
stop bolt. Measure the turn angle. Figure 6.7.
3. If the maximum turn angle does not meet
vehicle manufacturer’s specifications, correct
the maximum angle. In a power steering
system, adjust the pressure relief. In a manual
steering system, follow guidelines and
specifications from the vehicle manufacturer.
66
Section 6
Adjustments
Four-Piece Steering 1/2-Inch Stop Bolt

Figure 6.8 FOUR-PIECE 1/4-INCH
1. Place washer onto adapter. STEERING STOP BOLT
2. Apply adhesive patch material into the 3/4-inch
knuckle bore stop screw adapter hole.
3. Install adapter with washer into threaded
knuckle cavity.
4. Tighten adapter to 85-115 lb-ft (115-155 N•m).
T
5. Start jam nut onto 1/2-inch bolt, and install bolt
and jam nut assembly into adapter.
6. Place a 1/8-inch (3 mm) spacer between the
stop bolt and the boss on the axle beam.
7. Turn the steering wheel until the boss on the
axle beam touches the spacer in front of the
stop bolt. Measure the turn angle.
vehicle manufacturer’s specifications, adjust
the maximum turn angle. In a power steering
specifications from the vehicle manufacturer. 1 MAXIMUM TURN ANGLE
2 AXLE BEAM BOSS
9. When the maximum turn angle is correct: 3 1/8-INCH SPACER
4 1/2-INCH STOP BOLT
A. Loosen stop bolt jam nut. Figure 6.8. 5 JAM NUT
6 ADAPTER
B. Insert 1/8-inch spacer between the stop bolt 7 4-PIECE STOP BOLT ASSEMBLY
and the axle beam boss with the steering 8 WASHER
arm in the full-turn position.
C. Tighten the jam nut from 50-75 lb-ft
(68-101 N•m). T Axles With Unitized Wheel Ends
Refer to Figure 6.9
CAUTION
Do not exceed the maximum turn angle specified
by the vehicle manufacturer. If the angle is
exceeded, the steering arms, the cross tube and
the tie rod ends will be damaged.
Check the angle if the front tires rub against the

frame or if the steering gear has been serviced.
Use an alignment machine to check the angle.
Refer to the procedure of the manufacturer of
the equipment.
67
Section 6
Adjustments
CAUTION CAUTION
If the stop bolt is missing, bent or broken, the In power steering systems, the hydraulic pressure
system requires adjustment. Refer to “Mechanical should relieve or “drop off” at the end of the
Stop” in this section. steering stroke (with 1/8-inch or 3 mm minimum
clearance at the stop bolt). If the pressure does
For power steering systems, the stop bolt should not relieve, the components of the front axle will
NOT touch the beam. The stop bolt should always be damaged.
have a minimum clearance of 1/8-inch (3 mm) as
shown in Figure 6.9. 1. Put a 1/8-inch (3 mm) spacer between the stop
bolt and the boss on the axle beam.
Figure 6.9 KNUCKLE POSITIONS FOR 2. Turn the steering wheel until the boss on the
POPPET VALVE SETTINGS axle beam touches the spacer in front of the
stop bolt. Measure the turn angle.
vehicle manufacturer’s specifications, adjust
the maximum angle. In a power steering
specifications from the vehicle manufacturer.
4. When the maximum turn angle is correct:
r Loosen stop bolt wheel bearing nut.
Figure 6.10.
r Insert 1/8-inch spacer and adjust the stop
bolt.
r Tighten the wheel bearing nut from
50 to 75 lb-ft (68-101 N•m). T
Figure 6.10 KNUCKLE POSITIONS FOR

STOP BOLT ADJUSTMENT
1 1/8-INCH (3 MM) SPACER TO CHECK CLEARANCE
2 STOP BOLT
3 JAM NUT
For manual steering systems, Meritor recommends

a stop bolt clearance of 1/8-inch (3 mm). Stop bolt
contact is acceptable if no other stops are used in
the steering system.
NOTE: If the steering system is out-of-adjustment,

inspect the steering arm for damage. Use a
magnetic particle or liquid penetrant inspection
procedure to inspect the steering arm. Pay
particular attention to the bend, the taper and the
area near the ball stud. Refer to the procedure from
the manufacturer of the vehicle for additional 1000015a
procedures.
1 STOP BOLT
2 JAM NUT
68
Section 6
Adjustments
Adjust the Pressure Relief in Figure 6.11 KNUCKLE POSITION AFTER

the Power Steering System PITMAN ARM/CYLINDER
STOPS RESET
(Setting the Maximum
Turn Angle)
The pressure relief in the power steering system
stops or reduces forces applied to the axle when
the wheel is moved in the full-turn position.
Check the pressure relief if the steering arm is
damaged or the power steering gear is serviced.
Two types of systems are used to adjust the
pressure relief:
r Mechanical Stop on the Pitman Arm or in the
Assist Cylinder
r Hydraulic Pressure Relief in the Power Steering
Gear
CAUTION
Meritor does not recommend a power steering
system that does not have mechanical stops or
pressure relief before the maximum turn angle is 1 STOP BOLT
2 1/8-INCH SPACER
obtained. The stops or the pressure relief are used 3 1/8-INCH (3 MM) CLEARANCE BETWEEN STOP BOLT
to prevent damage to the axle. AND BOSS
4 JAM NUT
Wheel Ends
Mechanical Stop
Use the mechanical stop in the steering system to
adjust the pressure relief. Do not use the stop bolt
on the knuckle alone to adjust the poppet valve
pressure relief.
NOTE: Refer to the specified procedures from the

manufacturer of the vehicle.
CAUTION
Use a pressure gauge to make sure that the
pressure drops from the maximum system
delivery pressure to a maximum of 700-1000 psi
(4825-6890 kPa) BEFORE the full turning angle
is achieved.
Steering systems with mechanical stops are

adjusted when the wheels are turned to the full
right and full left turn positions. The stop travel is
set at 1/8-inch (3 mm) before the stop bolt contacts
the axle beam boss. Figure 6.11.
69
Section 6
Adjustments
Hydraulic Pressure Relief in the Axles With Unitized Wheel Ends

Steering Gear
Mechanical Stop
NOTE: Refer to the specified procedure from the
manufacturer of the vehicle. The stop bolt should Use the mechanical stop in the steering system to
always have a minimum clearance of 1/8-inch adjust the pressure relief. Do not use the stop bolt
(3 mm) between the stop bolt and the axle beam on the knuckle alone to adjust the poppet valve
boss. pressure relief.
Hydraulic steering gears with poppet valves are NOTE: Refer to the specified procedures from the
adjusted with a spacer between the stop bolt in the manufacturer of the vehicle.
knuckle and the boss on the axle beam. The
poppet valves are adjusted to stop or reduce
steering forces from the 1/8-inch (3 mm) specified CAUTION
distance between the beam boss and the spacer. Use a pressure gauge to make sure that the
Figure 6.12. pressure drops from the maximum system
delivery pressure to a maximum of 700-1000 psi
(4825-6890 kPa) BEFORE the full turning angle
Figure 6.12 KNUCKLE POSITION is achieved.
FOR POPPET VALVE SETTING
Steering systems with mechanical stops are
adjusted when the wheels are turned to the full
right and full left turn positions. The stop travel is
set at 1/8-inch (3 mm) before the stop bolt contacts
the axle beam boss. Figure 6.13.
Figure 6.13 KNUCKLE POSITION AFTER

PITMAN ARM/CYLINDER
STOPS RESET
1 STOP BOLT
2 AXLE BEAM BOSS
3 1/8-INCH SPACER
4 1/8-INCH (3 MM) CLEARANCE BETWEEN STOP BOLT
AND BOSS
1 1/8-INCH (3 MM) CLEARANCE BETWEEN BOLT AND

BOSS
2 STOP BOLT
3 JAM NUT
70
Section 6
Adjustments
Hydraulic Pressure Relief in the Turning Radius Angle

Steering Gear
When turning, the inner wheel must turn at a
NOTE: Refer to the specified procedure from the greater angle than the outer wheel. This angle is
manufacturer of the vehicle. The stop bolt should the turning radius angle (often called the
always have a minimum clearance of 1/8-inch Ackerman angle). Figure 6.15.
(3 mm) between the stop bolt and the axle beam
boss. Figure 6.15 TURNING RADIUS OR
ACKERMAN ANGLE
Hydraulic steering gears with poppet valves are
adjusted with a spacer between the stop bolt in the
knuckle and the boss on the axle beam. The
poppet valves are adjusted to stop or reduce
steering forces from the 1/8-inch (3 mm) specified
distance between the beam boss and the spacer.
Figure 6.14.
Figure 6.14 KNUCKLE POSITIONS FOR

POPPET VALVE SETTINGS
1 CENTER LINE OF FRONT AXLE

2 CENTER LINE OF REAR AXLE
3 CENTER LINE OF CHASSIS
The angle is built into the design of the tie rod

arms, the tie rod ends and the cross tube assembly
to give the best possible road contact and to
minimize tire wear during turns.
Check the turning radius angle with the radius
plates on the alignment equipment. To determine
correct turning radius angle specification, refer to
OEM vehicle manufacturer manual.
1 1/8-INCH (3 MM) SPACER
2 STOP BOLT If the angle is not within specifications, premature
3 JAM NUT tire wear will occur. Inspect the knuckle, tie rod
arms, tie rod ends and cross tube for wear or
damage. Service as necessary.
71
Section 6
Adjustments
King Pin Inclination Camber Angle

NOTE: Refer to the specifications from the
manufacturer of the vehicle for the king pin CAUTION
inclination specifications. Axle camber is not adjustable. Do not change the
axle camber angle or bend the axle beam. Bending
King pin (or steering axis) inclination is the angle the axle beam to change the camber angle can
measured between the center line of the king pin damage the axle and reduce axle strength, and
and the vertical position (as viewed from the front will void Meritor’s warranty. A bent axle beam
of the vehicle). Figure 6.16. can also cause a vehicle accident and serious
personal injury.
The king pin inclination and the camber angle are
designed into the axle to place the tire tread center Camber is the angle of the tire with respect to the
line in contact with the road. This reduces steering ground. Camber is positive when the distance
effort and improves directional stability. between the top of the wheels is greater than the
Use an alignment machine to check the king pin distance at the ground. Figure 6.17.
inclination angle. Refer to proper inclination angle A small amount of positive camber is built into the
specifications from the OEM vehicle manual. knuckle because camber changes with load. This
The king pin inclination is not adjustable. If the results in a zero camber angle when the vehicle is
inclination is not at the specified angle, check the operated at the normal load.
axle beam and knuckle for damage. Service as If camber is out of specification by more than
necessary. 1-1/2 degrees, rapid or uneven tire wear will occur.
Bias ply tires will show excess camber easily, while
with vehicles equipped with radial tires, excess
Figure 6.16 KING PIN INCLINATION ANGLE
camber will not be as evident.
Figure 6.17 CAMBER
1 CAMBER ANGLE
2 KING PIN INCLINATION 1 POSITIVE
2 ZERO OR NEUTRAL
3 LOAD
The camber angle is not adjustable. The camber

angle is machined into both the axle beam and the
knuckle. If the camber angle is not at the specified
angle, check the axle beam and the steering
knuckle for damage. Service as necessary.
72
Section 6
Adjustments
Table D: Camber Angle Recommendations

OLD CAMBER SPECIFICATION NEW CAMBER SPECIFICATION
Axles with Assembly Dates: Axles with Assembly Dates:
r No date indicated on tag r September 1, 1992 (92245) or
r August 31, 1992 (92244) or earlier later with no “P” suffix
r Any date with a “P” suffix
Conditions Left Side Right Side Left and Right Sides
Camber angles machined into
axles
r Hubs not installed. +3/4° Nominal +1/4° Nominal +1/4° Nominal
r Axle not installed in vehicle.
r Load not applied on axle.
Camber angles of axles +3/4° (± 7/16°) +1/4° (± 7/16°) +1/4° (± 7/16°)
equipped with hubs or or or
r Axle not installed in vehicle. +1-3/16° to +5/16° +11/16° to −3/16° +11/16° to −3/16°
r Load not applied on axle. (final reading) (final reading) (final reading)
Camber angles under load +11/16° to −3/16° +3/16° to −11/16° +3/16° to −11/16°
r Axle installed in vehicle. (final reading) (final reading) (final reading)
Use an alignment machine to check the camber

Figure 6.18 CASTER
angle. Refer to the procedure of the manufacturer
of the alignment equipment. Refer to OEM vehicle
manufacturer to determine specifications for the
correct camber setting. Table D gives the
specification Meritor builds into the axle,
but always use the specification from the
manufacturer of the vehicle.
Caster Angle
Caster is the forward or rearward tilt of the king pin
center line when viewed from the side of the
vehicle. The caster angle is the angle from the
vertical position to the center line of the king pin.
If the top of the king pin axis is toward the rear of 1 NEGATIVE CASTER
the vehicle, the caster is positive. A slight positive 2 POSITIVE CASTER
caster creates a self-aligning action that helps to 3 FORWARD
stabilize the vehicle after turning and stabilizes it
for driving straight ahead. Figure 6.18.
The caster angle is controlled by tapered shims
Always use an alignment machine to check the installed under the leaf springs. Adjust caster
caster angle. When checking caster, refer to the according to the specifications and procedures of
instructional procedures from the alignment the vehicle manufacturer.
equipment manufacturer.
If caster is too much, steering effort will increase or
may amplify a shimmy condition.
73
Section 6
Adjustments
Caster specifications are set by the vehicle 3. Use paint or chalk to mark the center area of
manufacturer. Refer to the specifications of the both front tires around the complete outer
vehicle manufacturer for the caster setting. surface of the tire.
If caster specifications are not available from the
4. Place the pointers of a trammel bar on the
vehicle manufacturer, Meritor recommends
marks of each tire. Rotate the tires. Make sure a
a caster setting of +1 degrees to +2-1/2 degrees for
straight line is marked on the outer surface of
vehicles with manual steering and +2 degrees to
the tire.
+4-1/2 degrees for vehicles with power steering.
FE-970 and FE-971 axles have a recommended NOTE: Do not measure toe-in with the front axle in
caster setting of −1/2 degrees to −2 degrees. the raised position. The weight of the vehicle must
be on the front axle when toe-in is measured.
Adjust the Toe-In 5. Lower the vehicle to the floor. Move the vehicle
Toe is the relationship of the distance between forward and backward 10 feet (3 meters).
the front of the front tires and the rear of the 6. Place the trammel bar at the back of the tires.
front tires. Raise the pointers so that the pointers are level
When the front distance is less than the rear with the spindles. Align the pointers with the
distance, the wheels are “toed in.” Toe-in is designed marks on the tires. Measure and record the
into the vehicle to counteract the tendency of the distance between the pointers.
tires to toe-out when the vehicle is driven.
7. Place the trammel bar at the front of the tires.
Incorrect toe-in will result in rapid tire wear. Raise the pointers so that the pointers are level
with the spindles. Align the pointers with the
Toe-In Specifications: marks on the tires. Measure and record the
r Unloaded Vehicles: 1/16-inch (1.587 mm) distance between the pointers. Figure 6.19.
± 1/32-inch (0.794 mm).
r Loaded Vehicles: 1/32-inch (0.794 mm) Figure 6.19
± 1/32-inch (0.794 mm).
CAUTION
Most tire wear is caused by incorrect toe settings.
Do not change camber or caster settings to correct
tire wear problems. If the axle assembly is bent to
change caster or camber, the strength of the axle is
reduced and the warranty is voided. An axle
damaged by bending may cause a vehicle accident
and result in serious personal injury.
1. Make sure the vehicle is on a level surface.

Place blocks behind the rear wheels to prevent
the vehicle from moving. Raise the vehicle so
that the front tires are off the floor.
WARNING
Support the vehicle with safety stands. Do not
can result.
2. Use jacks to raise vehicle so that front tires are

off the ground. Support the front axle with
safety stands.
74
Section 6
Adjustments
8. To obtain the toe measurement, subtract the

distance reading between the front of the tires
from the distance reading between the back of
the tires. Figure 6.20.
9. If the toe measurement is not at the specified
distance, refer to the following procedure:
A. Loosen the tube clamp nut and bolt on
each end of the cross tube.
B. Turn the cross tube until the specified
toe-in distance is obtained.
C. The threaded portion of the tie rod end
must be installed into the cross tube
beyond the point where the tube slot stops.
D. Tighten the nut and bolt on each end of the
cross tube to the specified torque. Refer to
Table I in Section 9. T
10. Repeat Steps 1-8 to check the toe-in dimension.
Figure 6.20
A DIMENSION
B B MINUS A EQUALS TOE-IN
1 FRONT OF VEHICLE
2 TOP VIEW
75
Section 7
Diagnostics
Section 7Diagnostics
WARNING
or service.
Front Non-Drive Steering Axle Diagnostic Chart

The following chart is for troubleshooting front non-drive steering axle conditions.
Condition Cause Correction

Tires wear out 1. Tires have incorrect air pressure. 1. Place specified air pressure in tires.
quickly or have 2. Tires out-of-balance. 2. Balance or replace tires.
uneven tire tread 3. Incorrect tandem axle alignment. 3. Align tandem axles.
wear. 4. Incorrect toe-in setting. 4. Adjust toe-in specified setting.
5. Incorrect steering arm geometry. 5. Service steering system as necessary.
6. Excessive wheel end play exists. 6. Readjust wheel bearings.
Vehicle is hard 1. Power steering system pressure low. 1. Repair power steering system.
to steer. 2. Steering gear linkage not assembled correctly. 2. Assemble steering gear correctly.
3. Steering linkage needs lubrication. 3. Lubricate steering linkage.
4. King pins binding. 4. Replace king pins.
5. Incorrect steering arm geometry. 5. Service steering system as necessary.
6. Caster out-of-adjustment. 6. Adjust caster as necessary.
7. T ie rod ends hard to move. 7. Replace tie rod ends.
8. Worn thrust bearing. 8. Replace thrust bearing.
Tie rod ends are 1. Tie rod ends require lubrication. 1. Lubricate ends of cross tube. Make sure
worn and require lubrication schedule is followed.
replacement. 2. Severe operating conditions. 2. Increase frequency of inspection and lubrication
intervals.
3. Damaged boot on tie rod end. 3. Replace boot.
Bent or broken 1. Too much pressure in the power steering 1. Adjust power steering system to specified
cross tube, tie system, pressure exceeds OEM specification. pressure.
rod end ball 2. Power steering system cut-off pressure, out of 2. Adjust power steering system to specified
stud, steering adjustment. pressure.
arm or tie 3. Vehicle operated under severe conditions. 3. Make sure vehicle is operated correctly.
rod end. 4. Add-on type of power steering system not 4. Correctly install add-on power steering system.
(Component installed correctly.
requires 5. Steering gear overtravel poppets improperly set 5. Check for proper operation or adjust overtravel
replacement.) or malfunctioning. of poppets to OEM specifications.
6. Axle stops improperly set. 6. Set axle stops to OEM specification.
Worn or broken 1. Drag link fasteners tightened higher than OEM 1. Tighten drag link fasteners to specified torque.
steering ball specified.
stud. 2. Lack of lubrication or incorrect lubricant. 2. Lubricate linkage with specified lubricant.
3. Power steering stops out-of-adjustment. 3. Adjust stops to specified dimension.
Worn king pins 1. Worn or missing seals and gaskets. 1. Replace seals and gaskets.
and king pin 2. Incorrect lubricant. 2. Lubricate axle with specified lubricant.
bushings. 3. Axle not lubricated at scheduled frequency. 3. Lubricate axle at scheduled frequency.
4. Incorrect lubrication procedures. 4. Use correct lubrication procedures.
5. Lubrication schedule does not match operating 5. Change lubrication schedule to match operating
conditions. conditions.
Vibration or 1. Caster out-of-adjustment. 1. Adjust caster.
shimmy of front 2. Wheels and/or tires out-of-balance. 2. Balance or replace wheels and/or tires.
axle during 3. Worn shock absorbers. 3. Replace shock absorbers.
operation.
76
Section 8
Lubrication, Inspection and Maintenance
Section 8Lubrication, Inspection and Maintenance
WARNING
or service.
Table E: Vocational Groups

Group
Number Typical Vocations Vehicle Build Typical Operation Conditions
1 On highway or turnpike, linehaul After July 1, 1996 High mileage operation (more than
only Before July 1, 1996, use 50,000 miles/year [80 500 km/year])
category 3 95% on-highway/turnpike surface
2 Fire and rescue, city delivery, inner After July 1, 1996 Lower mileage operation (less than
city coach, heavy haul, school bus, Before July 1, 1996, use 50,000 miles/year [80 500 km/year])
motor home, transit coach category 3
3 Logging, oil field, construction, ALL Low mileage operation (less than
heavy haul, yard tractor (highway 25,000 miles/year [40 250 km/year])
licensed), residential refuse Heavy-duty service with substantial
off-road operation
4 Mining, yard tractor Heavy-duty service
(non-highway licensed),
and land fill refuse
5 Mining, logging and construction Severe duty 80-100% off highway
77
Section 8
Lubrication, Inspection and Maintenance Schedule

Service Intervals
First 6,000
48 5,000 miles/ miles of 10,000 20,000 36,000 40,000 50,000 100,000 200,000 Refer to
hours 100 hours operation miles miles miles miles miles miles miles page no.
16 100 32 200 58 000 64 000 80 500 160 000 320 000
Component 8050 km 10 000 km km km km km km km km
Tie Rod Ends
Group 1 Vocations I L*
Group 2 Vocations I L*
Group 3 Vocations I,L*
Inspect the Tie Rod
Assembly for Movement
Group 1 Vocations I
Group 2 Vocations I
Group 3 Vocations I
Group 4 Vocations I
Group 5 Vocations I
Tie Rod End Shop Inspection
Ball Studs on Steering Arms L*
Easy Steer PlusTM Axle Ball I
Studs
Sealed Axle Ball Studs I
Drag Link L*
King Pins and Bushings L*
Steering Arms Bolts I
Thrust Bearings L*
Steering Knuckle Vertical
End Play Inspection
Group 1 Vocations I
Group 2 Vocations I
Group 3 Vocations I
Group 4 Vocations I
Group 5 Vocations I
Upper and Lower King Pin
Bushings for Wear
Group 1 Vocations I
Group 2 Vocations I
Group 3 Vocations I
Group 4 Vocations I
Group 5 Vocations I
Draw Key Nuts
New Vehicle T
In-Service Vehicle T
Sealed Hub Unit Inspection I
I = Inspect
L = Lubricate
T = Tighten to specified torque
* If power washers are used during vehicle cleaning operations, lubrication intervals need to be adjusted. Frequent power washed
vehicles will require more frequent lubrication.
78
Section 8
Lubricant Specifications
Table F: Linehaul and City Delivery (Applicable FF and FD Including FD-931, FD-933 and FD-961 Applications)
Meritor NLGI Grease

Component Greasing Interval Grease b Specification Grade Classification
r King Pins 100,000 miles Multi-Purpose O-617-A 1 6% Lithium
r King Pin Bushings (160 000 kilometers) Grease b 12-Hydroxyl Stearate
r Ball Studs on or
once a year, whichever O-617-B 2 8% Lithium
Steering Arm 12-Hydroxyl Stearate
r Tie Rod Ends comes first
r Drag Link a
a Applies to ball studs on conventional and Easy Steer™ axles. Inspect the ball stud every 100,000 miles (160 000 km) for wear and
damage. Service as necessary.
b Meritor recognizes that industry trends are moving toward increased selection and usage of synthetic grease in vehicle
maintenance. However, some seals are known to expand when in contact with synthetic grease. Consult your local Meritor
representative for synthetic grease application references before using any synthetic grease when performing axle service and
maintenance.
Table G: Front Non-Driving Axle Greasing Intervals and Specifications
Greasing Meritor Outside

Component Interval Grease Specification NLGI Grade Grease Type Temperature
King Pins and 100,000 miles Multi-Purpose O-617-A 1 Lithium Refer to the grease
Bushings, Thrust (160 000 Grease or or manufacturer’s
Bearings, kilometers) 12 Hydroxystearate specifications for the
O-617-B 2 or Lithium Complex
Ball Studs on or temperature service
Steering Arm, once a year, limits.
Tie Rod Ends, whichever
and Drag Link a comes first
Truck Hub Unit No Lube to Hub Unit sealed NONE DO NOT
for life of LUBRICATE
component
a Applies to ball studs on Easy Steer Plus™ axles. Sealed axles require inspection of the boot on the ball stud every 100,000 miles
(160 000 km) for wear and damage. Service as necessary.
Table H: Wheel End Oil Change Intervals and Specifications
On-Highway Operation Off-Highway Operation

Intervals Intervals Outside Temperature
Check Petroleum Check Petroleum Meritor Military Oil F° C°
Oil Level Oil Change Oil Level Oil Change Specification Specification Description Min. Max. Min. Max.
1,000 miles Whichever 1,000 miles Whichever O-76A, MIL-L-2105-D GL-5, 10 None 12 None
(1600 comes first: (1600 comes first: Gear Oil SAE 85W/140
kilometers) kilometers) O-76D, MIL-L-2105-D GL-5, −15 None −26 None
Seals replaced. Seals
replaced. Gear Oil SAE 80W/90
Brakes relined. O-76E, MIL-L-2105-D GL-5, −40 None −40 None
Brakes Gear Oil SAE 75W/90
100,000 miles relined.
(160 000 O-76J, MIL-L-2105-D GL-5, −40 36 −40 2
kilometers) Once a year Gear Oil SAE 75W
Heavy Duty MIL-L-2104-B API -CD, -CE 10 None 12 None
Once a year
Engine Oil -C, -D or -E -SF or -SG
SAE 40 or 50
a
Heavy Duty MIL-L-2104-B API -CD, -CE, −15 None −26 None
Engine Oil -C, -D or -E -SF or -SG
SAE 30 b
a Current designations are acceptable. Multi-weight engine oils are acceptable if the SAE rating ends in a 40 or 50.
b Current designations are acceptable. Multi-weight engine oils are acceptable if the SAE rating ends in a 30.
79
Section 8
Lubrication Figure 8.1
Tie Rod End Lubrication

This procedure refers to all tie rod ends on Meritor
non-drive steering axles.
1. Turn the vehicle wheels straight ahead.
Figure 8.1.
2. Wipe the zerk fitting clean with shop towels.
Figure 8.2.
3. Wipe the seal/boot clean with shop towels.
4. Attach a grease gun to the zerk fitting.
Figure 8.3. Either a hand or air pressure grease
1003405a
gun is acceptable. If using air pressure, do
not exceed 150 psi (1035 kPa).
Point wheels straight ahead.
5. Discolored old grease should come out of
the purge holes near the boot crimp or
bellows area (typically three or more places).
Figure 8.4. Figure 8.2
6. If the tie rod end is designed for lube service
and it does not accept grease:
A. Remove the zerk fitting.
B. Inspect the threaded zerk fitting hole in the
tie rod end and remove any obstructions.
C. Install a new zerk fitting.
D. Continue the lubrication procedure.
NOTE: Synthetic lubes are not yet approved for tie

rod end lubrication.
1003422a
7. Apply grease until all old grease is purged
from the boot. 1 Always clean off grease fittings prior to applying lube.
2 ZERK FITTING ALTERNATIVE LOCATION
Figure 8.3
1003423a
1 Apply grease to all zerk fittings where required.
80
Section 8
Figure 8.4
A SLIDING SEAL TIE ROD ENDS

B NON-REMOVABLE AND ALL-WEATHER BOOT SEAL TIE ROD ENDS
1 TRW — LUBE PURGES EVENLY FROM BASE OF BOOT
2 O & S — LUBE PURGES FROM THREE HOLES TOP OF BOOT
3 TRW — LUBE PURGES FROM BOOT BASE IN EVEN, SMALL STREAMS
4 URRESKO — LUBE PURGES FROM TOP OF BOOT
5 O & S — LUBE PURGES FROM THREE HOLES TOP OF BOOT
6 O & S — NON-GREASEABLE
81
Section 8
King Pins Sealed and Easy Steer™ King Pins — Axles With
Unitized Wheel Ends
Straight King Pins — Axles With Conventional
Wheel Ends NOTE: This procedure applies to 921, 931, 932,
933, 934, 941, 942, 943, 951, 961, 966, 967, 963, 971,
NOTE: This procedure applies to 901, 903, 910, and 975 Series, Easy Steer™ sealed front axles.
935, 952 and 970 front conventional axles. Refer to Refer to the identification tag on the front of the
the identification tag on the front of the axle beam. axle beam.
On conventional front axles, the grease fittings are
on the side of the knuckle. On sealed and Easy Steer Plus™ front axles, the
grease fittings are on the top and bottom king pin
caps of the knuckle.
WARNING 1. Make sure the tires touch the ground. DO NOT
Park the vehicle on a level surface. Block the RAISE THE VEHICLE.
Support the vehicle with safety stands. Do not 2. Clean off all grease fittings prior to lubrication.
work under a vehicle supported only by jacks. 3. Lubricate the king pins through the grease
Jacks can slip and fall over. Serious personal injury fittings on the top and bottom of the knuckle.
can result. Figure 8.6.
1. Lift the vehicle so that the tires are off the 4. Apply lubricant until new lubricant comes from
ground. The front tires should be off the ground the thrust bearing seal and the upper shim
when the king pins are lubricated. Support the pack.
vehicle with safety stands. Place blocks in front
and behind the rear wheels to keep the vehicle
from moving. Set the parking brake. Figure 8.6 SEALED, EASY STEER™
2. Lubricate the king pins through the top and the

bottom king pin cap grease fittings. Figure 8.5.
3. Apply lubricant until new lubricant comes from
between the upper shim pack and thrust
bearing seal.
4. Lower the vehicle so that the wheels touch the
ground.
5. Apply lubricant to the bottom fitting until new
lubricant purges and fills the thrust bearing.
Figure 8.5
1 GREASE FITTING
2 Lube must come from here.
1000327a
1 SIDE GREASE FITTING

2 TOP GREASE FITTING
82
Section 8
Easy Steer™ King Pins — Axles With Unitized Ball Studs on the Steering Arm, the Tie
Wheel Ends Rod Arm Ends and the Drag Link
NOTE: This procedure applies to Easy Steer Axles With Conventional Wheel Ends
Plus™, MFS 10-2015-N, and MFS 12-2015-N sealed 1. Make sure the tires touch the ground. DO NOT
front axles. Refer to the identification tag on the RAISE THE VEHICLE.
front of the axle beam.
2. Clean off all grease fittings prior to lubrication.
On Easy Steer Plus™, MFS 10-2015-N, and 3. Apply lubricant until new lubricant comes from
MFS 12-2015-N front axles, the grease fittings are the boot. Figure 8.8.
on the top and bottom king pin caps of the knuckle.
1. Make sure the tires touch the ground. DO NOT Figure 8.8
RAISE THE VEHICLE.
3. Lubricate the king pins through the grease
fittings on the top and bottom of the knuckle.
Figure 8.7.
Figure 8.7 EASY STEER PLUS™,

MFS 10-2015-N, MFS 12-2015-N
1000329a
1 GREASE FITTING

1. Make sure the tires touch the ground. DO NOT
RAISE THE VEHICLE.
3. Apply lubricant until new lubricant comes from
the boot. Figure 8.9.
1000011a
Figure 8.9
1 GREASE FITTING
3 GREASE FITTING
4. Force lubricant into upper and lower king pin

grease fitting caps until new lubricant flows
from between these two areas:
r Upper axle beam end and the knuckle.
Figure 8.7.
r Lower axle beam end and the knuckle.
Figure 8.7.
1000012a
1 GREASE FITTING
83
Section 8
Grease-Lubricated Wheel Bearings Oil-Lubricated Wheel Bearings

Axles With Conventional Wheel Ends Axles With Conventional Wheel Ends
NOTE: This procedure applies to hubs with NOTE: This procedure applies to hubs with
grease-lubricated wheel bearings. oil-lubricated wheel bearings.
1. Remove the tire and wheel assembly. Remove Check the level on the cap. If the oil level is not at
and disassemble the hub. Refer to “Wheel the specified level on the cap, remove the fill plug.
Ends” in Section 3. Add the specified oil until the oil is at the specified
level. Figure 8.11.
2. Remove the old lubricant from all parts.
Discard the seals. Inspect the wheel bearings
for wear or damage. Replace worn or damaged Figure 8.11
bearings. Refer to Section 4.
3. Force the specified lubricant from the large end
of the cones into the cavities between the
rollers and cage. Pack the hub between the
bearing cups with lubricant to the level of the
smallest diameter of the cups. Figure 8.10.
Figure 8.10
1 OIL LEVEL
Inspection and Maintenance
1 LUBE
Inspection Tools
Before performing an inspection of axle
components, make sure the proper tools are
4. Install the inner and outer bearing cones into available. Using the proper tools will ensure safety
the cups in the hubs. The bearing cups must be and provide the most accurate results. Check for
pressed tight against the shoulder in the hubs. the following tools:
5. Install new wheel seals in the hubs. r Dial Indicator
6. Install the hub and the wheel and tire r Tire Blocks
assembly. Install the outer wheel bearing cone
in the hub. Install the adjusting nut. r Jack
7. Adjust the wheel bearings. Refer to “Check and r Safety Stands

Adjust the Wheel Bearings” in Section 6. r Pry Bar
r Torque Wrench
84
Section 8
Inspection Figure 8.12
CAUTION
The repair or reconditioning of front axle
components is not allowed. Meritor recommends
replacing damaged or out-of-specification
components. All major components are heat
treated and tempered. The components cannot be
bent, welded, heated or repaired in any way
without reducing the strength or life of the
component and voiding the warranty and may
cause a vehicle accident which can result in
serious personal injury.
Check the following during an inspection.

r Fasteners. Make sure all fasteners are tightened
to the specified torque. Use a torque wrench to
check the torque in a tightening direction. As 1000004a
soon as the fastener starts to move, record the
torque. Correct if necessary. Replace any worn 1 DRAW KEY NUT 30-45 LB-FT (41-61 N•m)
or damaged fasteners.
T
r Wear and Damage. Inspect the parts of the axle
for wear and damage. Look for bent or cracked Axles With Unitized Wheel Ends
parts. Replace all worn or damaged parts. Tighten the draw key nuts from 30 to 45 lb-ft
r Pivot Points. Make sure looseness does not (41-61 N•m) at the following intervals. Figure 8.12.
exist at the pivot points. Make sure the pivot T
points are lubricated. r After the first 6,000 miles (10 000 km) of new
r Operation. Make sure all the parts move freely vehicle operation.
through the complete turning radius. r Every 36,000 miles (58 000 km) of operation.
r Tire Wear. Inspect the tires for wear patterns that
indicate suspension damage or misalignment. Checking Steering Knuckle Vertical
r Steering Arm Bolts. Check torque on Easy Steer End Play
Plus™ MFS 10-2015 and MFS 12-2015 axles Axles With Conventional Wheel Ends
every 200,000 miles (320 000 km). Refer to
“Checking Steering Arm Bolts” in this section. 1. Place blocks in front and behind the rear
Checking Draw Key Nuts
Axles With Conventional Wheel Ends WARNING
Tighten the draw key nuts from 30 to 45 lb-ft wheels to prevent the vehicle from moving.
(41-61 N•m) at the following intervals. Figure 8.12. Support the vehicle with safety stands. Do not
T work under a vehicle supported only by jacks.
r After the first 6,000 miles (10 000 km) of new Jacks can slip and fall over. Serious personal injury
vehicle operation. can result.
r Every 36,000 miles (58 000 km) of operation. 2. Use a jack to raise the vehicle until the front
wheels are off the ground. Support the front
axle with safety stands.
85
Section 8
3. Install a dial indicator so that the base is on the

Figure 8.14
I-beam and that the tip is on the top knuckle cap.
Figure 8.13.
4. Place a pry bar between the boss for the tie rod
arm and the I-beam. Push the knuckle to the
bottom of vertical travel. Figure 8.14.
NOTE: If one bushing requires replacement, then

replace both bushings in the knuckle.

6. Use the pry bar to push the knuckle upward.
Record the reading on the dial indicator.
The reading must be 0.001- to 0.025-inch
(0.025-0.635 mm) for new or rebuilt axles and
0.001- to 0.065-inch (0.025-1.650 mm) for axles
in service. Figure 8.14.
If the reading is “zero” (0), remove the knuckle
and remove shims from the shim pack. Refer to
Section 3, Section 4 and Section 5 in this
manual. 1000322a
If the reading is more than the maximum 1 PRY BAR

specification, remove the knuckle and add
shims to the shim pack. Refer to Section 3,
Section 4 and Section 5 in this manual. Axles With Unitized Wheel Ends
This procedure applies to Easy Steer Plus™,
Figure 8.13 MFS 10-2015 and MFS 12-2015/6.
1. Place blocks in front and behind the rear wheels
to prevent the vehicle from moving.
Set the parking brakes.
WARNING
Park the vehicle on a level surface. Block the wheels
to prevent the vehicle from moving. Support the
vehicle with safety stands. Do not work under a
vehicle supported only by jacks. Jacks can slip and
fall over. Serious personal injury can result.
2. Use a jack to raise the vehicle until the front

wheels are off the ground. Support the front
axle with safety stands.
1000321a
86
Section 8
3. Install a dial indicator for each side of the axle B. For checking driver side knuckle end play:
beam as follows:
r Turn wheels straight ahead.
A. For checking curb side knuckle end play:
r Remove king pin cap.
r Turn wheels straight ahead.
r Install a dial indicator with the base on the
r Install dial base on axle beam. steering arm.
r Place dial indicator tip to upper king pin r Place dial indicator tip onto exposed king
cap. pin top.
r Place a jack and a wood block (with hole r Set the dial indicator on “zero” (0).
that allows clearance for lower king pin
grease fitting) under the lower king pin r Move jack up. Measure and record dial
cap area. Figure 8.15. indicator reading.
r Set the dial indicator on “zero” (0). r Lower the jack.
r Raise the jack until you start to lift the axle 4. Alternative method:
beam off the safety stands. Measure and r Turn the wheels to the right for curb side
record dial indicator reading. knuckle or left for driver side knuckle
r Lower the jack. measurement.
r Place a pry bar between the tie rod arm and
the axle beam. Figure 8.16.
Figure 8.15 CURB SIDE
r Set the dial indicator on “zero” (0).
r Lift knuckle upward using a pry bar. Record
the reading on the dial indicator.
Figure 8.16 DRIVER SIDE
1 WOOD BLOCK
1 CAP REMOVED
2 Lift here.
87
Section 8
5. The reading must be 0.001- to 0.025-inch

(0.025-0.635 mm) for new axles and 0.001- to Figure 8.17 DRIVER SIDE
0.065-inch (0.025-1.650 mm) for axles in
service. Figure 8.15 and Figure 8.16.
If the reading is “zero” (0), remove the knuckle
and remove shims from the shim pack. Refer
to Section 3, Section 4 and Section 5.
If the reading is more than the maximum
specification, remove the knuckle and add
shims to the shim pack. Refer to Section 3,
Section 4 and Section 5.
Checking the Upper and Lower King Pin

Bushings for Wear
1. Place blocks in front and behind the rear
WARNING
can result.
2. Use a jack to raise the vehicle until the wheels

are off the ground. Support the vehicle with
safety stands.
3. Check the upper king pin bushing for wear.
Install a dial indicator so that the base is on the
I-beam and that the tip is against the side of the 6. Check the lower king pin bushing. Install a dial
top of the knuckle. Figure 8.17. indicator so that the base is on the I-beam and
that the tip is against the side of the bottom of
4. Set the dial indicator on “zero” (0). the knuckle. Figure 8.18.
NOTE: If one bushing must be replaced, replace 7. Set the dial indicator on “zero” (0).
both bushings in the knuckle. 8. Move the bottom of the tire side-to-side
towards and away from the vehicle. If the
5. Move the top of the tire side-to-side towards dial indicator moves a total of 0.010-inch
and away from the vehicle. If the dial indicator (0.254 mm), the lower bushing is worn or
moves a total of 0.010-inch (0.254 mm), the damaged. Replace both bushings. Refer to
upper bushing is worn or damaged. Replace Section 3, Section 4 and Section 5 in this
both bushings. Refer to Section 3, Section 4 manual. Figure 8.18.
and Section 5 in this manual. Figure 8.17.
88
Section 8
3. Check the upper king pin bushing for wear.

Figure 8.18 FRONT VIEW CURB SIDE Install the base of a dial indicator onto the axle
beam. Place the indicator tip against the side of
the knuckle top (curb side) or place indicator tip
against king pin cap (driver side). Figure 8.19.
NOTE: If one bushing must be replaced, replace

both bushings in the knuckle.
5. Move the top of the tire side-to-side towards

and away from the vehicle. If the dial indicator
moves a total of 0.010-inch (0.254 mm), the
upper bushing is worn or damaged. Replace
both bushings. Refer to Section 3, Section 4
and Section 5 in this manual. Figure 8.19.
Figure 8.19

1. Place blocks in front and behind the rear
WARNING
can result. A DRIVER SIDE
2. Use a jack to raise the vehicle until the wheels

are off the ground. Support the vehicle with
safety stands.
89
Section 8
6. Check the lower king pin bushing. Install a dial Inspection of Sealed Hub Units
indicator so that the base is on the I-beam and
that the tip is against the side of the bottom of Axles With Unitized Wheel Ends
the knuckle. Figure 8.20. Inspect the truck hub unit end play every
7. Set the dial indicator on “zero” (0). 200,000 miles (320 000 km) or 24 months.
8. Move the bottom of the tire side-to-side

towards and away from the vehicle. If the WARNING
dial indicator moves a total of 0.010-inch Park the vehicle on a level surface. Block the
(0.254 mm), the lower bushing is worn or wheels to prevent the vehicle from moving.
damaged. Replace both bushings. Refer to Support the vehicle with safety stands. Do not
Section 3, Section 4 and Section 5 in this work under a vehicle supported only by jacks.
manual. Figure 8.20. Jacks can slip and fall over. Serious personal injury
can result.
Figure 8.20 1. Set parking brake. Place wheel blocks in front
and behind each rear wheel. Place safety
stands under front axle. Jack up the truck so
that the front wheel is off the ground. Remove
the wheel and tire.
2. Remove hubcap.
NOTE: As the truck hub unit warms up during

operation, some small amounts of grease will
purge out the outboard dust seal as pressure is
released from inside the truck hub unit. The grease
purge is permissible if it does not exceed 2 grams
or about 1/2 teaspoon. Do not replace the truck hub
unit if the grease purge does not exceed 2 grams.
3. Attach the magnetic base of a dial indicator

stand to the end of the spindle. Touch the
indicator stem against the face of the wheel
pilot of the truck hub unit.
5. Slightly rotate the truck hub unit in both
directions while pushing inward until the dial
indicator does not change. Repeat this step
while pulling outward. The difference between
the two readings is the end play.
6. An end play of 0.0-inches is permissible for the
truck hub unit. Do not replace the truck hub
unit if the reading is 0.0-inches. However, you
must replace the truck hub unit if it is noisy or
rough during rotation.
7. If the end play is greater than 0.003-inch,
B FRONT VIEW CURB SIDE recheck the torque on the inner wheel bearing
nut as specified in Section 5 under “Truck Hub
Unit Assembly.”
90
Section 8
8. Repeat Step 5. Record measurements greater 5. Place the indicator tip near the ball stud center
than 0.003-inch (0.076 mm) and less than (grease fitting) of the tie rod end. Figure 8.22.
0.009-inch (0.229 mm) in a maintenance log.
9. Check that the truck hub unit rotates smoothly. Figure 8.22
CAUTION
The truck hub unit is sealed and greased for life
and requires no maintenance. Any disassembly,
relubrication or repair of the truck hub unit will
void the manufacturer’s warranty.
10. If the end play reaches 0.009-inch or is very

rough or noisy while rotating, replace the truck
hub unit.
Inspect the Tie Rod Ends

1. Park the vehicle with the steering wheels in the
straight-ahead position. Figure 8.21.
1 UP
Figure 8.21 2 TIE ROD END
3 DOWN
CAUTION
Check the tie rod end play by hand. Do not use a
pry bar. If a pry bar is used, readings from the dial
indicator will not be accurate.
7. Move the tie rod and cross tube assembly up

and down by hand.
8. Record the dial indicator reading. If the dial
indicates a reading of more than 0.060-inch
(1.52 mm), tie rod end replacement is required.
9. Place the dial indicator on the tie rod end
assembly at the opposite side of vehicle and
repeat Steps 1 through 8.
1 TIE ROD ARM
2 TIE ROD END Inspect the Tie Rod Assembly
3 CROSS TUBE for Movement
This procedure applies to all tie rod assemblies.
2. Place blocks in front and behind the rear To perform this inspection, the entire system must
wheels to prevent the vehicle from moving. be “unloaded” (i.e., the front end of the vehicle
Set the parking brake. must be raised and supported with stands).
3. Remove dirt and grease from the tie rod end
seals.
4. Place indicator base on the bottom of the tie
rod arm.
91
Section 8
CAUTION WARNING
Do not grease the tie rod assembly before A cotter pin must be installed through the tie rod
performing the inspection. Doing so may provide end with the tie rod end nut tightened to torque
inaccurate results. specification to securely attach the tie rod. Loss of
the cotter pin will allow the tie rod end nut to
Replace the entire tie rod end if the boot is torn or become loose and affect vehicle steering and
missing. Do not replace the boot only. possibly result in loss of steering control.
1. Place blocks in front of and behind the vehicle’s 5. Check that the tie rod nut is installed and
rear wheels. Using the bottom of the I-beam or secured with a cotter pin. If the cotter pin is
frame rails, raise the front end off the ground, missing, check the nut torque specification and
and support with stands. then install a new cotter pin. Always tighten tie
rod nut to specified torque when setting the
2. With the engine off, turn wheels from full left to cotter pin. Figure 8.24.
full right, and then return to the straight-ahead
position. (This step will require more force for
vehicles with the power steering turned off.) Figure 8.24
3. Check that the boot is in place and completely
installed over the tie rod end.
NOTE: The boot may be missing completely or

may not completely cover the ball joint.
4. Check for cracking or tears in the boot. Also

check the boot seals for damage. Replace the
entire tie rod end if the boot is damaged.
Figure 8.23.
Figure 8.23
1 STEERING KNUCKLE
2 Missing cotter pin indicates unsafe condition and
requires immediate replacement.
CAUTION
The tie rod ends must be at the end of the cross
tube slot to ensure adequate thread engagement.
1 Cracked or torn boot requires entire tie rod end
replacement.
6. Check that the tie rod end is threaded correctly
into the cross tube and engaged deeper than
the end of the cross tube slot. The tie rod end
must be visible the entire length of the cross
92
Section 8
9. Position yourself directly below the ball stud

Figure 8.25 socket. Using both hands, grab the assembly
end as close to the socket as possible (no more
than 6-inches or 152.4 mm). Apply hand
pressure (approximately 100 pounds) vertically
(up and down) in a push-and-pull motion
several times. Check for any movement or
looseness at both tie rod end locations.
Figure 8.26.
10. If there is any movement in the tie rod
assembly, replace both tie rod ends.
Figure 8.26
1 Tie rod end engaged deeper than the end of the cross
tube slot.
2 TIE ROD CROSS TUBE SLOT END
3 Tie rod threads must be visible the entire length of the
cross tube slot.
7. Check that zerk fittings are installed. Replace a

damaged zerk fitting with a new one. Some tie
rod ends are non-greaseable and will not have
zerk fittings. Do not install fitting if tie rod end is
non-greaseable type.
1 PUSH
CAUTION 2 PULL
Do not use the following items or methods to Check movement by hand.

check for movement of the tie rod assembly.
Damage to components can result if:
r A crow bar, pickle fork or 2x4 is used. Tie Rod End Shop Inspection
r A tool instead of your hands is used to grasp
the cross tube assembly that results in cross CAUTION
tube damage. Replace the entire tie rod end if the boot is torn or
r Pressure or force is applied to the ends or the missing. Do not replace the boot only.
joints of the assembly.
1. Check the tie rod boot for cracks, tears or other
r The tires are rocked either with the vehicle on damage. All tie rod ends with a damaged boot
the ground or with the wheels raised. require that the entire tie rod end be replaced.
Figure 8.23.
8. By hand or using a pipe wrench with jaw
protectors to avoid gouging the cross tube, 2. Grab by hand (or using a pipe wrench with jaw
rotate the cross tube toward the front of the protectors to avoid gouging the cross tube) and
vehicle and then toward the rear. After slightly rotate the cross tube toward the front of
rotating, center the cross tube. If the cross tube the vehicle and then slightly toward
will not rotate in either direction, replace both the rear. After this movement, check in both
tie rod ends. directions, centering the cross tube between
the stop positions. If the cross tube will not
rotate in either direction, replace both tie
rod ends.
93
Section 8
3. Position yourself directly below the ball stud 6. Check for proper installation of the tie rod end
socket. Using both hands, grab the end as clamp to the cross tube. Be certain that tie rod
close to the socket as possible (no more ends are threaded in the cross tube past the
than 6-inches or 152.4 mm from the end). clamps and the slots at the cross tube ends.
Firmly apply hand pressure (approximately
7. Check that zerk fittings are installed. Replace
100 pounds) in a vertical push-and-pull motion
damaged zerk fittings. Replace damaged zerk
several times. When moving the assembly,
check for any movement at both tie rod ends. fittings. Figure 8.28. Refer to Table E in this
Figure 8.26. section.
Some tie rod ends have no zerk fittings
because they are not greaseable. Do not install
WARNING a zerk fitting on a non-greaseable design tie
If any movement is detected by hand, replace the rod end.
worn components with new components before
releasing the vehicle back into service. 8. Check that the cotter pin is in place. Replace if
missing. Tighten the tie rod end nut to the
4. If any movement is detected at one tie rod end, specified torque and then insert the cotter pin
replace it and also the other tie rod end. through the castellated nut and the hole in the
Always replace tie rod ends in pairs, even if tie rod end.
only one tie rod is found damaged.
Figure 8.28
WARNING
Do not attempt to straighten a bent cross tube.
Damage to the axle can result. Be certain to
replace any cross tube with an original equipment
cross tube (with the same length, diameter and
threads).
5. Inspect the cross tube and clamps for damage.

Figure 8.27.
r Replace the cross tube if it is cracked or
bent. 1003408a
r Replace the clamps if any are damaged.

1 ALTERNATE ZERK FITTING LOCATIONS
r Replace the entire cross tube assembly if
either clamp is welded onto it.
Tie Rod Service Tips
Figure 8.27 If available, a service pit is recommended for tie
rod inspection and maintenance. If a service pit is
not available, use the following method:
1. Use jacks to raise the vehicle using the
following:
A. The vehicle must be on a level surface.
B. Put blocks under the wheels not being
raised to keep the vehicle from moving.
C. Raise the vehicle so that the area to be
1003407a serviced is off the ground. Support the
vehicle with safety stands.
1 CROSS TUBE CLAMP D. Inspect and lubricate the tie rod ends
2 CRACK DAMAGE according to Table E in this section.
94
Section 8
2. Drive-on ramps may also be used.

Observe all of the manufacturer’s safety Figure 8.29
recommendations.
Tie Rods
Effect of Tie Rod End Wear on Steering Linkage
Unless tie rod end wear becomes excessive, a safe
steering linkage is maintained. However, tie rod
end wear can affect uniform steering control and,
ultimately, wear to the front tires.
Detecting Tie Rod End Wear During
Vehicle Operation
A driver may not always detect a loose tie rod end
condition during vehicle travel conditions. This is
why it is important to inspect tie rod ends for wear
and allowable movement at regular intervals. Refer
to Table E in this section for inspection intervals.
Tie Rod End Wear
It is imperative that inspection and maintenance
is performed at the recommended intervals to
minimize the impact of tie rod end wear. Tie rod
end wear occurs over time, under normal
operating conditions. As wear occurs, the preload
bearings inside each tie rod end provide less
resistance. Excessive tie rod end wear will affect
steering and contribute to premature wear of the
tires and other axle components. Figure 8.29.
1 BALL/STUD
2 NATURAL PIVOT WEAR
3 BALL/STUD
4 NATURAL BEARING WEAR
5 BALL/STUD
6 SOLID STEEL BEARING SURFACE
95
Section 8
Tightening Draw Key Nuts Figure 8.31

NOTE: This procedure applies to all except 901,

903 and 970 Series axles. These axles do not utilize
a draw key. Refer to the identification tag on the
front of the axle beam.
Tighten the nuts that hold the draw keys on the

side of the knuckle to 30-45 lb-ft (41-61 N•m) at the
following times. Figure 8.30. T
r After the first 6,000 miles (10 000 km) of new
vehicle operation.
r Every 36,000 miles (58 000 km) of operation.
Figure 8.30
1 DRAW KEY NUT 30-45 LB-FT (41-61 N•m) T
Checking Steering Arm Bolts
WARNING
Take care when you use Loctite to avoid serious
instructions to prevent irritation to the eyes
and skin.
NOTE: This procedure applies to ALL axles

included in this manual.
1 Tighten draw key nut 30-45 lb-ft (41-61 N•m). T
Check steering arm bolts for minimum 300 lb-ft
(406 N•m) torque. If steering arm bolt torque has
Axles With Unitized Wheel Ends fallen below 300 lb-ft (406 N•m), remove bolts,
clean all threads, and install new Loctite.
Tighten bolts from 300 to 450 lb-ft (406-610 N•m)
NOTE: This procedure applies to Easy Steer
torque. Check steering arm bolt torque every
Plus™, MFS 10-2015-N and MFS 12-2015-N axles.
200,000 miles (320 000 km) or 24 months. T
Refer to the identification tag on the front of the
axle beam.
NOTE: Old Loctite must be removed from bolt
threads and internal threads of knuckle itself.
Tighten the nuts that hold the draw keys on the
Reapply new Loctite 680 (Meritor #2297-K-5523).
side of the knuckle to 30-45 lb-ft (41-61 N•m) at the
following times. Figure 8.31. T
Refer to Section 4 for Dri-Loc Fastener removal
r After the first 6,000 miles (10 000 km) of new and installation procedures.
vehicle operation.
r Every 36,000 miles (58 000 km) of operation.
96
Section 9
Section 9Torque Specifications
WARNING
or service.
Front Non-Drive Axles With Conventional Wheel Ends
97
Section 9
Table I: Front Axle With Conventional Wheel Ends Torque Specifications
Torque Range T
Item Description Size lb-ft N•m
1 Steering Arm to Drag Link Nut 5/8"-16 60-115 82-155
5/8"-18 60-115 92-155
3/4"-16 90-170 123-230
7/8"-14 160-300 217-407
2 Knuckle Cap Capscrew 5/16"-18 20-30 28-40
3 Steering Arm to Knuckle Nut 7/8"-14 250-450 339-610
1"-14 390-725 529-982
1-1/8"-12 550-1025 746-1389
1-1/4"-12 775-1450 1051-1965
1-1/2"-12 1350-2525 1831-3423
4 Draw Key Nut 30-45 41-61
5 3/4" Stop Screw Adapter 65-115 88-155
7/16"-20
6 1/2" Stop Screw Lock/Jam Nut 50-75 68-101
7 3/4" Stop Screw Lock/Jam Nut 65-85 88-115
8 Tie Rod Arm to Tie Rod 7/8"-14 160-300 217-406
End Nut
1"-14 250-450 339-610
1-1/8"-12 350-650 475-881
1-1/4"-12 500-675 678-915
9 Cross Tube Clamp Nut 5/8"-11 40-60 55-81
3/4"-10 155-175 211-237
10 Tie Rod Arm to Knuckle Nut 7/8"-14 250-450 339-610
1"-14 390-725 529-982
1-1/8"-12 550-1025 746-1389
1-1/4"-12 775-1450 1051-1965
1-1/2"-12 1350-2525 1831-3423
98
Section 9
Front Non-Drive Axles With Unitized Wheel Ends
1000068a
99
Section 9
Table J: Front Axle With Unitized Wheel Ends Torque Specifications
Torque Range T
Item Description Size lb-ft N•m
1 Zerk Fitting 1/8"-27 P.T.F. 10 minimum 13.558 minimum
2 Threaded King Pin Cap 2-1/4"-20 60-80 81-108
3 Steering Arm Knuckle Bolt 7/8"-14 300-450 406-610
4 Stop Screw Wheel Bearing Nut 1/2"-13 50-75 68-101
Tie Rod Arm to Tie Rod 7/8"-14 160-300 217-406
End Nut
1"-14 250-450 339-610
5
1-1/8"-12 350-650 475-881
1-1/4"-12 500-675 678-915
6 Draw Key Nut 7/16"-20 30-45 41-61
Cross Tube Clamp Nut 5/8"-11 40-60 55-81
7
3/4"-10 155-175 211-237
Hubcap 3-1/2" Plastic 50-100 67-135
8
3-1/2" Aluminum 325-375 440-508
9 Outer Wheel Bearing Nut — 200-300 271-406
10 Inner Wheel Bearing Nut — 500-700 677-949
Note on Fasteners
r All torques given apply to parts lightly coated with rust preventive type oil.
r For dry parts — increase torques 10%.
r For parts heavily coated with oil — decrease torques 10%.
100
Section 10
Special Tools
Section 10Special Tools
Table K: Special Tools

Kent-Moore Owatonna Snap-On
Description Tool Number a Tool Number b Tool Number c References
King Pin Remover 4240 4240 20 Ton: CG430HYB Section 3, pages 17, 19
and 23
35 Ton: CG730HY
King Pin Bushing d Section 3, page 21
Service Kit Section 5, pages 34
and 36
Basic Service Kit PT 4375-A — —
FF- and FG-Series Kits PT 4370-10 — —
FL-Series Kit PT 4370-20 — —
a Order Kent-Moore tools from: Kent-Moore, 28635 Mound Road, Warren, MI 48092.
b Order Owatonna tools from OTC Tool and Equipment Division, 655 Eisenhower Drive, Owatonna, MN 55060.
c See your local Snap-On dealer.
d Use Basic Service Kit along with the correct axle series kit.
101
800-535-5560
Copyright 2001 Maintenance Manual 2
www.arvinmeritor.com
All Rights Reserved Printed in the USA 16579/ArvinMeritor
TP-01119
Revised 11-01
Update to Maintenance
Manual 2, Front Non-Drive
Steering Axles/Part 1
(Revised 05-01)
Maintenance Do Not Apply Anti-Seize/Anti-Fretting
Compound to Spindle Threads
Manual Update (Section 5, Assembly; Page 59, Step 2)
Revised Procedure
This Maintenance Manual Update revises Step 2
on page 59 of Section 5, Assembly, in
Maintenance Manual 2, Front Non-Drive Steering
Axles/Part 1 (Revised 05-01). Refer to the revised
procedure, below.
2. Coat the new O-ring with a thin coat of
anti-seize/anti-fretting compound (Meritor part
number 1199R486 or Dowd Molykote D). Coat
the inside of the truck hub unit with anti-seize
compound. Make certain to cover inner and
outer bearing races. Do not apply anti-seize/
anti-fretting compound to spindle threads.
Wipe away any anti-seize/anti-fretting
compound that may have dripped onto the
spindle threads.
To Order Additional Copies of

This Update
Call ArvinMeritor’s Customer Service Center at
800-535-5560 and specify publication TP-01119.
You can also access this update in the Tech Library
section at arvinmeritor.com. Click Products &
Services/Truck & Trailer Products/Sales and
Service/Tech Library icon. The screen will display
a list of publications by type.
800-535-5560
arvinmeritor.com Copyright 2001 TP-01119
All Rights Reserved Printed in the USA 16579/Meritor
Revised 02-01
$2.50
Lubrication
• Q PlusTM Cam Brake • Tandem Axle with • Automatic Slack • ZF Meritor Ten-Speed
Pump, Filter System Adjuster Transmission
and Driver-Controlled
Differential Lock
(DCDL)
Service Notes
Before
Service Notes
You Begin How to Obtain Additional
This manual provides maintenance intervals and Maintenance and Service
procedures, lubricant specifications, and product Information for Components
capacities for Meritor and ZF Meritor components. Included in This Manual
1. Understand all procedures and instructions.
2. Follow your company’s maintenance and Contact Our Customer Service Center
service, installation, and diagnostics Call ArvinMeritor’s Customer Service Center at
guidelines. 800-535-5560 to order maintenance and service
3. Use special tools when required to avoid information for components included in this
serious personal injury and damage to manual, as well as the following items.
components. O Drivetrain PlusTM by ArvinMeritor Technical
Electronic Library CD features product and
Safety Alerts, Torque Symbol service information on most Meritor, ZF Meritor
and Meritor WABCO components. $20. Order
and Notes TP-9853.
O Lubrication video. $20. Order T-9398V.
that you must follow Access Product and Service Information
exactly to avoid serious from the Technical Library on
personal injury and ArvinMeritor’s Web Site
Visit the Technical Library section of our web site
A Caution alerts you to an at www.arvinmeritor.com, which contains product
CAUTION instruction or procedure and service information for ArvinMeritor’s
that you must follow commercial vehicle systems lineup.
components and possible To access information on the site, click Products
serious injury. & Services/Tech Library Icon/HVS Publications.
The screen will display an index of publications
A torque symbol alerts you by type.
to tighten fasteners to a
Table of Contents
How to Obtain Additional Maintenance and Service Information for Components Included in This Manual . . . . 1
Introduction
Regularly-Scheduled Maintenance is Important
Oil Lubricants
Viscosity
Oil Change Schedules
Recommended Oil Drain Conditions Based on Used-Oil Analyses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Differential Oils (Hypoid Gear Oils)
Manual Transmission Oils
Grease Lubricants
National Lubricating Grease Institute (NLGI) Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Extreme Pressure (EP) Lubricants
Section 2: Clutches
Release Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Bell Housing
Clutch Linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Section 3: Drivelines
Driveline Styles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
RPL Series PermalubeTM Driveline Universal Joint, Slip Yoke and Splines
Standard/Conventional Driveline Universal Joint
Standard/Conventional Driveline Slip Yoke and Splines
92N Permalube Driveline Universal Joint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
92N Greaseable Driveline Universal Joint
92N Permalube and Greaseable Driveline Slip Yoke and Splines
Section 4: Front Driving Axles
Front Driving Axles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Magnets and Magnetic Drain Plugs
Breather
Seals
Temperature Indicators
Oil Level
Drain and Replace Oil
Wheel Bearings and Wheel-Ends
Knuckle King Pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Camshaft Retainer Bushing and Cam Bushing
Drive Axle Shaft Universal Joint
Axle Shaft Spline and Thrust Washer
Cross Tube End Assembly
Knuckle Bushing
Section 5: Front Non-Driving Axles
King Pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Conventional Front Axles
Sealed and Easy SteerTM Front Axles
Easy Steer PlusTM Front Axles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Ball Studs on the Steering Arm, Tie Rod Arm Ends and Drag Link
Conventional Front Axles, Easy Steer Front Axles, Easy Steer Plus Front Axles
Conventional Front Axles, Easy Steer Front Axles, Easy Steer Plus Front Axles
Section 6: On-Highway Brakes
Q PlusTM LX500 Cam Brake Package with the Extended Lube Feature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Available for On-Highway Linehaul and All Other Applications
Q PlusTM MX500 Extended Maintenance Package Option
Available for On-Highway Linehaul Applications Only
Identifying Q PlusTM LX500 and MX500 Cam Brakes
Lubricating the Q PlusTM LX500 and MX500 Cam Brakes and Automatic Slack Adjusters
After Specified Mileage or Time Intervals
Camshaft Bushings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Q PlusTM, Cast PlusTM, Q Series, P Series and T Series Cam Brakes
Table of Contents
Section 7: Planetary Drive Axles

Magnets and Magnetic Drain Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Breather
Seals
Check and Adjust the Oil Level
Drain and Replace the Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Section 8: Rear Drive Axles
Magnets and Magnetic Drain Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Breather
Seals
Temperature Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Advanced Lube Axles
For Meritor R-170 Axles Equipped With Traction Equalizer®
When to Use Limited Slip Friction Modifiers
Specifications
Oil Level
Check and Adjust the Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Drain and Replace the Oil
Inter-Axle Assemblies With Separate Housings
Section 9: Trailer Axles
TB Series Trailer Axles With Unitized Hub Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Comparing a Unitized Wheel-End to a Conventional Wheel-End
Identifying a Trailer Axle With Unitized Wheel-Ends . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Camshaft Bushings
Conventional and TB Series
Section 10: Transfer Cases
Operating Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Breather
Seals
Temperature Indicator
Check and Adjust Oil Level
Drain and Replace the Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Section 11: Transmissions
Recommended Oil Drain Conditions Based on Used-Oil Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Transmission Oil Coolers
Oil Level
Before You Check the Oil Level
Check and Adjust the Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Service the Transmission if Necessary
Additional Specifications, Ratios and Steps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Section 12: Wheel Bearings and Wheel-Ends
Wheel Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Grease the Bearings
Check the Oil Level
Drive Axle Hubs Without Fill Holes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Section 13: List of Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Section 1
Introduction
How to Obtain Additional

Section 1
Introduction
Viscosity
Maintenance and Service
Information for Components CAUTION
Included in This Manual Use correct viscosity lubricants recommended by
Refer to the Service Notes page on the inside Meritor. Do not lower the viscosity of specified
front cover of this manual. lubricants by adding thinning agents, such as
kerosene, gasoline or other dilutents. Damage to
components will result.
Introduction
This manual provides Meritor’s grease and oil Select the correct viscosity oil for a specific
lubricant specifications, procedures, service Meritor component from the charts in each section
intervals and product capacities. Following these of this manual. When more than one lubricant is
guidelines will enable you to correctly lubricate listed, choose an oil viscosity that is suitable for
and maintain Meritor components, and help to the expected outside temperature.
ensure maximum component life. Oil viscosity grades and classifications are
O Always use the specified oil or grease lubricant provided by the SAE (Society of Automotive
from a manufacturer that provides quality Engineers) and the API (American Petroleum
products and complete application instructions. Institute).
O Always follow recommended lubrication O Use multigrade oils when vehicles operate in
intervals and procedures. both cold and warm weather between oil
changes.
Regularly-Scheduled Maintenance O Use low viscosity single grade oils only in

cold climates. Single grade 75W oils are not
is Important approved for use in drive axles where ambient
Internal components can shed fine metal wear (outside) temperatures exceed 40°F (4°C).
particles at a steady rate, especially during the O Use multigrade oil for drive axles only. The
break in period. If wear particles, moisture and hypoid gearing requires a GL-5 oil with Extreme
other contaminants are allowed to circulate in the Pressure (EP) additives to provide adequate
lubricant, the components will wear at a faster rate lubricant film protection that prevents gear
than normal. failure.
Regularly-scheduled maintenance using the
specified lubricants will help to ensure maximum Oil Change Schedules
component performance and life.
To determine an oil change schedule, take an
oil sample at a specified interval or mileage
Oil Lubricants recommendation. Analyze the sample to establish
There are three types of oil lubricants: petroleum a schedule.
oil, full synthetic oil and semi-synthetic oil. Both Often, however, service duty will dictate when
full synthetic and semi-synthetic oils retain their to change the oil, regardless of mileage or a
lubrication properties longer than petroleum oil. previously-established schedule.
O Petroleum oil is derived from crude oil. Crude
petroleum oil also yields combustible fuels and
a wide range of petroleum chemicals.
O Full synthetic oil uses a man-made-base oil with
predictable physical properties. Full synthetic
oil contains no refined petroleum-based fluids.
O Semi-synthetic oil contains a mixture of
petroleum-based and synthetic fluids that can
help extend service intervals, improve cold
weather properties and reduce volatility.
1
Section 1
Introduction
Recommended Oil Drain Conditions Grease Lubricants

Based on Used-Oil Analyses O Grease lubricants contain three substances: oil,
a thickener base and additives.
Differential Oils (Hypoid Gear Oils) O The oil lubricates. The thickener (base) holds the
Drain and replace used differential oil that does oil in place and releases it to provide the
not meet with the following used-oil analyses. necessary lubrication. The additives enhance the
Replace the drained oil with Meritor-specified characteristics of the oil and thickener. Extreme
oil for hypoid drive axle use. Pressure (EP) additives help prevent scoring,
galling and welding of moving parts.
Used-Oil Analyses (ppm=parts per million) O The thickener may be a simple or complex soap
(lithium, calcium, aluminum, etc.), organic
Iron (Fe) If level is between 1000 ppm and (polyurea) or inorganic (clay).
1500 ppm, resample the oil. If
resampling indicates that iron level is O Do not mix different types of greases. The
above 1000 ppm, drain and replace possibility of incompatible greases may reduce
the oil. the lubricating ability of the greases.
If level is above 1500 ppm, drain and
replace the oil. O An important property of a grease is its dropping
point, the temperature where grease changes
Silicon (Si) If level is greater than 100 ppm, drain from a semi-solid state to a liquid state.
and replace the oil. However, the operating temperature of a specific
Water (H2O) If level is greater than 0.3%, drain and grease is not determined solely by the dropping
replace the oil. point.
Phosphorus (P) If level is less than 900 ppm, it is Other properties such as resistance to change in
possible that the oil is not a GL-5 gear consistency and chemical deterioration at high
oil. Contact the lubricant manufacturer temperatures must be considered.
or Meritor Materials Engineering to
determine the expected phosphorus
level of a new oil sample. Only GL-5
type gear oils are approved for use in
Meritor differentials.
Toluene If level is greater than 0.100 wt.%, drain

Insolubles and replace the oil.

If used transmission oil analyses indicate that
any one of these criteria is not met, drain the
used oil and replace it with an oil that is
recommended for manual transmissions.
Used-Oil Analyses (ppm = parts per million)

Iron (Fe) If level is greater than 500 ppm, drain
and replace the oil.
Silicon (Si) If level is greater than 100 ppm, drain

and replace the oil.
Water (H2O) If level is greater than 0.3%, drain and

replace the oil.
2
Section 1
Introduction
National Lubricating Grease

Institute (NLGI) Standards
The National Lubricating Grease Institute (NLGI)
classifies and grades grease lubricants according
to a grease’s consistency and the application for
which it is used.
The NLGI also issues licensed labels that identify
approved grease lubricant applications.
Extreme Pressure (EP) Lubricants
CAUTION
Do not use multi-viscosity or Extreme Pressure
(EP) GL-5 gear oils in a manual transmission.
Damage to the transmission will result.
Extreme Pressure lubricants are often identified

by the abbreviation “EP.” Extreme Pressure
lubricants contain additives that provide extra
anti-wear protection to heavily-loaded parts.
Meritor requires either EP greases or EP oils in
various applications.
Approved hypoid gear oils contain EP additives
that protect against tooth scoring and surface
fatigue.
Labels licensed by the

NLGI identify approved
grease applications.
3
Section 2
Clutches
Section 2
Clutches
Figure 2.1
WARNING
RELEASE BEARING LURICATION POINTS
To prevent serious eye injury, always wear safe
eye protection when you perform vehicle
maintenance or service.
Release Bearing
CAUTION
Make sure the inspection cover on the clutch GREASE
housing is used. If an inspection cover is not used, FITTING
dirt and contaminants enter the clutch housing
and damage the clutch.
Bell Housing
1. Remove the inspection cover on the clutch 1. Clean all grease fittings prior to lubrication.
housing.
2. Grease the release fork cross shaft by applying
2. Clean all grease fittings prior to lubrication. grease to each fitting on the bell housing until
3. Correctly lubricate the release bearing. Apply a small amount of grease purges out. Use the
grease to the grease fitting on the release specified lubricant at the recommended
bearing until you can see a small amount of interval. Refer to the lubricant specifications
grease coming out of the bearing housing. and maintenance intervals of the vehicle
Do not overgrease. manufacturer. Figure 2.2.
4. Apply grease to the release yoke tips where
they contact the bearing housing. Also apply Figure 2.2
grease to the exposed transmission input shaft
between the bearing housing and the
transmission input bearing retainer to BELL HOUSING GREASE
lubricate the release sleeve bushing. FITTINGS — BOTH SIDES
5. If the release bearing is equipped with a lube

tube, be sure that you can see grease coming
out of the bearing housing, which ensures that
lubricant is reaching the bearing. Be sure that
the lube tube is secured and not damaged.
6. Use the same procedure for extended
maintenance clutches.
7. Install the inspection cover. Meritor
recommends using a high temperature,
multi-purpose wheel bearing grease (Meritor
Specification O-661), but use the lubricant
recommended by the manufacturer of the
vehicle. Figure 2.1.
4
Section 2
Clutches
Clutch Linkage
NOTE: Some vehicle manufacturers may use
“lubed-for-life” ball joints in the clutch linkage.
Refer to the vehicle manufacturer’s instructions.
You must lubricate each pivot point on the

linkage according to the vehicle manufacturer’s
procedure. Figure 2.3. Use the specified lubricant
at the recommended interval. Refer to the
lubricant specifications and maintenance intervals
in the tables below.
Figure 2.3
Lubricate every pivot point
in the clutch linkage.
LUBRICATE
LUBRICATE
Greasing Interval and Specifications
Greasing Meritor NLGI Grease Outside

Component Interval Grease Specification Grade Description Temperature
Release Bearing a High Temperature O-661 3 Lithium Down to –40°F
Multi-Purpose Complex (–40°C)
Wheel Bearing
Grease
Bell Housing a b — — — —
Clutch Linkage a b — — — —
a Use the interval specified by the vehicle manufacturer or the fleet, but make sure the release bearing is greased once per month.
b Use the grease specified by the vehicle manufacturer.
Approved Lubricants
Lubricant Recommendation
Clutch Bearing Grease Exxon Unirex N Grade 3
(NLGI Grade No. 3, Lithium
Complex)
5
Section 3
Drivelines
Section 3
Drivelines
Standard/Conventional Driveline Slip
WARNING Yoke and Splines (Figure 3.2)
To prevent serious eye injury, always wear safe 1. Check the driveline for looseness. If loose,
eye protection when you perform vehicle service the driveline as necessary.
2. Cover the vent hole in the welch plug with
a finger.
Driveline Styles
3. Apply the specified grease at the grease fitting
Industry Name/ Lubrication on the slip yoke until the grease purges from
Description Series Type Requirements the dust seal.
Standard or 16N Full Round Splines and
Conventional 17N Universal Joints
Driveline 176N Figure 3.1
18N
16T Easy Service
17T (1/2 Round) RPL SERIES PERMALUBE
176T
18T
Wing Style 92N Wing Style
Greaseable
END
Wing Style 92N Wing Style Splines Only CAPSCREWS
YOKE
Permalube WELD
RPL Series RPL 25 Combination None YOKE SLIP YOKE
(Meritor RPL 20 Wing and Full
Permalube) Round U-JOINT
CROSS
TUBING
TM
RPL Series Permalube Driveline
Universal Joint, Slip Yoke and Splines
The universal joint, slip yoke and splines are
permanently lubricated and sealed and do not Figure 3.2
require regular lubrication. Figure 3.1.
COMBINATION FULL-ROUND/EASY SERVICETM
Standard/Conventional Driveline
FULL ROUND
Universal Joint (Figure 3.2) BEARING CUPS
END
1. Check the driveline for looseness. If loose, YOKE
service the driveline as necessary.
SLIP YOKE
2. Clean all grease fittings prior to lubrication.
WELD YOKE
3. Apply the specified grease at the grease fitting YOKE SADDLE
on the universal joint. Apply grease until new
grease purges from all four seals. BEARING
EASY-SERVICE STRAP
U-JOINT
O If new grease does not purge at all the BEARING CROSS CAPSCREWS
seals: Loosen the problem bearing cap bolts CUPS
and regrease until all four cups purge.
O If new grease still does not purge: Replace
the universal joint.
6
Section 3
Drivelines
92N Permalube Driveline Universal Joint

The universal joint is permanently lubricated and
does not require regular maintenance. Figure 3.3.
Figure 3.3
92N PERMALUBE
CAPSCREWS
END
YOKE
WELD YOKE
U-JOINT GREASE TO
CROSS PURGE AT SEAL
SLIP
YOKE
92N Greaseable Driveline Universal Joint

1. Check the driveline for looseness. If loose,
grease purges from all four seals.
O If new grease does not purge at all the
seals: Loosen the problem bearing cap bolts
and regrease until all four cups purge.
O If new grease still does not purge: Replace
the universal joint.
92N Permalube and Greaseable Driveline

Slip Yoke and Splines
WARNING
1. Check the driveline for looseness. If loose,

3. Cover the vent hole in the welch plug with
a finger.
on the slip yoke until grease purges from the
dust seal.
7
Section 3
Drivelines
Greasing Intervals and Specifications for Standard/Conventional Drivelines

Component Application Interval Grease Specification Grade Description Temperature
Universal Joint, Line Haul 50,000 miles Universal O-634-B 2 Lithium b
Slip Yoke and (80 000 km) Joint 12-Hydroxy
Splines Grease Stearate with
Highway 16,000 miles Molybdenum
(25 000 km) Disulfide
City 6,500 miles
(10 000 km)
Construction a
a The greasing interval depends on the individual operating conditions, speed and loads. To determine the interval, inspect for
the presence of grease at all positions until an interval can be determined. Grease the assembly as necessary.
b Refer to the grease manufacturer’s specifications for the temperature service limits.
Approved Lubricants
Universal Joint Must meet Meritor Specification O-634-B
Grease (NLGI Grade No. 2, Lithium 12-Hydroxy Stearate
with Molybdenum Disulfide)
Amalie All Purpose Grease with Moly-L1-2M
Exxon 5160
Shell Super Duty Special FF
Marathon Maralube Molycode 529
Phillips Petroleum Philube MW-EP2 Grease
Shell Moly Poly Grease
Kendall L424 Grease
Amoco Super Chassis Grease
Ford Specification M1C-75B or part number
PN-C1AZ 19590
8
Section 4
Front Driving Axles
Section
Front Driving
4 Axles
WARNING
To prevent serious eye injury, always wear safe CAUTION
maintenance or service. Meritor axles can operate above 190°F (88°C)
without damage. However, if the oil temperature
reaches 250°F (121°C), stop the vehicle
Front Driving Axles immediately and check for the cause of
overheating. Damage to components can result.
Many Meritor axles have a tapped hole in the
Meritor front driving axles are equipped with housing for the installation of a lubricant
magnetic drain plugs that have a minimum temperature indicator that will help reduce the
pick-up capacity of 1.5 pounds (0.7 kilograms) failure of axle parts from overheated oil.
of low carbon steel.
The magnetic drain plug can be reused if, after Oil Level
cleaning, the plug has a minimum pick-up capacity
of 1.5 pounds (0.7 kilograms) of low carbon steel. Check and Adjust Oil
Meritor recommends replacing the magnetic drain 1. Make sure the vehicle is parked on a level
plug each time the oil is changed. Use the correct surface.
part. Pipe plugs will leak if used as a drain plug. 2. Remove the fill plug from the axle.
3. The oil level must be even with the bottom of
Breather the fill plug hole.
O If oil flows from the hole when the plug is
CAUTION loosened, the oil level is high. Let the oil
Cover the breather when steam cleaning the drain to the correct level.
housing to prevent water from entering the O If the oil level is below the bottom of the fill
housing and contaminating the oil. Damage to plug hole, add the specified oil.
components can result.
4. Install and tighten the fill plug to 35-50 lb-ft
Baffle-type breathers help keep Meritor axles free (48-67 N•m). T
from external moisture and dirt, which can cause
premature oil and component failure. Drain and Replace Oil
1. Make sure the vehicle is parked on a level
Seals surface. Put a large container under the axle.
2. Remove the drain plug from the bottom of the
CAUTION axle. Drain and discard the oil properly.
Always use the correct tools and procedures 3. Clean, install and tighten the drain plug to
when replacing seals to ensure correct 35-50 lb-ft (48-67 N•m). T
installation and help prevent seals from leaking.
4. Remove the fill plug from the axle.
Seals keep lubricant in and dirt out of a 5. Fill the axle to the bottom of the fill plug hole
component. When they are worn or damaged, with the specified oil. Allow enough time for
seals leak and produce low lubricant levels which oil to circulate through the axle assembly.
may damage components.
Durable triple lip seals, standard in Meritor axles, (48-67 N•m). T
protect the quality and levels of the lubricant and
provide superior performance.
Refer to Section 12 for lubrication information on
oil- and grease-lubricated wheel bearings and
wheel-ends.
9
Section 4
Front Driving Axles
Knuckle King Pins Cross Tube End Assembly

With the vehicle weight on the wheel-end, pump 1. Check the cross tube for looseness of more
grease through the grease (zerk) fittings located than 0.060-inch (1.52 mm). Figure 4.2. If loose,
on the upper cap or steering arm and lower cap service as necessary.
assemblies. Grease should purge through the
seals and thrust bearing.
on the cross tube. Apply grease until new
grease purges from all the seals.
Camshaft Retainer Bushing and
Cam Bushing 3. If new grease does not purge at the seals,
move the cross tube while applying grease at
Pump grease until it purges through the seals. the fittings until new grease purges from all
the seals. If new grease still does not purge,
Drive Axle Shaft Universal Joint disassemble the cross tube. Inspect the grease
and the components. Service as necessary.
1. Permanently-lubricated (PermalubeTM) joints
do not have a grease fitting provided. Periodic
greasing is not required for these parts. For Figure 4.2
serviceable universal joints (with grease KNUCKLE BUSHING
fittings) follow Steps 2 and 3. GREASE FITTING

grease purges from all the seals.
4. If new grease does not purge at every seal,
move the driveline while applying grease at
the fittings until new grease purges at every CROSS TUBE DRIVE FLANGE
seal. If new grease still does not purge, GREASE FITTING GREASE FITTING
disassemble the universal joint. Inspect the
grease and the components. Service as
necessary. Knuckle Bushing
Axle Shaft Spline and Thrust Washer 1. Check the knuckle for looseness. The correct
end play is 0.005-0.015-inch (0.127-0.381 mm).
On axles with greaseable drive flanges, pump Figure 4.2. If loose, service as necessary.
grease through the grease (zerk) fitting until it
purges at the axle shaft seal. Figure 4.1. 2. Clean all grease fittings prior to lubrication.
on the knuckle. Apply grease until new grease
Figure 4.1
purges from all the seals. Grease the lower pin
cap with the vehicle weight on the wheel-end
to ensure that the thrust bearing is completely
GREASE
(ZERK)
greased.
FITTING SEAL 4. If new grease does not purge at the seals,
move the knuckle while applying grease at the
fittings until new grease purges at the seals.
If new grease still does not purge, disassemble
the knuckle. Inspect the grease and the
components. Service as necessary.
10
Section 4
Front Driving Axles
Front Driving Axle Oil Change Intervals and Specifications*

Operation On-Highway Off-Highway
Initial Oil Change 3,000 miles (4800 km) 3,000 miles (4800 km)
Check Oil Level 3,000 miles (4800 km) or 200 operating 3,000 miles (4800 km)
hours (whichever comes first)
Petroleum Oil Change 30,000 miles (48 000 km) or 2,000 30,000 miles (48 000 km) or 2,000
operating hours (whichever comes first) operating hours (whichever comes first)
Synthetic Oil Change — —
Outside Temperature
F° C°
Meritor Specification
Specifications Approval Oil Description Min. Max. Min. Max.
O-76A Gear Oil MIL-PRF-2105-E GL-5, SAE 85W/140 –10 None –12 None
and
O-76D Gear Oil GL-5, SAE 80W/90 –15 None –26 None
SAE J2360
O-76E Gear Oil GL-5, SAE 75W/90 –40 None –40 None
O-76J Gear Oil GL-5, SAE 75W –40 35 –40 2
O-76L Gear Oil GL-5, SAE 75W/140 –40 None –40 None
* If the front drive axle is the only axle on the vehicle, change the oil every 15,000 miles (24 000 km) or 1,000 hours
of operation, whichever comes first.
Front Driving Axle Greasing Intervals and Specifications

Meritor NLGI Grease Outside
Component Greasing Intervals Grease Specification Grade Description Temperature
Cross Tube End 3,000 miles (4800 km) Multi- O-617-A 1 or 2 Lithium Refer to the
Assemblies, or 200 hours of Purpose or O-617-B 12-Hydroxy grease
Knuckle operation, whichever Grease Stearate or manufacturer’s
Bushings and comes first. Lithium Complex specifications
Drive Flange for the
temperature
U-Joints U-Joint O-634-B 2 Lithium
service limits.
Grease 12-Hydroxy
Stearate with
Molybdenum
Disulfide
11
Section 4
Front Driving Axles
Front Driving Axle Oil Capacities

Oil Capacity
Axle Model Pints Liters
FDS-75 13.0 6.2
FDS-78 13.0 6.2
FDS-85 13.0 6.2
FDS-90 13.0 6.2
FDS-93 13.0 6.2
FDS-750 13.9 6.5
FDS-1600 21.0 9.9
FDS-1800 28.0 13.2
FDS-1805 28.0 13.2
FDS-1807 28.0 13.2
FDS-1808 28.0 13.2
FDS-2100 28.0 13.2
FDS-2101 28.0 13.2
FDS-2102 43.0 20.3
FDS-2107 43.0 20.3
FDS-2110 43.0 20.3
FDS-2111 43.0 20.3
FDS-2117 43.0 20.3
RF-7-106* 14.0 6.6
RF-9-106* 14.0 6.6
RF-12-125* 15.3 7.2
RF-16-145* 36.4 17.2
RF-21-155* 27.9 13.2
RF-21-156* 27.9 13.2
RF-21-160* 43.7 20.7
RF-21-355* 28.0 13.2
RF-23-180* 39.3 18.6
* Oil capacities are for standard track axles that have been
measured at various common drive pinion angles. The
quantities listed include enough oil for both wheel-ends.
These oil capacities will change if the track or the drive
pinion angle is different.
12
Section 5
Front Non-Driving Axles
Section
Front Non-Driving
5 Axles
Figure 5.1
WARNING
GREASE FITTING
King Pins
Conventional Front Axles
Lube must purge
NOTE: This procedure applies to 901, 903, 910, from here. GREASE FITTING
935 and 970 front conventional axles. Refer to the
identification tag on the front of the axle beam.
On conventional front axles, the grease fittings Sealed and Easy SteerTM Front Axles
are on the side of the knuckle.
NOTE: This procedure applies to 911, 921, 931,
932, 933, 934, 941, 942, 943, 944, 951, 952, 961,
WARNING 963, 971 and 975 Series sealed front axles. Refer
Park the vehicle on a level surface. Block the to the identification tag on the front of the axle
wheels to prevent the vehicle from moving. beam.
work under a vehicle supported only by jacks. On sealed and Easy Steer front axles, the grease
Jacks can slip or fall over and cause serious fittings are on the top and bottom king pin caps of
personal injury. the knuckle.
1. Make sure the tires touch the ground. Do not
1. Lift the vehicle so that the tires are off the elevate the vehicle.
ground. The tires should always be off the
ground when the king pins are lubricated. 2. Clean all grease fittings prior to lubrication.
Support the vehicle with safety stands. Put 3. Lubricate the king pins through the grease
blocks in front and in back of the rear wheels fittings on the top and bottom of the knuckle.
to keep the vehicle from moving. Figure 5.2.
2. Clean all grease fittings prior to lubrication. 4. Apply lubricant until new lubricant purges
3. Lubricate the king pins through the top and from the thrust bearing seal and the upper
the bottom grease fittings on the side of the shim pack.
knuckle. Figure 5.1.
4. Apply lubricant to the top fitting until new Figure 5.2
lubricant purges from between the upper shim
GREASE FITTING Lube must
pack and thrust bearing seal.
purge from
5. Lower the vehicle so that the wheels touch here.
the ground.
6. Apply lubricant to the bottom fitting until new
lubricant purges and fills the thrust bearing.
13
Section 5
Easy Steer PlusTM Front Axles Ball Studs on the Steering Arm,
Tie Rod Arm Ends and Drag Link
NOTE: Removal of the long-life bearings, seals
and lubricant from the hub assembly will void Conventional Front Axles, Easy Steer
the warranty.
Front Axles, Easy Steer Plus Front Axles
Meritor’s Easy Steer Plus front axle features a 1. The tires must touch the ground. Do not raise
permanently-sealed and lubricated truck hub unit the vehicle.
designed to help reduce wheel-end maintenance.
Refer to Maintenance Manual MM-99120 for 2. Clean and remove oil grease fittings prior to
service procedures. lubrication.
3. Apply lubricant at each grease fitting until
CAUTION new lubricant flows from the boot. Figures 5.4
and 5.5.
A unitized hub is permanently sealed and
lubricated as an assembly. Do not attempt to
remove the hub bearings, seals and lubricant. You Figure 5.4
cannot service or reinstall these components into
a unitized hub assembly. Damage to components
can result.
CONVENTIONAL
NOTE: On Easy Steer Plus front axles, the grease

fittings are located on the top and bottom king
pin caps.
1. Be certain that the tires touch the ground.

SIDE GREASE Lube must purge
Do not raise the vehicle. FITTING from here.
3. Lubricate the king pins through the grease
fittings on the top and bottom of the knuckle.
4. Force lubricant into upper and lower king pin EASY STEER PLUS
grease fitting caps until new lubricant flows
from between the following two areas:
O Upper axle beam end and the knuckle.
Figure 5.3.
O Lower axle beam end and the knuckle. Lube must
Figure 5.3. purge from
here.
GREASE FITTING
Figure 5.3
GREASE
Lube must purge
FITTING
from here.
Conventional Front Axles, Easy Steer
Front Axles, Easy Steer Plus Front Axles
Refer to Section 12 for oil and grease lubrication
information.
GREASE
FITTING
14
Section 5
Conventional Front Non-Driving Axle Greasing Intervals and Specifications

Applies to all FF and FD Series axle models used in linehaul and city delivery vocations and
including FD-931, FD-933 and FD-961 applications.

Component Intervals Grease Specification Grade Description Temperature
Bushings (160 000 km) or Grease 12-Hydroxy manufacturer’s
once a year, Stearate or specifications for the
whichever Lithium temperature service
comes first. Complex limits.
Ball Studs on O-617-B 2
Steering Arm,
Tie Rod Arm Ends
and Drag Link*
* Applies to ball studs on conventional and Easy Steer front axles. For sealed axles, inspect the boot on the ball stud every
96,000 miles (154 000 km) for wear and damage. Service as necessary.
Conventional Front Non-Driving Axle Greasing Intervals and Specifications

Applies to all FF Series axle model used in other vocations (not linehaul) and including all FC-901,
FC-903, FC-921, FC-941, FD-901, FE-970, FG-931, FG-933, FG-941, FG-943, FL-931, FL-941, FL-951,
FU-910 and FU-935 applications.

Component Intervals Grease Specification Grade Description Temperature
Bushings (80 000 km) or Grease 12-Hydroxy manufacturer’s
once a year, Stearate or specifications for the
whichever Lithium temperature service
comes first. Complex limits.
Steering Arm, Tie
Rod Arm Ends and
Drag Link*
* Applies to ball studs on conventional and Easy Steer axles. For sealed axles, inspect the boot on the ball stud every
96,000 miles (154 000 km) for wear and damage. Service as necessary.
Easy Steer Plus Front Non-Driving Axle Greasing Intervals and Specifications
Applies to FF 981, FF 982, FF 983, FF 984 and FF 985 front non-driving steering axles
in all vocations.
Greasing Meritor NLGI Grease

Component Intervals Grease Specification Grade Description
King Pins and 100,000 miles Multi-Purpose O-617-A 1 Lithium
Bushings (160 000 km) or Grease 12-Hydroxy
once a year, Stearate or
whichever Lithium
Steering Arm, Tie
comes first. Complex
Rod Arm Ends and
Drag Link*
Truck Hub Unit No Lube to Hub Unit sealed for life of component NONE DO NOT
LUBRICATE
* Applies to ball studs on conventional and Easy Steer axles. For sealed axles, inspect the boot on the
ball stud every 96,000 miles (154 000 km) for wear and damage. Service as necessary.
15
Section 6
On-Highway Brakes
TM
Q Plus LX500 Cam Brake Package
Section 6
On-Highway Brakes
Identifying Q PlusTM LX500 and
with the Extended Lube Feature MX500 Cam Brakes
Available for On-Highway Linehaul and NOTE: Do not remove the identification tag from
All Other Applications the camshaft bracket during the extended
maintenance period.
NOTE: You must continue to observe all other
brake preventive maintenance schedules and You can identify Q Plus LX500 and MX500 cam
procedures for Q Plus LX500 and MX500 cam brakes by checking the identification tags affixed
brakes with factory-installed Meritor automatic to the brake.
slack adjusters. Refer to Maintenance Manual 1. A brake shoe tag identifies the brakes as
MM-96173, Q Plus LX500 Cam Brakes, and Q Plus brakes.
Maintenance Manual 4B, Automatic Slack
Adjuster. 2. An additional identification tag imprinted with
“SEE MERITOR MAINTENANCE MANUAL
Meritor’s new Q Plus LX500 cam brake package MM-96173 FOR LUBE INFO,” which is affixed
with the Extended Lube feature is available for to the brake chamber bracket over the top of
on-highway linehaul and all other applications the plugged grease hole, identifies the brake
and includes: as a Q Plus LX500 or MX500 brake.
O Q Plus LX500 cam brakes. 3. Q Plus LX500 and MX500 brakes and
automatic slack adjusters do not have
O Meritor factory-installed automatic slack grease fittings.
adjusters.
O Extended Lube Feature: For on-highway Lubricating the Q PlusTM LX500 and
linehaul applications, the Q Plus LX500 MX500 Cam Brakes and Automatic
camshaft and slack adjusters do not require
lubrication and reline for 3 years or Slack Adjusters After Specified
500,000 miles (800 000 km), whichever comes Mileage or Time Intervals
first. For all other applications, the lubrication
interval is one year, regardless of mileage. 1. Remove the identification tag from the
chamber bracket housing.
Q PlusTM MX500 Extended 2. Remove grease plugs from both the chamber
bracket and the automatic slack adjuster.
Maintenance Package Option
3. Install grease fittings and lubricate the brake
Available for On-Highway Linehaul assembly through the grease fitting in the
bracket with Meritor-approved synthetic
Applications Only grease O-695 until new grease flows from
Meritor’s new Q Plus MX500 cam brake is the inboard seal.
available for on-highway linehaul applications 4. Lubricate the automatic slack adjuster through
only and includes: the grease fitting until new grease flows out of
O Extended Maintenance Package: Proprietary the pull pawl or camshaft seal.
friction material on 5-inch wider shoes for 5. Replace the fittings with new grease plugs
front axles and 8-inch wider shoes for rear and cover the bracket plug with a new
axles for more wearable volume than Q Plus identification tag.
LX500 brakes.
O Extended Lube Feature: The Q Plus MX500
camshaft and slack adjusters do not require
lubrication and reline for 3 years or
500,000 miles (800 000 km), whichever
comes first.
O Meritor factory-installed automatic slack
adjusters.
16
Section 6
On-Highway Brakes
Camshaft Bushings
WARNING
CAUTION
When grease flows from the seal near the cam
head, replace the seal. Remove any grease from
the cam head, rollers and linings. Grease on the
linings can increase stopping distances.
If grease flows from the seal near the cam head,

replace the seal. Remove any grease or oil from
the cam head, rollers and linings. Always replace
contaminated linings. Grease on the linings can
increase stopping distances. Serious personal
injury and damage to components can result.
Q PlusTM, Cast PlusTM, Q Series, P Series

and T Series Cam Brakes
Meritor cam brakes are air-actuated, cam-operated,
two-shoe brakes with each shoe mounted on a
separate anchor pin. The brakes are available with
automatic or manual slack adjusters and can be
assembled with spring brakes.
Wedge Brake Grease Specifications

Meritor
Component Specification NLGI Grade Grease Description Outside Temperature
All Actuating Components, O-616-A 1 Clay Base Down to –40°F (–40°C)
All Areas Where Shoes Contact
Spider, Anchor Plungers,
Adjusting Bolts or Retainer O-645 2 Synthetic Oil, Clay Base Down to –65°F (–54°C)
Hardware
Conventional Automatic Slack Adjuster Grease Specifications

Meritor
Automatic Slack Adjuster O-616-A 1 Clay Base Down to –40°F (–40°C)
O-692 1 and 2 Lithium Base Down to –40°F (–40°C)
O-645 2 Synthetic Oil, Clay Base Down to –65°F (–54°C)
Clevis Pins Any of Above Refer to Refer to Above Refer to Above
Above
O-637* 1-1/2 Calcium Base Refer to the grease
manufacturer’s specifications
O-641 — Anti-Seize for the temperature service
limits.
* Do not mix O-637 calcium-base, corrosion-control grease with other greases.
17
Section 6
On-Highway Brakes
Manual Slack Adjuster Grease Specifications

Meritor NLGI
Component Specification Grade Grease Description Outside Temperature
Manual Slack Adjuster O-616-A 1 Clay Base Down to –40°F (–40°C)
O-617-A 1 Lithium 12-Hydroxy Refer to the grease manufacturer’s
or Stearate or specifications for the temperature
2
O-617-B Lithium Complex service limits.
Clevis Pins Any of Above Refer to Refer to Above Refer to Above
Above
O-637* 1-1/2 Calcium Base Refer to the grease manufacturer’s
specifications for the temperature
O-641 — Anti-Seize service limits.
Cam Brake Grease Specifications

Meritor NLGI
Components Specification Grade Grease Description Outside Temperature
Retainer Clips O-616-A 1 Clay Base Down to –40°F (–40°C)
Anchor Pins
Roller (Journals Only) O-617-A 1 Lithium 12-Hydroxy Refer to the grease
Camshaft Bushings or Stearate or Lithium manufacturer’s
2
O-617-B Complex specifications for the
When the brake is disassembled, or
temperature service limits.
when necessary, lubricate the anchor
pins and rollers where they touch the O-645 2 Synthetic Oil, Down to –65°F (–54°C)
brake shoes. Clay Base
Do not allow grease to come in
contact with the part of the cam
roller that touches the cam head. O-692 1 and 2 Lithium Base Down to –40°F (–40°C)
Camshaft Splines Any of Above Refer to Refer to Above Refer to Above

Above
O-637* 1-1/2 Calcium Base Refer to the grease
manufacturer’s
O-641 — Anti-Seize specifications for the
temperature service limits.
Air Disc Brake (1540, 1560, 1760) Grease Specifications

Meritor
Caliper a O-616-A 1 Clay Base Down to –40°F (–40°C)
Slide Pin Retainers O-637 b 1-1/2 Calcium Base Refer to the grease manufacturer’s
specifications for the temperature
O-641 — Anti-Seize service limits.
Powershaft Splines Any of Above Refer to Above Refer to Above Refer to Above
a The grease used inside the caliper must be non-melting and also allow proper brake function at the cold temperatures listed.
b Do not mix O-637 calcium-base, corrosion-control grease with other greases.
18
Section 6
On-Highway Brakes
Q Plus LX500 and MX500 Greasing Service Intervals and Specifications
On-Highway Linehaul Applications 3 years or 50,000 miles (80 000 km), whichever comes first
All Other Applications One year, regardless of mileage
Meritor
Camshaft Splines and Clevis Pins O-695 2 Synthetic Polyurea –40°F (–40°C)
Anchor Pins O-617-A 1 Lithium 12-Hydroxy Refer to the grease
Stearate or Lithium manufacturer’s
When the brake is disassembled, or Complex specifications for the
or when necessary, lubricate the
O-617-B 2 temperature service
anchor pins where they touch the limits.
brake shoes.
Shoe Rollers O-617-A 1 Lithium 12-Hydroxy Refer to the grease
Stearate or Lithium manufacturer’s
When the brake is disassembled, or Complex specifications for the
or when necessary, lubricate the
O-617-B 2 temperature service
rollers where they touch the limits.
brake shoes. DO NOT get grease
on the part of the roller that
touches the cam head.
Automatic Slack Adjusters O-695 2 Synthetic Polyurea –40°F (–40°C)
Approved Greases
O-616-A Shell Darina Grease No. 1
Texaco Thermatex EP-1
Texaco Hytherm EP-1
Aralub 3837
O-617-A Multi-Purpose Lithium Chassis Grease
O-617-B
O-637* Witco Chemical Corp. SA-824946
O-641 Never-Seez Anti-Seize
O-645 Mobilgrease 28 (Military)
Mobiltemp SHC 32 (Industrial)
Aerospace Lubricants Inc. Tribolube 12-Grade 1
O-692 Amoco Super Permalube #2
Citgo Premium Lithium EP-2 #2
Exxon Ronex MP-2 #2
Kendall L-427 Super Blu #2
Mobilith AW-1 #1
Sohio Factran EP-2 #2
O-695 EVO-LUBE TEK-615
* Do not mix O-637 calcium-base, corrosion-control grease

with other greases.
19
Section 7
Planetary Drive Axles
Section 7 Drive Axles

Planetary
WARNING
maintenance or service. Meritor axles can operate above 190°F (88°C)
without damage. However, if the oil temperature
Refer to Section 1 for recommended oil drain reaches 250°F (121°C), stop the vehicle
conditions based on used axle oil analysis. immediately and check for the cause of
overheating to prevent damage to components.
Check and Adjust the Oil Level
Planetary axles are equipped with magnetic drain
plugs that have a minimum pick-up capacity of For complete fill procedures for wet disc brakes,
20 ounces (0.57 kilograms) of low carbon steel. refer to Maintenance Manual 4L, Wet Disc Brakes.
The drain plug must be checked for metal particles
at every oil change interval. NOTE: Fill and drain plugs are located in the axle
housing bowl and the wheel ends. Most axles
Meritor recommends replacing the magnetic drain have a common oil level. All steering axles and
plug each time the oil is changed. Use the correct some rigid axles have separate oil levels in each
part. Pipe plugs will leak if used as a drain plug. wheel end and the axle housing bowl.
The magnetic drain plug can be reused if, after
cleaning, the plug has a minimum pick-up capacity 1. The vehicle must be on a level surface.
of 20 ounces (0.57 kilograms) of low carbon steel. 2. For an axle with a common oil level that has
drain and fill plugs only in the axle assembly,
Breather proceed to Step 4.
3. Rotate the wheels so that the oil level lines on
CAUTION the wheel ends are parallel to the ground.
Cover the breather when steam cleaning the 4. Clean the areas around the fill/level plugs.
housing. If the breather is not covered, water Remove the plugs from the wheel end and the
can enter the housing and contaminate the oil. axle housing bowl. Figure 7.1. The oil level
Damage to components will result. must be even with the bottom of the fill/level
plug.
Breathers release pressure and vacuum O If oil flows from the hole when you loosen
condensation to help maximize oil and the plug: The oil level is high. Drain the oil
component life. to the correct level.
O If the oil level is below the bottom of
Seals fill/level plug hole: Add the specified oil
according to one of the following
CAUTION procedures:
Always use the correct tools and procedures A. For axles with separate oil levels in the
when replacing seals to prevent incorrect wheel ends and the axle housing
installation and leaking seals. bowl: Fill each area with specified oil
to the bottom of the fill plug holes.
Seals keep lubricant in and dirt out of a B. For axles with a common oil level:
component. When they are worn or damaged, Fill the axle with specified oil at each
seals leak and produce damaging low lubricant wheel end and axle housing bowl to
levels that will damage components. the bottom of the fill plug holes. Wait
and allow the oil to flow through the
axle. Check the oil level again and fill
to the correct level, if necessary.
20
Section 7
5. Install and tighten the fill/level plugs to the 7. Clean the area around the fill/level plug.
correct torque specification. Remove the fill/level plug from the wheel ends
and the axle housing bowl.
Figure 7.1 8. Add the specified oil until the oil level is even
with the bottom of the fill/level hole.
O For axles with separate oil levels in the
wheel ends and the axle housing bowl:
Fill each area with specified oil to the
bottom of the fill plug holes.
O For axles with a common oil level: Fill the
axle with specified oil at each wheel end
FILL/LEVEL and axle housing bowl to the bottom of the
PLUG fill plug holes. Wait and allow the oil to flow
through the axle. Check the oil level again
and fill to the correct level, if necessary.
9. Install and tighten the fill/level plugs to the
Drain and Replace the Oil correct torque specification.
NOTE: Fill and drain plugs are located in the axle

housing bowl and the wheel ends. Most axles
have a common oil level. All steering axles and
some rigid axles have separate oil levels in each
wheel end and the axle housing bowl.
WARNING
Jacks can slip and fall over. Serious personal
injury can result.
1. Make sure the vehicle is on a level surface.

Put large containers under the axle and
wheel ends.
2. Raise the vehicle so that the wheels are off
the ground. Support the vehicle with safety
stands.
3. Rotate the wheels so that the “fill/level” plugs
in the wheel ends are toward the ground.
4. Remove the drain plugs from the wheel ends.
Drain the oil. Follow correct procedures to
discard the oil. Clean the drain plug.
5. Install and tighten the drain plug in the axle
housing bowl and the wheel ends to 35-50 lb-ft
(48-67 N•m). T
6. Rotate the wheels so that the “oil level lines”
on the wheel ends are parallel to the ground.
Lower the vehicle.
21
Section 7
Planetary Drive Axle Oil Change Intervals and Specifications
Operation On-Highway* Off-Highway*

Initial Oil Change 2,500 miles (4000 km) 100 operating hours*
Check Oil Level 5,000 miles (8000 km) 250 operating hours*
Petroleum Oil 25,000 miles (40 000 km) or once a year 1,500 operating hours or twice a year
Change (whichever comes first) (whichever comes first)*
Synthetic Oil or Refer to Technical Publication TP-9303 3,000 operating hours or once a year
Semi-Synthetic (whichever comes first)
Oil Change
Outside Temperature
°F °C
Meritor Specification
Specifications Approval Oil Description Min. Max. Min. Max.
and
SAE J2360
O-76L Gear Oil GL-5, SAE 75W/140 –40 None –40 None
O-76M Gear Oil GL-5, SAE 75W/140 –40 None –40 None
O-76N Gear Oil GL-5, SAE 75W/140 –40 None –40 None
* The interval depends on the individual operating conditions, speeds and loads. Severe operating conditions may
require more frequent intervals.
Planetary Drive Axle Oil Capacities

Axle Housing Wheel Ends Axle Housing Wheel Ends
Approximate Approximate Approximate Approximate
Oil Capacity* Oil Capacity* Oil Capacity* Oil Capacity*
Axle Model Pints Liters Pints Liters Axle Model Pints Liters Pints Liters
PR-53 33.0 15.6 3.0 1.4 PR-253 39.0 18.5 13.0 6.20
PR-60 27.0 12.8 3.0 1.4 PR-256 44.0 20.8 18.0 8.50
PR-100 22.0 10.4 3.5 1.6 PR-270 44.0 20.8 18.0 8.50
PR-108 29.0 13.7 7.0 3.3 PR-350 28.0 13.2 14.0 16.60
PR-111 27.0 12.8 4.6 2.2 PR-400 32.0 15.1 16.0 7.60
PR-112 44.0 20.8 6.0 2.8 PR-500 56.0 26.5 28.0 13.20
PR-145 32.0 15.1 5.0 2.4 PR-501 64.0 30.3 28.0 13.20
PR-150 29.0 13.7 5.0 2.0 PR-502 62.0 29.3 31.0 14.70
PR-151 30.0 14.2 8.0 3.8 PR-700 64.0 30.3 30.0 14.19
PR-153 31.0 14.7 7.5 3.6 PRC-184 32.0 15.1 4.0 1.80
PR-200 40.0 18.9 6.0 2.8 PRC-264 16.0 7.5 4.0 1.80
PR-205 46.0 21.8 7.0 3.3 PRC-755 32.0 15.1 10.0 4.70
PR-207 45.0 21.3 6.0 2.8 PRC-864 30.0 14.1 6.0 2.80
PR-208 43.0 20.3 8.0 3.8 PRC-867 48.0 22.7 10.0 4.70
PR-209 56.0 26.4 5.0 2.4 PRC-1925 32.0 15.1 16.0 7.57
PR-251 42.0 19.9 12.0 5.7 PRC-3795 28.0 13.2 14.0 6.62
* Due to varied planetary drive axle specifications, these fill quantities are for reference only.
22
Section 7
Planetary Drive Axle Oil Capacities
Axle Housing Wheel Ends Axle Housing Wheel Ends

Approximate Approximate Approximate Approximate
Oil Capacity* Oil Capacity* Oil Capacity* Oil Capacity*
Axle Model Pints Liters Pints Liters Axle Model Pints Liters Pints Liters
PRC-3796 48.0 22.7 28.0 13.20 PSC-1875 56.0 26.4 20.0 9.40
PRC-3805 58.0 27.4 22.0 10.40 PSC-4564 58.0 27.4 29.0 13.72
PRC-4805 60.0 28.3 31.0 14.60 PSM-826 42.0 19.9 6.0 2.80
PRC-5324 80.0 37.8 24.0 11.30 PSM-1044 44.0 20.8 6.0 2.80
PRC-5334 80.0 37.8 24.0 11.30 PSM-1045 44.0 20.8 6.0 2.80
PRC-7314 72.0 34.0 24.0 11.30 PSM-1614 44.0 20.8 8.0 3.70
PRLC-344 44.0 20.8 6.0 2.84 PSTM-824 28.0 13.2 6.0 2.80
PRLC-614 29.0 13.7 7.0 3.31 EPRC-1356
Forward 32.0 15.1 14.0 6.60
PRLC-675 56.0 26.5 5.0 2.37
Middle 32.0 15.1 14.0 6.60
PRLC-823 44.0 20.8 18.0 8.51 Rear 32.0 15.1 14.0 6.60
PRLC-1756 39.0 18.5 13.0 6.15 SPRC-1356
85" Track 32.0 15.1 14.0 6.60
PRLC-1757 39.0 18.5 13.0 6.15
90" Track 33.5 15.9 14.0 6.60
PRLC-1925 72.0 34.0 12.0 5.60 100" Track 36.0 17.0 14.0 6.60
PRLM-855 28.0 13.2 8.0 3.70 SPRC-1357
Forward 36.0 17.0 14.0 6.60
PRM-672 29.0 13.7 5.0 2.37
Rear 36.0 17.0 14.0 6.60
PRM-673 29.0 13.7 5.0 2.37
SPRC-1357
PRM-676 46.0 21.8 7.0 3.31 85" Track 32.0 15.1 14.0 6.60
90" Track 33.5 15.9 14.0 6.60
PRM-677 46.0 21.8 7.0 3.31
100" Track 36.0 17.0 14.0 6.60
PRM-1314 44.0 20.8 18.0 8.51
SPRC-1735
PRM-1315 44.0 20.8 18.0 8.51 85" Track 32.0 15.1 15.0 7.10
90" Track 33.5 15.9 15.0 7.10
PRM-1615 44.0 20.8 18.0 8.51
100" Track 36.0 17.0 15.0 7.10
PRM-1756 43.0 20.3 13.0 6.15
SPRC-1736
PRM-1757 43.0 20.3 13.0 6.15 Forward 36.0 17.0 15.0 7.10
Rear 36.0 17.0 15.0 7.10
PRTA-134 14.0 6.6 4.0 1.80
SPRC-1736
PRTC-203 19.0 8.9 6.0 2.80
85" Track 32.0 15.1 15.0 7.10
PRS-16 27.0 12.8 3.0 1.42 90" Track 33.5 15.9 15.0 7.10
100" Track 36.0 17.0 15.0 7.10
PS-100 20.0 9.5 3.5 1.66
SPRC-1926 32.0 15.1 16.0 7.60
PS-150 22.0 10.4 5.0 2.37
SPRC-4806 64.0-72.0 31.0-34.0 32.0 15.10
PS-200 38.0 18.0 6.0 2.84
PS-260 44.0 20.8 8.0 3.25
PS-270 44.0 20.8 8.0 3.78
PS-310 36.0 17.0 14.0 6.62
PS-500 58.0 27.4 29.0 13.72
PSC-204 29.0 13.7 6.0 2.80
PSC-593 28.0 13.0 4.0 1.89
PSC-594 28.0 13.2 4.0 1.89
PSC-1615 40.0 18.9 8.0 3.78
PSC-1617 40.0 18.9 8.0 3.78
* Due to varied planetary drive axle specifications, these fill quantities are for reference only.
23
Section 8
Rear Drive Axles
Section
Rear Drive
8 Axles Check the drain plug for metal particles every
WARNING 100,000 miles (160 000 kilometers). You can reuse
a magnetic drain plug if the plug has a minimum
pick-up capacity of 1.5 pounds (0.7 kilograms) of
low carbon steel after cleaning.
Breather
CAUTION
You must fill Meritor axles with Meritor-specified CAUTION
lubricants only. Do not fill an axle with
non-approved lubricants, which will void Meritor’s Cover the breather when steam cleaning the
warranty. Damage to axle components also housing. If the breather is not covered, water
can result. enters the housing and contaminates the oil.
Damage to components can result.
To avoid axle component damage, fill Meritor
axles with approved lubricants only. Using Baffle-type breathers release pressure and
non-approved lubricants also will void Meritor’s vacuum condensation to minimize premature
warranty. oil and component failure.
NOTE: For information on lubricant suppliers, Seals

call ArvinMeritor’s Customer Service Center at
800-535-5560 and order technical bulletin TP-9539.
This bulletin is also available from the Technical CAUTION
Library section on ArvinMeritor’s web site at Always use the correct tools and procedures
www.arvinmeritor.com. Click Products & Services/ when replacing seals to prevent incorrect
Tech Library Icon/HVS Publications/Technical installation, leaking seals and damage to
Bulletins/Axles. components.
NOTE: Refer to Section 12 for information on Seals keep lubricant in and dirt out of a
wheel bearings and wheel-ends. component. When they are worn or damaged,
seals leak and produce damaging low lubricant
Magnets and Magnetic Drain Plugs levels.
Durable triple-lip pinion seals, standard in Meritor
NOTE: Meritor recommends replacing the axles, protect the quality and levels of the
magnetic drain plug each time the oil is changed. lubricant and provide superior performance.
Use the correct part. Pipe plugs will leak if used as
a drain plug. Meritor Advanced Lube axles have triple-lip seals
designed to work with current and future
Although Meritor axles are normally equipped lubricants.
with magnetic plugs having a minimum pick-up
capacity of 1.5 pounds (0.7 kilograms) of low
carbon steel, Meritor Advanced Lube axles have
stronger magnetic “cleansing” features.
These axles are equipped with strong five-pound
(2.2 kilograms) pull magnets, and high grade
magnetic fill and drain plugs that collect damaging
particles at the bottom of the axle housing.
Tandem axles have four magnets in each housing
and high grade magnetic fill and drain plugs.
Single axles have six magnets in each housing
and high grade magnetic drain and fill plugs.
24
Section 8
Rear Drive Axles
Temperature Indicators NOTE: Limited slip friction modifiers usually

deteriorate more quickly than extreme pressure
(EP) additives. Shorten the lubricant change
CAUTION schedule if you add a friction modifier.
Meritor axles can operate above 190°F (88°C)
without damage. However, if oil the O At the initial lubricant change interval for an
temperature reaches 250°F (121°C), stop the R-170 equipped with Traction Equalizer:
vehicle immediately and check for the cause Replace the factory-installed lubricant with an
of overheating. Damage to components can approved lubricant and one of the additives
result. specified in the table below.
O After the initial change interval: Change the
Some Meritor axles may have a tapped hole in lubricant and the additive at or before
the housing to install a temperature indicator. 50,000 miles (80 000 km).
A temperature indicator monitors oil temperature
and helps to maximize component life, which can Specifications
be shortened by high oil temperatures that result
from severe operating conditions, or unequally For all GL-5 oils (petroleum oil or synthetic), add
inflated and mismatched tires. one of the following limited slip friction modifiers
specified in the table below.
Advanced Lube Axles
Manufacturer Specification
Advanced Lube axles require different drain
intervals than other axles. Refer to the Oil Change DSL-178 Guardsman Products
Intervals and Axle Oil Specifications tables in Equa-Torque #2411 and #2414 Sta-Lube Corporation
this section. Lubrizol # 6178 Lubrizol Corporation
The vehicle manufacturer may attach a tag at the
axle fill hole or on the inside of the door to identify Quantities for R-170 Axles With and
an Advanced Lube axle. The tag specifies that the Without Traction Equalizer
axle is filled with semi-synthetic or full-synthetic
gear oil.
WITH WITHOUT
Traction Equalizer Traction Equalizer
For Meritor R-170 Axles Equipped 40 pints oil (18.9 liters) 43 pints oil (20.3 liters)
With Traction Equalizer® + 3 Pints additive (1.4 liters)
Meritor’s R-170 axles with Traction Equalizer

normally operate with either standard petroleum, Oil Level
semi-synthetic or full-synthetic oils.
Fill Plug Locations
When to Use Limited Slip 1. If the fill plug is only in the axle-housing bowl,
Friction Modifiers use that fill plug. Do not use the temperature
sending unit hole. Figure 8.1.
Occasionally the Traction Equalizer will “slip” or
“stick.” When this happens, you will hear intervals 2. If the drive pin angle is seven degrees or less,
of shrill noises when the vehicle operates at low use the fill plug in the differential carrier.
speed or when the vehicle makes sharp turns. You Figures 8.2 and 8.7.
can correct this condition by adding limited slip
friction modifiers. 3. If the drive pin angle is more than seven
degrees, use the fill plug in the axle-housing
bowl. Figures 8.4 through 8.8.
25
Section 8
Rear Drive Axles
Check and Adjust the Oil 3. Install the drain plug. Tighten the plug to
35-50 lb-ft (48-67 N•m). T
WARNING O If an oil pump is used: Remove and replace
the oil filters.
Check the oil level when the axle is at room
temperature. When hot, the oil temperature may O For Advanced Lube axles: Replace the oil
be 190°F (88°C) or more and can cause burns. filter every 100,000 miles (160 000 km).
Also, a correct level is not obtained when the axle
is warm or hot. Serious personal injury and 4. Clean the area around the fill plug. Remove
damage to components can result. the fill plug from the differential carrier of the
axle-housing bowl (depending on the axle).
Do not remove the temperature indicator plug.
1. Park the vehicle on a level surface. The axle
must be cold or near room temperature. 5. Add the specified oil until the oil is even with
the bottom of the fill plug hole. Wait to allow
2. Clean the area around the fill plug. Remove
the oil to flow through the axle.
the fill plug from the differential carrier or the
axle-housing bowl (depending on the axle). O If the inter-axle differential has a top fill
Do not remove the temperature indicator plug. plug hole: Add an additional two pints
Figures 8.2 through 8.8. (0.946 liters) of the same oil into the
inter-axle differential housing.
3. Check the oil level. The level must be even
with the bottom of the fill plug hole. 6. Check oil level again. If necessary, continue to
Figure 8.1. add oil until it is even with the bottom of the
fill plug hole.
4. Install the fill plug. Tighten the plug to
35-50 lb-ft (48-67 N•m). T 7. Install the fill plug. Tighten the plug to
35-50 lb-ft (48-67 N•m). T
Figure 8.1
Oil level must be
Inter-Axle Assemblies With
even with bottom Separate Housings
of fill plug hole.
Meritor’s SLHD, SQHD, STDD and SFDD
forward-rear tandem axle carrier models include
separate housings for inter-axle differential
assemblies.
The baffles and dams used in these housings hold
FILL PLUG a reservoir of oil that can also trap wear particles
TEMPERATURE INDICATOR and debris. Always purge the oil from these
PLUG — DO NOT REMOVE reservoirs when you change axle oil.
These carriers have separate drain and fill holes in
either the inter-axle differential cover or housing.
NOTE: Drain the oil when it is warm. Remove and Figure 8.2
replace the oil filters each time you drain the oil. FILL PLUG LOCATION IN BACK OF
AXLE HOUSING BOWL
1. Refer to Fill Plug Locations in this section. FILL PLUG
2. Park the vehicle on a level surface. Put a large
container under the axle.
TEMPERATURE INDICATOR
PLUG — DO NOT REMOVE
26
Section 8
Rear Drive Axles

FRONT MOUNTED SINGLE REDUCTION AXLES FRONT MOUNTED SINGLE
REDUCTION TANDEM AXLES
CARRIER FILL PLUG (NOT SHOWN)
FILL PLUG
DRIVE PINION ANGLE
7° OR LESS USE HYPOID GEARING
CARRIER FILL PLUG WITH INTER-AXLE
DIFFERENTIAL AND PUMP
FORCED LUBRICATION
DRAIN PLUG DRAIN PLUG

FRONT MOUNTED DOUBLE
FRONT MOUNTED SINGLE REDUCTION AXLES REDUCTION AND TWO-SPEED AXLES
DRIVE PINION ANGLE
HOUSING MORE THAN 7° USE AXLE
FILL PLUG HOUSING FILL PLUG FILL HOLE
IN CARRIER
FILL PLUG
DRAIN PLUG DRAIN PLUG

FRONT MOUNTED SINGLE REDUCTION TANDEM AXLES FRONT MOUNTED DOUBLE
REDUCTION AND TWO-SPEED AXLES
FILL PLUG
HYPOID GEARING
WITH INTER-AXLE FILL HOLE IN
DIFFERENTIAL AXLE HOUSING
DRAIN PLUG
FILL PLUG (NOT SHOWN)
FILL PLUG
DRAIN PLUG
DRAIN PLUG
27
Section 8
Rear Drive Axles
Oil Change Intervals and Specifications for All Rear Drive Axlesa
Vocation or Linehaul City Delivery Construction

Vehicle Operation Motorhome School Bus Transit Bus
Intercity Coach Fire Truck Refuse
Yard Tractor
Logging
Heavy Haul
Mining
Oil Field
Rescue
Initial Oil Change No longer required as of January 1, 1993
Check Oil Level Every 25,000 miles Every 10,000 miles Every 5,000 miles
(40 000 km), or the fleet (16 000 km), once a month, (8000 km), once a month,
maintenance interval or the fleet maintenance or the fleet maintenance
(whichever comes first) interval (whichever comes interval (whichever comes
first) first) b
Petroleum Based Oil Change on Every 100,000 miles Every 50,000 miles Every 25,000 miles
Axle with or without Pump and (160 000 km) or annually, (80 000 km) or annually, (40 000 km) or annually,
Filter System whichever comes first whichever comes first whichever comes first
Synthetic Oil Change on Axle Every 250,000 miles Every 100,000 miles Every 50,000 miles
without Pump and Filter System (400 000 km) or annually, (160 000 km) or annually, (80 000 km) or annually,
c whichever comes first whichever comes first whichever comes first
Synthetic Oil Change on Axle with Every 500,000 miles Every 250,000 miles Every 100,000 miles
Pump and Filter System c (800 000 km) (400 000 km) (160 000 km)
Filter Change on Axle with Pump Every 100,000 miles Every 100,000 miles Every 100,000 miles
and Filter System (160 000 km) (160 000 km) (160 000 km)
a If a No-Spin differential is installed, change the oil (petroleum or synthetic) at minimum interval or 40,000 miles (64 000 km) or a
maximum interval or 50,000 miles (80 000 km).
b For continuous heavy-duty operation, check the oil level every 1,000 miles (1600 km). Add the correct type and amount of oil
as required.
c This interval applies to approved semi-synthetic and fully synthetic oils only. For list of approved extended-drain axle oils, refer
to TP-9539, Approved Rear Drive Axle Lubricants. To order this publication, call ArvinMeritor’s Customer Service Center
at 800-535-5560.
Axle Oil Specifications
A.P.I. SAE Meritor Military/SAE Outside

Gear Oil Type Specification Grade Specification Specification Temperature
Petroleum with GL-5 85W/140 O-76A MIL-PRF-2105E Above +10°F (–12°C)
EP Additives and
Non-Extended Drain
SAE J2360
Petroleum with 80W/90 O-76D Above –15°F (–26°C)
Lubricants
EP Additives
Petroleum with 75W/90 O-76E Above –40°F (–40°C)
EP Additives
Petroleum with 75W O-76J From –40°F (–40°C)
EP Additives to 35°F (2°C)
Petroleum with 75W/140 O-76L Above –40°F (–40°C)
EP Additives
Extended Drain
Petroleum with GL-5 80W/90 — MIL-PRF-2105E Above –15°F (–26°C)

Extended Drain and
Lubricants
Additives SAE J2360

Semi-Synthetic 80W/90 — Above –15°F (–26°C)
Full Synthetic 75W/140 O-76M Above –40°F (–40°C)
Full Synthetic 75W/90 O-76N Above –40°F (–40°C)
28
Section 8
Rear Drive Axles
Single Rear Drive Axle Oil Capacities*
Oil Capacity* Oil Capacity* Oil Capacity*

Axle Model Pints Liters Axle Model Pints Liters Axle Model Pints Liters
A-150 5.5 2.6 R-160 28.0 13.3 W-170 43.0 20.3
B-100 10.0 4.7 R-163 34.0 16.1 W-270 55.0 26.0
B-140 12.0 5.7 R-170 43.0 20.3 59722 30.5 14.4
B-150 3.5 1.7 R-270 55.0 26.0 59723 30.5 14.4
C-100 12.5 5.9 RL-170 48.0 22.7 59732 30.5 14.4
D-100 12.5 5.9 RC-22-145 32.3 15.3 59733 30.5 14.4
D-140 12.5 5.9 RC-23-160 41.0 19.4 59843 30.5 14.4
E-100 15.0 7.1 RC-25-160 39.5 18.7 61142 42.0 19.8
E-105 12.5 5.9 RS-13-120 18.4 8.7 61143 41.0 19.3
E-150 9.0 4.3 RS-15-120 18.4 8.7
F-100 13.0 6.2 RS-15-210 14.3 6.8
F-106 13.0 6.2 RS-17-140 28.6 13.5
F-120 15.0 7.1 RS-17-145 33.6 15.9
F-121 15.0 7.1 RS-17-220 30.7 14.5
F-140 14.0 6.6 RS-19-145 33.2 15.7
G-161 21.0 9.9 RS-21-145 32.3 15.3
H-100 20.0 9.5 RS-21-230 38.9 18.4
H-140 21.0 9.9 RS-23-160 39.5 18.7
H-150 11.0 5.2 RS-23-161 37.2 17.6
H-162 20.0 9.5 RS-23-180 47.3 22.4
H-170 27.0 12.8 RS-23-186 47.3 22.4
H-172 27.0 12.8 RS-23-240 37.4 17.7
L-100 23.0 10.9 RS-23-380 63.6 30.1
L-140 24.0 11.4 RS-26-160 47.5 22.5
L-155 24.0 11.4 RS-26-180 46.6 22.0
L-172 27.0 12.8 RS-26-380 58.2 27.5
M-172 27.0 12.8 RS-30-180 46.6 22.0
Q-100 31.0 14.7 RS-30-380 58.2 27.5
Q-145 24.0 11.4 RS-38-380 53.1 25.1
QT-140 24.0 11.4 S-170 43.0 20.3
R-100 30.0 14.2 U-140 24.0 11.4
R-140 28.0 13.3 U-170 43.0 20.3
R-155 28.0 13.3 U-270 55.0 26.0
* Oil capacities are for standard track axles that have been measured at various common drive pinion angles. The quantities listed include
enough oil for both wheel ends. These oil capacities will change if the track or the drive pinion angle is different.
29
Section 8
Rear Drive Axles
Tandem Rear Drive Axle Oil Capacities
Oil Capacity a Oil Capacity a
Axle Model Carrier Pints Liters Axle Model Carrier Pints Liters
RT-34-140 Forward 26.0 12.3 RT-58-180 b Forward 56.1 26.5
Rear 35.0 16.6 Rear 36.1 17.1
RT-34-145 Forward 29.6 14.0 RT-58-185 Forward 56.1 26.5
Rear 25.4 12.0 Rear 36.1 17.1
RT-34-145P Forward 25.7 12.1 RT-58-380 b Forward 56.1 26.5
Rear 23.4 11.1 Rear 58.2 27.5
RT-40-140 Forward 30.2 14.3 RT-70-380 b Forward 54.4 25.7
Rear 22.8 10.8 Rear 53.1 25.1
RT-40-145 Forward 30.2 14.3 SFHD Forward 17.0 8.0
Rear 25.8 12.2 Rear 16.5 7.8
RT-40-160 Forward 39.1 18.5 SL-100 Forward 39.6 18.7
Rear 39.4 16.3 Rear 37.7 17.8
RT-44-145 Forward 29.3 13.9 SLHD Forward 32.5 15.3
Rear 25.1 11.9 Rear 32.0 15.1
RT-44-145P Forward 25.2 12.0 SQ-100 Forward 39.6 18.7
Rear 22.9 11.0 Rear 37.7 17.8
RT-46-160 Forward 39.1 18.5 SQ-100A Forward 39.3 18.6
Rear 34.4 16.3 Rear 37.6 17.8
RT-46-160P Forward 39.3 18.6 SQHD Forward 34.0 16.0
Rear 34.7 16.4 Rear 31.0 14.7
RT-46-164 Forward 39.1 18.5 SR-170 Forward 55.0 26.0
Rear 39.4 16.3 Rear 43.0 20.3
RT-48-180 b Forward 61.1 28.9 SRHD Forward 39.0 18.5
Rear 36.8 17.4 Rear 36.0 17.0
RT-48-380 b Forward 61.1 28.9 SSHD Forward 34.0 16.0
Rear 63.6 30.1 Rear 28.0 13.2
RT-52-160 Forward 44.1 20.9 ST-170 Forward 55.0 26.0
Rear 41.2 19.5 Rear 43.0 20.3
RT-52-160P Forward 44.1 20.9 STHD Forward 34.0 16.0
Rear 41.2 19.5 Rear 28.0 13.2
RT-52-180 b Forward 56.1 26.5 SU-170 Forward 55.0 26.0
Rear 36.1 17.1 Rear 43.0 20.3
RT-52-185 Forward 56.1 26.5 SUHD Forward 34.0 16.0
Rear 36.1 17.1 Rear 28.0 13.2
RT-52-380 b Forward 56.1 26.5 SW-170 Forward 55.0 26.0
Rear 58.2 27.5 Rear 43.0 20.3
a Oil capacities are for standard track axles that have been measured at various common drive pinion angles. The quantities listed include
enough oil for both wheel ends. These oil capacities will change if the track or the drive pinion angle is different.
b Forward carrier with oil pump system.
30
Section 9
Trailer Axles
SectionAxles
Trailer 9
Figure 9.1
WARNING
AXLE SPINDLE
TB Series Trailer Axles With

Unitized Hub Assemblies
CAUTION UNITIZED HUB ASSEMBLY

Meritor TB Series trailer axles with unitized
hub assemblies use conventional brakes and
automatic slack adjusters, as well as conventional
tire-wheel assemblies. Service these components Figure 9.2
as you would under normal operation conditions INNER
to avoid damage to components. BEARING CUP LUBRICANT
OUTER
BEARING CUP INNER
A unitized hub is permanently sealed and BEARING CONE
lubricated as an assembly. Do not attempt to
remove the hub bearings, seals and lubricant.
You cannot service or reinstall these components
into a unitized hub assembly. Damage to
OUTER OIL
BEARING CONE HUB SEAL AXLE
NOTE: Removal of the long-life bearings, seals
SPINDLE
and lubricant from the hub assembly will void
the warranty.
Meritor’s TB series trailer axle features a

permanently sealed and lubricated unitized hub
assembly designed to help reduce wheel-end
maintenance.
The unitized hub is designed to remain in place
on the axle for a minimum of five years or
500,000 miles (800 000 km).
For TB series unitized hub service procedures,
refer to technical bulletin TP-96175, Servicing
Meritor’s TB Series Trailer Axles with Unitized Hub
Assemblies. Call ArvinMeritor’s Customer Service
Center at 800-535-5560.
Comparing a Unitized Wheel-End to a

Conventional Wheel-End
On a unitized wheel-end, you install the hub, seal,
lubricant and bearings onto the axle spindle as an
assembly. Figure 9.1.
On a conventional wheel-end, you install the hub,
seal, lubricant and bearings onto the axle spindle
as separate components. Figure 9.2.
31
Section 9
Trailer Axles
Identifying a Trailer Axle With Unitized Figure 9.3

Wheel-Ends
GREASE
O The model number designation for the FITTING
TB series is prefixed with TB; for example,
TB-4670 or TB-8670.
O The axle spindles are shorter with a single
journal.
O The hubs contain non-serviceable bearings,
seals and lubricant.
O The hubcaps screw onto the axle spindle and
have no provisions for adding lubricant.
O The axle spindle retention hardware features
a thicker inner nut and a bendable tab
lockwasher.
O Warranty information is stamped on each
unitized hub:
Important:
Removal of long-life bearings, seals or
lubricant from the Meritor TB series
trailer axle hub will void the warranty.
Refer to Technical Bulletin TP-96175 or
call 800-535-5560 for information.
TP-9700

Refer to Section 12 for oil and grease lubrication
information.
Camshaft Bushings
Conventional and TB Series
Apply the specified grease at the grease fitting on
the spider. Apply grease until new grease purges
from all the seals. Figure 9.3.
32
Section 9
Trailer Axles
Conventional and TB Series Camshaft Bushing Greasing Intervals and Specifications

Greasing Interval* Grease Specification Grade Description Temperature
Use the schedule below that Multi-Purpose O-617-A 1 Lithium 12-Hydroxy Refer to the grease
gives the most frequent Grease or or Stearate or Lithium manufacturer’s
lubrication: O-617-B 2 Complex specifications for the
temperature service
O The lubrication schedule of
limits.
the fleet.
O The lubrication schedule of
the vehicle manufacturer.
O A minimum of four times
during the life of the brake
linings.
* Applies to standard-duty on-highway service. Lubricate more frequently for heavy-duty applications. Determine intervals by
inspecting lubricant every two weeks for a four month period. Look for hard, contaminated or missing grease. Choose an interval
based on the inspection.
Conventional Trailer Axle Wheel-End Oil Change Intervals and Specifications
Outside Temperature
°F °C
Check Meritor Specification Oil
Oil Level Oil Change * Specification Approval Description Min. Max. Min. Max.
1,000 miles General Service: Change O-76A Gear Oil MIL-PRF-2105-E GL-5 –10 None –12 None
(1600 km) oil if the wheel-end is and SAE 85W/140
disturbed during wheel SAE J2360
or hub removal or if the O-76D Gear Oil GL-5 –15 None –26 None
oil is contaminated. SAE 80W/90
Standard-Duty Service:
For 100,000 miles O-76E Gear Oil GL-5 –40 None –40 None
(160 000 km) or more a SAE 75W/90
year, change the oil
every 100,000 miles O-76J Gear Oil GL-5 –40 35 –40 2
(160 000 km). For less SAE 75W
than 100,000 miles
(160 000 km) a year, O-76L Gear Oil GL-5 –40 None –40 None
change the oil once a SAE 75W/140
year.
Heavy-Duty Service: For O-76M GL-5 –40 None –40 None
60,000 miles (96 000 km) Full Synthetic SAE 75W/140
or more a year, change Gear Oil
oil every 30,000 miles O-76N GL-5 –40 None –40 None
(48 000 km). For less Full Synthetic SAE 75W/90
than 60,000 miles Gear Oil
(96 000 km) a year,
change the oil every O-81 Full SAE 50 –40 None –40 None
6 months. Synthetic Oil
* The recommended oil change interval is based on operating conditions, speeds and loads. Limited service applications may allow the
recommended interval to be increased. Severe service applications may require the recommended interval to be reduced. For more
information, contact ArvinMeritor’s Customer Service Center at 800-535-5560.
33
Section 9
Trailer Axles
Conventional Trailer Axle Greasing Intervals and Specifications

Greasing Interval * Grease Specification Grade Description Temperature
General Service: Grease the Multi-Purpose O-617-A 1 Lithium 12-Hydroxy Refer to the grease
bearings if the wheel-end is Grease or or Stearate or Lithium manufacturer’s
disturbed during wheel or hub O-617-B 2 Complex specifications for
removal or if the grease is the temperature
contaminated. service limits.
Standard-Duty Service: For
100,000 miles (160 000 km)
or more a year, grease the
bearings every 100,000 miles
(160 000 km). For less than
100,000 miles (160 000 km) a
year, grease the bearings once Trailer Axle O-647 00 Lithium Complex
a year. Bearing
Heavy-Duty Service: For
60,000 miles (96 000 km) or
more a year, grease the
bearings every 30,000 miles
(48 000 km). For less than
60,000 miles (96 000 km) a
year, grease the bearings
every 6 months.
* The recommended greasing interval is based on operating conditions, speeds and loads. Limited service applications may allow the
recommended interval to be increased. Severe service applications may require the recommended interval to be reduced. For more
information, contact an ArvinMeritor service representative.
34
Section 10
Transfer Cases
Section 10
Transfer Cases
WARNING
maintenance or service. Meritor transfer cases may operate above
190°F (88°C) without damage. However, if the oil
temperature reaches 250°F (121°C), stop the
Operating Information vehicle immediately and check for the cause of
overheating. Maximum continuous running oil
Magnets and Magnetic Drain Plugs temperature should not exceed 225°F (107°C).
Damage to components can result.
Most Meritor transfer cases are equipped with
magnetic plugs having a minimum pick-up Check and Adjust Oil Level
capacity of 20 ounces (0.57 kilograms) of low
carbon steel.
CAUTION
NOTE: Meritor recommends replacing the Use only SAE Grade 50W full synthetic oil,
magnetic drain plug each time the oil is changed. Meritor specification O-81, in the transfer case.
Use the correct part. Pipe plugs will leak if used as Petroleum base oils and synthetic base oils can
a drain plug. react against sealing materials. Damage to
cleaning, the plug has a minimum pick-up capacity Only use new lubricant when you change or adjust
of 20 ounces (0.57 kilograms) of low carbon steel. the oil in the transfer case. Do not reuse lubricant,
which can contain metallic particles and other
contaminants. Damage to components can result.
Breather
1. Park the vehicle on a level surface.
CAUTION 2. Clean the area around the fill plug/fill cap.
Cover the breather when steam cleaning the Remove the fill plug/fill cap from the transfer
housing. If the breather is not covered, water case. Figure 10.1. The oil level must be even
enters the housing and contaminates the oil. with the bottom of the fill plug hole or the top
of the stand pipe.
Breathers release pressure that builds up inside O If oil flows from the hole when you loosen
the transfer case during vehicle operation. the plug: The oil level is high. Drain the oil
to the bottom of the fill hole.
Seals O If the oil level is below the bottom of
fill/level plug hole or stand pipe: Add the
CAUTION specified oil until oil is even with the bottom
of the fill hole.
Always use the correct tools and procedures
when you replace a seal to ensure that you 3. Install and tighten the fill plug to 35-50 lb-ft
correctly install the seal. A seal that is not (47-68 N•m). T
correctly installed can leak. Damage to
components can result. Figure 10.1
DRAIN PLUG T-2111 SHOWN
Seals keep lubricant in and dirt out of a (TYPICAL)
component. When they are worn or damaged,
seals leak and produce low lubricant levels which
may damage components.
FILL FILL
PLUG/CAP STAND PIPE
35
Section 10
Transfer Cases

1. Park the vehicle on a level surface. Put a large
container under the transfer case.
2. Remove the drain plug from the bottom of the
transfer case. Drain and discard the oil correctly.
Clean the plug. Figure 10.1.
3. Install and tighten the drain plug to 35-50 lb-ft
(47-68 N•m). T
4. Clean the area around the fill plug. Remove the
fill plug from the transfer case.
5. Add the specified oil until the oil level is even
with the bottom of the fill plug hole.
(47-68 N•m). T
7. Run the vehicle for 1/4 mile (0.4 km), then top
off the oil level by adding oil to the fill opening.
8. Reinstall and tighten the fill plug to 35-50 lb-ft
(47-68 N•m). T
Transfer Case Oil Change Intervals

Check Oil Level 2,000 miles 40 operating
(3200 km) hours
Initial Oil 2,500 miles 40-100 operating
Change (4000 km) hours
Scheduled Oil 12,000-25,000 miles 200-300 operating
Change (19 000-40 000 km) hours
Transfer Case Oil Specifications a d e
Meritor A.P.I. Military SAE Outside

Oil Description Specification Specification Specification Grade Temperature
Petroleum GL-1 Oil with — A.P.I. GL-1 — 90W Above 10°F (–12°C)
Rust and Oxidation 80W Above –15°F (–26°C)
Inhibitor b
Heavy Duty Engine Oil b A.P.I.-CD, CE, 50W Above 10°F (–12°C)
SF or SG f 40W Above 10°F (–12°C)
30W Above –12°F (–26°C)
Full Synthetic Oil c O81 — — 50W Above –40°F (–40°C)
A.P.I. GL-5 (Axle Lube) a DO NOT USE IN TRANSFER CASES
a Do Not use multi-viscosity (I.E. 80/90W) GL-5 Gear Oil (axle lube).
b 90W GL-1 or 50W motor oil is same viscosity and commonly used above 10°F (–12°C).
c Meritor approved full synthetic oil for manual ZF Meritor transmissions is also approved for Meritor transfer cases. Use
synthetic oil only if the transfer case was initially filled with synthetic oil.
d Do not mix or switch oil types. Use the same oil that initially filled the transfer case.
e Do not use multi-viscosity oils.
f Current designations are acceptable.
36
Section 10
Transfer Cases
Transfer Case Oil Capacities
Oil Capacity
Transfer Case
Model Pints* Liters*
T-32 2.0 0.95
T-136 14.0 6.62
T-215 3.0 1.42
T-221 4.0 1.89
T-223 5.0 2.37
T-226 6.5 3.07
T-228 21.0 9.93
T-232 6.2 2.93
T-1138 13.5 6.38
T-2111 3.0 1.42
T-2111-HD 5.0 2.37
T-2111-HT 5.0 2.37
T-2111-PD 10.0 4.73
T-2111-SD 5.0 2.37
T-2120 4.0 1.89
T-2120-RS 6.5 3.10
T-600 6.2 2.93
* Due to the varied transfer case

configurations, these fill quantities are
for reference only. The fill procedure for
all transfer cases is as follows:
1. Fill to the top of the stand pipe or
fill hole.
2. Run the vehicle for 1/4 mile (0.4 km).
3. Top off the oil level.
4. Check that the sump temperature
does not exceed 225°F (107°C).
37
Section 11
Transmissions
Section 11
Transmissions
Transmission Oil Coolers
WARNING
To prevent serious eye injury, always wear safe Required
eye protection when you perform vehicle O An engine has a rating of 399 HP or above.
O The transmission operating temperature is
NOTE: For a list of synthetic oil suppliers, always above 225°F (107°C) at continuous
call ArvinMeritor’s Customer Service Center at operation or reaches 275°F (135°C) during
800-535-5560 and order TP-2053. This bulletin is intermittent operation.
also available from the Technical Library section
on ArvinMeritor’s web site at arvinmeritor.com. Recommended
Click Products & Services/Tech Library Icon/HVS O An engine has a rating of 350 to 398 HP.
Publications/Technical Bulletins/Transmissions.
O Some aerodynamic vehicles that have engine
ratings below 399 HP because of the amount
Recommended Oil Drain Conditions of air that flows over the transmission to
Based on Used-Oil Analysis dissipate heat.
Manual Transmission Oils Temperature Indicator

If used transmission oil analyses indicate that any The temperature indicator is optional on
one of these criteria is not met, drain the used oil ZF Meritor transmissions. The temperature
and replace it with an oil that is recommended for sending unit is on the bottom right side of the
manual transmissions. main case. The normal operating temperature
range is less than 225°F (107°C).
Used-Oil Analyses (ppm = parts per million) Use the temperature indicator gauge to check
transmission operation. For example:
Iron (Fe) If level is greater than 500 ppm, drain
and replace the oil. O If the temperature suddenly rises to 275°F
Silicon (Si) If level is greater than 100 ppm, drain (135°C) or more, check the transmission for the
and replace the oil. cause of the increase.
Water (H2O) If level is greater than 0.3%, drain and O When operating a vehicle on a mountain grade,
replace the oil.
if the temperature increases 50-75°F but returns
to the normal operating temperature, this
indicates a normal operating condition. If the
Magnets and Magnetic Drain Plugs temperature does not return to the normal
All ZF Meritor transmissions have four magnets range, check the transmission.
in the bottom of the main case. The magnets and
magnetic plugs have a minimum pick-up capacity Oil Level
of 1.5 pounds (0.7 kilograms) of low carbon steel.
NOTE: ZF Meritor recommends replacing the

Before You Check the Oil Level
magnetic drain plug each time the oil is changed. 1. The oil must be at room temperature.
Use the correct part. Pipe plugs will leak if used
as a drain plug. 2. The vehicle must be parked for at least
10 minutes.
cleaning, the plug has a minimum pick-up capacity
of 1.5 pounds (0.7 kilograms) of low carbon steel.
38
Section 11
Transmissions
Check and Adjust the Oil Level Drain and Replace the Oil
1. Park the vehicle on a level surface.
NOTE: Drain the oil when the transmission is hot.
NOTE: If foam appears when you remove the fill
plug, the oil is too hot to check. Install the oil plug 1. Park the vehicle on a level surface. Place a
and allow the oil to cool. If oil flows from the fill large container under the transmission. Place
plug hole when you remove the plug, the oil level a screen on top of the container.
is too high. Drain the oil to the correct level. 2. Remove the drain plugs from the bottom of
the transmission. Drain the oil. Follow United
2. Clean the area by the fill plug. Remove the fill States Environmental Protection Agency (EPA)
plug from the side of the transmission. guidelines to recycle used oil.
3. Check for oil leaks. If a transmission oil leak 3. Inspect the screen on top of the container for
is evident, refer to the Troubleshooting section metal particles and damaged parts.
of Maintenance Manual 26A, 9-, 10- and
13-Speed Transmissions, for procedures. Service the Transmission if Necessary
To order a copy of this manual, call
ArvinMeritor’s Customer Service Center at 1. If the transmission is disassembled or
800-535-5560. replaced and a transmission oil cooler is used,
remove the cooler.
4. Check the transmission oil level. Verify that it
is EVEN WITH the bottom of the fill plug. If the 2. Remove the oil from the oil cooler and the oil
oil level is BELOW the bottom of the oil fill lines. Follow United States Environmental
plug, add the specified oil. Figure 11.1. Protection Agency (EPA) guidelines to recycle
used oil.
3. Install the oil cooler and the oil lines. Tighten
Figure 11.1 the fittings to the vehicle manufacturer’s
Oil level must be specifications.
EVEN WITH bottom
of fill plug hole. 4. Install the drain plug and tighten it to
35-50 lb-ft (48-67 N•m). T
5. Clean the air by the fill plug. Remove the fill
plug from the side of the transmission.
CAUTION
FILL PLUG Only use the specified oil. Do not use
DRAIN PLUG multi-viscosity engine oils or Extreme Pressure
(EP) GL-5 gear oils. Damage to components can
result. The use of multi-viscosity or EP oils will
5. Install the oil fill plug and tighten it to void ZF Meritor’s warranty.
35-50 lb-ft (48-67 N•m). T
6. Operate the vehicle for 5 minutes. Check for 6. Add the specified transmission oil through the
transmission oil leaks and correct operation. fill plug hole. Add the oil until the oil level is
EVEN WITH the bottom of the fill plug hole.
(48-67 N•m). T
8. Operate the vehicle for 5 minutes. Check for
correct operation.
39
Section 11
Transmissions
Oil Change Intervals

Manual Transmissions
Engine Synchro ShiftTM (ESSTM)
SureShiftTM
Approved
Petroleum Approved
Check Lubricant Oil Synthetic Oil
Oil Level Change Change
10,000 miles 50,000 miles 500,000 miles
(16 000 km) (80 000 km) (800 000 km) a
Oil Change Specifications

Manual Transmissions b
Engine Synchro ShiftTM (ESSTM)
SureShiftTM
Military
Meritor A.P.I. Specification SAE Outside
Oil Description Specification Specification Approval Grade Temperature
Heavy-Duty Engine Oil — A.P.I. -CD, -CE, MIL-L-2104 E 50 Above 10°F (–12°C)
-SG, -SH or SJ or F c
40 Above 10°F (–12°C)
c
30 Above –15°F (–26°C)
Petroleum GL-1 Oil with — A.P.I. - GL-1 — 90 Above 10°F (–12°C)
Rust and Oxidation
80 Above –15°F (–26°C)
Inhibitor
Full-Synthetic Oil O-81 — — 50 Above –40°F (–40°C)
a This interval is for linehaul applications.

b Do not use multi-viscosity or EP (Extreme Pressure) GL-5 gear oils. DO NOT MIX OILS IN THE TRANSMISSION.
c Current designations are acceptable.
FreedomLineTM Transmission Oil Specification

Military
ZF Meritor A.P.I. Specification SAE Outside
Oil Description Specification Specification Approval Grade Temperature
Full-Synthetic Oil Exxon Mobil — — 50 Above –60°F (–51°C)
SHC 50
40
Section 11
Transmissions
Manual Transmissions
9-SPEED 10-SPEED 13-SPEED
9-Speed Manual
Torque
Transmission Model Rating Overall Rev. Rev.
Description Number lb-ft Ratio L H Ratio and Percent Step
FWD. REV. L % 1 % 2 % 3 % 4 % 5 % 6 % 7 % 8
9-Speed Direct Drive, M-11G9A-M11 1,150
A Ratio M-12G9A-M12 1,250
M-13G9A-M13 1,350 13.41 13.17 13.17 3.73 13.41 48 9.05 39 6.51 37 4.74 34 3.53 38 2.56 39 1.84 37 1.34 34 1.00
M-14G9A-M14 1,450
M-15G9A-M15 1,550
9-Speed Overdrive, MO-12G9A-M12 1,250
A Ratio MO-13G9A-M13 1,350 13.41 13.17 9.81 2.78 9.99 48 6.74 39 4.85 37 3.53 34 2.63 38 1.91 39 1.37 37 1.00 34 0.74
MO-14G9A-M14 1,450
9-Speed Overdrive, MO-11G9B-M11 1,150
B Ratio MO-12G9B-M12 1,250
MO-13G9B-M13 1,350 17.74 17.42 12.60 3.24 12.83 67 7.69 40 5.48 41 3.89 38 2.81 42 1.98 40 1.41 41 1.00 38 0.72
MO-14G9B-M14 1,450
MO-15G9B-M15 1,550
9-Speed Manual — Additional Specifications

Optional Internal Oil Capacity Length Weight PTO Speed
Model Oil Pump (pints) (inches) (lbs.*) (% of engine)
M-11G9A-M11 20.5 29.5 605 75.8
M-12G9A-M12 20.5 29.5 605 75.8
M-13G9A-M13 20.5 29.5 605 75.8
M-14G9A-M14 20.5 29.5 605 75.8
M-15G9A-M15 STD. 20.5 29.5 608 75.8
MO-12G9A-M12 20.5 29.5 605 101.7
MO-13G9A-M13 20.5 29.5 605 101.7
MO-14G9A-M14 20.5 29.5 605 101.7
MO-11G9B-M11 20.5 28.9 605 87.1
MO-12G9B-M12 20.5 28.9 605 87.1
MO-13G9B-M13 20.5 29.5 605 87.1
MO-14G9B-M14 20.5 29.5 605 87.1
MO-15G9B-M15 STD. 20.5 29.5 608 87.1
*Weights are approximate, less clutch housing, shift controls, output yoke and lubricant.
13-Speed Manual
Torque
FWD. REV. L % 1 % 2 % 3 % 4 % 5 % 6 % 7 % 8 % 9 % 10 % 11 % 12
13-Speed Overdrive, RM013-145A 1,450 15.43 15.15 13.15 3.73 13.39 48 9.03 39 6.50 37 4.74 34 3.53 38 2.56 15 2.22 21 1.84 15 1.60 19 1.34 15 1.17 17 1.00 15 0.87
A Ratio

RMO13-145A 22 32.4 666 75.8
41
Section 11
Transmissions
10-Speed Manual
Torque
FWD. REV. 1 % 2 % 3 % 4 % 5 % 6 % 7 % 8 % 9 % 10
10-Speed Direct Drive, M-11G10A-M11 1,150

A Ratio M-12G10A-M12 1,250
M-13G10A-M13 1,350 15.02 16.71 16.71 3.73 15.02 35 11.14 35 8.26 37 6.02 34 4.48 34 3.35 35 2.48 35 1.84 37 1.34 34 1.00
M-14G10A-M14 1,450
M-15G10A-M15 1,550
M-14G10A-M161 1,450
10-Speed Overdrive, MO-11G10A-M11 1,150
A Ratio MO-12G10A-M12 1,250
MO-13G10A-M13 1,350
MO-14G10A-M14 1,450
15.02 16.71 12.45 2.78 11.19 35 8.30 35 6.15 37 4.48 34 3.34 34 2.50 35 1.85 35 1.37 37 1.00 34 0.74
MO-15G10A-M15 1,550
MO-14G10A-M161 1,450
MO-16G10A-M16 1,650
MO-16G10A-M181 1,650
10-Speed Overdrive, MO-11G10C-M11 1,150
C Ratio MO-12G10C-M12 1,250
MO-13G10C-M13 1,350
MO-14G10C-M14 1,450
MO-15G10C-M15 1,550
MO-16G10C-M16 1,650
17.53 19.49 14.15 2.88 12.72 38 9.23 37 6.75 37 4.92 38 3.57 38 2.58 38 1.88 37 1.37 37 1.00 38 0.73
MO-14G10C-M161 1,450
MO-16G10C-M18 1,650
MO-17G10C-M17 1,750
MO-17G10C-M19 1,750
MO-18G10C-M18 1,850
MO-18G10C-M201 1,850
1 Available with Torq-2 with either a 100 lb-ft or 200 lb-ft increase in the top two gears in CAT/Cummins engines.
Other Torq-2 combinations are available, call your OEM representative for details.

M-11G10A-M11 20.5 29.5 605 75.8
M-12G10A-M12 20.5 29.5 605 75.8
M-13G10A-M13 20.5 29.5 605 75.8
M-14G10A-M14 20.5 29.5 605 75.8
M-15G10A-M15 STD. 20.5 29.5 608 75.8
M-14G10A-M16 STD. 20.5 29.5 608 75.8
MO-11G10A-M11 20.5 29.5 605 75.8
MO-12G10A-M12 20.5 29.5 605 75.8
MO-13G10A-M13 20.5 29.5 605 101.7
MO-14G10A-M14 20.5 29.5 605 101.7
MO-15G10A-M15 STD. 20.5 29.5 608 101.7
MO-14G10A-M16 STD. 20.5 29.5 608 101.7
MO-16G10A-M16 STD. 20.5 29.5 608 101.7
MO-16G10A-M18 STD. 20.5 29.5 608 101.7
MO-11G10C-M11 20.5 29.5 605 98.2
MO-12G10C-M12 20.5 29.5 605 98.2
MO-13G10C-M13 20.5 29.5 605 98.2
MO-14G10C-M14 20.5 29.5 605 98.2
MO-15G10C-M15 STD. 20.5 29.5 608 98.2
MO-16G10C-M16 STD. 20.5 29.5 608 98.2
MO-14G10C-M16 STD. 20.5 29.5 608 98.2
MO-16G10C-M18 STD. 20.5 29.5 608 98.2
MO-17G10C-M17 STD. 20.5 29.5 608 98.2
MO-17G10C-M19 STD. 20.5 29.5 608 98.2
MO-18G10C-M18 STD. 20.5 29.5 608 98.2
MO-18G10C-M20 STD. 20.5 29.5 608 98.2
42
Section 11
Transmissions
ESS System Automated Transmissions

9-SPEED 10-SPEED
9-Speed ESS
Torque
FWD. REV. L % 1 % 2 % 3 % 4 % 5 % 6 % 7 % 8
9-Speed Direct Drive, M-11G9A-X11 1,150
A Ratio M-12G9A-X12 1,250
M-13G9A-X13 1,350 13.41 13.17 13.17 3.73 13.41 48 9.05 39 6.51 37 4.74 34 3.53 38 2.56 39 1.84 37 1.34 34 1.00
M-14G9A-X14 1,450
M-15G9A-X15 1,550
9-Speed Overdrive, MO-12G9A-X12 1,250
A Ratio MO-13G9A-X13 1,350 13.41 13.17 9.81 2.78 9.99 48 6.74 39 4.85 37 3.53 34 2.63 38 1.91 39 1.37 37 1.00 34 0.74
MO-14G9A-X14 1,450
9-Speed Overdrive, MO-11G9B-X11 1,150
B Ratio MO-12G9B-X12 1,250
MO-13G9B-X13 1,350 17.74 17.42 12.60 3.24 12.83 67 7.69 40 5.48 41 3.89 38 2.81 42 1.98 40 1.41 41 1.00 38 0.72
MO-14G9B-X14 1,450
MO-15G9B-X15 1,550
FOR ENGINE TYPE:

X = Add “D” for Detroit Diesel or “E” for CAT/Cummins engine.
9-Speed ESS — Additional Specifications

M-11G9A-X11 20.5 29.5 605 75.8
M-12G9A-X12 20.5 29.5 605 75.8
M-13G9A-X13 20.5 29.5 605 75.8
M-14G9A-X14 20.5 29.5 605 75.8
M-15G9A-X15 STD. 20.5 29.5 608 75.8
MO-12G9A-X12 20.5 29.5 605 101.7
MO-13G9A-X13 20.5 29.5 605 101.7
MO-14G9A-X14 20.5 29.5 605 101.7
MO-11G9B-X11 20.5 29.5 605 87.1
MO-12G9B-X12 20.5 29.5 605 87.1
MO-13G9B-X13 20.5 29.5 605 87.1
MO-14G9B-X14 20.5 29.5 605 87.1
MO-15G9B-X15 STD. 20.5 29.5 608 87.1
43
Section 11
Transmissions
10-Speed ESS
Torque
FWD. REV. 1 % 2 % 3 % 4 % 5 % 6 % 7 % 8 % 9 % 10
10-Speed Direct Drive, M-11G10A-X11 1,150

A Ratio M-12G10A-X12 1,250
M-13G10A-X13 1,350 15.02 16.71 16.71 3.73 15.02 35 11.14 35 8.26 37 6.02 34 4.48 34 3.35 35 2.48 35 1.84 37 1.34 34 1.00
M-14G10A-X14 1,450
M-15G10A-X15 1,550
M-14G10A-E16 1,450
10-Speed Overdrive, MO-11G10A-X11 1,150
A Ratio MO-12G10A-X12 1,250
MO-13G10A-X13 1,350
MO-14G10A-X14 1,450
15.02 16.71 12.45 2.78 11.19 35 8.30 35 6.15 37 4.48 34 3.34 34 2.50 35 1.85 35 1.37 37 1.00 34 0.74
MO-15G10A-X15 1,550
MO-14G10A-E161 1,450
MO-16G10A-X16 1,650
MO-16G10A-E18 1,650
10-Speed Overdrive, MO-11G10C-X11 1,150
C Ratio MO-12G10C-X12 1,250
MO-13G10C-X13 1,350
MO-14G10C-X14 1,450
MO-15G10C-X15 1,550
MO-16G10C-X16 1,650 17.53 19.49 14.15 2.88 12.72 38 9.23 37 6.75 37 4.92 38 3.57 38 2.58 38 1.88 37 1.37 37 1.00 38 0.73
MO-14G10C-E161 1,450
MO-16G10C-E181 1,650
MO-17G10C-X17 1,750
MO-17G10C-E19 1,750
MO-18G10C-X18 1,850
MO-18G10C-E201 1,850
FOR ENGINE TYPE: X = Add “D” for Detroit Diesel or “E” for CAT/Cummins engine. E = Available in CAT/Cummins engine only.
1 Available with Torq-2 with either a 100 lb-ft or 200 lb-ft increase in the top two gears. Other Torq-2 combinations are available, call your OEM representative for details.
10-Speed ESS — Additional Specifications

M-11G10A-X11 20.5 29.5 605 75.8
M-12G10A-X12 20.5 29.5 605 75.8
M-13G10A-X13 20.5 29.5 605 75.8
M-14G10A-X14 20.5 29.5 605 75.8
M-15G10A-X15 STD. 20.5 29.5 608 75.8
M-14G10A-E16 STD. 20.5 29.5 608 75.8
MO-11G10A-X11 20.5 29.5 605 75.8
MO-12G10A-X12 20.5 29.5 605 75.8
MO-13G10A-X13 20.5 29.5 605 101.7
MO-14G10A-X14 20.5 29.5 605 101.7
MO-15G10A-X15 STD. 20.5 29.5 608 101.7
MO-14G10A-E16 STD. 20.5 29.5 608 101.7
MO-16G10A-X16 STD. 20.5 29.5 608 101.7
MO-16G10A-E18 STD. 20.5 29.5 608 101.7
MO-11G10C-X11 20.5 29.5 605 98.2
MO-12G10C-X12 20.5 29.5 605 98.2
MO-13G10C-X13 20.5 29.5 605 98.2
MO-14G10C-X14 20.5 29.5 605 98.2
MO-15G10C-X15 STD. 20.5 29.5 608 98.2
MO-16G10C-X16 STD. 20.5 29.5 608 98.2
MO-14G10C-X16 STD. 20.5 29.5 608 98.2
MO-16G10C-X18 STD. 20.5 29.5 608 98.2
MO-17G10C-E17 STD. 20.5 29.5 608 98.2
MO-17G10C-E19 STD. 20.5 29.5 608 98.2
MO-18G10C-E18 STD. 20.5 29.5 608 98.2
MO-18G10C-X20 STD. 20.5 29.5 608 98.2
44
Section 11
Transmissions
SureShift™ Automated Transmissions (All J1939 Engines)

9-Speed SureShift
Torque
FWD. REV. L % 1 % 2 % 3 % 4 % 5 % 6 % 7 % 8
9-Speed Direct Drive, M-11G9A-S11 1,150
A Ratio M-12G9A-S12 1,250
M-13G9A-S13 1,350 13.41 13.17 13.17 3.73 13.41 48 9.05 39 6.51 37 4.74 34 3.53 38 2.56 39 1.84 37 1.34 34 1.00
M-14G9A-S14 1,450
M-15G9A-S15 1,550
9-Speed Overdrive, MO-12G9A-S12 1,250
A Ratio MO-13G9A-S13 1,350 13.41 13.17 9.81 2.78 9.99 48 6.74 39 4.85 37 3.53 34 2.63 38 1.91 39 1.37 37 1.00 34 0.74
MO-14G9A-S14 1,450
9-Speed Overdrive, MO-11G9B-S11 1,150
B Ratio MO-12G9B-S12 1,250
MO-13G9B-S13 1,350 17.74 17.42 12.60 3.24 12.83 67 7.69 40 5.48 41 3.89 38 2.81 42 1.98 40 1.41 41 1.00 38 0.72
MO-14G9B-S14 1,450
MO-15G9B-S15 1,550
9-Speed SureShift — Additional Specifications

M-11G9A-S11 20.5 29.5 605 75.8
M-12G9A-S12 20.5 29.5 605 75.8
M-13G9A-S13 20.5 29.5 605 75.8
M-14G9A-S14 20.5 29.5 605 75.8
M-15G9A-S15 STD. 20.5 29.5 608 75.8
MO-12G9A-S12 20.5 29.5 605 101.7
MO-13G9A-S13 20.5 29.5 605 101.7
MO-14G9A-S14 20.5 29.5 605 101.7
MO-11G9B-S11 20.5 29.5 605 87.1
MO-12G9B-S12 20.5 29.5 605 87.1
MO-13G9B-S13 20.5 29.5 605 87.1
MO-14G9B-S14 20.5 29.5 605 87.1
MO-15G9B-S15 STD. 20.5 29.5 608 87.1
45
Section 11
Transmissions
10-Speed SureShift
Torque
FWD. REV. 1 % 2 % 3 % 4 % 5 % 6 % 7 % 8 % 9 % 10
10-Speed Direct Drive, M-11G10A-S11 1,150

A Ratio M-12G10A-S12 1,250
M-13G10A-S13 1,350 15.02 16.71 16.71 3.73 15.02 35 11.14 35 8.26 37 6.02 34 4.48 34 3.35 35 2.48 35 1.84 37 1.34 34 1.00
M-14G10A-S14 1,450
M-15G10A-S15 1,550
M-14G10A-S161 1,450
10-Speed Overdrive, MO-11G10A-S11 1,150
A Ratio MO-12G10A-S12 1,250
MO-13G10A-S13 1,350
MO-14G10A-S14 1,450
15.02 16.71 12.45 2.78 11.19 35 8.30 35 6.15 37 4.48 34 3.34 34 2.50 35 1.85 35 1.37 37 1.00 34 0.74
MO-15G10A-S15 1,550
MO-14G10A-S161 1,450
MO-16G10A-S16 1,650
MO-16G10A-S181 1,650
10-Speed Overdrive, MO-11G10C-S11 1,150
C Ratio MO-12G10C-S12 1,250
MO-13G10C-S13 1,350
MO-14G10C-S14 1,450
MO-15G10C-S15 1,550 17.53 19.49 14.15 2.88 12.72 38 9.23 37 6.75 37 4.92 38 3.57 38 2.58 38 1.88 37 1.37 37 1.00 38 0.73
MO-16G10C-S16 1,650
MO-14G10C-S161 1,450
MO-16G10C-S181 1,650
MO-17G10C-S17 1,750
MO-17G10C-S19 1,750
MO-18G10C-S18 1,850
MO-18G10C-S201 1,850
1 Available with Torq-2 with either a 100 lb-ft or 200 lb-ft increase in the top two gears with CAT/Cummins engines.
Other Torq-2 combinations are available, call your OEM representative for details.
10-Speed SureShift — Additional Specifications

M-11G10A-S11 20.5 29.9 605 75.8
M-12G10A-S12 20.5 29.9 605 75.8
M-13G10A-S13 20.5 29.5 605 75.8
M-14G10A-S14 20.5 29.5 605 75.8
M-15G10A-S15 STD. 20.5 29.5 608 75.8
M-14G10A-S16 STD. 20.5 29.5 608 75.8
MO-11G10A-S11 20.5 29.9 605 75.8
MO-12G10A-S12 20.5 29.9 605 75.8
MO-13G10A-S13 20.5 29.5 605 101.7
MO-14G10A-S14 20.5 29.5 605 101.7
MO-15G10A-S15 STD. 20.5 29.5 608 101.7
MO-14G10A-S16 STD. 20.5 29.5 608 101.7
MO-16G10A-S16 STD. 20.5 29.5 608 101.7
MO-16G10A-S18 STD. 20.5 29.5 608 101.7
MO-11G10C-S11 20.5 29.5 605 98.2
MO-12G10C-S12 20.5 29.5 605 98.2
MO-13G10C-S13 20.5 29.5 605 98.2
MO-14G10C-S14 20.5 29.5 605 98.2
MO-15G10C-S15 STD. 20.5 29.5 608 98.2
MO-16G10C-S16 STD. 20.5 29.5 608 98.2
MO-14G10C-S16 STD. 20.5 29.5 608 98.2
MO-16G10C-S18 STD. 20.5 29.5 608 98.2
MO-17G10C-S17 STD. 20.5 29.5 608 98.2
MO-17G10C-S19 STD. 20.5 29.5 608 98.2
MO-18G10C-S18 STD. 20.5 29.5 608 98.2
MO-18G10C-S20 STD. 20.5 29.5 608 98.2
46
Section 11
Transmissions
FreedomLine™ Automated Transmissions

12-Speed FreedomLine
Torque
FWD. REV. 1 % 2 % 3 % 4 % 5 % 6 % 7 % 8 % 9 % 10 % 11 % 12
12-Speed Direct Drive M-13Z12A-A13 1,350 15.86 14.68 14.68 11.41 15.86 29 12.33 29 9.57 29 7.44 27 5.87 28 4.57 32 3.47 28 2.70 29 2.10 29 1.63 26 1.29 29 1.00
M-14Z12A-A14 1,450
12-Speed Overdrive MO-13Z12A-A13 1,350

MO-14Z12A-A14 1,450 15.81 14.62 11.41 8.88 12.33 29 9.59 29 7.44 29 5.78 26 4.57 29 3.55 31 2.70 29 2.10 29 1.63 28 1.27 27 1.00 28 .78
MO-15Z12A-A15 1,550
MO-16Z12A-A16 1,650
12-Speed FreedomLine — Additional Specifications

Optional Internal Oil Capacity Length Weight
Model Oil Pump (pints) (inches) (lbs.*) PTO
M-13Z12A-A13 STD. 23.25 31.7 565 Available
M0-14Z12A-A14 STD. 23.25 31.7 565 Available
*Weights are approximate, less shift controls, output yoke and lubricant.
16-Speed FreedomLine
Torque
FWD. REV. 1 % 2 % 3 % 4 % 5 % 6 % 7 % 8 % 9 % 10 % 11 % 12 % 13 % 14 % 15 % 16
16-Speed Direct Drive M-13Z16A-A13 1,350
M-14Z16A-A14 1,450 17.03 15.77 15.77 13.07 17.03 21 14.12 23 11.50 21 9.54 21 7.86 21 6.52 18 5.51 21 4.57 23 3.73 21 3.09 23 2.52 21 2.09 22 1.72 21 1.43 18 1.21 21 1.00
M-14Z16A-A15 1,550
M-16Z16A-A16 1,650
16-Speed Overdrive MO-13Z16A-A13 1,350

MO-14Z16A-A14 1,450 17.01 15.75 13.07 10.81 14.12 21 11.68 22 9.54 21 7.89 21 6.52 21 5.39 18 4.57 21 3.78 22 3.09 21 2.56 22 2.09 21 1.73 21 1.43 21 1.18 18 1.00 20 0.83
MO-15Z16A-A15 1,550
MO-16Z16A-A16 1,650
16-Speed FreedomLine — Additional Specifications

Optional Internal Oil Capacity Length Weight
Model Oil Pump (pints) (inches) (lbs.*) PTO
MO-14Z16A-A14 STD. 25.0 33.4 604 Available
*Weights are approximate, less shift controls, output yoke and lubricant.
47
Section 11
Transmissions
Platform “F” Manual Transmission Oil Capacities a
Oil PTO Oil PTO

Capacity Length Weight (% of Capacity Length Weight (% of
Model (Pints) (In.) (Lbs.) Engine) Model (Pints) (In.) (Lbs.) Engine)
RM9-115A c 20.0 28.9 588 75.8 RM10-125A c 20.0 28.9 588 75.8
RM9-125A c 20.0 28.9 588 75.8 RM10-135A c 20.5 29.5 605 75.8
RM9-135A c 20.5 29.5 605 75.8 RM10-145A c 20.5 29.5 605 75.8
RM9-145A c 20.5 29.5 605 75.8 M-14F10A-M16 c 20.5 29.5 605 75.8
RM9-155A c 20.5 29.5 608 75.8 RM10-155A c 20.5 29.5 608 75.8
RMO9-125A 20.0 28.9 588 101.7 RD10-145A 20.5 29.5 605 75.8
RMO9-135A 20.5 29.5 605 101.7 RMX10-115A c 20.0 28.9 588 101.7
RMO9-145A 20.5 29.5 605 101.7 RMX10-125A c 20.0 28.9 588 101.7
RMX9-125A c 20.0 28.9 588 101.7 RMX10-135A c 20.5 29.5 605 101.7
RMX9-135A c 20.5 29.5 605 101.7 RMX10-145A c 20.5 29.5 605 101.7
RMX9-145A c 20.5 29.5 605 101.7 MO-14F10A-M16 20.5 29.5 605 101.7
RMO9-115B 20.0 28.9 588 87.1 c
RMO9-125B 20.0 28.9 588 87.1 RMX10-155A c 20.5 29.5 608 101.7
RMO9-135B 20.5 29.5 605 87.1 RMX10-165A c 20.5 29.5 608 101.7
RMO9-145B 20.5 29.5 605 87.1 RMX10-115C c 20.5 29.5 605 98.2
RMX9-115B c 20.0 28.9 588 87.1 RMX10-125C c 20.5 29.5 605 98.2
RMX9-125B c 20.0 28.9 588 87.1 RMX10-135C c 20.5 29.5 605 98.2
RMX9-135B c 20.5 29.5 605 87.1 RMX10-145C c 20.5 29.5 605 98.2
RMX9-145B c 20.5 29.5 605 87.1 MO-14F10C-M16 20.5 29.5 605 98.2
c
RMX9-155B c 20.5 29.5 608 87.1
RMX10-155C c 20.5 29.5 608 98.2
RMX9-115R c 20.0 28.9 588 101.7
RMX10-165C c 20.5 29.5 608 98.2
RMX9-125R c 20.0 28.9 588 101.7
MO-16F10C-M18 20.5 29.5 608 98.2
RMX9-135R c 20.5 29.5 605 101.7 c
RMX9-145R c 20.5 29.5 605 75.8 RMO13-145A c 22.0 32.4 666 75.8
RM10-115A c 20.0 28.9 588 75.8
a Oil capacities are approximate. Fill the transmission to the bottom of the fill plug hole. On transmissions equipped with an oil pump
and/or oil cooler, operate the engine for five minutes after the initial fill and check the oil level again.
b Weights are approximate, less clutch housing, shift controls, output yoke and lubricant.
c Available with Meritor’s Engine Synchro ShiftTM (ESSTM) System. For ESS transmission models, replace the “M” in the above model
numbers with an “S”.
48
Section 12
SectionBearings
Wheel 12 and Wheel-Ends
Figure 12.1
WARNING
TYPICAL GREASE-LUBRICTED WHEEL BEARINGS
To prevent serious eye injury, always wear safe LUBE
Wheel Bearings
Grease the Bearings
WARNING
Support the vehicle with safety stands. Do not Check the Oil Level
work under a vehicle only supported by jacks.
Jacks can slip or fall over and cause serious NOTE: If you cannot observe the oil level because
personal injury. the sightglass is stained, remove the fill plug,
check the oil level with your finger and follow the
1. Raise the vehicle so that the wheels are off the procedures for Step 2, below. Replace the stained
ground. Support the vehicle with safety sightglass as soon as possible.
stands.
2. Remove the tire and wheel assembly. Remove 1. Check the oil level on the cap.
and dissemble the hub. 2. If the oil level is more than 1/4-inch (6 mm)
3. Use the correct cleaning solvent to remove the below the specified level on the cap, remove
old grease from all parts. Discard the seals. the fill plug.
Inspect the wheel bearings for wear or 3. Add the specified oil to the specified level.
damage. Replace worn or damaged bearings. Figure 12.2.
4. Before installing the wheel bearings, lubricate 4. Install the fill plug.
the bearing journals on the spindle with the
grease that is used for the bearings.
TYPICAL OIL-LUBRICATED WHEEL BEARINGS
5. Use a pressure packer to force the specified
grease from the large end of the cones into the
cavities between the rollers and cage. Pack the
hub between the bearing cups with grease to
the level of the smallest diameter of the cups.
O If a pressure packer is not available: Grease
the bearings by hand.
LUBE
6. Install the inner and outer bearing cones into
the cups in the hubs. The bearing cups must
be pressed tight against the shoulder in the
hubs.
7. Install new wheel seals in the hubs.
8. Install the hub and the wheel and tire
assembly. Install the outer wheel bearing cone
in the hub. Install the adjusting nut.
9. Adjust the wheel bearings.
49
Section 12
Drive Axle Hubs Without Fill Holes

1. Add the specified amount of lubricant through
the carrier or housing bowl oil fill hole.
2. Tilt the axle to the right and to the left to let the
oil flow into the hub cavities. Keep the axle
tilted for one minute in each position.
3. With the axle in the level position, add the
specified oil so that the level is even with the
bottom of the fill plug hole.
4. Install and tighten the fill plug.
Wheel-End Axle Greasing Intervals and Specifications

Greasing Interval Grease Specification Grade Description Temperature
Whichever comes first: Multi-Purpose O-617-A 1 Lithium 12-Hydroxy Refer to the grease
Grease (preferred) or Stearate or Lithium manufacturer’s
Replacing Seals or 2 Complex specifications for the
Relining Brakes O-617-B temperature service
(acceptable) limits.
On-Highway: 30,000 miles
(48 000 km)
On/Off Highway and
Off-Highway: Twice a year
Wheel-End Oil Change Intervals and Specifications

Check Oil Level 1,000 miles (1600 km) 1,000 miles (1600 km)
Petroleum Oil Whichever comes first. Seals replaced. Whichever comes first. Seals replaced.
Change Brakes relined. 100,000 miles Brakes relined. Once a year.
(160 000 km). Once a year.
Synthetic Oil — —
Change
Outside Temperature
°F °C
Meritor Military/SAE
Specifications Specifications Oil Description Min. Max. Min. Max.
and
SAE J2360
O-76J Gear Oil GL-5, SAE 75 –40 35 –40 2
Heavy-Duty MIL-L-2104 E A.P.I. -CD, -CE, -SG, –10 None –12 None
Engine Oil or F -SH or -SJ
SAE 40 or 50 a
Heavy-Duty MIL-L-210 E A.P.I. -CD, -CE, -SG, –15 None –26 None
Engine Oil or F -SH or -SJ
SAE 30 b
a Current designations are acceptable. Multi-grade engine oils are acceptable if the SAE rating ends in 40 or 50.
b Current designations are acceptable. Multi-grade engine oils are acceptable if the SAE rating ends in 30.
50
Section 13
List of Lubricants
Grease Lubricants a
Section
List of Lubricants
13
Meritor NLGI Outside

Specification Grease Typical Application Grade Grease Description Temperature
O-616 Brake Grease Cam Brake Anchor Pins, 2 Clay Base b
Mechanical Brake Anchor
Pins
O-616-A Brake Grease Air Disc Brake Caliper, 1 Clay Base Down to –40°F
Automatic Slack Adjuster, (–40°C)
Wedge Brake Components
O-617-A Multi-Purpose Cam Brake Chamber 1 Lithium 12-Hydroxy b
or Grease Brackets, Cam Brake Hold or Stearate or Lithium
O-617-B Down Clips, Cross Tube Ends, 2 Complex
Drag Link, Wheel Bearings,
King Pins and Bushings,
Knuckle Bushings, Manual
Slack Adjuster, Steering Arm,
Ball Studs, Tie Rod End Ball
Studs, Trailer Axle Wheel
Bearings, Wedge Brake
Hold-Down Clips, Wedge
Brake Shoe Contacts at
Anchors.
O-634-B Universal Joint Driveshaft Slip Yokes, 2 Lithium 12-Hydroxy b
Grease Driveshaft Splines, Driveshaft Stearate with
Universal Joints Molybdenum Disulfide
O-637 c Special Air Disc Brake Slide Pin, 1-1/2 Calcium b
Rust-Preventing Splines and Clevis Pins, Cam
Brake Grease Brake Camshaft Splines
O-645 Low-Temperature Air Disc Brake Caliper, 2 Synthetic Down to –65°F
Brake Grease Automatic Slack Adjuster, (–54°C)
Wedge Brake Components
O-647 Trailer Axle Bearing Trailer Axle Wheel Bearings 00 Synthetic b
Grease
O-661 High-Temperature Clutch Release Bearing 3 Lithium Complex b
Multi-Purpose Wheel
Bearing Grease
O-692 Automatic Slack Automatic Slack Adjuster 1&2 Lithium Base Down to –40°F
Adjuster Grease (–40°C)
a Grease recommendations are based on commercial products that have given satisfactory results in normal operation. However, there are
many proprietary grease products on the market which will perform satisfactorily and may be preferable because of supply problems,
common usage for other truck components, etc. When such products are recommended by reputable suppliers for the specific lubrication
of our components, Meritor has no objections, provided that these substitute products are equal to or better than Meritor
recommendations in lubrication properties, water resistance, corrosion protection, high and low temperature characteristics, oxidation
stability, shear stability, etc. All substitute products are subject to Meritor approval. For more information, contact an ArvinMeritor service
representative.
b Refer to the manufacturer’s specifications for the temperature service limits.
c Do not mix O-637 calcium-base, corrosion-control grease with other greases.
51
Section 13
List of Lubricants
Oil Lubricants
Outside Temperature
Meritor Military/SAE Oil °F °C

Specification Oil Typical Application Specifications Description Min. Max. Min. Max.
O-62 Petroleum Transfer Case — SAE 90 –10 None –12 None
Oil
O-63 Petroleum Transfer Case — SAE 140 –40 None – 4 None
Oil
O-76A Gear Oil Front Driving Axle, Front Driving MIL-PRF-2105-E GL-5 –10 None –12 None
Axle Wheel Bearings, Non-Driving and SAE 85W/140
Axle Wheel Bearings, Planetary SAE J2360
Axle, Rear Driving Axle, Trailer
Axle Wheel Bearings
O-76D Gear Oil Front Driving Axle, Front Driving GL-5 –15 None –26 None
Axle Wheel Bearings, Non-Driving SAE 80W/90
Axle Wheel Bearings, Planetary
Axle Wheel Bearings
O76E Gear Oil Front Driving Axle, Front Driving GL-5 –40 None –40 None
Axle Wheel Bearings
O-76J Gear Oil Front Driving Axle, Front Driving GL-5 –40 35 –40 2
Axle Wheel Bearings, Non-Driving SAE 75W
Axle Wheel Bearings
O-76L Gear Oil Front Driving Axle, Front Driving GL-5 –40 None –40 None
Axle Wheel Bearings
O-76M Full Rear Driving Axle, Trailer Axle GL-5 –40 None –40 None
Synthetic Wheel Bearings SAE 75W/140
Oil
O-76N Full Rear Driving Axle, Trailer Axle GL-5 –40 None –40 None
Synthetic Wheel Bearings SAE 75W/90
Oil
O-81 Full Transmission — SAE 50 –40 None –40 None
Synthetic
Oil
— Heavy Transmission MIL-L-2104 A.P.I. -CD, –10 None –12 None
Duty -E or -F* -CE, -SG,
Engine Oil -SH or -SJ;
SAE 50*
— Heavy Transmission A.P.I. -CD, –10 None –12 None
Duty -CE, -SG,
SAE 40*
— Heavy Transmission A.P.I. -CD, –15 10 –26 –12
Duty -CE, -SG,
SAE 30*
— Petroleum Transmission A.P.I.-GL-1; –10 None –12 None
Gear SAE 90
— Petroleum Transmission A.P.I.-GL-1; –15 None –26 None
Gear SAE 80
* Current designations are acceptable.
52
800-535-5560
www.arvinmeritor.com Copyright 2001 Maintenance Manual 1
All Rights Reserved Printed in the USA 16579/24240
Issued 10-68
$2.50
Double-Reduction
Drive Unit
Maintenance Manual No. 6A
Spiral bevel and hypoid gear first

reduction with spur type
inter-axle differential
2135 West Maple Road subject to change without notice or liability. Meritor Heavy Vehicle Systems, LLC, reserves the right to revise the
Troy, MI 48084 U.S.A. information presented or discontinue the production of parts described at any time.
800-535-5560
www.meritorauto.com © Copyright 1968
Meritor Automotive, Inc. Maintenance Manual No. 6A
All Rights Reserved Printed in the USA Issued 10-68
nosPIn/ ® detroit®
locker
automatic positive locking
traction differential
OWNER’S MANUAL
WITH WARNINGS and PRECAUTIONS
ON BACK COVER
PREFACE
Tractech has been a leading manufacturer of premium quality traction-adding differentials for over 50 years.
Each step in our manufacturing process, from design to final assembly and inspection, reflects the highest
industry standards.
This manual is intended to help provide safe and trouble free operation of NoSPIN/Detroit Locker
differentials for the life of the product. We strongly recommend that all who come in contact with the
products read this manual thoroughly.
GENERAL INFORMATION AND RECOMMENDATIONS
To Contact Tractech Telephone : (810) 759-3850 USA

Telex: 211864 TRAC UR U.S.A.
FAX: (810) 759-1645 U.S.A
Office Hours: 7:30 - 4:30 (ET) Mon. - Fri.
General Assistance: Customer Service Dept.
Technical Assistance: Engineering Dept.
Warranty Assistance: Customer Service Dept.
Printed Matter: Marketing Department
Glossary To assist the reader in understanding the language in this manual, a
glossary appears on pages 21-22.
Limited Warranty The complete Tractech Limited Warranty appears on pages 26-27. Owners
of NoSPIN/Detroit Locker differentials are encouraged to read this warranty
carefully before putting the vehicle into service.
Technical Bulletins Tractech has published several Technical Bulletins which are helpful sup-
plements to the information presented throughout this manual. Copies are
available by writing to the Marketing Dept.
Application Approval It is essential that NoSPIN/Detroit Locker differentials be used only in

applications approved by Tractech Engineering. Read pages 2-3 carefully
and follow the stated guidelines.
Model Lists Refer only to approved Tractech model lists when ordering or specifying
the products. Copies are available by writing to the Marketing Dept.
Vehicle Peformance The performance of a vehicle equipped with a NoSPIN/Detroit Locker

differential is somewhat different from that of a vehicle equipped with a
conventional differential. Read pages 3-4 carefully to assure proper under-
standing of the characteristics of the product.
Installation Before installing NoSPIN/Detroit Locker differentials, read pages 7-11

Note: Tractech recommends that a competent driveline mechanic perform
the installation in that tools of the trade are required. Note: The vehicle/axle
manufacturer’s instructions for installing a conventional differential must
be consulted when disassembling and reassembling axle components and
when making all final adjustments.
Maintenance Refer to pages 13-17 for important information regarding proper mainte-
nance of your NoSPIN/Detroit Locker differential. Carefully follow the rec-
ommended lubrication, service and inspection procedures.
Trouble Shooting Information on pages 18-20 will help owners and operators of NoSPIN
equipped vehicles diagnose and correct problems related to vehicle
performance.
TABLE OF CONTENTS
PREFACE, GENERAL INFORMATION AND RECOMMENDATIONS...................... Front Cover

APPLICATION............................................................................................................ 2-3
VEHICLE PERFORMANCE.......................................................................................... 3-4
EXPLODED VIEWS OF REPRESENTATIVE ASSEMBLIES ................................................. 5
OPERATION................................................................................................................. 6
INSTALLATION ......................................................................................................... 7-11
TESTS FOR PROPER INSTALLATION and OPERATION.................................................... 12
MAINTENANCE....................................................................................................... 13-17
TROUBLE SHOOTING..............................................................................................18-20
NEW IMPROVED DETROIT LOCKER TM - SPECIAL INSTRUCTIONS .............................. 21
NEW DETROIT C-LOCKER TM FOR C-CLIP AXLES - SPECIAL INSTRUCTIONS.......... 22-23
GLOSSARY............................................................................................................ 24-25
LIMITED WARRANTY.............................................................................................. 26-27
WARNING AND PRECAUTIONS.................................................................Back Cover
INSTRUCTIONS TO AXLE MANUFACTURER
AND CHASSIS ASSEMBLY PLANT....................................................................Back Cover
APPLICATION APPROVAL
Over the past 50 years, the optimum NoSPIN differential has been successfully utilized by a variety of on/
off road vehicle/axle manufacturers. Traditional applications are Medium/Heavy Truck, Construction,
Mining, Forestry, Agricultural, Military and Specialty Vehicles.
To ensure successful application of our product, Tractech Engineering requires approval for each
new vehicle/axle application. The following guidelines are examples of successful NoSPIN differential
applications:
• 6 x 4 (tandem-drive axle) Trucks Primary location - forward rear. Both rear axles for maximum mobility
if used 75% off-road.
• 4 x 4 Off Road Vehicles Farm tractors (articulated & rigid) front axle. Also rear axle for maximum trac-
tion (Consult Tractech Engineering.)
• Farm Tractors (straight frame with front-wheel-drive) - front axle only (cannot be used in rear axle with
individual wheel brakes).
• Loader - One axle only, either front or rear.
• Trencher - One or both axles.
• Front drive axles of Light Trucks. While successful in specialty vehicles, this application must be re-
viewed and approved by Tractech Engineering.
It is important when considering the use of a traction device to review key vehicle parameters i.e., loading,
geometry, power requirements, duty cycles (miles/hours) etc.
The following marginal applications must be reviewed with Tractech Engineering and our Differential
Application Approval Form No. 7003 is required. Successful field testing must be performed by the cus-
tomer prior to production approval by Tractech.
Examples are:
• Transit Busses - NoSPIN should not be used when operated in cities where sharp turns are required con-
tinually changing lanes, as in leaving bus stops to avoid parked vehicles.
© 1995 Tractech, a Titan Wheel Company.

® NoSPIN, Detroit Locker, Improved Detroit Locker and Detroit C-Locker are registered
Trademarks of Tractech
2
Transit busses utilized in non city operations are an acceptable application. School busses have also
proven to be another successful application for NoSPIN.
• Yard Tractors (Spotters)
Light-duty Pickup Trucks-Equipped with fifth wheels to pull “gooseneck” trailers in pickup and delivery
operations unless equipped with automatic transmission.
• Small Fork Lift Trucks - with short wheelbase and high turn angle capability utilized inside buildings on
smooth surfaces.
• Highway Tractors - with less than 120" wheelbase (see page 4 for details).
CAUTION:
•
ANY INCREASE IN THE SIZE OF THE VEHICLE’S ENGINE, TIRES, WEIGHT, ETC., MAY PROHIBIT USE OF
A NoSPIN DIFFERENTIAL IN A HERETOFORE APPROVED APPLICATION. ANY SUCH MODIFICATION
SHOULD BE REVIEWED BY TRACTECH ENGINEERING BEFORE CONTINUING TO USE THE PRODUCT.
THE NoSPIN DIFFERENTIAL DOES NOT INCREASE THE LOAD-CARRYING CAPACITY OR PAYLOAD
RATING OF THE VEHICLE OR VEHICLE COMBINATION.
• Model Lists
Refer only to approved Tractech model lists when ordering or specifying NoSPIN/Detroit Locker dif-
ferentials. Copies are available by writing to the Marketing Dept.
VEHICLE PERFORMANCE
• The performance of a vehicle equipped with a NoSPIN/Detroit Locker differential is somewhat different
from that of a vehicle equipped with a conventional differential. For example:
When turning a corner, the sound of component disengagement and re-engagement may be audible, and
the transfer of driving torque from both wheels to one wheel may be noticeable.
When going from drive (acceleration) to coast (deceleration) in a turn, a “metallic” sound may be heard
as torque flow is reversed (inside wheel engaged during acceleration; outside wheel engaged during
deceleration).
These characteristics are normal because of backlash designed into the NoSPIN differential, which
is of a fixed amount (1 to 2 inches of rotation at the tire tread).
Backlash or slack between the driving and driven clutch teeth is an inherent part of the NoSPIN and
necessary to permit automatic operation when driving in forward and reverse. The total backlash in the
driveline is increased by the amount of the reduction between the ring gear and pinion. If the ring gear-
pinion ratio is 5 to 1, the total backlash in the driveline with the NoSPIN would be about 30ø. This in turn
is increased by clearances between planetary gear, sliding splines and the ring and pinion gear. We feel
that the total driveline slack can amount to as much as 1/4th turn of the driveline without being abnormal,
but if it exceeds 1/4 turn, other parts in the drivetrain could be checked. Further clarification of operational
and performance characteristics is available through Technical Bulletin No. 81-1044. A copy is available
by writing to our Marketing Dept.
• Anything that improperly causes a difference in individual wheel speeds such as mismatched tire
diameters due to differences in tire wear or tire pressure, or unbalanced loading of the vehicle
(especially cargo vehicles, or vehicles operated on a side slope) can cause the NoSPIN differential to
deliver power to only one side of the vehicle and thus cause steering problems.
3
VEHICLE PERFORMANCE - Cont’d.
The diameter of the tires can be adjusted by

varying the air pressure of the tires. Match
the distance from the top of each tire rim to
the pavement.
When negotiating a turn (outside wheel disengaged), the inside wheel under conditions of poor traction,
may receive excessive torque, which could cause it to break traction momentarily until its speed is equal
to the outside wheel. This will result in re-engagement of the outside wheel thus allowing both wheels
to be driven. This condition is most noticeable with lightly loaded axles.
Certain vehicles equipped with NoSPIN differentials, such as short wheelbase trucks (e.g., under 120"
wheelbase) and four wheel drive trucks with a NoSPIN diflerential in the front steering axle, can
experience “understeer” when negotiating a turn underpower. Releasing the accelerator will reduce the
torque and improve steering.
Use extreme caution when accelerating or decelerating on slippery or unstable surfaces. Vehicles/axles
equipped with traction differentials are inherently more sensitive to side-slip than vehicles equipped with
conventional differentials. Stability can be retained if side-slip occurs by decelerating (letting off the ac-
celerator). CAUTION: DO NOT APPLY THE BRAKE. TO DO SO MAY RESULT IN LOSS OF VEHICLE
CONTROL.
Braking capacity is reduced when a NoSPIN differential equipped vehicle makes a turn while coasting
downhill in that the inside wheel is then disconnected from the driveline. Operating in low gear will allow
the engine to act as a retarder and will improve braking capacity.
If the vehicle is stationary on a dry surface, easier steering can beachieved by moving thevehicle slightly
in either forward or reverse. (Assure that proper steering pressure is maintained.)
NOTE:
If replacing limited-slip differentials in Rockwell, Eaton or Dana axles with NoSPIN differentials, also replace
the differential case halves with the axle manufacturer’s standard differetial case halves. NoSPIN
differentials are designed to fit standard differential case halves. NoSPIN differentials will not fit properly
into limited-slip differential case halves.
THE NoSPIN DIFFERENTIAL DOES NOT INCREASE THE LOAD-CARRYING CAPACITY OR PAYLOAD
RATING OF THE VEHICLE OR VEHICLE COMBINATION.
IMPORTANT! READ THE CAUTIONARY NOTICES REFERENCED ON THE BACK COVER.
4
EXPLODED VIEWS OF REPRESENTATIVE ASSEMBLIES
The following exploded views of NoSPIN differentials (there are five “styles”)* illustrate the various com-
ponents that make up the complete assembly. Certain components differ slightly in appearance between
style, but their function - and the function of each of the five style NoSPIN differentials - is the same.
NoSPIN differential with spider assembly and internal springs and retainers; fits support case in vehicle.
NoSPIN differential with spider assembly and external springs and retainers; supplied with support case.
NoSPIN differential with spider assembly and external springs and retainers; fits support case in vehicle.
NoSPIN differential with central driver assembly and external springs and retainers; supplied with support
case.
• Assembly style not shown:

New IMPROVED Detroit Locker - See page 21
Models with central driver, external springs and retainers without support case.
Copies of style not shown are available by writing to the Marketing Dept.
5
OPERATION
The NoSPIN differential powers both wheels yet allows the vehicle to perform as if the axle half-
freely permits wheel speed differentiation when shafts had been welded - the axle is completely
required. locked. This means both wheels turn at the same
speed if one wheel loses traction or leaves the
Prime functions ground the opposite wheel which still has trac-
1. Assures 100% of the available torque and in- tion, continues to drive the vehicle until traction is
creases drawbar pull. regained by both wheels. There can be no one-
wheel spinout. (Fig. 2)
2. Prevents wheel spin and power loss when one
wheel loses traction. When the vehicle turns a corner or when one
wheel passes over an obstruction the outside
3. Compensates for differences in wheel travel wheel, or the wheel passing over the obstruction,
when turning or operating on uneven must travel a greater distance and therefore faster
surfaces. than the other wheel. When this occurs, the NoSPIN
differential automatically allows for the necessary
The drive axle illustrated below (Fig. 1) is equipped difference in wheel speed.
with a NoSPIN differential. Note that there are no
spider gears, but rather two drive members, called During a turn (Fig. 1), the inside driven clutch
driven clutch assemblies. They mate with a spider remains completely engaged with the spider and
assembly which is driven by the ring gear through continues to drive the vehicle. The outside driven
the differential support case. clutch automatically disengages from the spider,
allowing the outer wheel to turn freely in the turn.
As long as the vehicle is operated in a straight When the vehicle completes the turn, the outside
forward or reverse direction over a smooth sur- driven clutch automatically reengages the spider,
face the driven clutch assemblies remain locked as both wheels again travel at the same speed.
to the spider assembly. The NoSPIN differential
Fig. 1 Fig. 2
6
INSTALLATION
Refer only to an approved Tractech model list when ordering or specifying the product. Copies are avail-
able by writing to the Marketing Department.
It is essential that NoSPiN/Detroit Locker differentials be used only in applications approved by Tractech
Engineering. Read pages 2-3 carefully and follow the approved guidelines.
The installation procedure presented on pages 8-11 applies to all NoSPIN differentials (except ‘R’ Model
NoSPIN Differentials). However, the procedure will differ slightly depending upon the specific vehicle.
Therefore it is essential to consult the vehicle/axle manufacturer’s instructions for installing a
differential.
Most NoSPIN/Detroit Locker differentials are designed to fit directly into the standard differential support
case in the vehicle. Where it is not possible to fit the standard support case manufactured by the vehicle/
axle maker, the NoSPIN differential is supplied with a case manufactured by Tractech. Therefore, two sets
of installation instructions are provided.
NoSPIN differentials are easily installed in the field. However, it is recommended that a competent driveline
mechanic do the work in that tools of the trade are required.
The NoSPIN differential is designed to fit the components in the axle. No machining is required. The
procedure is the same as it is for installing the original differential. A competent mechanic can install the
NoSPIN in the same time required to replace the original differential. Caution: It is recommended every
safety precaution be practiced while performing the work when disassembling and reassembling axle
components and when making all final adjustments.
7
Installation Instnuctions for NoSPIN/Detroit Locker Diffentials
Supplied Without a Support Case
For New IMPROVED Detroit Locker - See page 21
Disassembly: (Steps 1-5)
Step 1 Refer to the vehicle/axle manufac-

turer’s recommendations for removing the
differential assembly from the axle. Ensure
that all safety precautions are implemented.
Step 4 Wash the differential case, ring gear,

differential case bolts and bearing assem-
blies using a non-flammable, non-toxic clean-
ing solvent that will not etch, scratch or
oxidize the components. Rinse in clean sol-
vent and dry. Inspect for damage, wear or
corrosion. Replace if necessary with iden-
tical, axle/vehicle manufacturer approved
components. NOTE: BE SURE ALL THRUST
WASHERS HAVE BEEN REMOVED FROM
THE DIFFERENTIAL CASE. FAILURE TO DO
SO WILL CAUSE THE NoSPIN DIFFEREN-
Step 2 Following the procedure recom- TIAL TO MALFUNCTION.
mended by the vehicle or axle manufacturer,
remove the ring gear and differential case as-
sembly from the axle carrier.
CAUTION: Do not use heat to disas-

semble drive axles. To do so can destroy
heat treat properties, weaken or distort
axle components or result in a mishap
which can cause injury, even death.
Step 3 Mark the differential case halves so

they may be reassembled in their original Step 5 Clean and examine the splined ends of
position. Open the case. Remove and store the axle shafts. Remove any roughness or
the original differential components. Retain burrs with a file or stone. Examine the shafts
the original differential case, ring gear, and for straightness, cracks or other damage.
differential case bolts. Do not remove bear- Replace if necessary. Make sure splines on
ing cone assemblies from the case halves; do axle match the splines on NoSPIN differen-
not remove the ring gear from the case half. tial side gear.
8
Installation: (Steps 6-14)
Step 10 Insert axle shafts into splined side
Step 6 Position the NoSPIN differential as- gears of the NoSPIN differential. The shafts
sembly in the case half which is attached to should slide in freely but fit correctly.
the ring gear.
CAUTION: DO NOT REMOVE THE RE-
TAlNER BOLT, NUT AND WASHERS AT THIS
TIME. To do so will release the compressed
springs, which can cause injury.
Step 11 Install the differential and ring gear

assembly in the axle housing. Complete the
reassembly of associated componente as
recommended by the vehicle/axle manufac-
Step 7 Position the remaining differential turer’s instructions. Note: Contamination
case half over the NoSPIN differential. BE such as metal particles in the differential
SURE ROTH CASE HALVES ARE IN THE case, can cause the differential to malfunc-
ORIGINAL (MARKED) POSITION. tion. Be sure the axle housing is clean be-
fore proceeding.
Step 12 Refill the axle housing with lubricant

recommended for differentials by the ve-
hicle/axle manufacturer.
Step 8 Using a torque wrench tighten the

differential case bolts securely to the torque
limit recommended by the vehicle/axle manu-
facturer’s instructions. Assure that there is a
tight fit between the spider trunnions and the
case. (A loose fit between the spider and the
case can cause malfunction of the NoSPIN
differential.)
Step 13 Apply Caution Label to instrument
panel in full view of operator or mechanic. If
you did not receive this label, contact
Tractech’s Marketing Department.
Step 14 Follow the test procedures outlined

on page 12 to assure proper installation and
operation of the NoSPIN differential.
NOTE: IF THE NoSPIN DIFFERENTIAL IS
DISASSEMBLED, be sure to reassemble
both clutch assemblies to the spider as-
sembly with the ‘slot’ in each holdout ring
Step 9 Remove the retainer bolt, nut and over the long tooth of the spider.
washers. (Retain for future service work.)
9
Installation Instructions for NoSPIN/Detroit Locker Differentials
Supplied With a Support Case
FOR NEW IMPROVED Detroit Locker TM - See page 21

FOR NEW Detroit C-Locker TM - See page 22
Disassembly: (Steps 1-5)
Step 1 Refer to the vehicle/axle manufac-

turer’s recommendations for removing the
differential assembly from the axle. Ensure Step 4 Remove the ring gear from the origi-
that all safety precautions are implemented. nal differential case. Record the dimension
from the ring gear frange face to the nearest
bearing shoulder. Record the dimension from
one bearing face to the other.
Step 2 Following the procedure recom-

mended by the vehicle or axle manufacturer,
remove the ring gear and differential case as-
sembly from the axle carrier. Step 5 Store the original differential and case
for use if the NoSPIN differential re-
CAUTION: Do not use heat to disas- quires service. Protect parts from damage or
semble drive axles. To do so can destroy corrosion.
heat treat properties, weaken or distort
axle components or result in a mishap
which can cause injury, even death.
Step 6 Wash the ring gear, ring gear bolts,

shims, and bearing races using a nonflam-
Step 3 Using the proper bearing puller, care- mable, non-toxic cleaning solvent that will
fully remove the bearing cone assemblies not etch, scratch or oxidize the parts. Rinse
from the original differential case. Replace in clean solvent and dry. Inspect for damage,
bearings if worn or damaged during disas- wear or corrosion. Replace if necessary with
sembly. If shims are used behind the bear- identical axle/vehicle manufacturer approved
ing cone assemblies, record the amount components.
shim pack under each bearing.
10
Step 10 Using an arbor press with an arbor
of the correct size, press the bearing cone
and roller assemblies onto the hubs of the
Step 7 Clean and examine the splined ends of NoSPIN differential support case until they
the axle shafts. Remove any roughness or are properly and squarely seated.
burrs with a file or stone. Examine the shafts
for straightness, cracks or other damage.
Replace if necessary. Make sure splines on
axle match splines on NoSPIN differential
side gear.
Step 11 Install the differential and ring gear

assembly in the axle housing. Complete the
reassembly of associated components as
recommended by the vehicle/axle manufac-
turer’s instructions. Note: Contamination,
such as metal particles in the differential
case, can cause the differential to malfunc-
tion. Be sure the axle housing is clean before
proceeding.
Step 8 If shims are used behind the bearing Step 12 Refill the axle housing with lubricant
cone assemblies, measure the NoSPIN dif- recommended for differentials by the ve-
ferential support case from the ring gear hicle/axle manufacturer.
flange face to the nearest bearing shoulder
and from one bearing shoulder to the other.
Adjust the shim pack at each bearing journal
to the dimension recorded previously from
the original differential case.
Step 13 Apply Caution Label to instrument

panel in full view of operator or mechanic. If
you did not receive this label, contact
Tractech’s Marketing Department.
Step 14 Follow the test procedures outlined

on page 12 to assure proper installation and
operation of the NoSPIN differential.
Step 9 Using a torque wrench, bolt the ring NOTE: IF THE NoSPIN DIFFERENTIAL IS
gear to the NoSPIN differential and case DISASSEMBLED, be sure to reassemble
assembly. Tighten the ring gear bolts se- both clutch assemblies to the spider as-
curely to the torque limit recommended by sembly with the ‘slot’ in each holdout ring
the vehicle/axle manufacturer. over the long tooth of the spider.
11
TEST FOR PROPER INSTALLATION AND OPERATION
INSTALLATION TEST LOOKING FORWARD FROM THE REAR
Step 1
With the engine turned off, raise NoSPIN equipped driving
axle(s) until all wheels are out of contact with any surface.
Place the transmission in gear or park so that the drive-
shaft is locked and does not rotate.
Test for forward disengagement:
Step 2
With two people, rotate both wheels rearward, as far as
possible to lock both wheels.
Step 3
With the left wheel securely held in the rearward direction,
rotate the right wheel slowly forward. A taint indexing or
clicking sound should be heard as the NoSPIN disengages
on the right side.
Step 4
With the right wheel slowly rotating forward, the left wheel
should be rotated slightly forward. This will lock both
wheels.
Step 5
Again, rotate both wheels rearward, as far as possible to
lock both wheels.
Step 6
With the right wheel securely held in the rearward direc-
tion, rotate the left wheel slowly forward. A faint indexing
or clicking sound should be heard as the NoSPIN is dis-
engaged on the left side.
Step 7
With the left wheel slowly rotating forward, the right wheel
should be rotated slightly forward. This will lock both
wheels.
Repeat steps 2-7 except, test for reverse disengagement.

If the above steps are completed successfully and rotating
wheels disengage easily by hand, rotate freely and evenly,
lock both wheels when required, and produce a faint
indexing or clicking sound, then the NoSPIN is properly
installed and is functioning correctly.
IF EITHER WHEEL DOES NOT ROTATE FREELY IN EITHER

DIRECTION or does not lock both wheels as required, re-
check the installation of the NoSPIN in the axle. Also, check
hand and foot brakes for possible drag caused by improp-
er adjustment. Be sure that all thrust washers have been
removed from the standard differential support case.
To check normal NoSPIN operation, drive the vehicle on a
flat surface with good traction, in a right or left circle in for-
ward and reverse to be sure that the outside wheel is free
to overrun (i.e. that the outside tire does not scuff). A click-
ing or indexing sound may be heard. The sound of gear re-
engagement may also be heard upon completion of the
turn. This is normal.
OPERATION TEST
Check to see that both wheels of each NoSPIN differential
equipped axle are driving. Make this test under load, so
that engine torque is applied through the NoSPIN differen-
tial with the wheels on the ground. One way to achieve this
load is to drive up against a solid obstruction (on loose
dirt or gravel, if possible) and attempt to spin both wheels
together. Perform this test in forward and reverse.
(Exercise caution when performing this test to avoid dam-
age to vehicle or obstruction.) CAUTION: DO NOT
OPERATE THE VEHICLE IF BOTH WHEELS OF A
NoSPIN/DETROIT LOCKER EQUIPPED AXLE ARE
NOT DRIVING. POWER TO ONLY ONE WHEEL CAN
CAUSE SERIOUS STEERING PROBLEMS AND
LOSS OF VEHICLE CONTROL AND RESULT IN A
MISHAP WHICH CAN CAUSE PROPERTY DAMAGE,
INJURY, EVEN DEATH.
12
MAINTENANCE
Caution: When servicing any driveline components of a NoSPIN differential equipped axle, ensure
that the engine is switched off and all wheels are free of the ground to prevent the vehicle from moving.
Axles equipped with NoSPIN/Detroit Locker differentials deliver power to both wheels - even when only
one wheel is on the ground. Failure to observe these cautionary measures may cause the vehicle to
move which can result in a mishap which can cause property damage, personal injury, even death.
Caution Label
Vehicles equipped with NoSPIN differentials should be identified by a Caution label mounted on the
instrument panel.
Lubrication
All NoSPIN differentials are designed to operate in those lubricants recommended by the vehicle/axle manu-
facturer. No special lubricant is needed. For very cold weather applications, use the lightest oil the axle
manufacturer will allow to overcome possible sluggish re-engagement of the driven clutch assemblies.
Routine Inspection
Carefully follow the recommended lubrication, preventative maintenance and inspection procedures of the
vehicle/axle manufacturer as part of all NoSPIN differential preventative maintenance. Except for testing for
proper operation, and a possible change in the way brake adjustments are made (as explained below),
maintenance, inspection and lubrication requirements of NoSPIN differential equipped vehicles are the
same as for vehicles with standard differentials.
Check for Proper Operation of NoSPIN Differential

At 90 day intervals, the drive axles should be raised and the NoSPIN differential checked (see page 12) to
be sure it is operating properly. This test will also determine if both axle shafts are intact.
Adjustments
No adjustments or alterations should be made to the NoSPIN differential. Refer to the vehicle/axle manu-
facturer’s instructions for adjustments to other components in the axle.
When making brake adjustments, the wheels on both sides of the vehicle must be raised and the
transmission placed in neutral so that the ring gear and opposite wheels are free to rotate with the wheels
on the side being adjusted.
Servicing NoSPIN Differentials

Any decision to disassemble the axle for inspection should be made only after performing the installation
and operation tests stated on page 12 and after consulting the vehicle/axle manufacturer’s manual and de-
termining that the NoSPIN differential, or some other axle component, is not working properly. Review the
“Trouble shooting” section on pages 18-20 to determine whether the situation requires removal of theNoSPIN
differential from the vehicle.
Removal of the NoSPIN Differential From the Axle

Refer to the vehicle/axle manufacturer’s instructions. The procedure for removing the NoSPIN differential
case and ring gear assembly is the same as for the original differential. It is not necessary to remove the
ring gear from the differential case half unless the standard support case is being replaced or the NoSPIN,
differential was supplied with a case manufactured by Tractech.
Retaining Bolt
A retaining bolt, washers and wing nut are useful to keep the NoSPIN differential assembly intact when
removing it from the differential case and when reinstalling it in the axle housing. CAUTION: FAILURE
TO USE A RETAINING BOLT OR SOME OTHER RESTRAINING MEANS WHEN SEPARATING THE DIFFER-
ENTIAL CASE HALVES CAN CAUSE INJURY IN THAT NoSPIN DIFFERENTIALS HAVE COMPRESSED
SPRINGS.
13
MAINTENANCE - Cont’d.
The bolt, washers and wing nut used to retain the NoSPIN differential assembly when it was shipped from
the factory, as illustrated on page 13, are best for this purpose. You will note that the retaining washers must
be small enough to pass through the case ends (dimension “A”), yet large enough to restrain the two side
gears (dimension “B”) and the balance of the NoSPIN differential assembly when all parts are assembled
and the springs are compressed.
Disassembly of the NoSPIN Differential

1. Mark the differential case halves so they can be reassembled in their original position when repair or
inspection is completed.
2. Insert the NoSPIN differential retaining bolt and washer assembly. Thread the nut fingertight against
the washer. (Fig. 3) If a retaining bolt and washer assembly are not available, hold the differential case
firmly as the last bolts are being removed from the case halves to absorb spring pressure and
prevent possible iniury.
Fig. 3
3. Separate the case halves and remove the NoSPIN differential assembly.
4. Release the retaining bolt and washer assembly while firmly holding the NoSPIN differential to absorb
the spring pressure.
5. Remove side gears, springs, spring retainers, driven clutch assemblies and spider assembly.
Inspection of Components
1. Wash all components thoroughly with a non-flammable solvent that will not etch, scratch or oxidize
the parts. Rinse in clean solvent and dry.
2. Inspect the splines on the driven clutches. Remove any burrs or small chips with an abrasive stone or
electric burr grinder. If sections of the spline are broken away, replace the components.
Inspect the teeth on the driven clutches. If wear or chipping is present, replace the component.
Check holdout rings for fractures and chipping or excessive wear of the lugs. Replace as required.
NOTE: The holdout ring and driven clutch are serviced as an assembly.
3. Inspect the teeth on the spider and center cam. If wear or chipping is present, replace the component.
Check the center cam for free movement.
NOTE: The spider and center cam are serviced as an assembly.
4. Inspect the splines on the side gears. Remove any burrs or small chips. If splines are broken or badly
chipped, or if hub walls are fractured, replace the component.
Inspect the side gear spline fit on its mating axle shaft. Be sure the splines do not bind.
14
5. Check the spring load at the operating height. (See chart on page 17)
6. Carefully examine the differential case. If worn or scored, the case should be replaced.
7. Examine the bearings, ring gear, ring gear bolts and nuts. Replace if necessary with new components
that meet the vehicle/axle manufacturer’s specifications.
CAUTION:
If major components (e.g. spider assembly or driven clutch assemblies) show excessive wear, the com-
plete NoSPIN differential should be replaced. If a component is replaced, mating components should
also be replaced in that it is likely that they too are damaged. Use of worn or damaged components can
lead to a recurrence of the original problem. NOTE: Use only Tractech approved components when
repairing NoSPIN/Detroit Locker differentials.
Reassembly Procedure for NoSPIN Differentials
Assemble a spring retainer over the side gear splines with the retaining lip pointed up. It should seat
against the side gear shoulder.
Place a spring over the side gear spline and against the retainer lip with the smaller diameter of the
spring against the retainer (Fig. 4).
Fig. 4
NOTE: Verify that the spring is functioning freely. Be sure the spring is not binding, that the coils
do not overlap and that there is good contact between the coil and the spring retainer
Assemble the two clutch assemblies to the spider assembly.
IMPORTANT:
Be sure the ‘slot’ in each holdout ring is properly aligned over the long tooth of the spider assembly.
Position the spider assembly and clutch assembly on top of the spring.
Assemble the other retainer and spring on the other side gear as previously indicated, and position on
top of the spider and clutch assembly.
Using a mechanical press (or other safe means) compress the springs and fasten the NoSPIN together
with a retaining bolt, washers and wing nut (Fig. 5). Be sure the side gear splines are completely meshed
with the clutch spline.
Fig. 5
15
MAINTENANCE - Cont’d.
CAUTION:
Failure to use a retaining bolt or some other restraining means when assembling the NoSPIN can cause
injury in that all NoSPIN differentials have compressed springs.
6. Lay the ring gear and flanged half of the differential case on a bench with the bearing end of the case
hub down and the inner case facing up. ENSURE NO THRUST WASHERS ARE INSIDE THE CASE.
7. Install the NoSPIN differential in the flanged differential case half.
8. Mount the plain case half over the side gear. ENSURE NO THRUST WASHERS ARE INSIDE THE CASE.
9. Position the case halves firmly together with the punch marks aligned and install the case bolts.
10. Tighten case bolts to the torque specified by the vehicle/axle manufacturer. Check to be certain of a tight
fit between the two case halves at all points and between the trunnion mounts in the case and the spider
trunnions (Fig. 6).
Fig. 6
11. Remove the wing nut, washers and retainer bolt.
12. Follow the vehicle/axle manufacturer’s instructions for reinstallation of the ring gear and differential
case assembly into the axle carrier.
13. BEFORE OPERATING THE VEHICLE PERFORM INSTALLATION AND OPERATION TEST STATED ON
PAGE 12 TO ENSURE CORRECT RE-ASSEMBLY OF COMPONENTS.
16
SPRING LOAD (in lbs. minimum)
AT OPERATING HEIGHT
Spring load should be checked at the operating height specified in the above table for an approximate
reading. A dial indicator type spring tester is the best tool for this procedure. However, if one is not available,
a weight equal to the load specified in the table can be placed on the spring and the height can be measured
with the weight in place on the spring. Tech Data Report #80-1038 can be used to assist in making a decision
as to whether the spring should be replaced.
17
TROUBLE SHOOTING
An important function of an owner/operator in the field is that, one of the many hats he is required to wear
is the one labeled “trouble shooter.”
Trouble shooting can be a very frustrating, elusive job. However, if some basic rules are followed in a
systematic order, solutions can be easily obtained.
The following guidelines can be utilized for trouble shooting both on and off highway vehicle applications.
However, some techniques used for on/highway vehicles are not as important for off/highway vehicles:
1. Before tearing down an axle and differential make sure you get the correct “story” from a reliable source.
Then actually try the vehicle yourself inspect any previously removed components question asso-
ciated failures ask if it has occurred before. In other words, get the facts and don’t over-react.
2. Read the Trouble Shooting Section. (Enclosed)
3. Perform a Functional Check. (Enclosed)
4. Check tire rolling radii. Assure that all tires are within specifications. (This applies primarily to on/
highway vehicles.)
5. If all the previous checks do not reveal the problem or offer a solution, then the NoSPIN must be
removed. Upon removal, look for the following:
A. Contamination in the oil or on the components.
B,. Obvious broken or worn parts.
C. Mis-assembly i.e., retainers installed backwards, thrust washers left in, spring jumpea over
retainer, etc.
D. Heavy wear on spider and clutch drive teeth i.e., Tooth rounding, 5 degree negative angle gone,
corner chipping of teeth. (These components are usually the main areas of wear.)
E. Telltale signs of eccentric wear, patterns on components, indicating possible cause of shaft
problems.
F. Check NoSPIN assembly for pair-up, hand cam, H.O.R. tension, backlash, etc.
6. After inspection of the NoSPIN and associated axle components, a new unit should be installed and a
complete functional check and vehicle performance check should be made.
7. If during the visual inspection a solution to the problem is not obtained, the unit should be returned to
Tractech, attention of the Customer Services Manager. Call first for a return authorization number.
18
The following chart will assist owners and operators of NoSPIN differential equipped vehicles diagnose and
correct problems related to vehicle performance. Potential problems are stated on the left; possible causes
for those problems are listed, by number, on the right. The explanation of these “possible causes” follows
on page 20.
* NOTE: NoSPIN differentials will emit occasional “metallic” sounds

due to backlash built into the unit. This is normal! See backlash under
Vehicle Performance on pages 3-4.
TROUBLE SHOOTING - Cont’d.
Possible Causes for Vehicular Problems
1. Improper installation; defective NoSPIN differential. Follow test procedures outlined on page 12.
Correct installation or repair or replace the NoSPIN differential if the vehicle fails any step of the test
procedure.
2. Overloading and/or improper weight distribution. Remove excess weight and redistribute the load
from side to side, according to the vehicle/axle manufacturer’s instructions.
3. Unequal rolling radii of the drive wheel. A smaller rolling radius tire will cause the tire to overrun
constantly when power is applied. The other tire (with the larger rolling radii) will do all the driving.
Replace tires or adjust tire pressures until rolling radii are equal.
4. Broken axle shaft. Replace. NOTE: It is possible to operate a NoSPIN equipped vehicle on one axle
shaft. However, this practice is not recommended in that serious damage can occur to other axle
components.
5. Bent axle shaft or housing; axle shafts on different center lines. Replace bent axle shafts or housing,
or realign hub faces and bolt circles in both the differential carrier and axle housing.
6. Larger than normal steering angle; short turning radius. Vehicles designed with high turning angles
may surge, have steering difficulty and cause tire wear during sharp turns. Reduce maximum turning
angle and have the driver decelerate when engine surge begins.
19
7. Incorrect wheel alignment. Correct as required.
8. Worn or defective axle components. Check the condition of the ring gear, pinion gear, bearings,
seals, etc. Replace as required.
9. Foreign matter in axle housing or improper assembly of axle components. Inspect for contamina-
tion. Check assembly of axle components.
-
10. Incorrect ring and pinion adjustments, worn driveline components (transmission gears, U-joints,
etc.). Replace or adjust components as required.
11. High crown in road, poor traction surface under all drive wheels. The tendency to side-slip or
“fishtail” on icy roads sloping toward the curb is more pronounced when using a traction differential
than when using a conventional differential. Stability can be retained when side-slip occurs by
decelerating (letting off the accelerator). CAUTION: Do not apply the brake. To do so may result
in loss of vehicle control.
12. High Viscosity Lubricant. In very low temperatures, gear lubricant can thicken and impede the normal
function of the NoSPIN differential. Tractech recommends that the axle oil be changed for very cold
weather operation to the lightest acceptable lubricant allowable by the axle/vehicle manufacturer. Heat
control devices, garaging and a warm up period may also provide relief from this problem in extreme
low temperatures.
13. Low steering cylinder pressure, undersized steering cylinder, excessive angle of articulation,
excessive vehicle weight. Correct as required.
14. Improper application of product. Review application guidelines on pages 2-3.
15. Insufficient front axle overrun ratio (lead) for farm tractors (straight frame with front wheel assist
power). Take physical measurement, increase to minimum of plus three (+3) percent by increasing
tire pressure in front tires and/or reducing tire pressure in rear tires, within the tire manufacturer’s
recommendations.
20
TM
NEW IMPROVED Detroit Locker DIFFERENTIAL
SPECIAL INSTRUCTIONS
TO IDENTIFY
New IMPROVED Detroit Locker differential models in the 187S and 225S series’ have an “L” added to the model num-
ber, such as 187SL-16A. They replace the previous model.
APPLICATIONS
These units are designed for light trucks including 2 wheel drive and 4 wheel drive vehicles, and high
performance passenger cars.
VEHICLE PERFORMANCE
Performance is similar to that of NoSPIN/Detroit Locker - equipped light trucks, pages 3-4. The new IMPROVED
Detroit Locker operates in the drive - coast mode without the familiar harsh feel and sound. Everyday driving is qui-
eter and smoother, yet maximum traction is immediately available.
EXPLODED VIEW
Note the additional parts compared to NoSPIN/Detroit Locker differentials, page 5. New IMPROVED Detroit Locker
models are supplied with either a spider or central driver and a support case.
OPERATION
Operation is identical to that of NoSPIN/Detroit Locker - equipped vehicles, page 6.
INSTALLATION
Installation of a new IMPROVED Detroit Locker is similar to that of a NoSPIN/Detroit Locker differential, pages 7, 10
and 11. Important: Thrust washers are supplied installed inside the support case. The instructions on pages 8,
12 and 16 to “Be sure all thrust washers have been removed” DOES NOT APPLY to the two thrust washers
supplied with the new IMPROVED Detroit Locker models.
Caution: If for any reason the thrust washers supplied have been removed from the support case
halves supplied, reinstall only the two thrust washers supplied by Tractech by locating the tabs in slots,
with the oil groove facing you.
Caution: If for any reason the new IMPROVED Detroit Locker unit is disassembled, reinstall the disc
(Belleville) springs - there will be one, three or four on each side - with the large diameter against the
side gear.
Be sure to install the Caution label and this Manual in the vehicle.
Perform this test as described on page 12.
MAINTENANCE
Follow the instructions and cautions as described on pages 13-16 except that the Instruction on page 16 to “Be
sure all thrust washers have been removed” DOES NOT APPLY to the thrust washers supplied with the new
IMPROVED Detroit Locker models.
TROUBLE SHOOTING
The help provided on pages 18-20 apply to the new IMPROVED Detroit Locker differential.
21
NEW Detroit C-Locker TM DIFFERENTIAL
for C-Clip Retained Axles
SPECIAL INSTRUCTIONS
TO IDENTIFY
Detroit Lockers for C-Clip retained axles in the 187 and 225 series have a “C” instead of an”S~ in their model
number, such as 187C-145A.
APPLICATIONS
These units are designed for light trucks including 2-wheel-drive and four-wheel-drive vehicles, and high
performance passenger cars.
VEHICLE PERFORMANCE
Performance is identical to that of NoSPiN/Detroit Locker - equipped vehicles, page 3-4.
EXPLODED VIEW
OPERATION
Operation is identical to that of NoSPIN/Detroit Locker - equipped vehicles, page 6.
INSTALLATION
Installation of a Detroit C-Locker for differential is similar to that of a Detroit Locker differential, pages 10 and
11 up to Step 11. The following steps must be carried-out before proceeding to Step 12.
Step 11a Install the differential and ring gear assembly in the axle, setting pre-loaded and backlash per the
vehicle manufacturer’s instruction’s. Note: Contamination, such as metal particles in the differen-
tial case, can cause the differential to malfunction. Be sure tha axle housing is clean before
proceeding.
Step 11b Install the C-Clips as in a conventional

differential utilizing the window in the side of the
differential case.
22
Step 11c If the plain side (the side opposite the ring-gear side) bearing cap has already been installed, it
will be necessary to remove it before proceeding.
Step 11d Install the spacer pin (in

plastic bag) through the case and
between the ends of the axle shafts.
Step 11e Insert the long socket-head

cap screw (in plastic bag) through the
differential plain-side cover and
thread into differential housing. The
end of the screw will engage the hole
in the spacer pin thus holding it in
place. Torque the screw to 23-25 ft.-
lbs. (31-34Nm). Note: this screw
has a thread locking patch pre-
applied to it. If for any reason it
is removed after installation, a
thread locking compound must
be re-applied before re-assembly.
Step 11f Install the plain-side bearing cap and torque per the vehicle manufacturer’s instructions. Bearing
cap bolts must have a thread locking compound applied to them.
Step 11g Complete the reassembly of the associated components as recommended by the vehicle manu-
facturer’s instructions.
Complete Steps 12, 13, and 14 on page 9. Be sure to install Caution Label and this Manual
in the vehicle.
Perform this test as described on page 12.
MAINTENANCE
Follow the Instruction and Cautions as described on pages 13-16.
TROUBLE SHOOTING
The help provided on pages 18-20 apply to the Detroit C-Locker for C-Clip retained axles.
23
GLOSSARY
ARTICULATED - Refers to vehicles that are joined DOUBLE REDUCTION - Dual gear reduction used
in the middle and turn around this joint, as in in rear axles.
“articulated farm tractor”
FISHTAILING - Side slipping of the vehicle caused
AXLE CARRIER - The differential and ring and by traction instability.
pinion gears are mounted on the axle carrier; the
“center section” of the axle housing. G.C.W. - Gross Combination Weight. G.V.W. plus
vehicle weight and payload of towed vehicle.
AXLE GEAR RATIO - The ratio between the num-
ber of teeth on the ring gear and the number of G.V.W. - Gross Vehicle Weight. Total weight of
teeth on the pinion gear (e.g., 3.92:1.00). vehicle and payload.
AXLE HOUSING - The support member of the axle GEAR SUPPORT CASE - Case used to support the
which sustains the weight of the vehicle and houses differential. Same as case assembly.
the axle carrier assembly.
GROUND COEFFICIENT - The horizontal force re-
BACKLASH - The designed clearance between quired to move a body, divided by the weight of the
mating components in the driveline (e.g., gear body. The amount of friction at the ground the
sets, spline couplings, etc.). “quality” of the ground surface (e.g., ice, snow,
dirt, etc.).
CASE ASSEMBLY - The differential housing
(usually consisting of two case halves; contains HELICAL - “Angled” gear tooth form.
the differential assembly).
HOLDOUT RING - Ring which assembles to
CASE BEARING (CARRIER BEARING) - The bear- NoSPIN differential clutch; maintains clutch dis-
ings that mount to the hubs on the differential engagement in a turning mode.
support case.
INDEXING - A passing of one member over
CASE PILOT BORE - The locating diameter in the another causing a slight audible sound from
differential case from which the differential side their contact (usually associated with NoSPIN
gear is installed. differential).
CENTER CAM - The control element of the NoSPIN INPUT TORQUE - Measurement of available power.
differential. The center cam is used to lift the drive
members from engagement by means of cam LEAD RATIO - On unequal wheeled four wheel
ramps. drive tractors the transmission is so geared that
any difference in road speed of the two axles
CENTRAL DRIVER - An outer splined member results in a faster speed for the front wheels (lead
(similar to the spider) having torque carrying teeth or overrun), this prevents the front wheels from
on both sides; the “center piece” of the NoSPIN being pushed.
differential.
LIMITED-SLIP DIFFERENTIAL - A differential
CLUTCH PACK DIFFERENTIAL - A limited-slip dif- which utilizes some means of partially reducing,
ferential which uses friction clutch plates and/or but not totally eliminating individual wheel spin
springs to partially reduce wheel spin. (e.g., clutches, springs, biasing pinion gears, etc.).
DETROIT LOCKER DIFFERENTIAL - Trademark LOCKING DIFFERENTIAL - A differential that pro-

given to “light duty” NoSPIN differentials. (NoSPIN vides a locked axle condition. Can be manual or
and Detroit Locker are operationally identical.) automatic, as in hydraulic locking differential or
Manufactured by Tractech. NoSPIN differential.
DlFFERENTIAL - Axle gear assembly which allows MACHINED SPLINES - Splines that have been
one axle shaft and wheel to turn slower or faster manufactured by shaping, hobbing, broaching, or
than the other when negotiating a turn. slotting.
DIFFERENTIATION - The different rate of speed NoSPIN DlFFERENTIAL - Trademark of automatic,

between two wheels of an axle when making a turn positive-locking differential. Manufactured by
or over uneven surfaces. Tractech.
DRIVELINE - Components used to propel the OVERRUN RATIO - On unequal wheeled four
vehicle driveshaft and universal joints transmit- wheel drive tractors the transmission is so geared
ting torque from transmission to drive axle (same that any difference in road speed of the two axles
as drivetrain). results in a faster speed for the front wheels
(overrun or lead), this prevents the front wheels
DRIVEN CLUTCH - Member that is used to provide from being pushed.
torque to another member, such as to the side
gear. Each NoSPIN differential has two driven PARALLEL SPLINES - Series of parallel keys cut
clutches. along the axle shaft which mate with correspond-
ing slots in the differential side gear.
DRIVETRAIN - A series of components which
transmit power from the engine to the wheels/tires PAYLOAD - Actual weight of useful cargo carried
(i.e., transmission, propeller shafts, transfer case, by vehicle.
axle, differential, shafts, etc.).
24
GLOSSARY - Cont’d.
PINION (INPUT) GEAR - The gear that is directly SPLINES - “Teeth” on axles that mate with “teeth”
connected to the driveshaft which propels the (splines) on differential side gear.
differential and ring gear and provides power to
the axle. SNAP RING - A circular expandable rinq that is
used to retain two members together, as the snap
PLANETARY AXLE - Axle having a gearset ar- ring in a NoSPIN differential that retains the spider
rangement in a concentric pattern; consisting of a and center cam.
sun gear surrounded by pinion gears which mesh
with an annulus ring gear. This gearset provides STANDARD DIFFERENTIAL - Open or con-
torque multiplication in a reduced area on the ventional differential with no means of traction
same center line as the axle shaff usually located control.
on the hub ends of axle.
TAG AXLE (TANDEM) - Non-powered rear axle
PRE-LOAD - Differential bearing adjustment which follows drive axle. Provides additional load-
achieved by adding or subtracting shims. carrying capacity and distribution.
R.P.M. - Revolutions Per Minute. Term used to
define rotation. TAPERED SPLINES - Cone shaped spline configu-
ration.
RING GEAR - The gear that is attached to the dif-
ferential case and driven by the pinion gear. THRUST BLOCKS - Support mechanism used to
prevent ring and pinion gear deflection.
ROLLED SPLINES - Splines that are manufac-
tured by use of rolling dies to form the spline THRUST WASHER - Used in conventional differ-
configuration. ential to reduce wear to the support case.
SHIM - “Spacer” used to achieve differential TORQUE - Force having a twisting or turning
bearing adjustment. effect. Also used in conjuction with the term
“power”.
SIDE GEAR - The gear that is mounted in the
differential case; has the axle shaft splined to it; TRUNNION - Journals allowing pivoting or turn-
driven by the pinion gear. ing, such as on a spider cross. On a NoSPIN
differential, the arm (there are four) which sup-
SINGLE SPEED - Axle or transfer case having a ports the differential in the case assembly.
single gear ratio.
TWO-SPEED - Axle or transfer case having two se-
SHOCKLOAD - A force caused by sudden impact. lective gear ratios.
SPIDER - The “center piece” of a standard, clutch- UNDERSTEER - The condition of steering when
pack or NoSPIN differential; having a spider-like making a turn that causes the vehicle to go straight
shape. rather than turn freely.
SPIDER CROSS - Two or four armed member WHEELBASE - Distance between center lines of
used to mount the standard differential pinion front and rear axles or to the center line of tandem
gears. axles.
SPIDER GEAR(S) - Bevel pinion gears that are
mounted on spider cross that drive the side gears
of standard or clutch type differentials.
25
TRACTECH DIFFERENTIAL LIMITED WARRANTY, AND LIMITATIONS
Tractech (TRACTECH) expressly warrants each TRACTECH product or part to be free from defects in
materials and workmanship under NORMAL USE AND SERVICE.
A. Differentials
1. In new vehicles
a. For licensed vehicles, when not used in competition of any type for the lesser of: 1) the same
period (of time, mileage or hours of use) as the other drive axle parts are warranted by the
axle manufacturer in that vehicle or 2) one year from date of delivery or 100,000 miles of
differential use by the first user; or
b. For non-licensed vehicles, for the same period (of time, mileage or hours of use) as the other
drive axle parts are warranted by the axle manufacturer in that vehicle.
2. In used vehicles
a. For licensed vehicles, when not used in competition of any type, for the earlier of 100,000
miles of differential use or one year from the date of delivery to the first user; or
b. For non-licensed vehicles, for the same period (of time, mileage, or hours of use) remaining,
if any, as the other drive axle parts are warranted by the axle manufacturer in the vehicle.
3. For vehicles used in competition of any type, for 30 days from the date of delivery to the first
user.
B. Clutches and Brakes
For six (6) months from date of delivery.
There exist specific MANUALS for each TRACTECH differential indicating the appropriate application,
operation, inspection and maintenance criteria. IT IS MOST IMPORTANT THAT ANY SELECTOR, PUR-
CHASER, INSTALLER, MAINTAINER OR USER CAREFULLY READ the relevant MANUAL before any
application is selected or any operation or maintenance is attempted.
Also TRACTECH strongly encourages each designer, prospective customer or user to submit an application
approval request using TRACTECH Differential Application form 7003, Clutch Application form 3003, or
Brake Application form 8003 as applicable.
NORMAL USE AND SERVICE means that:
A. The product or part will be applied, installed, operated, inspected and maintained in accordance with
the TRACTECH Operation and Maintenance Manual, and Owner’s Manuals for the specific product;
B. The maintenance of the product must meet or exceed the level specified by the vehicle or equipment
manufacturer for the TRACTECH product or similar product; and
C . The product will be applied and operated within the boundaries of any written TRACTECH
APPLICATION APPROVAL by the TRACTECH Engineering Department.
EXCLUSIONS
THE FOREGOING WARRANTY IS EXCLUSIVE, AND IN LIEU OF ALL OTHER WARRANTIES, EXPRESS OR
IMPLIED (WHETHER ORAL OR WRITTEN), INCLUDING BUT NOT LIMITED TO ANY IMPLIED WARRANTY
OF MERCHANTABILITY OR FITNESS FOR ANY PARTICULAR PURPOSE. No person, including any dealer
or representative of TRACTECH, except the President of TRACTECH, is authorized to make any represen-
tation or warranty concerning TRACTECH products on behalf of TRACTECH or to assume for TRACTECH
any obligation not contained in this warranty, including a warranty of fitness for any particular purpose. This
warranty gives you specific legal rights and you may also have other rights which vary from state to state.
ANY IMPLIED WARRANTIES, INCLUDING THE IMPLIED WARRANTY, OF MERCHANTABILITY OR FITNESS
FOR A PARTICULAR PURPOSE, TO THE EXTENT THE SAME CANNOT BE DISCLAIMED UNDER APPLI-
CABLE LAW, ARE LIMITED IN DURATION TO THE EXPRESS WARRANTIES SET FORTH ABOVE EXCEPT
IN THOSE STATES THAT DO NOT ALLOW TIME LIMITATIONS ON IMPLIED WARRANTIES. THERE IS NO
IMPLIED WARRANTY OF MERCHANTABILITY OR FITNESS FOR A PARTICULAR PURPOSE OR ANY
PURPOSE WHEN THE PRODUCT IS PUT TO AN INDUSTRIAL, COMMERCIAL OR RENTAL USE.
In no event does any warranty, express or implied, apply to loss, harm or damage to the extent caused by
any or all of the following, wear to or failure of other drive train parts; freight damage; use of components,
parts and/or accessories not obtained from or approved by TRACTECH or which do not meet TRACTECH
quality and performance specifications; improper installation, maintenance, repair, misuse, or abuse,
normal wear of moving parts or components affected by moving parts; and/or unauthorized alterations or
modifications.
26
TRACTECH SHALL NOT BE LIABLE FOR ANY INCIDENTAL, CONSEQUENTIAL OR SPECIAL DAMAGES OR
EXPENSE ARISING DIRECTLY OR INDIRECTLY FROM A DEFECT IN PRODUCTS MANUFACTURED OR
SOLD BY IT OR FROM THE USE OF ANY SUCH DEFECTIVE PRODUCT, INCLUDING BUT NOT LIMITED TO
LOSS OF USE, LOSS OF PROFITS, LOSS OF SALES, INCREASED COSTS OR ANY OTHER SPECIAL
DAMAGES, EXCEPT TO THE EXTENT THAT EXCLUSION OR LIMITATION OF INCIDENTIAL OR CONSE-
QUENTIAL DAMAGES IS PROHIBITED BY APPLICABLE LAW.
TRACTECH RESERVES THE RIGHT TO MAKE CHANGES IN DESIGN AND OTHER CHANGES, MODIFICA-
TIONS, ALTERATIONS OR IMPROVEMENTS TO ANY OF ITS PRODUCTS WITHOUT THERE RESULTING
ANY OBLIGATION UPON TRACTECH TO FURNISH OR INSTALL THE SAME UPON ANY PRODUCTS PRE-
VIOUSLY SOLD AND DELIVERED OR PRODUCTS THEN IN PROCESS, MANUFACTURE OR DISTRIBUTION.
LIMITATION OF REMEDIES
At TRACTECH’S option, TRACTECH will credit the buyer’s account for the purchase price of, or repair or
replace without charge for materials, any TRACTECH product that failed within the warranty period that is
finally determined by TRACTECH to have been defective in material or workmanship.
Any suit or action arising out of or relating to this Warranty or the breach thereof, must be commenced
within one (1) year after the cause of action has accrued. The foregoing shall not limit the time within which
any suit or action must be brought to collect an amount agreed to be paid by the buyer or to enforce a
judgement for or to collect any such amount.
It is expressly agreed that the liability of TRACTECH is limited, and TRACTECH does not function as an
insurer. All buyers of TRACTECH products waive subrogation on all claims covered under their own or any
other insurance.
If TRACTECH should be found liable to anyone on any theory (except breach of any express warranty, where
the exclusive remedy is as set forth above), the liability of TRACTECH shall not exceed the purchase price
of the involved TRACTECH product (or service) when sold (or when service is performed) by TRACTECH
to the first buyer. THE REMEDIES SET FORTH HEREIN ARE EXCLUSIVE AND ARE IN LIEU OF ALL OTHER
REMEDIES, EXPRESS OR IMPLIED, regardless of theory, cause or origin of any loss, harm or damage
resulting directly or indirectly to any person, organization, entity or property, including without limitation:
the performance or non-performance of any obligation set forth in this Warranty; breach of any agreement
(oral or written including specifications) between TRACTECH and its customer or the buyer; negligence,
active, passive or otherwise, of TRACTECH or any of its distributors, agents or employees; breach of any
warranty or covenant implied or imposed by law misrepresentation; and/or strict liability.
The sole purpose of the stipulated exclusive remedies shall be to provide the buyer with a credit or
replacement for, or the repair of, defective products or services in the manner provided herein. The exclusive
remedies shall not be deemed to have failed of their essential purpose so long as TRACTECH is willing to
credit the buyer’s account for the purchase price of, provided replacement for, or repair, the defective
products or services in the manner prescribed herein.
ADJUSTMENTS
When adjustment is sought under this Warranty, a claim should be made within six (6) months of the date
of failure, as follows:
A. Users in North America

1. If the product or part was purchased installed by the original equipment manufacturer (or its
dealer), follow the manufacturer’s procedures for warranty claims; or
2. If the product or part was purchased through a distributor of TRACTECH products, have the
distributor write or phone TRACTECH Customer Service Department and ask for an Authoriza-
tion to Return Materiai number. Supply the distributor with all requested information. Have the
distributor ship the entire product (freight prepaid) to our Warren, Michigan factory. Evaluation
of claims take 4-6 weeks from the time the unit is received.
B. OEM’s in North America
Contact TRACTECH to receive a written Authorization to Return Material with number. Then return
material to TRACTECH (freight prepaid) and include a copy of Authorization to Return Material and
reason for return. NOTE: At the option of TRACTECH, material may not need to be returned, but
written confirmation must be obtained prior to TRACTECH’S approval of a credit memo.
C. Outside North America
Follow the procedure in Paragraph A or B immediately above but do not return product or part. You
will be contacted regarding your claim.
27
nosPIn / ® detroit ®
locker
automatic positive locking
traction differential
OWNER’S MANUAL
WITH WARNINGS and PRECAUTIONS
Mechanic: Operator:
Any increase in the size of the vehicle’s engine, All NoSPIN/Detroit Locker differential equipped
tires, weight etc., may prohibit use of a NoSPIN/ vehicles must be identified by a Caution Label,
Detroit Locker differential in a heretofore ap- mounted on the instrument panel. Contact
proved application. Any such modifications Tractech if this label was not received.
should be reviewed by Tractech Engineering
before continuing to use the product. Do not operate the vehicle if both wheels of a
NoSPIN/Detroit Locker differential equipped axle
Do not use heat to disassemble drive axles. To are not driving. Power to only one wheel can
do so can destroy heat treat properties and cause serious steering problems. Perform the
weaken or distort axle components. installation and operation tests illustrated on
page 12 betore putting the vehicle into service.
Turn the engine off and raise all driving wheels
of a NoSPIN/Detroit Locker differential equipped Use extreme caution when accelerating or de-
axle when servicing wheels brakes axles or celerating on slippery or unstable surfaces.
tires to prevent the vehicle from moving. Axles Vehicles/axles equipped with traction differen-
equipped with NoSPIN/Detroit Locker differentials are inherently more sensitive to side-slip.
tials deliver power to both wheels - even when
only one wheel is on the ground. Distribute the load evenly side-to-side; do not
exceed the vehicle’s rated payload capacity;
NoSPIN/Detroit Locker differentials have com- keep the diameter of the tires equal. Failure to
pressed springs. Use a retaining bolt or some observe these measures can create a difference
other restraining means when separating the in individual wheel speeds which can cause the
differential case halves. (See pages 13-14) Do NoSPIN/Detroit Locker differential to deliver
not lift the heavier (75 lbs. or over) units by the power to only one side of the vehicle and thus
retaining bolt, as the washers may collapse or cause steering problems.
the threads may strip.
Turn the engine off and raise all driving wheels
When repairing NoSPIN/Detroit Locker differen- of a NoSPIN/Detroit Locker differential equipped
tials, if major components show excessive wear, axle when changing tires to prevent the vehicle
the complete differential should be replaced. If from moving. Axles equipped with NoSPIN/De-
a component is replaced, mating components troit Locker differentials deliver power to both
should also be replaced in that it is likely that wheels - even when only one wheel is on the
they too are damaged. Use of worn or damaged ground.
components can lead to a recurrence of the
original problem. (See page 15) Note: Use only Operate in low gear when coasting downhill into
Tractech approved components when repairing a turn. Braking capacity is reduced when a
NoSPIN/Detroit Locker differentials. NoSPIN/Detroit Locker differential equipped
vehicle makes a turn while coasting downhill.
IMPORTANT! RE-READ THE WARNING NOTICES REFERENCED ABOVE. IN ADDITION TO THE CONSE-
QUENCES NOTED, FAILURE TO OBSERVE ANY OR ALL OF THESE MEASURES CAN CAUSE PART FAIL-
URE OR RESULT IN A MISHAP WHICH CAN CAUSE PROPERTY DAMAGE, PERSONAL INJURY, EVEN
DEATH.
AXLE MANUFACTURER:
Attach this envelope to axle assemblies equipped with NoSPIN/Detroit Locker differentials
CHASSIS ASSEMBLY PLANT:

Attach the enclosed Caution label to the instrument panel of NoSPIN/Detroit Locker diflerential equipped
vehicles in plain view of operator or mechanic. Place this manual in glove compartment of the vehicle
Tractech
A Titan Wheel Company
11445 Stephens Dr. - P0. Box 882
Warren, Michigan 48090 U.S.A.
(810) 759-3850
Telex 211864 TRAC UR
Printed in U.S.A Fax (810) 759-1645 1021 (0895)
Tractech TECH DATA REPORT
A Division of Dyneer Corporation NO. 72-1009 (1272)
11445 Stephens Dr. - P.O. Box 882
Warren, Michigan 48090 U.S.A.
(313) 759-3850
Telex 211864 TRAC UR
AXLES EQUIPPED WITH NoSPIN DIFFERENTIALS

OPERATING IN SUB-ZERO ENVIRONMENT
One of the most difficult parameters for off-road vehicle manufacturers to

define, is the overall climatic conditions that they must operate under. The
effects from these extremes can contribute to occasional undesirable operating
idiosyncrasies. This problem becomes more apparent in light of the fact that
during the past few years as vehicles have been upgraded and demands for greater
productivity have been increased, the adverse effects on vehicle components have
been severe.
It is not unusual for a NoSPIN differential to experience an occasional cam out

and have sluggish re-engagement when initial operation begins each day in
sub-zero temperatures. The frequency of this type of operation depends, of
course, upon temperatures, the viscosity of the oil and the use of heating
devices, if any. When NoSPIN differentials are being used in these climatic
conditions, recognition of these operational characteristics should be
considered by the vehicle and axle manufacturer. When lubricants become
extremely thick, due to sub-zero temperatures, the normal function of the NoSPIN
differential is altered. This is further aggravated by other factors, such as,
shaft deflection, contamination, housing strength, etc. Under these conditions
the customer should contact the engineering department of the axle manufacturer
as well as Tractech.
Tractech recommends that the oil in the axle be changed for cold weather
operation, to the lightest acceptable “EP” type oil that the axle manufacturer
will allow. (It is important that the axle manufacturer be consulted regarding
the type of oil because of possible warranty considerations.) If an oil is not
available that is specified to operate in severe cold temperatures, then other
means of controlling axle temperature should be employed; such as, heat control
devices or garaging. If these means are not available, than a warm-up period
must be allowed during initial operation each day.
Please distribute this information to the personnel in your organization who
require such data.
Should additional information or assistance be required, please contact

Tractech Engineering Department. Phone (313) 759-3850.
ROCKWELL
TECHNIC AID
Automotive Operations/Rockwell International
Communications2135 West Maple Road
Troy, Michigan 48084, U.S.A
MODEL: ALL HYPOID, SPIRAL BEVEL,

OR PLANETARY DRIVE AXLES
SUBJECT: EXTREME PRESSURE GEAR LUBRICANTS
FOR LOW TEMPERATURE OPERATIONS
The use of the correct axle lubricant for all Rockwell hypoid, spiral bevel, or planetary gearing in low temperature
operations is necessary for good preventive maintenance and longer service life. For maximum performance
in Rockwell drive axles, use the lubricants listed below, in accordance with the specified temperature range.
MINIMUM OUTSIDE MAXIMUM OUTSIDE VISCOSITY ROCKWELL-STANDARD

TEMPERATURE TEMPERATURE GRADE SPECIFICATION
-15°F +70°F SAE 80W
O-76-F
-40°F +35°F SAE 75W
-60°F +40°F _
Conoco Polar Start
_
- DN-600 Gearlube
65°F +0°F Mil-L-1032A _
-70°F +30°F _
Hatcol 2601
Viscosity grades SAE 80W and SAE 75W are new gear lubricants with limited availability.
The Conoco Polar Start DN-600 Gear Oil is also premium priced, but is a petroleum based lubricant produced
by Continental Oil Company in Houston, Texas and can be purchased at their local dealers. For a list of
dealers write directly to Continental.
Viscosity grade Hatcol 2601 is a premium priced, synthetic (non-petroleum) lubricant that can only be obtained
from the Hatco Chemical Division ot W.R. Grace and Company (King George Post Road, Fords, New Jersey 08863).
In all cases, however, the lubricant used must meet the requirements of SAE-J-308 designation API-GL-5.
WARNING: The use of thinning agents, such as kerosene, gasoline or any other dilutants that lower the viscosity
of the drive unit lubricant is not permissible.
CAUTION: For drive units utilizing the above list of low temperature lubricants, oil seals and gaskets must
be in excellent condition to insure against the loss of these lighter viscosity oils.
Rockwell International
...where science gets down to business
Page 1 Section 7, Aid #9

Printed in U.S.A Rev. 4-4-75 Supplement
THE FUNCTION OF A DRIVESHAFT
The basic function of a

driveshaft is to transmit power from
one point to another in a smooth
and continuous action. In automo-
biles, trucks and construction
equipment, the drivetrain is de-
signed to send torque through an
angle from the transmission to the
axle (or auxiliary transmission).
The driveshaft must operate
through constantly changing relative
angles between the transmission The geometry of a driveshaft in side view - vertical offset
and axle. It must also be capable of
changing length while transmitting
torque. The axle of a vehicle is not
attached directly to the frame, but
rides suspended by springs in an
irregular, floating motion.
The geometry of a driveshaft in plan view - horizontal offset
CONSTRUCTION OF A DRIVESHAFTS (ALL TYPES)
To transmit required torque

loads, the driveshaft must be
durable and strong. Forged steel
and high strength cast yokes,
including the Spicer Quick Discon-
nectTM end yoke for heavy duty
necessary rigidity required to
maintain bearing alignment under
This means the driveshaft torque loads. Spicer heavy-duty
must be able to contract, expand u-joint kits and Low EffortTM light-
and change operating angles when duty u-joint kits are designed to
going over bumps or depressions. give extended driveshaft life.
This is accomplished through
universal joints, which permit the
driveshaft to operate at different Spicer Quick Disconnect TM End Yoke
angles, and slip joints, which
permit contraction or expansion to
take place.
TM
Spicer Low Effort U-Joint Kit
1
DRIVESHAFTS PARTS LISTING
3 JOINT ASSEMBLY DRIVESHAFT
COUPLING SHAFT ASSEMBLY

(END YOKE STYLE)
2
COUPLING SHAFT ASSEMBLY
(SLIP YOKE STYLE)
SHORT COUPLED DRIVESHAFT
2 JOINT ASSEMBLY DRIVESHAFT
Warning: Rotating shafts can be

dangerous. You can snag clothes,
skin, hair, hands, etc. This can cause
a serious injury or death. Do not work
on a shaft (with or without a guard)
when the engine is running.
3
CONSTRUCTION OF A DRIVESHAFT
Anti-friction bearings are composite (aluminum wrapped in INSPECTING AND LUBRICATING

used to withstand required graphite) driveshafts have been
oscillating loads while the developed to meet the vehicular
THE DRIVESHAFT (All Types)
driveshaft is rotating at high industry needs.
speeds. The needle roller bear-
ings on the trunnions of the cross
carry large loads and are used WARNING: Rotating shafts can be
because of their high capacity in dangerous. You can snag clothes,
a limited space. skin, hair, hands, etc. This can cause
serious injury or death. Do not work on a
shaft (with or without a guard) when the
engine is running.
INSPECTION
To keep a vehicle operating

smoothly and economically the
Spicer LiteTM Aluminum Driveshaft driveshaft must be carefully
inspected at regular intervals.
Vibrations and u-joint and shaft
support (center) bearing problems
are caused by such things as loose
Spicer Positive Purging valve and end yokes, excessive radial (side
exclusive crowned bearing race inside to side or up and down) looseness,
diameter. slip spline radial looseness, bent
shaft tubing, or missing plugs in
Spicer’s exclusive bearing the slip yoke.
assembly inside diameter crown-
ing and tapered thrust pads
distribute loads more evenly on
needle roller bearings and cross
trunnion ends to significantly Spicer Graph TM Lite Driveshaft
reduce end galling. Bearing
assemblies are individually
sealed to provide retention of The sliding splines between
lubricants and prevent the entry slip joint and permanent joint must
of foreign material. If lubricants support the driveshaft and be
become contaminated with water capable of sliding under full torque
or abrasive matter, needle roller loads. To aid in this axial or slip
bearing life is seriously affected. movement, Spicer GlidecoteTM
Abrasive material is a major was developed to reduce sliding
problem when a vehicle operates friction thereby reducing thrust 1. Check the output and input
under conditions of extreme loads under high torque. This non- end yokes on both the
moisture and dirt. To combat this metallic coating also prevents transmission and axle, or
problem, synthetic rubber seals spline galling and extends spline axles, for looseness. If
were developed and resulted in life.
increased life, ability to withstand loose, disconnect the
high temperature and a less driveshaft and retorque the
critical relubrication cycle for end yoke retaining nut to
driveshafts. specification. If yoke
Special high-strength tubing replacement is required,
is used to provide maximum check for manufacturer’s
torque carrying capacity at recommendation regarding
minimum practical weight. In replacement frequency of
addition to steel tubing in use for the end yoke retaining nut.
many years now, Spicer LiteTM
TM
aluminum and Graph-Lite
4
INSPECTING AND LUBRICATING THE DRIVESHAFT (ALL TYPES)
2. If the end yokes are tight, 4. Check the slip spline for 6. If runout readings are
check for excessive radial excessive radial move- required, they should be
looseness of the transmis- ment. Radial looseness taken with the driveshaft
sion output shaft and axle between the slip yoke and mounted in the vehicle
input and output shafts in the tube shaft should not with the transmission in
their respective bearings. exceed .077 inches. neutral and the axle shafts
Consult transmission and pulled, or by jacking rear
axle manufacturer’s wheels off the ground and
specifications for accept- placing axles on jack
able radial looseness stands. This will allow
limits and method of rotating the driveshaft by
checking. hand to check indicator
readings. The runout
readings taken at the
various locations should
not exceed an additional
0.010 T.I.R. over the
manufacturer’s specified
runout. (See page 24)
5. Check the shaft for dam-
aged, bent tubing or
missing balance weights.
Make certain there is no
build up of foreign material
on the shaft, such as
3. Check for excessive undercoat or concrete.
looseness across the ends If found, they should be
of the bearing assemblies removed carefully to avoid
and trunnions. This damage to the driveshaft.
looseness should not
exceed .006 inches maxi-
mum.
7. For an inboard and out-
board slip yoke assembly
design, check to be sure
the plug is not loose or
missing ... if it is, repair or
replace it. Loose or
missing plugs are com-
monly caused by not
enough driveshaft slip
capability.
5
INSPECTING AND LUBRICATING
LUBRICATION INITIALLUBRICATIONAND TYPE 0F MILES or TIME

SERVICE
RELUBECYCLES CITY 5000/8000 3 MONTHS
Among the most common
causes of joint and slip problems Spicer replacement universal ON HIGHWAY
is lack of proper lubrication. joint kits contain only enough (LINE-HAUL) 10,000/15,000 3 MONTHS
Properly sized Spicer U-joints that grease to provide needle roller ON HIGHWAY
are adequately relubricated at bearing protection during storage. LINE-HAUL 10,000/15,000 30 DAYS
recommended intervals will It is therefore necessary to com-
normally meet or exceed vehicle pletely lubricate each replacement ON/OFF HIGHWAY5,000/8,000 3 MONTHS
operation requirements. kit prior to assembly into the yokes. OFF HIGHWAY/
Relubrication flushes the joints Each cross lube reservoir should INDUSTRIAL 500/200 HRS.
thus removing abrasive contami- be fully packed with a recom-
Relubrication cycles for off highway and industrial use vary
nants from the bearings. mended grease and each bearing depending on the application and operating conditions. In
general, to obtain maximum life, relubrication should occur
assembly should also be wiped every 500 hours for normal service and every 200 hours for
LUBRICANTS FOR with the same grease, filling all the continuous service or severe environmental condition.
UNIVERSAL JOINTS cavities between the needle rollers

and applying a liberal grease
LUBRICATIONPROCEDURE
coating on the bottom of each FORU-JOINTS
For a standard application,
bearing assembly. Too much (Except Constant Velocity Type Joints)
use a good quality E.P. (extreme
pressure) grease (Timkin Test grease may cause hydraulic “lock-
Load 45 Ibs. min) meeting up”, making installation difficult.
*N.L.G.I. Grade 2 specifications. After the kits are installed into the
Grease must have an operat- yokes and prior to placing into
ing range of +325°F/+163°C to service, they should be relubed,
-10°F/-23°C and be compatible through the lube fitting, using the
with commonly used multi- same grease.
purpose greases such as Lithium
Soap Types.
For driveshaft applications
involving shaft speeds below 500
RPM, a mineral oil in the SAE 140
to 250 viscosity range should be
used.
Consult your local lubricant
source for greases that meet
these specifications.
WARNING: Rotating shafts can
be dangerous. You can snag
clothes, skin, hair, hands, etc. This can
cause serious injury or death.
Do not work on a shaft (with or without a

guard) when the engine is running.
Relubrication cycles vary
Do not go under the vehicle when the
N.L.G.I. *E.P. Grade 2 depending on the service require- engine is running.
Lubricating Grease ments and operating conditions of
In order to avoid becoming entangled install
the vehicle. A recommended power take-off and/or shaft behind the
*National Lubricating Grease lnstitute relube cycle for various types of frame rail, tanks, battery box, etc.
service is shown below.
If power take off and/or shaft are still
exposed after installation, install a guard.
NOTE: On-highway is defined as all
applications equiring less than 10%
of operating time on gravel, dirt or
unimproved roads. If longer than
10% operating time off-highway, use
off-highway recommendations.
6
INSPECTING AND LUBRICATING
1. Use the proper lubricant to Release seal tension by

purge all four seals of each loosening the bolts holding
u-joint. This flushes the bearing assembly that
abrasive contaminants from doesn’t purge. It may be
each bearing assembly and necessary to loosen the
assures all four are filled. bearing assembly approxi-
Pop the seals. Spicer mately 1/16 inch minimum.
seals are made to be If loosening it does not
popped. cause purging, remove the
bearing assembly to
2. On center twin zerk design determine cause of block-
or single zerk kits, if any age.
of the seals fail to purge,
2. Now cover the pressure
move the driveshaft from 4. Install new bolts and torque
relief hole with your finger
side to side and then apply to specifications.
and continue to apply
gun pressure. This allows
pressure until grease
greater clearance on the CAUTION: Retaining bolts should
appears at the slip yoke
thrust end of the bearing not be reused. If loosening or
assembly that is not seal.
removal of bolts is necessary,
purging. On two-zerk kits, install new bolts and torque to
try greasing from the specification. CAUTION: In cold temperatures be
opposite lube fitting. For sure to drive the vehicle immedi-
light-duty kits, check for a ately after lubricating. This acti-
LUBRICATION FOR vates the slip spline and removes the
fully seated snap ring or
burrs on the snap ring or
SLIP SPLINES excessive lubricant. Failure to do so
snap ring groove. could cause the excess lubricant to
The lubricant used for u-joints stiffen in the cold weather and force
3. Because of the superior is satisfactory for slip splines. the plug out. The end of the spline
sealing capability of the Glidecote and steel splines both would then be open to collect
Spicer Seal design on the use a good E.P. grease meeting contaminants and cause the spline
1610,1710,1760,1810 N.L.G.I. Grade 2 specifications. to wear and/or seize.
and 1880 Series, there will
occasionally be one or Relube splines at the intervals SHAFT SUPPORT
more bearing assembly recommended in the chart for u-joints. BEARING ASSEMBLIES
seals that will not purge.
Bearing manufacturers do the
initial lubrication and all Spicer
shaft support (center) bearings
are lubed for life. When replacing
a shaft support bearing assembly,
be sure to fill the entire cavity
around the bearing with water-
proof grease to shield the bearing
from water and contaminants.
Enough grease must be put in to
fill the cavity to the extreme edge
of the slinger surrounding the
bearing. Lubricants must be
1. Apply grease gun pressure waterproof. The following chart
to the lube fitting until lists recommended waterproof
lubricant appears at the lubricants for use with center
pressure relief hole in the bearings.
plug at the slip yoke end of
the spline.
7
SERVICING THE DRIVESHAFT
Special Tools: CAUTION: Never heat components
Torque wrench (125 Ib./ft.) or use sledge hammers and floor
Journal locator jacks to disassemble driveshaft.
U-joint press This can result in damaged, weak-
V-block ened or bent components.
* Alignment bar/No Go
wear gauge
Common hand tools
One of the following is WARNING: Rotating shafts can be

recommended: dangerous. You can snag clothes,
Owatonna tool kit (#7057) skin, hair, hands, etc. This can cause
(Two-jaw puller) serious injury or death. Do not work on a
shaft (with or without a guard) when the
NOTE: There are numerous in- Tiger tool kit
engine is running.
stances when special lubrication is JJAG tool kit
required by vehicle specification or J & J tool kit
REMOVAL
customer request. The lubrication
*Available only from Dana (Full Round End Yoke Style)
recommendations listed in this
manual are what Spicer U-Joint Corporation Spicer Service
Representatives. 1. The method of driveshaft
engineers suggest. Any alternate
lubricants, or lubrication proce- removal should be one that
dures, are the responsibility of the assures safety and ease of
user. removal to the mechanic
without damage to the
driveshaft, transmission or
Recommended Lubricants
axle component. Sug-
-Source
gested method is use of a
Rykon Premium No. 3
u-joint puller:
-Amoco Oil Company
Owatonna tool kit #7057,
Sun C-34 Grease (Cup No. 4)
Tiger tool kit, JJAG tool
-Sun Oil Company
kit, or J&J tool kit.
Amolith 8516
-Amoco Oil Company
Van Talgar No. 4
-Exxon Company
NOTE: Before removal of the

SERVICING THE driveshaft set the brakes, block the
DRIVESHAFT 2. Bend tabs of lock straps
wheels, and mark the slip yoke
away from bolt heads with
assembly and tube shaft with a
Heavy Duty Application marking stick or paint to assure
NOTE: The self-locking bolt
proper alignment when reas-
Cross and Bearing Kit design for full-round end yokes
Replacement sembled. This is known as keep-
uses serrated bolts with lock patch
Bearing Plate Design ing the driveshaft yokes “In Phase.”
and DOES NOT require a lock
strap.
Full Round and Quick
Disconnect End Yoke Designs
8
NOTE: If only one end of the DISASSEMBLY

driveshaft requires service, discon- (Full Round Style)
nect that end, unscrew the slip
shaft seal (dustcap) from the slip
yoke assembly, and then pull apart
or slide off the assembly. When
removing the entire driveshaft,
disassemble one end at a time,
laying the disconnected end on the
floor carefully. When reassem-
bling, BE SURE that the marks on
the shaft and slip joint are in line to
keep the driveshaft yokes in
3. Remove bolts (four) from phase.
each bearing assembly
connected to the transmis- 1. Place the driveshaft in v-
REMOVAL
sion and axle end yoke. blocks to remove the cross
(Quick DisconnectTM and bearing assemblies.
CAUTION: If a u-joint kit is to be Half Round End Yoke Style)
reused, care should be taken not to CAUTION: Do not distort the tube
nick trunnions or damage slingers. with excessive grip
For half round end yoke

4. Remove bearing assem- disassembly install a nylon support
blies from the yoke cross strap, remove the bearing strap 2. Completely remove the
holes using a u-joint and release the driveshaft. cross and bearings from
removal tool kit. both ends of the
REMOVAL (Flange Yoke Style) driveshaft by disassem-
bling the bearing assem-
1. Install nylon support strap.
blies from the slip yoke
Loosen and remove nuts
and the tube yoke (and
and bolts securing flange
flange yoke where
yoke to transmission or
applicable) using a
axle companion flange.
tool kit.
and the tube yoke (and
2. Holding driveshaft firmly,

tap loose and compress
from one end and lower
floor.
5. Free the trunnion from the 3. Repeat at other end.

end yoke by tilting the
trunnion and collapsing the
driveshaft.
9
If after proper cleaning of Assemble bearing straps

the cross holes the align- and bolts, tightening bolts a
ment bar will not pass minimum of 30 ft. lbs.
through simultaneously. the Insert the alignment gauge
yoke lugs are distorted and into one crosshole. If the
the yoke or yokes should be gauge enters and passes
replaced. through the opposite
crosshole, alignment is
CAUTION: Use a journal locator to correct. If the alignment
avoid nicking journal cross trun- gauge will not enter the
nions or damaging of oil seal slingers. opposite crosshole rein-
spect for burrs.
DISASSEMBLY
(Quick Disconnect Half Round
End Yoke Style)
1. Place the driveshaft in v-

blocks to remove the cross
and bearing assemblies.
2. Completely remove the

cross and bearings from
boths ends of the driveshaft
by removing the bolts and
bearing straps.
3. Remove the end yoke from If, after proper cleaning, the
the driveshaft and place in alignment gauge still does
3. After removing the cross
a soft jawed vise to inspect not pass through both
and bearings, both ends, the crosshole surfaces.
inspect the cross hole crossholes, the yoke lugs
Raised metal can be are distorted and the yoke
surfaces for damage or
removed with a rat tail or
raised metal. Raised metal should be replaced.
half round file. Emery cloth
can be removed with a rat
should be used to remove
tail or half round file and REASSEMBLY
emery cloth. Check the all rust and corrosion from
yoke lug crossholes with a crosshole bores.
No-Go Wear Gauge and
then use a Spicer Align- 4. Check the yoke for
ment Bar to inspect for crosshole alignment using
damage by sliding through the Spicer Alignment
both cross holes simulta- gauge. Place the correct
neously. The alignment bushing in each lug ear
bar will identify yoke lugs allowing a .03 to .06
that have taken a set clearance between the
because of excessive tang and the bushing.
torque. The raised metal
or distorted lugs can be a
cause of premature cross
and bearing problems. 1. Place each end of the
driveshaft, less cross and
At this time, clean the bearing kits, on v-blocks.
cross holes of the yokes Check the paint making
on the transmission and placed on the tube and slip
axle and inspect with an yoke assembly prior to
alignment bar gauge as removing from the vehicle
to be sure they are lined up
described above.
or “in phase.”
10
SERVICING THE DRIVE SHAFT
2. Remove the cross and yoke lug. Place a bearing the lock strap and bearing
bearings from the box and assembly over the trunnion assembly. Thread with
remove all four bearing diameter and align it to the hand or wrench into
assemblies. cross hole. tapped hole in yoke.
Rotate the cross to inspect Do not torque down bolts.
for presence of the positive Holding the trunnion in
purging valve in each lube alignment with the cross
hole of all four trunnions. hole, using the journal
Then position the cross into locator press bearing
the end yoke with its lube assembly flush to face of
fitting in fine as near as end yoke by hand.
possible with the sip spline
fitting on the inboard side. A journal locator should
be used to prevent damage
to the u-joint trunnions and
slingers. If the u-joint
bearing cap is pressed into
place, the bearings and NOTE: The self-locking bolt design
bearings surfaces could be for full-round yokes uses serrated
damaged. bolts with lock patch and DOES
NOT require a lock strap. DO NOT
If bearing assembly binds in reuse ANY retaining bolt. If
cross hole, tap with soft loosening or removal of a bolts is
hammer directly in center of necessary, replace with a new one.
bearing assembly plate. Do
3. The lips of the seal on the
not tap outer edges of 6. Move the cross laterally
u-joint must be lubricated bearing plate. to the opposite side and
with a light weight oil to
through the cross hole
prevent the seal from Exact fit of all driveline beyond the machined
turning inside out upon components is extremely surface of the yoke lug.
installation. Also, each important. The correct parts Place a bearing assembly
cross reservoir must be and clean mating surfaces over the cross trunnion
packed with grease and essential for safe and slide it into the cross
each cap bearing wiped operation and good repair. hole, seating the plate to
with grease prior to
the face of the lug. Put
assembly. 5. When the bearing assem- the lock plate tab in place
bly is completely seated. and thread the bolts with
4. Move one end of the cross put the lock plate tab in hand or wrench into
to cause a trunnion to place and use the “Grade tapped holes in yoke.
project through the cross Eight” cap screws that are
hole beyond the outer furnished with the kit and
machined face of the insert them through the
cap screw holes in both
11
SERVICING THE DRIVE SHAFT
NOTE: Projecting the trunnion result in an unbalanced 7. If a boot must be discon-
through a cross hole beyond the driveshaft. nected, remove the clamp
machined surface of the lug will at the sleeve end and
provide a surface to help align the ü Mounting flanges and pilots leave the other end attach-
should be free from burrs, paint ed. Do not reuse clamp.
bearing assembly with the cross
hole. This method should also be and foreign substances which 8.
IMPORTANT: If any major
followed when assembling would not allow proper seating component is replaced on
driveshaft to yokes of vehicle at at assembly. any of the assemblies (any
transmission and axle or axles. component other than
When servicing system bal- boots, dust caps, or u-joints),
Repeat process of anced assemblies it is imperative the entire system balanced
installation of cross and
7. that the following rules be strictly assembly must be rebal-
bearing kit at opposite adhered to: anced by a competent
end of the driveshaft. driveshaft repair facility
Make sure to position the
1. Sleeve yokes to midship capable of system balancing.
shafts, end yokes,
cross in the yoke so that
companion flange, etc. Failure to adhere to these
the tube fitting is in line must not be rotated from recommendations can cause
with the tube fitting at the their original position excessive driveline vibration and/or
other end. during reassembly. premature component failure.
For flange yoke applica- 2. It is strongly recom- NOTE: The unitized one piece seal
tions, install the flange mended that an indexing now used on Spicer driveshafts is not
yoke, bearing assemblies
8. mark or fine be painted intended to be removed in service.
and bolts at this time. down the entire length of When servicing drivestafts with the
all assemblies prior to pop on seal, DO NOT remove the seal
CAUTION: Worn bearing assem- removal from the vehicle. from the slip yoke. Pull the tube shaft
blies used with a new cross or out of the slip yoke and carefully
3. Upon reassembly, all realign the splines of the tube shaft
new bearing assemblies used
components must be with the slip yoke upon reassembly.
with a worn cross will wear rapidly Reinstalled exactly as To separate the tube shaft from the
making another replacement removed. Do not turn slip yoke, pull the tube out of the slip
necessary in a short time. yokes or sleeves from yoke, leaving the seal in place. A
their original position. significant amount of force will be
Always Replace the Cross, required to remove as well as reinstall
Four Bearing Assemblies and For Spicer slip yoke the tube shaft through the seal.
Bolts as a Unit. interaxle applications, the Removal of the unitized seal causes
slip yoke should be damage to the seal lip where it
INSTALLATION IN VEHICLE installed with the yoke ears contacts the slip yoke. If removal of
“up hill” from the seal. the seal is absolutely necessary, it
The installation of a driveshaft In main driveshaft should be replaced with a new unit.
does not present any unusual applications, the slip yoke
mechanical difficulties. Before seal should be up hill or To remove the old seal, hold
actual installation the driveshaft with the slip yoke at the the yoke assembly firmly in a vise.
should be checked for the following transmission in transmis- Using a large chisel, drive the seal
items: sion-to-axle applications. off of the yoke. To install a new
seal, generously lubricate the seal
ü Damage or dents on the 4. If at all possible, do not lip and press the new seal into
driveshaft tubing. remove boots or dust caps place using a small arbor press or
from sleeve assemblies. equivalent.
ü Splines should slide freely with 5. Inspect boots for any
slight drag from slip shaft seal.
damage (rips or holes).
ü Cross should flex and be free If boot is damaged, it must
from excessive bind. A slight be discarded. Do not
drag is the most desirable reuse clamps. WARNING: Rotating shafts can be
condition on a new cross and dangerous. You can snag clothes,
bearing kit. Excessive loose- 6. Push on dust caps are not skin, hair, hands, etc. This can cause
ness is not desirable and will serviceable. If dust cap serious injury or death.
must be removed, replace
it with a new one.
12
Do not go under the vehicle when the between the lugs of either
engine is running.
5. Slide the shaft to project
the axle or the transmis- an opposite trunnion
Do not work on a shaft (with or without a sion end yoke and through through the cross hole
guard) when the engine is running. a cross hole. Repeat at beyond the face of the
opposite end. The drive- end yoke. Again, place a
Do not engage or disengage driven
equipment by hand from under the vehicle shaft is being supported at bearing assembly over
when the engine is running. each end by one trunnion the trunnion, align and
surface in a cross hole and place hands on opposite
In order to avoid becoming entangled, the nylon support strap. bearing assembly, and
install the power take-off and/or shaft be-
hind the frame rail, tanks, battery box, etc. press both inward flush to
Tilt a cross trunnion until the yoke faces. If assembly
If power take-off and/or shaft are still opposite side can be binds, tap with soft ham-
inserted through a cross mer as outlined above. Put
Install a support strap when servicing a hole. Repeat at opposite the lock plate tab in place
driveshaft to prevent personal injury. end. The driveshaft is now and insert the “Grade
being supported at each Eight” cap screws through
FULL ROUND END end by two trunnion sur- the holes in the lock plates
YOKE STYLE faces in the cross holes and and bearing assemblies.
the nylon support strap. Thread cap screws into
1. Rotate the transmission
end yokes. Tighten with
end yoke by putting
4. Move one end of the shaft wrench until plates are flush
transmission in neutral
to cause a trunnion to against end yoke faces.
and the axle end yoke by
Jacking up one rear wheel, project through the cross
hole beyond the outer 6. Lubricate the cross and
so the cross holes are in a
machined face of the yoke bearing assembly until tube
horizontal position.
lug. Place a bearing appears at all four seals.
assembly over the trun- If any seal fails to purge,
nion diameter and align it see “Lubrica”ion Procedure
to the cross hole. for U-Joints.” Also check
slip yoke lubrication.
Holding the trunnion in
7. Torque all eight bolts to
alignment with the cross
specification (see chart
hole, press bearing assem-
below). Bend lock
bly flush to face of end
plate tabs to fiat of cap
yoke by hand.
screwheads to lock in
place.
If bearing assembly binds
2. Tilt the cross trunnions of in cross hole, tap with soft
the driveshaft, both ends, NOTE: The self-locking bolt design
hammer directly in center for full-round yokes uses serrated
with trunnions pointing of bearing assembly plate. bolts with lock patch and DOES
toward each other from Do not tap outer edges of NOT require a lock strap. DO NOT
end to end, one side. bearing plate. reuse ANY retaining bolts.
Install with the slip joint
nearest the source of FULL ROUND END YOKE 8. Repeat at opposite end.
power. Use a nylon Remove nylon support strap.
support strap to aid in
handling the driveshaft.
CAUTION: Use a Journal cross

locator to avoid nicking journal
cross trunnions or damaging oil
seal slingers.
3. Holding the driveshaft

firmly, proJect a trunnion in
an outward position
13
QUICK DISCONNECTTM HALF ROUND END YOKE
On Quick Disconnect applica-

tions, the bearing saddles of the end
yoke must be clean and free of any
contaminants.
Install the bearing straps and CAUTION: Excessive bearing

bolts and torque all eight bolts to rotation could cause premature
the proper specification. Bend lock wear of components involved.
plate tabs to flat of cap screwheads The causes of rotation are:
Using a soft hammer, tap the to lock in place.
bearing assemblies until they are 1. Use of non-Spicer parts
fully seated into the end yoke. NOTE: The self-locking bold with Genuine Spicer
Check to be sure the cups are fully design for full-round yokes uses components.
seated in the bearing saddles of the serrated bolts with lock patch and
yoke behind the yoke tabs as DOES NOT require a lock strap. 2. Improper torque on
shown below. DO NOT reuse ANY retaining. retaining strap bolts.
bolts.
3. Failure to firmly seat both
bearing assemblies in the
end yoke saddles before
the strap bolts are
tightened.
4. Dirty bearing saddles.
CAUTION: Half Round self-

locking retaining bolts should not
be reused. Follow instructions
implicitly to prevent danger of
serious personal injury or death
Lubricate the cross and from loss of driveshaft function.
bearing assembly until lube
appears at all four seals. If any
seal fails to purge, see “Lubrication
Procedure for U-Joints.” Also
check slip yoke lubrication.
14
FLANGE YOKE
FLANGE YOKE STYLE TOOLS (1000 - 1500 SERIES): For double flange applications,
With nylon support strap in disassemble as a complete assem-
Common Hand Tools bly by removing the companion
place and holding the driveshaft
Soft Hammer flange bolts.
firmly, align the (permanent end)
flange pilots of the driveshaft For flange yoke and end yoke
flange yoke and axle companion combination-type driveshafts,
flange with each other. Align bolt remove as described above for
holes and install bolts, lock whatever design applies.
washers and nuts to temporarily
secure driveshaft to axle. Com- OUTSIDE SNAP RING DESIGN
press the slip assembly to posi- (RELUBABLE)
tion the opposite end of the
driveshaft to the transmission Disassembly
companion flange. Align bolt
holes and install bolts, lock With the shaft removed, the
washers, and nuts. Torque to I following procedure should be
specifications, both ends. REMOVAL followed:
NOTE: 1650 Series Bearing Procedures for removing the

Assemblies with Locking Plats. driveshaft from light and medium
When installing new bearing duty vehicles are nearly the same
assemblies into cross holes, the as for heavy duty applications.
locking fiat on the bearing assem- One difference is that the cross
bly must be aligned with the and bearings vary in the method of
locking fiat in the yoke cross hole. attaching to the vehicle. Methods
Proper location of locking flats will of attachment include u-bolt,
assure that the bearing assembly bearing strap and flange yoke
will not rotate. design.
For heavy driveshafts, support
LIGHT AND MEDIUM DUTY with a nylon support strap. Re-
move the u-bolts or strap cap 1. Using a soft drift, tap the
APPLICATION outside of the bearing
screws from the end yoke. Slide
the slip yoke toward the shaft to assembly to loosen snap
Cross and Bearing Kit ring. Tap bearing only
free the bearings from their seats
Replacement hard enough to break
between the yoke tabs in the end
Inside and Outside Snap Ring, yokes. Care should be taken to assembly away from snap
U-Bolt and Bearing Strap Design avoid dropping the bearing assem- ring.
blies. Repeat at opposite end.

cause serious injury or death. Do not go
under the vehicle when the engine is
running.
15
2. Remove snap ring from 5. To remove the opposite 2. Position the cross in the
yoke. Turn joint over, tap bearing assembly, turn the yoke with its lube fitting on
bearing away from snap yoke over and straighten the inboard side (toward
ring, then remove opposite the cross in the open cross driveshaft).
snap ring. hole. Then carefully press
on the end of the cross so
the remaining bearing
assembly moves straight
out of the bearing cross
hole. If the cross or
bearing assembly are
cocked, the bearing
assembly will score the
walls of the cross hole and
ruin the yoke.
3. Set the yoke in the arbor 3. Move one end of the cross
6. Repeat this procedure on to cause a trunnion to
press with a piece of tube
the remaining bearing project through the cross
stock beneath it. Position
assembles to remove the hole beyond the outer
the yoke with the lube
cross from the yoke. machined face of the yoke
fitting pointing up to
prevent interference during lug. Place a bearing
disassembly. Place a solid Reassembly assembly over the trun-
plug on the upper bearing nion diameter and align it
assembly and press it to the cross hole. Using
through to release the an arbor press, hold the
lower bearing assembly. trunnion in alignment with
the cross hole and place a
4. if the bearing assembly will solid plug on the upper
not pull out by hand after bearing assembly. Press
pressing, tap the base of the bearing assembly into
the lug near the bearing the cross hole enough to
assembly to dislodge it. install a snap ring.
7. Pack the four grease

cavities of the cross with a
high quality extreme
pressure N.L.G.I. Grade 2
grease (refer to page 6).
Also pack each bearing
assembly approximately
1/4 full with this grease.
16
7. Install the reassembled

driveshaft in the vehicle.
If bearing straps or u-bolts
hold the shaft in vehicle,
be certain the bearing WARNING: Rotating shafts can
assemblies are fully be dangerous. You can snag
seated between bearing clothes, skin, hair, hands, etch. This can
locating shoulders. cause serious injury or death. Do not go
under the vehicle when the engine is
running.
8. Torque bolts to specifica-
tion. In order to avoid becoming entangled install
power take-off and/or shaft behind the
4. Install a snap ring. frame rail, tanks, battery box, etc.
CAUTION: Self-locking bolts used If power take-off and/or shaft are still
with bearing straps should no be exposed after installation, install a guard.
reused. Follow instruction
implicit to prevent danger of PRELUBE OR LUBE-FOR-LIFETM
serious personal injury or death DESIGNS
from loss of driveshaft function.
9. Apply more grease through

the lube fitting until grease
appears at all four bearing
seals.
INSIDE SNAP RING DESIGN

5. Repeat steps 3 and 4 to
install the opposite (RELUBABLE)
bearing assembly. If the Disassembly
joint is stiff, strike the yoke
ears with a soft hammer to Spicer Prelube or Lube-for-LifeTM U-joint Kit
seat the needle bearings. Some Spicer crosses and
designs and have no lube fittings.
Since lubrication is critical, special
seals are used to contain the
lubricant in the cross/bearings in
this design.
Service instructions are nearly
the same for relubable and prelube
or lube-for-life design, whether it is
inside or outside snap ring u-bolt
Removing an inside snap ring. or bearing strap design.
The difference is that lifetime
Repeat outside snap ring
lubrication is done by Spicer at the
CAUTION: Be sure snap rings design disassembly instructions.
time of manufacture and
are properly seated in grooves. Reassembly relubrication should not be neces-
Repeat outside snap ring sary. Replacement of the cross
6. Repeat steps 2 - 5 at the and bearing kit rather than
design reassembly instructions.
opposite end of the relubrication is recommended.
drive shaft if installing a
second kit. Make sure to
keep lube fittings at each
end of the driveshaft in
line.
17
TORQUE SPECS FOR LIGHT AND MEDIUM DUTY
Lubrication access hole in late-design

Spicer Double Cardan Joints
DOUBLE-CARDAN LUBRICATION
CONSTANT VELOCITY The later-design Spicer CV
TYPE JOINT The lube fitting for the center- joints simplify lubrication by
(Light Duty) ing socket in the CV joint can be making easy access to the lube
difficult to reach and requires a fittings. Service replacement kits
special lube technique. it is have been modified with a lube
necessary to rotate the driveshaft fitting in one or more bearing
to a position with the flush type assemblies to aid in lubrication
lube fitting in the centering socket access. Also, an access hole has
up toward the floor board. The been provided in the center yoke
yokes spread or open in this for easy lubrication of the center-
position to allow access with the ing ball. This new design elimi-
needle nose tip. It is still an nates the need to disconnect the
awkward and blind procedure. shaft and puts the fittings in plain
That explains why neglect is soview. Look for signs of u-joint
common. trouble when lubricating u-joints:
The double-cardan constant ü Lube spray from a leaky

velocity (CV) type u-joint is a seal indicates need for
special design to accommodate u-joint replacement.
necessary installation angles not
compatible with single-cardan u- WARNING: Rotating shafts can ü Any looseness or notice-
joints. The CV joint also requires be dangerous. You can snag able “slop” at a u-joint in
clothes, skin, hair, hands, etc This can the driveshaft calls for
special attention. Neglect is its cause serious injury or death Do not work
main enemy. on a shaft (with or without a guard) when
immediate replacement of
The CV joints need lubrication the engine is running. the u-joint, assuming the
to live. Some of the older assem- snap rings or bolts are
blies using flush-type fittings require A more positive, less frustrat- already in place or torqued
special lube gun fittings, such as a ing approach is to disconnect the down.
needle nose attachment. The driveshaft. The lube fitting will
crosses may or may not have lube come into view but it may be
fittings. necessary to jack one front wheel
The centering socket and ball is and rotate the driveshaft. This can
critical to proper function of the CV be done to all 4WD vehicles with
joint and smooth operation. Without the double-cardan u-joint.
lubrication it will wear out, causing
vibration and serious damage.
Rebuilding the CV joint will be
necessary.
18
Spicer Double Cardan Constant Velocity

Type Joint
SPICER STYLE REPAIR KIT convenient and reduce the possi-

bility of overlooking lube points.
The Spicer style double
cardan CV joint has outside snap DISASSEMBLY
rings. CV joint repairs should be 1. Disconnect u-bolts or
made whenever inspections show bearing straps at the
any noticeable sign of loose fit, single-cardan end yoke
corrosion or loss/lack of lube at u- position. Disconnect cap
joint or centering ball. screws from the CV end
Centering socket/ball repair yoke or flange bolts from
kits are available from Spicer with the CV companion flange.
installation instructions for This will allow driveshaft
replacement. The correct repair removal from the vehicle.
kit depends on whether the CV 3. Press the bearing
joint is the older or newer types. assembly partially from
The advantage of easy access the outboard side of the
lube fittings for the new style center yoke - enough to
center kit would be lost when grasp by vise jaws.
installed in an old style u-joint. Do not press the bearing
The centering kits have a differ- assembly completely
ent location for the lube fitting. through.
The disassembly and reas-
sembly of both types is basically NOTE: Be sure to remove lube
the same procedure. It is impor- fitting if it interferes with bearing
tant that both styles be reas- assembly press-out.
sembled with all lube fittings
aligned on the same side. This 2. Remove all snap rings from
will make service lubrication more the bearing assemblies.
19
4. Grasp the protruding REASSEMBLY 3. Press the bearing

bearing assembly by vise 1. Fit a cross into the tube assembly in place and
jaws. Tap the tube yoke yoke. install a snap ring.
with a mallet and drift to
dislodge the bearing 2. Place a bearing assembly
assembly from the yoke in a tube yoke hole and
hole. over a trunnion. Keep the
needle rollers upright in the
bearing assembly. A
needle roller lying at the
bottom of the bearing
assembly will prevent
proper assembly.
4. Flip the tube yoke and

repeat bearing assembly
installation on the
5. Flip the assembly and opposite trunnion.
repeat steps 3 and 4 for Install a snap ring.
removing the opposite side
bearing assembly. This will
then allow removal of the
cross centering kit
assembly and spring.
NOTE: Be sure to remove the lube
6. Press the remaining fitting if it interferes with bearing
bearing assemblies out on assembly press-up.
the other cross as
described above to
complete disassembly.
CAUTION: Tap in the center of the

“H” yoke. Never strike the yokes at
the bearing assembly holes be- 5. Fit the center yoke on the
cause the snap ring grooves may remaining two trunnions
collapse and make reassembly and press bearing
impossible. assemblies in place, both
sides. Install snap rings.
20
11. Reinstall in the vehicle.
12. Torque all bolts and cap

screws to specifications
shown below.
13. Add grease to all three lube

fittings.
TORQUE SPECIFICATIONS FOR

DOUBLE-CARDAN CONSTANT
VELOCITY TYPE JOINTS
6. Next install the centering kit 8. Press the remaining two
1210CV-Standard Grade Eight Bolts
assembly inside the center bearing assemblies into Bolt Torque - 13-18 lb./ft.
yoke making sure the place and install snap (.250-28)
spring in the tube yoke is in rings. 1310/1330CV-Standard Grade Eight Bolts
place. Align the lube fitting Bolt Torque - 22-26 lb./ft.
(.312-24)
on the centering kit
assembly with the lube
fitting on the installed CAUTION: Self-locking bolts
cross. used with bearing straps should
not be reused. Follow instructions
implicitly to prevent danger of
serious personal injury or death
from loss of driveshaft function.
9. Tap the snap rings to allow

them to set into the WARNING: Rotating shafts can
grooves. A bearing cup be dangerous. You can snag
from a used u-joints works cause serious injury or death.
well for this.
7. Place two bearing Do not go under the vehicle when the
assemblies on the engine is running.
remaining cross (opposite
In order to avoid becoming entangled
sides). Fit the open install power take-off and/or shaft behind
trunnions into the center the frame rail, tanks, battery box, etc.
yoke holes and the
If power take-off and/or shaft are still
bearing assemblies into
the centering kit assembly.
Make sure the lube fitting
on the cross is in live with
the other two lube fittings.
10. Check for proper assembly.

Flex the CV joint beyond
center. It should snap
“over center” in both
directions when all needle
rollers and components are
correctly assembled.
21
SERVICING THE ADVANCEDMATERIALS DRIVESHAFT
SERVICING THE DRIVESHAFT signs of deterioration. If replaced with a kit de-
there are any cracks that signed specifically for use
Assembly and disassembly exceed 0.008 inches in with aluminum. The use
procedures for Spicer LiteTM depth, the assembly must of non-endurion coated
aluminum and Spicer Graph-LiteTM be replaced. kits will result in damage
driveshafts are similar to those of to the driveshaft through
other driveshafts. However, some 4) Check to be sure there are galvanic corrosion.
no missing balance
weights. If balance CAUTION: When replacing
unique instructions must be
weights are missing and a universal joint kits in aluminum
followed to service advanced
void has occurred in the driveshafts, use kits designed
technology materials.
aluminum tubing greater specifically for aluminum to avoid
than 0.008 inches, the galvanic corrosion.
SPICER LITETM
assembly must be re- Straightening and Balancing
ALUMINUM DRIVESHAFT
placed. 1) Our Spicer LiteTMalumi-
Inspecting and Lubricating num driveshaft can be
SERVICING straightened following the
same procedure for steel
1) Service Spicer-LiteTM
driveshafts as outlined on
aluminum driveshafts
page 24.
following the same
procedure for steel GRAPH-LITETM DRIVESHAFTS
driveshafts as outlined on Inspecting and Lubricating
pages 13 - 15.
2) After removing the cross

and bearings from both
ends of the driveshaft,
inspect the cross hole
1) Inspect Spicer Lite* alumi- surfaces for damaged or
num driveshafts following raised metal. Raised metal
the same procedures for can be removed with an
steel driveshafts as emery cloth. The raised
outlined on pages 4 - 7. metal can cause premature
cross and bearing
2) Inspect the aluminum problems.
1) Inspect driveshaft for any
tubing for surface scratches
surface imperfections in
and dents. These CAUTION: Aluminum is softer
the black graphite cover-
scratches may not exceed than steel. Care must be taken not
ing. Look for torn graphite
0.008 inches in depth. to remove excessive material or
near the ends of the
damage cross holes.
covering and surface
scratches or cracks
deeper than 0.008
inches along the length of
the covering. If any
imperfections such as
these exist, the assembly
must be replaced. The
black graphite must be
securely attached to the
aluminum tubing in all
areas. If there is any
3) relative movement be-
Visually inspect the circle
3) If the universal joint kit is tween the two materials
welds and end fittings for
replaced, it must be (aluminum and carbon
any signs of cracks or
graphite), the assembly
must be replaced.
22
SERVICINGTHE A DVANCED MATERIALS DRIVESHAFT
Servicing Straightening and Balancing
1) Service Spicer Graph- DO NOT, UNDER ANY CIRCUM-

LiteTM driveshafts following STANCES, ATTEMPT TO
the same procedure for STRAIGHTEN ALUMINUM
steel driveshafts outlined GRAPHITE DRIVESHAFTS.
on pages 13 - 15. Any attempt to do this will cause
damage to the carbon graphite
2) After removing the cross covering resulting in decreased
and bearings from both performance of the driveshaft.
ends of the driveshaft, The entire driveshaft assembly
2) Inspect the driveshaft inspect the cross hole must be replaced if the tubing is
following the same proce- surfaces for damaged or bent or twisted.
dures for steel driveshafts raised metal. Raised metal
as outlined on pages 4 -7. can be removed with an
emery cloth. The raised
3) Inspect the aluminum metal can cause premature
tubing for surface scratches cross and bearing clothes, skin, hair, hands, etc. This can
and dents deeper than problems. cause serious injury or death.
0.008 inches.
Do not go under the vehicle when the
CAUTION: Aluminum is softer
engine is running.
than steel. Care must be taken not
to remove excessive material or Do not work on a shaft (with or without a
damage cross holes. guard) when the engine is running.
Do not engage or disengage driven

equipment by hand from under the vehicle
when the engine is running.
In order to avoid becoming entangled

install the power take-off and/or shaft
behind the frame rail, tanks, battery box,
etc.
If power take-off and/or shaft are still

4) Visually inspect the circle
welds and end fittings for Install a support strap when servicing a
any signs of cracks or driveshaft to prevent personal injury.
deterioration. If there are
A serious or fatal injury can occur...
any cracks that exceed 3) If the universal joint kit is
▲ if you lack proper training
0.008 inches-in depth, the replaced it must be ▲ if you fail to follow proper procedures
assembly must be re- replaced with a kit de- ▲ if you do not use proper tools and
placed. signed specifically for use safety equipment
with aluminum. The use of ▲ if you assemble driveline components
improperly
5) Check for any missing non-endurion coated kits ▲ if you use incompatible driveline
balance weights. If will result in damage to the components
balance weights are driveshaft through galvanic ▲ If you use worn-out or damaged
driveline components
missing, and a void has corrosion. ▲ if you use driveline components in a
occurred in the aluminum non-approved application
tubing greater than 0.008 CAUTION: When replacing
inches, the assembly must be universal joint kits in Graph-LiteTM This manual contains detailed safety
instructions. Read, understand and follow
replaced. driveshafts, use kits designed
this manual.
specifically for aluminum to avoid ▲ Get proper training
galvanic corrosion. ▲ Learn and follow safe operating
procedures
▲ Use proper tools and safety
equipment
▲ Use proper components in good
condition
23
STRAIGHTENING AND BALANCING ANGLES AND PHASING
STRAIGHTENING AND BALANCING Ovality occurs when the tube is of the outboard u-joint kit (heavy
THE DRIVESHAFT not circular but oval in shape. duty) or on selected flange yokes
During dynamic balancing, a dial or yokes.
(Excluding Aluminum) indicator will display ovality TWICE All flange yokes or yokes
per revolution. Even though a tube should be selected for dynamic
The rebuilding of a driveshaft may be straight, ovality will make it balance to eliminate as much
assembly usually consists of seem bent. A tube with ovality unbalance as possible. During
replacing worn cross and bearing may be used up to a 0.010 T.I.R. balancing, the driveshaft again
assemblies with a new kit. These runout reading. Beyond this limit should be mounted on the same
kits replace the part of a driveshaft the tube must be discarded for master tooling or selected flange
most subject to wear in operation. driveshaft purposes. or yokes.
The potential off-center condition After welding, the entire After straightening, balance
present in the cross and bearing driveshaft should be straightened the entire assembly to Original
assemblies makes it desirable to to the following limits: Equipment Manufacturer specifica-
balance every assembly after tions.
installing new cross and bearing
kits. ANGLES AND PHASING
When the tubing is bent or (All Types)
twisted or the tube fittings are
distorted, it will be necessary to Heavy Duty Driveshaft Runout Limits Proper driveshaft angles and
replace the damaged parts. correct phasing of the yokes are
Properly assemble the new very important in maintaining long
components into the tube and life and quiet running shafts.
straighten the shaft assembly When in phase, the slip yoke
before tack welding, to be sure the lugs (ears) and tube yoke lugs
parts are on center. This can be Light and Medium Duty Driveshaft (ears) are in fine. Normally, this is
done by mounting the complete Runout Limits for Unbalanced the ideal condition and gives the
assembly in the appropriate tooling Driveshaft smoothest running shaft. There
and straightening until the ends of may be an alignment arrow
the tube run concentric within 0.005 Heavy Duty stamped on the slip yoke and on
T.I.R. Recheck for runout. the tube shaft to assure proper
0.005 T.I.R. on the neck of the slip phasing when assembling these
RUNOUT VERSUS OVALITY tube shaft components. If there are no
0.010 T.I.R. on ends of tubing 3" alignment marks, they should
from welds
0.015 T.I.R at linear center of the
tube.
Light and Medium Duty

Runout-circular diameter, bent tubing
0.005 T.I.R. on the neck of the slip
tube shaft
0.010 T.I.R. on ends of tubing 3"
from welds
0.015 T.I.R. at linear center of the
tube
Ovality-oval diameter straight tubing
0. 015 T.I.R. for full length of tube An “ In Phase” Driveshaft
with 30" or less be added before disassembly of
When checking for runout, it is the shaft to assure proper reas-
important to distinguish between (T.I.R. - Total indicator Reading)
sembly.
runout and ovality. Runout is when Phasing is relatively simple on
the tube is slightly bent but still These runouts should be taken a two-joint set be sure that the
maintains its circularity throughout with entire driveshaft assembly slip yoke lugs and the tube yoke
the tube. During dynamic balancing, mounted on master tooling which
a dial indicator will show runout
lugs are in fine. Driveshaft angles
locales on the outboard bearing are a little more complicated.
ONCE per revolution. assemblies of the u-joint kit (light
and medium duty), or the trunnions
24
ANGLES AND PHASING
The u-joint operating angle is High angles combined with In this case, the maximum u-joint
the angle formed by two yokes high R.P.M. is the worst combina- operating angle is determined by
connected by a cross and bearing tion, resulting in reduced u-joint dividing length of driveshaft by ten.
kit. There are two kinds of u-joint life. Too large and unequal u-joint Example: A 30" driveshaft with
angles. angles can cause vibrations and intersecting angles would have a 3
The simple one plane angle contribute to u-joint, transmission degree permissible operating
found in most installations has all and differential problems. The angle.
driveline slope confined to one improper u-joint angles must be
plane, usually the vertical plane. corrected. CHECKING DRIVESHAFT ANGLES
The other type of driveline angle Ideally, the operating angles on IN THE VERTICAL OR
is the compound angle in two each end of the driveshaft should HORIZONTAL PLANE
planes. This is found in driveline be equal to or within 1 degree of
designs where offset exists in each other, have a 3 degree
both the vertical and horizontal maximum operating angle and
planes. For detailed information have at least 1/2 of a degree
on troubleshooting compound continuous operating angle. WARNING: Rotating shafts can
angles, contact your Spicer be dangerous. You can snag
R.P.M. is the main factor
Service Representative. though in determining maximum cause serious injury or death. Do not work
allowable operating angles. As a on a shaft (with or without a guard) when
guide to maximum normal operat- the engine is running.
ing angles, refer to the chart listed.
Use the following procedure to
check driveshaft angles for proper
u-joint operating angles.
1. Inflate all tires to the

pressure at which they are
normally operated. Park
the vehicle on a surface
which is as level as
Tube diameter and normal operating possible both from front-to-
RPM determine maximum allowable tube rear and from side-to-side.
length. If “critical length” is reached, a
Do not attempt to level the
three-joint driveshaft with center support or
a Spicer Graph-LiteTM driveshaft must be vehicle by jacking up the
One Plane Angle Driveshafts, Side and used. Refer to the Spicer “Driveshaft front or rear axles. Shift
Top View Speed Calculator” - Form M3-11 TRNG. the transmission to neutral
and block the front tires.
When the transmission output Jack up a rear wheel.
shaft centerline and axle input
shaft centerline are parallel, the u- 2. Rotate the wheel by hand
joint operating angle permissible is until the output yoke on the
length of driveshaft divided by five. transmission is vertical,
Example: A short coupled and lower the jack. This
driveshaft with a 15" length would simplifies measurement
be limited to 3 degrees maximum later. Check driveshaft
operating angle. A 30" shaft would angles in the same loaded
be limited to 6 degrees. or unloaded condition as
When the transmission output when the vibrations or
shaft centerline and axle input noise occurred. Always try
shaft centerline intersect midway of to check driveline angles in
the driveshaft, the joint angles are both loaded and unloaded
Two Plane Angle Driveshaft, Side and
equal. However, due to the conditions.
Top View change to unequal joint angles
during up and down axle move-
ment, this is a more undesirable
condition than parallel centerlines.
25
ANGLES AND PHASING
If using a protractor, all

angles should be read
within 0.25 degree and
get should be measured
with the protractor held
plumb on a clean flat
surface. The Spicer
Anglemaster II
Electronic Driveline
Inclinometer is
automatically accurate to
within 1/10 of 1 degree.
Spicer “Anglemaster II Electronic Always measure the slope
Driveline Inclinometer with available of the drivetrain going
attachments from front to rear.
A component slopes down-
3. To determine driveshaft ward if it is lower at the
angles, a spirit level rear than the front. A
protractror or Spicer component slopes upward
Anglemaster II when it is higher at the
Electronic Driveline rear than it is in front.
Inclinometer is
required. On a protractor,
when angles are read from
the 0 degree mark (hori- 5. Now check the driveshaft
zontally - on the angle between the trans-
driveshaft) record and use mission and axle or
the angle shown. When forward axle. On short
angles are read from either tube length driveshafts,
of the 90 degree marks check the angle of the
(vertically - on the flange) driveshaft on either the
do not record the angle tube or slip yoke
shown on the protractor lug with the bearing
since the 90 degree marks assembly removed.
must be understood to be 4. Check and record the On long tube length
the same as 0 degrees on angle on the main trans- driveshafts, measure the
the horizontal plane. Thus, mission. This reading can angle on the tube at least
if a vertical reading is 85 be taken on the end yoke 3" away from the circle
degrees, the angle being lug, with the bearing welds or at least 1" away
measured is 5 degrees (90 assembly removed or on a from any balance weights.
-85 = 5 degrees). flat surface of the main Be sure to remove any
transmission parallel or rust, scale or sound
To use the Spicer perpendicular to the output deadening compounds
Anglemaster® II yoke lug plane. Record from the tube to obtain an
Electronic Driveline your readings on a sketch. accurate measurement.
Inclinometer, simple plane
the sensor on the compo- As 5 minute videotape that
nent to be measured. A outline instructions for “Measur-
display module will show ing and Calculating Driveline
what the angle is and in Operating Angles” is available at
which direction it slopes. $60.00 from:
(Available only from Dana Spicer Universal Joint Division

Corporation and your Dana Corporation
Spicer Service Represen- P.O. Box 955
tative.) Toledo, Ohio 43695
Attn: Advertising Department
26
ANGLES AND PHASING
Correcting U-Joint
7. If applicable, measure the Operating Angles
output yoke angle of the
forward axle, the angle of
the tandem driveshaft
between the forward axle
and the rear axle, and the
rear axle input yoke angle.
With all of the angles recorded,

complete a drawing as shown.
There are no u-joint operating
angles in your drawing at this time,
6. Check the forward axle just the slope of the components
input yoke angle by remov- and their direction. To determine Axle Shims
ing a bearing assembly and u-joint operating angles, simply
measuring the angle on the find the difference in the slopes of The recommended method for
yoke lugs or on a flat the components. correcting severe u-joint operating
surface of the angle When the slopes are in the angles depends on the vehicle
housing parallel or perpen- Same direction on two connected suspension or driveline design.
dicular to the input yoke lug components, Subtract the smaller On vehicles with leaf spring
plane. number from the larger to find the suspension, thin wedges called
u-joint operating angle. When the axle shims can be installed under
slopes are in the Opposite direc- the leaf springs of single axle
tion on two connected compo- vehicles to tilt the axle and correct
nents, Add the measurements to u-joint operating angles. Wedges
find the u-joint operating angle. are available in a range of sizes to
Now compare the u-joint change pinion angles.
operating angles on your drawing On vehicles with tandem
to the rules for ideal operating axles, the torque rods can be
angles mentioned above. shimmed. Torque rod shims
rotate the axle pinion to change
the u-joint operating angle. A
longer or shorter torque rod may
be available from the manufac-
turer if shimming is not practical.
Some torque rods are adjustable.
27
FIELD PROBLEM ANALYSIS
As a general rule, the addition FIELD PROBLEM ANALYSIS To avoid lubrication-related

or removal of a 1/4" shim from the (All Types) problems:
rear torque arm will change the axle 1. Lube all fittings including
angle approximately 3/4 of a those that are often over
degree. A 3/4 of a degree change looked, out-of-sight, dirt-
in the pinion angle will change the WARNING: Rotating shafts can covered or difficult to
u-joint operating angle about 1/4 of be dangerous. You can snag reach.
a degree. cause serious injury or death. Do not work 2. Know how some lube
Always take the time to call the on a shaft (with or without a guard) when
the engine is running.
fittings appear different
vehicle manufacturer if there are from regular chassis lube
unusual u-joint operating angle fittings and require a needle
problems. For detailed information U-joint problems, as a rule, nose attachment
on troubleshooting three u-joint or are of a progressive nature. They needle nose attachment
multiple-shaft driveline arrange- generally accelerate rapidly and for the grease gun.
ments, contact your Spicer Service result in ruined components.
Representative. Some recognizable signs of u- 3. Don’t overlook slip yoke
joint deterioration are: lubrication.
What Causes U-joint Operating 1. Vibration
Angle To Change
2. U-joint looseness
ü Suspension changes caused 3. U-joint discoloration due to
by:
excessive heat buildup
worn bushings in the spring
hangers
Worn bushings in the torque 4. Inability to purge all four
trunnion seals
rods
incorrect airbag height
5. An audible noise or squeal
from the driveline
ü Revisions in components of the
driveline
Lubrication-Related Problems
ü Stretching or shortening the
Chassis The most common reasons for
u-joint wear are lack of lubrication,
ü Adding an auxiliary transmis- inadequate lube quality, inad-
sion or transfer case in the equate initial lubrication or failure
main driveline to lubricate properly and often
enough.
ü Worn engine mounts On Quick-disconnect*
applications, excessive bearing
Driveshaft Brake rotation could cause premature
wear of components involved.
The causes of rotation are: 4. Use correct lube tech-
When a driveshaft brake is
1. Use of non-Spicer parts nique. New Lube Must
used, care must be taken to see Flow From All Four
with Genuine Spicer
that the brake drum is properly Bearing Seals.
components.
piloted, runs true and is in
5. Use correct lubricant. It
balance. should be a recommended
2. Improper torque on
type, such as N.L.G.I.
retaining strap bolts. Grade 1 or 2 with E.P.
additives and high tem-
3. Failure to firmly seat both perature resistance.
bearing assembles in the 6. New u-joint must be
end yoke saddles before lubricated when
assembled into the
the strap bolts are tight- driveshaft yokes.
ened.
7. Observe recommended
lubrication cycle.
4. Dirty bearing saddles. See chart of page 6.
28
Brinelling Transverse Vibration Torsional Vibration

Generally, a lubrication created that increases with the power impulses of the engine or
problem is one of two types– square of the speed. The faster from improper u-joint angles. This
brinelling or end galling. The the shaft turns, the greater the type of vibration is difficult to
grooves made by the needle roller unbalance force acting on the identify in road testing but certain
bearings on the trunnion of the shaft. characteristics do exist. It causes
cross are known as brinelling. The force produced by this out- a noticeable sound disturbance
Brinelling can also be caused by of-balance condition tends to bend and can occasionally transmit
too much torque for the capacity the supporting members. As the mechanical shaking.
of the u-joint used. End galling is supporting members have a Torsional vibrations can exist at
a displacement of metal at the natural frequency of vibration one or more periods any place in
end of the trunnion and can also similar to a swinging pendulum, a the operating range and tend to be
be related to angularity problems. violent vibration may exist at more severe at lower speeds.
Both of these problems can be certain periods when the speed of Changes in torque load (part-to-full
caused by lack of lubrication. rotation and the natural frequency throttle) usually affect the vibration.
Problems which are not a of supports coincide. The nonuniform velocity obtained
result of lubrication are associ- Each end of the shaft must be when a u-joint operates at an angle
ated with the installation, angles balanced individually as each produces torsional vibration. In a
and speed of the driveshaft. support is responsive to an out-of- driveline having two or more joints
Fractured parts caused by torque, balance condition in the portion of in series, it is desirable to have the
fatigue and bending are associ- the shaft it supports. Out-of- individual joint angles arranged
ated with overload, excessively balance affects operating condi- such that the net result minimizes
high u-joint angles and driveshaft tions only when rotating. nonuniform velocity characteristics
exceeding critical speed Transverse vibration caused by over the system.
limitations. a driveshaft out-of-balance will It is practically impossible to
usually emit sound wave that you maintain the desired joint angles
can hear and mechanical shaking throughout the operating range.
that you can feel. The force from Therefore, it is necessary to
out-of-balance increases with determine some maximum limit of
speed, not torque load. The torsional excitation which can be
driveshaft speed is determined by considered as generally accept-
vehicle speed and the vibration is able.
demonstrated best by rode testing The amount of torsional
the vehicle to operating speed, excitation which can be accepted
End Galling disengaging engine, and checking without causing excessive distur-
noises eliminated. bance depends upon operating
VIBRATION-RELATED PROBLEMS Torsional vibration, although speed and characteristics of
Vibration is a driveshaft similar in effect to transverse supporting structures and other
problem that can be either trans- vibration, is an entirely different units in the driveline and drivetrain
verse or torsional. motion. The transverse vibration is system.
Transverse vibration is the a bending movement whereas Other vibrational problems in a
result of unbalance acting on the torsional vibration is a twisting driveshaft could be caused by worn
supporting shafts as the driveshaft motion. or damaged u-joints. These joints
rotates. When a part having an The energy to produce tor- must be constantly maintained
out-of-balance, or heavy side, is sional vibration can occur from the according to manufacturer’s
rotated an unbalanced force is lubrication specifications.
29
TROUBLESHOOTING
Complaints Reduce u-joint continuous running

angle
PREMATURE WEAR Replace with higher capacity
WARNING: Rotating shafts can u-joint and driveshaft
clothes, skin, hands, etc. This can
Low mileage u-joint wear Check u-joint flex effort–replace
cause serious injury or death. Do not go Repeat u-joint wear Joint or yoke if necessary
under the vehicle when the engine is End galling of cross trunnion and Clean and relubricate u-joint
running. bearing assembly Realign to proper running angle
Needle rollers brinelled into –minimum 1/2 degree
Complaints Broken cross and bearing assem- Torque bearing retention method
blies to specification
VIBRATION
Complaints
Low gear shudder
At certain speeds under full drive or SLIP SPLINE WEAR
full coast Seizure
Under light loaded conditions Galling
Outside diameter wear at
Causes extremities and at 180 degrees
Spline shaft or tube broken in
Secondary couple load reaction at torsion
shaft support bearing
Improper phasing Causes
Incompatible driveshaft Broken Cross
Driveshaft weight not compatible with Improper lubrication
engine-transmission mounting Causes Worn or damaged part
Driveshaft too long for speed Tube size inadequate
Loose outside diameter fit on slip End yoke cross hole misalignment Excessive torque load for u-joints
spline. Excessive lubrication and driveshaft size
Excessively loose u-joint for speed Improper lubrication Male spline head engagement
Driveshaft out of balance, not straight Excessive u-bolt torque on retain- length too short for application
Unequal u-joint angles ing nuts Excessive loose outside diameter
U-joint angle too large for continuous Excessive continuous running load fit
running Continuous operation at high Slip member working in extreme
Worn u-joint angle/high speed extended or fully collapsed
Inadequate torque on bearing plate Contamination and abrasion position
cap screws Worn or damaged seals Contamination
Torsional and/or inertial excitation Excessive torque load (shock
loading) for u-joint and driveshaft Corrections
Corrections size
Lubricate slip spline according
Reduce u-joint continuous running Corrections to Spicer specifications
angle Replace with higher capacity
Replace u-joint Use Spicer alignment bar to check u-joint and driveshaft
Install two piece driveshaft with for end yoke cross hole misalign- Check u-joint flex effort-replace
shaft support bearing ment, replace end yoke if mis- joint or yoke if necessary
Use larger diameter tube aligned Clean and relubricate according
Shim drivetrain components to Check u-Joint operating angles with to Spicer specification
equalize u-joint angles a spirit level protector or Spicer Replace spline-check design
Straighten and balance shaft Anglemaster II Electronic Driv- for application
Check with transmission or axle eline Inclinometer, reduce exces- Use Spicer Glidecote slip spline
manufacturer-replace shaft sive u-joint operating angles Increase driveshaft assembly
bearing Lubricate according to Spicer length to position slip spline head
Inspect u-joint flex effort for loose- specifications towards u-joint
ness-torque to specification Replace u-joint kit. Check for male slip member with
Check driveshaft for correct yoke longer spline
phasing. Use larger diameter tube
30
TROUBLESHOOTING
Complaints Improper lubrication of bearings Causes

Shaft support bearing misaligned
SHAfT AND/OR TUBE –interferes with slinger Mating yoke lug interference at full
jounce and rebound
Shaft support bearing wear or Corrections Excessive torque load for u-joint
fracture and driveshaft size
Shaft support rubber insulator Reduce u-joint continuous running Improper shaft length and slip
wear or fracture angle Bending fatigue due to secondary
Tube circle weld fracture Replace with higher capacity u- couple loads
joint and driveshaft
Install two piece driveshaft with Corrections
shaft support bearing
Use larger diameter tube Reduce u-joint continuous running
Normal bearing wear-replace angles
Realign mounting bracket to frame Replace with higher capacity
cross member to eliminate interfer- u-joint and driveshaft
ence with slinger Replace yoke–check design for
application
Use wide angle yokes
Check installed lengths and adjust
driveshaft length to provide proper
Causes slip conditions
Balance weight located in apex of

weld yoke lug area
Balance weight too close to circle
weld WARNING: Rotating shafts can
Improper circle weld clothes, skin, hair, hands, etc. This can
Bending fatigue due to secondary cause serious injury or death.
couple loads
Driveshaft too long for operating Complaints Refer to safety precaution section on inside
speeds front cover.
Worn or damaged parts YOKE FRACTURE
Excessive torque load (shock
loading) for u-joint and driveshaft Yoke broken in hub
size Yoke broken at ear tip
31
GLOSSARY
ALIGNMENT BAR-a device (gauge) used

DRIFT - a soft metal, usually brass, tool used when two or more driveshafts are
to check yoke cross hole alignment.
used to assist in removal of bearing required to reduce driveshaft length–
assemblies from full round cross holes. supports the coupling shaft.
BEARING ASSEMBLY-a hollow cup
containing the needle roller bearings that
GALLING- a displacement of metal, us- SHORT COUPLED JOINT - a driveline of
ride on the cross trunnion.
ually caused by lack of lubrication, angu- yoke shaft and slip yoke construction
larity problems, or over capacity loads. similar to a two-joint assembly, used
BRINELLING-grooves from needle rollers
where space is restricted.
marking and burning into trunnion.
GLIDECOTE - Dana patented coating
Usually caused by improper angles, lack
for slip splines that extends life through SHORT DURATION TORQUE - represents
of lubrication or too much load.
reduction of friction. the u-joints capability to withstand
momentary loading accompanying start-
CARDAN-TYPE U-JOINT-a non-constant
HORSEPOWER - a unit of measure that stop service.
velocity u-joint which consists of two
denotes the amount of work done in a
yokes connected by a cross through four
given period of time. 1 H.P = 550 Ibs./ft. SLIP YOKE (ALSO SLEEVE YOKE) - it is that
bearings.
per second. The formula for horsepower component of the driveshaft that absorbs
is: H.P. = Torque x R.P.M./5252. the axial movement of the vehicle thus
COMPOUND ANGLE-a driveline angle that
allowing for length changes in the
is offset both vertically and horizontally.
INCLINOMETER - an instrument for driveshaft.
indicating the inclination of a driveline
CONSTANT VELOCITY (CV) U-JOINT-a u-joint
from the horizontal. T.l.R.- Total Indicator Reading, a
which uniformly transmits motion at an
measure of driveshaft runout.
angle without speed changes in the driven
LUBE CYCLE - recommended time period
shaft.
for relubrication. TORQUE - twisting effort caused by the
application of force. The formula for
CONTINUOUS OPERATING TORQUE-
NEWTON-METERS (nm) - a unit of torque is: T = H. P. x 5252/R . P.M.
represents the constant torque load that a
measurement for torque, comparable to
respective driveshaft or joint series will
Ib./ft. One (1 ) Ib./ft. = 1.355818 nm. One TORSIONAL ELASTIC LIMIT - represents
transmit over long periods of time, such as
(1) nm = .73756 Ib./ft. the maximum torque load the u-joint or
a direct drive installation.
shaft will transmit instantaneously,
PHASING (IN-LINE) - a relationship that without yield in any part.
COUPLING SHAFTS-are essentially
exists between the yokes when they are
extension members to the total drivetrain.
in-line from “ear-to-ear” and their TRUNNION - the four machined posts of
In automotive applications these units are
centerlines are parallel. the u-joint cross which serve as the inner
inserted ahead of the two joint assemblies
bearing race.
and lead out of the power source, usually
PHASING (OUT-OF-LINE) - a relationship
supported by a shaft support bearing.
that exists between the yokes when they TUBE (WELD) YOKE - permanent fitting at
Used where one piece shafts would be too
are not in-fine from “ear-to-ear,” but are one or both ends of a driveshaft designed
long.
rotated relative to one another. to fit a specific tube and u-joint assembly.
CRITICAL SPEED-this is a phenomenon
POSITIVE PURGING VALVE (PPV) - a lube TWO-JOINT ASSEMBLY - these assemblies
associated with any elastic shaft rotating
valve that is pressed into the cross are in essence a complete driveshaft.
at a high speed. At some specific speed
assembly of Genuine Spicer U-Joints. The front end of the unit contains the slip
the shaft will start to vibrate and, in some
The PPV provides ease of purging and joint while the rear is fitted with a
instances, the vibrations are so severe
eliminates inadvertent dislocation from permanent type joint.
that the shaft will “whip” resulting in
the cross when assembling or
premature wear or fracture in the
disassembling. U-JOINT COUPLING - consists of two
drivetrain system.
yokes and a cross and bearing kit, a type
PURGE - completely flush out the clean, of flexible coupling which can transmit
CROSS-the central component of the u-
fresh lube at all four seals. torque and/or rotary motion from one
joint, connecting the input and output
shaft to another with fixed or changing
yokes.
R.P.M. - revolutions per minute. R.P.M.= angular misalignment.
H.P. x 5252/Torque.
CROSS HOLE-two parallel machined holes
U-JOINT DRIVESHAFT - a rotating shaft
in the yoke lugs, which accept u-joint
RENOUT - applies to the allowable off- used for the transmission of torque and
bearing assemblies.
center limits of a driveshaft. consisting of one or two u-joint couplings
and a center section. It is capable of
DOUBLE-CARDAN CV JOINT - consists of two
SERRATED BOLT WITH LOCK PATCH - a bolt, operating at an angle and usually with
u-joints connected by a coupling yoke
identified by the under-head serrations changes in length.
(double yoke) with internal supporting and
and the lock patch coating on the
centering means. The torsional vibrations
threads, that replaces the lock strap YOKE AND TUBE ASSEMBLY - a weld yoke
of the two joints are cancelled so that
design. and a piece of tubing attached at the
power is transmitted smoothly.
factory available in various length and
SHAFT SUPPORT (CENTER) BEARING capacities suitable for field specialist
ASSEMBLY - a mounted bearing assembly tailoring.
32
SPICER END YOKE CROSSHOLE ALIGNMENT AND WEAR GAUGES
Now, it’s easy to check cross- Many times a u-joint kit mission and the axle bearings.
hole alignment and wear on premature failure is not the fault of Order Spicer alignment
conventional full round and half the kit itself, but was caused by gauges today for your shop in-
round end yokes. misalignment or worn crossholes can house maintenance or for resale
Spicer has developed two also be a contributing factor to to your customers.
simple gauges to assist you in driveshaft vibration, which can
identifying out-of-spec u-joint cause damage to both the trans-
componentry and increase parts
sales.
CAUSE AND EFFECT OF END YOKE CROSSHOLE
MISALIGNMENT AND WEAR
CAUSE: CAUSE: CAUSE:

1. Excessive torque (overload) 1. Improper u-joint kit disassembly 1. Loose bearing plate cap
2. Previous u-joint kit failure (heat procedures screws (improper assembly)
distortion) 2. Previous u-joint kit failure (heat 2. Torsional Wear
distortion) 3. Rust and corrosion
EFFECT:
1. Bearing misalignment EFFECT: EFFECT:
2. U-joint kit premature failure 1. Bearing misalignment 1. Broken bearing plate weld
3. Driveshaft vibration 2. U-joint kit premature failure (full round end yoke only)
3. Driveshaft vibration 2. Broken cap screws
REMEDY: 3. Bearing misalignment
1. Replace with new Spicer Yoke REMEDY 4. Continuing u-joint kit
1. Replace the Spicer Yoke premature failures
5. Driveshaft vibration
REMEDY:
1. Replace with new Spicer Yoke
Full Round End Yoke Gauges
Description
Gauge Set
1710 Alignment Gauge Only
1610 Alignment Gauge Only
Wear Gauge Only
Quick DisconnectTM
Half Round End Yoke Gauges
Description
Gauge and Bushings Set (1610 -1810)
For further information, see your Spicer

representative.
SERVICE MANU
SERVICE AL
MANUAL
SPICER UNIVERSAL JOINTS AND DRIVESHAFTS
®
INDUSTRIAL APPLICATIONS
APPLICATIONS
SAFETY PRECAUTIONS ABOUT THIS MANUAL

This manual contains detailed safety instructions. Read, Because of the many similarities between light, medium and
understand and follow this manual. heavy duty drivelines, this manual will present information as
p Get proper training it relates to all three types. However, there are some basic
p Learn and follow safe operating procedures differences among the three. Where this occurs it will be
p Use proper tools and safety equipment clearly noted.
p Use proper components in good condition
Failure to follow procedures, recommendations and caution
A serious or fatal injury can occur... statements outlined in this manual may void the product
p if you lack proper training warranty and could result in serious personal injury.
p if you fail to follow proper procedures
p if you do not use proper tools and safety equipment BASIC RULES TO UNIVERSAL JOINT DRIVESHAFTS
p if you assemble driveline components improperly
p if you use incompatible driveline components
Even though driveshafts have the unique capability of
p if you use worn-out or damaged driveline components
accepting both axial and offset movements, the following
in a non-approved application
precautions must be taken:
Rotating driveshafts can be dangerous. You can snag
1. They must work in pairs.
clothes, skin, hair, hands, etc. This can cause serious
A universal joint, working at an angle, will vibrate if it is not
injury or death.
cancelled by another joint, at the opposite end of the shaft,
working at the same angle and in the same plane. (See
Do not work on driveshaft (with or without a guard)
Figures 1 and 2)
when machinery is operating.
If driveshaft is still exposed after installation, install a

guard.
SINGLE SHAFT STANDARD INSTALLATION PARALLEL
Guards cannot contain a driveshaft should it twist and
separate. Output Shaft Parallel
Offset
Input Shaft
Carefully read this service manual before begin-

ning any work on your Spicer driveshaft.
Spline
Throughout this literature, you will see symbols that
warn of potential physical danger or product damage Yokes in Phase
if the accompanying instructions aren’t followed. Here
are the symbols and their meanings.
This symbol indicates a potentially hazardous

! situation. If the instructions aren’t followed, the
Figure 1
result could be death or serious injury. Rotating shafts In the standard installation the output and input shafts must
can be dangerous. You can snag clothes, skin, hair, be parallel.
hands, etc.
This symbol indicates that you must do

! something in order for the transmission to SINGLE SHAFT ALTERNATE INSTALLATION
function properly. For example, you must use only
one gasket underneath the shift tower. If it is elimi-
nated, or more than one gasket is used, binding can L L
occur. This would prevent proper shifting of the 2 2
transmission and could damage the unit.
A A
This symbol indicates that you must NOT do
something in order to avoid damaging the
transmission. For example, you must not use sealant
underneath the shift tower. Using sealant underneath
the tower will prevent proper interlock functioning and
could damage the unit.
Be sure you understand all procedures and instruc- Figure 2

tions in this manual before you begin working on your
Spicer Driveshaft. If you have any questions, contact In the alternate installation the centerlines of the output and
your Spicer representative. input shafts must intersect at the center of the driveshaft.
TOL-006-95 1
SPICER® INSTALLATION & MAINTENANCE OF INDUSTRIAL UNIVERSAL DRIVESHAFTS
2. Joint angles must be equal to within one degree.

Joints, working in pairs will vibrate if they are not working at
TABLE 1
the same angle to within one degree. DEGREES
HORIZONTAL LENGTH BETWEEN JOINT CENTERS

3. Yokes must be in phase (Figure 1) 1 2 3 4 5 6 7 8 9
12 .2 .4 .6 .8 1.0 1.2 1.5 1.7 1.9
Joints, working in pairs, will vibrate if their yoke ears are not
24 .4 .8 1.3 1.7 2.1 2.5 2.9 3.3 3.7
in the same plane to within two degrees.
36 .6 1.3 1.9 2.5 3.1 3.8 4.4 5.0 5.6
4. In the standard installation (Figure 1) the output and input 48 .8 1.7 2.5 3.1 4.2 5.0 5.8 6.7 7.5
INCHES
shafts must be parallel. 60 1.0 2.1 3.1 4.2 5.2 6.3 7.3 8.3 9.4
72 1.3 2.5 3.8 5.0 6.3 7.5 8.8 10.0 11.3
5. In the alternate installation (Figure 2) the centerlines of the
output and input shafts must intersect at the center of the 84 1.5 2.9 4.4 5.9 7.3 8.8 10.2 11.7 13.1
driveshaft. 96 1.7 3.4 5.0 6.7 8.4 10.0 11.7 13.4 15.0
108 1.9 3.8 5.6 7.5 9.4 11.3 13.2 15.0 16.9
6. Slight working angles (approx 1/2 to 1 degree) are
120 2.1 4.2 6.3 8.4 10.5 12.5 14.6 16.7 18.8
preferred to provide needle bearing rolling action.
Working angle should be 2° if prime mover is an internal OFFSET IN INCHES
combustion engine. Use this table to determine joint angle or offset
Never run a u-joint at 0 angle for long periods of 9. To determine driveshaft angles, a spirit level protractor or
time. Premature failure will occur. Spicer Anglemaster® Electronic Driveline Inclinometer is
required (See Photo). On a protractor, when angles are read
7. Maximum joint angle and RPM combination from the o degree mark (horizontally—on the driveshaft)
cannot be exceeded. record and use the angle shown. When angles are read from
A shaft, between two joints working at an angle, will either of the 90 degree marks (vertically—on the flange) do
accelerate and decelerate as the shaft rotates. The higher not record the angle shown on the protractor since the 90
the RPM and the greater the angle, the higher the rate of degree marks must be understood to be the same as 0
acceleration and deceleration. As the rate increases it will degrees on the horizontal plane. Thus, if a vertical reading is
cause a vibration. (See Graph 1) 85 degrees, the angle being measured is 5 degrees
(90-85=5 degrees).
MAXIMUM
MAXIMUM JOINTRPM
JOINT RPM &
& ANGLE
ANGLE COMBINATIONS
COMBINATIONS
RPM
JOINT ANGLE, DEGREES
Graph 1
8. To calculate actual working angle refer to Figure 3.

Determine the length in inches from centerline of yoke holes
and parallel offset in inches. Refer to (Table 1) for actual Spirit Level Protractor and Spicer “Anglemaster® “ Inclinometer
working angle of your application. (Contact Spicer applica-
tion engineering for assistance.) To use the Spicer Anglemaster Electronic Driveline Inclinom-
eter, simply place the sensor on the component to be
FIGURE 3 measured. A display module will show what the angle is and
in which direction it slopes. (Available only from Dana
Corporation and your Spicer Service Representative.)
Length in. If using a protractor, all angles should be read within 1/4
degree and they should be measured with the protractor
held plumb on a clean flat surface. The Spicer Anglemaster
Electronic Driveline Inclinometer is automatically accurate to
within 1/10 of 1 degree.
Angel
Parallel
Off-set
2
TRANSPORT AND STORAGE COMPANION FLANGE INSTALLATION

Universal shafts are delivered as complete units. Spicer manufactures a complete line of companion flanges to
allow Spicer driveshafts easy connection to driver and driven
Care should be taken with the following points: shafts.
The shafts should be transported in horizontal position. Stock bored flanges are bored with a plus .001 “ minus .000”
(Figure 4) For vertical installations additional protection must tolerance and should be a slip fit over mating shaft. Align
be provided in order to eliminate the possibility of driveshaft keyways in both the flange and shaft and gently tap flange
from coming apart at the Spline connection (Slip Joint Figure on.
5). Hemp or nylon rope should be used (for small shafts
only). The shaft should not extend beyond flange face. The
recommended amount of shaft engagement with flange hub
CAUTION: The dust cap and spline seal could be is 1.5 times the bore diameter. Less than this could lead to
damaged by incorrectly hanging the driveshaft in a premature failure. After flange is correctly positioned on
vertical position. shaft, tighten all set-screws to proper torque specification.
(Table 2)
A SPICER HORIZONTAL SLUNG SHAFT
SET SCREW TIGHTENING TORQUES
KEY WIDTH SIZE SET SCREW TORQUE
Below .313 in. 1/4-28 x .375 in. 6 lb.ft.

.313 to .500 3/8-16 x .500 in. 20 lb.ft.
.501 to .750 1/2-13 x .750 in. 50 lb.ft.
Over .750 3/4-10 x 1.00 in. 170 lb.ft.
Table 2
After installing companion flange, check runout of companion

flange pilot (.003 T.I.R. maximum permissible) (See Figure 6)
Figure 4
FLANGE & SHAFT
Shocks and bumps should be
avoided during transport and VERTICAL Flange
storage, because the end cap
could be pressed out. Shaft
Balance weights should not be

removed. Unbalance will cause
uneven running and premature
wear of the universal shaft and
the bearings of the connected
units.
Shocks, bumps, and mishandling Pilot should be

must be avoided to assure proper concentric to bore
to within .003 TIR
performance. Abuse could result Flange face should
in bending the driveshaft causing be square with shaft
whipping and unbalance prob- to within .003 TIR
lems. Damage of this nature will
VOID the warranty. Figure 6
Damage to cartons or crates

during shipping is the respon-
sibility of the freight carrier and Figure 5
consignee and must be noted or reported at time of
receipt of shipment.
Driveshafts which have been stored for a long period of

time, should be re-greased in working position prior to start
up. See Lubrication section.
3
SPICER® INSTALLNION & MAINTENANCE OF INDUSTRIAL UNIVERSAL DRIVESHAFTS
There are two types of standard Spicer industrial companion To properly install tapered bore flanges a great deal of care
flanges. (Figure 7) is necessary to insure a proper interference fit exists
between shaft and flange. All Spicer tapered bores are S.A.E
FRICTIONAL FACE DRIVE DESIGN tapers (1 1/2" per ft.) and require an interference fit of .001"
to .002" for shafting series 1710 and smaller.... and .002" to
.004" for shafting 1810 and larger. (Graph 2) shows the
Type (1) Standard Type (2) Large Bore amount the flange has to be advanced to maintain a given
interference. Use a dial indicator as shown in (Figure 8) to
Bolt measure advancement.
OR
Stud
GRAPH 22
GRAPH
Figure 7
Type 1: Utilizes bolt, nut and lockwashers which are

installed after seating the driveshaft on the pilot diameters.
Type 2: Utilizes either bolts with lockwashers or a stud with

lockwasher and nut. This special large flange allows for
larger bore capacity than standard type 1 flanges.
ADVANCE
Do not paint or lubricate the face of companion
flanges or driveshaft flanges. Remove any paint or
oil before final assembly. This type of driveshaft connection
transmits torque through friction not the bolts. Failure to
properly clean flange faces and torque flange bolts to proper
specifications (Table 3) will lead to premature failure of
flange connection.
FLANGE BOLT SPECIFICATIONS

Used on Tightening INTERFERANCE
Bolt Size Grade Series Torque
5/16-24NF 1000-1550 22-26 Lb.Ft.

1310 FIGURE 8
3/8-24NF 1610 40-48 Lb.Ft.
Dial Indicator
1710 Taper Bored
8 1350 Flange
7/16-20NF 1410 63-75 Lb.Ft.
1810
1/2-20NF 1480 97-116 Lb.Ft.

1550 Pilot Diameter
1880 Flange Advancement
5/8-18NF 194-232 Lb.Ft.
1910
Table 3
Note: To facilitate installation and removal, it is recom-
Interference or shrink fits require heating the flange uniformly mended that a light oil be used on shaft and threads.
(preferably submerged in oil not exceeding 350°F)
to expand the bore. Align the keyways in both the shaft and 1. Install tapered flange onto shaft.
flange onto shaft and allow to cool. Tighten set screws to
recommended torque (Table 2) Check run-out of flange pilot. 2. Attach dial indicator (Figure 8) to shaft and begin tighten-
(Figure 6) ing nut until proper advancement is obtained.
3. Tighten all set screws to recommended torque values.

(Table 2)
4
In vertical applications, most of the shaft weight is supported HORIZONTAL APPLICATION (Single Section)
from the upper companion flange. We recommend that when
a driveshaft or multiple section driveshaft installation weighs
over 150 lbs., it be supported in one of the following ways:
1. Use flanges with an extra set screw 90°F from the keyway HORIZONTAL APPLICATION SINGLE SECTION
(Do not use with driveshafts weighing over 300 lbs.).
2. Use special bored flanges with the bore machined

undersized for a shrink fit (refer to instructions above for
proper installation of shrink fits.)
3. Use flanges with a counter bore for a split ring adapter.

(Consult Spicer Engineering)
4. Use flanges with a taper bore. (Consult Spicer

Engineering)
Figure 9
INSTALLATION OF DRIVESHAFT To install driveshaft:
1. Check that flanges are properly installed.

Spicer industrial driveshafts are manufactured and as-
sembled to exacting standards. Care should be taken not to 2. Check that working angles are within specifications.
drop or mishandle as precision components (spline, bear-
ings, etc.) may be damaged voidiing your warranty 3. Compress driveshaft and lower into position between
companion flanges. Extend ends so that flange yoke pilot is
Before installing a Spicer Industrial Driveshaft: seated firmly into mating companion flange and bolt holes
are lined up. Insert bolts, nuts, and lock washers (depending
1. Check that spline moves smoothly in and out. (on shafts on flange design). Torque flange bolts to specified torque
with in-board slip only) indicated in (Table 3).
2. Check that all u-bolts and bearing straps are properly 4. Lubricate all joints, splines and steady bearings before
torqued (Table 4) or that all snap-rings are fully seated in start up. Pressure lube cross until lube appears at all four
yokes. needle bearing seals. (See lubrication section)
3. Remove all paint and solvents from flange yoke

! face. The flange connections transmit torque through ! 5. Foundations for all installations must be adequate
since most power units will vibrate to some extent.
friction. Failure to properly clean and torque flanges can Proper steel beams or concrete foundation, with hold down
result in premature failure of the driveshaft connection. bolts, are necessary to maintain alignment and to eliminate
(Table 3) damaging vibrations. Inadequate foundations will void the
warranty.
TORQUE SPECS FOR LIGHT & MEDIUM DUTY Check that all support bolts are properly torqued.
TYPE BOLT SIZE TORQUE(LB./FT.) 6. Before start-up, replace shaft guard. If no guard
! exists, install one!
(5/16) .312-24 14-17
U-Bolts (3/8) .375-24 20-24 7. With shaft guard installed and all bolts torqued to specifi-
(7/16) .438-20 32-37 cation, the shaft may now begin rotating. If possible, run at
low speed for few minutes. Observe driver and driven
(1/4) .250-28 13-18 equipment for any unusual vibration. Your Spicer industrial
Bearing Strap (5/16) .312-24 25-30 driveshaft is pre-balanced at the factory. Should shaft
(3/8) .375-24 45-60 vibration become excessive, stop prime mover and contact
Spicer Application Engineering.
Table 4
5
MULTIPLE SHAFT HORIZONTAL APPLICATIONS
FIGURE 10
Steady
Bearing
Engine
Rigid
Support Pump
Engine
Pump
Motor
Roller
Joint angles “A” must be equal to within one degree and yokes are in phase.
Horizontal Application (Multiple sections) Where a single Supporting Structures:

section driveshaft can not be used because of length or
other restrictions, multiple driveshafts of two or more a. Foundations for all installations must be adequate
! since most power units will vibrate to some extent.
sections may be used.
Proper steel beams or concrete foundation, with hold down
In this type of installation, it is important that the ears bolts, are necessary to maintain alignment and to eliminate
! on the yokes are in line after assembly as shown (also damaging vibrations. Inadequate foundations will void the
referred to as Phasing). (See Figure 10) warranty.
Multiple shaft applications require great care in design and b. Steady bearing supports must have enough rigidity to
installation. Most importantly, the supporting structures need avoid vibrations. It is recommended that the following
special attention. suggestions be observed:
1. Keep spans as short as possible.
2. Make end connections rigid.
3. Use rigid beams and install so that the principal section

modulus opposes the applied forces.
4. Beam size should be selected so that the horizontal and

vertical natural frequency of the beam is 4 times greater
than the maximum system R.P.M.
6
All members (shafts, foundations, supports, motors and GENERAL INSPECTION

pumps, etc.) have a natural frequency at which they will
vibrate (resonate). This frequency with the drive train fully 1. Check companion flanges on both input and output for
assembled, must not coincide with the operating R.P.M. looseness.
Contact Spicer Application Engineering for assistance in
analysis of system natural frequency. 2. Check for excessive looseness across the ends of the
bearing assemblies and trunnions. This looseness should
To Install Multiple Section Driveshafts: not exceed .006 inches maximum.
1. Mount companion flanges on input and output shafts per
instructions on page 3.
2. Bolt down steady bearings.
3. Slide “B” stub driveshaft into bearing and connect to

companion flange. Torque flange mounting bolts to specifi-
cations in (Table 3).
4. Continue assembly of remaining driveshafts by connect-

ing flanges and torquing to specification in (Table 3).
! 5. Install shaft guards. If no guard exists, Install One!
6. With shaft guards securely mounted and all bolts torqued

to specifications, the driveshaft may now begin to rotate. If
possible, run at low rotating speed for a few minutes and
observe for any unusual vibrations. Contact Spicer Applica-
tion Engineering for assistance.
3. Check the slip spline for excessive radial movement.

Radial looseness between the slip yoke and the tube shaft
should not exceed .007 inches.
INSPECTION AND LUBRICATION
To keep your machinery operating smoothly and economi-
cally, the driveshaft must be carefully inspected and lubri-
cated at regular intervals. Vibrations, u-joint and center
bearing problems are caused by such things as loose
companion flanges, excessive radial looseness, slip spline
radial looseness, bent shaft tubing, or missing plugs in the
slip yoke.
Rotating shafts can be dangerous. You can snag

! clothes, skin, hair, hands, etc. This can cause serious
injury or death.
Do not work on a shaft (with or without a guard) when the

engine is running.
4. Check the shaft for damaged, bent tubing or missing

balance weights. Make certain there is no build up of foreign
material on the shaft. If found, foreign material should be
removed carefully to avoid damage to the driveshaft.
7
5. If runout readings are required, they should be taken with 6. For inboard and outboard slip yoke assembly designs,
the driveshaft mounted such that it will rotate by hand. check to be sure the plug is not loose or missing...if it is,
repair or replace it. Loose or missing plugs are commonly
The runout readings taken at the various locations should caused by not enough driveshaft slip movement.
not exceed an additional 0.010 T.I.R. over the
manufacturer’s specified runout.
Do not try to take runout readings from a rotating

! driveshaft under power!
HEAVY DUTY DRIVESHAFT RUNOUT LIMITS
LIGHT & MEDIUM DUTY DRIVESHAFT RUNOUT LIMITS LUBRICATION

FOR UNBALANCED DRIVESHAFT
New universal shafts are supplied with grease lubrication
only.
Lubrication
Among the most common causes of joint and slip spline
problems is lack of proper lubrication. Properly sized Spicer
U-joints that are adequately relubricated at recommended
intervals will meet or exceed Spicer’s performance specifica-
tions. Relubrication flushes the joints thus removing abrasive
contaminants from the bearings.
Lubricants for Universal Joints

For a normal application, use a good quality high tempera-
HEAVY DUTY (1610-1880) ture lithium soap base extreme pressure (E.P.) grease
meeting the *N.L.G.I. Grade 2 specifications. Grades 3 and
4 are not recommended because of their greater thickness.
0.005 T.I.R. on the neck of the slip tube shaft.
For a severe application, use a good quality lithium soap
0.010 T.I.R. on ends of tubing 3" from welds.
base or equivalent E.P. grease. In addition, the grease
0.015 T.I.R. at linear center of the tube should meet the N.L.G.I. grade 2 specifications.
Consult your local lubricant source for greases that meet

LIGHT AND MEDIUM DUTY these specifications.
0.005 T.I.R. on the neck of the slip tube shaft.

0.020 T.I.R. on ends of tubing 3" from welds.
0.010 T.I.R. at linear center of the tube.
0.020 T.I.R. for full length of tube with 30" or less.
(T. I. R. —Total Indicator Reading)
8
Recommended Greases:
NLGI*
Chevron Heavy Duty Grease 2* Chevron Oil Company

Rykon Premium Grease No. 2 2* Amoco Oil Company
JT6 Hi-Temp 2* Cato Oil
Chevron Ultra Duty Grease 2 2* Chevron Oil Company
Mobil L199 2* Mobil Oil Corporation
Chemplus EP-2BG 2* Chemtool, Inc.
* National Lubricating Grease Institute
LUBRICATION PROCEDURE 2. On center twin zerk design or single zerk kits, if any seals
fail to purge, move the driveshaft from side to side and then
apply gun pressure. This allows greater clearance on the
Relubrication cycles vary depending on the application and thrust end of the bearing assembly that is not purging. On
operating conditions. In general, to obtain maximum life of two-zerk kits, try greasing from the opposite lube fitting. For
Spicer industrial driveshaft components, lubricate points A light-duty kits, check for a fully seated snap ring or burrs on
and B (Figure X). Every 500 hours of normal service or every the snap ring or snap ring groove.
200 hours of continuous service.
3. Because of the superior sealing capability of the Spicer
seal design on the 1610, 1710, 1760, 1810, and 1880
Series, there will occasionally be one or more bearing
assembly seals that will not purge.
FIGURE X
A B
1. Use the proper lubricant to purge all four seals of each u-

joint. This flushes abrasive contaminants from each bearing
assembly and assures all four are filled. Pop the seals.
Spicer seals are made to be popped.
Release seal tension by loosening the bolts holding the

bearing assembly that doesn’t purge. It may be necessary to
loosen the bearing assembly approximately 1/16 inch
minimum. If loosening it does not cause purging, remove the
bearing assembly to determine cause of blockage.
9
FULL ROUND END YOKE
SERIES THREAD SIZE CAP SCREW TORQUE (lb./ft.)
1610 (5/16) .312-24 15-26
1710 (3/8) .375-24 28-48
1760 (3/8) .375-24 28-48
1810 (3/8) .375-24 28-48
1880 (7/16) .438-20 48-75
CAUTION: Half Round End Yoke self-locking retaining

! bolts should not be reused more than (5) five times.
Follow instructions implicitly to prevent serious personal
injury or death from loss of driveshaft function. If in doubt as
to how many times bolts have been removed, replace with 2. Now cover the pressure relief hole with your finger and
new bolts. continue to apply pressure until grease appears at the slip
yoke seal.
Lubrication for Slip Splines
CAUTION: In cold temperatures be sure to operate
The lubricant used for u-joints is satisfactory for slip splines.
! your machine immediately after lubricating. This
Glidecote and steel splines both use a good E.P. grease activates the slip spline and removes the excessive
meeting N.L.G.l. Grade 2 specifications. lubricant. Failure to do so could cause the excess lubricant
to stiffen in the cold weather and force the plug out. The
Relube splines at the intervals recommended for u-joints. end of the spline would then be open to collect contami-
nants and cause the spline to wear and/or seize. Personal
injury or death may result from loss of driveshaft function. If
in doubt as to how many times bolts have been removed,
replace with new bolts.
U-joint problems, as a rule, are of a progressive nature. They

generally accelerate rapidly and result in ruined components.
Some recognizable signs of u-joint deterioration are:
1. Vibration
2. U-joint looseness
3. U-joint discoloration due to excessive heat build-up
4. Inability to purge all four trunnion seals
5. An audible noise or squeal from the driveline
Lubrication-Related Problems
1. Apply grease gun pressure to the lube fitting until lubricant
The most common reasons for u-joint wear are lack of
appears at the pressure relief hole in the plug at the slip yoke
lubrication, inadequate lube quality, inadequate initial
end of the spline.
lubrication or failure to lubricate properly and often enough.
To avoid lubrication-related problems:
1. Lube all fittings including those that are often overlooked,

out-of-sight, dirt-covered or difficult to reach.
2. Know how some lube fittings appear different from regular

lube fittings and require a needle nose attachment for the
grease gun.
3. Don’t overlook slip yoke lubrication.
10
4. Use correct lube technique. New Lube Must Flow From FIELD PROBLEM ANALYSIS (All Types)
All Four Bearing Seals.
Vibration Related Problems
5. Use correct lubricant. It should be a recommended type,
such as N.L.G.I. Grade 1 or 2 with E.P. additives and high Vibration is a driveshaft problem that can be either trans-
temperature resistance. verse or torsional.
6. New u-joints must be lubricated when assembled into the

driveshaft yokes.
7. Observe recommended lubrication cycle.
Generally, a lubrication problem is one of two types-

brinelling or end galling. The grooves made by the needle
roller bearings on the trunnion of the cross are known as
brinelling. Brinelling can also be caused by too much torque
for the capacity or the u-joint used. End galling is a displace-
ment of metal at the end of the trunnion and can also be
related to angularity problems. Both of these problems can
be caused by lack of lubrication.
Problems which are not a result of lubrication are associated

with the installation, angles and speed of the driveshaft. Transverse Vibration
Fractured parts caused by torque, fatigue and bending are
associated with overload, excessively high u-joint angles and Transverse vibration is the result of unbalance acting on the
driveshaft lengths exceeding critical speed limitations. supporting shafts as the driveshaft rotates. When a part
having an out-of-balance, or heavy side, is rotated an
unbalanced force is created that increases with the square of
the speed. The faster the shaft turns, the greater the
End Galling unbalanced force acting on the shaft.
The force produced by this out-of-balance condition tends to

bend the supporting members. As the members have a
natural frequency of vibration similar to a swinging pendu-
lum, a violent vibration may exist at certain periods when the
speed of rotation and the natural frequency of supports
coincide.
Each end of the shaft must be balanced individually as each

support is responsive to an out-of-balance condition in the
portion of the shaft it supports. Out-of-balance affects
operating conditions only when rotating.
End Galling
Transverse vibration caused by a driveshaft out-of-balance
will usually emit sound waves that you can hear and
mechanical shaking that you can feel. The force from out-of-
balance increases with speed, not torque load.
Brinelling
11
The energy to produce torsional vibration can occur from

the power impulses of the engine or from improper u-joint
angles. This type of vibration is difficult to identify but
certain characteristics do exist. It causes a noticeable
sound disturbance and can occasionally transmit me-
chanical shaking.
Torsional vibrations can exist at one or more periods any

place in the operating range and tend to be more severe
at lower speeds. Changes in torque load usually effect the
vibration. The nonuniform velocity obtained when a u-joint
operates at an angle produces torsional vibration. In a
driveline having two or more joints in series, it is desirable
to have the individual joint angles arranged such that the
net result minimizes nonuniform velocity characteristics
Torsional vibration, although similar in effect to transverse over the system. The amount of torsional excitation which
vibration, is an entirely different motion. The transverse can be accepted without causing excessive disturbance
vibration is a bending movement, whereas torsional vibration depends upon operating speed and characteristics of
is a twisting motion. supporting structures and other units in the driveline and
drivetrain system. Other vibrational problems in a
driveshaft could be caused by worn or damaged u-joints.
These joints must be constantly maintained according to
Spicer lubrication specifications,
! Repair
The repair of universal shafts should be carried out by our

universal driveshaft service experts. Here the
overhaul is done by using genuine parts. The repair of
universal shafts in the user’s own workshop should be
undertaken for emergency only and can be done for
equipment only where the working speed does not exceed
300 rpm. Above 300 rpm the universal shafts must be
balanced. Contact your local Spicer Distributor for Quality
Repair Service.
SPICER
®
Spicer Driveshaft Division

6151 American Rd.
Toledo, Ohio 43612
Telephone (419) 727-2660 Fax (419) 727-2666
12
$2.50
MERITOR
A Heritage of Rockwell Technology
TM
®
Cam-Master
Cam Brakes
Maintenance Manual No. 4
Revised 10-98
l Q Plus TM
l Cast Plus
TM
l Q Series
l P Series
l T Series
Ser vice Notes
Service MERITOR TM
This maintenance manual describes the correct service and repair procedures for Meritor Cam-Master ®
cam brakes. The information contained in this manual was current at time of printing and is subject
to change without notice or liability.
You must follow your company procedures when you service or repair equipment or components.
You must understand all procedures and instructions before you begin to work on a unit. Some
procedures require the use of special tools for safe and correct service. Failure to use special tools when
required can cause serious personal injury to service personnel, as well as damage to equipment
and components.
Meritor uses the following notations to warn the user of possible safety problems and to provide
information that will prevent damage to equipment and components.
! WARNING NOTE: A NOTE indicates an operation, procedure

A WARNING indicates a procedure that or instruction that is important for proper service.
you must follow exactly to avoid serious A NOTE can also supply information that will
personal injury. help to make service quicker and easier.
! CAUTION T
A CAUTION indicates a procedure that This symbol indicates that fasteners must
you must follow exactly to avoid damaging be tightened to a specific torque.
equipment or components. Serious personal
injury can also occur.

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Order items from Meritor Literature Distribution
on CD Center, c/o Vispac, Inc., 35000 Industrial Road,
This CD includes product and service information Livonia, Ml 48150. For videos, include a purchase
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Additional Publications Meritor’s Customer Service Center at
800-535-5560.
l Paymaster® Automatic Slack Adjuster
Maintenance Manual No. 413
l Q PlusTM LX500 and MX500 Cam Brakes
Maintenance Manual No. MM-96173
Videos
l Meritor Cam Brake Maintenance
(Video 90233)
l Automatic Slack Adjuster Installation and
Maintenance (Video 90234)
l New Generation Automatic Slack Adjuster
(Video T-9443V)
MERITOR TM Table of Contents
! Asbestos and Non-Asbestos Fibers Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Section 1: Exploded Views

15-Inch Q Plus, 16.5-Inch Q Plus and Q Series Brakes with Cast Spiders . . . . . . . . . . . . . . . . . . . . . . 2
16.5-Inch Q Plus Brakes with Stamped Spiders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
15-Inch Q Series Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
16.5-Inch P Series Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
15-Inch T Series Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Meritor’s Cam-Master® Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Q Plus
Q Plus LX500 and Q Plus MX500
Cast Plus
Q Series Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
P Series
T Series
Differences Between Q Plus and Q Series Cam Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Section 3: Disassembly
Remove the Wheel Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Automatic Slack Adjuster
Brake Shoes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Remove the Camshaft and Automatic Slack Adjuster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Section 4: Prepare Parts for Assembly

Clean and Dry Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Corrosion Protection
Inspect Parts
Automatic Slack Adjuster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Brake Camshafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Section 5: Assembly
Install the Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Q Series 16.5-Inch Cam Brake
Replacing a Q Series Camshafts with Q Plus Camshaft in all Front and Drive Axle
16.5-Inch Q Series Brakes
Replacing a Hammerclaw Camshaft with a Standard Q Plus Camshaft on Front Axles Only
Shoe Return Spring Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Handed and Unhanded Automatic Slack Adjusters
Pull Pawls
Replace Conventional Pawls with Pull Pawls
Installing the Slack Adjuster Onto the Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Install the Clevis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Brake Slack Adjuster Position (BSAP) Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Install the Brake Shoes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
All Q Plus and Q Series 16.5-Inch Brakes
Q Series 15-Inch Cam Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
P Series and Cast Plus Cam Brakes
T Series Cam Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Drum and Wheel
Table of Contents MERITOR TM
Section 6: Adjust the Brakes

Automatic Slack Adjuster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Measure the Automatic Slack Adjuster
Adjust the Brake
Free Stroke Measurement
Commercial Vehicle Safety Alliance (CVSA) Guidelines to Measure Push Rod Travel
(Adjusted Chamber Stroke) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Alternate Method for Determining Push Rod Travel (Adjusted Chamber Stroke)
Commercial Vehicle Safety Alliance (CVSA) North American Out-of-Service Criteria
Reference Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Section 7: Reline the Brakes

Single or Tandem Axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Use the Correct Lining Material
Single Axle
Tandem Axle
Combination Friction Linings
Primary Shoe Locations
Section 8: Lubrication and Maintenance

Camshaft Bushings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
On-Highway Linehaul Applications
Off-Highway Applications
Automatic Slack Adjuster Maintenance
Anti-Seize Compound
Factory-Installed Automatic Slack Adjusters on Q Plus LX500 and
MX500 Cam Brake Packages
Section 9: Inspection
Before You Return the Vehicle to Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Section 10: Recommended Periodic Service

Recommended Periodic Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Adjust
Lubricate
Reline
Inspect
At a Major Overhaul
Section 11: Torque Table

Fastener Torque Table for Cam Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Section 12: Aftermarket Brake Conversion Kits

Q Plus and Q Series Brake Conversion Kits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Section 13: Cam Brake Tips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

MERITOR TM Asbestos and Non-asbestos Fiber
Fiberss
! ASBESTOS FIBERS WARNING ! NON-ASBESTOS FIBERS WARNING
The following procedures for servicing brakes are recommended to reduce exposure The following procedures for servicing brakes are recommended to reduce exposure
to asbestos fiber dust, a cancer and lung disease hazard. Material Safety Data Sheets to non-asbestos fiber dust, a cancer and lung disease hazard. Material Safety Data
are available from Meritor. Sheets are available from Meritor.
Hazard Summary Hazard Summary

Because some brake linings contain asbestos, workers who service brakes must Most recently manufactured brake linings do not contain asbestos fibers. These brake
understand the potential hazards of asbestos and precautions for reducing risks. linings may contain one or more of a variety of ingredients, including glass fibers,
Exposure to airborne asbestos dust can cause serious and possibly fatal diseases, mineral wool, aramid fibers, ceramic fibers and silica that can present health risks if
including asbestosis (a chronic lung disease) and cancer, principally lung cancer and inhaled. Scientists disagree on the extent of the risks from exposure to these
mesothelioma (a cancer of the lining of the chest or abdominal cavities). Some studies substances. Nonetheless, exposure to silica dust can cause silicosis, a non-cancerous
show that the risk of lung cancer among persons who smoke and who are exposed to lung disease. Silicosis gradually reduces lung capacity and efficiency and can result in
asbestos is much greater than the risk for non-smokers. Symptoms of these diseases serious breathing difficulty. Some medical experts believe other types of non-asbestos
may not become apparent for 15, 20 or more years after the first exposure to asbestos. fibers, when inhaled, can cause similar diseases of the lung. In addition, silica dust and
Accordingly, workers must use caution to avoid creating and breathing dust when ceramic fiber dust are known to the State of California to cause lung cancer. U.S. and
servicing brakes. Specific recommended work practices for reducing exposure to international agencies have also determined that dust from mineral wool, ceramic fibers
asbestos dust follow. Consult your employer for more details. and silica are potential causes of cancer.
Accordingly, workers must use caution to avoid creating and breathing dust when
Recommended Work Practices servicing brakes Specific recommended work practices for reducing exposure to
non-asbestos dust follow. Consult your employer for more details.
1. Separate Work Areas. Whenever feasible, service brakes in a separate area away
from other operations to reduce risks to unprotected persons. OSHA has set a maximum Recommended Work Practices
allowable level of exposure for asbestos of 0.1 f/cc as an 8-hour time-weighted average
and 1.0 f/cc averaged over a 30-minute period. Scientists disagree, however, to what 1. Separate Work Areas. Whenever feasible, service brakes in a separate area away
extent adherence to the maximum allowable exposure levels will eliminate the risk of from other operations to reduce risks to unprotected persons.
disease that can result from inhaling asbestos dust. OSHA requires that the following
2. Respiratory Protection. OSHA has set a maximum allowable level of exposure for silica
sign be posted at the entrance to areas where exposures exceed either ofthe maximum
of 0.1 mg/m3 as an 8-hour time-weighted average. Some manufacturers of non-asbestos
allowable levels:
brake linings recommend that exposures to other ingredients found in non-asbestos
DANGER: ASBESTOS
brake linings be kept below 1.0 f/cc as an 8-hourtime-weighted average. Scientists
CANCER AND LUNG DISEASE HAZARD
disagree, however, to what extent adherence to these maximum allowable exposure levels
AUTHORIZED PERSONNEL ONLY
will eliminate the risk of disease that can result from inhaling non-asbestos dust.
RESPIRATORS AND PROTECTIVE CLOTHING
ARE REQUIRED IN THIS AREA. Therefore, wear respiratory protection at all times during brake servicing, beginning
with the removal of the wheels. Wear a respirator equipped with a high-efficiency
2. Respiratory Protection. Wear a respirator equipped with a high-efficiency (HEPA) (HEPA) filter approved by MOSH or MSHA, if the exposure levels may exceed OSHA or
filter approved by NIOSH or MSHA for use with asbestos at all times when servicing manufacturers’ recommended maximum levels. Even when exposures are expected to
brakes, beginning with the removal of the wheels. be within the maximum allowable levels, wearing such a respirator at all times during
brake servicing will help minimize exposure.
3. Procedures for Servicing Brakes.
3. Procedures for Servicing Brakes
a) Enclose the brake assembly within a negative pressure enclosure. The enclosure
should be equipped with a HEPA vacuum and worker arm sleeves. With the a) Enclose the brake assembly within a negative pressure enclosure, The enclosure
enclosure in place, use the HEPA vacuum to loosen and vacuum residue from the should be equipped with a HEPA vacuum and worker arm sleeves. With the enclosure
brake parts. in place, use the HEPA vacuum to loosen and vacuum residue from the brake parts.
b) As an alternative procedure, use a catch basin with water and a biodegradable, As an alternative procedure, use a catch basin with water and a biodegradable,
non-phosphate, water-based detergent to wash the brake drum or rotor and other b) non-phosphate, water-based detergent to wash the brake drum or rotor and other
brake parts. The solution should be applied with low pressure to prevent dust from brake parts. The solution should be applied with low pressure to prevent dust from
becoming airborne. Allow the solution to flow between the brake drum and the becoming airborne. Allow the solution to flow between the brake drum and the
brake support or the brake rotor and caliper. The wheel hub and brake assembly brake support or the brake rotor and caliper. The wheel hub and brake assembly
components should be thoroughly wetted to suppress dust before the brake shoes components should be thoroughly wetted to suppress dust before the brake shoes
or brake pads are removed. Wipe the brake parts clean with a cloth. or brake pads are removed. Wipe the brake parts clean with a cloth.
c) If an enclosed vacuum system or brake washing equipment is not available c) If an enclosed vacuum system or brake washing equipment is not available, carefully
employers may adopt their own written procedures for servicing brakes, provided clean the brake parts in the open air. Wet the parts with a solution applied with a
that the exposure levels associated with the employer’s procedures do not exceed pump-spray bottle that creates a fine mist. Use a solution containing water, and, if
the levels associated with the enclosed vacuum system or brake washing available, a biodegradable, non-phosphate, water-based detergent. The wheel hub
equipment. Consult OSHA regulations for more details. and brake assembly components should be thoroughly wetted to suppress dust before
the brake shoes or brake pads are removed. Wipe the brake parts clean with a cloth.
d) Wear a respirator equipped with a HEPA filter approved by NIOSH or MSHA for use
with asbestos when grinding or machining brake linings. In addition, do such work in d) Wear a respirator equipped with a HEPA filter approved by NIOSH or MSHA when
an area with a local exhaust ventilation system equipped with a HEPA filter. grinding or machining brake linings. In addition, do such work in an area with a local
exhaust ventilation system equipped with a HEPA filter.
e) NEVER use compressed air by itself, dry brushing, or a vacuum not equipped with a
HEPA filter when cleaning brake parts or assemblies. NEVER use carcinogenic e) NEVER use compressed air by itself, dry brushing, or a vacuum not equipped with a
solvents, flammable solvents, or solvents that can damage brake components as HEPA filter when cleaning brake parts or assemblies. NEVER use carcinogenic
wetting agents. solvents,
flammable solvents, or solvents that can damage brake components as wetting agents.
4. Cleaning Work Areas. Clean work areas with a vacuum equipped with a HEPA filter
or by wet wiping. NEVER use compressed air or dry sweeping to clean work areas. 4. Cleaning Work Areas. Clean work areas with a vacuum equipped with a HEPA filter
When you empty vacuum cleaners and handle used rags, wear a respirator equipped or by wet wiping. NEVER use compressed air or dry sweeping to clean work areas.
with a HEPA filter approved by NIOSH or MSHA for use with asbestos. When you replace When you empty vacuum cleaners and handle used rags, wear a respirator equipped
a HEPA filter, wet the filter with a fine mist of water and dispose of the used filter with with a HEPA filter approved by NIOSH or MSHA, if the exposure levels may exceed
care. OSHA or manufacturers’ recommended maximum levels. When you replace a HEPA
filter, wet the filter with a fine mist of water and dispose of the used filter with care.
5. Worker Clean-Up. After servicing brakes, wash your hands before you eat, drink or
smoke. Shower after work. Do not wear work clothes home. Use a vacuum equipped 5. Worker Clean-Up. After servicing brakes, wash your hands before you eat, drink or
with a HEPA filter to vacuum work clothes after they are worn. Launder them separately. smoke. Shower after work. Do not wear work clothes home. Use a vacuum equipped
Do not shake or use compressed air to remove dust from work clothes. with a HEPA fifter to vacuum work clothes after they are worn. Launder them separately.
Do not shake or use compressed air to remove dust from work clothes.
6. Waste Disposal. Dispose of discarded linings, used rags, cloths and HEPA filters
with care, such as in sealed plastic bags. Consult applicable EPA, state and local 6. Waste Disposal. Dispose of discarded linings, used rags, cloths and HEPA filters
-egulations on waste disposal. with care, such as in sealed plastic bags. Consult applicable EPA, state and local
regulations on waste disposal.
Regulatory Guidance
Regulatory Guidance
References to OSHA, NIOSH, MSHA, and EPA, which are regulatory agencies in the
United States, are made to provide further guidance to employers and workers employed References to OSHA, NIOSH, MSHA, and EPA, which are regulatory agencies in the
within the United States. Employers and workers employed outside of the United States United States, are made to provide further guidance to employers and workers employed
should consult the regulations that apply to them for further guidance. within the United States. Employers and workers employed outside of the United States
should consult the regulations that apply to them for further guidance.
1
Section 1
Exploded Views
iews MERITOR TM
15-Inch Q Plus
TM
16.5-inch Q Plus and Q Series Brakes with Cast Spiders
Item Description Item Description
1 Shoe and Lining Assembly 13 Cast spider - brake

2 Spring - shoe retaining 14 Seal - chamber bracket
3 Bushing - anchor pin 15 Bracket - camshaft and chamber
4 Anchor Pin - brake shoe 16 Capscrew - chamber bracket
5 Camshaft - “S” head 17 Fitting - grease
6 Washer - camhead 18 Washer - camshaft (thick)
7 Seal - camshaft (grease) 19 Slack Adjuster - automatic
8 Bushing - camshaft 20 Washer - spacing
9 Pin - return spring 21 Snap Ring - camshaft
10 Roller - brake shoe 22 Dust Shield
11 Retainer - shoe roller 23 Capscrew - dust shield
12 Spring - brake shoe return 24 Plug
2
Section 1
MERITOR TM Exploded Vie w
iew
16. 5-Inch Q PLUS Brakes with Stamped Spiders

1 Shoe and Lining Assembly 15 Capscrew - Grade 8

2 Spring - shoe retaining 16 Plug - pipe
3 Bushing - anchor pin 17 Washer - camshaft (thick)
4 Anchor Pin - brake shoe 18 Slack adjuster - automatic
5 Camshaft - “S” head 19 Washer - spacing
6 Washer - camhead 20 Snap ring - camshaft
7 Orange seal - camshaft 21 Dust shield
8 Bushing - camshaft 22 Capscrew - dust shield
9 Pin - return spring 23 Washer (4) - hard
10 Roller - brake shoe 24 Nut (4) - Grade 8
11 Retainer - shoe roller 25 Bushing - camshaft
12 Spring - brake shoe return 26 Seal - camshaft
13 Stamped spider - brake 27 Washer - spacing (thin)
14 Bracket - camshaft and chamber
3
Section 1
Exploded Views
iews MERITOR TM
15-inch Q Series Brakes

1 Camshaft 15 Spring - shoe return

2 Washer - camhead 16 Rollers - brake shoe
3 Seal - camshaft (grease) 17 Anchor Pins - brake shoe
4 Bushing - camshaft 18 Plate - support
5 Bracket - camshaft 19 Backing Plate
6 Nut - camshaft bracket 20 Washer - anchor pin
7 Grease Fitting 21 Nut - anchor pin
8 Washer - spacing 22 Dust Shield
9 Slack Adjuster - automatic 23 Bolt - shoe clip
10 Spacers - camshaft 24 Bolt - camshaft bracket
11 Snap Ring - camshaft 25 Nut - clip to backing plate
12 Spring - shoe retaining 26 Capscrew - dust shield
13 Shoe and Lining Assembly 27 Nut - dust shield
14 Clips - anti-rattle
4
Section 1
MERITOR TM Exploded Vie w
iew
16. 5-Inch P Series Brakes
1 Spider - brake 13 Seal - camshaft bracket

2 Shoe and Lining Assembly 14 Bracket - camshaft and chamber
3 Spring - brake shoe return 15 Washer - bracket capscrew
4 Snap Ring - anchor pin 16 Capscrew - camshaft bracket
5 Anchor Pin - brake shoe 17 Fitting - grease
6 Bushing - anchor pin 18 Slack Adjuster - automatic
7 Camshaft - “S” head 19 Washer - spacing
8 Washer - camhead 20 Snap Ring - camshaft
9 Seal - camshaft (grease) 21 Dust Shield
10 Bushing - camshaft 22 Capscrew - dust shield
11 Pin - return spring 23 Plug
12 Roller - cam
5
Section 1
Exploded Views
iews MERITOR TM
15-Inch T Series Brakes

1 Camshaft 13 Spring - anti-rattle

2 Washer - camhead 14 Rod - anti-rattle
3 Seal - camshaft (grease) 15 Shoe and Lining Assembly
4 Bushing 16 Spring - shoe return
5 Bracket - camshaft and chamber 17 Roller - brake shoe
6 Lockwasher - bracket 18 Snap Ring - anchor pin
7 Nut - bracket 19 Anchor Pin - brake shoe
8 Washer - spacing 20 Washer - anchor pin
9 Slack Adjuster - automatic 21 Nut - anchor pin
10 Washer - spacer 22 Backing Plate
11 Snap Ring - camshaft 23 Capscrew - dust shield
12 Retainer - anti-rattle spring
6
Section 2
MERITOR TM Intr oduction
Introduction
Meritor’s Cam-Master ® Brakes Figure2.1

Q Plus
Figure 2.1
l More lining thickness increases service life and
mileage between relines.
l A redesigned S-cam and heavy-duty shoe return
spring allow additional shoe travel.
l An improved camshaft bushing contributes to
longer service life.
l The trailer axle version of the 16.5 x 7.0-inch
Q Plus brake uses a heavy-duty, bolt-on
camshaft bushing.
Q Plus  MX500
 LX500 and Q Plus Figure2.2
Figure 2.2
For Complete maintenance and service
information on Meritor’s Q Plus LX500 and
MX500 cam brakes, refer to Maintenance Manual
No. MM-96173, Q Plus LX500 and MX500 Cam
Brakes. To order a copy of this publication call
Meritor’s Customer Service Center at
800-535-5560.
l The Q Plus LX500 cam brake and the
Q Plus MX500 cam brake both include
an Extended Lube Feature and Meritor
factory-installed automatic slack adjusters.
l The Q Plus MX500 cam brake also includes all
features found in the LX500 plus special long life Figure2.3
brake shoes and linings.

Cast Plus
Figure 2.3
l Spec’d for heavy-duty, off-highway and
people-mover applications.
l Uses Meritor’s Q Plus cam brake linings.
Providing increased service life and mileage
between relines.
l A redesigned S-cam and heavy-duty shoe return
spring allow additional shoe travel.
l An improved camshaft bushing contributes to
longer service life.
l Uses Meritor’s Cast P Series brake shoe design.
7
Section 2
Intr oduction
Introduction MERITOR TM
Q Series Brakes Figure2.4

Figure 2.4
l Open anchor pins for “Quick Change” service.
l Single web shoe (15-inch only).
l Two shoe retainer springs in addition to the
shoe return springs.
l Available in 16.5-inch diameter with 5, 6, 7, 8.625
and 10-inch widths with 0.75-inch tapered brake
lining.
l Available in 15.0-inch diameter for front
non-drive axle applications.
P Series
Figure 2.5 Figure2.5
l 16.5-inch and 18-inch diameters with 7-inch
wide cast shoes.
l 0.75-inch tapered brake lining.
T Series
Figure 2.6
l 15-inch diameter with 3.5-inch and 4-inch widths
for smaller capacity axles.
l 0.438-inch thick lining.
Figure2.6
8
Section 2
MERITOR TM Intr oduction
Introduction
 and Q Series Cam Brakes

Differences Between Q Plus
Q Plus Components Q Series Components
FMSI NO. 4707 FMSI NO. 4515G

28 RIVET HOLES 32 RIVET HOLES
PLUS-SHAPED HOLES (+) IN TABLE
IN TABLE
STAMPED IN TABLE MERITOR BULGE
MERITOR NO BULGE 16.5 Q SERIES

16.5 Q PLUS ON WEB
ON WEB

16.5 Q PLUS 16.5 Q SERIES
STAMPED ON WEB STAMPED ON WEB
SHOE TAG
SHOE TAG
16.5" X 7"QPLUS SHOE 16.5" X 7" Q SHOE
PART NUMBER DEEPER POCKET

CAM CAM PART NUMBER
LOCATED HERE 1.378 DIA.
TIP TO TIP = 4.25" TIP TO TIP = 4.22" LOCATED HERE
1.18 DIA. 16.5

INCREASED
Q PLUS
LIFT
LOCATED HERE 16.5" Q CAMSHAFT (1.5" DIA.-10 OR 28 SPLINES
 CAMSHAFT (1.5" DIA.-28 SPLINES)
16.5" Q PLUS
FMSI NO. 4702 16 RIVET HOLES IN TABLE FMSI NO. 1308 USED WITH
USED WITH SPIDER BACKING PLATE
MERITOR 14 RIVET HOLES

15 Q PLUS NO BULGE MERITOR
IN TABLE BULGE ON WEB
ON WEB 
15 Q PLUS

15 Q PLUS SINGLE WEB
STAMPED
ON WEB 
15 Q PLUS
DOUBLE WEB STAMPED ON WEB
 SHOE
15" X 4" Q PLUS 15" X 4" Q SHOE
CAM PART NUMBER DEEPER 1.164 DIA.

CAM
TIP TO TIP = 3.38" LOCATED HERE POCKET
TIP TO TIP = 3.25" PART NUMBER
LOCATED HERE
0.988 DIA.
16 INCREASED

Q PLUS LIFT
LOCATED HERE 15" Q CAMSHAFT (1.25" DIA.-10 OR 24 SPLINES)
 CAMSHAFT (1.5" DIA.-28 SPLINES)
15" Q PLUS
Camshafts Shoes Return Springs

Q Plus Q Plus  Heavy-duty (blue)
Q Plus Q Series Standard
Q Q Series Standard
9
Section 3
Disassemb
Disassemblly MERITOR TM
Remove the Wheel Components ! CAUTION

You must disengage a pull pawl or remove a
! Asbestos and Non-Asbestos
conventional pawl before rotating the manual
Fibers Warning adjusting nut, or you will damage the pawl teeth.
Some brake linings contain asbestos fibers, a A damaged pawl will not allow the slack adjuster
cancer and lung disease hazard. Some brake to automatically adjust brake clearance. Replace
linings contain non-asbestos fibers, whose damaged pawls before putting the vehicle in
long-term effects to health are unknown. You service.
must use caution when you handle both asbestos
1. If the slack adjuster is equipped with a
and non-asbestos materials.
conventional pawl: Remove the pawl.
! WARNING
Figure 3.1.
To prevent serious eye injury, always wear safe If the slack adjuster is equipped with a pull
eye protection when you perform vehicle pawl assembly: Use a screwdriver or an
maintenance and service. equivalent tool to lift the pawl button at least
1/32-inch from the actuator to disengage the
! WARNING pawl. Figure 3.1.
Block the wheels to prevent the vehicle from
moving. Support the vehicle with safety stands. Figure 3.1
Do not work under a vehicle supported only by
jacks. Jacks can slip or fall over. Serious personal
PAWL
injury can result.
1. The vehicle must be on a level surface.
2. Put blocks under the wheels that will not be CONVENTIONAL PRY UP
raised to keep the vehicle from moving. PAWL PULL PAWL
3. Raise the vehicle, so that the area you will
service is off of the ground. Support the
vehicle with safety stands.
! WARNING 2. Use a wrench to turn the manual adjusting nut

When you work on a spring chamber, carefully in the direction shown in Figure 3.2 until the
follow the service instructions of the chamber brake shoes are fully retracted and the drum
manufacturer. Sudden release of a compressed clears the lining.
spring can cause serious personal injury.
4. If the brake has spring chambers, carefully Figure 3.2
cage and lock the spring, so that the spring
cannot actuate during assembly.

For complete maintenance and service information
on Meritor’s automatic slack adjuster, refer to
Maintenance Manual No. 4B, Pay/Master ®
Automatic Slack Adjuster. To order a copy of this
publication, call Meritor’s Customer Service Center
at 800-535-5560.
10
Section 3
MERITOR TM Disassemb
Disassembll y
! WARNING
Figure 3.4
When you remove a clevis pin that has a spring,

hold the spring with pliers. The spring can
disengage from the clevis with enough force to
cause serious personal injury.
3. Remove both clevis pins and retainer clips or
cotter pins.
4. Move the slack adjuster away from the clevis.
5. Follow the manufacturer’s instructions to
remove the wheel and drum from the axle.
Brake Shoes
 and Q Series 15-Inch and
All Q Plus
16.5-Inch Brakes
Figure 3.5
1. Push DOWN on the BOTTOM brake shoe. Pull
on the cam roller retainer clip to remove the
BOTTOM cam roller. Figure 3.3.
2. Lift the TOP brake shoe and pull on the cam
roller retainer clip to remove the TOP cam
roller.
3. Lift the BOTTOM shoe to release the tension
on the brake shoe return spring. Figure 3.4.
4. Rotate the BOTTOM shoe to release the
tension on the brake shoe retainer springs.
Figure 3.5.
5. Remove the shoe retainer springs and the
brake shoes.
Figure 3.3
11
Section 3
Disassemb
Disassemblly MERITOR TM
P Series and Cast Plus Brakes

Figure 3.7
NOTE: Some trailer axle P Series brakes have BUSHING
anchor pins that are held in place with lock pins. 1225-B-496
You can use a steel rod to make a tool to drive out SNAP RING
1229-D-2942
the lock pins. Figure 3.6.
(0.093")
ANCHOR PIN
Figure 3.6 1259-N-1132
TRAILER AXLE BRAKE (CAST SHOE)
1259-M-1131
(STAMPED SHOE)
WASHER
1229-B-1848
LOCK (0.060")
PINS
Figure 3.8
NOTE: The current anchor pin arrangement is

shown in Figure 3.7. Older P Series brakes can
include additional parts.
1. Remove the anchor pin snap ring, washer,
retainer, felts, seals or capscrews as required.
! WARNING
and cause serious personal injury. Figure 3.9
2. Remove the TOP anchor pin with a brass drift.
Figure 3.8.
3. Rotate the TOP shoe to release the tension on
the brake shoe return spring. Remove the
shoe. Figure 3.9.
4. Remove the BOTTOM anchor pin. Refer to
Step 2, above. Remove the BOTTOM shoe.
12
Section 3
MERITOR TM Disassemb
Disassembll y
5. If necessary, remove the cam rollers.
Figure 3.4
l If radial free play movement is less than

0.030-inch (0.76 mm): Do not replace the
bushings and seals.
T Series Cam Brake l If radial free play movement exceeds

0.030-inch (0.76 mm): Replace the bushings
1. Remove the anti-rattle spring retainer and and seals.
spring from the anti-rattle rod.
l If axial end play exceeds 0.030-inch
2. Push DOWN on the BOTTOM brake shoe to (0.76 mm): Remove the snap ring. Add the
provide enough clearance to remove the appropriate number of spacing washers
BOTTOM cam roller. Remove the roller. between the automatic slack adjuster and
3. Lift the TOP brake shoe. Remove the TOP the snap ring to achieve between
cam roller. 0.005-inch and 0.030-inch (0.127-0.762 mm)
axial free play movement.
4. Remove the anchor pin snap ring and the
anchor pin. 2. Remove the snap ring, washers and spacers
from the camshaft.
5. Rotate the BOTTOM shoe to release the
tension on the brake shoe retainer springs. 3. If the slack adjuster is equipped with a
“Quick Connect” clevis: Remove the clevis
6. Remove the shoe retainer springs and the from the push rod if the gap between the clevis
brake shoes.
and the clevis collar exceeds 0.060-inch
(1.52 mm). You do not have to remove the
Remove the Camshaft and clevis if it is in good condition.
Automatic Slack Adjuster 4. Remove the slack adjuster from the camshaft.
NOTE: Meritor recommends that you check 5. Remove the camshaft from the spider.
camshaft bushing end play at every reline to verify 6. Use the correct size driver to remove the
that end play is within specification. camshaft bushings from the spider and the
1. At the first reline, inspect the cam-to-bushing spider bracket.
radial free play and axial end play. Radial free
play movement must be less than 0.030-inch
(0.762 mm). Figure 3.11.
13
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Assemblly MERITOR TM
! Inspect Parts
WARNING
To prevent serious eye injury, always wear safe It is important to carefully inspect all parts before
eye protection when you perform vehicle assembly. Check all parts for wear or damage.
maintenance or service. Repair or replace them as required.
1. Check the spider for expanded anchor pin
! WARNING holes and for cracks. Replace damaged spiders
Solvent cleaners can be flammable, poisonous and and anchor pin bushings.
cause burns. Examples of solvent cleaners are 2. Check the camshaft bracket for broken welds,
carbon tetrachloride, emulsion-type cleaners and cracks and correct alignment. Replace
petroleum-based cleaners. To avoid serious damaged brackets.
personal injury when you use solvent cleaners,
3. Check anchor pins for corrosion and wear.
you must carefully follow the manufacturer’s
Replace damaged anchor pins.
product instructions and these procedures:
4. Check brake shoes for rust, expanded rivet
l Wear safe eye protection.
holes, broken welds and correct alignment.
l Wear clothing that protects your skin. Replace a shoe with any of the above
l Work in a well-ventilated area. conditions.
l Do not use gasoline, or solvents that contain On 16.5-inch brake shoes only: Anchor pin
gasoline. Gasoline can explode. holes must not exceed 1.009-inches
(25.63 mm) in diameter. The distance from the
l You must use hot solution tanks or alkaline center of the anchor pin hole to the center of
solutions correctly. Follow the manufacturer’s the roller hole must not exceed 12.779-inches
instructions carefully. (32.46 cm). Replace any shoe with
measurements that do not meet specifications.
! CAUTION
5. Check the camshaft for cracks, wear and
Do not use hot solution tanks or water and corrosion. Check the cam head, bearing
alkaline solutions to clean ground or polished journals and splines. Replace damaged
parts. Damage to parts will result. camshafts.
Clean and Dry Parts ! WARNING

1. Use soap and water to clean non-metal parts. Do not operate the vehicle with the brake drum
worn or machined beyond the discard dimension
2. Use soft paper or cloth that is free from dirt, oil on the drum. The brake system may not
or abrasives to dry the parts completely. operate correctly. Damage to components and
3. Dry parts immediately after cleaning with clean serious personal injury can result.
paper or rags, or compressed air.
6. Check the drums:
Corrosion Protection a. Check the brake drums for cracks, severe
heat checking, heat spotting, scoring, pitting
NOTE: Parts must be clean and dry before you and distortion. Replace drums as required.
lubricate them. Meritor recommends that you do NOT turn
or rebore brake drums because it decreases
1. If you assemble parts immediately after you
clean them: Lubricate parts with grease to the strength and heat capacity of the drum.
prevent corrosion. Parts must be clean and dry b. Measure the inside diameter of the drum
before you lubricate them. in several locations with a drum caliper
or internal micrometer. Figure 4.1. Replace
2. If you store parts after you clean them: Apply a
corrosion-preventive material. Store parts in a the drum if the diameter exceeds the
special paper or other material that prevents specifications supplied by the drum
corrosion. manufacturer.
14
Section 4
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Assemblly
7. Check dust shields for rust and distortion. 4. To turn the adjusting nut in the direction
Repair or replace damaged shields as shown in Figure 4.2, read the torque scale and
necessary. rotate the gear 360 degrees (22 turns of the
wrench).
The torque value must remain less than
Figure 4.1
25 lb-in (2.83 N•m) during the complete
360-degree rotation of the gear. T
If the torque value remains less than 25 lb-in
(2.8 N•m): The slack adjuster is working
correctly.
If the torque value exceeds 25 lb-in (2.8 N•m):
The slack adjuster is not working correctly.
Disassemble the slack adjuster.
l Check that the slack adjuster is assembled
correctly.
l Check that parts are aligned correctly.
Figure 4.2

22 TURNS
1. For slack adjusters with a “Quick Connect”
clevis: Check the gap between the clevis and
the collar. If the gap exceeds 0.060-inch
(1.52 mm), replace the clevis with a one-piece
threaded clevis design.
2. Check the clevis pins and the bushing in the
arm of the slack adjuster. Replace the pins if ROTATE GEAR 360j
they are worn. Replace the bushing if its
diameter exceeds 0.531-inch (13.5 mm).
! CAUTION
You must disengage a puff pawl or remove a
conventional pawl before rotating the manual NOTE: Do not seal the boot to the tapered part of
adjusting nut, or you will damage the pawl teeth. the actuator rod.
A damaged pawl will not allow the slack adjuster l If the rod has a groove: The top of the boot must
to automatically adjust brake clearance. Replace fit into the groove.
damaged pawls before putting the vehicle in
l If the rod does not have a groove: Use silicone
service.
sealant to seal the top of the boot to the round
3. Use a torque wrench that measures lb-in. part of the rod.
5. Fasten the bottom of the boot to the housing
with a retaining clamp.
6. Conventional Pawl: Install the pawl assembly
into the housing. Tighten the capscrew to
15-20 lb-ft (20-27 N•m).
T
7. Pull Pawl: Remove the screwdriver or
equivalent tool. The pull pawl will re-engage
automatically.
15
Section 4
Pr
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Assemblly MERITOR TM
8. Use a grease gun to lubricate the slack adjuster Figure 4.4

through the grease fitting. If necessary, install a
camshaft into the slack adjuster gear to
minimize grease flow through the gear holes.
9. Apply lubrication that meets Meritor’s
specifications until new grease purges from
around the camshaft splines and from the
pawl assembly. Refer to Section 8.
Brake Camshafts
NOTE: Meritor recommends that you install new
camshaft bushings whenever you install a new
camshaft.
1. Tighten all of the spider bolts to the correct
torque as shown in Figure 4.3.
T
Figure 4.5
Figure 4.3
SEAL SEAL
BOLT LIP LIP
SIZE TORQUE SPIDER
7/16"-20 60-75 lb-ft 81-102 N•m CAMSHAFT
1/2"-20 85-115 lb-ft 115-156 N•m BRACKET
9/16"-18 130-165 lb-ft 176-224 N•m
5/8"-18 180-230 lb-ft 244-312 N•m
4. If the camshaft bracket was removed: Install

2. Use a seal driver to install new camshaft seals the chamber bracket seal and bracket onto the
and new bushings in the cast spider and the spider. Tighten the capscrews to the torque
camshaft bracket. If equipped with a stamped specified in the “Fastener Torque Table for
spider, install both bushings into the bracket. Cam Brakes” in Section 11.
Figure 4.4. Install the seals with the seal lips T
TOWARD the automatic slack adjuster.
Figure 4.5
16
Section 5
MERITOR TM Assemb
Assemblly
Install the Camshaft Replacing a Hammerclaw Camshaft
Asbestos and Non-Asbestos
 Camshaft
with a Standard Q PLUS
! Fibers Warning on Front Axles Only
Some brake linings contain asbestos fibers, a
cancer and lung disease hazard. Some brake
! WARNING
linings contain non-asbestos fibers, whose Do not use the straight-center bar shoe return
long-term effects to health are unknown. You spring with the Q Plus camshaft. The shoe
must use caution when you handle both asbestos spring can interfere with the camshaft and affect
and non-asbestos materials. braking performance. Serious personal injury
can result.
! WARNING
To prevent serious eye injury, always wear safe ! CAUTION
eye protection when you perform vehicle Only install a Q Plus  camshaft in a Q Plus
maintenance or service. brake. A Q Series hammerclaw camshaft will not
1. Install the cam head thrust washer onto the provide enough clearance between the brake shoe
camshaft. Apply O-617-A or 0-617-B grease to and the brake drum. Brake drag and damage to
the camshaft bushings and journals. components can result.
2. Install the camshaft through the spider and To install a new brake drum so that it fits correctly
bracket so that the camshaft turns freely by over a Q Plus brake shoe, you must install a
hand. Figure 5.1. Q Plus camshaft. Damage to components can
result.
Figure 5.1 A standard Q PLUS camshaft and a shoe return
spring with an offset center bar replaces the
hammerclaw Q Series camshaft and shoe return
spring with a straight center bar on 16.5 x 5-inch
and 6-inch Q Series can brake. Figure 5.2 and
Figure 5.3.
Figure 5.2
Q Series 16.5-Inch Cam Brake

STANDARD Q PLUS CAM
Replacing a Q Series Camshaft with OFFSET SPRING
Q PLUS Camshaft in all Front and (P/N 2258-Y-1273)
Drive Axle 16.5-Inch Q Series Brakes
Meritor has implemented a replacement of the
Q Series camshaft with the Q PLUS  camshaft in
all 16.5-inch Q Series brakes. Q Series brake
installation and maintenance procedures are not
affected by the replacement.
17
Section 5
Assemb
Assembll y MERITOR TM
Figure 5.3
Shoe Return Spring Installation
Install the new offset shoe return spring with the
open end of the spring hooks toward the camshaft.
Figure 5.5.
Figure 5.3
HAMMERCLAW
Q SERIES CAM
STRAIGHT SPRING
(P/N 2258-R-642)
NEW INSTALLATION
A Q PLUS camshaft has deeper roller pockets than
a Q Series camshaft and has “Q Plus” forged into Install the spring
one of the pockets. You may notice a larger gap with the open end of OFFSET RETURN
the hook TOWARD the SPRING
between the brake lining and the drum after you cam head. (P/N 2258-Y-1273)
assemble the brake shoe and shoe return spring
with an offset center bar. The excess gap will be
eliminated when you correctly adjust the brake. Automatic Slack Adjuster
Figure 5.4. Refer to “Adjust the Brake” in Section 6.
1. Follow Steps 1-2 to replace a Q Series NOTE: As of January 1993 some parts of Meritor’s
hammerclaw camshaft with a standard automatic slack adjuster are no longer serviceable
Q PLUS camshaft in a 16.5-inch Q Series and are not interchangeable with parts from earlier
brake. models. Refer to Section 6 for more information.
2. Continue to follow service and maintenance Handed and Unhanded Automatic

procedures for a Q PLUS camshaft and
Slack Adjusters
Q Series brake.
There are two automatic slack adjuster designs:
Figure 5.4 HANDED and UNHANDED. For most applications,
The initial lining to drum clearance install a handed automatic slack adjuster so that
with a Q Plus camshaft is increased the pawl faces INBOARD on the vehicle.
with both shoes fully retracted.
The pawl can be on either side or on the front of
the slack adjuster housing. Figure 5.6.
Pull Pawls
Pull pawls are spring loaded. Pry the pull pawl at
OFFSET least 1/32-inch to disengage the teeth. Figure 5.6B.
SPRING When you remove the pry bar, the pull pawl will
re-engage automatically.
Replace Conventional Pawls with

Pull Pawls
When you service an automatic slack adjuster,
replace a conventional pawl with a pull pawl.
Figures 5.6A and 5.6B. Install the slack adjuster so
that you can remove the conventional pawl or
disengage the pull pawl when you adjust the brake.
18
Section 5
MERITOR TM Assemb
Assemblly
Figure 5.6 Table A: Chamber and Automatic Slack

HANDED UNHANDED Adjuster Sizes
Length of Size of
Slack Adjuster Chamber
(inches) (Square Inches)
5 9*, 12*, 16,20,24,30
5-1/2 9*,12*,16,20,24,30,36
6 24,30,36
6-1/2 30,36
Figure 5.6A Figure 5.6B * Use an auxiliary spring on slack adjusters used with these
size chambers. A size 9 or 12 chamber return spring cannot
PAWL supply enough spring tension to completely retract the
slack adjuster.
PRY UP
! WARNING
CONVENTIONAL
PULL PAWL When you work on a spring chamber, carefully
PAWL
follow the service instructions of the chamber
manufacturer. Sudden release of a compressed
Installing the Slack Adjuster
7. If the brake has a spring brake, compress and
Onto the Camshaft lock the spring to completely release the brake.
! WARNING
No air pressure must remain in the service half
of the air chamber
Block the wheels to prevent the vehicle from
moving. Support the vehicle with safety stands. ! CAUTION
Do not work under a vehicle supported only by Most Meritor automatic slack adjusters
jacks. Jacks can slip and fall over. Serious personal manufactured after January 1990 have lubrication
injury can result. holes in the gear splines. Do not operate the
1. Check the camshaft and bushings and seals actuator before you install the slack adjuster.
for wear and corrosion. Lubricant can pump through the holes and onto
the splines. Damage to components can result.
2. Turn the camshaft by hand to check for
smooth operation. 8. If the automatic slack adjuster gear has a
10-tooth spline, apply anti-seize compound to
3. Repair or replace parts as required. the slack adjuster and cam splines. Use Meritor
4. Apply the service brake and spring brake specified 0-637, Southwest SA 8249496 or
several times. Check that the chamber return equivalent lubricants.
spring retracts the push rod quickly and NOTE: Install the slack adjuster so that you can
completely. If necessary, replace the return remove a conventional pawl or disengage a pull
spring or the air chamber. pawl when you adjust the brake.
5. The new automatic slack adjuster must be the 9. Install the slack adjuster onto the camshaft.
same length as the one you are replacing. Position the slack adjuster so that you can
Table A shows the length of slack adjuster that remove the pawl when you adjust the brake.
is used with each brake chamber size.
10. If necessary, install spacing washers and
6. Place blocks in front of and behind the the snap ring at a maximum clearance of
vehicle’s wheels to prevent it from moving. 0.062-inch (1.57 mm).
11. Install the clevis onto the push rod. Do not
tighten the jam nut against the clevis.
19
Section 5
Assemb
Assembll y MERITOR TM
2. Install new cotter pins or clevis pin retainer

! CAUTION clips to hold the clevis pins in place. Figure 5.8.
You must disengage a pull pawl before rotating
the manual adjusting nut, or you will damage the
Figure 5.8
pawl teeth. A damaged pawl will not allow the
slack adjuster to automatically adjust the brake CLEVIS LARGE CLEVIS PIN
clearance, Replace damaged pawls before AND RETAINER CLIP LARGE CLEVIS PIN
returning the vehicle to service. ACTUATOR
RETAINER CLIP
ROD P/N 2257-D-1174
12. Disengage the pawl. Turn the manual adjusting
nut to align the holes in the slack adjuster arm
and the clevis. Figure 5.7.
SMALL CLEVIS PIN
Figure 5.7 RETAINER CLIP
SMALL CLEVIS PIN P/N 2257-C-1173
AND RETAINER CLIP
The clevis pin retainer

clips must be fully
installed and positioned
ALIGN around the side
HOLES of clevis pin.
Disengage a
pull pawl or
A Slack Adjuster with a Threaded Clevis
remove a 1. Install the large clevis pin through the large
conventional
pawl.
holes in the template and the clevis.
2. Select the hole in the template that matches
the length of the slack adjuster. Hold that hole
on the center of the camshaft.
Install the Clevis
3. Look through the slot in the template. If
A Slack Adjuster with a Welded Clevis necessary, adjust the position of the clevis until
the small hole in the clevis is completely
! CAUTION
visible through the template slot. Figure 5.9.
Always replace used clevis pin retainer clips with Figure 5.9
new ones when servicing the automatic slack
adjuster or chamber. Do not reuse clevis pin THREADED
retainer clips after removing them. Discard used CLEVIS
clips. When removed for maintenance or service,
clevis pin retainer clips can be bent or “gapped
apart- and can lose retention. Damage to
components can result. SLOT
1. Check the clevis position. Apply anti-seize
compound to the two clevis pins. Install the
clevis pins through the clevis and the slack CAMSHAFT END
adjuster.
20
Section 5
MERITOR TM Assembly
4. Check fot these specifications.
• Thread engagement between the clevis Brake Slack Adjuster Position
and the push rod must be at least 1/2-inch (BSAP) Method
(12.7 mm). Figure 5.10.
When installing the automatic slack adjuster, verify
that the BSAP dimension of the chamber matches
• The push rod must not extend through the
the table in Figure 5.11.
clevis more than 1/8-inch (3.18 mm). If
necessary, cut the push rod, or install a new
push rod with a new air chamber.
Figure 5.11
5. Tighten the jam nut against the clevis to torque 3.750" AND 3.812"
specifications in Table B. BRACKET OFFSET
BSAP 0.125"
±
SLACK
Figure 5.10
LENGTH
5.00"
MINIMUM 1/2" 5.50"
6.00"
6.50"
SLACK ADJ. ± 0.125" LONG

SIZE BSAP STROKE
MAXIMUM 1/8” 5.00" 2.75" -
5.50" 2.75" 2.25"
6.00" 2.75" -
6.50" 2.62" -
THREADED CLEVIS
Correct position of automatic slack adjuster:
3.750-inch and 3.812-inch offsets only.
For other bracket offsets, refer to the vehicle
Table B: Jam Nut Torque Specifications manufacturer’s specifications.
Threads Torque
1/2-20 20-30 lb-ft (27-41 N• m)
5/8-18 35-50 lb-ft (48-68 N •m)
21
Section 5
Assembly MERITOR TM
3. Pull each brake shoe AWAY from the cam to

Install the Brake Shoes permit enough space to install the cam roller
and cam roller retainer. Press the “ears” of the
NOTE: To help ensure maximum lining life, Meritor retainer to permit it to fit between the brake
recommends that you replace springs, rollers, shoe webs. Figure 5.14.
anchor pins and cam bushings at each reline.
All Q PlusTM and Q Series Figure 5.14

16.5-Inch Brakes
1. Place the UPPER brake shoe into position on

the TOP anchor pin. Hold the LOWER brake WEBS
shoe on the BOTTOM anchor pin. Install two SQUEEZE
new brake shoe retaining springs. Figure 5.12. EARS
Figure 5.12
4. Push the cam roller retainer into the brake

shoe until its “ears” lock in the shoe web
holes. Figure 5.15.
5. Lubricate the brake components. Refer to

Section 8 for lubrication specifications.
Figure 5.15
2. Rotate the LOWER brake shoe FORWARD.
Install a new brake shoe return spring with the
OPEN end of the spring hooks TOWARD the
camshaft. Figure 5.13.
Figure 5.13
WEB
HOLE
PUSH
22
MERITOR T M
Section 5
MERITOR TM Assembly
Q Series 15-Inch Cam Brake P Series and Cast PlusTM

Cam Brakes
1. Install the anchor pins, washers and nuts to the
spider if these parts were previously removed. 1. Install the anchor pin bushings. If necessary,
Tighten the anchor pin nuts to a torque of align the holes in the bushings with the holes
325-375 lb-ft (441-509 N•m). in the spider.
2. Install a new brake shoe return spring with the 2. Install a new cam roller and cam roller
OPEN end of the spring hooks TOWARD the retainers.
camshaft. Install the shoes on the anchor pins.
Figure 5.16. 3. Install the LOWER brake shoe in position on
the spider.
Figure 5.16
SHOE WARNING
RETAINER Use a brass or leather mallet for assembly and
SPRING disassembly procedures. Do not hit steel parts
RETURN with a steel hammer. Pieces of a part can break off
SPRING and cause serious personal injury.
4. Use a brass drift to install the anchor pin.

If necessary, align the groove on the anchor
pin with the holes in the spider and bushing.
5. Install the anchor pin washers, felts, seals,

CAM ANCHOR retainers and snap rings if required. Install
ROLLERS PINS lock pins or lock screws if required. Tighten
the screws to 10-15 lb-ft (13.6-20.3 N•m).
6. Install a new shoe return spring on the brake

3. Hold the BOTTOM shoe in position. Install the shoe. Figure 5.17. Place the UPPER brake
shoe return spring. shoe into position over the spider. Repeat
Steps 4 and 5.
4. Pull the brake shoe AWAY from the cam to
permit enough space to install the cam roller 7. Lubricate the brake components. Refer to
and cam roller retainer. Section 8 for lubrication specifications.
5. Lubricate the brake components. Refer to Figure 5.17

23
Section 5
Assembly MERITOR TM
T Series Cam Brake

1. Install the anchor pins, washers and nuts to the
backing plate if these parts were previously
removed. Tighten the anchor pin nuts to
185-350 lb-ft (251-475 N• m).
2. Install the anti-rattle rod. Install the brake shoe
on the anchor pins and anti-rattle rod.
3. Install the anchor pin snap rings, the anti-rattle

spring and the anti-rattle retainer spring onto
the anti-rattle rod.
4. Pull the brake shoe away from the cam to

permit enough space to install the shoe roller.
5. Install a new brake shoe return spring on the

brake shoe.
6. Lubricate the brake components. Refer to

Drum and Wheel

Follow the manufacturer’s instructions to install
the drum and wheel onto the axle.
24
Section 5
MERITOR TM Assembly
Automatic Slack Adjuster Figure 6.1

WARNING
Color of Part
Measure the Automatic Template Number Applications
Slack Adjuster Dark brown TP-4786 Truck or tractor drum brake
Tan TP-4787 Trailer drum brake
CAUTION White TP-4781 Coach drum brake
There are three Meritor automatic slack adjuster
installation templates for drum brakes: Truck or
Measure slack
tractor, trailer and coach. These templates are NOT
adjuster
interchangeable. You must use the correct
arm length.
template and adjust the clevis position as
described in this section.
If you use the wrong template and install the

clevis in an incorrect position, the automatic slack
adjuster will not correctly adjust the brake. If the
slack adjuster under-adjusts the brake, stopping CAMSHAFT CENTER
distances will be increased. If the slack adjuster
over-adjusts the brake, the linings can drag and
damage the brake.
Adjust the Brake
NOTE: For long-stroke chambers, use the Brake
Slack Adjuster Position method to measure the Free Stroke Measurement
automatic slack adjuster.
1. If necessary, order the correct automatic slack

CAUTION
adjuster template from Meritor’s Customer You must disengage a pull pawl or remove a
Service Center at 800-535-5560. conventional pawl before rotating the manual
adjusting nut, or you will damage the pawl teeth.
2. Use the correct Meritor automatic slack A damaged pawl will not allow the slack adjuster
adjuster template to measure the length of the to automatically adjust brake clearance. Replace
slack adjuster. The marks by the holes in the damaged pawls before putting the vehicle in
small end of the template indicate the length of service.
the slack adjuster. Figure 6.1
NOTE: During preventive maintenance on an
in-service brake, check both the free stroke as
described below and the adjusted chamber stroke
as described on page 27.
On some applications, you may find the in-service

free stroke to be slightly longer than specified in
Step 5. However, this is not necessarily a concern,
as long as the adjusted chamber stroke is within
the limits shown in the Commercial Vehicle Safety
Alliance (CVSA) charts on page 28.
1. Disengage a pull pawl or remove a

conventional pawl.
25
Section 5
Assembly MERITOR TM
2. Turn the adjusting nut in the direction shown in

Figure 6.2 until the linings touch the drum, and CAUTION
then turn the adjusting nut 1/2 turn in the Do not set FREE STROKE shorter than
opposite direction. specifications. If FREE STROKE is too short, linings
can drag and damage the brake.
Figure 6.2 5. The difference between measurement “X” and

measurement “Y” is the free stroke, which sets
the clearance between the linings and drum.
Free stroke must be within 1/2-inch - 5/8-inch
(12.7-15.9 mm) for drum brakes. Figure 6.3.
6. If it is necessary to adjust the stroke, turn the

adjusting nut 1/8 turn in the direction shown in
Figure 6.4 and check the stroke again. Continue
to measure and adjust the stroke until it is
adjusted correctly.
DISENGAGE
PAWL
Figure 6.4
3. Measure the distance from the center of the Disengage

large clevis pin to the bottom of the air pull pawl
chamber while the brake is released. Refer or remove
to “X” in Figure 6.3. conventional
pawl.
SHORTEN
STROKE
LENGTHEN
Figure 6.3 STROKE
MEASURE “FREE STROKE”
7. Release a pull pawl or install a conventional

pawl.
WARNING
When you work on a spring chamber, carefully
follow the service instructions of the chamber
FREE STROKE = “Y” MINUS “X”
manufacturer. Sudden release of a compressed
Drum brake free stroke must be
1/2" - 5/8" (12.7-15.9 mm).
Disc brake free stroke must be
3/4" - 7/8" (19.1-22.2 mm). 8. If the brake has spring chambers, carefully
release the spring.
4. Use a pry bar to move the slack adjuster so 9. Test the vehicle to ensure that the brake
that the linings are against the drum (applying system is operating correctly before you return
the brakes). Measure the same distance again the vehicle to service.
while the brakes are applied. Refer to “Y” in
Figure 6.3.
26
Section 6
MERITOR TM Adjust the Br ak
Brak es
akes
4. With the brakes released, mark the push rod
Commercial Vehicle Safety where it exits the chamber. Figure 6.5. Measure
Alliance (CVSA) Guidelines to and record the distance.
Measure Push Rod Travel 5. Have another person apply and hold the brakes
(Adjusted Chamber Stroke) one full application. Figure 6.5.
Use the following procedures to check in-service 6. Measure push rod travel distance (adjusted
push rod travel (adjusted chamber stroke) on truck chamber stroke) from where the push rod exits
or tractor air brakes with automatic slack adjusters. the brake chamber to your mark on the push
rod. Measure and record the distance.
Hold the ruler parallel to the push rod and measure Figure 6.5.
as carefully as possible. An error in measurement
can affect CVSA re-adjustment limits, which state 7. To determine push rod travel (adjusted
that “any brake 1/4-inch or more past the chamber stroke): Subtract the measurement
re-adjustment limit, or any two brakes less than you obtained in Step 4 from the measurement
1/4-inch beyond the re-adjustment limit will be you obtained in Step 6. The difference is the
cause for rejection.” push rod travel (adjusted chamber stroke).
WARNING a. Push rod travel (adjusted chamber stroke)

To prevent serious eye injury, always wear safe must not be greater than the stroke length
eye protection when you perform vehicle shown in the CVSA reference charts for the
maintenance or service. size and type of air chamber you are
inspecting.
WARNING
When you work on a spring chamber, carefully b. If push rod travel (adjusted chamber stroke)
follow the service instructions of the chamber is greater than the maximum stroke shown
manufacturer. Sudden release of a compressed in the CVSA reference charts, inspect the
spring can cause serious personal injury. slack adjuster and replace it if necessary.
1. The engine must be OFF. If the brake has Alternate Method for Determining
spring chambers, carefully release the spring. Push Rod Travel (Adjusted
2. Check the gauges in the cab to ensure that air Chamber Stroke)
pressure in the tanks is 100 psi (689 kPa).
Use the above procedure, except in Step 4 and
3. Determine the size and type of brake chamber Step 6, measure the distance from the bottom of
you are inspecting. the air chamber to the center of the large clevis pin
on each of the brakes.
Figure 6.5
Mark push rod here STROKE

to measure stroke.
• Spring brakes • Spring brakes

released released
100 psi (689 kPa) in air • Service brakes
• Service brakes
not applied tank  engine OFF released
27
Section 6
Adjust the Br ak
Brak es
akes MERITOR TM
Commercial Vehicle Safety Alliance (CVSA) North American

Out-of-Service Criteria Reference Charts
NOTE: A brake found at the adjustment limit is not

a violation.
Table C: “Standard Stroke” Clamp-Type

Brake Chamber Data
Outside
Diameter Brake Adjustment
Type (inches) Limit (inches)
6 4-1/2 1-1/4
9 5-1/4 1-3/8
12 5-4/16 1-3/8
Should be
16 6-3/8 1-3/4 as short as
20 6-25/32 1-3/4 possible
24 7-7/32 1-3/4 without
lining to
30 8-3/32 2
drum
36 9 2-1/4 contact
*For 3" maximum stroke type 24 chambers
Table D: “Long Stroke” Clamp-Type

Brake Chamber Data
Outside
Diameter Brake Adjustment
Type (inches) Limit (inches)
Should be
16 6-3/8 2.0
as short as
20 6-25/32 2.0 possible
24 7-7/32 2.0 without
24* 7-7/32 2.5 lining to
drum
30 8-3/32 2.5
contact
28
Section 7
MERITOR TM Reline the Br ak
Brak es
akes
Single or Tandem Axle Combination Friction Linings
WARNING CAUTION
To prevent serious eye injury, always wear Only install combination friction linings in the
safe eye protection when you perform vehicle correct location on a brake shoe. You must install
maintenance or service. a primary lining on a primary shoe. Carefully
follow the instructions that are included with the
linings to avoid damage to components.
Use the Correct Lining Material Figure 7. 1.
NOTE: The drums and linings on the front axle do You can combine brake linings. This means that
not have to be the same as the drums and linings the lining set you install on the primary shoe will
on the rear axle. have a different friction rating than the lining set
you install on the secondary shoe. Follow the
Use the lining material that is specified by the instructions included with replacement
vehicle manufacturer to help ensure that the brake combination linings to correctly install the primary
will perform as originally designed and meet lining on the primary shoe.
Department of Transportation (DOT)
performance regulations. Primary Shoe Locations
Single Axle The first shoe past the cam in the direction of
wheel rotation is the primary shoe. Refer to
l Always reline both wheels of a single axle at the Figure 7.1 to determine primary and secondary
same time. shoe locations.
l Always install the same linings and drums on 1. The primary shoe can be either at the TOP or
both wheels of a single axle. the BOTTOM position, depending on the
location of the cam.
Tandem Axle
2. If the cam is BEHIND the axle: The TOP shoe is
l Always reline all four wheels of a tandem axle at the primary shoe.
the same time.
3. If the cam is in FRONT of the axle: The
l Always install the same linings and drums on all BOTTOM shoe is the primary shoe.
four wheels of a tandem axle.
Figure 7.1
RIGHT WHEEL ROTATION LEFT WHEEL ROTATION
WHEEL ROTATION WHEEL ROTATION WHEEL ROTATION WHEEL ROTATION
CAM BEHIND AXLE CAM IN FRONT OF AXLE CAM IN FRONT OF AXLE CAM BEHIND AXLE
29
Section 8
Lubrication and Maintenance MERITOR TM
Camshaft Bushings Automatic Slack

NOTE: Meritor recommends that you install new Adjuster Maintenance
camshaft bushings whenever you install a
new camshaft. Inspect and lubricate the slack adjuster according
to one of the following schedules. Refer to Table F
1. Refer to Table E for grease specifications. for grease specifications. Use the schedule that
requires the most frequent inspection and
WARNING lubrication. Also inspect and lubricate the slack
If grease flows from the seal near the cam head, adjuster whenever you reline the brakes.
replace the seal. Remove any grease or oil from
the cam head, rollers and linings. Always replace l The schedule of chassis lubrication used by
contaminated linings. Grease on the linings can your fleet.
increase stopping distances. Serious personal
injury and damage to components can result. l The schedule of chassis lubrication
recommended by the chassis manufacturer.
2. Lubricate through the fitting on the bracket or
spider until new grease flows from the l Every six months.
INBOARD seal.
l A minimum of four times during the life of the
On-Highway Linehaul Applications linings.
l Q PlusTM and Q Series brakes: Every 100,000 Anti-Seize Compound

miles (160,000 km).
1. Use anti-seize compound on the clevis pins of
l P Series brakes: Every 50,000 miles (80,000 km) all slack adjusters.
or every six months, whichever comes first.
2. Conventional automatic: Use anti-seize
Off-Highway Applications compound on the automatic slack adjuster
and cam splines if the slack adjuster gear
l At least every four months when you replace the has no grease groove and holes around its
seals and reline the brakes. inner diameter.
l During the first four month period: Inspect for Factory-Installed Automatic Slack
hardened or contaminated grease and for the
absence of grease every two weeks to Adjusters on Q Plus LX500TM and
determine lubrication intervals. MX500 Cam Brake Packages
l Lubricate more often for severe-duty Q Plus LX500TM and MX500TM cam brake packages
applications. include factory-installed automatic slack adjusters
that do not have grease fittings, and lubrication
intervals differ from conventional slack adjusters.
Refer to Maintenance Manual No. MM-96173,
Q PlusTM LX500 and MX500 Cam Brakes, for
complete information. Order this publication
by calling Meritor’s Customer Service Center at
800-535-5560.
30
Section 8
MERITOR TM
Lubrication and Maintenance
Table E: Cam Brake Grease Specifications
Meritor Outside
Components Specification NLGI Grade Grease Type Temperature
l Retainer Clips 0-616-A 1 Clay Base Down to -40°F (-40°C)
l Anchor Pins 0-617-A 1 Lithium Refer to the grease

12-Hydroxy manufacturer’s
l Rollers (Journals Only) or Stearate or specifications for
Lithium the temperature
l Camshaft Bushings 0-617-B 2 Complex service limits.
When the brake is 0-645 2 Synthetic Oil, Down to -65°F (-54°C)

disassembled, or when Clay Base
necessary, lubricate the
anchor pins and rollers 0-692 1 and 2 Lithium Base Down to -40°F (-40°C)
where they touch the
brake shoes.
Do not allow grease to

come in contact with the
part of the cam roller that
touches the cam head.
Refer to the WARNING,
on the previous page.
Any of Above See Above See Above See Above

Camshaft Splines
0-637* 1-1/2 Calcium Base Refer to the grease
manufacturer’s
0-641  Anti-Seize specifications for
the temperature
service limits.
Table F: Automatic Slack Adjuster Grease Specifications
Meritor Outside
Component Specification NLGI Grade Grease Type Temperature
l Automatic Slack 0-616-A 1 Clay Base Down to -40°F (-40°C)

Adjuster
0-692 1 and 2 Lithium Base Down to -40°F (-40°C)
0-645 2 Synthetic Oil, Down to -65°F (-54°C)
Clay Base
l Clevis Pins Any of Above See Above See Above See Above
C-637* 1-1/2 Calcium Base Refer to the grease
0-641  Anti-Seize
manufacturer’s
specifications for
the temperature
service limits.
*Do not mix Meritor grease specification 0-637 (part number 2297-U-4571), a calcium-base, rust-preventive grease,
with other greases. The grease is also available as “Corrosion Control” (part number SA 8249496) from Southwest
Petro-Chemical Division of Witco Chemical Corporation, 1400 S. Harrison, Olathe, KS 66061.
31
Section 9
Inspection MERITOR TM
Before You Return the Vehicle 7. The return springs must retract the shoes
to Service completely when the brakes are released.
Replace the return springs each time the
1. Check the complete air system for worn hoses brakes are relined. The spring brakes must
and connectors. With air pressure at 100 psi, retract completely when they are released.
brakes released and engine off, loss of tractor
air pressure must not exceed two psi a minute. 8. The air chamber area multiplied by the length
Total tractor and trailer loss must not exceed of the automatic slack adjuster is called the
three psi per minute. “AL” factor. This number must be equal for
both ends of a single axle and all four ends of
2. Check to see that the air compressor drive belt a tandem axle. Figure 9.2.
is tight. Air system pressure must rise to
approximately 100 psi in two minutes.
Figure 9.2
3. The governor must be checked and set to
the specifications supplied by the vehicle
manufacturer.
4. Both the tractor and trailer air systems must

match the specifications supplied by the
vehicle manufacturer.
5. Both wheel ends of each axle must have the

same linings and drums. All four wheel ends of
tandem axles also must have the same linings AL FACTOR = A x L
and drums. It is not necessary for the front axle A = AIR CHAMBER AREA
brakes to be the same as the rear driving axle L = LENGTH OF SLACK ADJUSTER
brakes. Figure 9.1.
Figure 9.1
TANDEM AXLES FRONT AXLE
Both wheel ends of each axle must

have identical drums and lining.
6. Always follow the specifications supplied by

the vehicle manufacturer for the correct lining
to be used. Vehicle brake systems must have
the correct friction material and these
requirements can change from vehicle to
vehicle.
32
Section 10
MERITOR TM Recommended P eriodic Ser vice
Periodic
Recommended At a Major Overhaul

Periodic Service Carefully inspect the following parts when
you perform a major overhaul at every second
WARNING reline, or as necessary. Replace damaged or worn
To prevent serious eye injury, always wear safe parts with genuine Meritor replacement parts.
maintenance or service. 1. Spiders for distortion and loose bolts.
CAUTION 2. Anchor pins for wear and correct alignment.
Do not let brake lining wear to the point that the
rivets or bolts touch the drum. Damage to the 3. Brake shoes for wear at anchor pin holes or
drum will occur. roller slots.
Adjust 4. Camshafts and camshaft bushings for wear.
1. Correctly adjust the wheel bearings before you 5. Replace shoe return springs.
adjust the brakes.
6. Brake linings for grease on the lining, wear and
2. Clean, inspect and adjust the brakes every time loose rivets or bolts.
you remove a wheel hub.
7. Drums for cracks, deep scratches or
3. Adjust the brakes when the chamber stroke other damage.
exceeds the limits shown in the tables in
Section 6.
4. Adjust the brakes as frequently as necessary

for correct, safe operation.
5. When you adjust the brakes, check for correct

lining-to-drum clearance, push rod travel and
balance between the brakes.
Lubricate
Lubricate the brake and automatic slack adjuster
according to the schedules on page 31.
Reline
1. To help ensure maximum lining life, Meritor
recommends that you replace springs, rollers,
cam bushings and anchor pins at each reline.
2. Reline the brake when the lining thickness is

0.25-inch (6.3 mm) at the thinnest point.
3. Replace shoe retainer springs, check the

drum and perform a major inspection.
Inspect
Refer to Section 9 of this manual.
33
Section 11
Torque Table MERITOR TM
Fastener Torque Table for Cam Brakes

HOLD DOWN CLIP (2) CAM BRACKET MOUNTING (4)
(some models) 0.500"-13 thread PUSH ROD LOCK NUT (1)
0.250"-28 thread Grade 8 = 90-120 lb-ft (122-163 N•m) 0.625"-18 thread
105-135 lb-in (12-15 N•m) Grade 5 = 65-100 lb-ft (88-136 N•m) 25-50 lb-ft (34-68 N•m)
0.625"-18 thread 0.500"-20 thread

DUST SHIELD Plain nut = 150-190 lb-ft (203-258 N•m) 20-30 lb-ft (27-41 N•m)
MOUNTING (4) or (6) Lock nut = 130-165 lb-ft (176-224 N•m)
(some models)
0.312"-18 thread
12-20 lb-ft (16-27 N•m)
Add camshaft spacing
0.375"-16 thread
washers so that slack
Grade 8 = 30-50 lb-ft (41-68 N•m)
adjuster is aligned
Grade 5 = 25-35 lb-ft (34-47 N•m)
with air chamber clevis.
ANCHOR PIN
SET SCREW (2)
(some models)
0.375"-16 thread
10 lb-ft (14 N•m)
minimum
ANCHOR PIN (2)

(T brake only)
0.750"-16 thread
185-350 lb-ft (250-474 N•m)
(15 X 4 Q brake only)

325-375 lb-ft (441-509 N•m) GREASE FITTING (1)
(some models)
BRAKE MOUNTING BOLTS 1/8" dryseal
Grade 8 bolts with lock nuts and two 3-5 lb-ft (4-7 N•m)
hardened washers on each bolt.
Bolt
Size Torque AIR CHAMBER MOUNTING (2)
Add camshaft spacing
7/16"-20 60-75 lb-ft (81-102 N•m) washers to provide 0.060"
1/2"-20 85-115 lb-ft 0 15-156 N•m) maximum end play.
9/16"-18 130-165 lb-ft (176-224 N•m)
5/8"-18 180-230 lb-ft (244-312 N•m)
Grade 8 Nuts and Hard Flat Washers
Chamber Size 9 12 16 20 24 30 36 Spring Chamber
Bendix 20-30 lb-ft 30-45 lb-ft 45-65 lb-ft 65-85 lb-ft

(27-41 N•m) (41-61 N•m) (61-88 N•m) (88-115 N•m)
35-50 lb-ft 70-100 lb-ft

Midland
(48-68 N•m) (95-136 N•m)
35-40 lb-ft 100- 115 1 b-ft

MGM
(48-54 N•m) (136-156 N•m)
110-115 lb-ft with hex nut and washer (149-203 N•m)

Anchorlok
85-95 lb-ft with lock nut and washer (115-129 N•m)
34
Section 12
MERITOR TM After mar
Aftermar
markket Br ak
ake
Brak e Con
Convver sion Kits
ersion
Q Series and Q PlusTM Cam Brake

Conversion Kits
l Convert P Series cam brakes (except models
with cast shoes) to Q Series brakes with
“Quick Change” brake shoes.
l Convert standard 16.5-inch Q Series brakes to

Q PlusTM brakes. A kit includes all hardware.
The brake conversion kits are available from

Meritor’s Aftermarket Services, 7975 Dixie
Highway, Florence, Kentucky, 41042. For
assistance, call 800-535-5560 in the United States
and Canada.
Q Series Cam Brake Conversion Kit
BRAKE SHOE
AND LINING
ASSEMBLY
RETAINER
CLIPS
ROLLERS
RETAINER
SPRINGS
ANCHOR PINS
BUSHINGS
RETURN
SPRING
35
Section 13
Cam Br ak
Brake Tips
ake MERITOR TM
Air Chambers Replacement Parts

To ensure correct brake balance, all brake Always use OEM quality standard parts. Meritor
chambers on the same axle must be the same size brakes work as a system, and when you replace
and type to help ensure a balanced brake system original parts with “will-fit” parts, you can
for maximum lining wear and drum life. compromise the performance of the entire system.
Brake Kits Return Springs

Meritor brake shoes, rollers, camshafts and shoe Replace cam brake return springs at every cam
return springs are designed to perform as a brake reline. The return spring is critical to
system. Always install OEM spec-level alignment, accurate return of the brake away from
components during maintenance or when you the drum and correct automatic slack adjustment.
upgrade from standard to long-life brakes to help
ensure correct brake performance and maximum
lining life.
Trailer Cam Brakes
Long-life bushings require correct lubrication for
Cam Heads maximum performance and bushing life. Although
Cam heads can look the same, but that doesn’t you do not have to replace spider cam bushings on
mean they will perform the same in your brake trailer axles as frequently, Meritor recommends
system. Two cam head profiles can appear to be that you lubricate the bushings at least four times
identical, but very small differences in cams from during the life of your brake lining.
different manufacturers can be significant enough
to affect the performance of your brakes. To ensure Automatic Slack Adjusters
a balanced brake system and optimum lining and
drum life, always install the correct replacement l “Automatic” doesn’t mean maintenance-free.
cam. Properly installed and lubricated automatic
slack adjusters help to ensure maximum brake
Cam Rollers system performance.
To avoid flat spots, lubricate a cam roller directly in
the web roller pocket and not at the cam-to-roller l Never mix automatic slack adjusters on the
contact area. Flat spots can affect brake same axle. When you replace automatic slack
adjustment and result in premature brake wear or adjusters, always use replacement parts that
reduced braking performance. were originally designed for the brake system to
help ensure even brake wear, balanced braking
Drums and maximum brake performance.
To help ensure balanced braking, even lining and
drum wear, and correct function of the automatic
slack adjuster, do not install a cast drum and a
centrifuse drum on the same axle.
A cast drum and a centrifuse drum each absorbs

and dissipates heat differently. When drum types
and weights are mixed, different rates of heat
absorption and dissipation occur that can effect
the brake system.
Hardware
When you service cam brakes, replace all the
springs, anchor pins, bushings and rollers - not
just the shoe return springs - to help ensure
maximum braking performance.
Linings
Insist on the same brand of quality OEM friction
lining material to help ensure fewer relines and
greater compatibility with your present system.
36
MERITOR TM
Notes
Notes MERITOR TM
MERITOR TM
Notes
A Heritage of Rockwell Technology
2135 West Maple Road subject to change without notice or liability. Meritor Heavy Vehicle Systems, LLC, reserves the right to revise the
Troy, MI 48084 U.S.A. information presented or discontinue the production of parts described at any time.
800-535-5560
www.meritorauto.com ©Copyright 1998
Meritor Automotive, Inc. Printed in the USA Maintenance Manual No. 4
All Rights Reserved Please Recycle Revised 10-98
16579/24240
THE WARNER & SWASEY BRAKE SYSTEM
The brakes that are built into the Gradall and Hopto undercarriages have been engi-
neered with the cooperation of Bendix-Westinghouse, one of the leaders in the industry.
The system which we use can be called the DD-3 System. It really stands for “DD”, or
“double diaphram”, and “-3” which numbers the system’s functions; (1) Emergency,
(2) Service, and (3) Parking.
Like most air brake systems, the air is used to move a piston in the air chambers at the
wheels. As the piston moves, its rod turns a slack adjuster at the wheels. The slack
adjuster turns a cam which spreads the brake shoes apart to engage with the wheel
drums.
The big difference comes with the circuit controls and valving, plus the brakes being
locked mechanically instead of with continuous air pressure.
In the following pages we are supplying a complete variety of literature which has been
supplied by Bendix-Westinghouse. While it covers all of the components used in our sys-
tem, it also covers many others. We have elected to leave them in for your reference.
The index covering the various component areas will show you which of them are used
on the W&S models.
COMPONENT BENDIX TYPE USED
Compressors Tu-Flo (400 & 500)
Governors D-2
Brake Chambers Clamp Type

DD-3
Inversion Valve TR-2
Control Valve PP-2
Brake Valve E-4 Dual Brake Valve
Quick Release Valve QR
Relay Valve R-6
Air Dryer AD-1
Pressure Protection Valve PR-2
Safety Valve ST-1

Heavy Vehicle
Systems Group Maintenance Manual
The Fundamentals of Brakes
THE FUNDAMENTALS OF BRAKES

All types of automotive brakes are mechanical devices
for retarding the motion of a vehicle by means of friction,
and perhaps the most important requisite in respect to the
fundamentals of brakes is an understanding of the laws of
friction.
COEFFICIENT OF FRICTION
Friction is the resistance to relative motion between any
two bodies in contact, and it varies not only with different
materials but also with the condition of the materials. The
amount of friction developed by any two bodies in contact
is said to be their coefficient of friction, and this is
expressed by stating the amount of force required to move
the one body while it remains in contact with the other; the FIG. 1—Coefficient of Friction
amount of force being expressed in relation to the weight of
the moving body.
Thus, if the moving body weighs 100 pounds, and a force
of 60 pounds is required to keep it moving while it remains that the condition of these surfaces plays a great part in the
in contact with another body, the coefficient of friction actual friction they develop. This possible variation in the
between the two bodies is said to be 60% or .6. If 50 pounds coefficient of friction is always present when any factor
force is necessary to keep it moving, the coefficient of fric- contributing to the frictional value of any material is subject
tion is said to be 50% or .5. If only 35 pounds force is to change either permanent or temporary.
required, the coefficient of friction is 35% or .35. Heat is always present where friction is being devel-
The coefficient of friction between any two surfaces oped. When, for example, a babbitt bearing is not prop-
changes with any variation in the condition of one or erly lubricated, the lack of lubrication causes a rise in the
both surfaces. As an example, the introduction of oil coefficient of friction with a resultant rise in the heat
or grease between two dry, flat metal surfaces will developed sufficient to melt the babbitt, and cause the
greatly reduce the friction between them, which proves bearing to fail.
● ●
ENERGY OF MOTION TO HEAT ENERGY

Since friction is the resistance to relative motion between
two bodies in contact and since friction results in heat, a
more complete definition of a brake would be that it is a
mechanical device for retarding the motion of a vehicle by
means of friction, thereby changing the energy of motion
into heat energy.
Thus, when the speed of a vehicle is reduced by applying
the brakes, the energy of motion is actually changed into
heat energy, and the brakes must dissipate or absorb the
heat developed. FIG. 2—Energy of Motion to Heat Energy
3
Heavy Vehicle
FORCES INVOLVED IN BRAKING

It is surprising to note the comparatively small number of
people who really appreciate the tremendous forces
involved in stopping a modern commercial vehicle, particu-
larly from higher speeds quite common today.
A simple method of explaining this is to make a com-
parison between the horsepower required to accelerate a
vehicle and the horsepower required to stop it. The aver-
age truck having an engine capable of developing
100 horsepower, requires about one minute to accelerate
to a speed of 60 miles per hour, whereas, the same vehi-
cle should be capable of easily stopping from 60 miles
per hour in not more than six seconds. Ignoring the
unknown quantities, such as rolling friction and wind
FIG. 3—Forces Involved in Braking
resistance which admittedly play a part in all stops,
the brakes must develop the same energy in six seconds
as the engine develops in 60 seconds; in other words,
the brakes do the same amount of work as the engine in This means they must develop approximately 1,000
one-tenth the time. horsepower during the stop.
● ● ● ●
EFFECT OF WEIGHT AND SPEED

ON BRAKES
Another factor to be considered is the effect on braking
when the weight and speed of a vehicle are increased.
Obviously, no brake designed to control a vehicle having
a gross weight of 5,000 pounds is capable of properly con-
trolling such a vehicle if this gross weight is exceeded
because, if the weight of a vehicle is doubled, the energy
of motion to be changed into heat energy is also doubled;
in other words, if the weight is doubled, the amount of
heat to be dissipated and absorbed is also doubled, and the
brake which is only capable of handling the 5,000 pounds
weight is not only incapable of properly stopping twice as
much weight, but cannot properly dissipate and absorb the
double amount of heat. FIG. 4—Effect of Weight and Speed on Brakes
The effect of higher speeds on braking is much more seri-

ous. Not so many years ago the average speed of a com-
mercial vehicle was only 20 miles per hour. Today, under
a stop from 20 miles per hour. Thus, if the speed is doubled,
normal operating conditions, even conservative estimates
four times as much stopping power must be developed, and
place the average speed of commercial vehicles at 40 miles
the brakes must absorb or dissipate four times as much heat.
per hour. Comparing stops from a speed of 20 miles
per hour with stops from a speed of 40 miles per hour, It naturally follows that if both the weight and speed of a
engineering mathematics show there is actually four times vehicle are doubled the stopping power must be increased
as much energy of motion to be changed to heat energy eight times and the brakes must absorb or dissipate eight
during a stop from 40 miles per hour as there is during times as much heat.
4
Heavy Vehicle
STOPPING DISTANCES
Another way of illustrating the effect of speed on stop-
ping ability is to compare the stopping distance if the speed
is increased without the stopping power also being
increased.
As shown in Figure 5, a vehicle which will just stop in
30 feet from 20 miles per hour will require 120 feet to stop
from 40 miles per hour and 270 feet to stop from 60 miles
per hour. Introducing both weight and speed into the com-
parison again, a 10,000 pound vehicle travelling 60 miles
per hour has 18 times as much energy of motion as a 5,000
pound vehicle travelling at 20 miles per hour. If a stopping
power is used on both vehicles which will only stop the
FIG. 5— Stopping Distances
5,000 pound vehicle from 20 miles per hour in 30 feet, the
10,000 pound vehicle from 60 miles per hour will require
18 times as much distance or 540 feet to stop.
● ● ● ●
LEVERAGE feet from the fulcrum will lift 300 pounds at a point one foot
from the fulcrum.
Having reviewed the great forces involved in braking a
vehicle, consideration must also be given to how these
forces are developed and directed to do the braking work. It
is difficult even to imagine a braking system which does
not, in some way, make use of one of the oldest mechanical
devices governing the transmission and modification of
force and motion, that is, the lever.
A lever is defined as an inflexible rod or beam capable of
motion about a fixed point called a fulcrum, and it is used to
transmit and modify force and motion.
Figure 6 illustrates three simple types of levers, the only
difference in them being the location of the fulcrum in rela-
tion to the applied force and the delivered force. All shapes
and sizes of levers used in a brake system are one of these
three types.
The simple law of levers is that the applied force multi-
FIG. 6 — Leverage
plied by the perpendicular distance between the line of
force and the fulcrum always equals the delivered force It will be noted that in both cases the delivered force
multiplied by the perpendicular distance between the ful- exceeds the applied force because the applied force is farther
crum and the line of force. Thus, with a leverage arrange- from the fulcrum than the delivered force. With a leverage
ment as shown in the upper view in Figure 6, an applied arrangement as shown in the lower view in Figure 6, the deliv-
force of 100 pounds two feet from the fulcrum will give a ered force is the farthest from the fulcrum; therefore, it is less
delivered force of 200 pounds at a point one foot from the than the applied force. If the applied force in this case is 300
fulcrum. With a leverage arrangement as shown in the mid- pounds at a point two feet from the fulcrum, the delivered
dle view in Figure 6, an applied force of 100 pounds three force at a point three feet from the fulcrum will be 200 pounds.
5
Heavy Vehicle
Therefore, the delivered force of any lever is determined brake cam, if the final shoe pressure is to be correct. It is
by multiplying the applied force by the distance it is from also important that the effective lever length of the cam
the fulcrum and then dividing this answer by the distance remains constant as the lining wears and the shoes have to
the delivered force is from the fulcrum. be spread further; otherwise, the brake performance will
In determining the distance at which any force is acting vary as the lining wears.
on a lever, the true length of the lever arm is the perpendi- Another form of lever found in all forms of braking
cular distance from the force to the fulcrum, regardless of systems is the brake shoe. This is one of the simpler
the shape of the lever. The lever arm is always measured at forms because it is easily recognized as a beam, ful-
right angles to the direction of the force. crumed at one end on the hinge pin, which forces the
The product of the force acting on a lever, multiplied by brake lining against the drum when the brake cam force is
the distance the force is from the fulcrum, is called the turn- applied to the other end.
ing moment, and when this relates to a shaft it is called Perhaps the least easily recognized lever in a brake sys-
torque. The turning moment or torque is usually expressed tem is the relation of the brake drum diameter to the tire
in inch pounds, foot pounds, foot tons, etc., depending upon diameter. In order to understand this fully it must be
whether the force is measured in pounds or tons and remembered that although the brakes stop the brake
whether the distance is measured in inches or feet. As an drums and wheels, it is always the tires and road surface
example—a force of 100 pounds acting on a lever arm five that stop the vehicle. This is clearly demonstrated when
inches long would result in a turning moment or torque of quick stops are attempted on wet or icy roads. Under
500 inch pounds. these conditions the brake equipment may still be as effi-
The most easily recognized lever used with our Air cient as ever in stopping the wheels, but its ability to stop
Brake Equipment is the slack adjuster. The length of the vehicle quickly disappears because there is not suffi-
the lever arm of a slack adjuster is always the perpendi- cient friction between the tire and road to develop the
cular distance between the center line of the brake necessary retarding force.
camshaft opening and the center line of the clevis pin
Returning to the principles of leverage involved in the
opening in the arm.
relation of the tire and brake drum size, the retarding
Another form of lever—not always recognized—is the force developed by the brake shoes acting against the
brake cam. All brake cams are levers and are used to trans- drum is working on an effective lever length of the brake
mit and modify the torque and turning motion of the brake drum radius, whereas counteracting this is the retarding
camshaft in such a way that the brake shoes are spread and force developed between the tire and the road, working
forced against the brake drum, not only in the proper on an effective lever length of the rolling radius of the
direction but also with the proper force. Spreading the tire. Since it is not practical to have brake drums as large
shoes in the proper direction, of course, depends on the as the tires, the principles of leverage therefore require
proper location of the cam in respect to the location of the development of a greater retarding force between the
brake shoes. The transmission of the proper force is par- brake shoes and the drums than between the tire and the
tially determined by the effective lever length of the cam. road. Also, since a rubber tire on a good road surface has
If the effective lever length of the cam is not considered a higher coefficient of friction than brake lining against a
and is too long or too short, the brake shoe force will be brake drum, it is necessary to develop additional retard-
correspondingly too little or too much. Full consideration ing force between the brake shoes and brake drum in
must therefore be given to the effective lever length of any order to overcome the difference in friction.
● ● ● ●
DECELERATION is losing speed and usually denotes the speed being lost
each second, in terms of miles per hour or feet per second.
In discussing brakes, the term deceleration is often As an example as shown in Figure 7—if a vehicle
used. This term expresses the actual rate at which a vehicle is moving at the rate of 20 miles per hour, and one
6
Heavy Vehicle
second later its speed is only 18 miles per hour, the vehicle
has lost a speed of two miles per hour during one second; in
other words, its speed has dropped two miles per hour in
one second, and its deceleration rate is said to be two miles
per hour per second.
In the same way, if a vehicle is moving at a rate of 30 feet
per second, and one second later its speed is only 20 feet per
second, then it is decelerating at the rate of ten feet per sec-
ond per second.
Therefore, the change in the rate of speed of a vehicle
during a slow-down or stop is expressed by first stating the
rate of speed being lost, such as miles per hour or feet per
second, and then by stating the time required for this rate of
speed to be lost. FIG. 7 —Deceleration
Thus, in examining the expression covering a decelera-

tion rate of say, “ten feet per second per second,” the first
vehicle travels each second during the stop varies greatly as
part—“ten feet per second”—is the rate of speed being lost,
the speed decreases.
and the second part— “per second”—is the time in which
the loss of ten feet per second takes place.
This is graphically illustrated in Figure 8 which also
It will also be seen that if a vehicle is moving at a shows a vehicle decelerating at the rate of ten feet per
known rate, and is decelerating at a known rate, the stop- second per second from an initial speed of 30 feet per sec-
ping time will be the initial speed divided by the deceler- ond, but the positions of the vehicles are shown in relation
ation rate, provided both the rate of speed and the to the distance travelled each second during the stop. This
deceleration rate are expressed on the same basis. As an illustration shows that although the rate of deceleration
example—if a vehicle is moving at the rate of 30 feet per remains constant throughout the stop, the vehicle actually
second and is decelerating at the rate of ten feet per travels 25 feet during the first second after the brakes were
second per second, the stopping time will be the initial applied, 15 feet during the second second, and only five feet
speed of 30 feet per second divided by the deceleration during the third second. This shows how important it is
rate of ten feet per second per second, or a stopping time to have the brakes become fully effective immediately the
of three seconds. brake pedal is depressed by the driver, if the actual
This perhaps can be more easily understood if explained
in the following manner. If a vehicle is moving at the rate
of 30 feet per second and begins to decelerate at the rate of
ten feet per second per second, at the end of the first sec-
ond it will be travelling 20 feet per second; at the end of
the second second, it will be travelling ten feet per second,
and at the end of the third second, it will be stopped. Thus,
by losing speed at the rate of ten feet per second per sec-
ond, it would lose its initial speed of 30 feet per second in
three seconds.
Similarly, if the initial speed is 20 miles per hour and the
deceleration rate is two miles per hour per second, the stop-
ping time will be ten seconds.
One important thing to remember in respect to stopping
vehicles is the fact that while the deceleration rate may be
constant for each second during the stop, the distance the FIG. 8 —Decelaration
7
Heavy Vehicle
The Fundamentals of Compressed Air
stopping distance is to be kept at a minimum, since the dis- of deceleration developed during a stop and which shows a
tance being travelled each second during the stop is always calculated stopping distance from a speed of 20 miles per
greater at the beginning of the stop. hour based on the maximum rate of deceleration developed
during a stop. Such intruments do not, however, make
Any time lost between the instant the brake pedal is
allowances for lost time before the braking system develops
depressed and the instant actual deceleration begins is seri-
full power and they are therefore not suitable for analyzing
ous, because the vehicle continues to travel at close to its
time lag factors in brake performance.
initial speed. In this typical case, the loss of only one sec-
ond between the instant the driver depresses the brake The true performance of any type of brake system in
pedal and the point where the brakes are really applied will terms of stopping time or stopping distance can only be
result in lengthening the actual stopping distance by 30 determined by actually measuring the time and distance the
feet. Thus, if four seconds instead of three elapse between vehicle travels from the instant the driver depresses the
the instant the driver depresses the brake pedal and the brake pedal to the point where the vehicle actually stops.
instant the vehicle stops, the actual stopping distance will Such tests can, of course, be made comparative only by
be increased from 45 feet to 75 feet. In other words, by using intruments to determine accurately the speed of the
reducing the stopping time under these conditions by only vehicle at the instant the brake pedal is depressed.
one second or 25%, the actual stopping distance is reduced
In so far as brakes are concerned, a driver is mainly inter-
by 30 feet or 40%.
ested in the amount of time and the distance required to
It is this part of brake fundamentals which is not often bring his vehicle safely to a stop under emergency condi-
enough considered in judging brake performance, particu- tions as measured from the instant that he depresses the
larly when different forms of brakes are involved. The most brake pedal. Any lag in the time between the instant he does
common method of testing brakes is by the use of a his part and the instant the brakes become effective
decelerometer—a device that determines the maximum rate increases the odds against the danger being averted.
● ● ● ●
THE FUNDAMENTALS OF COMPRESSED AIR

Compressed air is air which has been forced into a Free air which we breathe—or atmosphere—isnor-
smaller space than that which it would ordinarily occupy in mally always under pressure because of the weight of the
its free or atmospheric state. air above it. This pressure amounts to 14.7 pounds per
square inch at sea level, and it decreases as the altitude
increases.
The normal atmospheric pressure of 14.7 pounds per
square inch is usually ignored, however, and the atmos-
phere is considered as being free air under no pressure.
Thus, the pressure of compressed air is commonly indi-
cated by stating the amount the pressure, in pounds per
square inch, is above the atmosphere. This is the reason
air pressure gauges register zero when connected only to
atmosphere.
FREE SPRING—FREE AIR

The energy of compressed air is best compared to
the energy of a coiled spring. Figure 1 shows a coiled
spring in its free position and air in its free or atmospheric
FIG. 1—Free Spring—Free Air state.
8
Heavy Vehicle
The Fundamentals of Compressed Air
COMPRESSED SPRING—COMPRESSED AIR
When the spring is compressed, as shown in Figure 2,

energy is stored in it. Similarly when free air is compressed,
energy is stored in the air. This energy can be used to do
work, and due to the flexibility of air such energy can be
stored in a relatively small space.
FUNDAMENTALS OF COMPRESSED AIR
If two reservoirs are connected—one containing air

above atmospheric pressure and the other air at only atmos-
pheric pressure—air will flow from the reservoir charged
with the higher pressure until the pressures in both reser-
voirs equalize or until the flow is interrupted by some out-
side force, such as the closing of a valve in the connecting FIG.2—Compressed Spring—Compressed Air
line. This is quite similar to the action of liquids except that
pressure is the controlling medium whereas the force of
gravity would ordinarily be the controlling medium in the
case of liquids.
As shown in Figure 3, if reservoir No. 1 had a volume of

six cubic feet, and the compressor forced another six cubic
feet of free air into it, the gauge pressure of the air in the
reservoir, which originally read zero, would rise to 14.7
pounds. It follows that the more air that is forced into any
reservoir the higher the air pressure in that reservoir will be
and that each time a quantity of free air equal to the volume
of the reservoir is forced into it, the gauge pressure will rise
another 14.7 pounds.
With reference to Figure 4, if compressed air is admitted to

an air-tight chamber behind a movable object, the com-
pressed air will cause the movable object to move until it
encounters a resistance equal to the force developed by the
compressed air. Because the air pressure is based on pounds
FIG.3 —Fundamentals of Compressed Air
per square inch, it follows that the compressed air will
develop a force in pounds on the movable object equal
to the product of the air pressure multiplied by the effective
area of the movable object. Thus, if a piston or a flexible
diaphragm has an area of ten square inches and air at a
are the air pressure and the area of the piston
pressure of ten pounds per square inch is acting upon it, a
or diaphragm on which the air pressure is acting. Thus,
force of 100 pounds will be developed. Similarly, if air at
by controlling the air pressure, the developed force is
only five pounds per square inch pressure is acting on the pis-
also controlled.
ton or diaphragm, the developed force will be only
50 pounds. One point to be remembered regarding this is that The pressure exerted by compressed air is not only
the quantity of air acting on the piston or diaphragm does not developed in all directions, but it is also equal in all
affect the force developed. The only factors involved directions. The compressed air in a reservoir exerts
9
Heavy Vehicle
Fundamentals of Compressed Air Brakes
pressure equally in all directions against the entire

inside surface of the reservoir, the pressure of the com-
pressed air being overcome by the mechanical strength
of the reservoir. Similarly, the force developed by the
air pressure acting on one side of a piston or a dia-
phragm may be overcome by an opposing force acting
on the opposite side, and the opposing force may be
compressed air or it may be mechanical. If the opposing
forces are equal, a balanced condition is reached and
there is no movement of the piston or diaphragm. If the
opposing forces are not equal, the piston or diaphragm
will move, if possible, to assume a position where the
opposing forces are equal.
This law of balanced pressures and forces is the basic
principle governing the design and operation of the control
and actuating devices in an air brake system. FIG. 4—Fundamentals of Compressed Air
THE FUNDAMENTALS OF COMPRESSED AIR BRAKES
FIG. 1—Compressor FIG. 2 —Compressor and Reservoir FIG. 3—Compressor, Reservoir and Brake Valve
COMPRESSOR COMPRESSOR AND COMPRESSOR, RESERVOIR

RESERVOIR AND BRAKE VALVE
In an Air Brake system, the com-
pressor furnishes the compressed air The compressed air passes from The compressed air is held in the
for brake operation by taking free air the compressor into the reservoir Reservoir until released by the driver
or atmosphere and compressing it to a where it and its energy are stored operating the Brake Valve.
pressure approximating 100 pounds until needed for operation of the
per square inch. brakes.
10
Heavy Vehicle
COMPRESSOR, RESERVOIR,
BRAKE VALVE, BRAKE CHAMBERS
AND BRAKE ASSEMBLIES
When the brake valve is operated by the driver, the com-
pressed air flows to the brake chambers where its energy is
transformed into the mechanical force and motion neces-
sary to apply the brakes.
This mechanical force and motion rotates the brake
camshaft and cam, presses the brake shoes against the brake
drum, and transforms the mechanical force into actual brak-
ing force. Inasmuch as the air pressure delivered to the
brake chambers is controlled by the brake valve, the driver,
by operating the brake valve and controlling the air pressure
delivered to the brake chambers, also controls the braking
force being developed. FIG. 4—Compressor, Reservoir, Brake Valve,
Brake Chambers and Brake Assemblies
BRAKING FORCES—
EFFECT OF AIR PRESSURE
This control of the braking force by controlling the air
pressure in the brake chambers is illustrated in Figure 5.
It shows the resulting forces in pounds of various air pres-
sures with a typical brake chamber having an effective
diaphragm area of 24 square inches. Of course, pressures
between those shown are also used to develop correspon-
ding braking forces.
Fundamentally, the important point is that the air pres-
sure in such a brake chamber can be controlled so the brake
chamber will develop any required force from zero up to
2,400 pounds. A force of 2,400 pounds would, of course, be
required only during emergency stops. FIG. 5 —Braking Forces—Effect of Air Pressure
BRAKING FORCES—
EFFECT OF BRAKE CHAMBER SIZE
Different sizes of vehicles and different axles of the same
vehicle may require different braking forces, depending on
the weight of the vehicle or the weight distribution between
axles of the same vehicle. These variations in the braking
force are design variations because the maximum and mini-
mum force required must be properly provided before good
performance can be obtained throughout the entire braking
range. In other words, good control of a brake system is
important, but it is also important that the brake system be
capable of developing any and all braking forces required.
Figure 6 illustrates the developed force in pounds
of each of several different sizes of brake chambers FIG. 6—Braking Forces —Effect of Brake Chamber Size
11
Heavy Vehicle
when supplied with air pressure at 60 pounds per pressure varies from 360 pounds to 2,160 pounds.
square inch. The effective area of the different brake This permits the choice of a brake chamber suitable for
chambers varies from six square inches to 36 square properly operating any size or type of brake assembly
inches and their developed force at 60 pounds air used today.
● ● ● ●
BRAKING FORCES—EFFECT OF SLACK

ADJUSTER ARM LENGTH
Figure 7 illustrates how the principles of leverage apply

when a brake chamber and slack adjuster combination is
being selected to meet specific requirements. With the same
brake chamber force of 1,000 pounds, the torque on the
brake camshaft can be increased from 4,000 inch pounds to
6,000 inch pounds merely by using a slack adjuster with a
6" arm instead of one with a 4" arm.
Thus, in so far as air brake equipment is concerned, the

full range of braking forces for any vehicle is provided by
the use of different sizes of brake chambers and slack
adjusters.
A term which is used to express the relation of the

brake chamber size and slack adjuster arm length is “AL” FIG.7—Braking Forces —Effect of Slack Adjuster Arm Length
factor. The “AL” factor differs from torque or turning
moment in that only the variable factors which determine arm is expressed as the “AL” factor, which, when multi-
the force are expressed. The reason for this is that an air plied by the 60 pounds air pressure used in making brake
pressure of 60 pounds is always used in calculating air calculations, determines the torque on the brake camshaft.
braking forces and therefore, this is considered constant, As an example: If a brake chamber having an effective area
whereas the length of the slack adjuster lever arm and the of 16 square inches is acting on a slack adjuster having an
size or effective area of the brake chamber acting on the arm length of five inches, the “AL” factor is 80. The actual
slack adjuster are the two variables altered to meet brak- torque on the brake camshaft is therefore the “AL” factor
ing requirements. Thus, the product of the effective area (80) multiplied by the air pressure used in making brake
of the brake chamber and the length of the slack adjuster calculations (60), or 4,800 inch pounds.
12
WARNER & SWASEY INSTRUCTIONS
Duplex
BRAKES
OPERATIONAL CHECK
1--Adjust slack adjusters
2--Adjust compressor governor to 125 PSI
3--Close drain cock on #1 reservoir with drain cocks

open on #2 reservoir and parking reservoir
4--Check pressure that pressure protection valves open

to let air into #2 reservoir and parking reservoir
5--Close all drain cocks and build up pressure in all

tanks to the valve determined by governor
6--Check operation of brakes by use of treadle valve
7--Check operation of parking brake (front brakes on

rear tandem)
8--Bleed all air from #1 reservoir
9--Check operation of brakes from 2nd stage of

dual treadle valve
10-Bleed all air from #2 reservoir
11-Check emergency brake
12-Check release of emergency brake and mechanical

lock by pushing control button
13-Build reservoir pressure up to 100 PSI and check

release of mechanical lock
Warner & Swasey GRADALL
Rubber Tired Undercarriage Brake Components Part Numbers
COMPONENT G-660 G-880 G-1000
* DD–3
WARNER & SWASEY
Duplex
BRAKES
CARE AND MAINTENANCE

Different types of brake actuating systems are OPERATING PRESSURES
used. This equipment is applied by the vehicle
manufacturer.
Air. . . . . . . . . . . . . . . 85 PSI minimum — reservoir
The following outputs must be maintained for 60 PSI minimum — wheels
satisfactory brake operation.
DRUMS
The Rockwell-Standard Brake Division does not
encourage the reboring of brake drums due to the
reduced strength of refaced drums. As an economy
measure, in order to salvage drums, some operators
do follow this practice.
On the “P” Automotive and “P” Trailer series

brakes, under circumstances where refaced drums
and oversize linings are used, precautions regarding
cam travel should be observed to prevent sticking
cams or cam “roll over.” This condition prevails
when the linings become worn. The service instruc-
tions relative to the use of oversize roller cam fol-
lowers should be carefully followed. Drums which
have been refaced should be installed on vehicles
operating under the least severe conditions.
SLACK ADJUSTERS
BENDIX-WESTINGHOUSE AND MIDLAND
Bendix-Westinghouse and Midland levers permit

360° rotation. Later models of the B/W lever incor-
porate a self locking device operated by the adjusting
screw wrench.
Service on these units should be obtained through

the vehicle manufacturers, Bendix-Westinghouse or
Midland. The Rockwell-Standard Brake Division
does not supply service or parts for these assemblies.
WARNER & SWASEY
Duplex
The Rockwell-Standard enclosed adjustable lever ADJUSTMENT

allows 69 degree rotation of the cam shaft from the Adjust bolt locks at 1/4 turn intervals. One notch,
initial position. This permits sufficient adjustment to or 1 / 4 turn, provides .0025" movement at the shoe
compensate for approximately 5/16" lining wear. To center. When the adjustment limit is reached, loosen
obtain additional adjustment, the lever is moved clamp bolt and remove lever. Adjust lever to original
4 serrations or I spline and readjusted as required. position, and move back four serrations on shaft, or
one full spline. Tighten clamp bolt and adjust as
BRAKE DUST SHIELDS required.
Either a backing plate, which also serves as a dust
shield, or spider is used for mounting the brake shoe BRAKE LINERS
assembly. Most assemblies mounted on a spider
incorporate dust shields as optional equipment.
The use of dust shields should be determined by
conditions encountered by the vehicle; mud, sand,
dirt, water or other forms of foreign material being
the governing factors. Where this condition is sea-
sonal and maximum cooling desirable during other
periods, the time of changing from summer to winter
and winter to summer lubricants may be used as a
guide for the installation and removal of dust shields.
The use of dust shields in this manner where con-
ditions permit will result in the most satisfactory
brake operation.
Brake liners vary considerably in both size and
content. This is determined by the joint engineering
departments of The Rockwell-Standard Brake Divi-
sion and the vehicle manufacturer, depending on the
vehicle and its prospective application. Conse-
quently, liners should be replaced in accordance with
the manufacturer’s recommendations.
Combination liners with a different coefficient of
friction for the forward (primary) and reverse (sec-
ondary) shoes are frequently used. On this type
installation the forward blocks must be installed on
the forward shoe. It should be remembered, that fol-
lowing the rotation of the drum, the first shoe after
passing the cam or wheel cylinder is the forward
shoe. Primary lining will be painted blue on the edge
and the secondary, yellow.
WARNER & SWASEY
Duplex
While riveting or bonding is the general method
of attaching liners, bolting is also used for certain
applications. New liners should be attached in the
same manner as the original installation. All liners
on a vehicle should be replaced simultaneously to
obtain the most desirable results.
SERVICE INSTRUCTIONS FOR RIVETING

Liner and shoe contact faces should be clean 2. Drive the rivets squarely into the holes with a
7
before clamping liner in position. Rivets of the cor- /16" flat head drift.
rect body diameter, head size and shape, length, and
material should be used. 3. Make certain the lining is firmly clamped to the
shoe, locating the “C” clamps as close to the rivet
On the earlier pressed steel shoes rivet holes are
holes as possible.
slightly smaller than the present punched holes. It
may be necessary to line drill the linings and shoes
4. Form the rivet heads with the correct tubular rivet
with a No. 5 drill (.2055" diameter). If replacing
set following the sequence shown in illustration
bonded liners with riveted liners use the No. 5 drill
below, working from heel to toe.
for new holes.
1. Clamp the lining to the brake shoe with “C” Liner installation should be checked with a .002"
clamps so the rivet holes in both pieces are in feeler gauge to assure liner and shoe contact.
alignment.
should be circle ground to provide the correct liner

and drum contact. With the cam in the full release
position, the liner should be ground .070" less than
the drum diameter. If 80% of the liner has not
cleaned up, the cam should be adjusted and the liners
CIRCLE GRINDING ground until 80% contact of the drum diameter is
When liners are installed on brake assemblies not obtained. The 80% contact must be continuous and
provided with adjustable anchor pins, the liners in the middle of the lining.
WARNER & SWASEY
Duplex
BRAKES
PREVENTIVE MAINTENANCE
A schedule for the periodic adjustment, cleaning, Prior to reassembling, the following parts should
inspection and lubrication of brake equipment should be LIGHTLY COATED with brake lubricant, Speci-
be established by the operator on the basis of past fication 0-615 or the equivalent:
experience and severity of operation. Linings and
drums are parts particularly subject to wear deprecia-
1. Adjustable anchor pin bearing surface.
tion. To compensate for this wear, brakes should be
adjusted as frequently as required to maintain satis- 2. Lever or shoe abutments.
factory operation and maximum safety. Adjustments
should provide uniform lining clearance, correct 3. Cam shaft needle bearings and nylon bushings.
travel of levers and proper equalization.
4. Cam roller follower shafts and journals and hard-
Brakes should be cleaned, inspected, lubricated ened wear pads.
and adjusted each time the hubs are removed.
During a major overhaul, the following parts Excessive lubricant should be avoided as grease
should be carefully checked and replaced with Gen- soaked lining cannot be salvaged or cleaned.
uine Replacement Parts as required:
The use of meter type fittings which have a maxi-
1. Backing plates for distortion, and backing plates
mum 40 lb. pressure relief or shut off is recom-
or spiders for looseness or sheared rivets.
mended for all fittings on camshafts.
2. Anchor pins for wear or misalignment.
Wheel cylinders should be checked for leaks and
3. Brake shoes for wear at anchor pin holes, wear damaged boots replaced.
pads or lever contact areas.
4. Cam shafts and cam shaft bearings or bushings It is recommended that all new lock rings be
for wear. installed where used.
5. Shoe return springs should be replaced at the time

of overhaul. Wheel bearings should be properly adjusted be-
fore making brake adjustments.
6. Brake linings for grease saturation, wear and
loose rivets or bolts.
Linings should not be allowed to wear to the point
7. Drums for cracks, scoring or other damage. where rivets or bolts may contact brake drums.
The Air Brake Handbook
For over 60 years, AlliedSignal Truck Brake Systems Company has been a leading supplier of Bendix air-braking
systems to the heavy trucking industry. From the first concept of using air as a braking force, years of development and
refinement have produced dependable stopping power for thousands of vehicles traveling millions of miles each
year.
Our customer-driven approach to business has helped us grow into a global organization with technical and manufactur-
ing centers keeping us on the leading edge of new-development and applications engineering.
Consequently, all Bendix products are backed by a team of highly-trained experts...people ready to provide technical
support, systems information or troubleshooting help. Our fully staffed technical hotlines are just a phone call away and
ongoing technical training is available as well - both on-site and off.
This manual presents only an overview of the air brake system and its components for more detailed information on
systems and components AlliedSignal Truck Brake Systems offers the following variety of training aids:
ADDITIONAL AIR-BRAKE SYSTEM INFORMATION

Bendix Audio-visual Programs
AlliedSignal offers several audio-visual programs on many Bendix air-brake devices and systems. These moderately
priced programs are available in 35 mm slide, V.H.S and European P.A.L. formats and describe the operation and
troubleshooting of air-brake components and systems. The programs are described in our Sales Promotion & Training
Materials Brochure, BW1699, available upon request at no charge. Please send requests to the address shown below.
Bendix Air Brake Maintenance Manual
This maintenance manual consists of instruction and service data sheets and provides complete information on most air-
brake system components. In addition to information on how each device operates, the sheets contain information on
installation, maintenance and disassembly/assembly instructions.
To order a complete manual, BW9600, contact your local distributor or write to:
AlliedSignal Automotive
Truck Brake Systems Company
Advertising & Communications Department
P.O. Box 4016
Elyria, Ohio 44036-2016
Manual Layout
The products presented in this manual are introduced in a building format. Each device is introduced as it is presented
in the system beginning with the compressor of the supply system, building to a complete straight vehicle and then
adding the components necessary to build a tractor. Mini systems are presented throughout the manual to assist in the
understanding of the application and function of the components.
IMPORTANT!
The systems presented in this manual are intended for illustrative purposes only and are not intended for actual vehicle
piping.
We hope this booklet will provide useful information regarding the application and operation Bendix air-brake devices.
Each device shown includes a description of operation, a schematic showing the device in a typical system as well as
the DIN representation of the device. The manual is divided into four basic sections: Supply system, service brake
system, emergency and parking brake systems and trailer system.
2
STRAIGHT VEHICLE
SUPPLY SYSTEM
TYPICAL CHARGING OR AIR SUPPLY SYSTEM

4
AIR COMPRESSOR
The air compressor is the source of energy for the air brake
system. It is driven by the vehicle engine, either by belt or drive
gear, and on most vehicles, utilizes the vehicle lubrication and
cooling system; however, self-lubricated and air-cooled compres-
sors are available in some models.
All Bendix reciprocating type compressors feature automatic inlet
and discharge valves and an unloading mechanism.
Several sizes in various mounting configurations to meet a wide

range of vehicle needs are available. Refer to the chart below for
specific information.
BX-2150 Tu-Flo 400 Tu-Flo 500 Tu-Flo 501
Tu-Flo 550 Tu-Flo 700 Tu-Flo 1000 Tu-Flo 1400

Tu-Flo 750
5
INLET REGULATING VALVE
The inlet regulating valve or IRV is intended for use on
multicylinder compressors which receive their induction air supply
form the pressure side of the engine turbocharger. The IRV may
not be used in conjunction with single cylinder compressors
including the BX-2150. The IRV which is generally mounted to the
compressor inlet is designed to regulate compressor inlet pres-
sure to 10 PSI or less. The outlet flange of the IRV will mount to
all Bendix Tu-Flo Compressors except the Tu-Flo 300. INLET REGULATING VALVE
ST-4 Safety Valve

The ST-4 Safety Valve is installed the extra compressor dis- _
charge port if available, or in the discharge line to prevent com-
pressor damage in the event of discharge line blockage. Because
this valve is specifically designed for this application a standard
safety valve may not be used in lieu of the ST-4.
ST-4
INLET CHECK VALVE

The inlet check valve may be used on naturally aspirated
compressors to prevent oil misting during the unloaded cycle. The
inlet check valve mounts to the intake side of the compressor and
must be used in conjunction with an inlet valve stop or inlet
adapter.
INLET CHECK VALVE
RESERVOIR
The reservoir serves the air brake system as a storage tank for a
volume of compressed air. The reservoir is sized by the vehicle
manufacturer to provide an adequate volume of air for use by
the braking system and auxiliary control devices. Generally,
more than one reservoir is used in air brake systems. A second-
ary function of reservoirs is to provide a location where the air
heated by compression, may be cooled and the water vapor
condensed.
Bendix reservoirs are built in accordance with SAE specifications
and are available in various sizes in both single and double RESERVOIR
compartment design configurations, and are certified per FMVSS
121.
6
SAFETY VALVE
The safety valve protects the air brake system against exces-
sive air pressure . It must be installed in the same
reservoir that the compressor discharge line is connected to.
Safety valves are available in both adjustable (ST-1 ) and non-
adjustable (ST-3) styles, in various pressure settings, and with
either 1/4" or3/8" N.P.T.
ST-1 ST-3
GOVERNOR
The governor operates in conjunction with the compressor
unloading mechanism and maintains reservoir air pressure
between a predetermined maximum and minimum pressure.
The D-2 governor is an adjustable piston-type valve available in
various pressure settings. A non-adjustable pressure range
between specified cut-in and cut-out pressures is designed into
the D-2 governor. Provisions are made for direct mounting to
the compressor or for remote mounting if desired. The D-2 D-2A D-2
governor is available in weatherproof and high temperature
versions for special installations. The D-2A is a non-adjustable
version of the D-2 governor.
RESERVOIR DRAIN DEVICES

Reservoir draining devices are installed in air-brake reservoirs.
They allow the accumulation of contaminants collected in the
reservoir to be drained off to atmosphere, and are available in both
manual and automatic styles.
Manual draining devices consist of drain cocks which require
manual operation at the point at which they are installed. Drain
Cocks are available in various styles with pipe thread sizes of
DRAIN COCK
1/8",1/4" and 3/8".
7
DRAIN VALVES
The DV-2 automatic reservoirs drain valve is a completely
automatic draining device. It is installed directly into the end or
bottom drain port of the reservoir and does not require any addi-
tional control lines. It operates automatically from ascending and
descending reservoir pressures. It is available in either the end
port or bottom port version, and with or without a 12v or 24v heater.
DV-1 DV-2
The DV-1 remote control drain valve consists of a drain valve DRAIN VALVE DRAIN VALVE
installed into the reservoir and a control valve such as the RD-2
which is installed within the cab of the vehicle or any convenient
servicing point.
RD-2
ALCOHOL EVAPORATOR
The alcohol evaporator serves the air-brake system as an anti-
freezing device by inducing vaporized alcohol into the system
through the air compressor induction system.
Several installation kits are available to accommodate different
types of compressor induction systems.
AE-2
ALCOHOL INJECTOR
The alcohol injector, like the alcohol evaporator, provides freeze
protection for the air system. Typically the injector is installed in
the compressor discharge line. Controlled by the governor it
delivers a preset quantity of alcohol into the air line which it is
installed to prevent freeze up conditions in the air supply system.
ALCOHOL INJECTOR
8
AIR DRYERS
The air dryer is a desiccant type in-line filtration system that removes
both liquid and water vapor from the compressor discharge air before
it reaches the air brake reservoirs. This results in only clean, dry air
being supplied to the air brake system, aiding in the prevention of air
line freezeups.
The air dryer utilizes a replaceable desiccant material which has

the unique ability to strip water vapor from moisture laden air. The
desiccant material is regenerative, in that its adsorptive properties AD-9
are renewed each time the compressor is unloaded. AD-3
The air dryer end cover is equipped with an automatic drain valve,
controlled by the air system governor and is equipped with an
integral heating element and is available for either 12 or 24 volt
systems.
The AD-2, AD-3, AD-4, AD-9 and AD-IP airdryers are equipped with
an integral storage of dry air for the purge cycle (purgevolume). The
AD-SP uses a small amount of air from the supply and front axle
(secondary) reservoirs to perform the purge function. Because of this
difference the AD-SP is considerably smaller and lighter than the
integral purge dryers.
AD-2
AD-4
SCHEMATIC FOR INTEGRAL PURGE
AD-IP
SCHEMATIC FOR SYSTEM PURGE
SINGLE CHECK PROTECTION VALVE

The SC-PR single check protection valve is a combination of 2
separate devices, a single check valve and a pressure protection
valve. It serves as a means of protecting the air pressure in the AD-SP
front axle service reservoir and replaces the standard single check
valve. The SC-PR must be used in conjunction with the AD-SP Air SC-PR
Dryer.
9
SINGLE CHECK VALVES
The in-line single check valve allows air flow in one direction
only, preventing the flow of air in the reverse direction. Many
styles of single check valves are available with either integral or
replaceable seats, rubber and metal seats, and with ball or disc SC-1
valves. Several sizes and configurations are available to accom- SINGLE CHECK
modate various piping arrangements.
See double check valves page 17 and pressure protection valves

page 27.
LOW PRESSURE INDICATOR

Low pressure indicators are pressure operated electro-pneumatic
switches that are designed to complete an electrical circuit and
actuate a warning light and buzzer for the driver in the event air
pressure in the service brake system is below a safe minimum for LP-3
normal operation. The low pressure indicator is available in various
pressure settings, is not adjustable, and is generally used in conjunc- LP-2
tion with a dash mounted warning lamp or warning buzzer or both.
10
SUPPLY & SERVICE SYSTEMS
DUAL CIRCUIT BRAKE VALVE

Dual circuit brake valves utilize two separate supply and delivery
circuits for service and secondary braking. The number one or primary
circuit portion is mechanically operated through the action of the
treadle/pedal and plunger. The number two or secondary circuit
normally operates similar to a relay valve, with control air delivered from
the number one primary circuit. In the emergency mode (failure of the
primary supply), the secondary inlet valve is mechanically opened by
a push through mechanical force from the driver’s foot via the treadle/
pedal, plunger and primary piston. E-6
The E-4, E-6, E-10, E-12 and E-15 dual brake valves are floor E-7
mounted, treadle operated valves with two separate supply and delivery
circuits.
The E-7and E-14 dual brake valves are firewall mounted, suspended
pedal valve with two separate supply and delivery circuits. Threaded
supply and delivery ports for both circuits are provided at the back of
the valve. Forengine side firewall connections, an optional manifold is
available.
E-4
E-10
E-12
E-14 E-15
11
BRAKE CHAMBER
ACTUATORS
Brake chambers and slack adjusters convert the energy of
compressed air into mechanical force and motion. This
actuates the brake camshaft which in turn operates the
foundation brake mechanism forcing the brakes shoes against
the brake drum.
Brake chambers are available in several sizes, providing a wide

range of output forces and strokes. Different size brake
chambers are identified by numbers which specify the effective
area of the diaphragm. A Type 30 brake chamber has 30
square inches effective area.
Rotochambers are also available in several sizes, providing a

wide range of output forces. The rolling type diaphragm provides ROTOCHAMBER
long life and gives a constant output force throughout the entire
stroke. Rotochambers are frequently used in industrial
applications.
BRAKE CHAMBER SPECIFICATIONS ROTOCHAMBER SPECIFICATIONS

Dimensions in inches Dimension in inches
CLAMP TYPE BRAKE CHAMBER
Chamber stroke with brakes adjusted should be as short Maximum chamber stroke with brakes adjusted should
as possible without brakes dragging. be as short as possible without brakes dragging.
*Available in 6" stroke chambers.
12
FOUNDATION BRAKE
WEDGE BRAKE
CAMBRAKE
FOUNDATION BRAKE
The foundation brake is the actual braking mechanism located at each end of the axle. It generally consists of the air or
spring actuator, slack adjuster or wedge assembly, the mechanical brake mechanism including the shoes and attached
friction material and the brake drum.
CAM BRAKE
In a cam type foundation brake the pneumatic system is linked to the foundation brakes by the slack adjuster. The arm
of the slack adjuster is fastened to the push rod of the chamber with a yoke. The spline of the of the slack adjuster is
installed on the brake cam shaft. The slack adjuster is a lever, converting linear force of the chamber push rod into a
torsional or twisting force needed to apply the brakes.
When torque is applied to the cam shaft, the “S” shaped cam spreads the brake shoes, forcing the brake lining into
contact with the brake drum stopping the vehicle.
Cam brakes are offered in various diameters to meet vehicle braking requirements, with the most commonly encountered
being 16 1/2". The cam brake is “leading-trailing” shoe design with fixed anchor points for each shoe, opposite the cam
end of the shoe.
WEDGE BRAKE
Although the S-cam foundation brake is the most common foundation brake in use today, some vehicles are equipped
with the wedge type foundation brake. In this brake, the slack adjuster and cam shaft are replaced by a wedge/roller
mechanism that is used to spread the brake shoes and force them against the drum.
The air (spring) chamber is attached directly to the brake spider and the wedge and roller actuation mechanism is
enclosed within the actuator and chamber tube. A self adjusting mechanism is standard and is contained within the
wedge brake actuator. AlliedSignal, Bendix wedge brakes are offered in Twinplex, non-servo and heavy duty non-servo
versions. All are 15" diameter and feature a floating shoe design which imparts a higher degree braking efficiency when
compared to the cam brake. The Twinplex is a twin leading shoe (either direction) design. With the appropriate friction
material and air actuators the 15" wedge brake is capable of the same stopping power as a 16 1/2" cam brake but is
considerably lighter and has the advantage of a “built-in” self adjusting mechanism.
13
BRAKE BLOCK AND LINING
Although it takes a 450 hp engine approximately 90 seconds to accelerate a 40 ton vehicle to 55 miles per hour, it
should only take 5 seconds to come to a stop. Accomplishing this task takes the right combination of a braking
system, which supplies the power and the foundation brakes, which do the actual braking.
When brakes are applied the friction material contacts the brake drum producing heat energy. For optimal performance
the heat that is generated must dissipate rapidly to prevent damage to the friction material. Therefore the friction mate-
rial used in the brake must have the capability of withstanding the heat until dissipated through the drum. It takes the
right combination of ingredients to formulate the friction material that provides all the desirable characteristics, including
long life.
All friction material is identified by a stencil on its edge. This identification code consists of the name of the manufac-
turer, the formula identification and the friction class. The friction class is indicated by two letters. The first letter
represents the normal coefficient of friction, and the second represents the hot coefficient of friction. The numerical
range is shown below.
Friction material selection is dependent upon how the driver uses the brakes, the terrain, vehicle load, etc. The various
formulations of material are designed to meet the needs of these conditions. For example a vehicle performing heavy
duty operations on rugged terrain may benefit by using a “premium” material designed for high heat situations instead of
a “standard” material designed for lighter duty operations.
Brake lining and block differ in that it takes two brake block to line one shoe while a single brake lining segment is all
that is required to do the same job. Block is generally 3/4" thick and used on class 8 vehicles while lining is 1/2" thick
and generally used on smaller vehicles.
While it is recommended that a matching set of lining be used on each wheel, under some conditions a combination of
different lining material may be desirable. If a brake system is marginal, for example, a full step up to a higher grade
lining may give an excessively large capacity. In this event using a combination of blocks should be considered. There
are various methods of combining different block formulas, but the most practical method is to install the higher grade
block on the leading or forward brake.
FRICTION CODE CHART
BRAKE BLOCK BRAKE LINING
14
MANUAL SLACK ADJUSTER
The slack adjuster is the link between the brake chamber or actuator
and the foundation brake camshaft. It transforms and multiplies the
force developed by the chamber into a torque which applies the brakes MANUAL SLACK
via the brake camshaft. Slack adjusters are equipped with an ADJUSTER
adjusting mechanism, providing a means of adjusting for brake lining
wear. Slack adjuster models are designated by a number which
represents its maximum torque rating (i.e. a type 20 unit is rated for
a maximum of 20,000 inch pounds of torque). Slack adjusters are
available in various arm configurations, lengths and spline types.
AUTOMATIC SLACK ADJUSTER

Automatic slack adjusters perform the same function as the
standard unit, except that it automatically adjusts for lining wear. The
ASA-5
Bendix “sure stroke” unique design monitors brake lining to brake
drum clearance, thus eliminating the possibility of over adjustment.
The entire slack adjuster operates as a unit, rotating as a lever with

the brake cam shaft as the brakes are applied or released. The
most efficient braking action is obtained when the slack adjuster
arm travel is minimal, therefore, it is important that brake adjust-
ments are mace as often as necessary. The automatic slack
adjuster does not require periodic manual adjustment, however,
the unit does provide for manual adjustment. All Bendix slack
adjusters incorporate a grease fitting and/or a tapped hole for a
fitting. The ASA-5 is designed to fit most truck/tractor and trailer
applications, while the ASA-3 is intended for use where linkage
interference is a problem.
IDEAL ASA-5 INSTALLATION

The brake chamber push rod and arm of the slack adjuster should
reach 90 degrees at 1/2 the available stroke (mid-stroke) of the
chamber. The ASA-5 has quite a large installation tolerance as
illustrated by the chart below.
15
QUICK RELEASE VALVE
The function of the quick release valve is to speed up the exhaust
of air from the air chambers. It is mounted close to the chambers
it serves. In its standard configuration, the valve is designed to
deliver within one psi of control pressure to the controlled device;
however, for special applications the valve is available with greater
differential pressure designed into the valve. QRV
Three styles of quick release valves are available and are function-
ally the same. The QRV valve is the oldest design and utilizes a die
cast metal body with an internal diaphragm, spring and spring seat.
The QR-1 also has a die cast body and diaphragm but does not
employ a spring or spring seat. The QR-N and QRN-2 are nonmetallic
versions of the QR-1 . The QRN-2 is the only non-serviceable version. QR-1
QRN-2 QR-N
LIMITING AND QUICK RELEASE VALVE

Commonly found on pre-121 vehicles, and usually mounted on the
front axle, the LQ-2 limiting and quick release valve serves two
functions; the valve limits front axle service brake application by
50% and serves as a quick release valve for that axle. It is LQ-2
controlled by a TW-1 control valve on the vehicle dash, which
allows it to be placed in the 50% limiting (slippery road) position or
in the normal (dry road) position. In the normal (dry road) position,
it will deliver full application pressure.
16
RATIO VALVE
The LQ-4 ratio valve was designed to replace the LQ-2 limiting and
quick release valve in the front axle delivery line of vehicles meeting
FMVSS 121. During normal service brake applications, the LQ-4
automatically reduces application pressure to the front axle brakes,
however, as brake application pressure is increased the percentage
of reduction is decreased until at approximately 60 psi (depending
upon valve design) full pressure is delivered. The valve is available with
several different “ hold-off” pressures which prevent the front brakes
from operating until the “hold-off” pressure is exceeded.
The obsolete LQ-3 Ratio Valve appears identical to the

LQ-4 with minor differences in porting size.
LQ-4
DOUBLE CHECK VALVES

A double check valve is used in the air system when a single DC-4
function or component must be controlled by either of two Double Check
sources of pressure. The double check valve will always
transmit the higher of the two pressure sources to the outlet
port. Double check valves are available in both disc and shuttle
types and in various configurations for various applications. It is
recommended that double check valves be mounted so that the
shuttle operates horizontally.
STOP LAMP SWITCHES

The SL-4 and SL-5 stop lamp switches are pressure sensitive
electro-pneumatic switches installed in the service application
system. They operate the vehicle stop lamps, completing an
electrical circuit and lighting the stop lamps each time a brake
application is made.
SL-5
See page 31 for the DS-2 Double Check and Stop Light switch.
SL-4
17
REAR SERVICE & PARKING EMERGENCY BRAKE SYSTEMS
SPRING BRAKE
The spring brake is composed of separate air and mechanical
actuators in a single housing. Mounted at the wheel of the rear
axles it functions as a service, parking and emergency brake.
Connected to the service brake valve, the air applied portion of
the actuator functions as the service brake. The mechanical
portion of the actuator contains a powerful spring which is
compressed or released using air pressure. The spring brake
therefore contains two actuators which use air pressure in
opposite ways. The service actuator requires set pressure to
apply the brakes, while the park or emergency actuator uses
air pressure to release the brakes.
SPRING BRAKE
SB-1
The SB-1 spring brake actuator is a pull type, remote-mounted SPRING BRAKE
air cylinder that is used asa parking brake. Pressurized air in the
chamber compresses the springs when the brake is released.
When the air is exhausted, the spring force applies the brake.
18
SAFETY ACTUATOR
The DD-3 safety actuator is a double diaphragm brake actuator
with three functions; service braking, emergency braking and
parking. The DD-3 features a mechanical roller locking mechanism
for parking and is used extensively on transit and intercity buses.
Because of its unique locking roller mechanism, the DD-3 requires
the use of special control valves such as the TR-2 Inversion Valve.
Various piping configurations have been designed to meet specific .
vehicle applications. The DD-3 is available in type 24 and type 30
sizes.
DD-3
DOUBLE DIAPHRAGM
SAFETY ACTUATOR
INVERSION VALVES
Inversion valves are air operated control valves, and unlike most
control valves are normally open, ie; without control pressure the
supply is common to the delivery. The inversion valve is closed by
using air pressure from another source and is primarily used in
emergency or parking brake systems which operate with air from
an isolated reservoir. The valve is also used in interlocking and TR-2 TR-3
sequencing applications, where the operation of components must
take place in specific sequence.
The TR-2 was designed primarily for use in early DD-3 Safety
Actuator installations. It is equipped with a threaded body and nut
for mounting.
The TR-3 is also used extensively in DD-3 systems but is also

used in interlocking applications. Two mounting holes are pro-
vided for mounting.
19
SIMPLE SPRING BRAKE ANTI-COMPOUND SYSTEM SPRING BRAKE
GENERAL OPERATION
Brake compounding can occur in a spring
brake parking system due to the mechanical
and pneumatic nature of the chamber. It will
occur in unprotected systems when parking
service brake applications are mace at
the same time. An example of this situation
occurs when a vehicle is parked on a steep
incline; the driver holds the service brakes
applied (preventing the vehicle from rolling
backward), then actuates the park control
which “sets” or applies the spring brakes.
For a brief time, the air applied service brakes
and the mechanical spring brakes both exert
a braking force on the slack adjusters and
foundation brakes. The forces of the spring
and air applications are additive and can
cause damage to the foundation brake com-
ponents (cam shaft splines, shoes, drum,
etc.) and/or slack adjuster. An anti-com-
pounding system is especially important in
protecting the adjusting mechanism of auto-
matic slack adjusters from damage caused
by over torque that occurs during a compounded application of the brakes.
The anti-compounding system prevents the simultaneous application of both the air and spring brakes by directing
application air to the spring brakes when both are applied at once. In the simple anti-compounding schematic shown
here, the double check valve allows service application air to apply the service brakes AND move into the spring cavity if they
are also applied (no air pressure and springs are also applying brakes).
The anti-compounding function of the double check valve is built into several air brake devices such as the R-8, R-14 and QR-
1 C. When these devices are used in the system, a separate double check valve for anti-compounding is not needed.
It is recommended that the service connection to the anti-compounding device (double check valve) come from a point between
the service brake chamber and the first “upstream” service device (in this case a quick release valve). This will assure reliable
cold weather operation
QUICK RELEASE VALVE

The QR-1 C is a dual function valve. The valve’s primary function is
to serve the emergency side of a spring brake actuator as a quick
release valve. In addition, it functions as an anti-compound
device. The double check valve prevents a service and emergency
brake application from occurring simultaneously.
QR-1C
20
RELAY VALVE
Relay valves are primarily used on long wheel base vehicles to apply
and release rear axle(s) service or parking brakes. They are air
operated, graduating control valves of high capacity and fast re-
sponse. Upon signal pressure from the service brake valve, they
graduate, hold or release air pressure from the chambers to which
they are connected. They are generally mounted close to the
chambers they serve. Relay valves are available in both remote
and reservoir mount designs and feature inlet/exhaust valve car- R-12
tridge replacement without fine removal. RELAY VALVE
The R-8 and R-14 relay valves both incorporate an integral double
check valve with a balance port connection which provides both an
anti-compounding or quick exhaust feature depending upon vehicle
application. The anti-compound feature is used when these valves are
used to control spring actuated parking features.
R-14
RELAY VALVE
R-6 R-8
RELAY VALVE RELAY VALVE
R-7 MODULATING VALVE

The R-7 Modulating Valve is used in dual circuit brake systems
and performs four functions; during normal operation, it limits hold-
off pressure to the spring brakes, provides quick release of air
pressure form the spring cavity of the sting brake actuator allowing
a fast application, of the spring brake actuators, modulates spring
brake actuator application should a failure occur in the service brake
system and prevents compounding of service and spring forces.
21
SR-1 SPRING BRAKE VALVE
The SR-1 spring brake valve is used in FMVSS 121 dual circuit
brake systems and serves two functions; during normal operation, it
limits hold-off pressure to the spring brakes to 90 or 95 psi. Should
a loss of pressure occur in the rear service brake service supply, it will
provide a modulated spring brake application proportional to ser-
vice braking pressure delivered to the front axle.
SR-1
PUSH PULL CONTROL VALVES

Push-Pull control valves are most often mounted on the vehicle
dash board and are used for a variety of control applications. The
PP-1 and PP-2 are pressure sensitive, normally closed, on/off
control valves which automatically return to the exhaust (button
out) position when supply pressure is below the required mini-
mum. They may be manually operated to either position when
pressure is above the required minimum. Pressure settings and
button configuration and lettering may vary, depending on applica-
tion.
The PP-1 is commonly used to control parking and emergency

brakes. This valve is also used in conjunction with the TP-2
Tractor Protection valve in pre-121 single circuit tractor air sys-
tems.
PP-1
The PP-2 was primarily designed to control parking and emer-
gency brakes. In addition to normal on-off control, the PP-2 PP-2
features and anti-compounding port, which when used will prevent
simultaneous application of both service and parking brakes.
Unlike most other push-pull control valves, the PP-8 is nonauto-

matic, and will remain in the applied (button in) position regardless
of delivery or supply pressure. The PP-8 is commonly used to
control the tractor brakes only in the 121 dual system.
The RD-3 is a manually operated on-off control valve. The valve is

spring loaded and will remain in the exhaust (button out) position.
Constant manual force is required to cause the valve to deliver air. PP-8
The RD-3 is primarily used as an emergency brake release control
valve. RD-3
22
PARK CONTROL VALVES
The PP-DC park control double check valve is a push-pull,
manually operable on/off valve with an integral double check. It is
dashboard mounted and provides in-cab control of truck or bus
parking brakes. Manually pushing or pulling the button will release
or apply the parking brakes. The integral double check valve
allows the PP-DC to receive supply air pressure from either, or
both, the front or rear axle service reservoirs.
The valve is pressure sensitive and automatically moves from the

applied to the exhaust position if total system pressure (both front
and rear axle reservoirs) drops below 20 to 30 psi.
PP-DC
23
LEVER OPERATED CONTROL VALVES
The TW-2 and TH-3 are identical in appearance and similar to the
TW-1, TW-3 and TW-4 except that two control valves are housed
in a single body. A single cammed control lever controls both of
the internal valves, and depending upon the camming design, the
valve will be designated either TW-2 or TH-3. The TW-2 control
valve has two lever positions while the TH-3 has three lever posi-
tions.
TW-2 & TH-3
The TW-1, TW-3 and TW-6 series control valves are manually
operated, non-modulating control valves used in a wide variety of
control functions. The most popular configurations are TW-1
and TW-3 dash mounted, lever controlled valves, however the TW-6
provides basically the same function but is designed for cable
control.
The TW-4 is a manually operated momentary non-modulating

control valve commonly used in conjunction with air starter sys-
tems. TW-1 TW-3 TW-6
A momentary push type control valve, the TW-5 will deliver air
pressure when the plunger is pushed in and exhaust delivered air
when the plunger load is released. Typical application is Differen-
tial Lock-Out control.
TW-4 TW-5
The TC-4 modulating control valve is a cam operated, graduat-

ing type control valve. The valve is used to control the application
and release of spring brake actuators, and is generally mounted on
the dash within easy reach of the driver. The TC-4 incorporates a
locking button which allows the handle to be locked into the
“brakes applied” position. This device is most often found on
school busses.
TC-4
24
LOCK LINE CONTROL VALVE
The TR-3 is a specialized, pilot operated, non-automatic, ON-OFF
control valve,designed primarily for use in OFF HIGHWAY parking
and emergency brake systems. It is almost identical in appear-
ance to the SV-1 control valve. Unlike the SV-1, the TR-5 reacts
to control pressure from two different sources and does not have
and exhaust. TR-5
LOCK LINE CONTROL VALVE
PARK EMERGENCY CONTROL VALVE

The PE-4 control valve is most often used as the control for off
highway emergency/park brake systems. It is essentially a
variation of the TH-3 which incorporated two TW-1 type valves in a
single body. A common air supply is provided for the two valves
and a single, cammed lever is used which has three operating
positions and “Z” shift pattern.
PE-4
ROTO SAFETY ACTUATOR

The SD-3 roto safety actuator is basically a rotochamber with
mechanical roller locking mechanism similar to that of the DD-3
actuator. The SD-3 is generally used on off-highway vehicles, and
is piped in various was to provide service, emergency, and
parking brake functions. It is available in type 36 and 50 sizes. SD-3
SINGLE DIAPHRAGM
ROTO SAFETY ACTUATOR
25
SYNCHRO VALVE
The SV-1 synchro valve is a pilot operated, non-graduating
control valve. When used in non-automatic applications it
controls air from a remote supply which is different than control.
The SV-1 can also be used in automatic applications where it
supply and control are connected and the valve will open, close
and exhaust automatically as common control and supply
pressure rises or falls. The valve is available in various opening SV-1
and closing pressures and can be used to delay or sequence the
action of other pneumatic devices.
SHUT OFF VALVE

The SS-1 shut-off valve is an air operated on-off valve and is
non-exhausting. The valve may be remotely mounted and opened
and closed using air pressure. The SS-1 is similar in operation to
an air starter valve (AS-1, 2,3) except that it has a lesser capac-
ity.
SS-1
CONTROL VALVES
The PP-5 push pull control valve is a pressure sensitive, on-
off control valve. It is used in conjunction with vehicle torque
parking brake systems. In addition to automatic exhaust and
manual control, the PP-5 employs a pilot air release feature
(interlock) which will allow the valve to be exhausted by applying a
low pressure signal from another control valve to the PP-5 control
port.
PP-5
26
AUXILLIARY SYSTEMS
PRESSURE PROTECTION VALVE

The pressure protection valve is normally closed pressure
sensitive control valve. These valves can be used in many different
applications but are typically used to protect or isolate one reservoir
from another, by closing automatically at a preset pressure. The
valve is also commonly used to delay the filling of auxiliary reser-
voirs until a preset pressure is achieved in the primary or braking
reservoirs. Pressure protection valves allow air to be “shared
between two reservoirs above the closing setting of the valve. The PR-4
PR-2
sharing ceases when pressure drops below the closing pressure of
the valve and the reservoirs are then isolated from each other.
The PR-2 is externally adjustable, while the PR-4 has a fixed

setting. Both valves are available in various factory preset pressure
settings.
AS-1
AS-2 AS-3
27
AIR HORNS
The Zeph-Air horn is an air operated, two trumpet, dual tone
warning device of low air consumption. The air horn is controlled
by a horn valve such as the HV-3.
PH-1
HV-3 HORN CONTROL VALVES

Horn valves are available in various styles; foot operated, hand
operated and lanyard (lever) operated. All models are momentary,
designed to return to the off position when application force is
removed.
Lanyard Operated Hand Operated
HORN CONTROL VALVES
28
FAN CLUTCH
The Fan Clutch is an air-operated, normally engaged, on-off clutch
that controls the engine cooling fan. The Fan Clutch is thermal-
pneumatically controlled by a valve which senses engine coolant
temperature and maintains engine temperature by engaging or
disengaging the cooling fan. Utilizing a Fan Clutch provides
several advantages; conserves fuel, better engine efficiency, faster
warm-ups, and a quieter vehicle.
The FD-L and FD-3 are designed to be fail safe. Both models FD-L
feature spring engagement and air disengagement.
Many different models which accommodate most later model
vehicle/engine combinations are available in kit form and contain
all the necessary parts for installation.
Control kits which contain necessary valving are available for

various installations including shutter equipped and air-condition-
ing equipped vehicles.
FD-3
PRESSURE REDUCING VALVE

The pressure reducing valve is used in various applications
where a constant set air pressure lower than supply pressure is
required. A typical application is an air operated accessory that
requires less than system pressure for operation.
The RV-1 is available in a wide range of pressure settings and can RV-3
be manually adjusted. The RV-3 is available with factory preset
pressure settings only and cannot be manually adjusted. RV-1
29
TRACTOR
30
CONTROL VALVE
The PP-3 control valve is primarily used to control the TP-3
Tractor Protection valve in Pre-121 tractor systems. It features a
tripper piston which prevents manual override of the emergency
application of trailer brakes.
PP-3
TRAILER SUPPLY VALVE

(TRACTOR PROTECTION CONTROL)
The PP-7 push-pull control valve is a pressure sensitive, on/off
control valve which will automatically return to the exhaust (button
out) position when supply pressure is below the required mini-
mum. It may be manually operated to either position when
pressure is above the required minimum. Button configuration and
lettering may vary depending on application. The automatic
exhaust pressure is 40 psi.
The PP-7 is used to control the tractor protection system and is

generally identified as the trailer air supply valve. The valve
PP-7
employs an air operated interlock in the lower body which will
apply the trailer brakes when the tractor spring brakes are applied.
The interlock insures that the tractor spring brake can not be
applied without the trailer spring brakes also being applied.
Normally this action will not affect the position of the PP-7 valve
button. The interlock of tractor and trailer parking is a requirement
of FMVSS 121.
DOUBLE CHECK AND STOP LIGHT SWITCH

The double check valve and stop light switch performs the
function of both a stop lamp switch and a double check valve. It
accepts a signal or supply pressure from two sources, and
delivers into a common outlet.
The double check portion of the device typically directs either front
or rear axle service braking pressure, from the dual circuit foot
brake valve, to and through the Tractor Protection Valve. Since
both front and rear braking circuits are piped into the device,
pressure from either source will operate the stop lamp switch,
lighting the stop lamps.
The DS-1 was used primarily in pre-121 systems, and is service-

able. The DS-2 is designed to meet FMVSS 121 requirements DS-2
and is non-serviceable.
31
TRACTOR PROTECTION
The primary function of the TP-3 tractor protection valve is to
protect the tractor air brake system under trailer break-away
conditions and/or conditions where severe air leakage develops in
the tractor or trailer. In addition, in everyday use, the valve is used
to shut off the trailer service and supply lines before disconnecting
the tractor from the trailer. The valve is usually mounted at the
rear of the tractor cab and is controlled by a dash mounted valve.
TP-3
The TP-3DC tractor protection valve integrates the functions of
the TP-3 and one double check valve. The double check valve
serves the same function as the shuttle portion of the DS-2.
stop light switch port is provided and is connected to the delivery TP-3DC
of the double check. It also has an integral single check valve that
prevents trapping of air in the trailer service line and thus prevents
brake compounding and minimizes roll away conditions.
The TP-4 and TP-5 tractor protection valves are designed to

incorporate several pneumatic control functions within a common
housing, thereby eliminating considerable interconnection piping.
The TP-4 and TP-5 were formerly known as the VM-1 and VM-2
control manifolds, respectively.
They are a combination of two double check valves and a tractor

protection valve. With these valves, either of the two service TP-4
brake circuits of the dual air system on the vehicle can be used to
apply the trailer brakes. In addition, when used in conjunction with
a control valve, it opens and closes the trailer service and supply
lines in the same manner as a tractor protection valve. The
valves also incorporate porting for the installation of the service
stop lamp switch.
The TP-4 is a proprietary valve used exclusively on Ford “L”

model tractors and incorporates porting for a front axle limiting
control (on pre-121 vehicles.
In addition the feature named, the TP-5 also incorporates a quick TP-5
release valve for the Trailer Service Line.
32
THREE VALVE TRACTOR PARKING SYSTEM
CONTROL MODULE
The MV-1 modutrol assembly is used exclusively on Ford “CL”
vehicles. It is an integrated air control module designed for
vehicle dash mounting. The assembly contains three push-pull
type valves and two optional lever-type valves. The optional lever-
type valves may be used to control any on/off type auxiliary
devices; such as a sliding fifth wheel, inter-axle lockout, etc.
MV-1
33
CONTROL MODULE
The MV-2 and MV-3 control modules are an integrated control
assembly designed for control panel mounting in a truck -tractor.
These nonmetallic assemblies consist of two push-pull valves
and a dual circuit supply valve. They meet FMVSS 121 require-
ments for trailer air supply and parking brake control while
providing a feature that permits the tractor parking brakes to be
applied while air is supplied by the trailer. The MV-3 supersedes
the MV-2 valve.
MV-3
MV-2
TRAILER CONTROL
(HAND CONTROL VALVE)
Trailer control (TC) valves are hand operated, graduating control
valves. The most common use of the trailer control valve is for TC-7
independent control of trailer service brakes, however, the valve can
be used for any application where graduated application pressure is
required.
These valves employ a cam, cam follower, and a graduation spring to

control air delivery pressure and are available in various body, handle,
and clamp configurations. Some models are available with self-
returning handles. Trailer control valves are most often used to snub
the trailer brakes when descending grades or on slippery road TC-2
TC-6
conditions. They are also often used to hold the vehicle while the
vehicle’s clutch and accelerator are coordinated . The trailer control
valve should never be used for parking.
HOSE COUPLINGS
The HC-1 and HC-2 Tru-Cupl hose couplings are quick
disconnect devices primarily used as tractor-trailer hose connec-
tions. The Tru-Cupl, HC-2 service and emergency couplings are HC-1 / HC-2
unilateral and will not mate with each, but will mate with all HC-1
couplings.
Dummy couplings are mounted on the tractor to provide a hanger

for hose couplings when a tractor is not coupled to a trailer.
DUMMY COUPLINGS
34
BRAKE PROPORTIONING RELAY VALVE
The BP-R1 bobtail proportioning relay valve is a combination
of two valves in a single housing. The lower portion contains a
“standard” service brake relay valve, which functions as a relay
station to speed up brake application and release. The upper
portion houses a brake proportioning valve which reduces normal
service brake application pressure when the tractor is not towing a
trailer (bobtail operation). The control port on the
BP-R1 is connected to the Trailer Supply valve
delivery and signals bobtail operation.
BP-R1
35
BOBTAIL RATIO VALVE
The LQ-5 bobtail ratio valve is used on the front (steering) axle
of tractor air brake systems to reduce brake application pressure
during normal tractor-trailer operation. During bobtail mode, tractor
braking performance is improved because the LQ-5 delivers full
brake pressure to the steering axle.
The LQ-5 is designed for tractor systems only, and it replaces the
existing front axle limiting valve.
LQ-5
AIR BRAKE PROPORTIONING VALVE

The BP-1 brake proportioning valves are incorporated into the
air systems to improve the controllability and reduce the stopping
distance of bobtail operated tractors during braking. The TR-3
senses the lack of trailer supply line pressure during bobtail
operation, and controls the BP-1 FRONT and REAR valves. The
BP-1 FRONT reduces application pressure to the front brakes
during tractor trailer operation and returns to full application
pressure during bobtail operation. The BP-1 REAR delivers full
pressure during tractor trailer operation and reduces application
pressure during botail operation. Treadle application force, during
bobtail operation, resembles treadle application force, during BP-1
tractor operation with a loaded trailer.
Both the BP-1 FRNT and REAR valve are identical in appearance
to the LQ-5. A metal tag identifies the BP-1 valves.
36
TRACTOR ELECTRONICS
ELECTRONIC THROTTLES
The ET-2 is installed on vehicles with electronically controlled, fuel
management system on newer diesel engines. The electronic
throttle replaces the mechanical accelerator pedal and linkage
found on conventional diesel engine, fuel management systems. It
provides graduated throttle control by communicating with the
Electronic Control Module (ECM) controlling the engine.
ET-2
INDICATION AND SHUTDOWN MODULE

The IS-1, IS-2 and IS-3 indication and shutdown modules
monitor and display vehicle operations such as turn signal indica-
tors, high beam indicators, low oil pressure, low air pressure,
coolant level and coolant temperature. All three models activate a
warning light and/or buzzer when any of the monitored functions is
outside acceptable tolerances for the vehicle. If a particular
condition worsens the IS-1 and IS-3 will shut down the engine. IS-1, 2 & 3
The IS-3 also has and automatic starter lock-out, a road speed
governor and an overspeed indicator light.
In addition to the standard functions, the modules may include

indicator lights for optional features such as; transmission tem-
perature, fifth wheel lock, utility lock, utility light, sludge ejector,
alternator no charge, engine heater, mirror heater, sander, axle
temperature, parking brake, cruise control and PTO.
37
ANTILOCK SYSTEMS
Bendix Antilock systems and components are designed to provide improved vehicle stability by reducing wheel lock
during aggressive braking. While all Bendix Antilock systems provide this basic benefit, there are several different
systems and components offered. Each is designed to meet the specific needs of the customer. System components
are available for tractors, trucks, buses and trailers. Each modulator controller assembly model represents a different
method of vehicle control and, in most cases, a different level of system performance.
All Bendix Antilock controllers feature digital electronics with self test and diagnostic circuitry that continuously monitors
operation of the entire antilock system including wiring continuity. The condition of specific antilock components is
provided to maintenance personnel by a series of labeled, Light Emitting Diodes (LED’s) displayed through a diagnostic
window in the controller housing. No special tools or equipment are needed to read or interpret the diagnostics window.
It should be noted that the diagnostics display is separate form the antilock condition lamp on the dash. Feature
conditions are stored in the controller’s “memory” and are not cleared by loss of power to the unit. Passing an ordinary
magnet over the RESET point in the diagnostic window is all that is necessary to clear the diagnostic display after
repairs have been made.
FULL VEHICLE WHEEL CONTROL ANTILOCK

CONTROLLER RELAY ASSEMBLIES
The Bendix CR-15, CR-16, CR-17 and CR-18 controller relay,
antilock assemblies are designed for use on tractors, trucks, and
buses. They are comprised of a service relay valve which has a
body modified to allow mounting an AntiLock controller. These
modified relays contains no electronics and all antilock functions
are contained in the controller. The CR-15 and CR-17 incorporate a
standard service relay valve such as the R-12 while the CR-16 and
CR-18 utilize the specialized BP-R1 bobtail brake proportioning
relay. The “bobtail” brake proportioning feature attempts to
pneumatically control rear axle braking in the “bobtail” mode Generic Navistar
before antilock is activated. For this reason the CR-16 and 18 can CR-15/16
only be used on tractors.
All four models are full vehicle, wheel control, antilock systems
capable of controlling individual wheels located on the steering and
rear drive axles. These assemblies either mount to a vehicle
frame or cross member or directly to a reservoir and replace the
standard service relay valve.
Vehicle speed input is provided by wheel speed sensors while
braking control is accomplished by four M-21 or M-22 modulators
located at the wheels. The CR-15 and 16 uses the the EC-15
controller while the CR-17 and 18 uses the newer EC-16 controller. CR-17 / CR-18
AT-1 & AT-2 ANTILOCK TRACTION ASSEMBLY
The Bendix AT-1 and AT-2 antilock traction assemblies, are
an extension of the CR-17 and 18 controller relay assemblies. In
addition to performing the full vehicle, wheel control antilock
function they also provide a traction control feature. To accom-
plish this, a traction control solenoid is incorporated in the service
relay. When a drive wheel begins to spin, at speeds lower than
25mph, due to loss of traction between the tire and the road
surface, the traction control feature attempts to compensate by
lowering engine torque and/or transferring drive to a non-spinning
wheel. The controller gently applies the brakes on the spinning
wheel, using the M-21 or M-22 modulators and the traction
solenoid, thus transferring torque to the non-spinning wheel
through the vehicle differential. The AT-1 is comprised of an EC-16
controller, R-12 type service relay, and an integrated traction
solenoid, while the AT-2 uses a BP-R1 instead of the R-12. The AT-1 / AT-2
AT-2 is for use on tractors only because of the bobtail brake
proportioning feature.
38
FULL VEHICLE, AXLE CONTROL ANTILOCK
MC-14 MODULATOR CONTROLLER
The MC-14 modulator controller antilock assembly is designed
for use on tractors, trucks and buses. It is comprised of a single
integral M-12 modulator and the EC-14 electronic controller and is
a full vehicle, axle control antilock system capable of controlling
the steering axle and either a single or tandem rear axle. The M-12
modulator is used to control the rear axle and a separate M-21 or
M-22 modulator controls the front axle. Four speed sensors provide
vehicle speed information. The assembly either mounts to the MC-14
vehicle frame or directly to a reservoir and replaces the rear axle
service relay valve.
TRAILER ANTILOCK
MC-12 MODULATOR CONTROLLER
The MC-12 modulator controller antilock assembly is an axle or
tandem control antilock system for trailers. An EC-12 electronic
controller and an M-12 modulator comprise the MC-12 modulator
controller assembly. The MC-12 has a single, integral modulator
and receives input from two speed sensors. The assembly either
mounts to the vehicle frame or directly to a reservoir and replaces MC-12
the service relay valve.
WS-20 WHEEL SPEED SENSOR

The WS-20 wheel speed sensor is an electromagnetic device
used to obtain vehicle speed information for the antilock controller.
The WS-20 is mounted on the axle and works in conjunction with
an exciter or tone wheel mounted in the wheel hub. When the
wheel rotates, the exciter with its notched surface rotates across
the face of the WS-20 which generates a simple AC signal. The WS-20
WS-20 is connected to the antilock controller which then analyzes SENSORS
the signal and issues antilock commands accordingly.
M-21 & M-22 ANTILOCK MODULATOR ASSEMBLY

The M-21 and M-22 antilock system modulators are high
capacity, on/off air valves that incorporate a pair of electrical
solenoids for control. The solenoids provide the electro-pneumatic
interface or link between the antilock controller and the air brake
system. M-22
M-21
39
TRAILER
TRAILER SYSTEM
40
TRAILER SYSTEM
SR-2 and SR-4

TRAILER SPRING BRAKE VALVE
The SR-2 and SR-4 spring brake valves are designed for use in
trailer air brake system. The SR-2 differs from the SR-4 in that it
uses a dedicated spring brake reservoir for release of the trailer SR-2
spring brakes while the SR-4 utilizes the service reservoirs for this
purpose. Mounted on one of the trailer reservoirs, these valves
control both the parking and the emergency brake functions of the
spring brakes and using integral pressure protection and check
valves they isolate reservoir failures preventing automatic applica-
tion of the spring brakes. An integral anti-compound feature
is part of both valves.
Due to the changes brought about due to FMVSS 121, Docket SR-4
90-3, notice 4, the SR-4 is no longer used on new production
trailers after 10/08/92 and was superceded by the SR-5. The SR-
2 is still used on some new production vehicles. Replacement
SR-4 valves are still available.
RELAY EMERGENCY VALVES

Relay emergency valves are commonly used on pre-121 trailers
and in current off-highway braking systems and trailer converter
dollies. The relay emergency valve is a dual function valve. Under
normal braking conditions, it serves as a relay valve, applying and
releasing the service brakes. The emergency portion of the valve
senses supply line pressure and should pressure in the supply RE-6
line fall below a predetermined minimum, the valve will automati-
cally apply the vehicle service brakes from its own protected
reservoir.
The RE-4 and RE-6 relay emergency valves are piston oper- RE-4
ated and are available in both remote and reservoir mount configu-
rations. Both valves provide easy removal of the inlet/exhaust
valve cartridge assembly without line removal. The RE-4 and RE-6
are interchangeable in both fit and function. 41
TOWING TRAILER
SR-5 Trailer Spring Brake Valve

The SR-5 is a trailer spring brake control valve. It mounts to a
reservoir on the trailer and, like the SR-2 & 4, it controls the trailer
spring brakes. The SR-5 is similar to the SR-2 and SR-4 but it
allows for simpler trailer system plumbing while complying with the
latest version of FMVSS 121 (Docket 90-3, Notice 4). However,
unlike the SR-2 and SR-4, the SR-5 controls trailer spring brake
release using trailer Supply Line pressure. Because dedicated or
isolated reservoir pressure is no longer required by law for spring
brake release, the SR-5 system needs only a one reservoir for
service volume on single axle trailers. Two reservoirs are generally
needed for 121 service volume requirements on tandem units. An
integral anti-compound feature is part of the SR-5.
Older trailers using the SR-4 can easily be upgraded to the SR-5
with a minimum of repiping.
SR-5
IMPORTANT
The SR-5 is almost identical in appearance to the SR-2. The
distinguishing characteristic of the SR-5 is a hole drilled into the
fiat surface between the pressure protection valve and the body.
42
CONVERTER DOLLY
PILOT OPERATED RELAY VALVES

The R-8P and R-12P relay valves are a special purpose relays
designed specifically for use on trailers and converter dollies.
These 0 p.s.i. crack and differential relays speed up brake
application signals provide an equal or balanced pressure signal
to all trailer and dolly brakes on double and triple trailer combina-
tions. By maintaining the same application signal across the
R-8P
entire train of trailers these pilot operated relay valves aid in R-12P RELAY VALVE
achieving overall vehicle brake balance and stability. RELAY VALVE
SYNCHRO VALVE
The SV-1 synchro valve is a remote mounted air operated, ON-
OFF control valve. It is used to control air from a remote supply,
has a set opening and closing pressure and can be used to delay
or sequence the action of other pneumatic devices. Use of the
SV-1 in dolly or towing trailer system prevents automatic applica-
tion of the towing (lead) trailer or dolly emergency brakes in the SV-1
event a breakaway occurs with the towed (rear) trailer. SYNCHRO VALVE
RELAY EMERGENCY VALVE (NON CHARGING)

The RE-6NC relay emergency valve is used in Dolly Systems
and replaces the conventional RE-6. The RE-6NC is similar to the
RE-6 but is designed to prevent direct filling of the dolly reservoir
through the RE-6NC. It is generally used in conjunction with the
PR-3 pressure protection and single check valve to provide rapid
dolly brake release. RE-6NC
RESERVOIR CONTROL
The PR-3 reservoir control valve is the combination of a PR-4
pressure protection valve and a single check valve. This valve may
be used in a variety of applications however the most common is
in the converter dolly brake system where it functions to delay
filling of the reservoir until pressure in the Supply air line exceeds
75psi and to prevent pressure loss due to a failure in the trailer PR-3
being towed.
43
THE FUNDAMENTALS OF BRAKES
All types of automotive brakes are mechanical devices ENERGY OF MOTION TO HEAT ENERGY
for retarding the motion of a vehicle by means of friction,
and perhaps the most important requisite in respect to Since friction is the resistant to relative motion between
the fundamentals of brakes is an understanding of the two bodies in contact and since friction results in heat, a
laws of friction. more complete definition of a brake would be that it is a
mechanical device for retarding the motion of a vehicle by
means of friction, thereby changing the energy of motion
into heat energy.
Thus, when the speed of a vehicle is reduced by applying

the brakes, the energy of motion is actually changed into
heat energy, and the brakes must dissipate or absorb the
heat developed.
FIG. 1 - Coefficient of Friction
COEFFICIENT OF FRICTION
Friction is the resistance to relative motion between any
two bodies in contact, and it varies not only with different
materials but also with the condition of the materials. The
amount of friction developed by any two bodies in contact
is said to be their coefficient of friction, and this is ex- FIG. 2 - Forces involved in Braking
pressed by stating the amount of force required to move
the one body while it remains in contact with the other; the
amount of force being expressed in relation to the weight FORCES INVOLVED IN BRAKING
of the moving body.
It is difficult to appreciate the tremendous forces involved
Thus, if the moving body weighs 100 pounds, and a force in stopping a modern commercial vehicle, particularly
of 60 pounds is required to keep it moving while it remains from the higher speeds.
in contact with another body, the coefficient of friction
A simple method of explaining this is to make a compari-
between the two bodies is said to be 60% or .6. If 50
son between the horsepower required to accelerate a
pounds force is necessary to keep it moving, the coeffi-
vehicle and the horsepower required to stop it. A truck with
cient of friction is said to be 50% or .5. If only 35 pounds
an engine capable of developing 100 horsepower will
force is required, the coefficient of friction is 35% or .35.
require about one minute to accelerate to 60 miles per
The coefficient of friction between any two surface
hour. The same vehicle should be capable of easily
changes with any variation in the condition of one or both
stopping from 60 miles per hour in not more than six
surfaces. As an example, the introduction of oil or grease
seconds. Ignoring the unknown quantities, such as rolling
between two dry, flat metal surfaces will greatly reduce the
friction and wind resistance which play a part in all stops,
friction between them, which proves that the condition of
the brakes must develop the same energy in six seconds
these surfaces plays a great part in the actual friction they
as the engine develops in 60 seconds; in other words, the
develop. This possible variation in the coefficient of friction
brakes do the same amount of work as the engine in one-
is always present when any factor contributing to the
tenth the time and must develop approximately 1,000
frictional value of any material is subject to change either
horsepower during the stop.
permanent or temporary.
Heat is always present where friction is being developed.

For example, when a bearing is not properly lubricated,
the lack of lubrication causes a rise in the coefficient of
friction with a resultant rise in the heat that causes the
bearing to fail.
44
Another way of illustrating the effect of speed on stopping
ability is to compare the stopping distance if the speed is
increased without the stopping power also begin in-
creased.
As shown in Figure 4, a vehicle which will just stop in 30

feet from 20 miles per hour will require 120 feet to stop
from 40 miles per hour and 270 feet to stop from 60 miles
per hour. Introducing both weight and speed into the
comparison again, a 10,000 pound vehicle traveling 60
miles per hour has 1 8 times as much energy of motion as
a 5,000 pound vehicle traveling at 20 miles per hour. If a
stopping power is used on both vehicles which will only
FIG. 3 Effect of Weight and Speed on Brakes stop the 5,000 pound vehicle from 20 miles per hour in
30 feet, the 10,000 pound vehicle from 60 miles per hour
EFFECT OF WEIGHT will require 18 times as much distance or 540 feet to
stop.
Another factor to be considered is the effect on braking
when the weight and speed of a vehicle are increased.
Brake systems are designed to properly control a vehicle
loaded to its gross vehicle weight (GVW). If the GVW is
exceeded, braking performance is affected; if the weight of
the vehicle is doubled, the energy of motion to be changed
into heat energy is also doubled. The brake cannot
properly dissipate and absorb the increased heat and
braking performance of the vehicle is lessened.
EFFECT OF SPEED
The effect of higher speeds on braking is much more
FIG. 5 - Leverage
serious. Not so many years ego the average speed of a
commercial vehicle was only 20 miles per hour. Today, LEVERAGE
even coservative estimates place the average speed of
commercial vehicles at 40 miles per hour. Comparing Having reviewed the forces involved in braking a vehicle,
stops from a speed of 20 miles per hour with stops from a consideration must also be given to how these forces are
speed of 40 miles per hour, engineering calculations show developed and directed to do the braking work. It is
there is actually four times as much energy of motion to difficult even to imagine a braking system which does
be changed to heat energy during a stop from 40 miles per not, in some way, make use of one of the oldest me-
hour as there is during a stop from 20 miles per hour. chanical devices governing the transmission and modifi-
Thus if the speed is doubled four times as much stopping cation of force and motion, the lever.
power must be developed, and the brakes must absorb or
dissipate four times as much heat. A lever is defined as an inflexible rod or beam capable of
motion about a fixed point called a fulcrum, and it is used
It naturally follows that if both the weight and speed of a to transmit and modify force and motion.
vehicle are doubled, the stopping power must be increased
eight times and the brakes must absorb or dissipate eight Figure 5 illustrates three simple types of levers; the only
times as much heat. difference in them being the location of the fulcrum in
relation to the applied force and the delivered force. All
shapes and sizes of levers used in a brake system are
one of these three types.
The simple law of levers is that the applied force multi-
plied by the perpendicular distance between the line of
force and the fulcrum always equals the delivered force
multiplied by the perpendicular distance between the
fulcrum and the line of force. Thus, with a leverage
arrangement as shown in view 5A, an applied force of
100 pounds two feet from the fulcrum will give a delivered
force of 200 pounds at a point one foot from the fulcrum.
With a leverage arrangement as shown in Figure 5B, an
Fig. 4 - Stopping Distance applied force of 100 pounds three feet from the fulcrum
will lift 300 pounds at a point one foot from the fulcrum.
45
Note that in both cases the delivered force exceeds the Perhaps the least easily recognized lever in a brake
applied force because the applied force is farther from system is the relation of the brake drum diameter to the
the fulcrum than the delivered force. With a leverage tire diameter. In order to understand this fully it must be
arrangement as shown in Figure 5C, the delivered force remembered that although the brakes stop the brake
is the farthest from the fulcrum; therefore, it is less than drums and wheels, it is always the tires and road surface
the applied force. If the applied force in this case is 300 that stop the vehicle. This is clearly demonstrated when
pounds at a point two feet from the fulcrum, the delivered quick stops are attempted on wet or icy roads. Under
force at a point three feet from the fulcrum will be 200 these conditions the brake equipment may still be as
pounds. efficient as ever in stopping the wheels, but its ability to
stop the vehicle quickly disappears because there is not
The delivered force of any lever is determined by multi-
plying the applied force by the distance it is from the sufficient friction between the tire and road to develop the
fulcrum and then dividing this answer by the distance the necessary retarding force.
delivered force is from the fulcrum. Returning to the principles of leverage involved in the
relation of the tire and brake drum size, the retarding
In determining the distance at which any force is acting force developed by the brake shoes acting against the
on a lever, the true length of the lever arm is the perpen- drum working on an effective lever length of the brake
dicular distance from the force to the fulcrum, regardless drum radius. Counteracting this is the retarding force
of the shape of the lever. The lever arm is always mea-
developer between the tire and the road, working on an
sured at right angles to the direction of the force.
effective lever length of the rolling radius of the tire. Since
The product of the force acting on a lever, multiplied by it is not practical to have brake drums as large as the
the distance the force is from the fulcrum, is called the tires, the principles of leverage require development of a
turning moment, and when this relates to a shaft it is greater retarding force between the brake shoes and the
called torque. The turning moment or torque is usually drums the between the tire and the road. Also, since a
expressed in inch pounds, foot pounds, foot tons, etc., rubber tire 4 a good road surface has a higher coefficient
depending upon whether the force is measured in of friction than brake lining against a brake drum, it is
pounds or tons and whether the distance is measured in necessary develop additional retarding force between the
inches or feet. As an example-a force of 100 pounds brake shoes and brake drum in order to overcome the
acting on a lever arm five inches long would result in a difference in friction.
turning moment or torque of 500 inch pounds.
The most easily recognized lever in an air system is the
slack adjuster. The length of the lever arm of a slack
adjuster is always the perpendicular distance between
the center line of the brake camshaft opening and the
center line of the clevis pin opening in the arm
Another form of lever-not always recognized-is the brake
cam. All brake cams are levers and are used to transmit
and modify the torque and turning motion of the brake
camshaft in such a way that the brake shoes are spread
and forced against the brake drum, not only in the proper FIG. 6 - Deceleration
direction but also with the proper force. Spreading the
shoes in the proper direction, of course, depends on the DECLERATION
proper location of the cam in respect to the location of
In discussing brakes, the term deceleration is often use
the brake shoes. The transmission of the proper force is
partially determined by the effective lever length of the This term expresses the actual rate at which a vehicle
cam. If the effective lever length of the cam is not consid- losing speed and usually denotes the speed being lost
ered, and is too long or too short, the brake shoe force each second, in terms of miles per hour or feet per
will be correspondingly too little or too much Full consid- second.
eration must therefore be given to the effective lever As an example as shown in Figure 6-if a vehicle is
length of any brake cam, if the final shoe pressure is to moving at the rate of 20 miles per hour, and one second
be correct. It is also important that the effective lever later speed is only 18 miles per hour, the vehicle has lost
length of the cam remains constant as the lining wears a speed, of two miles per hour during one second. Its
and the shoes have to be spread further; otherwise, the speed has dropped two miles per hour in one second,
brake performance will vary as the lining wears. therefore, its deceleration rate is two miles per hour per
Another form of lever found in all forms of braking second.
systems is the brake shoe. This is one of the simpler In the same way, if a vehicle is moving at a rate of 30 feet
forms because it is easily recognized as a beam, per second, and one second later its speed is only 20
fulcrumed at one end on the hinge pin, which forces the feet per second, then it is decelerating at the rate of ten
brake lining against the drum when the break cam force feet per second per second.
is applied to the other end.
46
Therefore, the change in the rate of speed of a vehicle This is illustrated in Figure 7 which also shows a vehicle
during a slow-down or stop is expressed by first stating decelerating at the rate of ten feet per second per second
the rate of speed being lost, such as miles per hour or from an initial speed of 30 feet per second, but the
feet per second, and then by stating the time required for positions of the vehicles are shown in relation to the
this rate of speed to be lost. distance traveled each second during the stop. This
shows that although the rate of deceleration remains
Thus, in examining the expression covering a decelera- constant throughout the stop, the vehicle actually travels
tion rate of say, “ten feet per second per second,” the first 25 feet during the first second after the brakes were
part-”ten feet per second”-is the rate of speed being lost, applied, 15 feet during the second second, and only five
and the second part-”per second”-is the time in which the feet during the third second.
loss of ten feet per second takes place.
The distance being traveled each second during the stop
If a vehicle is moving at a known rate, and is decelerating is always greater at the beginning of the stop. To keep
at a known rate, the stopping time will be the initial speed stopping distance as short as possible, it is important that
divided by the deceleration rate, provided both the rate of the brakes become fully effective when the pedal is
speed and the deceleration rate are expressed on the depressed by the driver.
same basis. As an example-if a vehicle is moving at the Any time lost between the instant the brake pedal is
rate of 30 feet per second and is decelerating at the rate of depressed and the instant actual deceleration begins is
ten feet per second, the stopping time will be the initial important because the vehicle continues to travel at close
speed 30 feet per second divided by the deceleration to its initial speed. In this case, the loss of only one
rate of ten feet per second per second, or a stopping time second between the instant the driver depresses the brake
of three seconds. pedal and the point where the brakes are really applied will
result in lengthening the actual stopping distance by 30
This perhaps can be more easily understood if explained in feet. Thus, if four seconds instead of three elapse between
the following manner; if a vehicle is moving at the rate of 30 the instant the driver depresses the brake pedal and the
feet per second and begins to decelerate at the rate of ten instant the vehicle stops, the actual stopping distance will
feet per second per second, at the end of the first second be increased from 45 feet to 75 feet. In other words, by
it will be traveling 20 feet per second; at the end of the reducing the stopping time under these conditions by only
second second, it will be traveling ten feet per second, and one second or 25%, the actual stopping distance is
at the end of the third second, it will be stopped. Thus, by reduced by 30 feet or 40%.
losing speed at the rate of ten feet per second per second,
it would lose its initial speed of 30 feet per second in three It is this part of brake fundamentals which is not often
seconds. considered in judging brake performance, particularly when
different forms of brakes are involved. A common method
Similarly, if the initial speed is 20 miles per hour and the of testing brakes is by the use of a decelerometer-a device
deceleration rate is two miles per hour per second, the that determines the maximum rate of deceleration level-
stopping time will be ten seconds. oped during a stop and which shows a calculated stopping
distance from a speed of 20 miles per hour based on the
One important thing to remember in respect to stopping maximum rate of deceleration developed during a stop.
vehicles is the fact that while the deceleration rate may be Such instruments do not, however, make allowances for
constant for each second during the stop, the distance the lost time before the braking system develops full power
vehicle travels each second during the stop varies greatly and therefore are not suitable for analyzing time lag factors
as the speed decreases. in brake performance.
The true performance of any type of brake system in terms
of stopping time or stopping distance can only be deter-
mined by actually measuring the time and distance the
vehicle travels from the instant the driver depresses the
brake pedal to the point where the vehicle actually stops.
Such tests can, of course, be mace comparative only by
using instruments to determine accurately the speed of
the vehicle at the instant the brake pedal is depressed.
In so far as brakes are concerned, a driver is mainly
interested in the amount of time and the distance required
to bring his vehicle safely to a stop under emergency
conditions as measured from the instant he depresses the
brake pedal. Any lag in the time between the instant he
FIG. 7 - Deceleration does his part and the instant the brakes become effective
affects stopping distance.
47
THE FUNDAMENTALS OF COMPRESSED AIR
COMPRESSED SPRING-COMPRESSED AIR
When the spring is compressed, as shown in Figure 9,

energy is stored in it. Similarly when free air is com-
pressed, energy is stored in the air. This energy can be
used to do work, and due to the flexibility of air such
energy can be stored in a relatively small space.
FUNDAMENTAlS OF COMPRESSED AIR
If two reservoirs are connected-one containing air above

atmospheric pressure and the other air at only atmo-
spheric pressure-air will flow from there reservoir charged
with the higher pressure until the pressures in both
FIG. 8- Free Spring/Free Air reservoirs equalize or until the flow is interrupted by
some outside force, such as the closing of a valve in the
Compressed air is air which has been forced into a connecting fine. This is similar to the action of liquids
smaller space than that which it would ordinarily occupy except that pressure is the controlling medium whereas
in its free or atmospheric state. the force of gravity would ordinarily be the controlling
medium in the case of liquids.
Free air which we breathe-or atmosphere-is normally
always under pressure because of the weight of the air
above it. This pressure amounts to 14.7 pounds per
square inch at sea level, and it decreases as the altitude
increases.
The normal atmospheric pressure of 14.7 pounds per
square inch is usually ignored and the atmosphere is
considered as being free air under no pressure. Thus, the
pressure of compressed air is commonly indicated by
stating the amount the pressure, in pounds per square
FIG. 10-Fundamentals of Compressed Air
inch, is above the atmosphere. This is the reason set
pressure gauges register zero when connected only to
atmosphere.
As shown in Figure 10, if reservoir No. 1 has a volume of
FREE SPRING - FREE AIR six cubic feet, and the compressor forced another six
cubic feet of free air into it, the gauge pressure of the air in
The energy of compressed air is best compared to the the reservoir, which originally read zero, would rise to 14.7
energy of a coiled spring. Figure 8 shows a coiled spring pounds. It follows that the more air that is forced into any
in its free position and air in its free or atmosphere state. reservoir the higher the air pressure in that reservoir will be,
and that each time a quantity of free air equal to the
volume of the reservoir is forced into it, the gauge pressure
will rise another 14.7 pounds per square inch.
FIG. 9- Compressed Spring-Compressed Air

48
square inch pressure is acting on the piston or dia-
phragm, the developed force will be only 50 pounds. One
point to be remembered is that the quantity of air acting
on the piston or diaphragm does not affect the force
developed. The only factors involved are the air pressure
and the area of the piston or diaphragm on which the air
pressure is acting. Thus, by controlling the air pressure,
the developed force is also controlled.
The pressure exerted by compressed air is not only

developed in all directions, but it is also equal in all
directions. The compressed air in a reservoir exerts
pressure equally in all directions against the entire inside
surface of the reservoir, the pressure of the compressed
air being overcome by the mechanical strength of the
FIG. 11 - Fundamentals of Compressed Air reservoir. Similarly, the force developed by the air
pressure acting on one side of a piston or a diaphragm
may be overcome by an opposing force acting on the
As illustrated in Figure 11, if compressed air is admitted opposite side, and the opposing force may be com-
to an airtight chamber behind a movable object, the pressed air or it may be mechanical. If the opposing
compressed air will cause the movable object to move forces are equal, a balanced condition is reached and
until it encounters a resistance equal to the force devel- there is no movement of the piston or diaphragm. If the
oped by the compressed air. Because the air pressure is opposing forces are not equal, the piston or diaphragm
based on pounds per square inch, it follows that the will move, if possible, to assume a position where the
compressed air will develop a force in pounds on the opposing forces are equal.
movable object equal to the product of the air pressure
multiplied by the effective area of the movable object. This law of balanced pressures and forces is the basic
Thus, if a piston or a flexible diaphragm has an area of principle governing the design and operation of the control
ten square inches and air at a pressure of ten pounds per and actuating devices in an air brake system.
THE FUNDAMENTALS OF COMPRESSED AIR BRAKES
FIG. 12 - Compressor, Reservoir and Brake Valve FIG. 13 - Compressor, Reservoir and Brake Valve
and Chambers
COMPRESSOR, RESERVOIR AND BRAKE VALVE The compressed air is held in the reservoir until released
In an Air Brake system, the compressor furnishes the by the driver operating air control valves.
compressed air for brake operation by taking free air or
atmosphere and compressing it to 100-120 P.S.I. (Maxi- SERVICE BRAKE SYSTEM
mum pressure in an air brake system is generally 150
P.S.I.) When the brake valve is operated by the driver, air flows
to the chambers where its energy is transformed into the
The compressed air passes from the compressor into the mechanical force and motion necessary to apply the
reservoir where it (and its energy) are stored until brakes.
needed.
49
BRAKING FORCES- EFFECT OF AIR PRESSURE BRAKING FORCES- EFFECT OF SLACK ADJUSTER
ARM LENGTH
This control of the braking force by controlling the air
pressure in the chambers is illustrated in Figure 14. It Figure 16 illustrates how the principles of leverage apply
shows the resulting forces in pounds of various air when a brake chamber and slack adjuster combination is
pressures with a chamber having an effective diaphragm being selected to meet specific requirements.
area of 30 square inches.
The important point is that the air pressure in a brake
chamber can be controlled so the brake chamber will
develop the required force.
FIG. 16 - Braking Forces-Effect of Slack Adjuster

Arm Length
With the same brake chamber force of 1,000 pounds, the

torque on the brake camshaft can be increased from
FIG. 14- Braking Forces-Effect of Air Pressure 4,000 inch pounds to 6,000 inch pounds merely by using
a slack adjuster with a 6" arm instead of one with a 4"
arm.
BRAKING FORCES-EFFECT OF BRAKE CHAMBER
SIZE In an S-Cam foundation brake, the full range of braking
Different sizes of vehicles and different axles of the same forces for any vehicle is provided by the use of different
forces for any vehicle is provided by the use of different sizes of brake chambers and slack adjusters.
vehicle may require different braking forces, depending A term which is used to express the relation of the brake
on the weight of the vehicle or the weight distribution chamber size and slack adjuster arm length is “AL”
between axles of the same vehicle. These variations in factor The “AL” factor differs from torque or turning
the braking force are design variations because the moment in that only the variable factors which determine
maximum and minimum force required must be properly the force are expressed. The reason for this is that an air
provided before good performance can be obtained pressure of 60 pounds is generally used in calculating air
throughout the entire braking range. braking forces and therefore, is considered constant”. The
Figure 15 illustrates the developed force in pounds of length of the slack adjuster lever arm and the size or
each of several different sizes of chambers when sup- effective area of the brake chamber acting on the slack
plied with air pressure at 60 pounds per square inch. The adjuster are the two variables altered to meet braking
effective area of the different brake chambers generally requirements. The product of the effective area of the
varies from six square inches to 36 square inches and brake chamber and the length of the slack adjuster arm is
their developed force at 60 pounds air pressure generally expressed as the “AL” factor, which, when multiplied by
varies from 360 pounds to 2,160 pounds. This permits the 60 pounds air pressure used in making brake calcula-
the choice of a chamber size suitable for properly operat- tions, determines the torque on the brake camshaft. As
ing any size or type of foundation brake. an example: If a brake chamber having an effective area
of 16 square inches is acting on a slack adjuster having
an arm length of five inches, the “L” factor is 80. The
actual torque on the brake camshaft is therefore the “AL”
factor (80) multiplied by the air pressure used in making
brake calculations 1 60), or 4,800 inch pounds.
BRAKING-FORCES-WEDGE BRAKE
Wedge brakes use the wedge effect to accomplish force
multiplication. This replaces the leverage and torque
principle of the slack adjuster applied in the S-cam
brakes. The wedge brake uses linear (straight line)
FIG. 15 - Braking Forces-Effect of Brake Chamber Size
motion to spread the brake shoes apart; unlike the Scam
brake which uses torque to turn “S” shaped cam,
50
spreading the brakes shoes. The wedge angle deter- To tailor the braking forces to the requirements of any
mines the force multiplication factor. A thinner wedge and vehicle, chamber sizes and wedge angle combinations
smaller wedge angle produces more force multiplication. are varied. Figure 20 illustrates the effect of these
Figure 17 (a & b) illustrates this point. A 1,000 lb. cham- combinations, as chamber sizes increase and wedge
ber force producing 5,720 lbs. of force into each shoe. angles decrease, the multiplication or power factor
Figure 17(b) illustrates an 18 degree wedge angle increases.
producing 3,184 lbs. of force into each shoe.
FIG 17- Braking Forces-Effect of Wedge Angle FIG. 18 - Wedge Brake Power Combinations
THE FUNDAMENTALS OF AIR BRAKE SYSTEM BALANCE

The air-brake system is the most important safety system elbow fitting as through 6 -7 feet of tubing or hose!
on a vehicle. Yet, the maintenance of the system is fairly Valving - When replacing valves in the air brake system,
simple job, capable of being performed by an air brake be sure that the function of the replacement valve is
mechanic with the use of ordinary shop tools. Mainte- comparable with the valve being replaced. While many
nance of the system can be broken down into two major valves can be replaced with a different brand, make certain
areas: I. Pneumatics(Air) II. Mechanical. Component the new valve is at least equal in performance.
replacement and general brake system maintenance AlliedSignal, along with some suppliers, adheres to an
influence brake balance. Routine system maintenance industry recommendation which requires that the valve
operations should be performed with this in mind. The type and some its critical characteristics be identified by a
following contains a few “tips” to keep in mind. metal tag or washer. This is done to assist in the operator
in choosing the correct replacement.
I. Pneumatics
General Air System Contamination
An ideal or balanced braking system can be defined as As the complexity of the air brake system has increased,
one in which the braking pressure reaches each actuator so has the need for clean air. The contaminants that
at the same time and at the same pressure level. collect in the air brake system consist of water con-
densed form the air and a small amount of oil form the
Transmission time compressor. These contaminants pass into the system
Vehicle manufacturers must comply with the air system in both liquid and vapor form because of the heat gener-
timing requirements of FMVSS 121. In establishing this ated during compression. While the majority of contami-
performance,vehicle manufacturers carefully select tubing nation condenses in the reservoir a substantial amount
and hose sizes. Air application and release performance finds its way into the brake system valving.
is partially dependent upon the size and volume of cham- In addition, the prevention of freeze-ups in the system is
bers, vehicle weights and locations of the valves and an equally important concern The development of the
chambers or distance the air must travel. Performance is Air Dryer has all but eliminated contamination and freeze-
engineered into the vehicle by the manufacturer the role of up concerns because of its ability to provide clean, dry air
the vehicle owner and/or mechanic is to preserve that to the brake system.
pneumatic performance. Here are a few tips to assist in
that effort. If, for whatever reason, an air dryer is not in use daily
Tubing - When replacing tubing or hose, always replace reservoir draining can help reduce the amount of contami-
with the same size. These sizes have been determined by nation that resides in the system. While reservoir draining
the vehicle manufacturer to obtain desired performance. can not eliminate valve contamination it can reduce the
If copper tubing is used, always make sure to ream and amount. Alcohol evaporators can help in preventing
de-burr the tubing after cutting. Check carefully for freeze-ups in systems not equipped with an air dryer.
restrictions such as kinking or bending, and make sure restrictions such as kinking or bending, and make sure
tubing and hose are properly supported. Use the proper II. Mechanical
size fittings and make certain they are not restricted. Do General
not replace straight fittings with elbows without consider- Vehicle manufacturers must also comply with the braking
ting that it takes as much time for air to flow through a performance requirements of FMVSS 121. As with the
51
air or pneumatic side of the system, the vehicle manufac- The vehicle manufacturer and is determined by the
turer must carefully design the brake geometry, size and designed axle weight. Brake size (diameter), brake block
power of the foundation brake components to achieve the characteristics and the foundation brake design (cam,
desired level of performance. Maintenance personnel wedge, disc, etc.) influence brake torque. The torque is
must likewise strive to maintain this performance. carefully evaluated in relation to drum capacity, drum
area and lining area. It is recommended that you consult
Brake Chambers and Actuators - Brake chambers
the vehicle manufacturer before attempting changes that
convert air pressure into mechanical force. Always
would affect brake torque.
maintain the chambers to their original performance
condition. If chamber return springs need replacement, Mechanical friction within the foundation brake can affect
the springs should be replaced with springs of the proper brake output torque. The components of the foundation
spring load. When replacing, remember the chamber brake are subject to high forces an should be periodi-
return spring affects the net force delivered by the cally checked and lubricated as necessary.
chamber, and is especially important in low service brake
applications. For this reason always replace the return Friction material or brake block and lining segments
spring on both chambers on an axle. affect vehicle stopping performance and are a factor in
Chamber diaphragm life will vary according to the type of wear balance from front to rear. Replacement material
service and the diaphragm environment. Experience will should be chosen for its stopping performance as well as
generally dictate replacement frequency, and it is good wear characteristics. At the minimum, always replace
practice to replace all diaphragms on the vehicle at the friction material on both ends of an axle. An even better
same time. practice is to replace material on all rear axles.
Also, make sure the chamber push rods are in line with Brake Adjustment- One of the most important factors in
the slack adjusters. If misalignment is severe, the obtaining maximum mechanical output of the chamber is
rod can rub on the chamber non-pressure plate proper brake adjustment. All chamber strokes should be
and cause a dragging brake. adjusted to approximately the same stroke, and the
Another factor that influences the brake chamber output adjustment should be made so that the chamber stroke Is
force is the chamber push rod length. Ideally, the push as short as possible without the brakes dragging. Im-
be adjusted so that when the chamber properly adjusted brakes waste air, leverage and contrib-
its maximum stroke a 90 degree angle is ute to poor brake performance. In many cases, com-
formed between the slack adjuster and chamber push rod plaints of poor or insufficient brakes can be taken care by
Foundation Brakes - Braking torque is established by proper brake adjustment.
THE FUNDAMENTALS OF BRAKE SYSTEM MAINTENANCE

Because no two vehicles operate under identical condi- 5. When working in the engine compartment the engine
tions, maintenance and maintenance intervals will vary. should be shut off. Where circumstances require that
Experience is a valuable guide in determining the best the engine be in operation, EXTREME CAUTION
maintenance interval for any one particular operation. should be used to prevent personal injury resulting
general the best method for determining the overall from contact with moving, rotating, leaking, heated,
condition of the air brake system and to quickly locate or electrically charged components.
problem areas is to perform the five tests presented in 6. Never connect or disconnect a hose or line containing
the BRAKE SYSTEM TROUBLESHOOTING section that pressure; it may whip. Never remove a component or
follows. The tests check both leakage and device plug unless you are certain all system pressure has
function and the accompanying check lists provide help been depleted.
in locating specific devices that are leaking or malfunc- 7. Never exceed recommended pressures and always
tioning. Performing these tests on a quarterly basis and wear safety glasses.
filing the results of the tests in the vehicle maintenance 8. Do not attempt to install, remove, disassemble or
folder will provide a valuable basis of performance assemble a component until you have read and
comparisons and trends. Maintenance intervals can be thoroughly understand the recommended proce-
developed from these records as well. dures. Use only the proper tools and observe all
precautions pertaining to use of those tools.
GENERAL MAINTENANCE PRECAUTIONS FOR 9. Use only genuine Bendix replacement parts, compo-
MAINTAINING AIR BRAKE SYSTEMS nents, and kits. Replacement hardware, tubing, hose,
When working on or around a vehicle, the following fittings, etc. should be of equivalent size, type, and
general precautions should be observed. strength as original equipment and be designed
specifically for such applications and systems.
1. Park the vehicle on a level surface apply the parking 10. Components with stripped threads or damaged parts
brakes, and always block the wheels. should be replaced rather than repaired. Repairs
2. Stop the engine when working around the vehicle. requiring machining or welding should not be at-
3. Drain the air pressure from all reservoirs before tempted unless specifically approved and stated by
beginning ANY work on the vehicle. the vehicle or component manufacturer.
4. Following the vehicle manufacturer’s recommended 11. Prior to returning the vehicle to service, make certain
procedures, deactivate the electrical system in a all components and systems are restored to their
manner that removes all electrical power from the proper operating condition.
vehicle. 52
TRUCK/TRA
TRUCK/TRA CT
UCK/TRACTOR SY
CTOR STEM
SYSTEM TRAILER SYSTEM
SYSTEM
53
TOWING TRAILER CONVERTER DOLL

CONVERTER Y
DOLLY
Bendix
Brakes
®
BRAKE SYSTEM of oil around unloader pistons. If no leakage is indi-
TROUBLESHOOTING cated, then leakage is through the compressor dis-
Test 1 charger valves.
GOVERNOR CUT-OUT / LOW PRESSURE 5. Check the compressor drive for slippage.
WARNING / PRESSURE BUILD-UP RETEST TO CHECK OUT ALL ITEMS
VEHICLE PARKED,WHEELS CHOCKED OK NOT REPAIRED OR REPLACED
OK
1. Drain all reservoir to 0 PSI Test 2
2. Start engine (run at fast idle) (Low pressure LEAKAGE (RESERVOIR AIR SUPPLY)
FULL PRESSURE, ENGINE STOPPED, NOT
warning should be on. Note: on some OK
OK
vehicles with anti-lock, warning light will also PARKING BRAKES APPLIED
come on momentarily when ignition is turned 1. Allow pressure to stabilized for at least 1
on.) minute.
3. Low pressure warning (Dash warning light 2. Observe the dash gauge pressures for 2
should go off at or above 60 PSI) minutes and note any pressure drop.
4. Build up time (Pressure should build from A. Pressure Drop: Single Vehicle (A 2 PSI
85-100 PSI within 40 seconds) drop within 2 minutes is allowable for
5. Governor cut-out Cuts out at correct either service reservoir)
pressure (Check manufacturers recommen- B. Pressure Drop: Tractor/Trailer (A 6 PSI
dations; usually between 100-130 PSI) drop within 2 minutes is allowable for
6. Governor cut-in Reduce service air pressure either service reservoir)
to governor cut-in. The difference between C. Pressure Drop: Tractor/2 Trailers (An
cut-in and cut-out pressure must not exceed PSI drop within 2 minutes is allowable
25 PSI. for either service reservoir)
MAKE ALL NECESSARY REPAIRS BEFORE PRO- MAKE ALL NECESSARY REPAIRS BEFORE
CEEDING TO TEST 2; SEE CHECKLIST 1 FOR PROCEEDING TO TEST 3; SEE CHECK LIST
COMMON CORRECTIONS. 2 FOR COMMON CORRECTIONS.
Check List 1 Check List 2
If the low pressure warning light or buzzer doesn’t IF THERE IS EXCESSIVE LEAKAGE IN THE SUPPLY
come on: SIDE OF THE PNEUMATIC SYSTEM, ONE OR
1. Check wiring. MORE OF THE FOLLOWING DEVICES COULD BE
2. Check bulb. CAUSING THE PROBLEM:
3. Repair or replace the buzzer, bulb or low pressure NOTE: (A leak detector or soap solution will aid in
warning switch(es). locating
the faulty component)
If governor cut-out is higher or lower than specified 1. Supply lines and fitting (tighten)
by the vehicle manual: 2. Low pressure indicator(s)
1. Adjust the governor using a gauge of known accu- 3. Relay valves (antilock modulators)
racy. 4. Relay valve (an option for spring brakes)
2. Repair or replace governor as necessary after being 5. Dual brake valve
sure compressor unloader mechanism is operating 6. Trailer control valve
correctly. 7. Park control valve
If low pressure warning occurs below 60 PSI: 8. Tractor protection valve
1. Check dash gauge with test gauge known to be 9. Spring brake actuators
accurate. 10. Safety valve in supply reservoir
2. Repair or replace the faulty low pressure indicator. 11. Governor
12. Compressor discharge valves
If build up time exceeds 40 seconds or is consider- RETEST TO CHECK OUT ALL
ably greater than the permanent record figure: ITEMS REPAIRED OR REPLACED
1. Examine the compressor air strainer and clean or Test 3
replace. LEAKAGE SERVICE AIR DELIVERY NOT
2. Check for restricted inlet line if compressor does not FULL PRESSURE, ENGINE STOPPED OK OK
have strainer, repair or replace as necessary. PARKING BRAKES RELEASED
3. Check compressor discharge port and line for exces- 1. Make and hold 80-90 PSI brake application
sive carbon. Clean or replace as necessary. (A block of wood can be used to hold the
4. With system charged and governor compressor in foot valve down during these tests)
unloaded mode, listen at the compressor inlet for 2. Allow pressure to stabilize for 1 minute;
leakage. If leakage can be heard apply a small amount then begin timing for 2 minutes while
54
NOT
OK
watching the dash gauges for a pressure OK Test 4
drop. MANUAL EMERGENCY SYSTEM
A. Pressure Drop: Single Vehicle (A 4 PSI FULL PRESSURE, ENGINE IDLING 600-900 NOT
OK OK
drop within 2 minutes is allowable for RPM
either service reservoir)
B. Pressure Drop : Tractor/Trailer (A 6 PSI NOT FOR STRAIGHTTRUCKS, BUSES AND
drop within 2 minutes is allowable for BOBTAIL TRACTOR:
either service reservoir) 1. Manually operate the park control valve and
C. Pressure Drop: Tractor/2 Trailers (An 8 note that parking brakes apply and release
PSI drop within 2 minutes is allowable for promptly as control valve button is pulled out
either service reservoir) and pushed in.
3. Check brake chamber push rod travel (Refer
to chart for allowable tolerances) FOR TRACTOR/TRAILER COMBINATIONS:
Brake Maximum Stroke 1. Manually operate tractor protection control
Chamber Before valve (trailer supply valve usually red octago-
Size Readjustment nal button). Note that trailer brakes apply and
12 1 3/8" release promptly as control button is pulled
16 1 3/4" out and pushed in.
20 1 3/4" 2. Manually operate system park control
24 1 3/4" (usually yellow diamond button) and note all
30 2" parking brakes (tractor and trailer) apply
4. Check the angle formed between the brake promptly.
chamber push rod and slack adjuster arm.
(It should be at least 90° in the fully applied MAKE ALL NECESSARY REPAIRS BEFORE
Position) PROCEEDING TO TEST 5; SEE CHECKLIST 4
MAKE ALL NECESSARY REPAIRS BEFORE FOR COMMON CORRECTIONS
PROCEEDING TO TEST 4; SEE CHECKLIST 3 FOR
COMMON CORRECTIONS Check List 4
If sluggish performance is noted in either test, check
Check List 3 for:
If there is excessive leakage in the service side of the 1. Dented or kinked lines
pneumatic system, one or more of the following 2. Improperly installed hose fitting
devices could be causing the problem. 3. A faulty relay emergency valve
NOTE: A leak detector or soap solution will aid in locat- 4. A faulty modulator(s)
ing If the trailer brakes do not actuate and the trailer
the faulty component supply line remains charged, check the:
1. Service lines and fittings (tighten) 1. Tractor protection control
2. Trailer control valve 2. Trailer spring brake valve
3. Stoplight switch RETEST TO CHECK OUT ALL
4. Brake chamber diaphragms ITEMS REPAIRED OR REPLACED NOT
5. Tractor protection valve OK
OK
6. Relay valves (antilock modulators) Test 5
7. Service brake valve AUTOMATIC EMERGENCY SYSTEM
8. Front axle ratio valve (optional)
9. Inverting relay spring brake control valve (optional) FULL PRESSURE, ENGINE STOPPED
straight trucks and busses 1. Drain front axle reservoir to 0 PSI.
10. Double check valve. A. Rear axle reservoir should not lose
pressure
If the angle between the brake chamber push B. On combination vehicles, the trailer air
rod and slack adjuster arm is less than 90° then system should remain charged
adjust slack adjuster arm to obtain desired C. Tractor and trailer brakes should not
setting. apply automatically
If brake chamber push rod travel exceeds the 2. With no air pressure in the front axle
allowable tolerance, then adjust adjuster arm to reservoir make a brake application.
obtain desired setting. A. Rear axle brakes should apply and
RETEST TO CHECK OUT ALL ITEMS release
REPAIRED OR REPLACED B. On combination vehicles the trailer
brakes should also apply and release
55
OK NOT
OK
The stop lamps should light

Slowly drain rear axle reservoir pressure.
Spring brake push pull valve should pop
out between 35 & 45 PSI.
Tractor protection valve should close
between 45 PSI and 20 PSI and trailer
supply hose should be exhausted
Trailer brakes should apply after tractor
protection closes
Close drain cocks, recharge system and
drain rear axle reservoir to 0 PSI.
Front axle reservoir should not lose
pressure
On combination vehicles the trailer air
system should remain charged
With no air pressure in the rear axle reser-
voir, make a brake application.
Front axle brakes should apply and
release
On combination vehicles the trailer
brakes should also apply and release
If the vehicle is equipped with an
inverting relay spring brake control
valve, the rear axle brakes should also
apply and release
Check List 5
If the vehicle fails to pass the tests outlined, then check
the following components for leakage and proper operation:
Fittings
Kinked hose tubing
Single check valve
Double check valve
Tractor protection valve
Tractor protection control valve
Parking control valve
Relay valves (antilock modulators)
Trailer spring brake control valve
Inverting relay spring brake control valve (optional)
straight trucks and buses.
RETEST TO CHECK OUT ALL ITEMS
REPAIRED OR REPLACED
56
NOTES
57
DESCRIPTION AND OPERATION Tu Flo type compressors have automatic type inlet
GENERAL valves. Their unloading mechanisms are located in the
The function of the air compressor is to build up and cylinder block and they have no external moving parts.
maintain the air pressure required to operate air powered Both air and water cooled type compressors are available.
devices in air brake or air auxiliary systems. Various mounting and drive adaptations are used as
required by different vehicle engine designs (Fig. 4).
DESCRIPTION
Tu Flo Type 400, 500, and 1000 Compressors are single
stage, reciprocating piston type compressors. Tu Flo 400
(Fig. 1) and 500 (Fig. 2.) compressors have two cylinders
while the Tu Flo 1000 (Fig. 3) is a V-type design having
four cylinders. The rated capacity of all Bendix-
Westinghouse compressors is their piston displacement in
cubic feet per minute when operating at 1250 RPM. The
rated capacity of the Tu Flo 400 compressor is 71/4 cubic
feet per minute. The Tu Flo 500 is rated at 12 cubic feet per
minute and the Tu Flo 1000 has a rating of 24 cubic feet
per minute.
EXTERIOR FIG. 1 - TU-FLO 400 SECTIONAL

FIG. 4 - VARIOUS COMPRESSOR MOUNTINGS
Compressors are either engine or self-lubricated. The

majority used are the engine lubricated types (Fig. 5)
which obtain the oil necessary to lubricate their moving
parts from the engines on which they are mounted. To meet
the requirements of some manufacturers and for field
installations, self-lubricated types (Fig. 6) are available.
They are compressors having a self-contained oil supply
and pumping system.
1
OPERATION
GENERAL
All compressors run continuously while the engine is
running but actual compression of air is controlled by a
governor which stops or starts the compression of air by
loading or unloading the compressor in conjunction with
its unloading mechanism. This is done when the air pres-
FIGURE 5 – FIGURE 6 – sure in the system reaches the desired maximum or mini-
ENGINE LUBRICATED TYPE SELF LUBRICATED TYPE
mum pressures.
The method of lubricating the moving parts of the com-
pressor is the same in either type. Oil is forced through the
oil passage in the crankshaft and out around each connect-
ing rod journal. The turning motion of the crankshaft
throws the oil that is forced out at the journals, against the
cylinder bores and crankcase walls, lubricating the bores
and crankshaft bearings.
The wrist pins and wrist pin bushings are lubricated in
two ways depending upon the type connecting rods used
(Fig. 7). If forged steel rods are used, the oil is forced from
the crankshaft through a drilled passage in the rod to the
wrist pins and bushings. The other type connecting rod
which is currently being used is the aluminum die cast
type. The die cast type rod is not drilled between the crank-
shaft journal and wrist pin connections, but is drilled at the
top of the rod. The wrist pins and bushings are lubricated
by oil dripping from a drip-boss on the piston into a “catch- FIGURE 9 –
funnel” at the top of the rod and through the drilled passage
to the bushings and pins. INTAKE AND COMPRESSION (Loaded)
During the down stroke of the piston, a slight vacuum
created above the piston causes the inlet valve to move off
its seat. Atmospheric air is drawn in through the compres-
sor intake, by the open inlet valve, and on top of the piston
(Fig. 9) As the piston starts its upward stroke, the air that
was drawn in on the down stroke is being compressed.
Now, air pressure on top of the inlet valve plus the force of
its spring, returns the inlet valve to its seat. The piston con-
tinues the upward stroke and compresses the air suffi-
FIGURE 7 – ciently to overcome the discharge valve spring and unseat
PISTONS & CONNECTING RODS the discharge valve. The compressed air then flows by the
open discharge valve, into the discharge line and on to the
A name plate is attached to the crankcase of all com-
reservoirs (Fig. 10).
pressors. It shows the piece number, type and serial num-
ber (Fig. 8). A name plate with a black background denotes
a new compressor, whereas a name plate with a red back-
ground designates that the compressor is a factory recondi-
tioned unit. All compressors are identified by the piece
number which is the number to use when reference is made
to a particular compressor. The type and serial number is
supplementary information.
FIGURE 8 –
COMPRESSOR NAMEPLATE FIGURE 10 –
2
As the piston reaches the top of its stroke and starts EVERY 100 OPERATING HOURS
down, the discharge valve spring returns the discharge OR AFTER EACH 5,000 MILES
valve to its seat. This prevents the compressed air in the Depending on operating conditions and experience,
discharge line from returning to the cylinder bore as the service compressor air strainer. Remove and wash all
intake and compression cycle is repeated. parts. Strainer element should be cleaned or replaced. If
NON-COMPRESSION (Unloaded) the element is cleaned, it should be washed in gasoline,
When the air pressure in the reservoir reaches the high methyl alcohol, carbon tetrachloride, or soap and water.
pressure setting of the governor, the governor opens, The element should be saturated in clean engine oil then
allowing air to pass from the reservoir through the gover- squeezed dry before replacing it in the strainer.
nor and into the cavity beneath the unloader pistons. This Check compressor drive alignment belt tension and note
lifts the unloader pistons and plungers. The plungers move that all mounting bolts are securely fastened.
up and hold the inlet valves off their seats (Fig. 11).
EVERY 350 OPERATING HOURS
OR AFTER 10,000 MILES
If compressor is self-lubricated type, the oil should be
drained and the compressor crankcase flushed and refilled
with clean engine oil.
EVERY 1,000 OPERATING HOURS
OR AFTER EACH 35,000 MILES
Remove compressor discharge valve cap nuts and check
for presence of excessive carbon deposits. Also, check the
discharge line for carbon. If excessive carbon is found in
either check, the cylinder head or discharge line should be
cleaned or replaced.
If compressor is self-lubricated type, service crankcase
breather. Clean and wash breather in cleaning solvent.
EVERY 3,000 OPERATING HOURS
FIGURE 11 – OR AFTER EACH 100,000 MILES
Depending upon operating conditions and experience,
With the inlet valves held off their seats by the unloader
disassemble compressor, clean and inspect all parts thor-
pistons and plungers, air is merely pumped back and forth
oughly. Repair or replace all worn or damaged parts or
between the two cylinders. When air is used from the reser-
replace compressor with a factory reconditioned, repair-
voir and the pressure drops to low pressure setting of the
exchange unit.
governor, the governor closes and in doing so exhausts the
Important — Should it be necessary to drain the engine
air from beneath the unloader pistons, The unloader saddle
cooling system to prevent damage from freezing, water
spring forces the saddle, pistons and plungers down and
cooled compressors must be drained as both cylinder block
the inlet valves return to their seats. Compression is then
and cylinder head are water cooled. Use drain cock or
resumed.
remove head and/or block pipe plugs.
If the compressor is a self-lubricated type, its oil level SERVICE CHECKS
should be checked at the same time the engine oil level is INSPECTION
checked. The oil level should be kept between the bottom It is of the utmost importance that the compressor is tak-
of the dip-stick threads and the bottom of the dipstick (Fig. ing in clean air. The air strainer must be properly installed
12.) The oil should be changed often enough to keep it and kept clean. If the compressor intake is connected to the
non-abrasive and non-corrosive. engine air cleaner, supercharger, etc., these connections
must be properly installed and maintained.
Check compressor mountings to be sure they are secure.
Check drive for proper alignment, belt tension, etc.
If compressor is engine-lubricated type, inspect oil sup-
ply and return lines. Be sure these lines are properly
installed and that the compressor is getting the proper sup-
ply of oil, and just as important, that the oil is returning to
the engine properly.
Check water lines to and from compressor if a water-
cooled type.
If the compressor is air-cooled, check to be sure the
FIGURE 12 – engine fan blast is flowing by the compressor unrestricted.
OIL LEVEL-SELF LUBRICATED COMPRESSOR Check unloader mechanism for operation.
3
OPERATING TESTS SELF-LUBRICATED TYPES
Due to the many different types of air brake systems Fill compressor crankcase with clean engine oil before
found on the many different types of vehicles, it is impos- operating compressor. Refer to “Tabulated Data” Section
sible to set up any specific series of tests to determine the for proper amount.
serviceability of the compressor on a vehicle. Familiariza- ALL TYPES
tion with the vehicle and its air system is the best judge. If Inspect pulley or gear and associated parts for wear or
the compressor fails to maintain adequate air pressure in damage. They must be a neat fit on compressor crankshaft.
the air brake system of the vehicle, it usually denotes loss Replace pulley or gear if worn or damaged.
of efficiency because of wear, provided leakage in the air Install pulley or gear on compressor crankshaft making
system is not excessive. Oil passing is another sign of sure it properly contacts the shaft and does not ride the key.
excessive wear. Tighten crankshaft nut securely and install cotter pin.
AIR LEAKAGE TESTS Be sure the air cleaner is clean and properly installed. If
Leakage past the discharge valves can be detected by the compressor intake is connected to either the engine air
removing the discharge line, applying shop air back cleaner or supercharger, these connections must be tight
through the discharge port and listening for escaping air. with no leakage.
Also the discharge valves and the unloader pistons can be Clean or replace any damaged or dirty air or water lines
checked for leakage by building up the air system until the which may be corroded, before connecting them to the
governor cuts out, then stopping the engine. With the compressor. Use a new discharge fitting gasket.
engine stopped, carefully listen for escaping air at the Align compressor drive and adjust proper belt tension.
intake. To pin-point leakage if noted, squirt soapy water Tighten mounting bolts securely and evenly.
around the unloader pistons. If there is no noticeable leak- After installation run compressor and check for air, oil,
age at the unloader pistons, the discharge valves may be or water leaks at compressor connections. Also check for
leaking. noisy operation.
If the compressor does not function as described above, DISASSEMBLY
or leakage is excessive, it is recommended that it be Clean compressor exterior of road dirt and grease using
returned to the nearest Bendix-Westinghouse authorized a good cleaning solvent.
distributor for a factory rebuilt compressor under the Before compressor is completely disassembled the fol-
repair exchange plan. If this is not possible, the compres- lowing items should be marked to show their relationship
sor can be repaired with genuine Bendix-Westinghouse when the compressor is assembled:
parts in which case the following information should The cylinder block in relation to crankcase.
prove helpful. End covers’ relation to crankcase.
Position of crankshaft in relation to crankcase.
REMOVING AND INSTALLING The cylinder head’s relation to the block.
REMOVING If a self-lubricated type, the relation of oil filter fitting to
These instructions are general and in some cases addi- base plate.
tional precautions must be taken.
Drain air brake system.
If water cooled type compressor, drain engine cooling
system, compressor cylinder head and block.
Disconnect all air lines, water and oil lines to and from
compressor.
Remove compressor mounting bolts and compressor
from engine.
Use a gear-puller to remove the gear or pulley from com-
pressor crankshaft.
INSTALLATION
ENGINE LUBRICATED TYPES
Clean oil supply line. Before connecting this line to the
compressor run the engine briefly to be sure oil is flowing
freely through the supply line.
FIGURE 13 –
Clean the oil return line or return passages through the CYLINDER HEAD EXPLODED VIEW
brackets; these passages must be unrestricted so oil can
return to the engine. CYLINDER HEAD (Fig. 13)
Prelubricate compressor cylinder walls and bearings Remove cap screws and lift off cylinder head. It may
with clean engine oil before assembling compressor. have to be tapped with a rawhide hammer to break gasket
Always use a new mounting gasket and be sure oil hole joint.
in gasket and compressor is properly aligned with oil sup- Remove inlet valve springs from head and inlet valves
ply line. from their guides in the block.
4
Scrape off cylinder head gasket from cylinder head and ROD ASSEMBLIES (Fig. 15)
block. Straighten prongs of connecting rod bolt lock washers
Remove discharge valve cap nuts and lift out discharge and remove bolts, lock washers and bearing caps.
valve springs and valves. Push piston with connecting rods attached out the top of
The discharge valve seats can be removed, but it is not the cylinder block.
necessary unless they are badly worn or nicked. Replace bearing caps on their respective conn rods.
Remove piston rings from pistons.
If pistons are to be removed from connecting rods,
remove wrist pin lock wires and press wrist pins from pis-
tons and connecting rods.
Remove cap screws securing end cover at drive end of
crankshaft.
FIGURE 14 – FIGURE 16 –
BASE PLATE SELF LUBRICATED TYPE COMPRESSOR CRANKCASE - TU-FLO 400 & 500
REMOVING AND DISASSEMBLING BASE PLATE-

SELF-LUBRICATED TYPE COMPRESSORS (Fig. 14)
Remove screws that hold base plate. Remove base plate.
Remove oil relief valve set screw, then oil relief valve.
Remove oil strainer retaining ring and lift out oil
strainer.
Unless it is necessary, the oil pump piston bushing
should not be removed. If necessary remove the bushing
set screw, then bushing and shim. FIGURE 16
A CRANKCASE – TU-FLO 1000
OIL PUMP ROD AND PISTON- CRANKCASE (Figs. 16 and 16A)
SELF-LUBRICATED TYPE Remove end cover with oil seal, remove end cover gas-
Remove cotter pin from oil rod cap nuts, remove nuts, ket. Replace oil seal after cleaning end cover.
oil pump piston rod and cap. Remove cap screws that hold opposite end cover to
crankcase; remove end cover and its gasket. Some com-
pressors have crankcases that have a shoulder for position-
ing the crankshaft. In these cases the crankshaft must be
removed through one particular end.
Press the crankshaft and ball bearings from the
crankcase then press ball bearings from crankshaft.
BLOCK (Fig. 15)
If compressor is fitted with an air strainer, inlet elbow or
governor, remove same.
Remove cap screws securing cylinder block to
crankcase; separate crankcase and cylinder block and
scrape off gasket.
Remove unloader spring, spring saddle and spring seat
from cylinder block.
Remove unloader guides and plungers and with the use
of shop air blow unloader pistons out of cylinder block
unloader piston bores.
Remove inlet valve guides; inlet valve seats can be
removed but only if they are worn or damaged and are
FIGURE 15 – being replaced. Unloader bore bushings should be
CYLINDER BLOCKS EXPLODED VIEW inspected but not removed unless they are damaged.
5
CLEANING AND INSPECTION clearance at the gap when placed in the end bore of the
crankshaft. If the oil ring is worn thin or is damaged, it
OF PARTS should be replaced. Inspect oil ring groove in end cover; if
CLEANING groove is worn excessively replace end cover or machine
All parts should be cleaned thoroughly in a good clean-
groove for next oversize oil seal ring.
ing solvent before inspection.
CRANKCASE BEARING BORES
CYLINDER HEAD ASSEMBLY With cylinder block installed on crankcase, check fit of
Remove all carbon deposits from discharge cavities and ball bearings in bearing bores. They must be a tight press
all rust and scale from cooling cavities of cylinder head fit. The crankcase should be replaced if bores are worn
body. Scrape all foreign matter from body surfaces and use or damaged.
air pressure to blow dirt particles from all cavities. CYLINDER BLOCK
Discharge valves can be dressed by lapping them on a Check for cracks or broken lugs on cylinder block. Also
piece of fine crocus cloth on a flat surface, provided they check unloader bore bushings to be sure they are not worn,
are not excessively worn. rusted or damaged. If these bushings are to be replaced
CYLINDER BLOCK they can be removed by running a 1/8" pipe thread tap inside
Clean carbon and dirt from inlet and unloader passages. the bushing, then inserting a 1/8" pipe threaded rod and
Use air pressure to blow carbon and dirt deposits from pulling the bushing straight up and out. Do not use an easy-
unloader passages. out for removing these bushings.
Inlet valves, as in the case of discharge valves, not worn INLET VALVES AND SEATS
excessively can be cleaned by lapping them on a piece of If inlet valves are grooved or worn where they contact
fine crocus cloth on a flat surface. the seat, they should be replaced. If the inlet valve seats are
OIL PASSAGE worn or damaged so they cannot be reclaimed by facing,
Clean thoroughly all oil passages through crankshaft, they should be replaced.
connecting rods, crankcase, end covers and base plate. If CYLINDER BORES
necessary inspect passages with a wire and blow foreign Cylinder bores which are scored or out of round by more
matter out with air pressure. than 0.002" or tapered more than 0.003" should be rebored
or honed oversize. Oversize pistons are available in 0.010,
AIR STRAINER
0.020, and 0.030 oversizes.
Thoroughly clean strainer element, then saturate it in
Cylinder bores must be smooth, straight, and round.
clean oil and squeeze out excess oil before replacing it in
Clearance between cast iron pistons and cylinder bores
air strainer.
should be between 0.002" minimum and 0.004" maximum
CRANKCASE - SELF-LUBRICATED TYPE (Fig. 17). Aluminum pistons are cam ground.
The breather should be thoroughly washed and cleaned.
The oil pump check valve in the base should be removed
and replaced. It is important when the oil pump check
valve is replaced that it be installed correctly with the ball
stop pin end pressed in first. When installed the ball and its
seat should be visible from the crankcase base.
INSPECTION OF PARTS
CYLINDER HEAD BODY
Inspect cylinder head body for cracks or damage.
WATER-COOLED TYPE
Use air pressure to test water jackets of cylinder head
and block for leakage. Replace unit if leakage is found.
DISCHARGE VALVES AND SEATS
If discharge valves are worn and grooved where they
contact the seats, they should be replaced. If the discharge
valve seats are worn excessively so that there is no longer
enough metal left to reclaim them by lapping, the seats FIGURE 17 –
should be replaced. MEASURING CYLINDER BORES
DISCHARGE VALVE SPRING AND CAP NUTS
Replace all used discharge valve springs and cap nuts.
CRANKCASE AND END COVERS PISTONS
Check for cracks or broken lugs in crankcase and end Check pistons for scores, cracks or enlarged ring
covers. Also check their oil passages to make sure they are grooves; replace pistons if any of these conditions are
open and clean. found. Measure each piston with a micrometer in relation
If an oil seal ring is used in the end cover, check fit of to the cylinder bore diameter to be sure the clearance is
ring in ring groove. There should be 0.008" to 0.015" between 0.002" minimum and 0.004" maximum.
6
WRIST PINS CONNECTING ROD BEARINGS
Check fit of wrist pins on pistons and connecting rod Check connecting rod bearings on crankshaft journals
bushings. Wrist pin should be a light press fit in pistons. for proper fit. Used bearing inserts should be replaced.
If wrist pin is loose fit, the pin, piston, or both should Connecting rod caps are not interchangeable. The locking
be replaced. Check fit of wrist pin in connecting rod slots of the connecting rod and cap should be positioned
bushing by rocking the piston. This clearance should not adjacent to each other.
exceed 0.0015". Replace wrist pin bushings if excessive Clearance between the connecting rod journal and the
clearance is found. Wrist pin bushings should be reamed connecting rod bearing must not be less than 0.0003" or
after being pressed into connecting rods. Replace used more than 0.0021" after rebuilding.
wrist pin lock wires. MAIN BEARINGS
Check for wear or flat spots; if found, bearings should be
replaced. If type with sleeve bearing, this bearing should
be checked for scores and wear and replaced if necssary.
UNLOADER MECHANISM
Used unloader mechanism should be replaced by
unloader kits 265014 for Type Tu Flo 400 compressors and
265015 for Types Tu Flo 500 and 1000 compressors. The
Tu Flo 1000 compressor requires two kits per compressor.
The new unloader pistons should be a loose sliding fit in
the unloader piston bores of the cylinder block.
PARTS SPECIAL TO
SELF-LUBRICATED TYPE
COMPRESSORS
OIL PUMP SCREEN
Check oil pump screen to be sure it is clean and not dam-
aged; replace if damaged.
OIL PUMP PISTON AND BUSHING
Check fit of oil pump piston in base plate pump bushing.
It must be a medium sliding fit. If excessive clearance is
found the oil rod and/or bushing must be replaced.
OIL PUMP RELIEF VALVE
If the oil pump relief valve is defective, it should be
replaced.
OIL PUMP CHECK VALVE
The check valve should be replaced. It can be checked
by applying air pressure back through the pin stop end and
noting that ball check seals on its seat.
FIGURE 18 –
PISTON RING POSITIONS – REPAIRS
GAPS AND GROOVE CLEARANCE DISCHARGE VALVES AND SEATS
PISTON RINGS If discharge valve seats merely show signs of slight
Check fit of piston rings in piston ring grooves. Check wear, they can be dressed by using a lapping stone, grind-
ring gap with rings installed in cylinder bores. Refer to Fig. ing compound and grinding tool. Install new discharge
18 for correct gap and groove clearance. valves, valve springs, and cap nuts. The discharge valve
CRANKSHAFT travel should be between .036 " - .058" for the Type Tu Flo
Check crankshaft screw threads, keyways, tapered ends 400, and .056" - .070" for the Tu Flo 500 and 1000.
and all machined and ground surfaces for wear, scores, or To test for leakage by the discharge valves apply about
damage. Crankshaft journals which are out of round more 100 pounds of air pressure through the cylinder head dis-
than 0.001" must be reground. Bearing inserts are available charge port and apply soap suds at the discharge valves
in 0.010", 0.020", and 0.030" undersizes for reground and seats. Leakage in the forming of soap bubbles is per-
crankshafts. Main bearing journals must be maintained so missible.
bearings are snug fit. The oil seal ring groove or grooves in If excessive leakage is found, leave the air pressure
crankshafts fitted with oil seal rings must not be worn. The applied, and with the use of a fibre or hardwood dowel and
ring groove walls must have a good finish and they must be hammer, tap the discharge valves off their seats several
square. Check to be sure the oil passages are open and times. This will help the valves to seat and should reduce
clean through the crankshaft. any leakage.
7
With the air pressure still applied at the discharge port of Install piston rings in correct location with ring pipmarks
the cylinder head, check for leakage at the discharge valve up (Fig. 18). Stagger the position of the ring gaps.
cap nuts. No leakage is permissible. Prelubricate piston, piston rings, wrist pin and connect-
INLET VALVES AND SEATS ing rod bearings with clean engine oil before installing
If inlet valve seats show sign of slight nicks or scratches, them in the compressor.
they can be redressed with a fine piece of emery cloth or by Remove connecting bolts and bearing cap from one con-
lapping with a lapping stone, grinding compound and necting rod. Turn crankshaft so one of its connecting rod
grinding tool. If the seats are excessively damaged to the journals is in the downward, center position. Insert the
extent that they cannot be reclaimed, they should be connecting rod with piston through the top of the cylinder
replaced. The dimension from the top of the cylinder block whose journal is down. Position and attach the bearing cap
to the inlet valve seat should not exceed 0.145" nor be less to the connecting rod making sure the bolt lock washers are
than 0.101". properly positioned on the cap. Tighten connecting rod
Slightly worn or scratched inlet valves can be reclaimed bolts evenly and bend the two new lock washer prongs up
by lapping them on a piece of fine crocus cloth on a flat against the hex head of the bolt. Install the other connect-
surface, but it is suggested that new inlet valves be ing rod and piston in the same manner.
installed.
ASSEMBLY
INSTALLING CYLINDER BLOCK
Position cylinder block gasket and block on crankcase
according to markings made prior to disassembly. Using
cap screws with lockwashers, secure cylinder block to
crankcase.
INSTALLING CRANKSHAFT
If the crankshaft is fitted with oil seal rings, install rings.
Position ball bearings and crankshaft in crankcase making
sure the drive end of the crankshaft is positioned as marked FIGURE 19 –
before disassembly. UNLOADER MECHANISM
If one end of the crankcase is counterbored for holding a UNLOADER MECHANISM (Fig. 19)
bearing, be sure the crankshaft is installed through the cor- The unloader pistons and their bores must be lubricated
rect end of the crankcase. with special lubricant piece number 239379 (dimethyl
Carefully press crankshaft and bearings into crankcase polysiloxane) prior to installation. If new unloader kits are
using arbor press. being installed, the pistons in the kit are already lubricated.
Position a new rear end cover gasket over the rear end of Install the unloader pistons in their bores with caution
the crankcase making sure the oil hole in the gasket lines against cutting the grommets or distorting the back-up
up with the oil hole in the crankcase. Position end cover rings. Position unloader plungers in their guides and slip
with oil seal ring, if used, installed over crankcase and end them in and over the tops of the pistons.
cover gasket. The end cover should be positioned correctly Install the unloader spring seat in the cylinder block; a
in relation to the oil holes in the gasket and crankcase. small hole is drilled in the block for this purpose. Position
Secure end cover to crankcase with cap screws and lock the saddle between unloader piston guides so its forks are
washers. centered on the guides. Install the unloader spring making
If the opposite end cover requires an oil seal which was sure it seats over the spring seats both in the block and on
removed on disassembly, a new seal should be pressed into the saddle.
end cover. Position new end cover gasket and carefully Install inlet valve seats if they have been previously
install end cover over crankshaft and to crankcase avoiding removed. Position and install inlet valve guides, then drop
damage to the seal. Secure end cover with cap screw and inlet valves in their guides. There should be a loose sliding
lock washers. fit between guides and valves.
PISTONS AND CONNECTING RODS CYLINDER HEAD ASSEMBLY
If new wrist pin bushings are to be used, they should be If previously removed the discharge valve seats should
pressed into the connecting rods so that the oil hole in the be installed. Drop discharge valves into their seats. Install
bushing lines up with the one in the rod. The new bushings discharge valve springs and cap nuts.
should then be reamed or honed to provide between Stick the inlet valve springs in the cylinder head. Use a
0.0001" and 0.0006" clearance on the wrist pin. Position small quantity of grease to hold them in place, just enough
connecting rod in piston and press in wrist pin so that grease to keep the springs from falling out. Place cylinder
lockwire hole in the pin aligns with that of the piston. head gasket on cylinder block. Carefully align cylinder
Install new lockwire through piston and wrist pin and lock head assembly on block and install cap screws with lock
same by snapping short end into lockwire hole at the bot- washers. Tighten securely and evenly cap screw that holds
tom of the piston (Fig. 7). cylinder head to block.
8
BASE PLATE- are not compulsory if the unit has been carefully rebuilt by
SELF-LUBRICATED TYPE COMPRESSORS an experienced person.
Install oil pump piston and rod on crankshaft. A compressor efficiency or build-up test can be run
Oil rod bearing fit must be the same as specified for con- which is not too difficult. Before the test the crankcase of a
necting rod bearings. Install oil rod cap nuts and cutter pins self-lubricated type compressor should be properly filled
to lock oil rod nuts. with lubricating oil. An engine lubricated compressor must
Install oil pump relief valve in base plate. The relief be connected to an oil supply line of at least 15 pounds
valve can be tested at this stage by applying air pressure to pressure during the test and an oil return line must be
the relief valve. The valve should open when the pressure installed to keep the crankcase drained. The compressor
is between 14 psi minimum and 24 psi maximum. When (when tested) should be tested without a strainer.
the relief valve is properly installed in the base plate, To the discharge port of the compressor connect a reser-
install set screw that locks it in place. voir or reservoirs whose volume plus the volume of the
Place oil pump screen in base and install retaining ring connecting line equals 1300 cubic inches. Run the com-
making sure it snaps in place and secures the screw. pressor between 1700 and 1750 RPM. Elapsed time that
Install oil filter fitting on base plate in its proper place. the compressor takes to build up from 0 to 100 psi depends
Install blanking cover on opposite oil filter fitting hole in on the type compressor as follows:
plate. Build-Up Time
Install a new oil seal gasket around oil pump-check Type Compressor 0 to 100 PSI
valve and position a new base plate gasket on the Tu Flo 400 47 Seconds Maximum
crankcase. Position base plate assembly on crankcase, Tu Flo 500 30 Seconds Maximum
making sure oil pump piston engages the oil pump bushing Tu Flo 1000 15 Seconds Maximum
in the base plate. Install and tighten base plate screws. During the above test the compressor should be checked
for oil leakage and noisy operation.
TROUBLE SHOOTING
COMPRESSOR FAILS TO MAINTAIN
SUFFICIENT PRESSURE IN THE AIR SYSTEM
AND PROBABLE CAUSES
Dirty intake strainer.
Restriction in compressor cylinder head intake or dis-
charge cavities or in discharge line.
Leaking or broken discharge valves.
Excessive wear.
Drive belt slipping.
Inlet valves stuck open.
FIGURE 20 –
AIR STRAINER EXPLODED VIEW Worn inlet valves.
AIR STRAINER Excessive system leakage or usage.
If the compressor is type with air strainer, assemble NOISY OPERATION
strainer (Fig. 20). Install a new strainer gasket, then Loose drive pulley.
strainer on cylinder block. Restrictions in cylinder head or discharge line.
GOVERNOR Worn or burned out bearings.
If compressor is type with pad mounted governor, install Worn drive coupling.
Compressor not getting proper lubrication.
a new or factory rebuilt governor using a new governor
Excessive wear.
gasket.
INSPECTION OF REBUILT UNIT COMPRESSOR PASSES EXCESSIVE OIL
Excessive wear.
Check to be sure that covers, plugs or masking tape are
Dirty air strainer. (Improper air strainer maintenance.)
used to protect all ports if compressor is not to be installed
High inlet vacuum.
immediately. Small oil return line.
Fit the end of all crankshafts with keys, nuts and cotter Excessive oil pressure.
pins as required and then protect the ends against damage Oil supply or return lines to compressor flooded.
by wrapping with masking or friction tape. Defective or worn oil seal rings in end cover.
The open bottom of engine lubricated compressors Piston rings not properly installed.
should be protected against the entrance of dirt during Back pressure from engine crankcase.
handling or storage, by installing a temporary cover over COMPRESSOR NOT UNLOADING
base. Defective unloader pistons or bores.
TESTING REBUILT COMPRESSOR Intake cavity restrictions.
In order to properly test a compressor under operating Defective governor.
conditions, a test rack for correct mounting, cooling, lubri- Unloader line or cavity to governor restricted.
cating and driving the compressor is necessary. Such tests Unloader mechanism binding or stuck.
9
TABULATED DATA
Tu Flo Tu Flo Tu Flo
400 500 1000
Number Cylinders 2 2 4
Bore Size 2-1/16" 21/2" 21/2"
Stroke 11/2" 1-11/16" 1-11/16"
Piston Displacement 71/4 12 24
at 1250 RPM cu. ft. cu. ft. cu. ft.
Piston Displacement Per 10 16.5 33
Revolution at 1250 RPM cu. in. cu. in. cu. in.
Maximum Recommended
Speed (RPM) 3000 3000 3000
Minimum Cooling Water
Flow for Water-
Cooled Compressors 2.5 2.5 2.5
at Maximum Speed gal./min. gal./min. gal./min.
Minimum Cooling Air
Flow for Air-Cooled
Compressors 250 500 1500
at Maximum Speed cfm cfm cfm
Horsepower Required
at 1250 RPM
Against 100 PSI 1.2 2.3 3.2
Minimum Oil Pressure
Required at Engine
Idling Speed 5 PSI 5 PSI 5 PSI
Minimum Oil Pressure
Required at Maximum
Engine Governed
Speed 15 PSI 15 PSI 15 PSI
Oil Capacity
(Self-Lubricated 53 qt. 53 qt. 95 qt.
Type) (500 cc) (500 cc) (900 cc)
10
Chapter IV
OPERATION AND MAINTENANCE

TYPES D and D-2 GOVERNORS
FIG. 1 TYPICAL PIPING DIAGRAM
DESCRIPTION AND OPERATION

GENERAL
The governor, operating in conjunction with the compressor
unloading mechanism, automatically controls the air pressure in the
air brake or air supply system between the desired, predetermined
maximum and minimum pressures. The compressor runs continually
while the engine runs, but the actual compression of air is controlled
by the governor which stops or starts compression when the maxi-
mum or minimum reservoir pressures are reached.
TYPE D GOVERNOR
In design, the Type D Governor uses a diaphragm upon which air
pressure acts to overcome a pressure setting spring and in turn con-
trol an inlet and exhaust valve which either admits or exhausts air to
or from the compressor unloading mechanism.
Type D Governors are mounted either remote, away from the
compressor, or attached to the compressor. Governors are in service
which are designed strictly for remote mounting or for compressor
mounting. There is also a universal mount type in use that can be
adapted to either type mounting.
Three D governor ports are used. One is a reservoir connecting
port, another is connected to the compressor unloading mechanism,
and the third is the exhaust port.
FIG: 2 TYPE “D” GOVERNOR
1
D-2 GOVERNOR As reservoir air pressure is used and drops to the cut-in pressure of
The D-2 Governor differs in design from the Type D in that it has the governor, the pressure setting spring retracts the diaphragm and
a piston upon which air pressure acts to overcome the pressure set- stem assembly. The inlet valve spring closes the inlet valve and the
ting spring and control the inlet and exhaust valve to either admit or exhaust stem spring moves the exhaust stem away from the exhaust
exhaust air to or from the compressor unloading mechanism. valve. The air in the compressor unloading mechanism will escape
Type D-2 Governors can be attached to the compressor or through the exhaust port of the governor. The compression of air is
mounted remotely. They are adaptable to either mounting. resumed until the reservoir pressure again rises to the cut-out setting
Connections in the system are to the reservoir and the compressor of the governor.
unloading ports. They also have an exhaust port.
FIGURE 4 -
SECTIONAL VIEW OF TYPE “D” GOVERNOR
FIGURE 3 - D-2 GOVERNOR

EXTERIOR VIEW OF D-2 GOVERNOR Reservoir air pressure enters the D-2 Governor at one of its reser-
voir ports and acts on the area of the piston and on the top of the inlet
and exhaust valve. As the air pressure builds up, the piston moves
OPERATION against the resistance of the pressure-setting spring. When the reser-
voir air pressure reaches the cut-out setting of the governor the piston
TYPE D GOVERNOR
and inlet and exhaust valve move up. The exhaust stem seats on the
Reservoir air pressure enters the governor at the port marked inlet and exhaust valve and the inlet passage opens. Reservoir air
“Res” and is present below the diaphragm and on top of the inlet pressure then flows by the open inlet valve through the drilled pas-
valve. As air pressure builds up beneath the diaphragm, the sage in the piston and out the unloader port to the compressor
diaphragm and stem assembly move against the resistance of the unloading mechanism. The air, besides flowing to the compressor
pressure setting spring. When the air pressure beneath the diaphragm unloading mechanism, also flows around the piston and acts on the
overcomes the pressure setting spring, the diaphragm and stem additional area of the piston. This additive force which results from
moves the exhaust stem up against the exhaust valve, closing the the larger area on the piston assures a positive action and fully opens
exhaust passage. At the same time the inlet valve moves off its seat. the inlet valve.
With the inlet valve off its seat, reservoir air flows out the unloader As the system reservoir air pressure drops to the cut-in setting of
port to the compressor unloading mechanism and cuts out the com- the governor, the force exerted by the air pressure on the piston will
pressor. be reduced so that the pressure setting spring will move the piston
When the inlet valve is opened, air also flows into the cavity down. The inlet valve will close and the exhaust will open. With the
around the pressure setting spring and acts on the area of the stem. exhaust open the air at the compressor unloader pistons will escape
This additional force on the stem assures a positive action and fully back through the piston, on through the exhaust stem and out the
opens the inlet valve. exhaust port.
2
With engine still running make a series of slight valve applica-
tions to reduce the air pressure and operate at what pressure the
governor cuts in the compressor. Like in the case of the cut-out
pressure, the cut-in pressure should be in accordance with the gov-
ernor piece number. Common cut-in pressures vary between 80 and
110 psi.
Never condemn or adjust the governor pressure settings unless
they are checked with an accurate test gauge or dash gauge that is
registering accurately.
If the pressure settings are inaccurate, or it is necessary that they
be changed, the procedure in adjustments differs between the two
types of governors.
Pressure settings of the Type D may be adjusted by removing the
cap nut on the spring cage and turning the adjusting nut. To raise the
pressure settings the adjusting nut is turned clockwise, and counter-
clockwise to lower the setting.
To change the pressure settings of the Type D-2, first screw off
the cover at the top of the governor. Next, loosen the adjusting
screw locknut. Using a screw-driver, the adjusting screw is turned
counter-clockwise to raise the pressure settings and the screw is
turned clockwise to lower the settings. After adjustment is com-
pleted, the adjusting screw locknut should be tightened to lock the
adjustment.
LEAKAGE TESTS
Both types of governors are checked in the same way. With the
governor in the “cut-out” position check the exhaust port by applying
soap suds to determine leakage on the exhaust valve.
With the governor in the “cut-in” position check for leakage at the
inlet valve by applying soap suds at the exhaust port.
For a Type D Governor in either of the above checks the leakage
could also be by the diaphragm.
FIGURE 5 - For a Type D-2 Governor in the cut-out position leakage could be
CROSS-SECTIONAL VIEW OF D-2 GOVERNOR at the upper piston grommet. In the cut-in position the leakage could
be at the bottom piston grommet.
Coat the entire D type governor exterior with soap suds to detect
PREVENTIVE MAINTENANCE diaphragm, gasket, and cap screw leakage.
If the governor does not function as described, or leakage is exces-
EVERY 500 OPERATING HOURS sive, it is recommended that it be returned to the nearest Bendix-
OR AFTER 15,000 MILES Westinghouse authorized distributor for a factory rebuilt governor
under the repair-exchange plan. If this is not possible, the governor
Clean filters of both types of governors.
can be repaired with genuine Bendix-Westinghouse parts, in which
The filters in the D Type Governor should be removed and washed
case the following should be helpful:
thoroughly in a good cleaning solvent.
Filters in the D-2 Type should be cleaned without removing them
from the body. If these filters are removed they should be replaced. REMOVING AND INSTALLING
EVERY 3,000 OPERATING HOURS REMOVING
OR AFTER 100,000 MILES Block and hold vehicle by a means other than air brakes.
Disassemble both type governors and clean all parts. Drain air brake system.
If governor is compressor mounted type, disconnect the reservoir
air line; if remote mounted governor disconnect both the unloader
SERVICE CHECKS and reservoir air lines.
OPERATING TEST Remove governor mounting bolts, then governor.
Start the vehicle engine and build up air pressure in the air brake INSTALLING
system and check the pressure registered by the dash gauge at the
Whenever possible the governor should be mounted on its exhaust
time the governor cuts out and stops the compression of air by the
port points down. It should be mounted higher than the compressor
compressor. The cut-out pressure should be in accordance with the
when remotely mounted so its connecting lines drain away from the
piece number of the governor. The more common cut-out pressures
governor.
vary between 105 and 130 psi.
3
FIGURE 6 -
EXPLODED VIEW OF TYPE “D” GOVERNOR
4
compressor mounted type governor clean mounting pads on both
the governor and compressor block.
Clean connecting line or lines; also be sure compressor unloader
port is clear and clean.
Install governor. If compressor mounted type use a new governor
mounting gasket.
Connect air line or lines to governor.
Test governor as outlined under “Service Checks.”
DISASSEMBLY
GENERAL
Clean governor exterior of road dirt and grease using a good clean-
ing solvent and brush.
Inspect body for cracks or other damage. Any damaged parts
found on this inspection must be replaced.
TYPE D GOVERNOR
Remove strainer screw caps, screw cap sealing rings, rubber seat
washers and filters.
Unscrew valve body screw caps and its sealing ring.
Remove inlet valve spring, seat retaining spring, and inlet-exhaust
valve.
Carefully remove inlet valve seat with grommet, being sure not to
damage its seating surface. Remove shims found under valve seat.
Remove spring cage screw cap and sealing ring.
Remove adjusting nut from stem, then spring seat and pressure
setting spring.
Remove four cap screws and separate spring cage and valve body.
Remove diaphragm and item assembly from spring cage. Remove
stem nut and separate diaphragm followers and diaphragm from
stem. Remove stem grommet.
Remove exhaust stem and stem spring from body. With a small
hooked wire remove exhaust stem bore grommet.
TYPE D-2 GOVERNOR
Unscrew the top cover; with the use of a pair of retainer ring pliers
remove the spring assembly retaining ring.
Remove the adjusting screw and spring assembly.
Remove the lock nut and then the hex-shaped upper spring seat
from the adjusting screw.
Remove the pressure setting spring, spring seat, spring guide and
bottom spring seat from the adjusting screw.
Remove the exhaust stem and its spring from the top of the piston.
Tap body in inverted position. Piston assembly should fall out.
Remove the inlet and exhaust valve spring and valve from the
piston.
Remove the two piston grommets and with a hooked wire remove
the exhaust stem grommets.
Clean or remove the unloader and reservoir port strainers.
CLEANING AND INSPECTION

OF PARTS
GENERAL
Clean all parts in a good cleaning solvent.
Be particularly careful that all air passages in the body, exhaust
stem and the D-2 piston are not obstructed.
Repairs to governor parts are not recommended. New, genuine
Bendix-Westinghouse parts should be used. This is especially true of
FIG. 7 EXPLODED VIEW D-2 TYPE GOVERNOR
all rubber parts.
5
TYPE D-GOVERNOR Install inlet valve and inlet valve seat springs.
Inspect inlet and exhaust valves and their seats for grooves, nicks, Install body screw cap with seal grommet.
or other damage. Position pressure setting spring and spring seat on stem. Then
Check fit of exhaust stem in body bore. It should be a snug, slid- install adjusting nut.
ing fit. Install filters and rubber washer and hold in place by installing
Also check fit of diaphragm stem in body bore. It, too, should be a screw caps with seal grommets.
snug, sliding fit. Spring cage cap nut is installed when governor pressure settings
Inspect springs for cracks, distortion, or corrosion. are checked.
Inspect all parts for excessive wear or deterioration.
Replace or thoroughly wash filters.
TYPE D-2 GOVERNOR

Inspect inlet and exhaust valve seats for nicks or burrs.
Check fit of exhaust stem in piston to be sure it is a free-moving
fit.
Replace inlet and exhaust valve and piston grommets. Cover
should also be replaced if it does not seal at body.
Inspect springs for distortion, corrosion, or cracks.
Inspect all parts for excessive wear and replace where necessary.
ASSEMBLY
D-GOVERNOR
Prior to assembly grease the diaphragm stem, stem grommets and
stem bores in body and spring cage with Bendix-Westinghouse rec-
ommended lubricant, piece number 240176.
Carefully install the exhaust stem grommet in groove of body
bore.
Place exhaust stem spring over exhaust stem and press stem into
its bore. It should be a sliding fit. FIG. 8 CHECKING VALVE TRAVEL
Two versions of stem and adjusting nuts have been used in the
diaphragm and stem assembly of D type governors. One is a castel-
lated nut used with a cotter-pin on a drilled stem. The more recent D-2 GOVERNOR
revision uses a self-locking Esna-type nut on the stem. The method Prior to assembly lubricate the lower body bore, the top of the pis-
of assembling this diaphragm varies depending on the type nut used. ton and piston grooves, piston grommets, pressure setting spring
In assembly of the diaphragm and stem, place the lower follower, guide and adjusting screw with recommended Bendix-Westinghouse
diaphragm and upper follower on stem in that order with beyeled lubricant, piece number 240176.
sides of the follower facing diaphragm. If stem is type with castel- Install the exhaust stem grommet in its groove in the stem bore of
lated nut, screw on nut and torque between 10 and 15 inch pounds. the piston.
Install cotter pin. If stem uses self-locking nut, the nut should be Drop the inlet and exhaust valve into place at the bottom of the
tightened down until the diaphragm starts to cup. piston.
Install stem grommet in stem groove. Install the inlet valve spring with its narrow end against the valve.
Install diaphragm and stem in spring cage. Stem should be a slid- Press the spring down until the large coil end snaps into the groove
ing fit in its bore. inside the piston.
Assemble spring cage to body with four cap screws. Tighten Position the exhaust stem spring over the exhaust stem. Then care-
screws evenly and securely. fully press the stem into the stem bore of the piston.
Measure total valve travel (Fig. 8) by pulling stem assembly out as Install the piston in the body.
far as possible and setting dial indicator at zero when contacting Install the bottom spring seat, spring guide, pressure setting spring
exhaust valve stem. Push stem completely in. Read total exhaust seat, pressure setting spring, and the hex-shaped upper spring seat on
stem travel. This should be .060" – .093". the adjusting screw. Tighten the upper spring seat down until the
Replace same number of shims that were removed from beneath dimension from the top of the seat to the bottom of the stem head is
inlet valve seat on disassembly. Then carefully install inlet valve seat approximately 1 7⁄8" (Figure 9). Install the lock nut.
with grommet. Install inlet valve and measure its travel in the same Before placing the adjusting screw and spring assembly in the gov-
way as the exhaust travel was checked, only the dial indicator should ernor body, check to be sure the exhaust stem and its spring are in place.
be at zero on the end of the inlet valve. Inlet valve travel should be Install the adjusting screw and spring assembly retaining ring.
.030" – .040". Add or take away shims from below the inlet valve Screw the cover on top over the adjusting screw.
seat to maintain this travel. Install new filters in the reservoir and unloader ports.
6
FIG. 9 ADJUSTING SCREW MEASUREMENT
ADJUSTMENT AND TESTS

ADJUSTMENT
Mount governor on suitable test rack or on vehicle.
Adjustment of the cut-in and cut-out pressures varies depending
on type.
To adjust the type D governor leave the spring cage nut off. Build
up reservoir pressure from zero and note pressure at which air starts
to escape from spring cage. If this pressure is below the desired high
pressure setting, turn adjusting nut in a clockwise direction until the
leakage starts at the desired pressure. If on the initial buildup of pres-
sure the air starts to escape from the spring cage at a pressure higher
than the desired pressure setting, turn the adjusting nut counter-
clockwise to lower the pressure.
To adjust the D-2 Governor build up reservoir pressure and note at
what pressure the governor cuts out. If the cut-out pressure is below
the desired pressure, remove the cover, loosen the adjusting screw
nut and with a screw driver turn the adjusting screw counter-
clockwise until the governor cuts out at the desired pressure. If the
cut-out pressure is higher than desired the adjusting screw should be
turned clockwise to lower the pressure. After setting the cut-out pres-
sure it is important that the adjusting nut be tightened.
The range between the cut-in and cut-out pressure is a function of
the design of both the D or D-2 Governor.
TESTS
Perform Operating and Leakage Tests as outlined in Service
Checks.
7
Bendix-
Westinghouse
Automotive Air Instruction & Service Data
Brake Company
AIR GAUGES SD-4
FIGURE 1
DASH GAUGES
FIGURE 2
TEST GAUGES
FIGURE 3
DUPLEX TEST GAUGES
Air Gauges 2
DESCRIPTION
The air gauge senses air pressure, giving a reading in pounds per square inch (P.S.I.) of air pressure.
To state it more simply; the gauge tells how tightly the air is packed within a certain area. It should be remembered,
however, that an air gauge senses air pressure, but does not indicate the volume or amount of air under pressure
available.
The most familar gauge is the dash gauge shown in Fig. 1. The purpose of a dash gauge is to keep the driver
informed of the air pressure in the air brake system, and the gauge should be mounted where it can easily be seen by
the driver of the vehicle.
In a dual brake system where two, separate reservoirs supply two separate braking circuits, it is recommended two
gauges be used with each gauge sensing the circuit supply it is connected to.
While dash gauges are commercially accurate, they should not be used in place of test gauges for checking air brake
systems and system components.
Test gauges shown in Fig. 2 and 3 differ from dash gauges in that they are used solely for testing purposes, and are
of a higher quality and very accurate when properly adjusted and maintained.
Fig. 2 illustrates the single hand test gauge and the single lazy hand test gauge. The lazy hand remains at the highest
pressure recorded until it is reset to zero by turning the knurled nut in the center of the dial glass.
Fig. 3 illustrates the Duplex test gauge. This gauge has two separate inlets, each inlet pressure registered by one of
the hands. One hand is red, the other black, and is very useful when it is necessary to obtain readings from separate
sources at the same time.
INSTALLATION
Extreme care should be used when installing a gauge, both in respect to fastening it in place and attaching the air
lines to it. Strain, twist, or vibration may affect the accuracy of gauges. Wrench flats are provided in the gauges fit-
ting connection and should be employed so that the gauge case will not be subjected to strain when installing con-
necting lines.
ROUTINE INSPECTION, ADJUSTMENT AND REPAIRS
Periodically it is advisable to check the accuracy of any air gauge. The simplest method is to compare it with another
gauge (test gauge) known to be accurate.
Dash gauges may become inaccurate after being in service and may require replacing. It is recommended that a dash
gauge be replaced if it shows an error of more than plus or minum 5 PSI.
Dash gauges have sealed cases, and therefore are considered as non-serviceable. However, test gauges can in most
cases be recalibrated to offset slight registering errors. The adjusting screws on the face of the gauge are used for
recalibration.
Every air brake shop should have available an accurate master test gauge for use in checking air brake system pres-
sures and also for checking the accuracy of dash gauges on vehicles.
SD-4
REV. 9/16/70
Heavy Vehicle
Systems Group Service Data SD-04-1
(Formerly SD-5)
RESERVOIRS
check valve may serve to meet the legal requirement for a
check valve to protect the service brake system in case of
failure in the compressor, discharge lines or first reservoir
compartment.
TYPICAL SINGLE COMPARTMENT RESERVOIR All reservoirs should be drained daily. If an automatic drain
device is used, it should be checked periodically for pro-
DESCRIPTION per functioning. If an air dryer or aftercooler is used, the
The reservoir is a storage tank; its function is to provide a vol- reservoirs should be manually drained periodically to verify
ume of compressed air for braking which will be adequate in the proper function of the drying device. Reservoirs, which
relation to the volume used by the brake chambers and aux- have collected a considerable oily emulsion, should be
iliary devices and to provide a location in the system where drained by opening a drain cock and allow to drain until all
the air, heated by compression, may be cooled and the water drainage stops.
vapor condensed.
Bendix reservoirs are built in accordance with SAE Standard MAINTENANCE OF THE INTEGRAL CHECK VALVE
Air Brake Reservoir Test Code and Inspection Procedure SAE
Every six months, 1800 operating hours or 50,000 miles the
J-10-a. They are made from steel sheet, with stamped heads
check valve on the two compartment reservoir should be
and rolled shells. The seams are electrically welded, and each
tested for leakage, as outlined below, and parts inspected
reservoir is internally coated for corrosion resistance. Each
for damage or deterioration and replaced if considered
reservoir is tested at 300 PSI hydrostatic pressure.
unserviceable.
Reservoirs are supplied in various pipe ferrule arrangements
and lengths and in diameters from 3-1/2" to 14" having vari-
ous volumes from approximately 100 cubic inches to 7600 OPERATING AND LEAKAGE TEST FOR TWO-
cubic inches for tractors and trailers. All ferrules are tapped COMPARTMENT RESERVOIR CHECK VALVE
to SAE dryseal pipe thread standards. 1. Determine the direction of the air flow.
Reservoirs are also supplied in double and triple compart- 2. Build up system air pressure to governor cut-out and turn
ment configuration and in some cases include an integral off engine.
check valve between compartments in a double compart- 3. Completely drain compartment# 1 (see Figure 1).
ment reservoir. Figure 1 illustrates a two compartment reser-
voir. Two styles of check valves are shown in Figures 2 and NOTE: It may be necessary to remove automatic drain
3. Figure 3 is the current design. device if so equipped.
4. To determine pressure retention in # 2 compartment, per-
OPERATION form one of the following tests:
The reservoirs in an air brake system primarily serve to store a. Check dash gauge (if connected to# 2 compartment).
energy in the form of compressed air. They also perform the b. Apply service brake (if supplied from # 2 compart-
less obvious function of providing a means of cooling the air
PRINTED IN U.S.A.
ment).
as delivered from the compressor and thereby condensing
water vapor into a liquid as well as collecting oil passed by c. Momentarily open drain device on# 2 compartment.
the compressor. This water and oil collects as an emulsion; DO NOT COMPLETELY DRAIN # 2 COMPARMENT.
the greatest amount in the reservoir nearest the compressor. 5. Apply a soap solution to the drain ferrule #1 compart-
It should be drained off either manually or by means of an ment. A slight bubble leakage is permitted.
automatic drain device.
If # 2 compartment fails to hold air pressure or if excessive
OPERATION OF INTEGRAL CHECK VALVE leakage is evident at the drain ferrule of # 1 compartment, the
The integral check valve provides a one-way passage of air check valve should be inspected for serviceability and its
from the upstream compartment to the downstream. This parts replaced if necessary.
CAP NUT
CAP NUT
GROOVE IN
CAP NUT
VALVE SPRING
O-RING
O-RING
VALVE
SEAT SPRING
SPRING
CHECK VALVE
GUIDE
O-RING
CHECK
VALVE
SEAT
Figure 3 Figure 2
SERVICE EACH 50,000 MILES FIELD MAINTENANCE KIT 281553

OR EVERY 6 MONTHS WITH: CONSISTING OF:
FIELD MAINTENANCE KIT 282350 1 - 238954 VALVE SPRING
1 - 241069 CHECK VALVE
CONSISTING OF:
1 - 234045 O-RING
1 - 246545 CHECK VALVE
1 - 238949 O-RING
1 - 246287 GUIDE
1 - 243835 SEAT SPRING
1 - 246286 SPRING
1 - 243704 VALVE SEAT
1 - 23045 O-RING
COMPARTMENT 2
COMPARTMENT 1
TWO COMPARTMENT RESERVOIR WITH CHECK VALVE

Figure 1
DISASSEMBLY DISASSEMBLY OF THE FLAT STYLE CHECK

VALVE (Figure 3)
GENERAL
Block and hold vehicle by means other than air brakes.
There are two types of two-compartment reservoir check
valves and they are: Completely drain compartments# 1 and # 2.
1. The old ball style check with a removable seat and a seat Remove cap nut and cap nut O-ring.
spring (see Figure 2). Remove valve spring.
2. The new flat style that has a non-removable stainless Remove valve and valve guide.
steel seat (see Figure 3).
Both types of check valves are located in a housing (large CLEANING AND INSPECTION
ferrule) with a cap nut cover. They are generally located on
top of the reservoir shell. Wash all metal parts in a good cleaning solvent and dry them
thoroughly. All rubber parts should be wiped clean. Inspect
springs for distortion, corrosion, and cracks. inspect valves
DISASSEMBLY OF THE BALL STYLE CHECK and valve seats for nicks, cuts and burrs. Inspect all rubber
VALVE (Figure 2) parts for swelling and deterioration. Replace all parts, partic-
Block and hold vehicle by means other than air brakes. ularly rubber parts, not considered serviceable during these
inspections.
Completely drain compartments# 1 and # 2.
Remove cap nut and cap nut O-ring.
Remove check valve and check valve spring. ASSEMBLY
Remove seat spring. GENERAL

With a hook or similar device, carefully remove the check Before assembly, the O-rings should be coated with silicone
valve seat and its O-ring so as not to mar or scratch it. lubricant BW-650-M Bendix pc. number 291126.
2
ASSEMBLY OF THE BALL STYLE CHECK VALVE The pipe tapped openings in the reservoir should not under
any circumstances be reduced in size from original installa-
Replace seat O-ring and press seat into shell.
tion.
Replace seat spring.
A drain cock or draining device must be installed in the bot-
Install check valve and valve spring. tom connection of every reservoir and, in the case of the two-
Replace O-ring on cap nut and install and tighten cap nut. compartment reservoir, in each compartment.
The first reservoir or first compartment must be protected by
ASSEMBLY OF THE FLAT STYLE CHECK VALVE installing a safety valve.
Replace valve guide on valve and install valve. MINOR REPAIRS
Install valve spring. Minor repairs to the reservoir consist of examining the reser-
Replace O-ring on cap nut and install and tighten cap nut. voir mounting and the inspection of the outside for corrosion
or damage. The outside should be kept painted to prevent
TEST the possibility of corrosion causing a failure.
Perform tests as outlined in “Operation and Leakage Test” MAJOR REPAIRS

section.
Repairs involving welding should never be performed on
reservoirs. If a reservoir has been damaged so as to be unfit
INSTALLATION for use, it should be replaced with a new one.
Reservoirs should be securely mounted where they will be In exceptional cases where the inside of a reservoir has
protected against outside damage and so they will not vibrate become excessively coated with sludge which cannot be
or move during normal operation of the vehicle. A vibrating drained off, it is sometimes advisable to remove it and clean
reservoir usually causes broken tubing lines. with a solvent, steam, or water. If a solvent is used to clean
They should be the low point in the air brake system and all the reservoir, the reservoir should be thoroughly aerated
lines connected to them should drain toward the reservoir. before reinstalling.
3
SD-03-55
Heavy Vehicle
Systems Group Service Data Formerly SD-46
PRESSURE PROTECTION VALVES

DESCRIPTION filling of auxiliary reservoirs to insure a quick build-up of
brake system pressure.
The pressure protection valve is a normally closed, pressure
control valve which can be referred to as a non-exhausting The PR-2 and PR-4 pressure protection valves have one 1/4"
sequence valve. These valves are used in many different N.P.T.F. supply port and one 1/4" N.P.T.F. delivery port
applications. An example would be in an air brake system to which are identified. Both valves are provided with two 9/32"
protect one reservoir, or reservoir system from another, by mounting holes through the body. The closing pressure of
closing automatically at a preset pressure should a reservoir the PR-2 is externally adjustable while the PR-4 has a fixed
system failure occur. The valves can also be used to delay setting.
PR-3 or PR-4 PR-3

PRINTED IN U.S.A.
PR-4 PR-2
OPERATION PR-3. The gauge on the delivery side of the valve
should remain at the highest prssure previously
Air entering the supply port is initially prevented from flowing
attained.
out the delivery port by the inlet valve which is held closed by
the pressure regulating spring above the piston. When suffi-
cient air pressure builds beneath the piston to overcome the LEAKAGE CHECKS
setting of the regulating spring, the piston will move, causing 1. Build up the air system to full pressure and shut off the
the inlet valve to unseat (open), and allow air to flow out the engine.
delivery port. As long as air pressure at the supply port and
beneath the piston remains above the specified closing pres- 2. Apply a soap solution around the cap of the pressure
sure, the inlet valve will remain open. protection valve. A one-inch bubble in three seconds or
NOTE: The PR-2 and PR-4 closing pressure is noted on the longer is acceptable. PR-3 - No leakage permissable at
label affixed to the valve. Opening pressures of the valves bottom of valve.
are higher than closing pressures. The pressure ranges are 3. Drain the air pressure from the delivery side of the pres-
noted below: sure protection valve and disconnect the air line to it.
PR-2—Opening pressure 15–20 psi higher than closing
4. Apply a soap solution to the delivery port. A one-inch
pressure.
bubble in five seconds or more is acceptable.
PR-3 & PR-4—Opening pressure approx. 10 psi higher
than closing pressure. GENERAL
PR-3—Check valve will retain maximum pressure in down-
If the pressure protection valve does not operate as
stream reservoir.
described or leakage is excessive, it is recommended that a
If for any reason system air pressure is decreased below the replacement be obtained at the nearest Authorized Bendix
specified closing pressure, the regulating spring will move Distributor.
the piston closing the inlet valve. The remaining air pressure
at either the supply or delivery side, (depending upon where REMOVING AND INSTALLING
the pressure drop has) occurred) will be retained.
REMOVING
PREVENTIVE MAINTENANCE 1. Block or hold the vehicle by means other than air brakes.
Every three months, 900 operating hours or 25,000 miles, 2. Drain all system reservoirs individually, to O psi.
whichever if first, it is recommended that the operation and
leakage checks described in this manual be performed. 3. Disconnect and identify (supply and delivery) the air lines
leading to and from the pressure protection valve.
OPERATING AND LEAKAGE CHECKS 4. Remove the mounting bolts, if any, that secure the valve.
OPERATING CHECKS
INSTALLING
1. Provide a pressure gauge and drain valve at the supply
side and delivery side of the pressure protection valve 1. Re-install the mounting bolts and secure the replace-
being checked. ment valve to the vehicle.
2. Build up the air system to full pressure and shut off the 2. Reconnect the supply delivery air lines to the proper
engine. ports of the replacement valve.
3. While watching the gauges on the supply and delivery
sides of the valve, slowly begin to exhaust pressure from GENERAL
the delivery side. Note that both gauges will show pres-
After installing a replacement valve, it is recommended that
sure loss until the closing pressure of the pressure pro-
the operating and leakage checks be performed as out-
tection valve is reached.
lined in this manual. If the closing pressure does not con-
The pressure protection valve should close at approxi- form to that shown on the valve label or in the vehicle or a
mately (7 5 psi) the pressure indicated on the valve’s different setting is desired, the PR-2 may be adjusted by
label or in the vehicle handbook. The gauge on the deliv- loosening the locknut and tightening or loosening the
ery side of the valve should continue to show loss of adjusting cap as required; however, if the proper setting
pressure while the gauge on the supply side should stop cannot be attained by moderate adjustment of the cap, the
at the same pressure as the setting of the valve. valve may have the wrong spring and will have to be
4. (PR-3 only) Build pressure up again and shut off exchanged for the correct valve. The PR-3 and PR-4 are
engine. Slowly exhaust air from the supply side of the not adjustable.
2
IMPORTANT! PLEASE READ:
When working on or around air brake systems and com- 5. Use only genuine Bendix replacement parts and compo-
ponents, the following precautions should be observed: nents.
A. Only components, devices, mounting and attaching
1. Always block vehicle wheels. Stop engine when working hardware specifically designed for use in air brake
under a vehicle. Depleting vehicle air system pressure systems should be used.
may cause vehicle to roll. Keep hands away from cham-
B. Replacement hardware, tubing, hose, fittings, etc.
ber push rods and slack adjusters; they may automati-
should be of equivalent size, type length, and
cally apply as system pressure drops.
strength as the original equipment.
2. Never connect or disconnect a hose or line Containing
C. Make certain that when replacing tubing or hose, all
air pressure. It may whip as air escapes. Never remove
supports, clamps or suspending devices that were
a component or pipe plug unless you are certain all sys-
originally installed by the vehicle manufacturer are
tem pressure has been depleted.
reinstalled.
3. Never exceed recommended air pressure and always
6. Devices with stripped threads or damaged parts should
wear safety glasses when working with air pressure.
be replaced. Repairs requiring machining should not be
Never look into air jets or direct them at anyone.
attempted.
4. Never attempt to disassemble a component until you
have read and understand recommended procedures.
Some components contain powerful springs and injury
can result if not properly disassembled. Use only proper
tools and observe all precautions pertaining to use of
those tools.
3
SD-03-68
Heavy Vehicle
SAFETY VALVE
Every 100,000 miles, 3600 operating hours, or yearly, the
Safety Valve should be removed, disassembled, cleaned
and checked for proper operation (See Operating and
Leakage Checks).
OPERATING AND LEAKAGE CHECKS

OPERATING TEST: With air pressure in the system, pull the
exposed end of the valve stem removing the spring load from
the ball check valve. Air should exhaust from the valve’s
exhaust port. Release the stem, the air flow should stop.
Failure of valve to pass operating test would indicate the
valve should be disassembled, cleaned and rebuilt. (See
“Disassembly and Assembly” section). If adjustment is
necessary, see “Adjustment” section.
LEAKAGE CHECK: Coat the exhaust port with soap solution.
A leakage of a one (1) inch bubble in 5 seconds is permitted.
DESCRIPTION
Excessive leakage indicates dirt in valve, faulty ball valve or
The Safety Valve protects the air brake system against seat. Valve should be disassembled, cleaned and rebuilt.
excessive air pressure build-up. The valve consists of a (See “Disassembly and Assembly” section).
spring loaded ball valve subjected to reservoir pressure
which will permit air to exhaust reservoir pressure to REMOVING AND INSTALLING
atmosphere if reservoir pressure rises above the valves’ REMOVING
pressure setting, which is determined by the force of the
1. Block wheels or otherwise secure vehicle and drain
spring.
reservoirs.
OPERATION
2. Using wrench flat closest to reservoir, unscrew valve from
To illustrate the operation of the Safety Valve, we shall reservoir.
assume that the Governor cut-out pressure is set at 125 psi.
INSTALLING
A Safety valve with a setting of 150 psi could then be used.
Should system pressure rise to approximately 150 psi air Safety valve should be installed in same reservoir that
pressure would force the ball valve off its seat, and allow Compressor discharge line is connected to. Install in a
reservoir pressure to vent to atmosphere through the convenient location in a top port of the reservoir. If Safety
exhaust port in the spring cage. Valve is installed horizontally, exhaust port should point
down, stem of the valve should face rear of vehicle.
Printe d in U.S .A.
When reservoir pressure decreases sufficiently, the spring

force will seat the ball check valve, sealing off reservoir DISASSEMBLY: ST-1 ADJUSTABLE VALVE
pressure. This would occur at approximately 135 psi for the
150 psi valve. It is important to note that the desired pressure 1. Clamp lower wrench flat in vise (flat nearest pipe thread).
setting of the Safety Valve is determined by the governor cut- 2. Using upper wrench flat, unscrew lock nut. Unscrew and
out pressure. The opening and closing pressures of the remove spring cage from body of valve.
Safety Valve should always be in excess of Governor cut-out
3. Remove ball valve, spring and release pin from spring
pressure setting. The pressure setting is stamped on the
cage.
lower wrench flat of the valve.
Normally, the Safety Valve remains inoperative and only DISASSEMBLY: ST-3 NON-ADJUSTABLE VALVE
functions if for any reason reservoir pressure rises above the 1. Clamp spring cage in soft jawed vise.
setting of the valve. Constant “popping off” or exhausting of
2. Using wrench flat, unscrew body from spring cage.
the Safety Valve can be caused by a faulty Safety Valve,
faulty governor, faulty compressor unloading mechanism, or 3. Remove ball valve, spring and release pin from spring
a combination of any of the preceding. cage
ST 1 ST 3
CLEANING AND INSPECTION setting is not known, determine governor cut-out pressure
setting and adjust Safety Valve so that the Safety Valve
Clean all parts in mineral spirits. Inspect all parts. All parts
closes at a pressure setting somewhat above governor cut-
not considered serviceable should be replaced with genuine
out pressure setting (See “Operation” section).
Bendix replacement parts.
To adjust, the Safety Valve must be connected to an air
ASSEMBLY: ST-1 ADJUSTABLE VALVE system with air pressure in excess of desired setting. It is
1. Place the ball valve in body. important that an accurate gauge be used to check pressure
2. Install spring and release pin in spring cage with adjusting settings while making adjustments.
screw. PRECAUTIONARY NOTE:
3. Position the release pin over ball valve. Screw body with IMPORTANT! PLEASE READ
ball into the spring cage. Tighten securely.
4. Adjust for proper setting (see “Adjustment” section). When working on or around brake systems and components,
the following precautions, should be observed:
ASSEMBLY: ST-3 NON-ADJUSTABLE VALVE 1. Always block vehicle wheels. Stop engine when working
1. Install spring, release pin in spring cage. under a vehicle. Keep hands away from chamber push
2. Position ball valve in body and screw spring cage onto rods and slack adjusters; they may apply as system
body. pressure drops.
3. Hold spring cage in soft jawed vise and tighten body 2. Never connect or disconnect a hose or line containing
securely. pressure; it may whip. Never remove a component or pipe
plug unless you are certain all system pressure has been
TO RAISE PRESSURE SETTING
depleted.
1. Loosen lock nut. 3. Never exceed recommended pressure and always wear
2. Turn adjusting nut clockwise to obtain correct pressure safety glasses when working.
setting. 4. Never attempt to disassemble a component until you have
3. Tighten lock nut. read and understand recommended procedures. Some
TO LOWER PRESSURE SETTING components contain powerful springs and injury can result
if not properly disassembled. Use only proper tools and
1. Loosen lock nut. observe all precautions pertaining to use of those tools.
2. Turn adjusting nut counter clockwise to obtain correct 5. Use only genuine Bendix replacement parts and
pressure setting. components.
3. Tighten lock nut.
A. Only components, devices and mounting and
TESTING OF REBUILT SAFETY VALVES: attaching hardware specifically designed for use in
hydraulic brake systems should be used.
Perform operating and leakage checks.
ADJUSTMENT OF SAFETY VALVE should be of equivalent size, type and strength as the
NOTE: The ST-3 Safety Valve is not adjustable. original equipment.
The pressure setting of the Safety Valve is stamped on the 6. Devices with stripped threads or damaged parts should
cover wrench flat (closest to the pipe thread). The vehicle be replaced. Repairs requiring machining should not be
manual may also provide the proper pressure setting. If attempted.
SD-03-68 1-79
Bendix-
Westinghouse
Air Brake Division
Instruction & Service Data
SD-47
E-4 DUAL BRAKE VALVE
FIGURE 1 - EXTERIOR VIEW

2 E-4 DUAL BRAKE VALVE
E-4 DUAL BRAKE VALVE 3
DESCRIPTION The E-4 Dual Brake valve is a foot operated valve with two separate supply
and delivery circuits for service and emergency braking which provide the
driver with an easy and normal graduated control of applying and releasing the vehicle
brakes. It can be either treadle operated or fitted with linkage for connection to a con-
ventional brake pedal.
The E-4 Dual Brake Valve differs from other Bendix-Westinghouse Brake Valves
in that it is two valves in one; each portion (upper and lower) having separate inlet and
exhaust valves, controlling two separate circuits, receiving their air supply from sepa-
rate air reservoirs, and controlled by the movement of one treadle or pedal. The upper
portion is similar to the E-3 Brake Valve in operation and uses the insert type inlet and
exhaust valve assembly. Under normal operating conditions, the lower portion is similar in
operation to a relay valve. The lower portion inlet and exhaust valve is also of the
insert type and can be easily removed without disconnecting air lines.
Both upper and lower portions of the E-4 Dual Brake Valve have a 1/2" supply
and 1/2" delivery port.
Both upper and lower circuits use a common exhaust located at the bottom of the
valve which is protected from foreign matter entering the valve by an exhaust check valve.
APPLYING
NORMAL OPERATION: UPPER PORTION When the pedal or treadle is depressed, force is
exerted on top of the piston, and rubber graduating
spring. The top piston moves down, and its stem which is the exhaust seat, closes the
upper exhaust valve. As the upper exhaust valve closes, the upper inlet valve is moved
off its seat, and air pressure flows out the upper delivery port to the brake actuators
applying the brakes.
NORMAL OPERATION: LOWER PORTION When the upper inlet valve is moved off its seat,
air is permitted to pass through the bleed passage
and enters the cavity above the outer relay piston. The pressure moves the outer relay
piston and the inner relay piston down. As the inner and outer relay pistons move down,
the seat on the inner relay piston seals off the exhaust valve, and at the same time
moves the lower inlet valve off its seat, permitting air pressure to flow out the lower
delivery port to the brake actuators applying the brakes. Because of the small volume of
air required to move the outer relay piston, action in the lower portion of the valve is
almost simultaneous.
OPERATION – LOSS OF AIR IN LOWER CIRCUIT Should air be lost in the lower circuit, the
top portion will continue to function as
described above, under “Upper Portion.”
LOSS OF AIR IN UPPER CIRCUIT Should air be lost in the upper circuit the function will be
as follows: As the treadle or pedal is depressed, and no air
pressure is present in the upper supply and delivery ports, extended treadle travel and
continued mechanical force will move the inner relay piston down, sealing the exhaust
seat and moving the inlet valve off its seat allowing air pressure to flow out the
delivery port to the brake chambers applying the brakes.
BALANCED
UPPER PORTION When the air pressure in the cavity beneath the piston and the air pres-
sure being delivered to the brake actuators equals the mechanical force
on top the piston, the piston lifts and the inlet valve closes, stopping the further
flow of air from the supply line through the valve. The exhaust remains closed prevent-
ing any escape of air through the exhaust port.
LOWER PORTION When the air pressure beneath the outer relay piston approaches that
being delivered above the piston, the piston spring lifts the piston
slightly and the inlet valve spring returns the inlet valve to its seat. The exhaust
remains closed as the supply pressure balances the delivery pressure.
When applications in the graduating range are made, a balanced position is
reached as the air pressure beneath the piston equals the effort exerted by the drivers
foot on the treadle or pedal on the upper portion, and the air above the outer relay pis-
ton on the lower portion. When either the upper or lower piston is moved down all the way,
the inlet valves remain open and full reservoir pressure is delivered to the actuators.
RELEASING
UPPER PORTION If the treadle or pedal application is released, and mechanical force is
removed
from the top of the piston, air pressure and spring load will lift the piston opening
the exhaust in the valve. The air below the piston and in the delivery line is then
exhausted through the
exhaust port.
LOWER PORTION If the treadle or pedal application is released, air above the relay
pistons is exhausted and the air pressure and spring load beneath the
pistons will lift the pistons opening the exhaust valve. The air below the piston and in
the delivery lines is then exhausted through the exhaust port.
Every 200 Operating Hours or After 5,000 Miles, or Monthly:

Lubricate treadle or lever roller and roller pin. Also, hinge pin on treadle type
valve and linkage to lever type valve. Use engine oil for this lubrication.
Lift boot away from plunger or mounting plate and put a few drops of light engine
oil between plunger and mounting plate. Avoid using too much oil because it could get on
the rubber spring and can cause it to deteriorate.
Clean exhaust cheek depending on type of service.
The linkage of the lever operated type valve should be checked for operation and
adjusted if it is not operating properly. Check that it is free from obstructions and
does not bind or bend throughout its full travel. Worn or damaged parts should be
replaced.
Every 3,600 Operating Hours or After Each 100,000 Miles, or Yearly:

It is recommended that the inlet and exhaust valves, exhaust diaphragm, O-rings and
rubber graduating spring he replaced if they show signs of wear or deterioration.
Every 7,200 Operating Hours or After 200,000 Miles, or Every Two Years:
Disassemble brake valve, clean and inspect all parts. Install new parts where they
are found to be worn or damaged.
SERVICE CHECKS
OPERATING Check the delivery pressure of both upper and lower circuits using a test
gauge known to be accurate. Depress the pedal or treadle to several positions
between the fully released and fully applied positions and check the delivered pressured
on the test gauges to see that it varies proportionately with the movement of the pedal
or treadle. When the treadle is fully applied the reading on the test gauge should fall
off to zero when the application is released. It should be noted that the upper circuit
delivery pressure will be about 2.5 psi greater than the lower circuit delivery pressure
with upper and lower circuit supply reservoirs at the same pressure. This is normal in
this valve.
Build up air pressure in the system to approximately 100 psi. Drain the reser-
voir supplying the upper circuit to the brake valve. Make several full brake applica-
tions, and note pedal or treadle force required to make application is approximately the
same as with both circuits operating. An increase in stopping distance, longer treadle
or pedal travel, or the low pressure warning system indicates a malfunction in one or
the other circuits.
LEAKAGE CHECK Make and hold a high pressure application. Coat the exhaust port and top
of the valve with soap suds. No leakage permitted.
If the brake valve does not function as described above or leakage is
excessive, it is recommended that it be returned to the nearest Bendix-Westinghouse
authorized distributor for a factory reconditioned valve under the exchange plan. If
this is not possible, the valve can be repaired with genuine Bendix-Westinghouse parts
in which case the following should prove helpful.
REMOVING AND INSTALLING
REMOVING Block or hold vehicle by means other than air brakes.

Open drain cocks and exhaust air pressure from both upper and lower brake
circuits.
Disconnect the air lines from E-4 brake valve.
Remove mounting bolts, then valve.
INSTALLING Clean air lines to the brake valve.

Mount the valve and tighten mounting bolts.
Connect air lines to brake valve.
Test valve for serviceability as outlined in “Service Checks” section.
DISASSEMBLY (Refer to figure 4).
Complete E-4 Brake Valve
Remove three (3) mounting bolts.

Remove and disassemble treadle or lever actuating mechanism including roller,
roller pin, fulcrum, pin, boot and plunger.
Basic E-4 Brake Valve
Depress piston assembly (40) and hold down while removing piston retainer (1).
Remove piston assembly (40) and return spring (8) from body (9).
Remove O-ring (7) from piston (6).
Remove cap screw (2) from top of piston assembly (40).
Remove washer (3), rubber spring seat (4), and rubber spring (5).
Using tru-arc pliers, remove retaining ring (39) in exhaust port.
Remove exhaust check (38).
Remove lower inlet and exhaust valve assembly (42).
Lower Inlet & Exhaust Valve Assembly
Remove lower valve guide O-ring (34).

Depress inlet valve (29) and remove retaining ring (36) using the tru-arc pliers.
Remove lower valve guide (35).
Remove lower valve spring (32).
Remove lower valve retainer (31).
Remove lower valve O-ring (33).
Remove rubber inlet and exhaust valve from body (29).
Remove four (4) cap screws and lockwashers (28) from lower cover (27).
Remove lower cover (27).
Remove cover O-ring (26).
Remove relay piston return spring (25).
Remove inner relay piston (23), being careful not to damage exhaust seat.
Remove large inner relay piston O-ring (24).
Remove small inner relay piston O-ring (22).
Remove outer relay piston (20).
Remove outer relay piston O-ring (21).
Using tru-arc pliers, remove upper valve retaining ring (19).
Remove upper inlet exhaust assembly (41).
Upper Inlet & Exhaust Valve Assembly
Using tru-arc pliers, remove retaining ring (18).

Remove upper O-ring retainer (17).
Remove upper O-ring (Inner and Outer) (15, 16).
Remove washer (14).
Remove upper valve spring (13).
Remove upper valve retainer (12).
Remove upper inlet and exhaust valve from body (10, 11).
Remove rubber inlet and exhaust valve (10) from body (11).
CLEANING AND INSPECTION Wash all metal parts in cleaning solvent and dry. Wipe all rub-
ber parts clean and clean out retaining ring grooves.
Inspect valve and valve seats for nicks and burrs.
Check springs for cracks, distortion and corrosion.
Inspect exhaust check diaphragm for flexibility, wear and dete-
rioration.
Inspect all rubber parts and replace if swollen, deteriorated
or worn.
Replace all parts not considered serviceable during these
inspections.
ASSEMBLY Refer to figure (4). Prior to assembly, lubricate lightly all mating surfaces,
upper piston, inner and outer relay piston, valve bores and O-rings with Ben-
dix-Westinghouse recommended lubricant, piece number 240176 (BW 204-M).
Lower Inlet & Exhaust Valve Assembly
Install rubber inlet-exhaust valve (29) on inlet and exhaust valve body (30).
Install lower valve retainer (31).
Install lower valve spring (32).
Install lower valve O-ring (33) in lower valve guide (35).
Place spring (32), body (30) and retainer (31) over lower valve guide (35)
and depress spring
Using tru-arc pliers, snap retainer ring (36) in place, making sure it is
locked in groove of valve body (30).
Install lower valve guide O-ring (34)

Install lower inlet and exhaust valve assembly (42) in the lower cover (27).
Install rubber exhaust check (38) in exhaust check valve seat making sure
center portion is properly snapped in place through hole in check valve seat.
Install check valve (38) and check valve seat (37).
Depress check valve seat (37) and using tru-arc pliers, install retainer
(39), checking to make sure it is properly locked in groove of cover.
Upper Inlet & Exhaust Valve Assembly
Install upper rubber inlet and exhaust valve (10) on body (11).
Install upper valve retainer (12).
Install upper valve spring (13).
Place washer (14) on top of spring (13).
Install inner and outer O-rings (15, 16) on upper valve O-ring retainer (17).
Placing O-ring retainer (17) on top of washer, depress spring and using tru-
arc pliers, install retainer (18) making sure it is locked in groove of valve
body (11).
Install upper inlet and exhaust assembly (41) in body (9).

Depress inlet and exhaust valve and using tru-arc pliers, install retainer
ring (19),
making sure it is locked in groove of body.
Install cover O-ring (26).
Install relay piston return spring (25).
Install large (24) and small (22) inner relay piston O-ring.
Install outer relay piston O-ring (21).
Carefully insert inner relay piston (23) into bore of outer relay piston (20).
Assemble lower cover (27) to upper body using four (4) cap screws and lock-
washers (28).
Install rubber spring (5), spring seat (4), washer (3), and cap screw (2) on
piston (6).
Install O-ring (7) on piston (6).
Install piston return spring (8) in upper body (9).
Depress piston assembly (40) and install piston retainer (1).
TESTING REBUILT E-4 DUAL BRAKE VALVE Perform “Operating and Leakage Tests” as outlined
in “Service Checks” section.
EXPLODED VIEW - FIGURE 4

Heavy Vehicle
Formerly SD-7
STOP LIGHT SWITCH
SL-3 STOP LIGHT SWITCH SL-4 STOP LIGHT SWITCH

Figure 1 Figure 2
DESCRIPTION PREVENTIVE MAINTENANCE

The Stop Light Switch is an electro-pneumatic switch and Every 6 months, 1800 operating hours or 50,000 miles check
operates in conjunction with the brake valve and stop lights electrical connections, and check stop lamps for proper
by completing the electrical circuit when a brake application operation.
PRINTED IN USA
is made. Every 3600 operating hours or 100,000 miles or yearly, dis-

OPERATION assemble stop light switch and clean and inspect all parts
replacing necessary parts.
When a brake application is made, air pressure from the
brake valve enters the cavity below the diaphragm. At TESTING FOR SERVICEABILITY
approximately 5 psi, the air pressure underneath the
diaphragm overcomes the force of the spring and moves the OPERATING TEST
piston or plunger until the contact points close completing the 1. Apply the brake valve and note that the Stop Light lights
stop light electrical circuit and lighting the stop lights. before the delivery pressure reaches 7 psi.
2. Release the brake valve and note that the Stop Light Inspect contact points for pits or wear. If pitting is not too
goes “off”. severe, the points may be reconditioned by filing with a dis-
tributor point file. If points cannot be reconditioned, they
should be replaced. The contact strip in the SL-4 may be
LEAKAGE TEST
turned over to use the other side of the contacts.
1. With the brakes fully applied, no leakage is permitted at
the Stop Light Switch. If the Stop Light Switch does not Check the spring for signs of deterioration; Replace if discol-
function as described or if leakage is excessive, it is rec- ored. The spring in the SL-3 carries the current of the electri-
ommended that it be replaced with a new unit or repaired cal circuit involved; consequently, in the case of excessive
with genuine Bendix parts available at Bendix outlets. current, as might be caused by a short, the spring will be
overheated and ruined.
REMOVING Inspect cover and body. If cracked or damaged, replace.
1. Disconnect electrical connections at the Stop Light Only genuine Bendix service parts should be used for
Switch. replacement.
2. Disconnect air line to the Stop Light Switch.

3. Remove the Stop Light Switch. ASSEMBLY
(SL-3) (Figure 1)
INSTALLING 1. Insert terminal screws (2) in cover (1), making sure the
1. Install in a convenient location for servicing. terminal connector (7) is properly positioned.
2. Install with pipe tap pointing to the ground and keep it high 2. Secure terminal screws with washers and nuts, or termi-
for adequate drainage. nal clips, as the case may be.
3. Connect the Stop Light Switch in series in the stop light 3. Place diaphragm (6) in body.
circuit.
4. Position contact plunger (4) on diaphragm.
4. Keep the Stop Light Switch terminals away from frame
members to avoid grounding. 5. Position spring (3) on plunger.
5. Connect the pipe tap to the brake chamber supply line so 6. Place washer (5) on diaphragm and screw cover (1) into
that the Stop Light Switch will operate whether the foot or body. Torque to 30 foot pounds. Make certain the vent
hand valve is applied. hole in the cover is open.
DISASSEMBLY (SL-4) (Figure 2)

(SL-3) 1. Position terminals (3) in cover (2) and secure with wash-
1. Place hex portion of body in a vise. ers and nuts or terminal clips. Place vent plug (9) in cover.
2. Using a large end wrench on cover flats, turn cover (1) in 2. Place O-Ring diaphragm (7) and piston (6) in body.
a counterclockwise direction and remove from body. O-Ring diaphragm should be installed with its flat side
adjacent to the piston.
3. Remove terminal nuts, terminals (2) and terminal connec-
tor (7) from cover. 3. Place gasket (8) in place on body and contact strip (5) on
piston (6).
4. Remove spring (3), plunger (4), washer (5) and
diaphragm (6) from body. 4. Position cover assembly on gasket and secure with
machine screws. Torque to 20 inch pounds.
(SL-4)
1. Remove two machine screws (1) and remove cover (2). TEST OF REBUILT STOP LIGHT SWITCH
2. Remove terminal nuts and terminals (3) from cover. Both operating and leakage tests, as indicated under section
3. Remove the vent plug (9) from cover. headed “Testing for Serviceability”, must be made after
rebuilding or repairing the Stop Light Switch. The Switch
4. Remove spring (4), contact strip (5), piston (6) and O-Ring
must meet the following specifications;
diaphragm (7) from body.
1. No leakage is permissible at the Stop Light switch with the
CLEANING AND INSPECTION brakes applied.
Clean all metal parts in cleaning solvent. Wipe rubber parts 2. The Stop Light Switch contact should close with not more
dry with cloth. than 7 pounds of air pressure.
SD-06-6 3-79
2
SD-03-67
Heavy Vehicle
DOUBLE CHECK VALVES

Printe d in U.S .A.
DESCRIPTION
Double Check Valves are used in an air brake system to
direct a flow of air into a common line from either of two
sources, whichever is at the higher pressure. They may be
used for directing air flow for specific functions or to select
the higher pressure of either of two sources of air as a supply
source.
Bendix HVSG manufactures two types of Double Check
Valves: shuttle and disc. Although the valves are somewhat
different physically, the same function is performed by both
types. The difference in the design of the two valves is that
the shuttle type has a movable shuttle to seal off the lower
pressure source, whereas the disc type has a movable disc.
OPERATION
As air under pressure enters either end of the Double
Check Valve (inlet port) the moving shuttle or disc responds
to the pressure and seals the opposite port, assuming it is PREVENTIVE MAINTENANCE
at a lower pressure level than the other. The air flow
Every 3600 operating hours, 100,000 miles or yearly,
continues out the delivery port of the Double Check Valve.
disassemble, clean and inspect all parts. Install new parts if
The position of the shuttle or disc will reverse if the pressure
they show signs of wear or deterioration.
levels are reversed. Double Check Valves are designed so
that the shuttle or disc can never impede the backflow of air SERVICE CHECKS
in the exhaust mode.
OPERATING AND LEAKAGE TEST
A. When the Double Check Valve is used in conjunction with
a Trailer Control Valve, the following operating and
leakage test can be made:
1. Apply and release foot brake valve and note that the
brakes apply and release on both tractor and trailer.
2. Apply and release the Trailer Control Valve and note
that only the trailer brakes apply and release. With
trailer control valve applied check exhaust port of foot
brake valve for leakage with soap solution.
Permissable leakage is a one inch bubble in five
seconds (100 sccm).
3. Apply and hold a full foot brake valve application.
Check exhaust port of Trailer Control Valve for
leakage with soap solution. Permissable leakage is a
one inch bubble in five seconds (100 sccm). (NOTE:
On some vehicles, an exhaust line is connected to the
exhaust port and piped outside the cab in which case
Figure 3 illustrates a typical use of a Double Check Valve to it may be necessary to disconnect this line to make
control a given device, such as trailer brakes, from either of leakage check.)
two control sources. B. If Double Check Valve is to be bench tested or tested on
Figure 4 illustrates a typical use of a Double Check Valve to the vehicle, two separately controlled air supplies must be
supply air to a system or systems from either of two separate connected to the inlet ports.
sources, whichever is at the greater pressure level. In this 1. Install an accurate test gauge in the outlet port or in a
type of installation the pressure differential to which the valve line from outlet port.
is subjected may under certain conditions be minimal. It is
2. Apply and release air to one inlet port and note that
therefore suggested that performance of the Double
gauge registers application and release.
Check Valve will be optimized if it is mounted in the
horizontal position. 3. Repeat by applying and releasing air to other inlet port.
2
4. Leakage check should be performed at inlet ports of 2. Stop engine, drain the front brake reservoir and
valve in the following manner: disconnect tube fitting at port No. 1 in Fig. 1, identified as
Frt. Sup. - Blue. Excessive leakage would indicate a faulty
a. Disconnect line from one inlet port.
double check valve.
b. Apply air to other inlet port and coat opposite inlet
port with soap solution. Permissable leakage is a 3. Restore and recharge both systems. Drain the rear brake
one inch bubble in five seconds (100 sccm). reservoir and disconnect the fitting at port No. 3 in Fig. 1,
identified as Rear Sup. - Grn. Excessive leakage would
c. Repeat Step “b” applying air to other inlet port while
indicate a faulty double check valve.
checking opposite inlet port for leakage.
If Double Check Valve does not function as described or if 4. After closing the drain cock and restoring the plumbing for
leakage is excessive, it is recommended that the valve be the front reservoir remove the fitting at port No. 4 in Fig. 1.
replaced. Start the engine and observe front dash gauge. Stop the
engine when the gauge shows 40 psi. Excessive leakage
If this is not possible, the unit can be repaired with genuine
from port No. 4 would indicate a faulty PR-4 valve. Restart
Bendix parts in which case the following should prove
engine and observe front gauge. Air should start to blow
helpful:
from port No. 4 at 60–75 psi, indicating PR-4 valve is
DISASSEMBLY operating correctly. With engine shut off, PR-4 valve
should close and retain at least 60 psi in front reservoir.
1. Remove end cap(s) from valve.
2. Remove grommets (if applicable). If the VM-3 Manifold does not function as described above or
leakage is excessive, it is recommended that it be returned to
3. Remove shuttle and/or shuttle guide, disc and/or disc
the nearest Bendix HVSG authorized distributor for an
guide (depending upon type of valve).
exchange or a replacement unit. If this is not possible, the
unit can be repaired with genuine Bendix HVSG parts in
which case the following should prove helpful. A Field
1. Clean all metal parts in a cleaning solvent. Maintenance Kit is available under pc. no. 289062.
2. Inspect all metal parts for signs of cracks, wear or
deterioration. Replace all parts not considered
serviceable. DISASSEMBLY
3. Replace all rubber parts. Block the wheels and drain the air brake system. Remove air
lines and remove manifold from vehicle.
ASSEMBLY
Remove the large cap nut at port No. 1 and remove the
1. Install disc guide, disc and/or shuttle and shuttle guide.
double check shuttle.
2. Coat all static seals such as O-rings, grommets, etc. with
Remove the four machine screws from the PR-4 cover.
BW 650M Silicone lubricant (BW 291126). It is not
(Caution - the cover is spring loaded.) Remove the PR-4
necessary to lubricate shuttles or discs.
piston assembly. Do not attempt to remove the retaining ring
3. Install grommets. and stem from the piston.
4. Install end cap(s).
TESTING OF REBUILT DOUBLE CHECK VALVE ASSEMBLY
Perform operating and leakage tests as described in “Service Before assembly, lubricate all O-rings, bores and mating
Checks” section. surfaces with BW-650M lubricant pc. no. 291126 (Dow
PREVENTIVE MAINTENANCE Corning 55M). Replace any worn or deteriorated O-rings and
shuttle, item 2 in Fig. 5, if necessary.
Every 3600 hours or 100,000 miles or 1 year, disassemble,
clean and inspect all parts. Install new parts if they show Install shuttle in guide in body and install cap nut.
signs of wear or deterioration. A maintenance kit is available
for this valve under pc. no. 289062. After cleaning and lubricating, assemble the PR–4 section,
replacing O-ring item 3 and inlet exhaust valve item 4 in Fig.
SERVICE CHECKS 6 as required.
Replace valve on vehicle and check per operating and
1. Start engine and charge both sides of dual system. leakage tests.
3
Heavy Vehicle
Formerly SD-14
LOW PRESSURE INDICATORS
LP-2 LP-3
DESCRIPTION loaded O-Ring diaphragm and piston. The LP-3 is available

with either one terminal or two. The single terminal unit uti-
The Low Pressure Indicator is a safety device designed to
lizes a metallic gasket between body and case to ground
give an automatic warning to the driver whenever air pres-
the lower contract strip. The two terminal unit utilizes a phe-
sure in the air brake system is below the safe minimum for
nolic insulating gasket to isolate both terminals from the
normal vehicle operation. It is usually used to operate an
vehicle frame.
electrical buzzer or warning light, or both, which are audible
PRINTED IN USA
or visible to the driver. The electrical contacts provided in both the LP-2 and LP-3
Two styles of Low Pressure Indicators are currently manu- indicators remain closed by spring force until the air brake
factured. system pressure below the diaphragm is above the setting
(force) of the Low Pressure Indicator spring. The setting of
The LP-2 Low Pressure Indicator, which is the older style and
the indicator and piece number is marked on a label on the
consists of a die cast body with a spring loaded diaphragm
valve body. If a label is not present, then the vehicle manual
clamped between the body and the Bakelite cover.
should be consulted for the proper setting. The nominal set-
The LP-3 Low Pressure Indicator is the newer style, con- ting of the indicator is 60 psi; however, pressure settings may
sisting of a die cast body, nylon cover and employs a spring vary depending upon the vehicle.
OPERATION 2. Connect to a reservoir pressure line at a high point in the
system for adequate drainage.
To describe the operation, we shall assume that the Low
Pressure Indicator is set for 60 psi. When air pressure at the 3. If installing an LP-2 Indicator, use a supply line of 1/4 O.D.
supply port and under the diaphragm is above 60 psi, the minimum.
electrical contacts remain open because the force exerted by 4. Connect the Indicator terminals in series with the ignition
air pressure underneath the diaphragm overcomes the force switch and the warning device.
exerted by the spring above the diaphragm.
When air pressure below the diaphragm drops below 60 psi,
the spring exerts a force which is greater than the force DISASSEMBLY
exerted by the air pressure below the diaphragm. This NOTE: It is generally recommended that the Low Pressure
causes the diaphragm (and the piston in the LP-3) to move Indicator, if faulty, be replaced with a new unit; however,
and allow the electrical contacts to close. This completes or service parts are available; and if repairs are necessary, the
closes the electrical circuit to the warning device, warning the following will apply:
driver of low air pressure in the system.
LP-2 Unscrew the cover retainer from the body. Remove
cover and remove spring and diaphragm assembly.
LP-3. Remove cover screws, lockwashers. Remove cover,
Every six months, 1800 operating hours or 50,000 miles, contact disc, spring, and shim (s). (Note: Shims may or may
check electrical connections. Low Pressure Indicator should not be present.) Remove contact plate, gasket, piston, and
be checked for proper operation by performing “Operating O-Ring diaphragm.
Test” as described elsewhere in this sheet.
TESTING FOR SERVICEABILITY CLEANING AND INSPECTION

Clean all metal parts in mineral spirits.
OPERATING TEST
Inspect all parts for wear, cracks, or deterioration and replace
1. If possible, determine the setting of the Low Pressure all parts not considered serviceable with genuine Bendix
Indicator by referring to the label on the valve or the vehi- parts.
cle manual.
If contact points are not pitted severely, they can be dressed
2. Operation of the Low Pressure Indicator may be checked with a fine file.
with ignition switch “on” by reducing the system pressure
and observing that low pressure warning occurs when
system pressure drops below the setting of the Low ASSEMBLY
Pressure Indicator. The contacts will be closed when the
warning device operates. If the setting of the indicator is LP-2
unknown, the contacts should close between approxi- 1. Place and position the diaphragm assembly in the body.
mately 70 psi and 50 psi. Position the spring so that it rests on the upper diaphragm
follower.
LEAKAGE TEST
1. With air pressure present at the supply port, coat the indi- 2. Place cover over the diaphragm and screw cover retainer
cator with soap solution. No leakage permitted. to the body and tighten securely. (Torque to 110-130 inch
pounds.)
REMOVING
1. Block the wheels. Otherwise, secure the vehicle with LP-3
other than service brakes. 1. Lubricate bore of body and both sides of the O-Ring
2. The ignition switch should be in the “off” position. diaphragm with silicone lubricant BW-650-M (Bendix
piece no. 291126).
3. Drain the air from the system.
4. Disconnect the electrical connections at the Low Pressure 2. Install O-Ring diaphragm in body. (Note: O-Ring portion
Indicator. of diaphragm should face supply port.)
5. Disconnect the air line and mounting bolts or unscrew the 3. Install piston in body. Flat side of piston should face
Indicator from the fitting and remove. O-Ring diaphragm.
4. Install gasket. (Always use a phenolic gasket in a two

INSTALLING terminal switch and a metallic gasket in the single
1. Install in a convenient location for servicing. terminal.)
2
5. Position contact plate over fingers of piston. Contact piston, and arm of contact plate is positioned so that it
plate should rest on face of gasket. will fit in groove of cover.
6. If shim (s) are used, place shim (s) in cover. 10. Tighten screws securely. (Torque to 20-30 inch
7. Place spring in cover. pounds).
8. Place contact point so that it rests on spring. TEST OF REBUILT LOW PRESSURE INDICATOR
9. Install cover on body, using machine screws, making After rebuilding, perform the leakage and operating tests as
certain that the contact plate is in position over fingers of outlined in section “Testing for Serviceability.”
IMPORTANT! PLEASE READ

When working on or around brake systems and components, 5. Use only genuine Bendix replacement parts and com-
the following precautions, should be observed: ponents.
1. Always block vehicle wheels. Stop engine when working A. Only components, devices and mounting and attaching
under a vehicle. Keep hands away from chamber push hardware specifically designed for use in hydraulic
rods and slack adjusters; they may apply as system pres- brake systems should be used.
sure drops. B. Replacement hardware, tubing, hose, fittings, etc.
2. Never connect or disconnect a hose or line containing should be of equivalent size, type and strength as the
pressure; it may whip. Never remove a component or pipe original equipment.
plug unless you are certain all system pressure has been 6. Devices with stripped threads or damaged parts should
depleted. be replaced. Repairs requiring machining should not be
3. Never exceed recommended pressure and always wear attempted.
safety glasses when working.
those tools.
3
SD-03-69
Heavy Vehicle
QR AND QR-1 QUICK RELEASE VALVES
DESCRIPTION (Note: AR-1 Valves with a pressure differential employ a

spring and spring seat.)
The function of the Quick Release Valve is to speed up the
exhaust of air from the air chambers. It is mounted close to Porting consists of one (1) brake valve port, two (2) delivery
the chambers it serves. In its standard configuration the ports and one (1) exhaust port.
Printe d in U.S .A.
valve is designed to deliver within one (1) psi of control

OPERATION
pressure to the controlled device; however, for special
applications the valve is available with greater differential When a brake application is made, air pressure enters the
pressure designed into the valve. brake valve port; the diaphragm moves down, sealing the
exhaust. At the same time, air pressure forces the edges of
Reference Figure 1, two styles of Quick Release Valves are
the diaphragm down and air flows out the delivery port.
available and are functionally the same; the QR valve, which
is of older design and utilizes a spring and spring seat, and When air pressure being delivered (beneath the diaphragm)
the QR-1 valve, which in its standard configuration does not equals the pressure being delivered by the brake valve
employ a spring or spring seat. (above the diaphragm), the outer edge of the diaphragm
will seal against the body seat. The exhaust port is still
sealed by the center portion of the diaphragm when the brake It is recommended that all rubber parts and any other part
valve application is released; the air pressure above the showing signs of wear or deterioration be replaced with
diaphragm is released back through the brake valve exhaust; genuine Bendix parts.
air pressure beneath the diaphragm forces the diaphragm to
rise, opening the exhaust, allowing air in the chambers to ASSEMBLY
exhaust. QR VALVE
PREVENTIVE MAINTENANCE 1. Position spring seat over the diaphragm and then install
into body.
Every 12 months, 100,000 miles or 3600 operating hours;
2. Install spring and cover O-Ring.
disassemble valve, wash metal parts in mineral spirits, wipe
rubber parts dry. It is recommended that all rubber parts be 3. Install cover; tighten securely. (Torque to 150-400 inch
replaced. Inspect all parts and replace any part showing pounds.)
signs of wear or deterioration.
QR-1 VALVE
OPERATING AND LEAKAGE TESTS 1. If valve is equipped within spring and spring seat:
While holding a foot brake valve application; a. Position spring in body.
b. Position diaphragm over spring seat.
1. Coat exhaust port with soap solution; leakage of a one (1)
c. Install O-Ring in cover groove; install cover and tighten
inch bubble in three (3) seconds is permitted.
screws evenly and securely. (Torque to 30-60 inch
2. Coat body and cover with soap solution. No leakage pounds.)
permitted between body and cover.
2. If valve is not equipped with spring and spring seat:
If the valve does not function as described, or if leakage is a. Install diaphragm.
excessive, it is recommended that it be replaced with a new b. Install O-Ring in cover groove; install cover and tighten
or remanufactured unit, or repaired with genuine Bendix screws evenly and securely. (Torque to 30-60 inch
parts pounds.)
REMOVING AND INSTALLING 3. Perform tests as outlined in “Operating and Leakage
Tests” section.
REMOVING
Block vehicle wheels and/or hold vehicle by means other IMPORTANT! PLEASE READ
than air brakes. When working on or around brake systems and components,
Drain all air brake system reservoirs. the following precautions, should be observed:
Disconnect air lines from valve. 1. block vehicle wheels. Stop engine when working under a
vehicle. Keep hands away from chamber push rods and
Remove mounting bolts, then valve.
slack adjusters; they may apply as system pressure drops.
INSTALLING 2. Never connect or disconnect a hose or line containing
Mount valve with exhaust port pointing down; securely pressure; it may whip. Never remove a component or pipe
tighten mounting bolts. plug unless you are certain all system pressure has been
depleted.
Connect air lines to valve (brake valve application line to top
3. Never exceed recommended pressure and always wear
port; brake chamber line to side ports.)
DISASSEMBLY 4. Never attempt to disassemble a component until you have
OR VALVE read and understand recommended procedures. Some
components contain powerful springs and injury can result
1. Using wrench on square portion of exhaust port, remove if not properly disassembled. Use only proper tools and
cover. observe all precautions pertaining to use of those tools.
2. Remove spring, spring seat and diaphragm. Remove 5. Use only genuine Bendix replacement parts and
cover O-Ring. components.
QR-1 VALVE A. Only components, devices and mounting and attaching
1. Remove four screws. hardware specifically designed for use in hydraulic
brake systems should be used.
2. Remove spring and spring seat (if so equipped).
3. Remove diaphragm. B. Replacement hardware, tubing, hose, fittings, etc.
shoud be of equivalent size, type and strength as the
4. Remove cover O-Ring.
original equipment.
6. Devices with stripped threads or damaged parts should
Clean all metal parts in mineral spirits. Wipe all rubber parts be replaced. Repairs requiring machining should not be
clean. attempted.
SD-03-69 4/81
Bendix
Heavy Vehicle
R-6 RELAY VALVE
DESCRIPTION in let portion of the inlet/exhaust valve moves off its seat,
permitting supply air to flow from the reservoir, past the
The Relay Valve in an air brake system functions as a relay open inlet valve and into the chambers.
station to speed up the application and release of the brakes.
The valve is normally mounted at the rear of the vehicle
in proximity to the chamber it serves. The valve operates BALANCED
as a remote controlled brake valve that delivers or releases
air to the chamber in response to the control air delivered The air pressure being delivered by the open inlet valve also
to it from the foot brake valve or other source. The R-6 is effective on the bottom area of the relay piston. When
Relay Valve is a piston operated valve For ease of servicing, air pressure beneath the piston equals the service air pres-
an “insert” or “cartridge” type inlet/exhaust valve is em- sure above, the piston lifts slightly and the inlet spring
ployed. This feature permits service of the inlet/exhaust returns the inlet valve to its seas. The exhaust remains
valve without line removal. The R-6 relay valve may be pressure. closed as the service line pressure balances the delivery
mounted directly to or remotely from the reservoir which pressure. (NOTE: Some valves are equipped with a piston
provides its supply pressure. Standard porting consists of return spring which will assist the lifting of the piston).
one (1) service port and four (4) delivery ports. There are As delivered air pressure is changed the valve reacts in-
two (2) supply ports in the reservoir mounted valve and one stantly to the change holding the brake application at
(1) supply port in the remote mount valve. that level.
OPERATION RELEASING
APPLYING When air pressure is released from the service port and air
pressure in the cavity above the relay piston is exhausted,
Air pressure delivered to the service port enters the small air pressure beneath piston lifts the relay piston and the
cavity above the piston and moves the piston down. The exhaust seat moves away from the exhaust valve, opening
exhaust seat moves down with the piston and seats on the the exhaust passage. With the exhaust passage open, the
inner or exhaust portion of the inlet/exhaust valve, sealing air pressure in the chambers is then permitted to exhaust
off the exhaust passage. At the same time, the outer or through the exhaust port, releasing the brakes.
Every 12 months, 100,000 miles or 3600 operating hours, repaired with genuine Bendix parts available at Bendix
disassemble, clean all metal parts in mineral spirits and wipe H.V.S.G. outlets.
rubber parts clean. Replace all rubber parts and any part
worn or damaged. Check for proper operation before plac- REMOVING AND INSTALLING
ing vehicle in service.
REMOVING
OPERATING AND LEAKAGE TEST
Block and hold vehicle by means other than air brakes.
1. Fully charge air brake system and adjust brakes.
Drain air brake system reservoirs.
2. Make, several brake applications and check for prompt
application and release at all appropriate wheels. If entire valve is to be removed, identify air lines to facili-
tate installation.
3. With brake valve in released position, coat the exhaust
port with soap solution and check for inlet valve and Disconnect air lines from valve*.
valve guide 0-ring leakage; 1" bubble in 5 seconds
leakage permitted. *It is generally not necessary to remove entire valve to ser-
vice the inlet/exhaust valve. The inlet/exhaust valve in-
4. Make and hold a brake valve application; coat the ex- sert can be removed by removing the two exhaust cover
haust port with soap solution and check for leakage; cap screws and cover. Insert then may be pulled out.
1 “ bubble in 3 seconds leakage permitted. CAUTION: DRAIN RESERVOIRS BEFORE REMOV-
ING INSERT. Use care so as not to damage inlet/exhaust
If leakage is detected, replacing the inlet/exhaust valve valve or guide O-ring.
may correct the problem. If leakage still occurs, leakage
may be caused by relay piston 0-ring or exhaust valve INSTALLING
seat.
Clean air lines connecting to valve.
5. Make and hold a brake valve application; coat outside
of valve body in area where cover joins the body Inspect all lines and/or hoses for damage and replace as
for cover 0-ring leakage. No leakage permitted. If the necessary.
valve does not function as described above, or if leak-
age is excessive, it is recommended that the valve Install valve and tighten mounting bolts.
be replaced with a new or remanufactured unit, or
Connect air lines to valve (Plugh any unused ports).
TYPICAL RELAY VALVE PIPING

SINGLE CIRCUIT SYSTEM
2
Test valve as outlined in “Operating and Leakage Tests.” 3. Position valve retainer (11) over inlet valve body (10)
and valve.
DISASSEMBLY 4. Install inlet valve spring (12) over inlet body (10) and
install O-ring (15) in the inner groove in the valve
NOTE: guide (14).
Prior to disassembly, mark location of cover to body to
facilitate assembly. 5. Depress and hold guide down against inlet spring and
install retainer ring (16) (A 9/16" twelve point socket
1. Remove cover cap screws (1). Remove cover (2) with can be used to push the retainer ring down until it
relay piston (4) and spring (6) (if so equipped). snaps in the groove in the inlet valve body).
2. Remove relay piston (4) from cover. 6. Install valve insert seat O-ring (13).
3. Remove piston O-ring (3) from piston (4) and cover seal COMPLETE VALVE ASSEMBLY
O-ring from body. 7. Install insert (8) in valve body (7), install exhaust cover
(17) and secure with 10-24 screws (19) torque to
4. Remove exhaust cover cap screws (19) exhaust cover approximately 20-30 inch pounds.
and remove inlet/exhaust valve insert (8) from body (7).
8. Install exhaust check diaphragm (18) into exhaust
5. Remove exhaust seat (5) from relay piston (4) and cover (17).
exhaust check valve (18). (Remove only if new parts are
to be installed). 9. Install cover seal O-ring.
10. Install relay piston O-ring (3) on relay piston (4), then
position relay piston in cover.
INLET/EXHAUST VALVE INSERT DISASSEMBLY
11. If valve utilizes relay piston spring (6) position spring
NOTE: over guide in body.
If complete inlet/exhaust valve is replaced, disregard
12. Position cover/relay piston assembly in correct
steps 6 to 9.
relative position with body; if equipped with piston
return spring, make sure exhaust seat is centered
6. Depress and hold valve guide down against valve
inside spring.
spring tension and remove retainer (16).
13. Install cover cap screws. Torque to approximately
7. Remove valve insert seal O-ring (13), valve guide (14), 80-120 inch pounds.
spring (12), and valve retainer (11).
14. Test valve as outlined in “Operating and leakage
8. Remove the inlet/exhaust valve (9) from its body (10). Tests” section.
9. Remove inner O-ring (15) from valve guide (14).

When working on or around brake systems and
components, the following precautions, should be
CLEANING AND INSPECTION observed:
1. Always block vehicle wheels. Stop engine when
Wash all metal parts in mineral spirits; wipe all rubber working under a vehicle. Keep hands away from
parts dry. Inspect all parts for signs of wear and/or deter- chamber push rods and slack adjusters; they may apply
ioration. Inspect springs for cracks, distortion or as system pressure drops.
corrosion.
Inspect inlet seat and exhaust seat for nicks and burrs and 2. Never connect or disconnect a hose or line containing
replace as necessary. It is recommended that all rubber pressure; it may whip. Never remove a component or
parts be replaced, and that any part showing signs of wear pipe plug unless you are certain all system pressure
or deterioration be replaced. has been depleted.
3. Never exceed recommended pressure and always wear

ASSEMBLY safety glasses when working.
NOTE: 4. Never attempt to disassemble a component until you

All torques specified in this manual are assembly torques have read and understand recommended procedures.
and can be expected to fall off after assembly. Do not Some components contain powerful springs end injury
retorque after initial assembly torques fall. (For assembly, can result if not properly disassembled. Use only
hand wrenches are recommended) proper tools and observe all precautions pertaining to
use of those tools.
1. Prior to assembly, lightly lubricate the relay piston
5. Use only genuine Bendix replacement parts and
guide post, O-rings, cover bore and inlet body with
components.
Dow Corning Silicone 55-M Pneumatic grease
(Bendix Pc. No. 291126). A. Only components, devices and mounting and
attaching hardware specifically designed for use in
hydraulic brake systems should be used.
INLET/EXHAUST VALVE ASSEMBLY B. Replacement hardware, tubing, hpose, fittings, etc.
should be of equivalent size, type and strength as
NOTE: the original equipment.
If new inlet/exhaust valve assembly insert is used,
disregard Steps 2 to 6. 6. Devices with stripped threads or damaged parts
2. Install inlet/exhaust valve (9) over valve body (10), should be replaced. Repairs requiring machining
smooth surface up. should not be attempted.
SD-03-28 4/81
Bendix-
Westinghouse
Automotive Air Instruction & Service Data
Brake Company
BRAKE CHAMBERS SD-28
F I G. 1 - B OL T E D F L A NGE T Y P E
F I G. 2 - C L AM P R I N G T Y P E
SD–28
2 BRAKE CHAMBERS
DESCRIPTION
The Brake Chamber is an actuator which converts the energy of air pressure into mechanical force. Two styles
of Brake Chambers are currently used. The older and now obsolete bolted flange style chamber and the current
production clamp ring style chamber differ in design, but fundamentally operate the same way. The diaphragm of
the bolted flange style is held between the pressure plate and non-pressure plate by numbers of bolts and nuts. The
diaphragm of the clamp type is held between the pressure plate and non-pressure plate by either a one piece clamp
ring or a two piece clamp ring. (Depending on their size, clamp ring chambers are equipped with either one or two
piece clamp rings.)
With reference to Fig. 3, size of the bolted flange style chambers are identified by letters, whereas numbers (which indi-
cate the effective area of the diaphragm) identify the clamp ring style chambers.
The standard chamber non-pressure plate is vented to atmosphere through holes in the non-pressure plate, however, on
those installations where the chamber must be weather proof, venting is accomplished through a drilled passage in the
mounting bolts and the rod opening in the non-pressure plate is sealed by either a boot or an O-Ring seal.
The standard diaphragm material is natural rubber compound. Neoprene diaphragms are optionally available.
All standard current production clamp ring style chambers, except the type 3 and type 6, employ two 1/4" NPTF inlet
ports. The type 3 and type 6 use one 1/4" NPTF inlet port.
OPERATION
Controlled air pressure enters the Brake Chamber through the inlet port and acts upon the diaphragm moving the push
plate and rod assembly forward.
When the Brake Chamber is used to actuate cam type brake foundation assemblies, the yoke (which is threaded on the
push rod) is connected to a slack adjuster, which in turn is connected to the brake cam shaft. This forward motion of the
push rod rotates the slack adjuster, cam shaft and cam applying the vehicle brakes.
The greater air pressure admitted to the Brake Chamber, the greater the force applied by the push rod and conversely, the
less pressure applied to the Brake Chamber the less force applied by the push rod. Push rod force is determined by multi-
plying the delivered air pressure by the effective diaphragm area. For example, if 60 psi is admitted to a type 30 Brake
Chamber, the lineal force on the end of the push rod is approximately 1800 lbs.
When air pressure is released from the brake chamber, the push rod return spring in combination with the brake shoe
return spring returns the diaphragm, push plate and rod assembly, slack adjuster and brake cam to their released positions
releasing the brakes.
A. Every month of after every 5,000 miles depending on type of operation

1. Check push rod travel and adjust travel at the slack adjuster if needed. Push rod travel should be as short as
possible without brakes dragging. Excessive push rod travel reduces braking efficiency, shortens diaphragm
life, gives slow braking response and wastes air.
2. Check push rod to slack adjuster alignment from release to full stroke position to be sure push rod moves out
and returns properly without binding at the non-pressure plate hole or without other structures. Also check the
angle formed by the Slack Adjuster arm and push rod. It should be 90° or greater when the chamber is in the
applied or released positions.
3. Check tightness of mounting nuts. Check cotter pins to make sure they are in place.
4. Check all hoses and lines. They should be secure and in good condition.
SD–28
BRAKE CHAMBERS 3
B. Every year or after each 100,000 miles or 3600 operating hours, depending on type of operation.
1. Disassemble and clean all parts.
2. Install new diaphragm or any other parts if they are worn or deteriorated. When the diaphragm, spring, or both
are replaced, they should be replaced in the corresponding chamber on the same axle.
FIGURE 3
OPERATING AND LEAKAGE TESTS
A. OPERATING TEST
1. Apply brakes and observe the push rods move out promptly and without binding.
2. Release brakes and observe that the push rods return to the released position promptly and without binding.
3. Check push rod travel. Push rod travel should be as short as possible without brakes dragging. Adjust travel
of push rod at slack adjuster if necessary.
B. LEAKAGE TEST
1. Make and hold a full brake application.

2. Using soap solution, coat flange or clamping ring(s). If leakage is detected, tighten bolts or clamping ring
only enough to stop leakage. DO NOT OVERTIGHTEN. as this can distort flange sealing surface or clamp-
ing ring. Coat area around push rod hole (loosen boot if necessary). No leakage is permitted. If leakage is
detected, the diaphragm must be replaced.
A. REMOVlNG
1. Block vehicle wheels

2. Disconnect line to chamber
3. Remove the yoke pin
4. Remove the Brake Chamber
B. INSTALLING
1. Mount brake chamber to mounting bracket

2. Install yoke (if removed) and yoke pin
3. Check the angle formed by the centerline of the push rod and slack adjuster. This angle should be greater
than 90 in both the applied and released positions.
4. Connect line to chamber. Check to be sure hoses are properly supported and clamped if necessary to provide
proper clearance.
SD–28
4 BRAKE CHAMBERS
DISASSEMBLY
Clean exterior of brake chamber and mark parts in relation to position to each other so that it may be assembled in the
same way.
NOTE: If brake chamber is to be dismantled without removing non-pressure plate from vehicle, slack adjuster
should be backed-off.
CLAMP RING TYPE CHAMBER

1. Pull out (or push out with air pressure) push rod and clamp it at non-pressure plate. If using vise grip pliers, push
rod should be protected so that it will not be damaged.
2. Remove clamp ring nuts and bolts.
3. If chamber has single clamp ring, spread the ring slightly, just enough to slip it off the plate. Care should be used
so that clamp ring is not distorted. If chamber uses two piece clamp rings remove clamp rings.
4. Remove pressure plate and diaphragm.
5. Remove yoke lock nut and yoke from push rod and release grip on push rod.
6. Remove push rod assembly and spring.
7. Remove boot or O-Ring (if applicable).
BOLTED FLANGE TYPE CHAMBER
1. Pull out (or push out with air pressure) push rod and clamp it at non-pressure plate. If If using vise grip pliers,
push rod should be protected so that it will not be damaged.
2. Remove nuts and bolts from flange.
3. Remove pressure plate and diaphragm.
4. Remove lock nut and yoke from push rod and release grip on push rod.
5. Remove push rod assembly and spring.
6. Remove boot (if applicable).
1. Clean all metal parts in cleaning solvent, removing all rust and scale. All diaphragm sealing surfaces should be
smooth and clean.
2. Carefully inspect all metal parts for cracks, distortion or damage.
3. Replace all rubber parts and all other parts not considered serviceable.
ASSEMBLY
CLAMP RING TYPE CHAMBER
1. Stand push rod assembly upright on a flat surface.

2. Position return spring on push rod.
3. Install boot or 0-Ring on non-pressure plate (if applicable).
4. Position non-pressure plate on push rod, and press plate down against tension of spring until plate bottoms on flat
surface. Clamp rod with vise grips (protect rod) at the plate.
5. If installing single clamp ring, position ring over clamping surface of non-pressure plate.
6. Check alignment marks (made before disassembly) and position diaphragm in pressure plate and place on non-
pressure plate.
7. If installing single clamp ring, work the clamp ring over the clamping surface of the pressure plate and draw the
clamp lugs together with vise grips or a similar tool. Install bolt and nut in clamp and tighten tapping with a soft
faced mallet to center the clamp ring if necessary. Release grip on push rod and install remaining bolt and nut.
8. Install nuts and bolts evenly and only sufficiently to eliminate leakage.
BOLTED FLANGE TYPE CHAMBERS
1. Stand push rod assembly upright on a flat surface.

2. Position return spring (scraper and scraper washer if applicable) and non-pressure plate over push rod.
3. Position non-pressure plate on push rod and press plate down against tension of spring until plate bottoms on flat
surface. Clamp rod with vise grips (protect rod) at the plate.
SD–28
BRAKE CHAMBERS 5
4. Position diaphragm in pressure plate. Check alignment marks (made before disassembly) and align the
diaphragm and pressure plate with the non-pressure plate.
5. Install bolts and nuts around flange, tightening evenly but not excessively.
TESTING OF A REBUILT BRAKE CHAMBER
Perform tests outlined in “Operating and Leakage Tests” section.
SD–28
SD-38
DD3 SAFETY ACTUATOR
DESCRIPTION The DD3 Safety Actuator;

DD describes the double
diaphragm and the suffix 3 denotes the
triple action for service, parking and
emergency braking. The actuator func-
tions normally as a service brake
chamber but in addition has a means of
mechanically locking a brake applica-
tion so it can safely be used for
parking. With various system arrange-
ments the actuator may be installed to
be automatically or manually applied
under emergency braking conditions.
The DD3 Safety Actuator is
stud mounted and a selection of actu-
ators are available to fit either
vertical or horizontal standard
mounting stud centers. Three (3) con-
necting lines are used for the actua-
tor installations; to the parking,
service and locking ports.
In late 1968, design improvements were incorporated into all DD3 Actuators. Changes
incorporated are as follows:
1. The non-pressure plate was redesigned to provide better protection against entrance
of water into the roller cavity and non-pressure area. Details of this redesign are:
a. A new design cap incorporating an “O” ring and shaft seal.
b. A heavier splash plate and gasket.
c. Studs installed in “blind holes” replace the T-bolts used on the old design non-
pressure plate.
d. An exhaust check valve in the non-pressure plate to purge the non-pressure cav-
ity area each time the actuator is applied.
2 DD3 SAFETY ACTUATOR
2. The service diaphragm was redesigned to provide longer life by incorporating a sep-
arator, which is retained by a bead on the service diaphragm preventing contact
between the auxiliary and service diaphragms.
Although the operation of the DD3 Actuator remains the same, these design changes
incorporate additional new parts, which in some cases obsolete and supersedé parts
used in the old design actuator. If past service history indicates that a particular
DD3 installation has had a problem of moisture accumulation in the lock area and non-
pressure cavity area, it is recommended that the complete non-pressure plate be
replaced when service becomes necessary on any one major part. If moisture accumula-
tion has not been a problem, then replacement of individual, superseding parts can be
made as time or wear indicates.
OPERATION Through the operation of a control valve, air enters the actuator locking
port and exerts pressure on the locking piston grommet. The resultant force
moves the locking piston forward against the rollers and roller spring. The beveled or
ramp end of the piston will pick up and hold the rollers away from the shaft.
NORMAL RUNNING As long as air pressure remains against the locking piston and the
rollers are not in contact with the shaft, normal service brake
applications will permit the shaft to move freely, back and forth, past the locking
mechanism. When a normal service brake application is made, air enters the actuator
service port and pushes against the service diaphragm. The diaphragm moves the push
plate and shaft out, applying the brakes. Upon release of the service application, the
brakes are released.
PARKING To park, air is exhausted from the locking port and air is applied against
the auxiliary diaphragm through the auxiliary diaphragm port. When air is
exhausted from the lock piston, the roller spring forces the rollers against the col-
lar and shaft. Air entering the parking port exerts force on the auxiliary diaphragm.
The diaphragm moves the push plate and shaft out, applying the brakes. With no air on
the lock piston, if the shaft partially retracts it becomes mechanically locked in the
applied position when the rollers wedge between the shaft and collar.
NOTE: While in a parked position, when there is a loss of air pressure on the
auxiliary diaphragm, the output force on the shaft is reduced. However,
the shaft will not retract since its output force is transferred to the
mechanical lock mechanism.
DD3 SAFETY ACTUATOR 3
RELEASE OF PARKING APPLICATION To release a parking application of the DD3 Actuator, it

is necessary to re-apply air pressure to equal a shaft
force approximately the same as was used in making the parking application. This is nec-
essary to release the locking rollers so they can be moved away from the shaft when air
is re-applied to the locking piston. This can be accomplished by making a heavy service
application after the control valve is operated to release the parking application.
To release a parking application, air enters the locking piston and the air on
the auxiliary diaphragm is exhausted. A heavy service brake application will be neces-
sary to force the shaft forward sufficiently to allow the locking rollers to dis-engage
and unlock the shaft. Upon release of the service application, the return spring will
return the shaft to the release position, releasing the parking application.
EMERGENCY OPERATION Through different system arrangements, the DD3 Safety Actuator in
conjunction with other automatic or manual air applied valves will
operate for emergency situations in the same sequence as described under “Parking”.
PREVENTIVE MAINTENANCE General - Depending on experience and type of operation, the
drain slot in the actuator non-pressure plate should be checked
and cleared of any restricting road grime, mud, ice, snow, etc.
Brakes should be adjusted as is customary with any brake chambers. Push rod
travel should be as short as possible without brakes dragging. Excessive travel not only
shortens the normal service life of diaphragms but gives slow braking response, wastes
air, and could possibly result in decreasing brake torque output.
Push rod to slack adjuster alignment should be checked in both the applied and
released positions, the rod should move out and return properly without binding. Also,
check the angle formed by the slack adjuster arm and push rod. It should be 90° or greater
when the actuator is in the applied or released positions when brakes are adjusted.
EVERY YEAR OR 3600 OPERATING HOURS OR AFTER 100,000 MILES DEPENDING ON TYPE OF OPERATION
Disassemble DD3 Actuator, clean all parts and lubricate locking mechanism.
Install new diaphragms and other rubber parts/or parts if they are worn or
deteriorated.
When diaphragms or return spring or both are replaced, like parts in the corre-
sponding actuator on the same axle should also be replaced.
OPERATION With the actuator in the released position, make several service brake appli-
cations and note that actuators apply and release properly.
Operate parking control valve and observe that actuators apply. While actua-
tors are in a parking position, drain air supply to auxiliary diaphragm and note that
actuators remain applied.
Replenish air supply to auxiliary diaphragm. Operate control valve to release
parking application, then make a full service application to complete release of actua-
tors. The magnitude of the service brake application to release the brakes may vary on
different vehicles due to compressor governor settings. Normally a service application
of approximately 70 psi should release the brakes.
LEAKAGE With system pressure up and DD3 actuators in the released position, check drain
slot and around the push rod boot with a soapy solution to detect possible
leakage by the locking piston grommet.
Make and hold a service brake application and again check the actuator drain
slot or exhaust check valve if so equipped for service diaphragm leakage. Continue to
hold the service application and coat around the service and auxiliary diaphragm clamp-
ing rings with the soapy solution to detect seal leakage.
Operate the actuator control valve to a parking position and check the exhaust
port of a service brake application to detect auxiliary diaphragm leakage. This auxil-
iary diaphragm leakage detection point could be the exhaust port of the foot brake
valve, quick release valve or relay valve depending on system. While still in a parklng
position, the auxiliary diaphragm clamping ring should be coated with the soap solution
to detect seal leakage.
Should leakage be detected at the clamping rings in either of the above tests,
the clamping ring nuts should be tightened evenly but only enough to stop leakage.
If the DD3 Safety Actuator does not function as described or leakage is exces-
sive, it is recommended that it be returned to the nearest Bendix-Westinghouse author-
ized distributor for a factory reconditioned actuator under the repair exchange plan. If
this is not possible, the actuator can be repaired with genuine Bendix-Westinghouse
parts in which case the following should prove helpful.
REMOVING AND INSTALLING Block and hold vehicle by some means other than air brakes.
With the actuators in the released position, disconnect or
completely remove air lines from parking and service ports of the actuator. (Note of
caution: Air will be exhausted out the line that is connected to the parking port when
the control valve is operated. If this line is not removed, it should be disconnected in
such a way that it will not whip and cause damage as the air exhausts) After disconnect-
ing only the parking and service port lines, operate the parking control valve. This
action will exhaust the isolated air supply and air from the locking port.
As a safety precaution, the service system should also be drained, if it is
separate.
Disconnect air line at actuator lock port.
Remove yoke pin cotter pin and knock out yoke pin.
Remove mounting nuts, then actuator.
INSTALLING Important - DD3 Safety Actuators must be installed with the exhaust check
valve down (if so equipped) and the drain slot pointing down.
Mount Actuator to mounting bracket and tighten securely.
Fasten actuator push rod yoke to slack adjuster with yoke pin. Lock yoke pin
with cotter pin. The angle formed by the push rod and slack adjuster arm should be
greater than 90°.
Connect air lines to actuator. Take care that the correct line is installed
in the correct port.
Adjust brakes.
DISASSEMBLY NOTE: This procedure covers both the old and new design actuators; for
further information, refer to “Description” section.
1. Clean actuator exterior of all road grime and mark in such a way so it can be assem-
bled in the
same manner.
2. Remove yoke and yoke lock nuts.
3. Remove splash guard, boot, felt breather, and (gasket - new design only).
4. Remove auxiliary and service clamping ring nuts and bolts.
5. Spread clamping rings slightly, just enough to slip rings off plates. It may be nec-
essary to use a soft mallet to break the clamping rings loose. If clamping rings are
to be reused, caution should be taken so they are not distorted.
6. Remove auxiliary pressure plate, auxiliary diaphragm, service pressure plate, serv-
ice diaphragm (with separator, if present).
7. Place non-pressure plate assembly on a smooth surface with the push plate down.
8. Connect an air supply (shop air) line to the locking port. Apply pressure down on
the actuator
non-pressure plate; and at the same time, apply air to the locking port. As the
shaft is unlocked (released), ease the non-pressure plate back and remove the push
plate and shaft assembly with push rod and return spring.
9. While holding cap assembly down against roller spring tension, completely remove
four (4) machine screws, release cap assembly, and remove.
10. (New Design Only) Remove retainer from cap by turning in clockwise direction until
tabs of retainer line up with slots in cap. Remove retainer spring and seal. Remove
inner and outer cap “O” Rings.
11. Remove roIler spring, spring seat washer, and eight (8) rollers.
12. Remove collar, piston, and piston “O” ring. NOTE: If necessary, apply air cautiously
at the lock port to assist in removal of the above parts.
13. (New Design Only) Remove rear retaining spring by dislodging from groove of plate
and remove
rear seal.
14. Inspect bearing in shaft bore of non-pressure plate, and remove only if it shows
signs of wear and is to be replaced. The push rod should not be removed from the
shaft unless it is damaged and requires replacement. To remove rod, place a heavy
washer over the rod against the shaft; position a spacer (short length of pipe) and
a second washer over the rod (and on top of the spacer). Install yoke lock nut(s)
and turn down with a longhandled wrench, pulling the push rod from the shaft.
15. (New Design Only) Remove exhaust check valve from non-pressure plate.
NOTE: The T-Bolts used in the older design and the studs used in the newer design
can be removed if necessary.
DD3 SAFETY ACTUATOR 5
1. Wash all metal parts in a good cleaning solvent and dry thoroughly. It is generally
recommended that all rubber parts be replaced; however, any rubber parts that are to
be reused should be wiped dry.
2. Discard felt breather.
3. Inspect all parts for excessive wear or deterioration. Particular attention should
be given to the piston and collar bores in the non-pressure plate. The air passage
from the lock port to piston bore should be checked for restriction and cleaned; if
necessary, remove the inspection plug to thoroughly clean this passage.
4. Rollers should be carefully checked, and all rollers replaced if one or more need
replacing.
5. Check springs for cracks, distortion, or corrosion.
6. Replace all parts not considered serviceable during these inspections.
If servicing older design actuators; it may be necessary to replace existing parts with
parts of the newer
design which obsolete and supersede parts of the older design actuator. For further
information, refer to
section titled “Description”.
ASSEMBLY NOTE: This procedure covers both the old and new design actuators; for fur-
ther information, refer to “Description” section.
1. Line up parts as they were marked prior to assembly.

2. If the bearing in the non-pressure plate was removed, it should be reinstalled or
replaced if necessary.
3. Lubricate piston and collar bores, shaft, piston “O” ring, piston and roller cavity
liberally with “Never Seez” lubricant (BW 404-M).
4. Position piston “O” ring in piston bore, then piston with smooth end down against
“O” ring.
5. Place collar in its bore (chamfer side down).
6. Coat rollers thoroughly and liberally with “Never Seez” lubricant (BW 404-M) and
place eight (8) rollers in groove formed by top of piston and collar ramp.
7. Pack roller cavity liberally with “Never Seez” lubricant (BW 404-M).
8. Place roller spring seat washer on top of rollers.
9. Position cone-shaped roller spring on washer with smaller end to washer.
10. (New Design Only) Install “O” rings in cap, small “O” ring in inner bore, large “O”
ring on outside of cap, making certain “O” rings are properly seated in grooves.
11. (New Design Only) Place seal in bore of cap. Lip of seal should face front of cap.
Place retainer spring on seal, position retainer on spring, compress spring, line
up tabs on retainer to slots on cap, and lock retainer in cap by turning 1/4 turn
counter-clockwise.
12. Position cap on roller spring. (NOTE: On new design cap, drain hole in cap should
be positioned so that it lines up with drain area of non-pressure plate.) Press cap
down and hold while installing four (4) machine screws evenly and securely. Install
new felt breather.
13. (New Design Only) Turn over non-pressure plate assembly, and install rear seal. Lip
of seal faces non-pressure cavity. Install spring retainer, making certain it is
retained in groove of non-pressure plate.
14. Install push plate return spring (larger end down).
15. Position push plate and shaft over return spring and press down so shaft moves
through lock. The lock should hold shaft position against return spring. If not,
check previous assembly procedure.
16. Install separator on service diaphragm, making certain bead on diaphragm engages
and retains separator. (NOTE: It is recommended that a new service diaphragm with
separator and a new auxiliary diaphragm be used as a set and not mixed with the old
style diaphragm (without separator) in any combination. The new style diaphragm
with separator can and should be used with both the old and new style actuators.
CAUTION: DO NOT ATTEMPT TO INSTALL SEPARATOR IN COMBINATION WITH THE OLD STYLE
SERVICE DIAPHRAGM (WITHOUT RETAINING BEAD).
17. Install service diaphragm and separator, service pressure plate, and clamping ring.
18. Install auxiliary diaphragm, auxiliary pressure plate, and clamping ring.
19. Tighten bolts on both clamping rings evenly and securely.
20. (New Design Only) Install exhaust check valve.
21. If push rod was removed, replace with new rod and new locking ring. Pack shaft cav-
ity with BW 204-M barium lubricant (Piece No. 240176 or Piece No. 246671). Install
lock ring in groove on rod and press rod in shaft cavity, making certain rod is
locked in place in cavity of shaft.
22. (New Design Only) Install new gasket on non-pressure plate.
23. Install boot over cap assembly. Install splash plate over boot.
TR-2 INVERSION VALVE
DESCRIPTION The TR-2 Inversion Valve is used in combination with the DD3 Safety Actu-
ators and their Control Valve in a parking and/or emergency system. When
the Control Valve is operated, the Inversion Valve operates permitting air in the iso-
lated reservoir to apply the brakes. The Inversion Valve also operates automatically
when air pressure drops to a predetermined pressure.
The TR2 Inversion Valve employs a 1-1/4" diameter hole mounting. The
valve serves as a manifold having a total of seven (7) 1/4" pipe ports; three (3) con-
trol ports, Two (2) delivery ports and one (1) supply port. Initially, these ports
were not identified, however, on later production valves, the control ports are marked
“C”, supply “S” and the delivery ports are marked “D”. The exhaust port is protected
by a diaphragm.
OPERATION With no system air pressure, the inversion valve inlet valve is open and
its exhaust is closed. On initial build-up, as air enters the isolated
reservoir to which the inversion valve supply port is connected, it will pass by the
open inlet and out the delivery ports. When system pressure reaches between 50 and 60
PSI, the control valve is operated, air will pass into the inversion valve from the
control valve. This air flows in one control port and exerts a force on the inversion
valve piston. At a pressure between 60 and 70 PSI, the piston moves against the
resistance of the two (2) piston springs. The piston exhaust seat moves away from the
inlet and exhaust valve, opening the exhaust passage. The inlet valve spring and sup-
ply air at the inlet valve will cause it to seat. Air at the inversion valve delivery
will now exhaust from the valves exhaust port.
TR-2 INVERSION VALVE 2
PARKING OR EMERGENCY The air at the inversion valve control ports is exhausted through
the control valve exhaust when it is operated. The piston springs
will then cause the piston to move and seat on the inlet and exhaust valve closing the
exhaust passage. The inlet valve is moved off its seat by the piston exhaust seat so supply
air from the isolated reservoir will pass by the open inlet and out the delivery ports.
When the application is released by actuating the control valve, air passes
into the inversion valve control port. The piston moves away from the inlet and exhaust
valve, opening the exhaust passage through the piston. The inlet valve closes and air in
the delivery ports will exhaust through the center of piston stem and out the inversion
valve exhaust port.
PREVENTIVE MAINTENANCE Every year or after 50,000 miles. The TR-2 inversion valve
should be disassembled, cleaned and lubricated. Rubber parts
should be replaced and any other parts which show signs of wear or damage should also be
replaced.

OPERATING With the air brake system built up to governor cut out pressure and the brakes
released, operate the control valve to apply the brakes. Note that the brakes
apply.
Operate the control valve to release the brake application and note that the
delivered air from the inversion valve is exhausted out its exhaust port. The operation of
the control valve will not necessarily complete the release of the brakes. A heavy service
brake application after the control valve is actuated should complete the release.
LEAKAGE Start leakage checks with system pressure up to governor cut out and brakes released.
Check the inversion valve exhaust port for possible leakage at (1) the large
piston grommet; (2) piston stem grommet or; (3) the inlet valve or its seat. Slight leak-
age is permissible. While the inversion valve is still in this position, the cap nut
should be checked for leakage by the seal ring.
Actuate control valve, applying the brakes, then check the inversion valve
exhaust port for exhaust valve or seat leakage.
If the inversion valve does not function as described or leakage is excessive,
it is recommended that it be returned to the nearest Bendix-Westinghouse authorized dis-
tributor for a factory rebuilt valve under the repair exchange plan. If this is not pos-
sible, the valve can be repaired with genuine Bendix-Westinghouse parts in which case
the following should prove helpful.

REMOVING Block and hold vehicle by means other than air brakes Drain service and iso-
lated reservoir supplies.
Disconnect air lines from inversion valve.
Loosen valve mounting nut and remove valve.
INSTALLING Check and clean air lines to valve. Mount valve securely with mounting nut
and lockwasher.
DISASSEMBLY Remove cap nut with sealing ring, remove sealing ring from cap nut.
Remove inlet valve spring and inlet valve.
Turn valve over and remove exhaust check valve diaphragm cap screw with
lock-washer, then diaphragm washer and diaphragm.
With a pair of #1 Truarc pliers, remove retainer ring.
Remove cover plate and two (2) piston springs.
Remove with grommets.
Remove piston grommets.
CLEANING AND INSPECTION Wash all metal parts in a good cleaning solvent. Rubber parts
should be wiped clean.
Check springs for cracks, corrosion, or distortion.
Inspect piston and its exhaust seat, body bores and inlet valve seat for nicks
or burrs.
Replace all parts not considered serviceable during these inspections.
TR-2 INVERSION VALVE 3
ASSEMBLY Before assembling the valve, lubricate the piston, grommets and body bores
with Bendix-Westinghouse recommended lubricant, piece number 240176.
Install piston grommets on piston.
Install piston with grommets in valve body.
Position piston springs, cover plate and retainer ring in the piston in that
order. Press the cover and retainer down and with a pair of Truarc #1 pliers,
snap the ring into the body groove.
Install the diaphragm and diaphragm washer and secure with cap screw.
Turn inversion valve over and position inlet and exhaust valve in its bore.
Place spring down over inlet valve.
Install sealing ring on cap nut, install cap nut with sealing ring and
tighten securely.
Mounting nut and lockwasher are installed when valve is mounted on vehicle.
TESTING REBUILT TR-2 INVERSION VALVE Perform “Operating and Leakage Checks” as outlined
in this section.
SD-03-16
Heavy Vehicle
TC-2 Brake Valve

DESCRIPTION however, the valve may be used wherever a hand controlled pres-
sure graduation operation is needed.
The TC-2 Brake Valve is a hand operated control valve which fea-
tures a graduated control of air pressure. The most common appli- Two types of valves are available. The handle operated type is
cation is the control of trailer brakes independent of tractor brakes; normally mounted within easy reach of the driver; a typical
installation would be a steering column mount. The remotely

operated type valve is connected to the operating handle by a
linkage rod.
The TC-2 Brake Valve is not intended for use as a parking control
valve and should not be used for that purpose.
OPERATION
APPLYING
When the handle or actuating lever is moved in a clockwise direc-

tion from the released position, force is exerted on the pressure
graduating spring through the action of the cam and cam follower.
The force of the spring on the piston causes it to move down.
The exhaust seat, which is in the center of the piston, contacts the
exhaust valve and closes the exhaust passage in the piston. The
continued downward movement of the piston moves the inlet valve
Printed in U.S.A.
off its seat. Reservoir air pressure flows by the open inlet valve and
out the delivery port.
HOLDING
The air pressure that flows by the open inlet valve also becomes
effective on the bottom area of the piston. As the force of the air
pressure beneath the piston balances the force of the depressed
graduating spring above, the piston lifts slightly and the inlet valve
returns to its seat. The exhaust valve remains seated so the flow
of air through the valve is stopped and air pressure in the service
line is held.
RELEASING INSTALLING
When the handle or operating lever is moved in a counter-clockwise 1. Check and clean air lines to valve.
direction the force above the piston is decreased. The air pressure 2. Operating mechanism for remote type should be checked func-
beneath will then lift the piston, moving it away from the exhaust tionally and for proper adjustment.
valve. With the exhaust passage open, air pressure in the service
line will exhaust out the exhaust port of the valve. 3. Mount valve with clamp and mounting bolts.
4. Tighten mounting bolts evenly to approximately 200 inch pounds

torque (3/8-16 Bolt torque 180-220 inch pounds.)
EVERY 3 MONTHS, 25,000 MILES OR 900 OPERATING HOURS
5. If remote type valve, connect operating mechanism.
Check for proper operation.
DISASSEMBLY
EVERY 12 MONTHS, 100,000 MILES, OR 3600 OPERATING HANDLE OPERATED VALVE
HOURS
1. Drive out the spirol pin and remove the handle, head, and head
Disassemble, clean parts in mineral spirits. Replace all rubber parts sea O-Ring.
and any part worn or damaged. Check for proper operation before
placing vehicle in service. 2. Remove handle O-Ring.
3. Remote Operated Type Valve: Remove set screw, head and

head seal O-Ring.
SERVICE CHECKS
4. Remove adjusting ring lock washer.
OPERATING TEST
5. Remove cap screws that hold body and cover together; sepa-
Connect an accurate test gauge to a delivery port. When the handle rate cover from body.
is moved to the fully applied position, the gauge should register full
6. Remove gasket and graduating spring.
reservoir pressure.
NOTE: Some valves may be preset to deliver lower than reservoir 7. Remove cam and cam follower from cover.
pressure; however, the standard valves generally used on tractors
8. Unscrew and remove adjusting ring.
are set to deliver full reservoir pressure. Intermediate positions
should deliver proportional intermediate pressures. Upon release, 9. Remove piston and piston return spring from body.
the gauge should immediately register zero.
10. Remove piston O-Ring.
LEAKAGE TEST 11. Remove inlet and exhaust insert screws and lock washers, then
insert and O-Ring seal.
Locate the exhaust port or exhaust line and apply a soap solution.
(It is common practice to connect a line from the valve exhaust port 12. The inlet and exhaust valve insert can be disassembled if
to a location remote from the immediate driver’s area.) With the desired or necessary.
valve in the released position, exhaust leakage should not exceed a
13. Insert some object such as a cap screw in the supply port to
1 in. bubble in 5 seconds (100 sccm).
hold the inlet valve on its seat.
With the valve fully applied, leakage at the exhaust should not 14. Depress the exhaust valve guide and spring; remove the
exceed a 1 in. bubble in 3 seconds (175 sccm). exhaust valve.
If the valve does not function as described or leakage is exces- 15. Remove stem with inlet valve from inlet seat and remove inlet
sive, it is recommended that it be replaced with a new or reman- valve from stem.
ufactured unit, or repaired with genuine parts available at Bendix
CLEANING AND INSPECTION OF PARTS
outlets.
1. Clean all metal parts in mineral spirits.
REMOVING AND INSTALLING 2. Wipe rubber parts clean.
3. Inspect valve seats for nicks or burrs.

REMOVING
4. Check all springs for distortion, cracks, and corrosion.
1. Block and hold vehicle by means other than air brakes
5. All rubber parts should be inspected for wear or deterioration.
2. Drain air brake system.
6. Replace all parts not considered serviceable during their inspec-
3. If remote-operated type valve, disconnect the operating tion with genuine Bendix replacement parts.
mechanism.
ASSEMBLY
4. Disconnect air lines from valve.
Prior to assembly, lubricate the body and cover bores, cam
5. Remove mounting clamp bolts, clamp, and then valve. and cam follower, piston O-Ring, and cover top with Dow
2
Corning 55-M pneumatic grease (Bendix piece number 291126). 13. Install set screw in head of remote-operated type valves.
1. Press inlet valve on stem. A little water in the boot valve or At this stage, before installing handle and spirol pin of handle-oper-
some soap on the stem will make it easier to press on the ated type valve, if facilities are available the rebuilt valve should be
inlet valve. tested and adjusted. If facilities are not available, the valve can be
tested on the vehicle.
2. Place stem with inlet valve installed in inlet seat. Insert some
object such as a cap screw to hold the inlet valve up against
its seat. TESTING REBUILT TC-2 BRAKE VALVE
3. Position spring and exhaust valve guide. Perform “Operating and Leakage Tests” as outlined in “Service
Checks” section.
4. Depress guide and spring, then press exhaust valve on stem.
5. Place seal O-Ring over insert seat and with cap screws and ADJUSTMENT
lock washers install inlet and exhaust insert in body. Recom-
mended torque on insert cap screws is 60 to 80 inch pounds. Generally, the TC-2 Brake Valve should deliver full reservoir pres-
sure; however, there are a few exceptions in special applications.
6. Install piston return spring.
1. If the delivered pressure is below specified final delivery pres-
7. Install piston O-Ring on piston and install piston in body. sure, it can be adjusted by removing the head and adjusting ring
lock washer and rotating the adjusting ring clockwise to raise the
8. Install adjusting ring in cover and screw it down until it is flush delivery pressure.
with top of cover.
2. If the delivery pressure is above specified final delivery pres-
9. Place cam follower and cam in cover.
sure, it can be lowered by rotating the adjusting ring counter-
10. Position graduating spring and gasket in body. clockwise.
11. Connect body to cover; tighten cap screws evenly and torque to A spanner wrench can be used to rotate the adjusting ring, but if
75–95 inch pounds. such a wrench is not available, the adjusting ring can be turned with
a small screwdriver inserted in one of the inner notches of the ring.
12. Install adjusting ring lock washer, head seal O-Ring, Turning the adjusting ring one notch will raise the delivered pres-
and head. sure approximately 5 psi.
3
SD-03-66
Heavy Vehicle
IN-LINE SINGLE CHECK VALVES
DESCRIPTION PREVENTIVE MAINTENANCE

The In-Line Single Check Valve is a device placed in an air Every six months, 1800 operating hours or every 50,000
line to allow air flow in one direction only and to prevent miles, disassemble, clean and inspect all parts.
flow of air in the reverse direction.
Replace any parts showing signs of wear or deterioration.
The three types of In-Line Single Check Valves used in Reassemble and check for proper operation.
service are:
1. The ball type (Figure 1). OPERATING AND LEAKAGE CHECK
2. The disc type with integral seat (Figure 2). NOTE: Depending upon installation, it may be easier or
necessary to completely remove check valves so that the
3. The disc type with a replaceable seat (Figure 3); the
P rin ted in U. S.A.
following checks may be made.

replaceable seat being made of either metal or rubber.
An arrow indicating the direction of air flow is cast into the With air pressure present at outlet side of check valve and
body of the valve. the inlet side open to atmosphere, coat the open end of the
check valve with soap suds; a 1" bubble in 5 seconds is
OPERATION
permissible.
Air flow in the normal direction moves the check valve ball or
disc from its seat, and the flow is unobstructed. Flow in the If the check valve does not function as described, or leakage
reverse direction is prevented by the seating of the ball or is excessive, it is recommended that it be replace with a new
disc, which is caused by a drop in up-stream air pressure and unit or repaired with genuine Bendix parts available at
assisted by the spring. Bendix H.V.S.G. outlets.
REMOVING AND INSTALLING Rubber parts should be wiped clean.
REMOVING Inspect ball or disc valve and seat for signs of wear or
Block and hold vehicle by means other than air brakes. deterioration.
Completely drain all reservoirs. Check spring for cracks, corrosion or distortion.
Disconnect air lines at single check valve and remove. Inspect body and cap nut for cracks or damage.
INSTALLING Replace all parts not considered serviceable during these

inspections.
Check and, if necessary, clean or replace air lines to valve.
Install valve making certain that it is installed correctly with ASSEMBLY
respect to the desired air flow. An arrow indicating the Position parts in proper order in body.
direction of air flow is cast into the body of the valve.
Install O-Ring or gasket on cap nut. (A new gasket should
DISASSEMBLY always be used.)
Unscrew cap nut from body and remove grommet or gasket. Screw cap nut in body and tighten securely. (Care should be
Remove shims (if present), disc valve or steel ball, valve seat taken that disc valve is not lodged between cap nut and body
(if present), spring, and valve stop bushing (if present). when assembling.)
CLEANING AND INSPECTION TESTING OF REBUILT SINGLE CHECK VALVE

Wash all metal parts in mineral spirits. Perform “Operating and Leakage Checks.”

When working on or around brake systems and components, 5. Use only genuine Bendix replacement parts and
the following precautions, should be observed: components.
1. Always block vehicle wheels. Stop engine when working A. Only components, devices and mounting and attach-
under a vehicle. Keep hands away from chamber push ing hardware specifically designed for use in hydraulic
rods and slack adjusters; they may apply as system brake systems should be used.
pressure drops.
2. Never connect or disconnect a hose or line containing should be of equivalent size, type and strength as the
pressure; it may whip. Never remove a component or pipe original equipment.
plug unless you are certain all system pressure has been
6. Devices with stripped threads or damaged parts
depleted.
should be replaced. Repairs requiring machining
3. Never exceed recommended pressure and always wear should not be attempted.
those tools.
SD-03-66 1/81
2
Heavy Vehicle
(Formerly SD-2)
MANUAL SLACK ADJUSTERS
WORM
SHAFT
(LOCK)
(SCREW)
WORM GEAR
WORM GEAR
LOCK SLEEVE
ADJUSTING ADJUSTING
SCREW GEAR
(WORM SHAFT)
ADJUSTING
GEAR
ADJUSTING
SCREW
GREASE (WORM SHAFT
HOLE
SPLINE
SPLINE
POSITIVE LOCK TYPE BALL INDENT TYPE

SLACK ADJUSTER SLACK ADJUSTER
Figure 1 Figure 2
DESCRIPTION shoe return springs return the brake cam, cam shaft, slack
adjuster and chamber push rod to the released position.
In an S-cam type foundation brake, the final link between the
pneumatic system and the foundation brake is the slack
adjuster. The arm of the slack adjuster is fastened to the ADJUSTING MECHANISM
push rod of the chamber with a yoke, and the slack adjuster
The adjusting mechanism of a Slack Adjuster consists of an
spline is installed on the brake cam shaft.
adjusting screw (worm shaft), worm and slack adjuster worm
Primarily, the slack adjuster is a lever, converting the linear gear. Turning the adjusting screw nut on the end of the worm
force of the air chamber push rod into a torque which turns shaft rotates the worm shaft and worm. The worm meshes
the brake cam shaft and applies the brakes. with and rotates the slack adjuster worm gear which is con-
Standard slack adjusters contain four basic components; the nected to the brake cam by a splined cam shaft. The turning
body, worm, gear and adjusting screw. The adjusting screw of the slack adjuster worm gear rotates the cam shaft and
is provided to adjust the slack caused by the wear of the brake cam, spreading the brake shoes, compensating for
brake lining. brake lining wear.
All Slack Adjusters utilize the worm and gear principle and, There are two types of adjusting mechanisms used on
fundamentally, differ only in torque limit specifications; A type Bendix Slack Adjusters currently manufactured. The light to
20 slack adjuster has a limit of 20,000 inch pounds torque, a medium torque rated slack adjuster (Fig. 1) use a positive
type 30 slack adjuster has a limit of 20,000 inch pounds lock mechanism consisting of a spring loaded lock sleeve,
torque, etc. which when positioned properly, engages the adjusting
Slack Adjusters are manufactured with various arm lengths screw nut, preventing the adjusting screw (worm shaft) from
and in various configurations; straight, offset, etc. to satisfy rotating.
PRINTED IN U.S.A.
various installation requirements. Splines are available in

The heavier torque rated slack adjusters (Fig. 2) utilize the
several different types and sizes.
lock ball or plunger and worm shaft indent principle adjust-
OPERATION ment lock. The lock ball or plunger must engage the indent
on the worm shaft after the adjustment is completed. An
When the brakes are applied, air pressure forces the air
audible metallic click can be heard when engagement is
chamber diaphragm and push rod to move; this rotates the
made.
slack adjuster, which in turn rotates the cam shaft. This
causes the “S” cam to spread the brake shoes which contact
the brake drum. ADJUSTING PROCEDURE
When the brakes are released, air pressure is exhausted from It is recommended that the vehicle wheel be off the ground
the air chamber. The chamber return spring and the brake so that it turns freely.
SLACK ADJUSTER WITH POSITIVE LOCK MECHANISM SERVICE TESTS
Wipe clean the adjusting screw nut and locking sleeve area. 1. Apply brakes and check that Slack Adjusters rotate
Position wrench or socket over the adjusting screw and dis- freely and without binding.
engage the locking sleeve by depressing the lock sleeve. 2. Release brakes and check that Slack Adjusters return to
Make the necessary adjustment by turning the adjusting the released position without binding.
screw with the locking sleeve depressed until the brakes
3. With brakes released, check that the angle formed by
begin to drag. Adjustment should be backed off so that the
the Slack Adjuster arm and actuator push rod is greater
wheel turns freely. This will result in an actuator stroke as
than 90 degrees. All Slack Adjusters should be set at
short as possible without the brakes dragging.
this same angle.
When adjustment is completed, the adjusting screw nut
4. With brakes applied, check that the angle formed by the
should be positioned so the locking sleeve engages the
Slack Adjuster arm and actuator push rod is still slightly
adjusting screw nut, thus locking the adjusting screw in
greater than 90 degrees. All Slack Adjusters should be
place. DO NOT ATTEMPT TO TURN THE ADJUSTING
set at this same angle.
SCREW WITHOUT FULLY DEPRESSING THE LOCK
SLEEVE. REMOVAL AND INSTALLATION
CAUTION: Before attempting to remove Slack Adjusters,
SLACK ADJUSTER WITH BALL INDENT LOCK proper precautions should be taken so that an automatic
MECHANISM (Figure 2) application of the actuators does not occur while removing or
Before proceeding with adjustment, measure distance from installing Slack Adjusters, thus causing possible injury.
top of lock screw head to slack adjuster body. Decreasing air pressure can cause a sudden full brake appli-
cation without warning. Depending on type of system on
To adjust, back off lock screw (counter clockwise) and make vehicle, it may be necessary to drain all air reservoirs or
necessary adjustment by turning the adjusting screw. mechanically back off spring brake chambers.
After adjustment is complete, retighten lock screw, making
certain that lock ball is engaged on the plunger shaft. (Proper A. REMOVAL
engagement can be confirmed by checking the measure- 1. Remove the chamber push rod yoke pin.
ment from the top of the lock screw head to the slack adjuster 2. Remove the retaining mechanism from end of brake
body. It should be the same before and after the adjustment.) cam shaft.
3. Rotate the slack adjuster by turning the adjusting nut.
PREVENTIVE MAINTENANCE 4. Slide the slack adjuster off of the spline end of the
Every month, 8000 miles or 300 operating hours; check brake cam shaft.
push rod travel. Stroke should be short as possible with-
B. INSTALLATION
out brakes dragging or chamber rod binding. Adjust if nec-
essary. 1. Install Slack Adjuster on brake cam shaft so the
adjustment screw and grease fitting (if so equipped)
Every six months, 500,000 miles or 1800 operating hours; are accessible for servicing.
lubricate slack adjuster with chassis lube N.L.G.I. grade 1 or
2. Install retaining mechanism on end of brake cam
2. Apply a sufficient amount of grease to completely fill
shaft to hold Slack Adjuster in place.
body cavity.
3. Turn adjusting nut to line up yoke pin hole with arm
NOTE: Some Bendix Slack Adjusters were manufactured
hole. Install yoke pin and cotter pin.
without a lubrication provision in the body; however, the
slack adjuster may be lubricated through the cover as 4. Refer to steps 3 and 4 under “Service Tests” and
follows: make sure the proper adjustments are made after
installing a Slack Adjuster.
1. Remove rubber plugs from both covers and discard.
SLACK ADJUSTER REPLACEMENT
2. Determine which side of slack adjuster is accessible for
lubrication and install Washer (Pc. No. 230156) and When replacing one type of Slack Adjuster with another type,
Grease Fitting (BW Pc.No. 244017) Alemite #1625 it is necessary to match or exceed the torque rating and
using Alemite tool #5254 to press grease fitting firmly in match the arm length, yoke pin diameter, offset spline diam-
place in cover. eter and width. It is also necessary to make certain that there
is adequate clearance at released and full stroke.
3. Install steel plug (Pc. No. 244400) in other cover, making
certain it is firmly in place. DISASSEMBLY AND ASSEMBLY
4. Lubricate Slack Adjuster. Apply a sufficient amount of NOTE: Disassembly and assembly instructions apply only
grease to completely fill body cavity. to assemblies with riveted covers. Assemblies with welded
2
covers are considered non-serviceable and are replaced as TYPE 35, 40, 55 (WITH RIVITED COVER AND BALL
an assembly. INDENT LOCK MECHANISM) DISASSEMBLY
1. Remove rivets holding the covers.
TYPE 20 TO 30 WITH POSITIVE LOCK MECHANISM
AND RIVETED COVER DISASSEMBLY 2. Remove welch plug.
1. Remove rivets holding covers. 3. Before removing ball indent lock mechanism, measure
and note distance from top of lock screw head to slack
2. Remove welch plug.
adjuster body.
3. Before removing worm shaft, measure height from top of
4. Remove ball indent lock mechanism screw.
adjusting screw to the slack adjuster body. This meas-
urement is important, as it serves as a reference when 5. Remove spring and ball.
the worm shaft is reassembled. 6. Before removing worm shaft, measure height from top of
4. Press out worm shaft from worm by pressing in on the adjusting screw to the slack adjuster body. This meas-
end of the worm shaft opposite the adjusting screw nut. urement is important, as it serves as a reference when
the worm shaft is reassembled.
5. Remove worm shaft, worm shaft lock and worm lock
spring. 7. Press out worm shaft from worm by pressing on end of
worm shaft opposite the adjusting nut.
6. Remove worm and slack adjuster worm gear from slack
adjuster body. 8. Remove worm and slack adjuster worm gear.
TYPE 35 WITH POSITIVE LOCK MECHANISM CLEANING AND INSPECTION

DISASSEMBLY Wash all parts in mineral spirits and dry. Inspect parts and
1. Remove retaining ring holding the cover, cover nut and replace any part showing signs of wear or deterioration.
gear in place.
TYPE 20 TO 30 WITH POSITIVE LOCK MECHANISM
2. Remove set screw in worm nut. AND RIVETED COVER ASSEMBLY
3. Depress worm lock and remove lock nut pin. 1. Place worm and worm gear in Slack Adjuster body.
4. Remove worm lock and worm lock spring. 2. Position and press the worm shaft, worm shaft lock and
5. Unscrew worm nut. spring into the worm and Slack Adjuster body. The
recess in the worm shaft lock must be lined up with the
6. Remove worm shaft, worm and gear from slack adjuster
pin in the Slack Adjuster body before pressing into posi-
body.
tion. Make certain that when pressing the worm shaft
7. Before removing worm shaft, measure height from top of into the body that the height measurement between the
adjusting screw to the slack adjusted body. This meas- top of the adjusting screw and slack adjuster body is the
urement is important, as it serves as a reference when same before and after removal.
the worm shaft is reassembled.
3. Install covers and rivet securely.
8. Press out the worm shaft from worm by pressing on the
4. Install new welch plug in body.
end of the worm shaft opposite the adjusting screw nut.
5. Lubricate as outlined in “Preventive Maintenance” section.
TYPE 35 AND TYPE 55 (WITHOUT RIVETED COVER)
AND BALL INDENT LOCK MECHANISM TYPE 35 WITH POSITIVE LOCK MECHANISM
DISASSEMBLY ASSEMBLY
1. Remove cam lock pin, cam lock, thrust washer, plunger 1. Press worm shaft into worm. Care should be exercised
spring and plunger. to be sure the worm shaft is pressed into the proper
dimension.
2. Bend up tab of lock washer and remove worm nut.
2. Install the worm shaft, worm and gear in the Slack
3. Remove retaining ring and cover. Adjuster body.
4. Before removing worm shaft, measure height from the 3. Make certain that when pressing the worm shaft into the
top of adjusting screw to the slack adjuster body. This body that the height measurement between the top of
measurement is important, as it serves as a reference the adjusting screw and slack adjuster body is the same
when the worm shaft is reassembled. before and after removal.
5. Remove worm and shaft and slack adjuster gear. 4. Install worm lock guide pin in worm nut.
6. Remove plunger and plunger spring from body. 5. Screw the worm nut into Slack Adjuster body.
7. If worm gear is to be pressed from shaft, note dimension 6. Install worm lock and worm lock spring over worm shaft
from end of shaft to gear before proceeding. and adjusting screw nut.
3
7. Depress worm lock and install lock nut pin in adjusting TYPE 35, 40, 55 (WITH RIVETED COVER AND BALL
screw nut. INDENT LOCK MECHANISM).
8. Install set screw in worm nut. ASSEMBLY
9. Assemble cover and cover nut to the body by installing 1. Place worm and worm gear in slack adjuster body.
the retaining ring.
2. Press the worm shaft into the worm. The indents in the
10. Lubricate Slack Adjuster as outlined in “Preventive worm shaft must be lined up with the ball lock hole.
Maintenance” section. Make certain that when pressing the worm shaft into the
body that the height measurement between the top of
TYPE 35 AND TYPE 55 (WITHOUT RIVETED COVER)
the adjusting screw and slack adjuster body is the same
AND BALL INDENT LOCK MECHANISM
before and after removal.
ASSEMBLY
1. Install plunger spring and plunger in body. 3. Install covers and rivet securely.
2. Install Slack Adjuster gear in body.
4. Install ball, spring and ball indent lock mechanism. Turn
3. If worm was removed from shaft, new worm should be
adjusting screw, allowing ball to fully engage indent in
pressed on shaft noting dimension as instructed in No. 4
shaft. Check for full engagement by tightening lock
of disassembly procedure.
mechanism screw to same dimension as noted in step
4. Install worm and shaft. Worm and shaft must be run in #3 of “Disassembly” instructions.
so that the worm fully engages slack adjuster worm
gear. Make certain that when pressing the worm shaft 5. Before installing welch plug, grease bottom of shaft.
into the body that the height measurement between the Install new welch plug.
top of the adjusting screw and slack adjuster body is the
same before and after removal. 6. Lubricate Slack Adjuster as outlined in “Preventive
5. Install cover and retaining ring in groove of body. Maintenance” section.
6. Install new lockwasher on worm nut in body and tighten.

Bend up at least 2 tabs of lockwasher, one of which TEST OF REBUILT SLACK ADJUSTERS
should fit in groove of body. After lubricating rebuilt Slack Adjuster (see “Preventive
7. Install plunger spring, thrust washer and plunger in lock Maintenance” section), all moving parts of the Slack
hole. Adjusters should rotate freely and not bind.
8. Install cam lock in body. Install pin. With Slack Adjuster installed in vehicle, refer to “Service
9. Lubricate Slack Adjuster, as outlined in “Preventive Test” section. Check that rebuilt Slack Adjuster functions
Maintenance” section. properly.
SD-05-1 4 -79
4
“System Guard” makes
daily draining of reservoirs
a thing of the past.
Removing water, oil and other
contaminants before they reach the first
reservoir is the function of “SYSTEM
GUARD,” an Air Dryer that removes
moisture from the air and provides
“super dry” air for any air brake system.
Benefits
• Improves vehicle reliability, particularly
the new more complex “121” systems,
by maintaining design performance of
system components.
• Maintains recommended air brake
reservoir volume by helping to eliminate
water and oil accumulation in reservoirs.
• Eliminating water in the systems helps
maintain vital lubricants thereby
extending the life of air brake and
auxiliary components.
• Road calls and downtime, resulting
from water and oil in the air brake
system, are reduced.
• Air brake system maintenance costs
are greatly reduced.
• Eliminates the need for daily reservoir
draining.
• Helps prevent air brake system
freeze-up.
Design Features
• Assures cold weather operation of
the air brake system by incorporating
an integral heater and thermostat unit
with water-proof electrical connections
to prevent freezing of condensate in
sump. Available for 12 volt or 24 volt
systems.
• Built-in single check valve in outlet
port assures correct dryer discharge line
installation.
• Convenient inlet and outlet ports —
dryer can be rotated to any position to
accommodate connecting lines. • Automatic purge and drain cycle. • Refillable desiccant cartridge.
• High capacity purge valve and internal • Only two moving parts - ball • Built-in safety valve.
fluting in sump increase volume area for check valve and purge valve • Compact — easily installed.
removal of contaminants. plunger. • Adjustable mounting brackets.
purge volume (H) (storage area) of the The air entering the reservoir is
Charge Cycle dryer and through the outlet check valve so dry that its temperature can drop
During the compression cycle of the (J) leading to the discharge line and the an additional 30°F, or more, before
compressor, discharge air enters port first reservoir. (Note: The air dryer check additional condensation occurs.
(A) of the Air Dryer. It passes through valve does not answer the BMCS
the space between the desiccant requirement for reservoir protection. A
container (B) and outer shell (C), cooling single check valve is required ahead of
in the process. The water and oil the first or second reservoir in the event
droplets that condense, drop to the of a discharge line failure.)
bottom sump (D) of the container. Air
then passes through oil filter (E) which
stops dirt particles and oil and water
droplets that have remained in
suspension. Air continues upward
through desiccant bed (F) where it is
exposed to the immense surface area of
the desiccant bed. The micro-crystalline
structure of this particular desiccant has
a tremendous affinity for the water
molecule. Because of this great affinity,
water vapor is removed from the air
without necessity of condensation.
As air continues to pass through the
drying bed, it encounters drier desiccant
and the moisture content of the air is
progressively reduced.
At the top of the column, the air flows
through a ball check valve (G), into the
(desorbing) water on its reverse flow first reservoir if there is no discharge line
Purge Cycle through the desiccant bed. check valve ahead of the first reservoir.)
In the purge or regeneration cycle, flow If the unload cycle continues beyond When air compression resumes,
through the desiccant bed is reversed. the time required to completely drain the unloader line (K) is exhausted, purge
When the compressor reaches the purge volume to atmosphere, no further valve plunger reseats and the charge
governor cutout pressure, air pressure action takes place. (The air dryer check and dry process is resumed.
from the unloader line (K) enters purge valve (J) prevents bleeding down the
valve (L) and moves the plunger off its
seat at point (M). The sudden opening
of the valve permits the pressure
existing in the dryer to exhaust the
accumulated condensate to atmosphere
and the sudden decompression of the
drying bed removes moisture from the
pores of the desiccant. After the rapid
decompression, air flows from the purge
volume (H) through the purge orifice (N)
and then expands and passes through
the drying bed in the reverse direction,
and through the purge valve exhaust (P)
to atmosphere.
The air contained in purge volume (H)
originally dried in passage through the
desiccant bed becomes “super dry” after
expanding to atmospheric pressure
through the purge orifice (N) and is,
therefore, very efficient in removing
Typical Installation
TYPICAL INSTALLATION FOR TRUCK/TRACTOR
TYPICAL INSTALLATION FOR BUS
Bendix: All you need to

remember about heavy-
duty braking systems
and service.
For further information on vehicle application
contact: The Bendix Corporation, Heavy
Vehicle Systems Group, 901 Cleveland
Street, Elyria, Ohio 44036.
Heavy Vehicle
Systems Group
In the event the desiccant cartridge or desiccant
requires replacement, a few simple hand tools and
minimum time are all that are required.
F O R M N O. B W-1 1 9 8 R 2/79 PR I N TE D I N U . S . A .
SD-08-2403*
AD-1 AND AD-2 AIR DRYERS *Formerly SD-08-2
AD-1 AD-2
FIGURE 1
The air dryer collects and removes moisture and The Air Dryer can be used on most highway vehicles where
contaminants before the air reaches the first reservoir. It is normal compressor loaded time is 90 seconds or less and
distinctly different than a reservoir drain valve or aftercooler unloaded time is 30 seconds or more. If the compressor
in that it provides "dry air" for the air brake system. The daily remains loaded for long periods of time, such as on a transit
draining of the system's reservoirs is no longer necessary, bus, certain changes in the purge volume of the dryer must
thus reducing maintenance considerably when compared be made. For more information regarding increase of the
to an air brake system without an Air Dryer. purge volume, contact our Engineering Department, in Elyria,
Ohio.
In a system without an Air Dryer, the life of air brake
components is substantially reduced because of contact The Air Dryer is installed in the discharge line between the
with water and oil in the system and since the Air Dryer compressor and the first reservoir. The unit must be mounted
removes water and oil in vapor form, life of the component vertically and mounting brackets are provided and can be
devices is substantially increased when the Air Dryer is used. adjusted to meet installation requirements.
1
The housing assembly consists of two cylindrical steel The desiccant cartridge and aluminum oil separator filter
stampings welded together. For piping convenience, two inlet are removable and comprise a complete serviceable unit.
ports, one reservoir port and one purge volume port are
provided in the AD-2 Air Dryer. The side outlet port of the The desiccant beads, which are referred to as the "drying
AD-2 incorporates an integral single check valve with the bed", are a drying substance that has the unique property of
top port used for the addition of purge volume. (Refer to exposing a tremendous surface area in proportion to its bulk.
Figure 1) One pound of the desiccant beads has about two million
square feet of adsorbtive area made up of a large number of
A Safety Valve mounted in the housing assembly protects submicroscopic cavities in each bead. Each desiccant bead
against excessive pressure build-up within the housing. adsorbs or collects moisture.
The desiccant sealing plate assembly is located mid-way in

the housing assembly and houses a replaceable ball-type
single check. Also located in the plate assembly is the purge
orifice.
PURGE
VOLUME CHECK
VALVE
OUTLET
MOUNTING OUTLET
BRACKET
LOCK LOCK
NUT NUT
DESICCANT
CHECK SEALING
VALVE PLATE
PURGE "O" RING SPRING
ORIFICE
RETAINER
"O" RING
INLET
SAFETY
INLET VALVE
CARTRIDGE
BOLT
DESICCANT
PERFORATED
MOUNTING PLATE
BRACKET DESICCANT
CARTRIDGE OIL
OIL
"O" RING FILTER
FILTER
PURGE
RETAINING VALVE
RING PISTON HEATER
CONTROL
PORT THERMOSTAT
ENCLOSURE
HEATER
PURGE ELECTRICAL
PURGE VALVE
EXHAUST TERMINAL
VALVE
DEFLECTOR
AD-1 AD-2
FIGURE 2 - SECTIONAL VIEWS
2
The desiccant beads are held in place by steel perforated NOTE: The AD-1 Air Dryer does not incorporate an integral
plates and filter cloths. The top plate is held in place by a outlet check valve. The single check valve in an AD-1
spring, and the bottom plate rests on a shoulder installation would be located in the line between the
approximately 1/8" from the bottom of cartridge housing. AD-1 outlet port and the first reservoir.
The end cover assembly is retained by a lock ring, cap Purge Cycle: (Figure 4) When desired system pressure is
screws and retainers and houses the purge valve and heater reached, the governor cuts out, pressurizing the unloader
assembly if so equipped. cavity of the compressor which unloads the compressor (non-
compressing cycle). The line connecting the governor
The heater and thermostat assembly prevent freeze-up in unloader port to the end cover purge valve port (bottom of
the purge drain valve when the dryer is used in severe winter the Air Dryer) is also pressurized, opening the exhaust of
conditions. The heater and thermostat assembly is standard the purge valve to atmosphere. With the exhaust of the purge
in the AD-2 and was optional equipment for the AD-1. The valve open, contaminants in the discharge line and dryer
12 volt, 60 watt and 24 volt, 60 or 120 watt DC heater and sump are purged, or forced past the open exhaust out to
thermostat assembly has an operating range between 45°F atmosphere.
and 85°F.
The reverse air flows across the desiccant and starts the
NOTE: The heater and thermostat assembly provided with removal process of moisture from the desiccant surface.
the AD-2 has a 3/16" diameter threaded electrical Dry airflowing from the purge volume through the purge orifice
terminal protected by a boot. The AD-1 assembly and across the drying bed further dries the desiccant.
incorporates a #16 gauge lead wire. Both types are
serviceable. The heater and thermostat assembly The combination of these reverse flows strips the water vapor
should be connected to the "on" position of the engine from the desiccant (drying bed). This normally takes between
control or ignition switch and protected with the proper 15-30 seconds.
size fuse. For details on installation, please refer to
the "Installation" section. The desiccant becomes activated from this cycle and is
now ready for another charge cycle, which occurs when the
OPERATION compressor returns to the compressing cycle. It is for this
reason the air dryer must be purged for 30 seconds, after
The operation of the Air Dryer can best be described by receiving moisture saturated airfora maximum of 90 seconds
separating the operation into two cycles; the charge cycle from a 12 CFM compressor.
and the purge cycle.
PREVENTIVE MAINTENANCE AND CHECKING
Charge Cycle (Figure 3) Compressor in Compressing Cycle SERVICEABILITY
- With the compressor in its "loaded" or compressing cycle,
air from the compressor enters the Air Dryer through the Important: Review the warranty policy before performing
discharge line. When the air, along with the water and any intrusive maintenance procedures. An extended warranty
contaminants, enter the Air Dryer, the velocity or speed of may be voided if intrusive maintenance is performed during
the air reduces substantially and much of the entrained liquid this period.
drops to the bottom or sump of the Air Dryer. The initial air
flow is toward the bottom of the dryer, but air flow direction Every 900 operating hours or 25,000 miles or every three (3)
changes 180ø at the bottom of the Air Dryer, dropping some months:
water and oil.
1 .Check for moisture in the air brake system by opening
The air now passes through the oil separator filter which reservoirs, drain cocks, or valves and checking for
removes oil and foreign material but does not remove water presence of water. If moisture is present, the desiccant
vapor. At this point, the air remains saturated with water. may require replacement; however, the following
conditions can also cause water accumulation and
The filtered air and vapors penetrate the desiccant drying should be considered before replacing the desiccant:
bed and the adsorption process begins. Water vapor is
removed from the air by the desiccant. A. An outside air source has been used to charge the
system. This air did not pass through the drying
The unsaturated "dry" air passes through the ball check valve bed.
and purge orifice into the purge volume. From the purge
volume air flows through an outlet check valve, and into the B. Air usage is exceptionally high and not normal for
first reservoir. a highway vehicle. This may be due to accessory
,air demands or some unusual air requirement that
does not allow the compressor to load and unload
(compressing and non-compressing cycle) in a
normal fashion. Check for high air system leakage.
3
AD-2 OPERATIONAL CHARGE CYCLE
AIR PRESSURE
FIGURE 3
AD-2 OPERATIONAL PURGE CYCLE
AIR PRESSURE
FIGURE 4
4
C. The air dryer has been installed in a system that 6. Check all lines and fittings leading to and from the air
has been previously used without an air dryer. dryer for leakage and integrity.
This type system will be saturated with moisture 7. Check the operation of the end cover heater and thermostat
and several weeks of operation may be required to assembly during cold weather operation as follows:
dry it out.
A. Electric Power to the Dryer
D. Location of the air dryer is too close to the air
compressor. Refer to "Installation" section. With the ignition or engine control "on", check for
power at the dryer's electrical terminal (see Figure
E. In areas where more than a 30° range of 16) with a voltmeter or test light. If there is no voltage,
temperature occurs in one day, small amounts of look for a blown fuse, broken wires, or corrosion in
water can accumulate in the air brake system due the vehicle wiring harness.
to condensation. Under these conditions, the
presence of small amounts of moisture is normal B. Thermostat and Heater
and should not be considered as an indication that 1. Turn off the ignition switch and cool the end cover
the dryer is not performing properly. assembly to below 40°F. With an ohmmeter check
Note also that a small amount of oil in the system the resistance between the electrical terminal and
may be normal and should not, in itself, be considered the aluminum of the end cover (see Figure 16).
a reason to replace the desiccant; oil stained desiccant This resistance should be 2.0 - 4.0 ohms for a 12
can often function adequately. volt end cover, 8.1 -13 ohms for a 24 volt, 60 watt
end cover, and 4.0 - 7.0 ohms for a 24 volt, 120
2. Check mounting bo Its for tightness. watt end cover.
3. Check the operation of the integral single check valve in 2. Warm the end cover assembly to over 90øF. and
the AD-2 or the "in line" check valve used with the AD-1. check the resistance as above. This resistance
Build the air system to governor cut-out and observe the should exceed 1,000 ohms.
test air gauge installed in the #1 reservoir. A rapid loss of
pressure could indicate a failed check valve. This can If these resistances are within the limits, the
be confirmed by checking at the purge valve exhaust. thermostat and heater are operating properly.
(Note: Purge valve will be open when governor cut-out If these resistances are outside the limits, proceed
pressure is reached. Allow two minutes for purge cycle to Step C to determine the cause.
before testing the check valve.)
C. Heater Element
4. Check for excessive leakage atthe purge valve by coating
the exhaust with a soap solution while the compressor With the ignition or engine control switch "off',
is loaded. (compressing air) remove the thermostat cover (see Figure 17). With
an ohmmeter check the resistance between the
5. Check the operation of the safety valve by pulling the aluminum of the end cover and the heater post (see
exposed stem while the compressor is loaded. Figure 17). For a 12 volt end cover, the resistance
should be 2.0 - 2.8 ohms. For a 24 volt, 60 watt end
cover, 8.1 - 11.1 ohms, and for a 24 volt, 120 watt
end cover, 4.0 - 4.6 ohms. If the heater resistance
is outside these ranges, a new or remanufactured
end cover should be installed, since the heater
element cannot be serviced.
If the heater resistance is within the limits the
thermostat should be replaced (Kit Number 102637)
or a new or remanufactured end cover installed.
D. Reassembly
Reinstall the thermostat cover according to Figure
17. Take special care to assure the rubber spacer
and the gasket are correctly installed, to assure
proper operation.
FIGURE 5 8. Every 7200 hours; 200,000 miles or every 24 months,
change the desiccant cartridge.
(compressing air) There must be an exhaust of air while NOTE: The desiccant change interval may vary from vehicle
the stem is held and the valve should reseat when the to vehicle. Although typical desiccant cartridge life is
stem is released. two years, many will perform adequately for three to
5
four years. In order to take maximum advantage of REPLACING OR REBUILDING THE AD-1 AND
desiccant life and assure that replacement occurs AD-2 AIR DRYER
only when necessary, it is important that Serviceability
Checks 1 - 7 be performed. GENERAL
If, after completing the routine serviceability tests, it has
been determined that one or more components of the air
When working on or around a vehicle, the following general dryer requires replacement or maintenance, refer to page
precautions should be observed: 13 to ascertain the appropriate kit(s) needed. When rebuilding
1. Park the vehicle on a level surface, apply the parking or replacing components of the air dryer use only genuine
brakes, and always block the wheels. Bendix replacement parts or kits.
2. Drain all reservoirs completely.

3. Stop the engine when working around the vehicle. REMOVAL OF DESICCANT CARTRIDGE AD-1 & AD-2
4. If the vehicle is equipped with air brakes, make certain CAUTION!
to drain the air pressure from all reservoirs before 1. Loosen the air line to the control port of air dryer and
beginning ANY work on the vehicle. allow the trapped air to escape to atmosphere. After the
5. Following the vehicle manufacturer's recommended air escapes, remove the control line from the air dryer.
procedures, deactivate the electrical system in a manner 2. Loosen the delivery line from the delivery port or outlet of
that removes all electrical power from the vehicle. the air dryer. After the pressure drops, remove the
6. When working in the engine compartment the engine delivery line. Loosen the delivery check valve from this
should be shut off. Where circumstances require that port to relieve any trapped air above the desiccant plate
the engine be in operation, EXTREME CAUTION should assembly. If the AD-1 air dryer has an external check
be used to prevent personal injury resulting from contact valve at the delivery port loosen it to relieve air pressure.
with moving, rotating, leaking, heated, or electrically 3. Disconnect the heater wire.
charged components.
4. Remove any exhaust silencers or the exhaust check
7. Never connect or disconnect a hose or line containing valve cover from the base of the air dryer. Using a hex
pressure; it may whip. Never remove a component or socket and wrench, loosen the purge valve assembly
plug unless you are certain all system pressure has and allow any trapped air to escape. Slowly unscrew the
been depleted. purge valve and remove it.
8. Never exceed recommended pressures and always wear 5. Check all ports to insure that air is not trapped in the air
safety glasses. dryer by powdered dessicant material.
9. Do not attempt to install, remove, disassemble or
assemble a component until you have read and Air Dryer End Cover Removal Procedure
thoroughly understand the recommended procedures. Warning - The AD-2 Air Dryer cartridge contains a high
Use only the proper tools and observe all precautions spring load. When replacing the AD-2 Air Dryer cartridge
pertaining to use of those tools. or performing any maintenance requiring end cover
10.Use only genuine Bendix replacement parts, removal follow the procedure outlined below.
components, and kits. Replacement hardware, tubing,
hose, fittings, etc. should be of equivalent size, type, End Cover Removal
and strength as original equipment and be designed
specifically for such applications and systems. 1. Loosen the three cap screws on the end cover and turn
the retaining clamps aside (cap screws maybe left finger
11.Components with stripped threads or damaged parts tight).
should be replaced rather than repaired. Repairs requiring
machining or welding should not be attempted unless
specifically approved and stated by the vehicle or
component manufacturer.
12.Prior to returning the vehicle to service, make certain all
components and systems are restored to their proper
operating condition.
6
2. Locate the notch in the air dryer shell. While pushing the desiccant cartridge: a Tru Arc retaining ring, two special
end cover up into the dryer, insert the blade of a thin nuts, and the latest method, a single hex lock nut.
screwdriver in the notch and slowly pry out the retaining Removing the securing device will permit the desiccant
ring. If the cartridge bolt has loosened the cartridge plate to be separated from the desiccant cartridge. After
spring may exert a force on the end cover retaining ring removing the desiccant cartridge:
making removal of the retaining ring and end cover 1. Remove the two O-rings from the desiccant plate and
difficult. This spring force will prohibit the end cover discard them.
moving up into the dryer shell when pushed up. Warning:
This same force can also cause the end cover to come 2. Remove the ball check valve retaining clip and remove
out of the air dryer shell unexpectedly during the removal and discard the rubber ball valve.
process. Exercise extreme caution to prevent bodily 3. Clean the desiccant plate thoroughly using a quality
injury. commercial solvent, making sure the purge orifice and
3. Do not stand or lay directly under the end cover while check valve seat are clean.
servicing. Assure adequate clearance between the
end cover and other surfaces to prevent hand injury if 4. Install a new ball check valve and replace the retaining
the end cover dislodges rapidly during removal. NOTE: clip and screw (Figure 5).
BE CERTAIN THE DESICCANT SEALING PLATE 5. Thoroughly lubricate the two new O-rings and install them
ASSEMBLY COMES OUT WITH THE CARTRIDGE. in their respective grooves in the purge plate (Figure 6).
6. Set the desiccant sealing plate aside for reinstallation
CAUTION: Before attempting to remove the desiccant sealing on the desiccant cartridge.
plate, measure the cartridge bolt from the top of the
desiccant plate lock nut to the end of the bolt threads.
If that measurement is approximately 3-3/16 inches,
proceed with the disassembly.
If the bolt measures approximately 1-9/16 inches,
disassemble using CAUTION. Approximately 75
pounds of spring force will remain against the
desiccant plate when the lock nut reaches the end of
the bolt thread and is removed.
REMOVING AND REBUILDING THE AD-1 AND
AD-2 DESICCANT SEALING PLATE
Before the desiccant cartridge can be replaced or rebuilt
the desiccant sealing plate must be removed. It is
recommended that all non-metallic parts be replaced when
the plate is removed. In the past, three methods have been
employed, to secure the desiccant sealing plate to the
FIGURE 6 - DESICCANT SEALING PLATE FIGURE 7 - REPLACEMENT DESSICANT CARTRIDGE
7
REINSTALLING THE DESICCANT CARTRIDGE removed from the air dryer, it should be replaced with
AD-1 AND AD-2 a complete current revision desiccant cartridge.
If the desiccant cartridge is to be replaced as an assembly

rather than rebuilt (see desiccant cartridge
rebuilding instructions), the cartridge removed from the aidryer
The current revision replacement desiccant cartridge is
shown in Figure 7. All prior revisions of the cartridge will
interchange with no modifications to either air dryer.
Prior to installing the new replacement cartridge in the air
dryer, the following steps must be followed:
1. Carefully remove the lock nut from the cartridge bolt
using an 11/16 in. open end or box wrench. IMPORTANT:
Care must be taken not to allow the cartridge bolt to slip
out of the cartridge when the lock nut is removed. Loss
of desiccant material will occur should this happen.
2. Install the previously rebuilt desiccant sealing plate on
the cartridge bolt so that the ball check retaining clip
remains visible (see Figure 15-1 & 15-2).
3. While holding the cartridge bolt reinstall the lock nut on
the cartridge bolt. IMPORTANT: Before tightening the lock
nut down make certain that the shoulder (the unthreaded
FIGURE 9
portion) of the cartridge bolt extends slightly above the
perforated desiccant plate (see Figure 12).
DISASSEMBLY OF DESICCANT CARTRIDGE
4. By tightening the lock nut, draw the desiccant sealing
plate down into the desiccant cartridge until the shoulder 1. Carefully remove and discard the lock nut on top of the
of the desiccant sealing plate is against the cartridge desiccant sealing plate. (The plate is spring loaded; see
shell. (See Figure 15) "Caution" note in "Removal of Desiccant Cartridge"
REBUILDING THE DESICCANT CARTRIDGE section.)
IMPORTANT: Only the current revision desiccant cartridges 2. Remove the desiccant sealing plate and rebuild it as
(See Figure 7) can be rebuilt. Current revision desiccant outlined under the Removing and Rebuilding the
cartridges are identified positively by the Bendix trademark Desiccant Sealing Plate section of this manual.
BW stamped in the hex head of the cartridge bolt, and by
the letters and number AD-2 displayed on the bottom face
of the oil filter. If an old revision desiccant cartridge is
FIGURE 8 - ASSEMBLY OF DESICCANT CARTRIDGE FIGURE 10
8
3. Remove and retain the spring, spring seat, bolt, and
cartridge shell. Discard the oil separator filter, the two
perforated plates and desiccant material.
FIGURE 12
12.Using the lock nut draw the assembly together to
FIGURE 11 approximately half of the spring's free height. While
slowly turning the cartridge, tap the side of the shell
4. Insert one of the perforated plates into the cartridge, with a plastic mallet (See Figure 14). This allows the
cloth side up, and tap it firmly to the bottom. (Cloth desiccant material to settle properly into place. Continue
always faces desiccant material.) (See Figure 8) to tighten the nut, making sure all items are properly
aligned. Tighten nut firmly using an 11/16" socket or
5. Slide oil separator filter over the cartridge bolt with the box wrench. (See Figures 15-1, 15-2)
gasket surface next to the shell. (See Figure 9)
6. Install the bolt with the oil separator into the bottom of
the shell and through center hole of the perforated plate
in the bottom of the shell. (See Figure 10)
7. Pour the entire package of desiccant material into the
shell, making sure none is lost. Handle carefully so
that the bolt does not fall out. (See Figure 11)
8. Level the desiccant material and install second
perforated plate cloth side down. (Make sure the
shoulder of the bolt is centered, and extends slightly
above the top of the perforated plate.) (See Figure 12)
NOTE: If the shoulder of the bolt does-not extend above
the perforated plate tap the side of the desiccant
container.
9. Set the conical spring on top of the perforated plate
(large diameter down - small diameter up.)
10.Place the spring retainer on top of the spring (See
Figure 13)
11.Install the previously rebuilt desiccant sealing plate on
the cartridge bolt so that the ball check retaining clip is
in view.
FIGURE 13
9
DISASSEMBLY
REBUILDING THE AD-1 END COVER
ASSEMBLY
To remove the end cover assembly from the air dryer follow
steps 1-6 under the section of this manual entitled Removal
of Desiccant Cartridge AD-1 and AD-2. Before rebuilding the
end cover, clean the exterior thoroughly using a quality
commercial solvent.
1. Remove and discard the large O-ring around the end
cover.
2. Remove the exhaust elbow and clamp.
3. Remove the cap nut and discard the cap nut O-ring.
4. Place the handle of a large screwdriver in a vise and
secure it.
5. Place the slot in the plunger (cap nut end) over the blade
of the screwdriver, hold it securely and remove the nut
from the plunger using a 1/2" socket wrench.
6. Remove the plunger, spring and valve. Discard the valve. FIGURE 15-1
7. Clean and inspect the plunger bore and the valve seat.
8. Remove and discard the three O-rings from the plunger.

Clean the plunger.
NOTE: If during the serviceability checks it was determined
that the heater and thermostat were defective, use
the following procedure. It is not necessary to replace
this assembly each time the purge valve is rebuilt.
FIGURE 15-2
11.Remove the square cut seal ring at the bottom of the

thermostat bore.
12.Remove the screw, retaining clip, O-ring, and the heater
FIGURE 14 element. Inspect the bore for corrosion and if necessary,
9. Remove the two screws that secure the shield or clean it.
thermostat retaining clip to the end cover.
10.Remove the shield or clip and the thermostat and
inspect the bore for corrosion.
10
ASSEMBLY 8. Wash all remaining parts in a commercial solvent,
making sure all surfaces, bores, ports, and passages
13.Install the heater element, securing it in the end cover are clean and dry before assembly.
with the retainer clip and screw. NOTE: If during the serviceability checks it was determined
14. Install the square cut seal ring in the thermostat bore. that the thermostat was defective, use the following
procedure. It is not necessary to replace this unit
15.Install the thermostat metal side down in the end cover
each time the end cover is rebuilt. Use thermostat
bore and secure it in place using the retaining clip or
kit. (See Figure 17)
shield and the two screws.
9. Remove nut(2), then lockwasher(3), plain washer(4)
16.Lubricate and install the O-rings on the plunger and cap
and O-ring(5). Discard O-ring and retain other parts.
nut.
10.Remove and retain four Phillips head screws(7) and
17.Lubricate the plunger bore and install the spring and
cover(6).
plunger (through the cap nut end).
11.Remove and discard gasket(10).
18.Install the valve on the plunger, making certain the
chamfered end of the valve is in contact with the metal 12.Remove and retain spacer(11).
seat of the body. 13.Cut uninsulated thermostat wire at Point B. (Figure 17),
19.Using the screwdriver held in the vise, as described in remove and discard thermostat and terminal assembly(1).
Steps 4 & 5, compress the plunger into the bore while 14.Clean remaining wire attached to heater terminal.
installing and tightening the nut.
15.Clean thermostat "pocket" in end cover(9).
20.Install the cap nut and tighten it.
ASSEMBLY
21.Lubricate and install the large diameter O-ring around
the end cover assembly. 16.Cut uninsulated lead of new thermostat(1) at Point A
(Figure 17).
REBUILDING THE AD-2 END COVER 17.Install thermostat in end cover "pocket" and position
ASSEMBLY uninsulated leads next to each other.
18.Using a soldering heat sink, clamp uninsula-leads at
To remove the end cover assembly from the air dryer follow Point B and solder leads with straight rosin core solder.
steps 1-6 under the section of this manual entitled Removal DO NOT USE ACID CORE SOLDER. Clean excess
of Desiccant Cartridge AD-1 and AD-2. Before rebuilding the solder off end cover.
end cover, clean the exterior thoroughly using a quality
commercial solvent. 19.Install thermostat terminal(1) in cover(6).
20.Install O-ring(5), washer(4), lockwasher(3) and nut(2).
DISASSEMBLY Torque nut to 20-30 inch pounds.
1. Remove and discard the large O-ring around the end 21.Install spacer(11) over thermostat(1).
cover assembly.
22.Install gasket(7) and cover(6) and secure cover to end
2. Remove the single #6-32 screw securing the exhaust cover(9) using screws(7) and lockwashers(8).
diaphragm and separate the diaphragm, washer and
screw. Discard the diaphragm. 23.Torque to 30-40 inch pounds.
3. Remove the three #6-32 screws securing the exhaust 24.Test thermostat as follows:
cover and remove the exhaust cover. A. At a temperature above 85°F. check resistance
4. Remove the purge valve assembly, the large hex cap between thermostat terminal(1) and end cover(9).
nut, from the end cover and discard both O-rings around Resistance should be 200,000 ohms or greater; if
the cap nut. not, check for solder "path" short.
5. Using a 7/16" socket wrench and a large screwdriver, B. Chill entire end cover assembly to 35°F. or below
remove the 1/4"-20 hex head cap screw which holds the and check resistance again. Resistance should be
assembly together. 2-15 ohms.
6. Separate cap screw, purge valve, purge valve piston and 25.Lubricate the piston O-ring and install it on the piston.
the piston return spring.
26.Lubricate the piston bore.
7. Discard the piston O-ring, the purge valve, and the piston
return spring. 27.Install the purge piston return spring and piston.
28.Install the purge valve in the large cap nut so that the
rubber portion rests on the metal seat of the cap nut.
11
FIGURE 16 - AD-2 END COVER
29.Secure the valve to the piston using the 1/4"-20 2. Locate and remove the line connected to the outlet port
cap screw and lockwasher and torque to 50 inch of the AD-2.
pounds. 3. Remove the check valve from the outlet port. (See Figure
30.Lubricate and install the two cap nut O-rings. 2)
31.Lubricate the cap nut threads and the cap nut bore of 4. Remove the rubber sealing ring from the external threaded
the end cover and install the cap nut, torquing it to 180-250 portion of the body and discard it.
inch pounds. 5. Disassemble the check valve by unscrewing the body
32.Secure the exhaust diaphragm to the exhaust cover halves and note the order of the removal of the parts.
using the #6-32 Phillips head screw and diaphragm 6. Discard and replace the check valve, valve spring and
washer. metal seal washer.
33.Secure the exhaust cover to the purge valve hex head 7. Wash all parts in a quality commercial solvent, making
cap nut using the #6-32 Phillips head screws. sure all surfaces are clean and dry prior to reassembly.
34.Lubricate and install the large diameter O-ring around 8. Coat all parts with a film of barium base lubricant such
the end cover assembly. as Bendix piece number 246671 which is supplied with
REBUILDING THE AD-2 OUTLET PORT CHECK the maintenance kit.
VALVE 9. Reassemble the check valve and torque the body halves
1. Make certain the vehicle is safely parked. Block the to between 200 and 225 inch pounds.
wheels if necessary. 10.Reinstall the check valve in the AD-2 outlet port and
reconnect the line leading to the first reservoir.
REINSTALLING THE DESICCANT CARTRIDGE
HEATER POST AD-1 AND AD-2
1. Wipe the inside of the dryer clean. If a solvent is used,
be certain that no residue is left in the shell.
2. Check to be certain a film of barium base grease is
present on the O-rings and install the cartridge and purge
THERMOSTAT
COVER
FIGURE 17
12
plate assembly into the body. Engage the bolt and 5. For the dryers with a 3/4-14 or 1 - 11-1/2 dryseal outlet
tighten to 375 inch pounds or 32 foot pounds torque. port, a check valve must be placed between the purge
3. Check the end cover O-ring to be certain it is clean volume and the first downstream reservoir. (Dryers with
and lubricate the O-ring with a barium base lubricant 1/2-14 dryseal outlet ports have a built-in check valve.)
such as Bendix 246671. Install the O-ring on the end 6. Connect a fused #16 gauge wire from the "on" position of
cover and install the end cover in the dryer body. the engine control or ignition switch to the heater terminal.
4. Position the end cover as marked during removal and This connection must be waterproof. Use an 8 to 10
install the retainer ring so that the gap in the ring is amp. fuse with 12 volt end covers and with 24 volt end
within an inch of the notch in the body. covers identified with the marking "24V 120W." Use a 4
to 5 amp. fuse with 24 volt end covers identified with the
5. Grease the threads on the three cap screws and reinstall
marking "24V."
them with their retainers in the end cover.
IMPORTANT NOTE: A new 24 volt heater was
6. Reconnect the air control line to the purge valve port in
introduced in 1983. The new heater version draws
the end cover.
120 watts of power and requires an 8 to 10 amp fuse.
7. Reconnect the thermostat and heater wire. End covers with the new heater are identified with
8. Test the air dryer as outlined under the Preventive the marking "24V 120W" cast on the identification
Maintenance and Checking Serviceability Section of this boss of the end cover. The previous identification
manual. was "24V".
INSTALLATION OF AD-1 AND AD-2

MAINTENANCE KIT FOR THE AIR DRYER
1. Install the air dryer in the compressor discharge line as
close to the supply (first) reservoir as possible. The 286718 DESICCANT CARTRIDGE REFILL KIT
discharge line between the compressor and air dryer This kit can only be used on new revision
must not exceed 20 feet in length nor less than six feet cartridges. See the cartridge rebuild section of this
in length for a two cylinder compressor or ten feet in manual for proper identification of current revision
length for a single cylinder compressor. Six feet of cartridge. This kit contains the necessary parts to
discharge line and a 90 cubic inch reservoir can be used rebuild the cartridge and the desiccant sealing
in lieu of ten feet of discharge line for single cylinder plate.
compressors. 287313 DESICCANT CARTRIDGE REPLACEMENT KIT
The discharge line should slope downward from the This kit contains a factory replacement desiccant
compressor to the air dryer inlet to avoid water traps cartridge and the parts necessary to rebuild the
and to allow drainage to the air dryer. (If the 90 cubic desiccant sealing plate.
inch reservoir is used, it should also be mounted and 285519 AD-1 PURGE VALVE MAINTENANCE KIT
plumbed to avoid water traps and to allow drainage into This kit contains the parts necessary to rebuild
the air dryer.) Discharge lines may be either be copper the AD-1 end cover purge valve only.
tubing or high temperature hose. However, Bendix
287053 AD-2 PURGE VALVE MAINTENANCE KIT
compressors require a minimum of four feet of copper
This kit contains the parts necessary to rebuild
tubing extending from the discharge port. The balance
the AD-2 end cover purge valve.
of the discharge line may be either copper tubing or high
temperature hose. 287298 AD-2 CHECK VALVE MAINTENANCE KIT
This kit contains the components necessary to
2. Locate outside the engine compartment in an area of air
rebuild the inline single check valve that is used
flow when the vehicle is in motion. Do not mount near
in AD-1 installations must be serviced separately.
exhaust system or other heat-producing components
and avoid road- splash areas. Provide 20 cm (8 in.) 288918 THERMOSTAT COVER REPLACEMENT KIT
clearance below dryer for servicing. This kit contains the parts required to replace
the non-metalic thermostat cover only. This kit is
3. Mount vertically, with purge valve exhaust toward the
used to replace a damaged cover and does not
ground, away from the frame and other components.
contain thermostat parts.
Connect a hose to the exhaust cover if necessary, since
this valve may expel rust and scale particles as well as 102657 THERMOSTAT MAINTENANCE KIT
condensate and oil collected in the dryer. This kit contains the necessary components to
rebuild the thermostat assembly in the AD-2 Air
4. Connect the purge valve control port to one of the governor
Dryer.
unloader ports. This line should be routed such that no
water traps are formed.
13
COMPRESSOR
GOVERNOR
UNLOADER
AD-2
AIR
RESERVOIR #1 TO NO. 2
DRYER
RESERVOIR
SAFETY VALVE
PURGE DRAIN
VALVE
#16 GAGEWIRE
TO IGNITION
FIGURE 18 - TYPICAL INSTALLATION FOR THE AD-2
COMPRESSOR
GOVERNOR
UNLOADER
AD-2
AIR
DRYER RESERVOIR #1 TO NO. 2
RESERVOIR
CHECK VALVE*
SAFETY VALVE
PURGE DRAIN
VALVE
HEATER #16 GAGEWIRE

TO IGNITION
*(NOTE) A CHECK VALVE MUST BE PLACED BETWEEN THE AIR DRYER AND NO 1 RESERVOIR
FIGURE 19 - TYPICAL INSTALLATION FOR THE AD-1
14
AD-2 AIR DRYER TROUBLESHOOTING CHART
SYMPTOM CAUSE REMEDY
1. Dryer is constantly A. Excessive system leakage A. Test for excessive leakage and repair.
"cycling" or purging Allowable leakage:
Pre-121 vehicles, single vehicle - 2 psi/minute
Tractor trailer - 3 psi/minute.
121 vehicles, single vehicle - 1 psi/minute per
service reservoir.
Tractor trailor - 3 psi/minute per service
reservoir.
B. Excessive leakage in fittings, hoses
B. Using soap solution, test for leakage at fittings,
and tubing connected to compressor,
drain valve (if any) and safety valve in first
air dryer and first reservoir
reservoir. Repair or replace as necessary.
C. Defective check valve between air
C. Test check valve. Leakage should not exceed
dryer and first reservoir (In standard
1" soap bubble in five seconds. It may be
AD-2, check valve to outlet port.)
necessary to remove check valve to test.
Repair or replace as necessary.
D. Defective governor.
D. Test governor for proper cut-in or cut-out
pressures and excessive leakage in both
positions.
E. Leaking purge valve in air dryer end
E. Remove end cover. Apply 120 psi at control
cover (control side).
port. Soap both sides around purge valve to test
for control piston leakage.
(Permissible leakage - 1" bubble in five
seconds)
F. Compressor unloader mechanism
F. Remove air strainer or fitting from compressor
leaking excessively.
inlet cavity. With compressor unloaded, check
for unloader piston leakage.
Slight leakage permissible.
2. Water in vehicle A. Dessicant requires replacement.

A. Replace dessicant cartridge.
reservoirs.
B. Improper discharge line length or

B. Minimum of six-foot metal tubing for
improper line material.
two-cylinder compressor; ten-foot for
one-cylinder compressor Flex hose
can be substituted at ratio of 1-1/2' flex hose for
each 1' of metal.
C. Air system charged from outside air
C. If system must have outside air fill provision,
source (outside air not passing
outside air should pass through air dryer.
through air dryer).
(Unused inlet on air dryer can be used.) Use of
this should be minimized.
D. Air dryer not purging (see Symptom
D. See cause and remedy for Symptom #5.)
#5).
E. Purge (air exhaust) time insufficient
E. Check causes and remedies for Symptom #1.
due to excessive system leakage
(see causes for Symptom #1)
F. Air dryer/vehicle application requires
F. When compressor is loaded (compressing)
additional purge volume.
longer than 90 seconds during normal
operation, additional purge volume may be
needed. (Before proceeding, contact Bendix
representation for consultation)
G. Air dryer not compatible with vehicle
G. Air dryer requires minimum purge time of 30
air system requirement - (Improper air
seconds. If compressor stays loaded longer
dryer/vehicle application)
than 90 seconds and additional purge volume is
added, longer purge time is required. Air dryer
efficiency will decrease as compressor
loaded time increases beyond 120 seconds,
during normal operation of the vehicle (This
limitation assumes a compressor of
approximately 12 CFM and engine operation at
1600-1900 RPM) The air dryer will
accommodate occasional longer loaded times,
such as initial system build-up.
3. Safety valve on air dryer A. Desiccant cartridge plugged or
A. Check compressor for excessive oil passing
"popping off" or saturated.
and/or correct compressor installation Repair
exhausting air
or replace as necessary
Rebuild or replace cartridge.
B. Defective check valve between air
B. Test to determine if air is passing through
dryer outlet port and first reservoir. (in
check valve. Repair or replace.
standard AD-2, check valve in outlet
port.)
C. Defective fittings, hose or tubing
C. Check to determine if air is reaching first
between air dryer and first reservoir
reservoir. Inspect for kinked tubing or hose.
Check for undrilled or restricted hose or tubing
fittings.
15
SYMPTOM CAUSE REMEDY
4. Constant exhaust of air A. Air dryer purge valve leaking A. With compressor loaded, apply soap solution
at air dryer purge valve excessively. on purge valve exhaust, to test for excessive
exhaust or unable to leakage Repair purge valve as necessary
build system pressure B. Defective governor. B. Check governor for proper "cut-in", "cut-out"
pressure and excessive leakage in both
positions. Repair or replace as necessary
C. Purge control line connected to C. Purge control line must be connected to
reservoir or exhaust port of governor. unloader port of governor
D. Purge valve frozen open - faulty D. Test heater and thermostat as described in
heater and thermostat, wiring, blown Step 7 of Preventive Maintenance Section.
fuse.
E. Inlet and outlet air connections E. Compressor discharge to inlet port. Reconnect
reversed. lines properly.
F. Check valve between air dryer and first F. Test check valve for proper operation (see
reservoir defective Symptom #3, Remedy B).
G. Kinked or blocked (plugged) G. Check to determine if air passes through
discharge line discharge line. Check for kinks, bends,
excessive carbon deposits.
H. Excessive bends in discharge line H. Discharge line should be constantly sloping
(water collects and freezes) from compressor to air dryer with as few bends
as possible.
I. Excessive system leakage. I. See Symptom #1's Causes and Remedies.
5. Air dryer does not purge A. Broken, kinked, frozen, plugged or A. Test to determine air flows through purge
or exhaust air. disconnected purge control line control line when compressor unloaded Check
for undrilled fittings (See Symptom #4,
Remedy C.)
B. Faulty air dryer purge valve B. After determining air reaches purge valve
(Remedy A above), repair purge valve.
C. See Causes B,E,F,G,H, for Symptom C. Refer to Remedies B, E, F, G, H, for Symptom
#4 #4
6. Desiccant material being A. This symptom is almost always See Causes and Remedies for Symptoms 1,2,3,4
expelled from air dryer accompanied by one or more of and 5
purge valve exhaust Symptoms 1,2,3,4 and 5. See related
(may look like whitish causes for these Symptoms above
liquid or paste or small
beads). B. Air dryer not securely mounted. B. Vibration should be held to minimum. Add
(Excessive vibration). bracket supports or change air dryer mounting
location if necessary.
OR
Unsatisfactory dessicant C. Defective cloth covered perforated C. Replace or rebuild desiccant cartridge. NOTE.
life. plate in air dryer dessicant cartridge If rebuilding cartridge, carefully follow
or improperly rebuilt desiccant instructions packed with cartridge rebuild kit
cartridge.
D. Compressor passing excessive oil. D. Check for proper compressor installation; if
symptoms persist, replace compressor.
E. Faulty heater and thermostat, wiring, E. Refer to Remedy D under Symptom #4.
fuse not allowing purge (Cold weather
operation only.)
7. Unable to remove end A. Result of reversing the inlet and outlet A. Refer to Symptom #4, Cause E.
cover, or unable to install connections. (See Symptom #4,
new desiccant cartridge. Cause E)
8. Air dryer end cover A. Excessive system pressure build up A. Because it is difficult to determine extent of
separates from air dryer within air dryer; caused by either internal damage to air dryer, it is recommended
housing during operation. plugged desiccant, check valve failure, that the air dryer be replaced.
frozen or obstructed discharge line
(between air dryer and first reservoir) or NOTE: This type of failure can be prevented by
governor failure in conjunction with checking the dryer for proper operation every
safety valve failure. three (3) months.
BW1597 © Honeywell 12/1999. Printed in USA.

16
T11 TRANSMISSION
4
THIS MANUAL covers Warner Gear transmission models T11, Test specifications for the various assemblies differ. The
T12, 10-01, 10-11, 13-19 and 13-20. Models T12 and 10-01 original equipment manufacturer should supply test specifi-
are similar forward and reversing transmissions. Models T11 cations for the particular assembly supplied in his equip-
and 10-11 are similar forward and reversing transmissions ment.
with a high and low range. The 13-19 and 13-20 assemblies
are forward and reversing transmissions combined with a four The parts list as illustrated may make it possible to select most
speed transmission. parts for many different assemblies; however, the original
equipment manufacturer should supply a parts list for the
Part names and numbers are general. Good judgement will assembly supplied in his equipment.
help in cases where parts as illustrated are different from your
transmission.
DESCRIPTION
The T11 and T12 transmissions have constant mesh gear A hydraulic torque converter drive between the engine and
trains. Two single disc hydraulic clutches are applied or transmission permits full stalling of the vehicle without stalling
released to control forward and reverse operation. Optional the engine and varies torque input to match existing load con-
1.19:1 or 94:1 speed ratios are available for both forward or ditions. The transmission oil pump is driven at engine speed by
reverse in T12 assemblies. Only one of the two ratios are converter tangs. Input to the transmission is through the input
available for forward and one for reverse in any one assembly. shaft driven by the converter turbine. The converter is a single-
The ratios in forward and reverse may be either identical or phase, three element type, comprising an impeller connected
one of each is optional. to the crankshaft, a turbine connected to the input shaft of the
gearbox and a stator mounted on a sprag type one way clutch
A 2.41:1 low range is available for both low and reverse oper- supported on a fixed hub on the stator support.
ation in T11 transmissions and optional 1.19:1 or 94:1 ratios
are available for high range operation in both forward and The inching valve permits the operator to control clutch slip-
reverse. Only one of the optional ratios is available in any one page in order to move the vehicle slowIy (inch) while maintain-
transmission. ing high engine speed for auxiliary pump operation and
permits inching the vehicle in close quarters.
The clutches are contained in one large balanced, oil cooled
drum with the front clutch plate driving the inner concentric Provision has been made for the addition of a seat operated
shaft and the rear clutch plate driving the hollow concentric safety valve, which automatically causes the hydraulic
shaft. clutches to be released when the driver’s seat is unoccupied.
OPERATION
STARTING THE ENGINE AS A BRAKE by shifting the transmission at high engine
speeds.
Start the engine with the selector in neutral and with the foot
brake applied. A neutral switch which permits starter operation Damage to the transmission can result from excessive heat
only when the selector is in neutral position is installed on created by abusive operation such as shifting at high engine
some installations as a safety feature. The operator should speeds or shifting without an interval between shifts which
insist that the neutral switch be adjusted to permit starting in would permit cooling.
neutral position only.
The torque converter coupling between the engine and trans- INCHING VALVE
mission makes it possible to powershift the unit from forward to
reverse. The inching valve permits slipping the clutches when inching
the vehicle in close quarters and also permits maintaining high
Powershifts are permissible at engine speeds below 1000 engine speeds to accommodate working the implement pump
RPM; however, except in an emergency, it SHOULD NOT for high flow rates while the vehicle moves slowly in either
BE THE PRACTICE TO USE THE TORQUE CONVERTER direction.
5
RANGE CONTROL - T11 ONLY OPERATING TEMPERATURE
The T11 transmissions have two forward and two reverse The transmission operating temperature should be maintained
ratios available. The range control lever shifts a sliding collar to between 180° and 225°F (83° and 107°C). Extended periods
obtain either high (H), low (L) or neutral (N) from the gear set. of operation at temperatures above 250°F (121°C) should be
A cam on the range control lever causes the clutch supply avoided. The transmission may be cooled by shifting to neutral
valve to move to exhaust either clutch if applied and thus pre- and operating the engine at approximately 1200 RPM.
vent gear clashing without requiring the selector lever to be
moved to neutral.
IMPORTANT
SELECTOR LEVER The operator of any equipment is responsible for any damage
or injuries caused while he is handling such equipment. Faulty
The selector lever is used to select forward (F), neutral (N) or equipment should not be in operation and the operator is the
reverse (R) as required. The selector lever positions the selec- one person who is at the scene and for that reason he should
tor valve which should be positioned exactly. Proper linkage have the knowledge to determine when the equipment should
adjustment is necessary to prevent positioning the selector not be operated. Consult a mechanic when in doubt as to vehi-
valve between poppet positions. cle safety.
6
LEFT SIDE VIEW OF T11 TRANSMISSION. RIGHT SIDE VIEW OF T11 TRANSMISSION.
A – COOLER RETURN E – OIL LEVEL DIPSTICK

B – FRONT CLUTCH PRESSURE TAP F – CONVERTOR OIL OUT TO COOLER
C – MAIN LINE PRESSURE TAP G – CONVERTOR CHARGE PRESSURE TAP
D – REAR CLUTCH PRESSURE TAP H – LUBE PRESSURE TAP
LEFT SIDE VIEW OF T12 TRANSMISSION. RIGHT SIDE VIEW OF T12 TRANSMISSION.
7
POWER FLOW DIAGRAMS
T12 POWER FLOW - REAR CLUTCH APPLIED.
T12 POWER FLOW - FRONT CLUTCH APPLIED.
8
T11 LOW SPEED POWER FLOW - FRONT CLUTCH APPLIED.
T12 TRANSMISSION WITH FRONT CLUTCH APPLIED T11 TRANSMISSION WITH LOW RANGE SELECTED AND
FRONT CLUTCH APPLIED
The applied front clutch, drives the front clutch drive shaft and
drive gear. The front clutch drive gear drives the idler gear, The applied front clutch drives the front clutch drive shaft and
which drives the countershaft gear and output shaft in the gear. The front clutch drive gear drives the front idler gear,
same direction of rotation as the input shaft. which is splined to the low speed or rear idler gear. The low
speed idler gear drives the low speed gear and low speed
clutch hub. The speed selector collar is shifted to the rear to
T12 TRANSMISSION WITH REAR CLUTCH APPLIED engage the low speed clutch hub causing the output shaft to
be driven in the same direction as the input shaft at the low
The applied rear clutch, drives the rear clutch shaft and drive speed ratio.
gear. The rear clutch drive gear drives the countershaft gear
and output shaft in the opposite direction to input shaft
rotation.
9
T11 HIGH SPEED POWER FLOW - FRONT CLUTCH APPLIED.
T11 LOW SPEED POWER FLOW - REAR CLUTCH APPLIED.
10
T11 HIGH SPEED POWER FLOW - REAR CLUTCH APPLIED.
T11 TRANSMISSION WITH HIGH RANGE SELECTED AND selector collar is shifted to the rear to engage the low speed
FRONT CLUTCH APPLIED clutch hub to drive the output shaft in a direction opposite to
input shaft rotation and at the low speed ratio.
The applied front clutch drives the front clutch drive shaft and
gear. The front clutch drive gear drives the high speed idler
gear, which drives the countershaft gear and countershaft. T11 TRANSMISSION WITH HIGH RANGE SELECTED AND
The speed selector collar is shifted forward into engagement REAR CLUTCH APPLIED
with the high speed clutch hub locking the output shaft to the
countershaft. The output shaft is driven in the same direction The applied rear clutch drives the rear clutch drive shaft and
as the input shaft and at the high speed ratio. gear. The rear clutch drive gear drives the countershaft gear
and countershaft. The speed selector collar is shifted forward
into engagement with high speed clutch hub teeth driving the
T11 TRANSMISSION WITH LOW RANGE SELECTED AND output shaft at the high speed ratio in a direction opposite to
REAR CLUTCH APPLIED input shaft rotation.
The applied rear clutch drives the rear clutch drive shaft and
gear. The rear clutch drive gear drives the countershaft gear
which drives the front idler gear. The front idler gear drives the
rear idler gear which drives the low speed gear. The speed
11
12
HYDRAULIC CIRCUIT SCHEMATIC
HYDRAULIC CIRCUITS
All T11 and T12 hydraulic circuits are similar with minor excep- CLUTCH SUPPLY VALVE
tions. A seat actuated safety valve may or may not be used
with any of the various models. A valve operated by the high The clutch supply valve, when held against spring force, per-
and low gear cam is used only in the T11 transmissions. Two mits oil to feed from the inching valve to the manual valve. The
springs are used in certain instances to replace a single spring high and low gear cam operated valve in T11 transmission or
or springs of different weights may be used to vary pressure in the seat actuated safety valve when open can exhaust the oil
the various transmission assemblies. from the end of the clutch supply valve faster than it can be
replaced through the feed orifice; therefore, the spring force
Hydraulic oil enters the pump through the intake screen and returns the valve to the blocking position. In the blocking posi-
case passages. Oil leaving the pump is directed through case tion neither clutch can be fed and both clutches are exhausted
and adapter passages to all open valve body passages and at the clutch supply valve, thus causing a neutral condition to
through an orifice to the converter. The orifice acts to drop the exist in the transmission.
pressure of the oil entering the converter. Oil leaving the con-
verter is fed to the cooler and cooler bypass (pop) valve. The
pop valve remains closed unless the pressure exceeds the SELECTOR VALVE
valve opening limit. Oil returning from the cooler is directed to
the clutch cooling and lube circuits. Forward (F) position permits oil to flow to the forward clutch
and exhaust reverse clutch. Neutral (N) position permits the
selector valve to block oil at the valve and exhaust both
PRESSURE REGULATOR VALVE clutches. Reverse (R) position permits oil to flow to the reverse
clutch and exhaust forward clutch.
Oil from the pump, after filling all open circuits, begins increas-
ing in pressure and continues to increase until the force from
the oil on the end of the pressure regulator valve overcomes CLUTCH ORIFICE AND FLYBALL
the spring force and moves the regulator valve to a position
where main line oil is fed into the cooler and lube circuits. Clutch cylinders are provided with either bleed holes or bleed
Feeding main line oil into the lube circuit lowers the pressure holes and ball dump valves. These are provided to exhaust oil
and permits the spring force to balance the force from the oil from the clutch cylinder and assure clutch release. Centrifugal
on the end of the regulator valve, thus regulating line pressure. force could cause pressure build up within the clutch cylinder if
bleeds were not provided. The flyball bleed provides fast
release and permits higher apply pressure.
INCHING VALVE
Right and left side views of both T11 and T12 transmissions
The inching valve, when the inching valve plunger is in but not showing pressure check points and cooler line connecting
quite tight against its stop, will regulate the clutch maximum points should be checked prior to making an installation or
pressure, determined by the spring or springs used in this checking pressure to be certain that the correct outlet is used,
location. Depressing the inching valve pedal permits the see Page 7.
plunger to move away from the spring, decreasing the spring’s
effect on the inching valve to lower clutch pressure. Clutch
pressure can be varied from zero to the maximum regulated
pressure obtainable from the spring combination in the valve
body assembly. Clutch pressure regulated by the inching valve
is less than the pressure regulated by the regulator valve. The
maximum regulated clutch pressure is from 70-87 PSI (4.92-
6.12 kg/cm2) in some assemblies and clutch pressure is from
80-100 PSI (5.62-7.03 kg/cm2) in other assemblies. Pressure
recommendations for your partticular model should be
obtained from the original equipment manufacturer.
13
T11 & 10-11 TRANSMISSION
14
T11 & 10-11 TRANSMISSION PARTS LIST
N.I. - NOT ILLUSTRATED
15
16
T12 & 10-01 TRANSMISSION
17
18
19
INSTALLATION RECOMMENDATIONS
TRANSMISSION INSTALLATION One of two methods may be used for assembling the converter
to the engine and transmission. The converter may first be
Screw two dowels into the mounting bolt holes on opposite assembled to the transmission and then the transmission and
sides of mounting face. Use dowels as guides for guiding the converter assembled to the engine. Tighten the transmission
transmission into correct alignment with the converter. Turn housing bolts to the engine before the converter drive plate
the converter or pump gears to align these parts so that the bolts are tightened. This method permits the pump bushing
tangs will mate with openings in the gear. Force should not be and the crankshaft pilot bushing to hold the converter in align-
used as damage to the pump bushing and converter tangs ment before the drive plate bolts are tightened.
may occur unless extreme care is used.
The converter is assembled to the engine without the trans-
It is especially important to properly make all required adjust- mission in the second method of transmission installation. A
ments after installation is completed. Oil cooler, cooler lines gage is required to align the converter to the flywheel and
and fittings should be filled and tested. Recheck the oil level housing before the drive plate bolts are tightened. The gage
after the transmission test is completed. Operating the vehicle inside diameter, 2.1260 (54.0mm), fits over the converter hub
during the test will fill the cooler and cooler lines and purge the and the outside diameter fits into the housing bore. The No. 3
air from the system. The final oil level check should be made at SAE housing gage outside diameter should be 16.1245
operating temperature and after a test the temperature should (409.6mm) and the No. 4 SAE housing gage outside diameter
be right for checking. should be 14.2495 (361.9mm).
A good transmission improperly installed and adjusted may be Assemble the converter with the bolts loose until the gage is
damaged to the extent that it must be rebuilt. Correction of all installed over the converter hub and in the housing bore, then
problems before delivery to the customer will insure trouble tighten the converter drive plate bolts to the specified torque of
free operation and reduce future repair costs to a minimum. 13–15 lbs. ft. (1.79–2.07 kg. m.).
CONVERTER INSTALLATION CONVERTER TANG ENGAGEMENT
It is almost impossible to completely flush all dirt from a con- Two problems can develop because of improper converter
verter, which has been used in an installation where the trans- tang engagement with pump drive gear. When tangs enter
mission had failed and continued use permitted circulation of gear too far, the gear is forced into contact with the stator sup-
the contaminated oil through the converter. Good judgment, port and pump face wear occurs. Shallow engagement will
should be exercised as to the need for replacing a contami- cause tangs to wear. The recommended .199 ± .077
nated converter. It should be realized that any dirt which is cir- (5.05±1.85mm) tang engagement should be checked when
culated from a contaminated converter into the valve body pump or tang failures occur and when new installations are
could cause valves to stick with a resulting transmission failure being made.
very likely.
The outer bolt circle of the converter drive plate should be

aligned to within .015 inch (.4mm) total indicator reading with
the .7495–.7485 (19mm) converter pilot diameter before tight-
ening the 3/8–24 NF bolts to 28–32 lbs. ft. (3.87–4.42 kg. m.)
torque.
20
T11 INSTALLATION DRAWING
GENERAL SPECIFICATIONS
GEAR RATIOS Rated input torque . . . . . . . . . . . . . . . . . . . 350 lb. ft. (48.39 kg. m.)
Rated input speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2500 rpm
2.41:1 low, 1.19:1 high . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard Gearing . . . . . . . . . . . Constant-mesh, countershaft, straight spur
Clutches . . . . . . . . . . . . . . . . . . . . . . . . 10-in. (254 mm) single disc
2.41:1 low, 0.94:1 high. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Optional Integral oil capacity . . . . . . . . . . . . . . . . . 10 U.S. Qts. (9.46 Liters)
Oil pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Integral
Ratios are the same in either forward or reverse. Regulating valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Integral
Transmission oil pressure . . . . . . . . . . . . . . . . . . . . . . . 100-140 psi
(7.03-9.84 kg/m2)
Converter oil pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . 60-100 psi
(4.22-7.03 kg/cm2)
Lube oil pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-40 psi
NOTE: All specifications and descriptive data shown are nominal and subject to
(.35-2.81 kg/cm2)
change without notice. Specific applications should be referred to Warner Gear Weight (dry) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260 lb. (117.93 kg.)
for engineering assistance. Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . See form no. 1095
NOTE: Parenthetical dimensions are in millimeters.
21
T12 INSTALLATION DRAWING
GENERAL SPECIFICATIONS
GEAR RATIOS Rated input torque . . . . . . . . . . . . . . . . . . . 350 lb. ft. (48.39 kg. m.)
Rated input speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2500 rpm
Gearing . . . . . . . . . . . Constant-mesh, countershaft, straight spur
1.19:1 Forward & Reverse . . . . . . . . . . . . . . . . . . . . . . . . . Standard
Clutches . . . . . . . . . . . . . . . . . . . . . . . . 10-in. (254 mm) single disc
0.94:1 Forward & Reverse. . . . . . . . . . . . . . . . . . . . . . . . . . Optional Integral oil capacity . . . . . . . . . . . . . . . . . 10 U.S. Qts. (9.46 Liters)
1.19:1 Forward—0.94:1 Reverse . . . . . . . . . . . . . . . . . . . . Optional Oil pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Integral
0.94:1 Forward—1.19:1 Reverse . . . . . . . . . . . . . . . . . . . . Optional Regulating valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Integral
Transmission oil pressure . . . . . . . . . . . . . . . . . . . . . . . 100-140 psi
Ratios may be the same in either forward or reverse. (7.03-9.85 kg/cm2)
Converter oil pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . 60-100 psi
(4.22-7.03 kg/cm2)
Lube oil pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-40 psi
NOTE: All specifications and descriptive data shown are nominal and subject to
(.35-2.81 kg/cm2)
change without notice. Specific applications should be referred to Warner Gear Weight (dry) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225 lb. (102.06 kg.)
for engineering assistance. Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . See form no. 1095
NOTE: Parenthetical dimensions are in millimeters.
22
DISASSEMBLY OF TRANSMISSION
TRANSMISSION REMOVAL Tighten all bolts, screws and pipe plugs evenly to the recom-
mended torque, which is given in the torque chart in this
Disconnect linkage from transmission and tie in a position manual.
where it will not be damaged or bent as the transmission is
removed from the engine. Oil lines should be carefully John Crane Packing Company Plastic Lead Sealer Number 2
removed to prevent dirt from entering the open lines and case or a suitable substitute should be applied to threads of all bolts
passages. Do not bend oil lines as this could cause restricted that assemble into threaded holes, which open into cavities
oil flow and possible overheating of transmission. containing oil.
Two 3/8-16 UNC tapped holes in top of transmission are used

PREPARE FOR DISASSEMBLY
to fasten a hoist for handling the transmission.
Drain and thoroughly clean transmission prior to disassembly

Two dowels may be made with threads on one end and a
which starts with transmission sitting upright on a clean bench.
screw driver slot on the other end. Install these two dowels in
transmission mounting bolt holes on opposite sides of the
transmission. Dowels will insure correct alignment of trans- VALVE BODY
mission with the engine as transmission is removed or
installed. Remove twelve 5/16 inch machine screws and lockwashers
which retain the valve body assembly to transmission and
A bucket should be placed or held to catch oil which will drain remove valve body.
from the converter as transmission and converter are sepa-
rated.
FRONT HALF
The converter will remain with the engine when the transmis-
sion is pulled straight rearward in some applications and in PART 1 For transmissions having an adapter and converter
other applications the converter and transmission may be housing as shown in T12 & 10-01 exploded view.
removed as an assembly. The converter is bolted to transmis-
sion drive plate and is not held in the transmission. Remove four 5/16 bolts and pull pump forward from transmis-
sion.
TRANSMISSION OVERHAUL Remove six 7/16 bolts and converter housing from transmis-
sion. The converter housing is not illustrated in either exploded
Proper transmission operation is insured by cleanliness during view.
an overhaul. Plugs should be removed from all case passages
to permit thorough cleaning of these passages. Use com- Remove snap ring (120) and spacer (119) from input shaft.
pressed air to dry parts before they are assembled. Do not The snap ring is below flush with front face of adapter.
wipe parts with rags to clean or dry them as lint from cloth may
cause erratic valve action. Remove eight 3/8 bolts (144) and pull adapter (122) forward
from transmission.
Gaskets, oil seals and rubber sealing rings should be
replaced, except in relatively new units. Inspect and remove PART II For transmissions having a case front half as shown
these parts only when they are to be replaced with new parts. in the T11 & 10-01 exploded view.
Oil seals and bearings are best installed by using an arbor Remove eight 5/16 machine screws (166), then pull pump and
press, suitable fixtures and tools to properly align parts being stator support (145) forward from transmission.
assembled. Hammering seals and bearings into position can
severely damage these parts. Remove one sealing ring (142) from input shaft groove.
Approved lubricants should be used to lubricate parts as they Remove two snap rings (141) from input shaft groove.
are assembled. Petroleum jelly may be used on gaskets or
other parts that must be held in position during assembly. Remove bolts (160) and pull case front half (139) from trans-
Lubricated parts will assemble more freely than dry parts. mission.
23
Remove annular bearing from case front half only if bearing is Remove snap ring (55) from shaft (59) groove.
to be replaced.
Remove five 5/16 machine screws (108) and bearing retainer
(88).
CLUTCH ASSEMBLY
Pull drive shaft (59) and bearing (57) assembly forward from
Pull clutch assembly straight out of transmission. Be prepared transmission as rear clutch drive gear (56) is slid from the end
to support the full weight of the assembly as it is pulled from of shaft.
supporting shafts.
IDLER GEAR AND SHAFT

T11 EXTENSION HOUSING
T11 UNITS: Lift idler gear (11) up through the valve body
Remove bolts (8) and dowels (74), then carefully pull exten- opening as rear idler gear (10) is pulled rearward from trans-
sion housing rearward as all loose parts are removed as they mission. Catch the thrust washer (85), located between idler
are freed. Slide clutch hub (92) from countershaft splines. gear and case.
T12 UNITS: Remove four bolts (1) and idler shaft retainer (4).
FRONT CLUTCH DRIVE SHAFT AND GEAR
Remove idler gear (7) as retainer and idler shaft (9) are pulled
from transmission.
Parts are illustrated in T12 exploded view.
Remove four 5/16 bolts (64) and bearing retainer (66) from OUTPUT SHAFT AND COUNTERSHAFT GEAR
T12 units only.
T11 UNITS: Lift countershaft gear (96) from transmission as
Remove snap ring (53) from shaft (54) groove and slide shaft countershaft (95) and bearing (93) are removed.
rearward through gear (52) catching snap ring and gear when
they are freed as shaft is removed. The snap ring (67) may be T12 UNITS: Remove four bolts (1). Remove idler gear (7) and
removed and bearing (70) may be pulled prior to removing thrust washer (42) as retainer (4), idler shaft (9) and the other
shaft from case or bearing may be pressed from shaft after thrust washer are pulled from transmission. NOTE: Early mod-
removal from case. els did not use these thrust washers. The new retainer and
thrust washer may be used to replace an earlier retainer.
It is wise to mark all gears as they are removed. Marking gears
insures that they will be replaced in the correct location and
also permits gears which have been running together to be COMPLETE TRANSMISSION DISASSEMBLY
remated.
Oil screen and all case plugs should be removed to permit
thorough cleaning of case and case passages. Parts should
REAR CLUTCH DRIVE SHAFT be dried with compressed air.
24
OVERHAUL OF SUB-ASSEMBLIES
T11 EXTENSION HOUSING Assemble groove pin (72) with shift lever positioned so that
groove around shaft aligns with groove pin hole in housing.
DISASSEMBLY
Assemble idler shaft (13) into retainer (4), aligning the large
Pull output shaft (90) from remaining parts. Move shift fork (81) step of the step drilled hole in shaft with cast “V” recess of
forward and remove sliding collar (89), shift fork, low speed retainer and assemble pin (3) into retainer and shaft.
gear (87), and the two thrust washers (75 & 88).
Assemble idler shaft and retainer with gasket to extension
Remove four cap screws (1), idler shaft retainer (4) and idler housing with cast recess of retainer located up in transmission.
shaft (13) from housing. Replace four 5/16–18 x 1 hex head bolts (1) and lockwashers.
Current models do not use lockwashers on retainer bolts.
Drive the groove pin (72) from housing and remove shift lever.
Remove detent plunger (71) and spring (70). Remove the Center over the output shaft bearing, one low speed gear
1/4 inch pipe plug (66), spring (67) and 3/8 inch steel ball (68). thrust washer (75), the low speed gear (87), a second thrust
The 3/8 ball rests on the clutch release valve seat. Do not washer (88), and the sliding collar (89). Assemble shift fork,
damage this valve seat by forcing punches or other tools into engaging shift lever and sliding collar which should then be
this location. centered over low speed gear.
Remove and discard the two oil seals from housing. Remove Assemble output shaft (90) through these parts and into
annular bearing if replacement is planned. bearing.
INSPECTION
VALVE BODY
Inspect gears, shafts and journals for pits, nicks, burrs and any
DISASSEMBLY
other damage. Check gears for broken teeth. Check shift fork
for wear and distortion. Inspect oil seals for cracks, hardness
or cuts. Gasket surfaces should be flat, clean and free from
deep scratches.
Remove six bolts which retain valve body cover (15) and gas-
ket. Remove cover and gasket.
ASSEMBLY
Remove two bolts which retain separator plate (11) to valve
Press a new output shaft oil seal (6) approximately 1/8 inch body. Lift separator plate and gasket carefully so that poppet
(approx. 3mm) below flush with rear extension housing (7) spring (34) and ball will not be lost. Observe the position of
face. valve keepers and then remove these parts.
Press output shaft bearing (77) into housing bore until it Pull loose valves and springs carefully from valve body, keep-
bottoms. ing springs with valves. The two oil seals will make valve
removal difficult. Use a screw driver to pry seals from body
Press shift lever oil seal (73) 3/32 inch (2.4mm) below exten- after valves have been removed.
sion housing face.
Remove the two retainer plugs (22 & 45) and pull the two
Assemble an “O” ring (78) into shift lever shaft (80) groove. remaining valves from body.
Assemble the 3/8 inch steel ball (68), spring (67) and one
quarter inch pipe plug (66) from outside and detent spring (70) INSPECTION
and plunger (71) from inside of extension housing.
Check valves for burrs and scratches. With parts washed and
Place a seal protector or use electrical tape over shaft (80) ser- air dried, valves should slide freely in their respective bores.
rations and assemble shift lever into housing as detent spring Small burrs may be removed by using a small, fine stone or
and plunger are held in to permit assembly. crocus cloth; however, never remove more material than
25
necessary and do not round valve lands. All surfaces of valve ADAPTER
body should be flat with no scratches. It is permissible, when
proper equipment is available, to hand lap valve body and DISASSEMBLY
plate surfaces.
Remove six cap screws (138) from front bearing retainer and
collector ring. Remove bearing retainer and inspect bearing in
ASSEMBLY
position. The parts are illustrated in T12 exploded view.
Place valve body (2) on a clean bench with flat surface up and
Press bearing (118) from the adapter if replacement is
bore openings to your right. Parts are illustrated in valve body
planned.
exploded view and also in T12 exploded view.
Assemble regulator valve (20), spring (21), gasket (22) and Remove the converter pop valve spring seat (126), flat
valve retaining screw (23) into nearest bore. The regulator washer, converter pop valve spring (125) and the 3/8 steel ball
valve and clutch supply valve (10) are similar; however, the (124).
regulator valve has a chamfer ground across one land.
Assemble clutch supply valve (10), spring (11), gasket (12) INSPECTION
and valve retainer plug (13) into third bore.
Mating surfaces should be smooth and flat. The sealing rings
Press both seals in position, then carefully assemble selector should be free in their grooves, should retain most of their orig-
valve (8) into furthest bore. Assemble valve keeper (4). inal tension and should not be worn or be out of shape. The
two small plugs, which are pressed into the retainer hub
Assemble the inching valve locator spring (14), inching valve should be oil tight.
(15), inching valve spring (16) and plunger (18) into the
remaining bore, then assemble the two keepers (1 & 3) to
retain these parts. ASSEMBLY
Assemble the poppet ball (6) and spring (5) into tube (7). Press the bearing (118) into the adapter until seated. Assem-
ble bearing retainer (117) and six 5/16-18 X 1 hex head bolts
Assemble a new gasket (10) to valve body face, align holes in
with lockwashers.
separator plate (11) with valve body holes and press plate
down until the two 5/8–18 X 7/8 hex head bolts can be installed
Assemble two cast iron sealing rings (116) in bearing retainer
finger tight.
hub grooves.
Assemble valve body cover gasket (14), cover (15) and six
5/16-18 X 1-1/4 hex head bolts. All bolts and plugs should be Replace converter pop valve (124), spring, flat washer and
torqued at this time. pop valve seat.
PUMP
GENERAL
Three different pump assemblies are currently manufactured

for use in T11 and T12 transmissions. Overhaul and inspection
procedure is similar for all three assemblies.
The seal bottoms in the seal bore of two of these pumps. The
seal is pressed in flush with seal bore on the other pump. Note
seal position before removing the original seal and replace the
new seal accordingly.
DISASSEMBLY
Pump gears are matched to pump housing. Do not inter-

VALVE BODY EXPLODED VIEW change pump gears and housings.
26
Remove the screw or screws from the pump and separate the necessary to tap the parts with a plastic hammer to free them,
pump body and gears from stator support. Mark gears with a should they become cocked or stuck.
felt marking pen so that gear faces may be replaced as they
were originally. Remove piston (124) from from clutch cylinder. Do not remove
clutch sealing rings unless replacement is planned. Do not dis-
assemble input shaft from clutch cylinder unless replacement
INSPECTION
of one of these parts is necessary.
Inspect all parts for wear. Deep scratches or excessive wear

Remove the 24 clutch retractor springs (119) and front clutch
will prevent the pump from delivering full output. Replace the
plate (120). Invert remaining clutch parts and remove snap
seal if cracked, brittle or cut. Pump bore, face and crescent
ring retainer screw, retainer and snap ring (109).
should be smooth and free from excessive wear. Pump parts,
except for the oil seal, are not sold individually.
Tap as required and pull rear clutch cylinder (112) and piston
assembly from pressure plate.
ASSEMBLY
Remove piston (115) from rear clutch cylinder. Sealing ring
Press a new seal into pump housing. Replace pump gears removal, when required for either front or rear clutch, is best
with marks on gear faces located as they were before disas- accomplished by using a special tool designed to hold in on
sembly. Some pumps have one large and one small “O” ring to one end and approximately one-half of the ring diameter, while
seal pump faces. Replace these “O” rings or gasket as the free end of the ring is being unhooked.
required.
Remove rear clutch plate (117) from pressure plate.
Lower stator support down through pump housing and gears,
and rest small end on bench. Lift pump housing and gears up
to contract stator support and replace the screw or screws. INSPECTION
Pump gears should be free after assembly is completed. A
small burr or a cocked gear may cause pump to lock up. Inspect needle bearings (121 & 107) in position and remove if
defective. Check clutch plate rivets for tightness and hub
splines for excessive wear. Clutch plates should not be
CLUTCH ASSEMBLY warped, bent or mutilated. Pressure plate faces and bores
should be smooth. The four drive pins (116) should be tight in
DISASSEMBLY the assembly and ends of pins should be approximately 13/32
inch (10.3mm) below pressure plate face. All cast iron sealing
The words forward and reverse have been used to describe rings should be free in their grooves and should not be
the clutches. The forward clutch does not always drive the scratched or worn excessively. Rings should still retain most of
vehicle forward; therefore, we now use front or rear to describe their original tension. Clutch retractor springs should all have
each clutch. approximately the same free height and should not be muti-
lated or deformed in any manner. The clutch flyballs when
The front and rear clutch assembly is balanced. Two lines used, should be free with the assembly properly torqued in the
were etched at assembly to indicate correct alignment of the mating part. The ball should have at least .030 inch (7.6mm)
rear clutch cylinder with the pressure plate and one etched line end play or free movement. The clutch flyball is not used in all
is used to indicate correct alignment of front clutch cylinder transmissions.
with clutch pressure plate. These etched marks are not always
visible and if marks are not visible, either scribed or punch The two small plugs which are pressed into holes in rear face
marks should be made to insure proper realignment during of rear clutch cylinder should be oil tight.
assembly.
Place clutch assembly under an arbor press, with input shaft ASSEMBLY
centered under the press. Use the T11 exploded view for ref-
erences in this section. Place the pressure plate assembly (118) on bench with the two
balance marks facing up.
Remove the snap ring retaining screw (134) and retainer
(133). With a light force from press held against input shaft Assemble rear clutch plate (117) with long portion of hub fac-
(123), remove snap ring (135) and slowly release the force to ing toward bench.
permit front clutch cylinder and input shaft to be pushed from
pressure plate (118) by the clutch retractor springs. It may be
27
Press a new needle bearing (107), if required, into rear clutch The input shaft (123) should have a needle bearing (121)
cylinder (112) to a depth 9/64 inch (3.6mm) below cylinder rear pressed into bore with rear face of needle bearing even with
face. top face of bore. Assemble input shaft to front clutch cylinder
(132). Eight 5/16-18 X 3/4 hex head place bolts (122) are used
Assemble a new sealing ring (113) in cylinder hub groove. to retain these parts.
Assemble a new sealing ring (114) in clutch piston (115)
groove. Assemble a cast iron sealing ring (131) in front clutch cylinder
hub groove.
Align dowel holes of clutch piston and cylinder as piston is
assembled into cylinder. Lubricate all clutch parts as they are Assemble a cast iron sealing ring (130) in front clutch piston
assembled. groove.
Place rear clutch and piston assembly squarely over clutch Lubricate and assemble piston into clutch cylinder, aligning
pressure plate, aligning balance marks and dowel pins, and dowel holes as these parts are assembled.
gently tap or push parts together. Replace snap ring (109) with
ends positioned to permit retainer (111) and screw (110) Align balance mark on clutch cylinder with balance mark on
installation at this time. clutch pressure plate and carefully lower clutch cylinder and
piston into pressure plate and over drive pins. Use an arbor
Assemble two new sealing rings (108) in rear clutch cylinder press to assemble parts against spring force and install the
grooves. snap ring so that retainer screw hole is exposed.
Invert clutch parts, which have been assembled and install the Replace snap ring retainer (134) and screw (133).
24 clutch retractor springs in holes through pressure plate
web. Assemble front clutch plate (120) with long portion of hub
facing up.
28
ASSEMBLY OF TRANSMISSION
T11 COUNTERSHAFT GEAR RETAINER WITH “O” RING
Place transmission case (101) on front face under an arbor Assemble an “O” ring in bearing retainer groove. The 5/16 inch
press. Center bearing bore with center of press. Press front (7.9mm) wide by 31/64 inch (12.3mm) deep slot in rear face of
countershaft bearing (97) into and bottom in case bore. this type retainer should be located up in transmission. Two
5/16-18 X 1/2 hex head bolts with flat washers are used to hold
Center the countershaft gear (96) over front bearing and slide this retainer during assembly and handling; however, these
countershaft (95) splines through gear splines. Align counter- two bolts will be removed before attaching another transmis-
shaft with bearing bore and use the press to seat shaft in bear- sion to the T12 assembly. A dowel located in from face of the
ing. Support bearing inner race when pressing countershaft attached transmission is aligned with the retainer slot to pre-
into the bearing. vent rotation of retainer.
Press rear countershaft bearing (93) over countershaft and

into case bearing bore. T11 IDLER GEAR
The needle bearing (12) in splined end of rear idler gear

T12 OUTPUT SHAFT AND COUNTERSHAFT GEAR should be pressed 3/16 inch (4.8mm) below the front face. The
needle bearing (9) at gear end of rear idler gear should be
Place transmission case on front face under an arbor press. pressed 1/16 inch (1.6mm) below ground face of gear.
Center bearing bore with center of press. Press front counter-
shaft bearing (79) into and bottom in case bore. Assemble idler shaft thrust washer (85) against case thrust
face. Low melting point grease should be used to hold this
Check expansion plug (77) in front of output shaft to make sure washer in position. A shaft, which is slightly smaller than the
that it is securely staked and oil tight. idler shaft, may be used temporarily to hold the thrust washer
and idler gear until extension housing is assembled. The idler
A thirty-seven tooth countershaft gear is used in transmission shaft will push the dummy shaft forward and out of transmis-
assemblies having a standard 1.19:1 speed ratio in reverse. sion as extension housing is assembled to transmission.
Transmissions having the .94:1 fast reverse speed ratio use a
countershaft gear having a thirty-three tooth member and a Reach through top opening in case, holding idler gear (11),
thirty-seven tooth member. The smaller or thirty-three tooth using care so that thrust washer will remain in position. Slide
member must be located to front of transmission. the rear idler gear (10) splines through rear opening in case
and into idler gear splines.
Center countershaft gear (78) over front bearing and slide out-
put shaft (76) splines through countershaft gear splines. Align
output shaft with bearing bore and press shaft into bearing. T12 IDLER GEAR
Press rear output shaft bearing (75) into bearing retainer (72). Press one needle bearing (6 & 8) into each end of idler gear
The bearing should bottom in this bore. Press a new seal (74) (7). Bearings should be 1/32 inch (.8mm) below face of gear.
into and 7/64 inch (2.9mm) below chamfer leading into seal
bore. One bearing retainer (72) uses a gasket to seal against Assemble idler shaft (9) into idler shaft retainer (4), aligning
case face and another type retainer (62) uses a rubber “O” ring large end of step drilled hole in shaft with pin hole and cast “V”
which seals in the case bore. of retainer. Assemble retainer pin (3) to retain shaft in retainer.
Hold idler gear in position while assembling a gasket, the idler

RETAINER WITH GASKET shaft and retainer to case. The idler shaft passes through nee-
dle bearings in idler gear and into case bore. Rotate retainer to
Locate recessed Portion of retainer as gasket and retainer are position the caste slot up and install four 5/16-18 X 1 hex head
assembled to transmission. Six 5/16–18 X 7/8 hex head bolts bolts. Early units used lockwashers on these bolts. Current
with gaskets (washers) are used to hold this retainer. Nylock models now use a thrust washer on each end of gear and
type bolts with lockwashers may also be used in this location. these washers should be replaced when used. Case and
Late units do not use washers on bolts. retainer are machined to accept the two washers. Too little
29
or too much end play of idler gear indicates that the wrong Move the snap ring (53), which was installed behind rear
parts are being used together. clutch drive gear snap ring, into the front clutch drive shaft
groove to retain gear.
Transmission assemblies having a .94:1 fast forward ratio use
a two member gear having the smaller or thirty-one tooth On T12 transmissions only, assemble the gasket, bearing
member located to rear of transmission and the thirty-five tooth retainer (66) and four 5/16-18 X 7/8 hex head bolts and lock-
member located to front of transmission. washers.
REAR CLUTCH DRIVE SHAFT AND GEAR T11 EXTENSION HOUSING TO CASE
Press a needle bearing (61) into rear clutch drive shaft (59) Assemble the clutch hub (92) over the countershaft (95) and
until flush with bottom of first step in gear. Use T12 exploded against the rear of case, with gear teeth to rear of transmis-
view for reference for this section. sion.
Assemble a snap ring (60) in front drive shaft groove. Press Assemble a thrust washer (91) on countershaft behind the
the annular bearing (57) onto drive shaft and into contact with clutch hub. Assemble a thrust washer (79) over idler shaft.
snap ring. The snap ring (58) should be in bearing groove and
should be located to front of transmission next to snap ring in Align idler gear shaft with rear idler shaft gear bore as the
shaft. extension housing is moved into position against rear trans-
mission face. The output shaft and shift collar will hold the
Hold drive gear (56) with long portion of gear hub facing to rear parts which were assembled into extension housing if the
of the transmission as the bearing and drive shaft are entered assembly is handled carefully. The idler gear and thrust
into front bore of case and into gear splines. Seat bearing snap washer will have to be aligned and correctly positioned as
ring against case face. Identical thirty-one tooth gears, identi- assembly progresses. Replace the ten 5/16-18 X 7/8 hex head
cal thirty-five tooth gears or one of each may be used for front bolts to retain extension housing to case.
& rear clutch drive gear. Replace each gear in the same loca-
tion that they were originally.
CLUTCH ASSEMBLY INTO TRANSMISSION
Assemble the bearing retainer (88) without a gasket, using five
5/16-18 X 1-1/4 machine screws and lockwashers to retain this The clutch assembly can be assembled into transmission sit-
part. ting upright; however, an easier method is to place the trans-
mission on its rear face and carefully lower the clutch
Assemble a snap ring (55) in shaft groove behind gear. assembly into transmission and onto the protruding shafts. It
will be necessary to rotate clutch assembly to cause clutch
splines to align with mating shaft splines. The clutch assembly
FRONT CLUTCH DRIVE SHAFT & GEAR when properly assembled will be approximately 1/2 inch
(12.7mm) below case front face.
Assemble a second snap ring (53) over rear clutch drive shaft
just behind the snap ring in the groove behind gear. This snap
ring will be moved later. Use T12 exploded view for reference TRANSMISSION FRONT HALF
for this section.
The T11 exploded view is used for illustrating this section.
Assemble a snap ring (51) in the rear large snap ring groove of Press and bottom the annular bearing (140) in case front half
front clutch drive shaft. (139) bearing bore.
Press the annular bearing (70) onto the front clutch drive shaft. Use petrolatum (Vaseline) to hold gasket in position on case
The snap ring in bearing groove should be assembled to the front half (139). Lower case front half over input shaft and onto
rear end of shaft. Assemble a snap ring (67) behind the bear- rear half of case, aligning gasket and case bolt holes. Replace
ing and in the groove of drive shaft. all bolts in their proper locations.
Hold gear (52) with long end of hub facing to front of transmis- Assemble two snap rings (141) in one groove of input shaft in
sion and slide drive shaft (54) and bearing assembly through front of annular bearing.
rear case opening, through gear and rear clutch drive shaft. It
will be necessary to press or gently tap bearing into position to Assemble a cast iron sealing ring (142) in front groove of input
seat snap ring against case face. shaft.
30
Assemble a pump gasket (143) to case front half. Assemble Assemble the spacer (119) over input shaft and position it
the pump and stator support assembly over the input shaft, against the bearing. Assemble a snap ring (120) in input shaft
aligning gasket and pump pockets and holes to case pockets groove ahead of spacer.
and holes.
Assemble a pump gasket (127) and the pump, aligning bolt
Replace eight 5/16-18 X 1-1/8 machine screws and lock- holes to adapter holes. Replace four 5/16-18 X 2 hex head
washer assemblies (166) to retain pump to case front half. bolts to retain pump to adapter.
ADAPTER AND CONVERTER HOUSING VALVE BODY TO TRANSMISSION
The T12 exploded view is used for illustrating this section. Place a valve body gasket on case face and carefully lower
Assemble a gasket (121) over adapter (122) snap fit. Align valve body into position, aligning bolt holes and passages of
gasket and adapter openings and bolt holes to case as gasket and valve body as these parts are assembled. Four
adapter is assembled over input shaft and into position on 5/16-18 X 2-1/4 and eight 5/16-18 X 1-1/4 hex head bolts
case face. Assemble six 3/8-16 X 1-1/8 and two 3/8-16 X 1-3/4 retain valve body to case.
hex head bolts to retain adapters to case.
Complete transmission assembly by replacing all case plugs,
Assemble converter housing to case and adapter assembly the dipstick and the oil screen with spring placed inside of the
using six 7/16-14 X 1-5/8 hex head bolts. screen to retain screen and also to retain screen shape.
SERVICE PRECAUTIONS AND INSTRUCTIONS

TRANSMISSION ADJUSTMENTS B) After the oil has been drained, clean the filter screen and
reinstall.
INCHING VALVE LINKAGE
C) Change external oil filter every 500 hours of operation.
The clutch pedal should be checked and the necessary adjust-
ment should be made to limit pedal upward movement so that 4) EXTERNAL LINES
the pedal stops before the inching valve bottoms. The inching
All external lines and fittings should be checked periodically
valve should have approximately .010 inch (.25mm) clearance
for leaks or damage.
before bottoming after clutch inching pedal is in the upward
position.
5) CHECK LINKAGE ADJUSTMENT
A) Selector Valve
SELECTOR VALVE LINKAGE
The selector valve linkage should be examined periodi-
Adjust selector valve linkage and check periodically to deter-
cally to determine if the linkage is properly locating the
mine if linkage is properly locating selector valve in the detent
selector valve in relation to its detent positions.
positions.
B) Inching Valve
a) Periodically, a pressure gage should be installed on
1) OIL the clutch pressure taps to determine if the inching
Use only Automatic Transmission Fluid Type “A,” Suffix “A” valve is allowing full clutch engagement. With the
or Dexron. clutch pedal released the clutch should receive full
pressure at all speeds.
2) OIL LEVEL CHECKS
b) The clutch pedal should be checked to make sure the
Check daily when warm with engine running at 600 RPM in pedal stop limits the upward movement of the pedal
neutral. before the inching valve bottoms. The inching valve
should have .010 inch (.3mm) movement the clutch
3) OIL CHANGE PERIODS pedal is in the upward position.
A) Change oil every 1000 hours of operation.
31
32
CROSS SECTIONAL VIEW OF EARLY AS1-T11 TRANSMISSION
33
CROSS SECTIONAL VIEW OF EARLY AS1-T12 TRANSMISSION
TROUBLE SHOOTING
A trouble shooting chart is included in this manual and should Correct interpretation of the stall checks requires that the con-
be used to help solve problems. dition of the engine be known. With the selector in neutral the
engine should operate at full governed speed. When the stall
A complete knowledge and understanding of the transmission, speed is equal to the specified stall speed, the engine is devel-
its functions, its gear train, its hydraulic system and its adjust- oping full power and the converter and transmission are hold-
ments should be acquired prior to any attempt to diagnose ing properly. A drop below the recommended stall speed of
transmission problems. Once this knowledge is obtained, trou- 200-300 ERPM usually indicates a need for engine tune-up.
ble shooting becomes a simple procedure of checking and cor-
recting until the problem is solved. A stall speed 600-700 RPM below normal indicates that the
converter one-way clutch is not holding and the converter
Poor acceleration combined with a substantially reduced max- should be replaced. A stall speed higher than normal could
imum speed, indicates that the stator one-way clutch has indicate a slipping clutch or when a tinny sound is heard com-
locked in the engaged condition. The stator will not rotate with ing from the converter, the converter blading is probably defec-
the turbine and impeller, therefore, the fluid flywheel phase of tive.
the converter performance cannot occur. This condition will
also be indicated by excessive overheating of the transmis-
sion, although the stall speed will remain normal, the converter TROUBLE DIAGNOSIS
will have to be replaced.
When a transmission malfunction is encountered, the following
Engine rock will occasionally permit the inching valve linkage procedure may aid in isolating the failure;
to move the inching valve and cause partial clutch release.
Extended periods of operation with slipping clutches is certain 1) Be certain the transmission is at proper operating tem-
to damage or destroy the clutch facings. Proper adjustment perature 180°–225°F (82°–107°C).
will usually correct this condition. 2) Check the oil level, if low, bring level to the full mark.
3) Check external linkage connections to the selector valve
Gages are of no value unless they are accurate and should be and inching control valve.
checked periodically against a master gage or a dead weight 4) Install a tachometer on the engine.
tester and should either be adjusted or discarded when found 5) Mount pressure gages on the transmission at appropriate
inaccurate. locations and check pressures.
6) Stall Check
Oil level, pressure checks and all operational checks should A) Shift transmission to neutral and fully depress throttle
be made with the transmission at operating temperature. to determine if the engine will run at the specified
Checks should be made and compared to figures given for the governed speed.
model being tested. Low pressure can be caused by leaks, B) Apply brakes.
stuck valves, low oil level, a faulty pump, restrictions and other C) Shift transmission to forward or reverse.
conditions. High pressure is usually caused by a stuck regula- D) Open throttle fully.
tor valve; however, restriction of the regulator exhaust could E) Read tachometer and check with manufacturer’s rec-
also cause high pressure. Lack of any pressure could be ommendations.
caused by low oil level or no oil, a defective pump, broken F) Do not exceed 250°F (121°C) oil temperature during
pump drive tangs or a large leak. the stall check.
The stall check is a check to determine the maximum speed

that the engine can drive the converter when the converter tur-
bine is held by applying the brakes with the transmission in
either forward or reverse. Do not stall for more than ten sec-
onds without shifting to neutral to permit cooling. After a brief
cooling period additional stalling is permissible; however, it is
recommended that stalling and temperature be kept to a
minimum.
34
PRESSURE CHECKS
The following chart may be used as a guide line for checking

transmission pressures when specific test information is not
available for the particular unit.
TRANSMISSION PRESSURES IN PSI
TRANSMISSION PRESSURES IN Kg/cm2
Moving the T11 HI-LO range control into neutral position The cooler by-pass should open any time the cooler pressure
should cause the clutch pressure to drop to zero. reaches 60 to 85 PSI (4.22 to 5.98 kg/cm2).
Backing the inching valve out .030 in (.76mm) from fully in Transmissions which have clutch flyballs should have an
position when the engine is operating at 2000 RPM, should not abrupt rise in clutch pressure after clutch pressure reaches
change clutch pressures. 40–60 PSI (2.81–4.22 kg/cm2) as the inching valve is moved
slowly into valve body.
Clutch pressure should drop to zero when the inching valve is
moved to the extreme outward position against the stop.
35
TROUBLE ANALYSIS CHARTS
36
BOLT TORQUE SPECIFICATIONS
*LBS. INCHES
37
38
SPRING IDENTIFICATION CHART
2
4
6

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UPPERSTRUCTURE

It is important that any procedure not specifically recommended by Warner &

The Warner & Swasey Company

©1974 The Warner & Swasey Company Gradall is a registered trademark

Form No. 7350 Printed in U.S.A.

See “GRADALL CARRIER OPERATOR’S MANUAL” (standard 6x4 and 6x6)

IT IS NECESSARY THAT THIS MANUAL REMAIN WITH THE GRADALL

Always use two hands when climbing up on the

Keep swing area free of tools, buckets and blocking.

Always use caution when working near people.

Never operate the machine with someone stand-

On truck-mounted Gradalls, watch out for the

Never reach into the boom holes unless the

Before disconnecting any oil lines, place the

Use extreme caution when high voltage wires are

Always get true location of buried utility lines

Be especially careful when operating carrier in

Recommended overnight parking precautions

• park on level ground

10. Throttle Control Lever

CONTROLS COMMON TO CRAWLER CONTROLS COMMON TO SELF-PROPELLED

CONTROLS COMMON TO UNITS EQUIPPED CONTROLS COMMON TO UNITS EQUIPPED

22 NOTE: Disengage engine clutch for easier starting

Starting Detroit Diesel and Caterpillar Engines (cold start)

Cold Weather Starting Aids

Early recognition and correction of unusual condi-

Stopping the Engine

MODEL 4-53 DETROIT ENGINE: To stop the WARNING

RUN POSITION STOP POSITION LOCATED BEHIND FAN

1. Raise boom from rack far enough to clear the

Conventional Carrier Mounted Units

Remote Control Carrier Mounted Units

Crawler Mounted Units

(for 6x6 units only)

1. Start carrier engine and develop full brake sys-

Pull PARKING BRAKE control up to PARK

4. With engine running, depress clutch and shift

2. Set CAB CONTROLLED BRAKES toggle to

5. Set REMOTE DRIVE toggle to IN position.

TWO SPEED AUXILLIARY THREE SPEED AUXILLIARY

(for 6x4 units only)

CARRIER CAB CONTROLS ARE NOW SET FOR REMOTE OPERATION,

1. Be sure BRAKES toggle in upperstructure is in

NOTE: Disengage engine clutch for easier starting

a. Adjust upperstructure engine speed to idle.

2. Be sure travel and steering levers are in neutral

b. With BRAKES toggle remaining in ON posi-

c. If step b. caused gears to clash, power take-

UPPERSTRUCTURE CONTROLS ARE NOW SET FOR REMOTE OPERATION.

Be sure upperstructure swing brake functions

REMEMBER THAT DIRECTIONS ARE BASED ON UPPERSTRUCTURE

DRIVING CARRIER FROM

1. Be sure controls in carrier and upperstructure

3. BRAKES toggle in upperstructure controls

Never move BRAKES toggle to OFF posi-

2. Be sure BRAKES toggle in upperstructure is in

3. If upperstructure engine is to be turned off, allow

UPPERSTRUCTURE CONTROLS ARE NOW SET FOR CONVENTIONAL

1. Push steering selector valve knob down to lower